HomeMy WebLinkAboutComp Plan December 1986CITY OF WHEAT RIDGE
COLORADO
COUNCIL, COMMISSION $ STAFF AT ADOPTION OF SECTION I - Established Character
(April 9, 1979)
MAYOR Oliver Phillips
CITY COUNCIL Joseph Donaldson, Mayor Pro-Tem
Mary Jo Cavarra, President
Anthony Flasco
Gary Lewman
Ray Pepe
Louise Turner
PLANNING COMMISSION Calvin Jenks, Chairman
Bonnie Scoma, Vice Chairman
Wayne Preston
Nancy Snow
Leland Stewart
Ivan Hawn, Alternate
Louis Longo, Alternate
John Martin, Alternate
STAFF Charles Stromberg, Director of Community Development
Thomas P. Lam, Supervisor of Long Range Planning
COUNCIL, COMMISSION $ STAFF AT ORIGINAL ADOPTION OF PLAN (September 27, 1976)
MAYOR
Frank Stites
CITY COUNCIL Joseph Donaldson, Mayor Pro-Tem
Lawrence Merkle, President
Mary Jo Cavarra
Robert Howard
Calvin Hulsey
Louise Turner
PLANNING COMMISSION Leland Stewart, Chairman
Otto Bebber, Vice Chairman
Calvin Jenks
Gary Lewman
Bonnie Scoma
Wayne Preston, Alternate-
STAFF Dennis W. Zwagerman, Director of Community Development
Principal Author: Thomas P. Lam, Planner II
David C. Shelley, Planner II
Marilyn Habgood, Planner I
Tony Catrine, Planning Technician
Larry Rasinski, Planning Draftsman
Patricia Cesare, Secretary
DATE OF PRINTING: August, 1978
SECOND PRINTING: October, 1979
THIRD PRINTING: March 1984
FOURTH PRINTING: Dece;Ler, 1986
CITY COUNCIL ACTIONS/AMENDMENTS
1. Total Plan Adopted by Council
2. Future Land Use Map Amended
at 4295 Kipling Street
3. Street Intersection Cross-Sections for
49th and Kipling, and 32nd and Youngfield
were amended
4. Section I - Established Character
Adopted by Council
5. Section IX - Master Plans for Area Development
A. Wadsworth Town Center - Master Plan
Adopted by Council
6. Section IX - Master Plans for Area Development
B. Kipling Activity Center - Master Plan
Adopted by Council
7. Future Land Use Map Amended
in Vicinity of 1-70 and Kipling
8. Future Land Use Map Amended
in Vicinity of West 32nd Avenue and Union
9. Future Land Use Map Amended
in Vicinity of West 38th Avenue and Jay
10. Future Land Use Map - Major Street
Plan Amended in Vicinity of Ward Road
and West 50th Avenue
11. Future Land Use Map Amended in Vicinity
of Marshall Street and West 48th Avenue
September 27, 1976
August 29, 1977
February 27, 1978
April 9, 1979
January 25, 1982
March 21, 1983
March 21, 1983
July 25, 1983
September 12, 1983
September 12, 1983
September 26, 1983
ii
CONTENTS
CITY OF WHEAT RIDGE
COMPREHENSIVE DEVELOPMENT PLAN
Names of Council, Planning Commission $ Staff
City Council Actions
Table of Contents
FOLDOUT SUMMARY AND MAP OF COMPREHENSIVE DEVELOPMENT PLAN CONTAINING:
LAND USE
STREETS
BIKEWAYS
SECTION
I
(pages
1
- 3)
SECTION
II
(pages
1
- 13)
SECTION
III
(pages
1
- 5)
SECTION
IV
(pages
1
- 26)
SECTION
V
(pages
1
- 48)
SECTION
VI
(pages
1
- 43)
SECTION
VII
(pages
1
- 30)
SECTION VIII
SECTION IX
ESTABLISHED CHARACTER
GOALS AND OBJECTIVES
POPULATION
LAND USE
TRANSPORTATION
ECONOMIC BASE
PUBLIC FACILITIES
PAGE
i
ii
PARKS AND RECREATION (published
as a separate document)
MASTER PLANS FOR AREA DEVELOPMENT
A. Wadsworth Town Center
B. Kipling Activity Center
(available as a separate
document)
In part, the preparation of this report was financially aided through a
Federal Grant from the U.S. Department of Housing and Urban Development,
under the Urban Planning Assistance Program, authorized by Section 701 of
the Housing Act of 1954, as amended.
iii
(RESERVED)
iv
(RESERVED)
SECTION I
ESTABLISHED CHARACTER
FOR THE
CITY OF WHEAT RIDGE, COLORADO
SECTION I-TITLE PAGE
SECTION I
ESTABLISHED CHARACTER
FOR THE
CITY OF WHEAT RIDGE, COLORADO
TABLE OF CONTENTS
PAGE
I. OUR LOCAL HERITAGE I
II. DESIRED CHARACTER 2
III. IMPLEMENTATION 3
SECTION I-Contents List
A PREAMBLE FOR THE RESIDENTS OF WHEAT RIDGE, COLORADO, TO PERPETUATE ITS
PAST AND TO SUSTAIN ITS FUTURE
We, the Residents of the City of Wheat Ridge, shall dedicate ourselves to
preserve the historical geographical nature of our environment located at
the base of the Rocky Mountains along the banks of Clear Creek in Jefferson
County.
We proclaim that the family and its home is the central human institution in
our City and the basic reason for the creation of towns and cities; and that
all other social, economic and political activities are mere supporting imple-
ments which should assist, sustain and protect the general well-being of the
family unit in the local society.
We shall dedicate ourselves to plan, build and maintain homes that harmonize
with the setting; and within them nurture a family who will appreciate and
enjoy living in the community.
We shall dedicate ourselves to participate in our local governments and to
direct our elected officials to carefully plan city zoning regulations, local
and major arteries of traffic, and health-safety and general welfare regulations
which first will enhance the quality of our family life and the security of the
home.
I. OUR LOCAL HERITAGE
Much has transpired in our community on the banks of Clear Creek (Vasquez
Creek) since the primitive Indians struck down their teepees over a century
ago and trailed off northward, leaving behind their cherished valley. . .
Never to return again.
Those who worshipped the sun and the land were quickly supplanted by
explorers, trappers, enthusiastic miners and sedentary farmers. History
records their appreciation of the beauty and productivity of this restful
land.
Rufus B. Sage, an early western explorer and newspaper correspondent from
Connecticut (1836-1847), wrote these heart-felt words of praise about our
locality while camping on Vasquez Creek below Lookout Mountain.
"There are few localities in the vicinity of the Rocky Mountains
better suited for a small settlement or possessed of greater
agricultural advantages than this valley. All the different
varieties of wildfruits and game indigenous to the mountains are
found here in great abundance along the Creek bottoms. The
scenery in the vicinity of my camp is romantic, wild and beautiful."
Farmers quickly took the initiative in cultivating the land through home-
steading and diverting irrigation water to the farms; planting wheat,
I - 1
fruit trees, flowers, vegetables and berries; and constructing homes,
schools, churches and roads. They created a community pride and spirit
which has prevailed to this day.
Since the end of World War II in 1945, our locality has been a focal point
of suburban housing and commercial development. People, while visiting
us, appreciated what they perceived and decided to reside here. They
appreciated the many positive advantages of living in the area. Along with
the advantages, however, growth-related problems began to develop. The
City of Wheat Ridge was incorporated in 1969.
II. DESIRED CHARACTER
To determine the character of Wheat Ridge, opinions were surveyed and
questionnaires tabulated and analyzed. The results tend to substantiate
that the philosophy and aspirations common to the community since its early
years continue to endure. Consensus studies portray people as desiring to
retain physical evidence of the agricultural frontier; as seeking for open
space, parks and vistas of the mountains and countryside, and for low density
family homes with a place to play at or near home amidst natural surroundings
reached safely by walkways or special paths.
Outstanding aspects of this community are its desirable size and ideal location.
Its size facilitates a close relationship between store, office and home.
Its geographic location facilitates access to the benefits of the metro-
politan area and the mountains. Even though Wheat Ridge is a part of the
metropolitan area, it is removed from it by its character. Some areas take
on the character of a friendly small town with greenery, quietness, openness,
friendly neighbors and lack of congestion. In other areas, nooks of the
rural provide the opportunity to have or see animals, farms, gardens, and
roadside stands. Wheat Ridge, known as "'The Carnation City," is predominantly
residential with a mixture of low rise architecture and a variety of inde-
pendent life styles ranging from agricultural to cosmopolitan.
The people desire city streets adequate for local needs and well maintained
and regulated against danger and excessive noise. Local concern is expressed
that state and federal highways meet the local residents' needs and provide
safeguards to keep people from being imprisoned within their homes by swiftly
moving walls of automobile traffic. They also desire opportunities to use
public transportation and bikeways and walkways to local trade and service
centers, public facilities, and employment localities when more advantageous
than by personal automobile.
Localized commercial and light industry are desired and needed to provide
services, reasonable employment and economic base; but need strict zoning
to provide adequate safeguards against loss of value to adjoining residential
property, and to the established quality of life in the community. During
the past few years, many new residents from large core cities provide examples
of the mobility of people and of industry to the suburbs, caused by poor and
excessive government regulations without proper concern for the people.
I - 2
Qualify of life in Wheat Ridge comes from the people themselves and has
the beauty and serenity of the country as well as the excitement and
convenience of the city. Wheat Ridge does and will attract the kind of
people who are drawn here by its character and should resist the temptation
to become just like another city or suburb. Efforts should be made to
recognize and focus on the good points of our community so that the best
of the past can be blended with the ever-changing present and the unknown
mature. Thus, the community shall be guided through time with the knowledge
that there is a common feeling about what the community is and where it is
going.
III. IMPLEMENTATION
Our local people have a feeling of belonging, and will support cooperative
effort and community spirit in preserving and fostering moral and spiritual
values of past pioneers; and will assist in preserving the physical structures
and existing environments which those early residents so courageously built
and tenderly preserved.
All of us should be obligated to the past, dedicated to the present, and
planning for the future if Wheat Ridge is to be as we desire. Each of
us must dedicate our sincere and courageous efforts to promote and initiate
into practice the present expressed desires and plans. Also, each person
must contribute creative ideas and support for projecting our growth into the
future. The vitality of Wheat Ridge must be sustained and not be allowed to
decay because of changing times; but it must continue to live and mature in
all those values which we so strongly desire.
I - 3
SECTION II
GOALS AND OBJECTIVES
FOR THE
CITY OF WHEAT RIDGE, COLORADO
Section II-Title Page
SECTION II
GOALS AND OBJECTIVES
FOR THE
CITY OF WHEAT RIDGE, COLORADO
TABLE OF CONTENTS
PAGE
1. POPULATION 1
II. LAND USE 1
III. TRANSPORTATION 6
IV. ECONOMIC BASE 9
V. PUBLIC FACILITIES 10
VI. PARKS AND OPEN SPACE 11
Section II- Contents List
I. POPULATION
GOALS:
A. To ensure a moderate rate of growth which will allow for the provision of
needed services.
B. To encourage a diverse social environment, composed of people of different
backgrounds, races, incomes, age levels and interests.
OBJECTIVES:
1. By adopting a policy of controlled growth, implemented by land use ordinances
and :a transportation plan.
2. By encouraging development which will provide employment opportunities and
a variety of housing types.
II. LAND USE
GOALS: General
A. To recognize land as a valuable and limited resource, which should be used
in the best interest of all citizens.
B. To recognize the fragility of the environmait.ahd..to glad fo±,lahd use. which
will cause a minimum of harm to the environment.
C. To promote an aesthetic and pleasant environment for all citizens.
D. To ensure that each development is a positive contribution to the entire
community, and is related to the existing development, rather than allowing
projects to occur haphazardly.
E. To emphasize planning for the neighborhoods; recognizing the different
needs of each, while striving to integrate each one into the fabric of the
City.
11 -1
F. To provide for a moderate growth rate which will allow the City to pro-
vide an adequate level of services.
G. To plan for an urban form which will complement the transportation plan and
increase the feasibility arid'.utilization.of mass transit.
OBJECTIVES:
1. By enacting performance standards for all development and redevelopment to
ensure positive impact upon the environment, the society and the economy.
2. By making extensive use of the PUD zoning concept to encourage innovation,
. design excellance and conservation of land.
3. By encouraging the use of techniques such as clustering structures to achieve
more open space.
4. By supporting a: concept of a state land use plan - recognizing that actions
by other jurisdictions may have a great impact upon Wheat Ridge.
s. By encouraging multi-use in mineral deposit areas: First - resource
extraction; second - land fill; third - final reclamation and development
in accordance with the comprehensive plan.
6. By locating development so as to preserve natural resources.
7. By encouraging a region-wide transportation plan which emphasizes alternatives
to the automobile especially fixed modes which can affect urban form.
8. By beautifying the City, using methods such as development of parkways,
burying utility lines, enforcement of sign and building codes, and requiring
more landscaping on new projects.
11 _2.
II. LAND USE (cont.)
GOALS: Residential
A. To provide housing choices to meet a wide variety of housing needs.
B. To locate housing in areas convenient to services and the proper amenities.
C. To provide help in acquiring the type of housing needed for those who need
it.
D. To make residential areas aesthetically pleasing, functional and protected
from adverse influence.
OBJECTIVES:
1. By adopting zoning regulations which will increase the range of housing
choices available.
2. By locating residential development convenient to parks, schools, mass
transit, work and shopping.
3. By encouraging mid-density and in some cases high-density residential
development so as to complement a mass transit system and to conserve open
space.
4. By showing in the Future Land Use Plan suitable locations for low, medium,
and high density development.
5. By establishing policies to develop proper housing and nursing homes for
the senior citizens.
6. By bonuses in density in development for the provision of superior design,
unique recreational facilities, increase in open space, or provision of
units at the lower end of the housing market.
11 -3
7. By locating residential development in areas where there are no hazards-
flood plains, wildfire areas, areas with unstable soils.
S. By buffering residential areas from more intensive uses.
II LAND USE (cont.)
GOALS: Commercial and Industrial
A. To promote convenient commercial service and public uses within the
neighborhood, which are in harmony with the residential uses in the
neighborhood.
B. To encourage land uses which will provide employment for the citizens,
so that in the future many people will be able to live and work within
the City.
C. To provide for additional commercial, office and service uses provided
that they are conveniently located, attractively developed and meet the
demonstrated needs of the City.
D. To continue to allow only light industry and to locate these industries
within unified, well-planned industrial parks.
OBJECTIVES:
1. By encouraging the development of community activity centers encompasing a
broad range of land uses, each complementing the other. These centers must
be pedestrian oriented and be unified architecturally.
2. By promoting concepts such as shared parking or parking structures within
commercial areas or activity centers so as to encourage pedestrian activity,
thereby reducing use of the automobile.
3. By encouraging_an up-grading of existing strip commercial development.
4. By providing the amount of land required for the community activity centers,
by redevelopment of existing commercial areas, if necessary.
II-4.
S. By providing incentives for businesses to relocate from strip commercial
areas to the community activity centers.
6. By zoning provisions which would allow compatible commercial areas within
the various neighborhoods.
7. By encouraging light industry to locate within the City to provide employ-
ment and increase the tax base.
8. By locating commercial facilities close to mass transit lines.
9. By locating industrial uses on sites large enough to be developed as an
integrated whole.
II. LAND USE (cont.)
GOALS: Open Space
A. To provide cultural and recreational opportunities for all citizens.
B. To provide psychological visual relief from the effects of urbanization.
C. To recognize the value of our dwindling supply of open space and to promote
its preservation.
OBJECTIVES:
1. By implementing the Parks and Open Space Plan in an expeditious manner
2. By encouraging the use of plazas, landscaped areas, parkways, open space
and buffer areas within new developments and redevelopments.
3. By preserving appropriate natural areas and open space as scenic areas, farm-
lands, buffers, recreational areas and wildlife habitat, especially by limiting
development in hazardous areas such as flood plains, areas with unstable
soils, wildlife areas and excessive slopes.
II _g
4. By continuing cooperation with the school district in providing neighborhood
parks, school facilities, playgrounds and cultural events.
5. By providing a senior citizen recreational center in the southeast section
of the city.
6. By constructing a multi-use City recreation center.
III. TRANSPORTATION
GOALS:
A. To participate in the development of a well balanced regional transportation
system to move people and goods in a safe, expeditious and economic manner.
B. To provide an alternative transportation system so as to reverse the existing
emphasis on the automobile as the primary means of transportation.
C. To ensure public safety for pedestrians, bicyclists and motorists.
D. To promote proper future development by curtailing disorganized street
development.
E. To plan a transportation network that will complement an innovative !and use
plan.
F. To plan a street network that routes traffic around the neighborhoods rather
then dissecting them.
G. To promote the development of community activity centers which will decrease
the use of the automobile.
H. To increase the attractiveness of the City's streets.
II -6
OBJECTIVES:
1. By increasing both inter and intra City bus service so as to discourage
private automobile usage.
2. By supporting regional efforts to encourage car pooling.
3. By reviewing the concept of a fixed mode of transportation, such as fixed
rail, PRT, trolley, monorail on a regional level.
4. By widening streets only when necessary, with emphasis upon providing-
parkways, bikeways and turn lanes rather than adding travel lanes.
5. By controlling access from businesses along major streets - by decreasing
the number of curb cuts.
6. By controlling access to major streets from local streets by use of a
median.
7. By providing more sidewalks, pedestrian crossings, bikeways and pedestrian
bridges.
8. By improving and adding wlrere*necessary;- traffic,cortrols and synchronized signals.
9. By providing suitable street lights.
10. By promoting and providing incentives for shared parking and parking structures
to decrease the amount of land devoted to the automobile, and encourage
pedestrian activity.
11. By provision of additional landscaping along major streets, which will improve
the street visually, and also buffer adjoining uses from the effects of traffic.'
12. By encouraging screening of parking areas by use of grade separation., land-
scaping or walls.
II _7.
III. TRANSPORTATION (cont.)
GOALS: Bikeways
A. To minimize traffic conjestion and resultant air pollution by providing safe
and convenient alternatives to the private automobile.
B. To encourage such forms of mixed mode transportation as'the bus-bicycle
transfer system and the "Pedal Hopper" concept.l
C. To provide a means of transportation for those who do not or cannot own
automobiles, or prefer not to use them..
D. To encourage biking and walking as viable forms of transportation and re-
creation.
OBJECTIVES:
1. By planning a bikeway system which interconnects neighborhoods with shopping,
recreation, work and schools.
2. By utilizing drainageways as transportation corridors and recreational
opportunities for cyclists and pedestrians.
3. By coordinating the planned bikeways with the systems of other cities.
4. By passing appropriate traffic ordinances and promoting educational programs
for bicyclists and motorists.
S. By providing bicycle support systems such as parking, licensing and restrooms.
1 Means of transporting bikes on buses
11 -8
IV. ECONOMIC BASE
GOALS:
A. To encourage a strong diversified economic base, which will enable the
City to provide quality services at a reasonable tax rate.
B. To utilize the limited developable commercial land in a responsible manner.
C. To provide a full range of retail shopping with special emphasis upon in-
creasing furniture, clothing and dry goods sales.
D. To provide a pleasant shopping environment which will make shopping
in comfort, safety and convenience possible.
E. To provide incentive for the development of community activity centers - the
best method of achieving the above goals. These centers will provide a unified
shopping environment, and contain diverse but compatible uses. Pedestrian
activity will be emphasized and hopefully the design elements will include
shared parking or parking structures, extensive landscaping, plazas, malls,
and a unified sign program. The result should be an atmosphere conducive
to browsing and comparison shopping, higher sales volume, and increased
feasibilitv of mass transit.
F. To provide employment for those who wish to work in the City - presently approxi-r
mately 95% of the residents work elsewhere.
OBJECTIVES:
1. By prohibiting the extension of present strip commercial development, unless it is
properly planned to_solve,problems created.by typical strip development and it is''
clearly demonstrated it will be an asset to the community.
2. By providing incentives for business, to relocate to the activity centers and
by channeling appropriate new development to the activity centers.
11 _9
3. By including within the zoning ordinance, bonuses in lot coverage for
such elements as excellent design of commercial areas.
4. By increasing the number of businesses selling jewelry, sporting goods, and
other miscellaneous items.
5. By encouraging the location of light industry and wholesale business within
the City.
6. By utilizing design criteria and performance standards to ensure the compati-
ility of commercial and industrial uses with less intensive land uses.
V. PUBLIC FACILITIES
GOALS:
A. To plan and provide, on an equitable basis, a full range and the highest
level of services the citizens are willing to support.
B. To improve the efficiency of City government and quasi-public agencies.
C. To achieve intergovernmental cooperation whenever possible.
D. To be aware of the needs of Wheat Ridge citizens in health and welfare.
OBJECTIVES:
1. By analyzing deficiencies, if any, of social programs and to ascertain what
role the City can and should play in remedying these deficiencies.
2. By providing additional educational services, in conjunction with the school
system whenever possible, deemed necessary by the citizens.
3. By developing cultural and recreational programs needed by the citizens.
4. By constructing a City recreation center.
11 -10
S. By providing a full range of services such as, street improvement and main-
tence, drainage and flood control, water, sanitation, police and fire pro-
tection, and cultural and recreational activities.
6. By providing a central city hall large enough to accommodate most of the City
agencies so as to provide a better working environment,and therefore increase
efficiency.
7. By consolidating the existing special districts which provide municipal ser-
vices.
8. By displaying appropriate examples of well designed architecture and land-
scaping in City facilities to serve as an example.
9. By encouraging recycling of water and sewer and by ensuring the supply of
water and waste treatment facilities is adequate.
VI. PARKS AND OPEN SPACE
GOALS:
A., To meet the parks and recreational needs of all the citizens by meeting national
standards for parks, recreation and open space.
B. To provide an aesthetic asset to the community and to provide visual and
pychological relief from the effects of urbanization.
C. To provide open space that functions as part of the structural framework of
the City.
D. To provide diverse cultural facilities and activities.
E. To preserve natural resources, scenic areas and wildlife habitats.
II -11
F. To provide an opportunity for education in ecology for students and adults.
G. To include historic preservation efforts within the park program.
OBJECTIVES:
1. By preserving natural areas and open space as scenic areas, buffers, re-
creational areas and wildlife habitat, by utilizing hazardous areas such as
flood plains.
2. By acquiring parks and open space as a part of land development proposals
3. By construction of a senior citizen recreation center, preferably in the
southeast section of the City.
4. By constructing a community recreation center which provides a variety of
activities such as swimming, art exhibits, workshops, gymnastics, science
fairs, musical events and bazaars.
5. By the development of additional recreational facilities such as tennis
courts, archery ranges, handball courts, golf courses, band shells, nature
trails, etc.
6. By providing an additional 73 acres of neighborhood parks and 112 acres of
community parks, and by completing the Clear Creek linear park as soon as
possible.
7. By acquiring critical or endangered parcels for parks as a first priority,
less threatened parcels at a more leisurely pace.
8. By utilizing Lena Gulch and Rocky Mountain Ditch as connections and trail
systems between schools, open space, parks and neighborhoods.
11 -12
9. By encouraging the inclusion of plazas, malls, buffers and landscaping
in proposed development.
10. By preservation of historic sites, especially the Wheat Ridge Sod House and the
Hart Estate.
11. By cooperation with the R-1 School District in development of the park-school
concept, and other recreational and cultural activities.
11 -13
SECTION III
POPULATION ANALYSIS $ PROJECTION
FOR THE
CITY OF WHEAT RIDGE, COLORADO
Section III-Title Page
SECTION III
POPULATION ANALYSIS $ PROJECTION
FOR THE CITY OF WHEAT RIDGE, COLORADO
TABLE OF CONTENTS
I. GENERAL DISCUSSION
II. THE EXISTING SITUATION
A. Population and Growth Trend
B. Age and Population Distribution
C. Minorities
LIST OF FIGURES
Figure 1 WHEAT RIDGE POPULATION PROJECTION
Figur6; 2 POPULATION BY NEIGHBORHOOD PLANNING GROUPS
Figure3 POPULATION PYRAMIDS, 1960 $ 1970 CITY OF
WHEAT RIDGE
PAGE
1
1
1
2
2
Section III-Contents $ Figures Lists
POPULATION AND GROWTH
GENERAL DISCUSSION
The growth of a city is measured in terms of population increase. Increase
of population has a direct bearing on the growth of physical and economic
developments, such as housing, business and services.
Population and its growth trend will be discussed here, followed by the dis-
cussion of age and population distribution and minorities in the City.
THE EXISTING SITUATION
Population and Growth Trend
Except Denver, Jefferson County has the largest population in the metro-
politan area. The 1975 population estimation for the County is 322,800.
From January 1, 1974 to January 1, 1975, the County had a net increase
of 12,000 people. This is the second largest net increase in the metro-
politan area.
Being part of Jefferson County, Wheat Ridge had its fair share of popula-
tion increase. From 1960 to 1970, the City's population increased from
21,619 to 29,795 (57.82% increase). From the 19,70 Census to 1975, it is
estimated that the city had an additional increase of 6,000 people.
Wheat Ridge is located adjacent to the.west side of Denver. Therefore, the
general growth trend of the city is from east to west. Tha eastern two-
thirds of the city is nearly reaching its full development. The future
growth will be concentrated on the west side where there is still much
vacant and agricultural land.
The projection of the population to the year 2000 as shown in Figure I_
is estimated to be 44,000.
III-1
1960 ON
1970 IRMIZIM
1975
(June)
T 1980
1990
20,000 30,000 40,000 50,000
POPULATION
50,000 High Estimation
r'd
••e'~ Median Estimation
z 40r000 ,a'`f•' . Low Estimation
o
J
:3
o.
0
EL 30,000- High 37,500 High 43,500 High 50,000
Med 37,000 Med 41,000 Med 44,000
Low 36,500 Low 39,000 Low 41,500
20,000
1960 1970 175 1980 1990 2000
YEAR
FIGURE 1
WHEAT RIDGE POPULATION PROJECTION
SounCe: Dept. of Community _
Dev.,Wheat Ridge,1975 _
111 -'2
Age and Population Distribution
From the 1960 Census to the 1970 Census, the people 6S years and over in-
creased from 1,405 to 2,665 (89.680,). Out of these 2,665 senior citizens,
1,697 (63.68%) of them lived east of Wadsworth Boulevard. However, the age
24 years old and under are spread quite evenly throughout the city. They
constituted just under 50% of the entire population in 1970.
Figure 2 shows the population distribution and Figure 3 shows the
population pyramids of the 1960 and 1970 Census.
Minorities
According to the 1970 Census, there were 1,252 people (4.19%) belonging
to minority groups in the City. The break down is as follows: 1,204
people were Spanish speaking or had Spanish surnames (632 male and 572
female), and there were 48 blacks (29 male and 19 female).
III-3
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POPULATION OF WHEAT RIDGE 1960 - 70
FIGURE 3
1970
372 75 & OVER 752
MALE 296 70 74 379 FEMALE
418 65,169 446.
664 60 - 64 710
865 55 - 59 925
996 50 - 54 1,116
991 45 - 49 1,140
660 40 - 44 978
716 35 - 39 827
813 30 - 34 817
050 25 - 29 1,118
971 20 - 24 - 1,243
1,290 15 - 19 - 1,279
1,458 10 - 14 1,378
1,321 5 9
1,256
1,167 UNDER !5 YEARS 1,178
15 14 13 12 II 10 9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 9 10 II 12 13 14 1;
POPULATION IN HUNDREDS CITY TOTAL: 29,795
1960
194F-75 OVER 2a6
MALE
162 70
' 74
214 FEMALE
234 65
- 69
315
357 60
- 64
357
4811 55
- 59
439
693 50
- 54
674
893
1,000
938
5A
716
W
758
758
1,085 10- 14 - 1,155
1,161 5 - 9 1,142
IJ56 UNDER 5 YEARS 1,066
13 12 If 10 9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 9 10 II 12 13
POPULATION IN HUNDREDS CITY TOTAL121,619
SOLRCE: DEPT. OF COMM.DVLP. ITI S- 4-6-76
i
i
SECTION IV
LAND USE PLAN
FOR THE
CITY OF WHEAT RIDGE, COLORADO
Section IV-Title Page
I.
II
III
IV
SECTION IV
LAND USE PLAN FOR THE
CITY OF WHEAT RIDGE, COLORADO
TABLE OF CONTENTS
GENERAL DISCUSSION
THE EXISTING SITUATION
A. Land Use
B. Zoning
C. Housing Densities
D. Natural Physical Settings
E. Air
F. Water
G. Natural Hazards
H. Sand and Gravel Deposits
NEIGHBORHOOD PLANNING AREAS
A. Neighborhood Planning Area No. 1
B. Neighborhood Planning Area No. 2
C. Neighborhood Planning Area No. 3
D. Neighborhood Planning Area No. 4
E. Neighborhood Planning Area No. 5
F. Neighborhood Planning Area No. 6
THE LAND USE PLAN
A. Concepts
B. General Discussion
C. Land Use Category Description
D. Functions of the Plan
LIST OF FIGURES
Figure 1 Generalized. Existing Land Use
Figure 2 1975 Land Use
Figure 3 Generalized Existing Zoning
Figure, 4 Population $ Housing Densities
Figure 5 Restricted Development Areas
Figure 6 Service Boundaries
Figure 7 Full Development Acreage within the Activity Centers
Figure 8 City of Wheat Ridge Future Land Use
Section IV-Contents $ Figures Lists
PAGE
I
1
1
2
2
2
7
7
8
9
11
11
12
13
14
15
16
18
18
20
22
25
2.
3
5
6
10
19
21
23
GENERAL DISCUSSION
Human activity shapes the development of a City. Likewise, development shaves or
controls human activity. With properly planned uses and therefore, proper developme•
human activity can be guided within the City.
A good transportation network is also one of the principal determinants that shape
development as well as human activity. Therefore, the land use plan and transportation
plan influence each other in respect to the future physical layout of a City as well
as human interrelationships. One plan cannot function well without the other.
The existing condition of the City will be discussed briefly, followed by the descrip-
tions of the six neighborhoods and the Land Use Plan.
THE EXISTING SITUATION
Land Use
Figures 1 and 2 show the existing generalized land uses in the City
A high concentration of residential development is found in the eastern portion of the
City. This is primarily due to the past trend of development involving the extension
from Denver. High density residential, apartment type development, is found mainly
in the eastern part of the City, especially along West 38th Avenue between Sheridan
and Wadsworth Boulevard. Apartment building has been increasing steadily west of
Kipling Street. However, the majority of the housing stock in the City is single
family.
i
The location of commercial development has always been along the major thoroughfares
such as along sections of West 38th and West 44th Avenues, Wadsworth Boulevard, Kipling',
Street and Youngfield Street. The main reason is that the development could be
easily accessible by automobiles. Parking is usually in the front setback of the
iv
strip commercial development. „
Industrial developnent is found mainly north of Highway I-70 between Kipling Street
IV -1
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and Ward Road. This area can be reached by highways and railways easily. Light
industry is the only industrial development permitted by the City's zoning ordinance.
Zoning:
Figure 3 shows the existing generalized zoning in the city.
Ideally, land use and zoning compliment each other. After the adoption of a Land
Use Plan, all future zoning or rezoning should follow the general guidelines as pro-
vided by the Plan, or the Plan appropriately amended. Otherwise, the Lard Use Plan
will not influence or guide the decision necessary to insure that the future Wheat
Ridge as envisioned in the Plan will be realized..
Housing Densities:
According to the current Land Use Plan, adopted by the City Council in 1971, there
are three residential density categories. The maximum dwelling units for low density
residential development is seven (7) per acre, for medium density is fourteen (14) per
acre and for high density is twenty-one (21) per acres.
The City as a whole, at the end of 1975, had about 2.1 dwelling units per city acre,
or about 4.8 dwelling units per residential acre. _
Figure 4 shows the population and housing densities in the City.
Natural Physical. Settings:
The City is located on a gently rolling topography. Clear Creek and Lena Gulch are
the dominant physical barriers within the City. Most of the land on both sides of
these two barriers is subject to flooding. Accordingly, the Parks and Open Space
Plan proposes to preserve the flood areas in their natural state.
Air:
The Denver Metro area has an air pollution problem, sometimes very severe. Four
factors contribute to this problem: 1. The geographical setting of metro Denver;
IV -4
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along the front range; 2. The continuation of urban sprawl; 3. High per capita
auto ownership; and 4. High altitude location.
Since the City of Wheat Ridge is part of the metro area, it has its fair share of air
pollution problems. Sometimes, the air pollution hangs over the foothills as a grey
blanket of smoke. In the long run, it will affect the general health of the people
in the metro area.
Wheat Ridge must attempt to alleviate its share of this air pollution problem. For
example, in the Land Use Plan recommendations are made for the concentration of major
activities and discourages most of strip commercial development. These proposals will
reduce many of the vehicular motor trips and, therefore, cause less air pollution.
The Transportation Plan also recommends adequate buses and proper bus routes as well
as other alternatives to minimize the usage of private automobiles.
Water:
The Denver Metropolitan area is situated on the Eastern slope of the Rocky Mountains
with most of the precipitation falling on the Western Slope. This topographic locatic
puts Denver in the semi-arid region with annual precipitation of about 14 inches.
In order to supply water to the metro population of 1.5 million, a massive amount of
water has been tapped and transferred from the Western Slope to the Eastern slope.
In most cases, as in the City of Wheat Ridge, there are special water districts, (21)
that buy their water supply from the Denver Water Board. Because of this peculiar
situation, there are different water taxation rates in different parts of the City.
Also, this uncertainty of water supply places a major handicap on the overall develop-
sent of the metro area as well as the City.
A unification of all the water and sanitation districts could have the following
advantages:
1. Water and sanitation services could be used as a regulatory too
in cantrolling'the development of the City.
2. Duplication of effort could be avoided.
3. In general, the level of service could be standardized and
improved.
IV -7
ural Hazards:
There are three main hazard areas which could affect the lives and properties of the
citizens in the City. The three areas include the streams and their steep slope
areas and areas with expansive soil conditions.
Figure 5 shows the general locations of these areas as well as the areas within the
City that contain sand and gravel deposits.
Flood Plain - The definition of a flood plain is "the relatively flat or
low land area adjoining a river, stream, water course, lake or other body
of standing water which has been or may be covered temporarily by flood water."
For administrative purposes, the flood plain may be defined as the area that
would be inundated by the 100-year flood.
The City has two streams, Clear Creek and Lena Gulch, which run diagonally
across the City, that have great flooding potential. It is suggested in the
Parks and Open Space Plan that the flood plains should be devoted to greenbelt
and open space. Normal development is permitted if such structures are built
two feet above the elevation of a 100-year flood.
Rocky Mountain Ditch which is not included in a flood plain, may cause
temporary floods at high runoff periods or if the ditch is blocked.
Slope - Slopes in excess of 10% may cause potential problems to any develop-
ment that is not designed accordingly. Steep slopes cause high velocity water
runoff and, therefore, cause excessive erosion.
Steep slopes of more than 10% are shown in Figure S. They are located mostly
on the south bank of Clear Creek and many of these areas are already developed.
Soil - The soils in Wheat Ridge are mainly alluvial deposits from the ancient
stream flows. The major compositions of the soils are sand, silt, clay and
gravel. The one single soil that causes tte most danger to the development
IV-8
,11
is swelling clay. - It has the characteristic of expanding when wet
and the more absorbent the clay is, the more expansive quality the soil
has. As Figure 5 shows, this kind of swelling clay is found mainly south
of Clear Creek. when building on this kind of soil, special construction
techniques must be applied so as to alleviate many of the potential problems.
Sand and Gravel Deposits:
Figure S also shows the general location of commercial sand and gravel deposits in
the City. According to Colorado House Bill 1529, these areas may not be allowed to
develop until such commercial resources have been extracted. As mentioned in "A
Master Plan for the Extraction of Sand and Gravel Resources", City of Wheat Ridge,
Colorado, "Should the commerciality of the deposit be established... the City Council
shall not approve any rezoning, subdivision or other use of the land which would
interfere with the extraction of the deposit until the resource deposit has been
removed." The map clearly shows that these commercial deposits are found mainly on
the western portion of the City where vacant land still exists.
Under these guidelines, the pace of future development within the City hinges to a
great extent on the pace of the commercial deposit extraction.
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IV-10
NEIGHBORHOOD PLANNING AREAS
The City has six neighborhood planning areas. The boundaries of the areas either
fall exactly as the boundaries of census tracts, or a combination of parts of several
tracts.
Each neighborhood is discussed briefly in terms of location, area, population and
land use in the following pages.
Neighborhood Planning Area No. I
N
e
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N
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m
IV-11 .
Location: Between Garrison Street and Ward Road from north of I-70 to City
limit
Area: 647.3 acres
Population: 1970 Census- 367
1975 (est.) - 1504
Land Use (Existing as of December, 1975):
.A. Summary By Type - Agriculture/Vacant - 329.9 acres; Park - 2.5 acres;
Single-family - 48.7 acres; Multi-family - 20.9 acres; Commercial - 24 acres;
Industrical - 73.8 acres; Public/Semi-public and roads - 150 acres.
B. Housing and Environment - There was a big increase of housing units from
76 units in 1970 to 479 units in 1975. This is due to the apartment com-
plexes built east of Kipling Street. About half of the land in this neigh-
borhood is either agricultural or vacant. Park area and landscaping are
practically nil.
Neighborhood Planning Area No. 2
IV-12
Location: Between Clear Creek and I-70
Area: 1,015 acres
Population: 1970 Census - 4,066
1975 (est.) - 6,507
Land Use (Existing as of December, 1975):
A. Summary By Type - Agricultural/vacant - 299 acres; Park - 84.5 acres;
Single-family - 233.4 acres; Multi-family - 110.8 acres; Commercial - 44.8 acres .
Industrial - 37.8 acres; Public/Semi-public and roads - 204.7 acres.
B. Housing and Environment - The housing.units here vary from single family to
duplex to apartments. Like Neighborhood No. 1, the housing units had a jump
from 1,223 units in 197() to 2,087 units in 1975. Again, the increase is due
to the apartment complexes.
The housing
density
is about 2.1
units per gross acre.
About 29.5% of the
land here is
still
agricultural
or vacant.
Neighborhood Planning Area No. 3
IV-13
Location: Between Sheridan and Wadsworth Boulevards from West 38th Avenue
to north City limit
Area: 871.9 acres
Population: 1970 Census = 6,948
1975 (est.) - 7,002
Land Use (Existing as of December, 1975):
A. Summary By Type - Agricultural/Vacant - 86 acres; Park 3.9 acres; Single-
family - 411.9 acres; Multi-family - 52.1 acres; Commercial - 76.9 acres;
Industrial - 23.2 acres; Public/Semi-public and roads - 217.9 acres.
B. Housing and Environment - About half of the land in this area is utilized
for single family development. From 1970 to 1975, there were only 19 new
housing units making a total of 2,595 units. This makes the housing density
3.0 units per acre, the highest among the six neighborhoods.
This neighborhood has been well developed for a long time. There is
practically no vacant land existing. The majority of the housing stock
here is low to medium value. It is a homogeneous and stable neighborhood.
Neighborhood Planning Area No. 4
IV-14
Location: Between Sheridan Boulevard and Wadsworth Boulevard from West 26th
Avenue to West 38th Avenue
Area: 932 acres
Population: 1970 Census = 7,033
1975 (est.) = 7,743
Land Use (Existing as of December 1975):
A. Summary By Type - Agriculture/Vacant - 57 acres; Park - 10.9 acres;
single-family - 512.2 acres; Multi-family - 101.4 acres; Commercial - 16.8
acres; Industrial - 1.3 acres; Public/Semi-public and roads - 232.4 acres.
B. Housing and Environment- About 550 of the land is utilized for single family
and 11% for multi-family development. The total housing units in this neigh-
borhood is 2,718 which is the largest in number among the six neighborhoods.
Nearly one-fourth the housing here is 35 years old and over. Blighted housing
conditions are scattered among the neighborhood, rather than concentrated in
one area. Like Neighborhood No. s, the housing units in this neighborhood
are mainly low to medium value. It has the lowest percentage of vacant
land,(6.1%)among the neighborhoods.
Neighborhood Planni
Location: Between Wadsworth Boulevard and Kipling Street from West 32nd
Avenue to Clear Creek
Area:. 1,063.3 acres
Population: 1970 Census = 5,895
1975 (est.) = 6,481
Land Use (Existing as of December, 1975):
A. Summary By Type - Agricultural/vacant - 187.4 acres; Park - 18 acres;
Single-family - 491.6 acres; Multi-family - 58.8 acres; Commercial - 33.8
acres; Industrial - 1.9 acres; Public/Semi-public and raods 271.8 acres.
B. Housing and Environment - Within the past five years, the housing units
increased from 1,939 units to 2,145 units. About three-fourths of the
housing units are owner occupied and belong to medium and high housing value
brackets. The housing here is predominantly single-family and well landscaped.
This is a stable and homogeneous neighborhood.
Neighborhood Planning Area No. 6
IV -16
Location: Between Kipling Street and Youngfield Street from West 26th Avenue
to Clear Creek.
Area: 1,219 acres
Population: 1970 Census = 5,561
1975 (est.) = 6,644
Land Use (Existing as of December, 1975):
A. Summary By Type - Agricultural/vacant - 412.5 acres; Parks - 9.9 acres;
Single-family - 435.4 acres; Multi-family - 42.8 acres; Commercial - 48.7
acres; Industrial - 0.5 acres; Public/Semi-public and roads - 269.2 acres.
B. Housing and Environment - This neighborhood is the largest by acreage.
It also has the highest occupancy rate of 3.3 persons per housing unit.
From 1970 to 1975, the housing units jumped from 1,647 units to 2,020 units.
Except Planning Area No. 1, this area has the lowest land area used for multi-
family. Majority of the houses here are 10 years old or under and belong
to the medium and high value brackets. The area is very stable and homo-
geneous.
IV-17
I
1
THE LA14D USE
PLAN
Concepts:
The Land
Use Plan concept calls
for the development
of three planned
commercial centers for the city. Each center will provide a variety of the needed
goods and services with easy access from the neighborhood in which it is located.
Instead of providing a collection of activities with no direct interactions, and
separated by parking lots and other barriers, these centers will be designed to
give a sense of wholeness. Each center will accommodate a diversification or
l
blend of activities. Each activity would be a compliment and therefore a con-
tribution to all other activities.
These centers could be approached easily by automobiles along the major arterials.
However, within these centers, circulation would be restricted to pedestrian scale
with well-landscaped malls and sidewalks. Activities in each center would include
retail trade, offices, service establishments, restuarants, recreational and
amusement establishments, and public transportation stations. ?tedium and high
density residences could be integrated into the center or appropriately located
,cn the fringes of these activity centers
The proposed planned commercial centers are to be located:
1. Along Wadsworth Boulevard between approximately W. 38th Avenue and 4a~i Avem
This center would serve the community generally described as south of.Clear Cre,
and East of Dover Street.
2. In the vicinity of Applewood Shopping Center, located at West 32nd Avenue
1
and Youngfield Street. This center would serve the community south of
Clear Creek and west of Kipling.
3. In the vicinity of Kipling Street between Clear Creek and Highway I-70.
This center would serve roughly the northern portion of the City. There is
still quite a lot of vacant land here for all types of development.
i
Figure 6 shows the service area boundary for each center.
IV -18
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To insure that each center will provide a well-balanced land use, and that all
i
the activities support each other, the land use ratio as shown in Figure 7 are
recommended.
Although this is a sound concept, one disadvantage is that it requires a lot of
cooperation from developers, businessmen and the City for success. The Land Use
Plan is based upon this concept, it is quite important that all parties
involved begin in the near future to open dialogue and plan strategies that
best suit the desires and needs of all concerned.
General Discussion
A land use plan is a plan showing the proposed general location and extent of
housing, business, industry, recreation and other categories of public and
private uses of land, and contains the recommended policies and standards of
population density and building intensity. The plan has the function of
determining the optimum size of growth of a city in terms of economic
development, employment and population.
The attached Future Land Use Map gives a general guideline to show the
distribution of various land uses throughout the city. The land uses are
distributed in such a way as to be well-balanced and in harmony with each
other. Besides the map, there are principles and reasoning to support such a
proposal. They will be discussed later.
There are seven land use categories in the Future Land Use Map:
1. Residential (low, medium and high density).
2. Neighborhood Commercial (service and convenience retail).
3. Multiple use area (commercial, residential, public and semi-public,
parks and open space).
4. Commercial Center.
IV-20
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S. Public and Semi-public
6. Parks and Open Space
7. Industrial
It should be noted that the various land uses do not have specific boundaries,
rather, they are general and in schematic form to allow flexibility for future
development. The exact boundary for each land use type will be determined by
zoning action. This will' allow flexibility in meeting the changing needs and
desires of the city., Under these circumstances, all the land use categories
might encompass more or less area than the map shows. However, the general
locations of all the land use categories are fixed. Figure 3 shows the general
Future Land Use categories by acres and by neighborhood of the city.
It is assumed that all public facilities and utilities are adequate enough to
provide services for the developing land uses. Otherwise, development and
redevelopment will not be permitted.
It is also the assumption of the Plan that leap-frog development will not be
permitted. The development priorities will be set r-y the Planning Commission
and City Council according to the needs and desires of the city in the future
Land Use Category Description
The following land use category description explains the kind of uses in each
category.
1. Residential This category includes all structures or establishments for
permanent residence including private household units, both c~;;ier and renter
occupied, grouped according to the numh - nF family units in the residence;
group quarters or resident institutions for permanent non-family occupancy
in which lodging accommodations are provided with or without meals; and
IV-22
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IV-23
mobile homes or mobile home parks of a permanent nature.
a) low density residential, 0 - 7 units per acre
b) medium density residential, 8 - 14 units per acre
c) high density residential, 15 - 21 units per acre
2. Commercial
a) Convenience Goods - This category includes those items for which primary
factors relating to purchase is simply "convenience", i.e., proximity to
consumer and ease of use of facility, not items for which typical
consumers will usually examine several products at various establish-
ments.
b) Shopping Goods - This category consists of those items for which the
average consumer usually shops at different establishments comparing,
particularly, such factors as pricing, products and identification.
c) Services - This category includes the retail sale of goods. Included in
services are hotels, motels, tourist courts, trailer camps, personal
service, business service, auto repair and miscellaneous repair service,
amusement and recreation services including theaters, dental
laboratories, legal service and architectural engineering and survey
services. Neighborhood services range from barber/beauty shops to medical
offices and attorneys.
d) Neighborhood Commercial - This category is restricted mainly to service
and convenience commercial development.
IV-24
3. Multiple Use Area
This category of use may include a mix of residential, office and/or retail
commercial uses, and parks and open space, and public/semi-public uses, to be
developed in a manner which insures compatibility between uses within multiple
use areas and adjacent uses, especially where adjacent to low density
residential uses. Industrial uses are specifically prohibited. Within any
area designated as a multiple use area on the Comprehensive Development
Plan-Future Land Use Map, site plan approval with any rezoning, final
development plan, or special use permit shall be required. Planning
Commission and City Council shall review such site plan and proposed uses with
regard to the objectives stated in this Paragraph 3. Multiple Use Area.
Authority is specifically reserved to Planning Commission and City Council to
limit uses and to require additional design or development standards within a
multiple use area so as to achieve the stated compatibility objectives.
4. Commercial Center
This category is a planned activity center for all commercial uses but
primarily for shopping goods and medium to high residential development in or
on the fringes of the center.
IV.24.1.
S. Public and Semi-public
i
This category includes establishments and operations which are financed
by public funds and operated as part of the governmental function; and uses
which are operated by private individuals or institutions for a public pur-
pose, but with limited public control or accessibility. Included are all
cultural, educational, medical, protective and correctional facilities,
cemeteries, and military installations.
6. Parks and Open Space
This category consists of two distinct sections. One represents relatively
small developed sites and/or an intensive use of the land, and consists of
both indoor and outdoor recreation facilities such as stadiums, coliseums,
gymnasiums, race tracks and tennis courts. The second group is composed of
open areas such as parks, playfields, golf course, and campgrounds. This
category also includes all undeveloped forest land or flood plain whether pub-
licly or privately owned.
7. Industrial
This category includes facilities and activities associated with the
surface and subsurface mining of metals, minerals and coal and crude petro-
leum and natural gas extraction; establishments engaged in the initial pro-
cessing or treatment of raw materials and the primary manufacturing of products
which require additional processing; establishments engaged in the manufacturing
of metal and non-metal products for final utilization or consumption; whole-
sale activities with associated warehousing or storage facilities; separately
identified warehousing and open storage facilities related to manufacturing,
transportation, retail trade and other activities; and establishments and
facilities associated with general and special trade contractors' services.
Functions of the P
The Land Use Plan has the function of rectifying existing shortcomings of the
IV-25'
city. For example:
1. Many of the existing land uses are not in harmony with each other. There
are commercial developments adjacent to residential developments, and there
are automobiles pulling in and out of the major streets to the front setbacks
of strip commercial operations. The plan calls for landscaping acting as a
buffer between different land uses. Also, it provideg three activity centers
so as to localize most of the new commercial developments. This is the best
method of eliminating some of the traffic congestion and accidents along the
strip commercial developments.
2. The Plan recommends landscaping along the major arterials as well as other
streets. This will definitely improve the environment of the City.
3. According to the 1970 Census, about 60% of the citizens were working outside
Jefferson County. Also, about 95% of the people used their private auto-
mobiles to go to work. The Plan provides sufficient commercial and indus-
trial land uses so as to generate more establishments within the City. This
in turn, would generate more jobs. In addition, the Plan also provides for
medium and high density residential development in conjunction with three
activity centers. Under these circumstances, in the future 15-20 years,
most of the citizens, hopefully, would live and work and shop within the city,
which in addition to providing greater convenience, will have a great deal of
influence on lessening the dependency on the private automobile and therefore
decreasing the traffic congestion and overall numbers of vehicles using the
streets. Furthermore, the City's tax base will be increased to the point
where the city will be able provide a full range of excellent services to all
of the city's residents.
IV _2b
SECTION V
TRANSPORTATION PLAN
FOR THE
CITY OF WHEAT RIDGE, COLORADO
Section V-Title Page
SECTION V
TRANSPORTATION PLAN FOR THE CITY OF
WHEAT RIDGE, COLORADO
TABLE OF CONTENTS
STREET, AIR, RAIL AND PUBLIC TRANSPORTATION SUBSECTION
I
General Discussion
1
II
The Existing Situation
2
A. Street Right-of-Way and Pavement Widths
2
B. Sidewalk, Curb and Gutter
5
C. Unpaved Streets
5
D. Automobile Registration
8
E. Traffic Signalization
8
F. Existing Traffic Volumes
11
G. Projected Traffic Volumes
11
H. Traffic Accidents
15
III
Street Classification and Standards
20
IV
Transportation Facilities
A. Air
27
B. Railway
27
C. Highway
27
D. Public Transportation
27
BIKEWAY SUBSECTION
I.
Introduction
30
II.
Bikeway Plan
34
A. Design
36
B. Classification of Bikeways
37
III
Bike Support System
38
A. Multi Modal Transportation System
38
B. Bike Parking
39
Section V-Contents
C. Traffic Safety Program 39
IV Bikeway Maintenance 39
V Bikeway Funding 40
VI Bicycle Safety Rules 41
Section V-Contents (continued)
SECTION V
LIST OF FIGURES
PAGE
f
Figure
1
Existing Street Right-of-Ways
3
Figure
2
Existing Pavement Widths
4
Figure
3 A
East-West Streets Lacking Curb, Gutter
and Sidewalk
6
Figure
3 B
East-West Streets Lacking Curb, Gutter
and Sidewalk
7
Figure
4
Unpaved Streets
9
Figure
S
Traffic Signalization
10
Figure
6
1971 Annual Average Weekday Traffic
12
Figure
7
1975 Annual Average Weekday Traffic
13
Figure
8
Projected Traffic Volume - Year 2000
14
Figure
9
Traffic Accidents, 1972
16
Figure
10
Traffic Accidents, 1973
17
Figure
11
Traffic Accidents, 1974
18
Figure
12
Monthly Accidents, 1974
19
Figure
13
Existing Highways
22
Figure
14
Street Design Standards
25
Figure
14a
Intersection Design Standards
25a
Figure
15
Major Street Plan
26
Figure
16
Wheat Ridge Bus, ART Routes
29
Figure
17
Examples of Street Designs for Bikeways .
43
Figure
18
Bikeways, Design Alternatives
45
Figure
19
Bikeway Plan
47
Figure
20
Bikeway Signs
48
Section V - Figures List
I GENERAL DISCUSSION
Besides providing movement of people and goods, a transportation network can
also affect land use and therefore urban form.
The major streets of the City are basically in a "grid-iron" pattern.
Within tbe:se major grids, there are local streets, curved streets and cul-de-
sacs. These local streets serve the traffic generated from the neighborhoods
and feed the local traffic into the major streets.
The major streets that run east and west across the City are 26th Avenue,
i
32nd Avenue, 38th Avenue, 44th Avenue and Highway I-70. They are roughly
one-half mile apart. Twenty-sixth and 38th Avenues terminate at the west side
i
of the City limits while 32nd and 44th Avenues have access to Denver on the east
and Golden and the foothills on the west.
The major streets that run north and south across the City are Sheridan Boulevard,
Wadsworth Boulevard, Kipling Street and Youngfield Street. They are about one and
one half miles apart. Both Sheridan and Wadsworth Boulevards give access to
the entire metropolitan area, in a north-south direction.
Parking in the residential districts is usually along both sides of local streets
in the older sections of the City, while off-street or in garages in the newer
sections. Under the provisions of the Zoning Ordinance, the City requires all
new developments to provide off-street parking.
Mercury-vapor lighting is provided at most of the block cornersand in some
mid-blocks. It is the general opinion of the citizens that adequate street
lighting is needed to ensure general safety, security and convenience, especially
in the residential districts.
According to the 1970 Census, there were 12,335 workers who used some sort of
V -1
transportation to go to work. The break down is as follows: 11,673 workers
(95%) used private automobiles, 370 workers (3%) used public transit and 292
II
A
workers (2%) walked. (This data did not include those who worked at-home;)
Also, according to the 1970 Census, there were 6,420 workers (49%) working in
Denver, 4,860 workers (37%) working within Jefferson County, 1,037 workers (8%)
working in other counties within the Denver SMSA, and 742 (6%) working outside
the Denver SMSA or not reported.
Between 1970 and. 1975, there was roughly an increase of 6,100 people in the City,
(estimated from the certificates of occupancy). Assuming that one-third of
these poeple are in the work force, this amounts to an increase of about 2,000
workers.
THE EXISTING SITUATION
Street Right-of-Way and Pavement Widths
There are no detailed records of the precise street right-of-way (ROM) width and
pavement width in the City. In some sections of the City, the right-of-ways
have not been dedicated to the City by the property owners. A thorough study is
needed to survey and record the actual right-of-way width of every street in the
City.
The existing Street Right-of-Way Map, as seen in Figure 1, was prepared by making
use of the Quarter-Section Maps; while the existing Street Pavement Width Map was
prepared from information of aerial photos supplemented by field survey (Figure 2).
Both of the maps give only a general indication since there are errors in the
Quarter-Section Maps and aerial photos are not accurate enough to give the exact
measurements.
Generally speaking, the right-of-way widths for local streets in the City are
less than 50 feet and for major streets range from 50-80 feet. The pavement
V -2
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widths for local streets roughly range from 20 feet to 30 feet and for major
streets from 30 feet to 50 feet.
B. Sidewalk, Curb and Gutter
The citizens generally desire adequate sidewalks, especially in the residential
districts and along the busy streets. Providing sidewalks will increase the
general safety of the school children and other pedestrians. Moreover, side-
walks tend to generate closer social interaction within a neighborhood. Currently,
there are not many sidewalks except in the new subdivisions. In many cases, the
existing sidewalks are only about three feet wide next to the busy traffic lanes,
for example, those along Kipling between West 38th and West 44th Avenues, and
West 38th Avenue between Wadsworth and Kipling. The provision of
curb and gutter, like sidewalks, is inadequate in the City. In due course,
this usually creates drainage problems even with a small amount of precipitation.
Also, the pavement wears out at a much faster rate because of poor surface run-off.
Figures 3A tc 3D show the streets lacking sidewalk, and curb and gutter in the
City. They were prepared by making use of the aerial photographs and were sup-
plemented by occasional field checks if deemed necessary. Detailed descriptions
of these streets can be seen in the appendix.
C. Unpaved Streets
As of January, 1975, there were about 11 miles of unpaved streets out of a total
of 131 street miles in the City. The breakdown of the street mileage is:
120.35 miles of asphalt (91.8%), 7.08 miles of gravel (5.4%) and 3.63 miles
undeveloped (2.8%).
1 The unpaved streets are covered with gravel in developed areas and dirt in
i undeveloped areas.
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Unpaved Streets
Map, as
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study.
Detailed descriptions of unpaved streets can
be seen in
the appendix.
D. Automobile Registration
There has been a continuing increase of auto ownership in the City. According
to the Jefferson County Motor Vehicle Registration, the City's auto registration
records are as follows:
JEFFERSON COUNTY
WHEAT RIDGE
WHEAT RIDGE
PASSENGER
PASSENGER AUTO
PASSENGER AU
TO
ESTIMATED
CAR PER
YEAR
REGISTRATION
REGISTRATION
o JEFFERSON CO.
POPULATION
CAPITA
1970
133,193
22,998
17.27
29,795
.77
1971
144,827
24,319
16.79
31.320
.78
1972
159,488
26,189
16.42
32,511
.81
1973
172,985
27,016
15.62
34,470
.78
1974
181,313
27,311
15.06
35,781
.76
According to the
1970 Census,
20,609 people in the
City were 18
years old and
over. The auto
registration
in 1970 was 22,998.
In this case, the cars
per capita of those people 18
years old and over was 1.12.
E. Traffic Signalization
Traffic signals located at proper intersections will provide general safety
both for automobiles and pedestrians. They also have the effect of checking
the speed of careless drivers.
Signals, such as for intersection controls, mid-block pedestrian and fire
control are found mainly along West 32nd Avenue, 38th Avenue, 44th Avenue,
Harlan Street, Pierce Street, Sheridan Boulevard, Wadsworth Boulevard and
Kipling Street. The location of all traffic signals in the City can be seen
in Figure 5.
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V-10
l In the residential areas, stop signs are used to regulate the flow of traffic
at the intersections. There are very few pedestrian and automatically controlled
i
intersection signals. The locations of such signals should be carefully examined
and signals be provided adequately. This is especially needed at the intersections
i
between local streets and major streets.
i
F. Existing Traffic Volumes
{ Traffic counts have the function of delineating volumes of daily traffic on the
streets. By assigning these traffic counts or volumes to the traffic lanes,
plus other traffic factors, a traffic engineer can calculate the traffic capacity
of the streets. Also, traffic volumes can be projected into the future. Such
a projection will definitely help the decision makers to handle future traffic
problems well in advance. Figures 6 and 7 show the average weekday traffic of
1971 and 1975 respectively.
Generally speaking, there was a decrease in traffic volumes in the eastern half
of the City from 1971 to 1975. Conversely, there was an increase in traffic
volumes in the western half of the City within the same period.
s
Also, generally speaking, in both 1971 and 1975, Wadsworth carried the heaviest
traffic, then Kipling Street, Sheridan Boulevard, 44th Avenue, 38th Avenue,
i Youngfield Street, 26th Avenue, and 32nd Avenue in a descending order. The
I traffic along Wadsworth Boulevard is mostly cross-town in nature, while Kipling
11 Street is heavily used by the local citizens.
G. Projected Traffic Volumes
The Projected Traffic Volume - Year 2000 Map (Figure 8) was prepared by the
joint effort of State Highway Department, Denver Regional Council of Governments
l
and Regional Transportation District. The projection was based on the existing
traffic and land use pattern, income level, trip generation and other socio-
economic factors. It is also based on proposed streets and highways. Any
G
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new streets and highways will affect the future traffic volumes on the existing
routes. A change in any of the factors and proposals will change the traffic
projection.
Two new corridors have been proposed. One is the Kipling By-pass which will
have the effect of decreasing the existing Kipling Street traffic by about 30-
40%. The other is the Simms Street By-pass which also will have the effect of
decreasing the general traffic on the streets west of Kipling. Both of these pro-
posals have been rejected by the City, and therefore, this plan must conclude that
these proposals are not feasible.
By comparing the traffic volumes of 1971, 1975 and 2000, one will notice that
there are few marked increases or decreases in traffic volumes in the city streets.
Generally speaking, there is a noticeable decrease in traffic in the vicinity of
Kipling and Simms Street By-passes. On the other hand, there is a significant
increase in traffic on the State and United States Highways.
The traffic projection for the year 2000 is a very general guideline and should
not be taken as exact. Any figure should not be singled out or taken out of
context. It is also emphasized that these figures are not necessarily the
figures that were used by the City to develop the Major Thoroughfare Plan.
H.
Traffic Accidents
Traffic volumes, capacity, width of streets, signalization, street intersections,
the parking situation, lighting and pedestrians are the main factors affecting
traffic accidents.
Figures 9, 10, 11 and 12 show the traffic accidents that occurred in the City
during 1972, 1973 and 1974. It is easy to recognize that most of the accidents
happened along the major streets, especially at the major intersections. Many
V-15
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Figure 12
MONTHLY ACCIDENTS 1974
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of the accidents could be avoided by improving the existing street design
standards.
III STREET CLASSIFICATION AND STANDARDS
STREET FUNCTIONAL CLASSIFICATIONS - Street classification decisions should be
based on the amount and kind of traffic and the surrounding land use which a street
serves. In addition to the existing conditions, one should also consider the traffic
projections in the future 10-25 years. Transportation planning is mainly prospective
and not primarily for the present.
The amount of traffic is usually measured in terms of Average Daily Traffic (ADT)
ADT is the average total number of vehicles passing a street or route on a typical
day.
There are three kinds of street classifications in the City. They are local, col-
lector and arterial streets. Their functions are as follows (based mainly on
Denver Regional Council of Governments' Standards):
Local Streets: The local street system serves primarily to provide direct access
to adjacent property and access to higher order of streets. Local streets may
serve residential (both low and high density), minor commercial and industrial land
use. It offers the lowest level of mobility and normally should not contain bus
routes. All traffic carried by local streets should have an origin or a destination
within the neighborhood.
Traffic capacity should not be a deciding factor for local street design standards
in residential neighborhoods. The reasons are the desired low traffic speeds and
short travel distance from residences to collector streets.
Collector Streets: The Collector Street System, unlike the arterial system,
penetrates neighborhoods. It is the principal traffic artery within residential
V -20
areas. The system collects and distributes traffic between major arterial and
local streets. It also serves as a main connector within communities, linking
one neighborhood with another, or one industrial district with another. It has
the potential for supporting minor commercial establishments along its routes.
Some bus routes should be provided to serve the surrounding land use.
All traffic carried by collector streets should have an origin or a destination
within the community.
Arterial Streets: The Arterial Street System interconnects highways and com-
munities. It provides high potential for the location of industrial land uses.
It also permits rapid and relatively unimpeded traffic movement through the City.
Bus routes should be provided to serve the surrounding intensive land uses and to
furnish intra-community continuity. Arterial streets should not penetrate iden-
tifiable neighborhoods.
Besides the above three street classifications, there are, of course, interstate
and state highways in the City as shown in Figure 13. However, such highways are
not within the jurisdiction of the City and will not be discussed here.
STREET DESIGN STANDARDS
The following street design standards are based partially from the Physical Deve-
lopment Coordinating Committee of Denver Regional Council of Governments.
Local Streets: (See figure 14 for Typical Cross-Section)
Right-of-Way Width - So'
Traffic Lanes - 2
Traffic Capacity - 2000 vehicles per day (V.P.D.)
Speed Limit - 25 miles per hour (M.P.H.)
Access Conditions - Intersections are at grade with direct access to abutting
property.
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Traffic Characteristics - (a) Direct access to residential properties
is by way of curb cuts or drive over curbs.
(b) Occasional parking is normally allowed on
both sides of the street.
Planning Characteristics -(a) Local streets should be designed to prevent
through traffic from passing through the
neighborhood.
(b) Local streets should not intersect major
arterial streets.
I
Collector Streets: (See figure 14 for Typical Cross-Section)
j Right of Way Width - 60 feet
Traffic Lanes - 2 to 4
Traffic Capacity - 5,000 - 11,000 V.P.D.
Speed Limit - 25-30 M.P.H.
Access Conditions - Intersections are at grade with direct access to abutting
property permitted.
Traffic Character-
istics Regulation of traffic between collector streets and other
types of streets is accomplished by traffic control
devices.
Planning Character-
istics (a) Collector streets hsould have continuity throughout
a neighborhood or industrial district but need not
extend beyond these districts.
(b) Intersections with major streets should be one-
quarter mile apart.
(c) Sidewalks should be set back from the street.
Arterial Streets: (See figure 14 for Typical Cross-Section)
Right of way Width - 80 feet
V -23
Traffic Lanes - 4
Traffic Capacity - 20,000-30,000 V.P.D.
Speed Limit - 25-45 M.P.H.
Access Conditions - (a) Intersections are generally at grade and should not
be permitted at intervals less than one-quarter mile.
(b) Abutting properties and local streets not normally
allowed indiscriminate direct access to the street.
Traffic Character-
istics (a) Regulations of traffic are accomplished by traffic
control devices and channelization.
(b) Parking is prohibited.
Planning Character-
istics (a) Major arterial streets should be spaced approximately
one mile apart.
(b) Major arterial streets should not bisect neighborhoods
but should act as boundaries between them.
(c) Sidewalks should be set back from the street.
(d) Abutting properties should not face on the roadway
unless separated from it by a frontage road.
A turn lane is recommended for an arterial and a collector street. It offers a
smooth flow of traffic to the traveled lanes. It will eliminate the traffic accident
potential of stop and go traffic because of turning vehicles. Without erratic
movements, there will be less air and noise pollution.
Design Standards for
Street Intersections- Figure 14a exemplifies design standards for collector
transition, intersection of local -arterial and intersection of collector-arterial.
Each of these intersection design standards requires a minimum distance of 300 feet.
Maximum transition distance will be determined by traffic volume.
V-24
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IV TRANSPORTATION FACILITIES
Wheat Ridge is situated in a very good location resulting in convenient access to
air, railway, as well as highway transportation.
A. Air:
There is no airport in the City. However, both Jeffco Airport and Stapleton Inter-
national Airport are about 8.5 miles from the City. Jeffco Airport can be reached
by Wadsworth Boulevard and Stapleton by I-70 easily. This means that either airport
facility can be reached from the city between 20 to 30 minutes depending on the
traffic conditions.
B. Railway:
Colorado and Southern, Railways run through the northwestern portion of the City where
the major industrial sites are locacted. The railway originates in the City of
Golden and runs eastward to join the main railway tracks of Burlington Northern and
Union Pacific where they have access to the entire nation. This railway could pro-
vide a very efficient mode of transportation to and from the industrial district,
north of Highway I-70 within the City..
C. Highway Transportation:
The City is transversed by four state highways north and southward at an interval of
about one and one-half miles. The Interstate Highway 70 runs through the northern
portion of the City and then has a 90-degree turn running parallel to the western
City boundary. I-70 has an access from coastline to coastline of the nation.
D. Public Transportation:
Bus is the only public transportation facility in the City. There are several metro-
politan-wide buses running through the City. However, Bus No. 13 runs most frequently
and is used most by the riders.
V -27
This bus runs along the entire length of West 38th Avenue within the City and has
access to Quebec Street east of Denver. The headway is one hour from 9:45 a.m. to
7:45 p.m., with about 20 minutes to one hour from S:30 a.m. to 9:4S a.m. and from
2:45 p.m. to 6:30 p.m., Monday through Friday. For Saturdays, Sundays and holidays,
it runs about one hour headway from 7:00 a.m. to 6:00 p.m. This is the bus used
most by the passengers to go to work and shop in downtown Denver.
The bus fare is 35¢ from 4:00 a.m. to 9:00 a.m. and 4:00 p.m. to 7:00 p.m. weekdays,
and 25¢ at all other times.
V - 29
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V-29
SECTION V (continued)
TRANSPORTATION PLAN - BIKEWAY PLAN
FOR THE
CITY OF WHEAT RIDGE, COLORADO
Section V-Bikeway Plan Title Page
BIKEWAY PLAN
I INTRODUCTION
In 1976, 100 million people are estimated to be riding bicycles, an increase
from 83 million in 1973 and 75 million in 1970. The increase in bicycle users
since 1950 was dramatic as evidenced in the following table:
U. S. BICYCLES AND USERS PER CAPITA
1950 1960 1970
U. S. Population 150,000,000 180,000,000 203,000,000
Bicycles 23,500,000 50,000,000
Users 19,000,000 35,200,000 75,300,000
Bicycles Per Capita 0.03 0.25
Users Per Capita 0.15 0.26 0.37
Source: U. S. Census and Bicycles Institute of America
Although over 900 of the children in the United States ride bicycles, the
Schwinn Bicycle Company reports that the largest market in the history of
bicycling now exists in the 18 to 34 year age bracket. More than 1/3 of the
1971 bicycle sales were to adults and 1/2 of the 1972 bicycle sales were to
adults. Forty-two of the fifty United States have existing bicycle facilities
and have plans for additional bikeway construction.
Over 8.9 million bicycles were sold in the United Stated in 1971, more than
double the sales of 1960 (3.7 million). Bicycle sales in 1970, for the first
time, surpassed automobile sales (6.9 million vs. 6.5 million). The following
table compares bicycle sales to automobile sales from 1968 to 1972:
V-30
NATIONAL BICYCLE SALES VS. AUTOMOBILE SALES
I
YEAR
BICYCLE SALES
AUTOMOBILE SALES
-
(Millions)
1968
7.5
8.8
1969
7.1
8.2
1970
6.9
6.5
1971
8.9
8.6
1972
13.9 (65o Gain
over 11.0
1971)
Using the present nat
i
ional standard of o
ne bicycle for every four people, the
total number of bicyc
les in the Denver M
etropolitan Area (five counties) amounts
to 480,500 bicycles.
The break down of
each county is as follows:
1-1-74
No. of Bicycles Per
.I County
Population
Four People
Adams
225,600
56,400
Arapahoe
211,300
52,82:5
Boulder
164,200
41,050
Denver
529,600
132,400
Jefferson
310,800
77,700
Total
r
1,441,500
360,375
' Carrying the estimate
further, at a rate
of 1 bicycle for every four people,
' Wheat Ridge with an e
stimated population
of 36,000 people in 1975 should
have 9,000 bicycles.
r
No other figures
are available at this time.
'i
The reasons for the i
ncrease in bicycle
ownership and usage are many, but in
part, most stem from
a realization of th
e advantages of bicycling. These
advantages include:
I
V-31
Time: In congested urban area, the bicycle is often faster than either
auto or bus for commuter travel. It is faster, easier and less expensive
to park.
Economy: The total cost for a commuter who bicycles 10 miles a day, year
round, is around $S.50 - 1/100 of the cost of driving. Bicycles are less
expensive initially than an automobile, cost less to insure and maintain.
Exercise: Bicycling offers a pleasurable way to control body weight, enhance
the cardiovascular status, develop a slower heart rate, lower blood pressure,
increase strength and endurance, and improve the adequacy of the blood supply
to the muscles of the extremities and the heart itself.
Environment: The bicyclist takes pride in knowing that his bicycling often
means one less car on the road. He is doing his part to lessen pollution,
traffic congestion and noise.
Participation: Bicycling is a family participation activity and is not an
isolationist vehicle as is the automobile.
AGE OF BICYCLE RIDERS
Although statistics by age of bicycle ownership are not available for the
Denver area, one study in Ann Arbor, Michigan showed the following:
V-32
1. Bicycle use prior to school age is usually restricted by parents to areas
very near the child's home. For this reason, ridership pride to the age
of six is minimal.
2. Ownership rises sharply between ages six and fifteen. Ownership reaches
its peak among 15-year olds (0.7 bikes per capita).
3. Between the ages of 15 and 17, there is a pronounced decline in per capita
bicycle ownership. This corresponds to a rapid rise in car ownership.
Bicycle ownership then levels off and remains fairly stable until about
age 40.
4. There is a gradual decline in bicycle ownership in the 40 to 60 age group.
Ownership becomes insignificant at approximately age 60.
5. The age span between 18 and 45 is where the greatest increases in bicycle
use and ownership can be expected.
TYPE OF TRIP AND PURPOSE
There are five general types of bicycle riding:
Commuter Riding: Usually made by adults with a specific purpose, these trips
are longer, occur with regularity, and usually will take the cyclist out of
his immediate neighborhood. Because many cyclists will use the same system
of streets, specifically designated bikeways are desirable.
Recreational Riding: Using the bicycle for recreational pursuits is an activity
that can be enjoyed by all ages. The benefits of designated bikeways would
be quickly realized by this group of cyclists who enjoy seeing different areas
of their community.
V-33
Neighborhood Riding: Family groups and children enjoy this type of riding
where the trips are usually short and close to home. The purpose of this
riding is usually recreational.
Sport Riding or Touring: This group of cyclists will usually ride long dis-
tances--up to 140 miles in a day. Special clothing and bicycle equipment is
used. All ages of cyclists are attracted to this healthy and challenging
type of riding.
Racing: Competitive riding is growing in popularity with all ages as demonstrated
by the number of racing clubs.
A bicycle system, to be successful, must take into account the different
purposes and designations of bicycle riding.
II THE BIKEWAY PLAN
In order to provide a balanced transportation system, a city must encourage
alternatives to the usage of the private auto. In addition to a mass transit
system, pedestrian and bicycle movement offer rational alternatives. Unfortunate],
,
the present form of most urban areas has made biking and walking a forgotten
mode of transportation. However, a reversal of this trend is occurring, due to
increased concern for the environment and the energy crisis. In response to
this concern, many cities are attempting to provide bikeways for their citizens.
The purpose of this bikeway plan for the City of Wheat Ridge, is to provide a
means of transportation by linking the various neighborhoods, parks, schools,
and commercial areas. In addition, walking and biking are recognized as
V-34
forms of recreation by utilizing natural scenic areas such as Lena Gulch,
Clear Creek and Rocky Mountain Ditch. Although commuting from one side of
the City to the other will be convenient, little emphasis is placed upon
commutor biking to downtown Denver at this time.
Transporting the estimated 5,600 school children safely to school and recrea-
tion is the first priority of this plan and secondarily providing for commutor
trips within the City. Development of the recreational bikeway on Clear Creek
is already underway and construction of other recreational trails will occur
with development of open space along Lena Gulch and Rocky Mountain Ditch. As
data becomes available on commutor needs to points outside the City, cooperation
with other cities should produce new or altered routes.
Approximately 36.5 miles of bikeway are proposed. Every park, school and
major activity area is connected to the system. Wherever possible, the plan
utilizes existing streets and drainageways. For both safety and economic
reasons, an effort was made to avoid arterial and collector streets. Where high
traffic volume streets are used, physical separation will be provided.
The proposed routes are flexible enough to take a number of design solutions:
separation of the bikeway by barriers on collectors and arterials; marking or
signage on low volume streets; routing through parks and drainageways; and
sidewalk bike paths in narrow streets. Right-of-ways range from 40 feet to 60
feet on the routes used, and all are wide enough for some form of bikeway. Even
the 40 foot local streets can accommodate a bike route or an eight foot side-
walk bikepath. (Figure 1). The optimum design solution for collectors and
arterials is to utilize a parkway for separation of bikeways and vehicular
r traffic.
V-35
For both recreation and transportation, drainageways are utilized. Clear Creek
provides a possible link with the Platte River Trail System, and the City
of Golden. These drainage systems offer access to many areas without exposure
to traffic.
In only three. instances in addition to Lena Gulch and Rocky Mountain Ditch,
do the routes traverse private property, requiring an easement:
1. In order to connect West 41st Avenue on either side of Wadsworth,
an easement through private property on the east side of Wadsworth
is needed. This scheme will require a traffic light. Alternatives
are to use West 44th or West 38th Avenue which are high volume streets
and would need to be widened.
2. An easement is needed between Tabor and Van Gordon Streets to connect
Tabor Street with West 49th Avenue. The alternative to this route is
to use Ward Road for the bikeway.
3. An easement across private property will be required north of West
44th Avenue and Kipling Street. If the area is developed as an
activity center, means of pedestrian and bike access should be incor-
porated into the design. A traffic signal or pedestrian/bike bridge
will be necessary to tie in the two sides of Kipling Street.
A. DESIGN
No attempt at detailed design will be made in this plan. Engineering studies
will occur at the time of implementation. Variations and combinations of the
examples of design standards in Figure 2 will most likely result. On any
given route, all types of bikeways will probably be utilized. Emphasis will
be placed on a smooth, safe transition between the different types. Below are
shown the types of bikeways and some minimum design criteria.
V-36
B. CLASSIFICATION OF BIKEWAYS
i
There are three basic classifications of bikeways, exclusive, restricted and
shared bikeways. Within these classes are four types of bikeways:
i
A. Exclusive Bikeways
1. Bike Path - a completely separate right-of-way designated for the ex-
clusive use of bicycles. Conflicts at grade are kept to a minimum.
Exclusive bikeways are usually developed within parks, drainageways,
open spaces, railroad right-of-ways, power transmission right-of-ways
and in conjunction with new development. However, paths should be
built whenever possible on high volume streets.
B. Restricted Bikeways
1. Bike Lane - a restricted on-street right-of-way designated for the use
of bicycles. Usually this type is provided when parking can be removed
from one side of the street. Where bicycle volume is high, or lane is
narrow, bicycle traffic should be restricted to one direction. The bike
lane, whether painted or separated by a physical barrier is included in
this class. Width for two-way bike traffic should be 6-8 feet.
Usually, bikeways on arterials will utilize some method of physical
separation, whether concrete barriers or guard rails. Where street
right-of-ways are wide enough, painted bike lanes are preferrable to the
sidewalk path. The major problem with this type is encroachment by the
auto on the bike lanes and maintenance.
C. Shared Bikeways
1. Signed Route - a shared right-of-way in the street designated as such
by signs or stenciling on the pavement. Signed bike routes are difficult
to follow if not properly signed and stenciled. This method only works
well on local or collector streets with low traffic volume.
V-37
2. Sidewalk Path - a shared right-of-way for the use of pedestrians and
cyclists. This method has many disadvantages and only functions
well where there are long blocks and few interruptions by driveways
and intersections. Smooth interfacing with the street is mandatory.
Minimum width should be at least 8 feet.
While it is often desireable to avoid mixing bicycles with other forms of trans-
portation, it is recognized that in many instances, this will be the most practical
means of developing a bikeway and in some cases may be the only solution.
III BIKE SUPPORT SYSTEM
A bikeway system, whether it be a local or regional system, is more than a
lane of asphalt devoted to bicycles. In addition to careful planning and
design, it must also involve the cooperation and support of the police and traffic
officials, it must include bike education in the schools, special graphics for
bikeways that are clear to both riders and motorists, and the support of downtown
merchants and apartment owners who must provide bicycle parking facilities.
A. MULTI-MODAL TRANSPORTATION SYSTEM
Support should be given to any regional bus-bike transportation efforts, such
as a "pedal hopper" system, or a bus-bike transfer system. Below is an example
of a means of transporting bikes on buses by use of a trailer.
V-38
I
B. BIKE PARKING
Bike parking should be provided at parks, schools, major activity centers and at
the major bus stops.
C. TRAFFIC SAFETY PROGRAM
Means of ensuring biker and motorist safety should be explored. A program of
safety education for both drivers and cyclist should be implemented, and new
traffic ordinances may be needed. Increased signalization will probably be re-
quired at locations along Wadsworth and Kipling where bike routes cross.
In addition, other support systems include restrooms, drinking fountains, and
information services.
IV BIKEWAY MAINTENANCE
Regular maintenance of all bikeways (on and off-street) is important to their
usage. Accumulation of debris, snow, gravel, tree branches, broken glass, etc.
will discourage bikeway use and force bicyclists to use local streets for their
riding. Maintenance of potholes and cracked edges (on off-street bike paths)
is critical to the safety of bicyclists. Full cooperation from the Public
Works Department and Parks and Recreation Department regarding regular bikeway
maintenance is absolutely necessary to the success of a bikeway system. It is
also recommended that lightweight vehicles function as the bikeway maintenance
vehicles so as to not exert unnecessary weight upon an off-street bikeway sur-
face.
Maintenance Recommendations
1. Bicycle lanes should be swept at least once every two weeks. Bicycle
IL paths (off-street) should be swept once a month.
2. Regular pruning of adjacent vegetation should occur throughout the
i
- year to maintain clearances and sight distances along off-street
bicycle paths.
V-34.
3. Street sweepers should continue straight through all intersections
to collect those patches of debris and gravel that often accumulate
and are missed.
V BIKEWAY FUNDING
Funding for a community bikeway system is dependent upon the responsible
agencies. These agencies (the Planning Department, the Public Works Department,
the Parks and Recreation Department, etc.) may choose to appropriate the nec-
essary monies out of their operating budgets or they may seek out available
bikeway funding programs.
Local Sources: There are several local revenue sources that should be in-
vestigated prior to any committment of one particular funding source. These
are:
1. Bicycle License Fees: A portion of the fees collected for bicycle
licenses could be placed in a fund for implementation and maintenance
of the system.
2. Bicycle Rental Concession: A portion of the concession permit fee
and a percentage of income based upon bicycle usage could be utilized
for maintenance of existing facilities and implementation of new
routes in areas directly serviced by the concessionaire.
3. Sales Tax on Bicycles: An additional sales tax applied to bicycles and
related products would provide a type of user tax, and eliminate some
of the financial burden felt by those who would not use the facilities.
4. Park Fees: A part of entrance and/or parking fees at parks and re-
creation areas would produce sums for maintenance and implementation of
bicycle facilities.
V-40
S. Fines and Forfeitures: A percentage of the revenues gained from
violation fines and forfeitures could logically be applied toward
bikeway construction.
VI BICYCLE SAFETY RULES
Bicyclists should obey the following safety rules:
1. Ride in a straight line - no stunts.
2. Slow down at all intersections.
3. Give pedestrians right-of-way.
4. Watch for cars pulling into traffic lanes.
5. Maintain bicycle in safe working order.
6. Pass to the right when meeting all vehicles coming toward you.
7. Pass to the left of all vehicles moving in the same direction as you.
8. Never pass another vehicle when meeting another vehicle.
9. Never pass a vehicle on a curve, a hill, or on a street or road intersection.
10. Never cut in closely in front of cars or any other vehicle. Don't cut
corners.
11. Bicyclists should use same turning signals as car drivers. Left hand straight
out for left turn; straight up for right turn and down for stopping. Always
signal at least 100 feet before stopping or turning.
12. Obey traffic lights - never cut a light.
13. Stop signs are for bicyclists as well as motorists. Stop, look both ways,
then go ahead carefully.
I, 14. Do not zig-zag or weave in and out of traffic.
15. Do not park bicycles against fire hydrants.
Here are some suggestions for greater enjoyment of the bicycle:
1. Raise your saddle so that your leg almost straightens when pedal is in
lowest position.
V-41
2. Pedal with the ball of the foot.
3. Keep handle bars lower than saddle.
4. Keep tires inflated to at least the recommended pressure.
5. Do not keep bicycle in high gear, for it should pump very easily.
6. Keep the nose of your saddle behind center of sprocket wheel.
7. Pedal at a medium rate of speed.
8. Have an operative white light in front and a red light or reflector in the
rear.
9. Join a bicycle club.
NOTE: The above safety rules and suggestions were obtained from the Colorado
State Patrol and the League of American Wheelman, Inc.
V-42
LOCAL
CURB B GUTTER CURB a GUTTER
SIDEWALK UTILITY RO.WIZ PARKING TRAVEL LANES BIKE -UTILITY ROW.
IIIISI 4.5 d IOC 10 4.5 II5
F 4dROW.
CURB St GUTTER CURB B SIDEWALK/BKEPATH
UTILITY R.O.W~ J TRAVEL LANES --UTILITY ROW.
SIDEWALK/BIKEPATH CURBS GUTTER CURBS GUTTER SIDEWALK
UTILITY RO.W.\ TRAVEL LANES PARKING \ / --UTILITY ROW
PHYSICAL BARRIER
CURB 11 GUTTER CURB B GUTTER
SIDEWALK
UTILITY ROW.-_ BIKELANE _ TRAVEL LANES PARKING\ -UTILITY ROW.
COLLECTOR.
(/CURBS GUTTnE/R PFttSICAL BARRIER
UTILITYRO.W., \BIKELANE EY TRAVEL LANES
RAW
ROW.
EXAMPLES OF STREET DESIGNS FOR BIKEWAYS
FIGURE 17 - 3-30-76
V-43
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V-45'
5
6
FIGURE IB (continued)
1. Bike lane utilizing parking lane on one side of street.
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I
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v-48
SECTION VI
ECONOMIC BASE STUDY
FOR THE
CITY OF WHEAT RIDGE, COLORADO
BY
OBLINGER-SMITH CORPORATION
April, 1976
Section VI-Title Page
i
SECTION VI
TABLE OF CONTENTS
TITLE
PAGE
WHEAT RIDGE ECONOMIC BASE STUDY
1
GENERAL ECONOMIC OVERVIEW
2
Employment
2
Income
5
Manufacturing
5
Wholesale Trade
8
Selected Services
9
Retail Trade
10
-
RETAIL MARKET ANALYSIS
11
Trade Area Delineation
12
Potential Retail Sales
14
Retail Sales Capture
16
Gross Leaseable Area Sales
19
ECONOMIC DEVELOPMENT POTENTIAL
22
Retail Commercial Development
22
Strip Commercial Development
22
Existing Shopping Center Location.
24
Vacant, Developable Land
25
Consideration of the Establishment of a Central
Business District Within Wheat Ridge
26
Selected Economic Questionnaire Results
27
Retail Commercial Development Projections
29
Development Potential of Non-Retail Commercial
Development- 30
Industrial Land Use Projections
31
DEVELOPMENT ECONOMIC IMPACT
33
APPENDIX
38
Section VI-Contents List
WHEAT RIDGE ECONOMIC BASE STUDY
l
A community's economic base has always been an important considera-
tion in long range comprehensive planning and in the evaluation of
development proposals. Only through achieving a stable economic
base of high value can a City assure the provision of quality govern-
mental services at a reasonable cost (taxes) to its residents.
The economic aspects of future Wheat Ridge growth and development
are even more critical than those of many other communities because
the City has relatively little land available for future development
and prospects for substantial annexation appear limited. It is
surrounded by other incorporated communities on three sides and by
unincorporated development to the west, the residents of which, to
date, have indicated a negative attitude toward annexation to the City.;
Thus, existing vacant, developable land must be considered an asset
of limited quantity and of extreme value.
In order to determine how Wheat Ridge can maximize its return on
future development, the present status of the City's economic base
must be known and understood. Such an understanding allows for the
identification of economic opportunities, which in turn provides
an expanded basis for evaluation of development proposals. It is
therefore the purpose of this economic base study to candidly identify
the status of the Wheat Ridge economic base and the opportunities for
maximizing the benefits of future economic development to the City.
VI -3.
GENERAL ECONOMIC OVERVIEW
This section presents a general overview of the major Wheat
Ridge economic sectors. The overview is hampered by the fact
that census data are not available for the City prior to 1970
since the community was not incorporated until 1969. However,
comparison of the distribution of various sectors in Wheat
Ridge versus the larger Denver Standard Metropolitan Statistical
Area (SMSA) provides.a measure of the status of the Wheat Ridge
economy relative to.that of the metropolitan region.
Employment
Employment statistics are excellent indicators of the economic
health of any given area. Favorable employment situations indi-
cate high production levels of business and industry, high
standards of living, increased demands for services and housing
r C at the local level, and accelerated rate of money exchange,
whereby greater numbers of persons have opportunities to prosper.
If the employment situation is not favorable, identification of
undesirable employment factors can assist in improving the overall
economic status.
Table 1, Wheat Ridge Employment by Industry, illustrates the
distribution of employment in Wheat Ridge and the Denver SMSA by
industry as reported by the 1970 Census. Comparison of the data
for the two areas indicates no significant deviation in Wheat
Ridge distribution of employment by industry from that of the SMSA.
It is important to note that employment as reported by the Bureau
of the Census relates to the place of residence of the employed
person and not the place of employment. Thus, this information
and subsequent data do not refer to employment in Wheat Ridge;
it does however indicate that the employment diversification of
Wheat Ridge residents is equal to that of the SMSA.l
j 1Actual numbers of Wheat Ridge residents employed within the
community is estimated based upon the questionnaire discussed on
page 28
VI -2
TABLE 1
Wheat Ridge Employment by Industry
Industry
Wheat Ridge
Number Percent
Denver SMSA
Number Percent
Agriculture, Forestry and
Fisheries 157 1% 6,335 1%
Mining ill 1 5,740 1
Construction 911 7 30,407 6
Manufacturing 2,025 16 83,835 17
Transportation, Communica-
tion and Utilities 1,194 9 39,353 8
Wholesale Trade 967 7 28,812 6
Retail Trade 2,270 17 84,003 17
Commercial Services 1,457 11 52,409 11
i
Personal, Public Services 4,047 31 162,067 33
TOTAL 13,1391 100% 492,961 100%
1Total employment as of December 31, 1975 was 16,175 within
i
Wheat Ridge based upon an estimate prepared by the Cit_v Department
of Community Development using State Employment Division data.
Employment by sectors was not estimated for this same time
period.
Source : General Social and Economic Characteristics, Colorado
U.S. Bureau of the Census, 1970.
i
Table 2, Wheat Ridge Employment by occupation, provides another
method of comparing employment of Wheat Ridge residents to em-
ployment in the SMSA. Again no substantial deviation exists with
the exception that Wheat Ridge maintains a relatively higher per-
centage of persons employed as managers, sales workers, and
clerical workers. The percentage of Wheat Ridge persons employed
in the occupations of operatives, laborers and service workers
are also somewhat less than the distribution of those occupations
for the SMSA.
VI-3
f
TABLE 2
Wheat Ridge Occupation of Employed Persons
occupation Wheat Ridge Denver SMSA
Number Percent. Number Percent
Professional 2,632 20 97,995 20
Managers and Administra-
tors 1,546 12 47,981 10
Sales Workers 1,417 11 41,282 8
clerical 3,022 23 104,548 21
Craftsmen and Foremen 1,577 12 59,283 12
Operatives 783 6 39,402 8
Transport Operatives 959 3 17,295 4
Laborers 400 3 18,133 4
' Farmers and Managers 34 _ 1,831 -
Farm laborers and Foremen 66 0.5 2,293 -
Service Workers 1,136 9 58,226 12
Private Household Workers 67 0.5 4,692 1
TOTAL 13,139 100.0 492,961 100
Source: General Social and Economic Characteristics, Colorado
U.S. Bureau of the Census, 1970.
Since no significant deviation from SMSA employment distribution
can be identified, the only conclusion which can be reached from
review of this material is that the income base for the City of
Wheat Ridge is as stable as that of the overall SPSSA. Residents
of Wheat Ridge do not depend upon one, or just a few, major
industries or occupations for their employment, which indicates
r" that the City is relatively unaffected by slumps in individual
industries or occupations. The importance of such diversification
VI-4
i
of employment was illustrated when the cities of Wichita, Kansas
l and Seattle, Washington, two communities which rely heavily upon
the aircraft industry for employment, suffered high unemployment
and related hardships when that industry slumped in 1971.
Income
Income levels as reported in the 1970 Census also indicate a
favorable economic status for the City of Wheat Ridge. The
median family income in Wheat Ridge was $11,711, nine percent
greater than the $10,777 median income of the Denver SMSA.
Similarly the mean or average family income of Wheat Ridge,
$13,242, was nine percent higher than that of the SMSA.
Distribution of income by Census Tract is illustrated on Table 3,
Wheat Ridge Income by Census Tract. The variation in both
median and mean incomes is significant. When superimposed on the
Census Tract Map on the following page, this information assists
in identifying those areas which may or may not, depending upon
other characteristics and considerations, require emphasis in
provision of community facilities and programs.
Obviously the higher income levels in Wheat Ridge indicate a
general economic well-being of the community. Perhaps more im-
portantly it indicates the ability of the residents of Wheat -
Ridge to support higher quality governmental functions and ser-
vices and the various commercial sectors of the community economy
at levels exceeding those of the SMSA. The community should
recognize this capacity in analysis of its taxing potential.
Manufacturing
The following review of the manufacturing, wholesale trade
and selected services sectors of the Wheat Ridge economy not
only compare the sales of Wheat Ridge to the Denver SMSA, but
illustrates the portion of the total SMSA sales attributable
VI -5
104.02
104.03
105.01
.i of 106.02
CIO
105.02 ~l w. 38th Ave
Nf
O
Q)
107
TABLE 3
Wheat Ridge Income by Census Tractl
Tract
Median Income2
Mean Income3
104.02
$ 9,313
$ 12,867
104.03
10,036
10,376
105.01
14,281
17,142
105.02
13,674
15,552
106.02
11,099
11,885
107
10,804
11,521
City-wide
11,711
13,242
1Not reported for Census Tract 106.51 and 103.02.
2Median Income is the amount which divides the distribution
into two equal groups, one having incomes above the median
and the other having incomes below the median.
3Mean Income is commonly referred to as average income.
Source: Census of Population and Housing, Census Tracts,
U.S. Bureau of the Census, 1970.
to Wheat Ridge. The figure for each specific item is meaningful
when compared to the Wheat Ridge portion of the Denver SMSA popu-
lation which is approximately two and one-half percent (2.5%).
Although a relatively simple assumption, it is believed that the
Wheat Ridge economic.base should be as strong and diversified as
that of the SMSA. In those cases where the wheat Ridge portion
of the SMSA is less than two and one-half percent, the opportunity
for additional development probably exists. This assumption is
based on the premise that the City does not desire to be solely a
bedroom community for surrounding communities and in fact desires
to achieve its proportionate share of commercial and manufacturing
development and subsequent diverse tax base.
VI-6
The "Standard Industrial Classification (SIC) Manual" defines
i
r manufacturing as a mechanical or chemical transformation of
inorganic or organic substances into new products. The assembly
of component parts of products is also considered to be manu-
facturing if the resulting product is neither a structure nor
other fixed improvement. Manufacturing activities are usually
carried on in plants, factories, or mills which characteristi-
cally use power driven machines and materials-handling equipment.
The "Census of Manufacturers" reports that the value added by
manufacture in Wheat Ridge in 1972 was 32.9 million dollars.
This amounted to 1.8 percent of the total "value added by
manufacture" of the entire Denver SMSA (value added by manu-
facture is defined as the adjusted value of shipments minus
the total cost of materials). Although Wheat Ridge did not achieve
a value added by manufacture proportionate with its portion of
the SMSA population, the fact that it achieved almost 33 million
dollars is very significant considering Wheat Ridge is a suburban
community. Still it is assumed that the City could expand its
manufacturing, or as commonly called, its "industrial base",
not only to achieve a more stable overall economic base, but
.to enhance its tax base and subsequent tax revenues.
Unfortunately, other statistical data related to manufacturing
is scarce. The Business Research Division of the University of
Colorado publishes the "Directory of Colorado Manufacturers"
annually. This publication indicates that in 1974, Wheat Ridge
contained 31 separate manufacturing establishments or approxi-
mately 14 percent of those in Jefferson County which compares
favorably to the portion of the county population which was
approximately 13 percent in 1970.
VI-7
The "Directory of Colorado Manufacturers" also identifies the
primary products produced at each manufacturing establishment.
The Wheat Ridge products, which include glass, machinery, con-
tainers, apparel, plastics, printing, signs, biological products
and electronic products, produce a relative diversified manu-
facturing base.
Wholesale Trade
Wholesale trade as defined in the SIC Manual and reported in the
1972 Census of Wholesale Trade, includes establishments or places
of business primarily engaged in selling merchandise to retailers;
to industrial, commercial, institutional, farm or professional
business users; or to other wholesalers; or acting as agents
or brokers in buying merchandise for, or selling merchandise to,
such persons or companies.
The wholesale trade sector of the Wheat Ridge economy experienced
the lowest proportional rating relative to the SMSA of any wheat
Ridge economic sector. Wheat Ridge wholesale trade sales amounted
to $30,579,000 or only 1/2 percent of the total Denver SMSA whole-
sale sales of $6,425,397,000.
It is difficult for the City to directly influence the growth and
development of the wholesale trade sector through economic or
development policy since wholesaling activities are relatively
free of locational restrictions related to other types of activi-
ties such as retail trade which benefit significantly by location
in close proximity to consumers. The City can, however, indirectly
encourage expansion of its wholesale trade sector through proper
zoning, development and redevelopment programs. Obviously such
expansion should be considered by the City since this sector has
great growth potential and can substantially increase and enhance
revenues and employment opportunities in wheat Ridge.
VI
Selected Services
i
The 1972 Census of Selected Service Industries
included the
following industries as.defined in the SIC Manual: motels,
hotels and tourist courts, etc; personal, business and auto-
motive services; amusement and recreation services; and pro-
fessional services.
j
i.
i
` TABLE 4
Wheat Ridge Selected Services
Kind of Business Wheat Ridge
Denver SMSA
Wheat
Receipts
Receipts
Ridge %
($1,000):
.($1,000)
of SMSA
Hotels, etc. 690
85,746
I
0.8
Personal 2,474
106,373
2.3
Business 4,219
299,275
1.4
Automotive Repair 1,465
126,289
1.2
Miscellaneous Repair (D)
42,684
-
Amusement and Recreation 850
95,973
0.9
Dental Laboratories (D)
4,472
-
Legal 1,135
87,471
1.3
Architectural, Engineering, etc. 1,654
87,626
1.9
TOTAL 13,222
935,909
1.4
i
(D) Withheld to avoid disclosure
Source: Census of Selected Service Industries, Colorado, 1972.
I
Table 4, Wheat Ridge Selected Services, illustrates the total
receipts of the various categories or kinds of business for
j
t. Wheat Ridge and the Denver SMSA in 1972. Total selected service
i
receipts in Wheat Ridge amounted to 1.4 percent of total S14SA
receipts. It is interesting to note that the
only business
i
VI -9:
i
,I
l
l
category in which Wheat Ridge receipts approached its proportion
of the SMSA population was personal services. This is appro-
priate since personal services are directly related to popula-
tion. On the other hand, all other categories were significantly
less than what would be considered desirable relative to the
SMSA. Many opportunities for economic base enhancement are
identified in Table 4. Both the private sector,and the City have
recognized this opportunity as is evidenced by recent motel con-
struction in the vicinity of I-70 and Kipling. The most signi-
ficant opportunity appears to relate to filling the void in
business and professional services. This deficiency is notice-
able in the entire western portion of the Denver Metropolitan
Area and if Wheat Ridge and this general area are to reduce their
reliance on other portions of the metropolitan area for business
and professional employment and services, these business cate-
gories will have to be improved.
Retail Trade
Retail trade, as reported in the 1972 Census of Retail Trade,
includes all establishments primarily engaged in selling merchan-
dise for personal or household consumption and rendering service
incidental to the sale of the goods. The Wheat Ridge retail trade
f .
sector will receive detailed attention in the following section.
i
VI-10
RETAIL MARKET ANALYSIS
The preceding overview of the various sectors of the Wheat Ridge.
economy has provided relatively general indications as to the
stability and economic success of the community relative to the
Denver Metropolitan Area as a whole. The conclusions reached
are meaningful; however, these conclusions are of limited value
j in identifying specific problems and actions which need to be taken
to enhance the Wheat Ridge economic base, or in ascertaining exist-
ing and future needs related not only to actual economic improve-
ment, but related aspects such as sales, off-street parking require-
ments, commercial development and zoning requirements.
C
In order to provide the information required to achieve the above
mentioned objectives, the following retail market analysis has been
prepared. This sector of the overall economy has been selected
for analysis for several reasons. First, City policies can
directly effect retail trade while such policies may have less
effect on services or wholesale trade. Second, the general
success of retailing can be better identified than that of the other
sectors because more pertinent, definitive information is available
for analysis. Finally, the retail sector exerts substantially
greater impact on the City than does the wholesale and service
commercial sectors. Not only are the tax revenues derived from
sales tax on retail sales greater than on other types of sales,
but retail commercial development has significant impact on land
use, transportation, off-street parking needs and a host of other
planning related items.
It is. important that this analysis be interpreted as an approxima-
tion of retail conditions in Wheat Ridge, particularly as related
to percent capture. The calculations are based on as accurate
information as is available and the assumptions are based on sound
economic principles; however, comparison of data sources reveals
some discrepancies in the total amount of retail sales and distri-
bution of those sales insofar as these discrepancies are less than
five percent; they do not significantly, affect either the overall
VI -11.
analysis or the resulting conclusions.
Trade Area Delineation
In order to evaluate the success of present retail sales efforts,
the trade area, defined as that geographic area from which retailers
can expect the majority of their sales to come, must be delineated.
One method of ascertaining the trade area of any given community
is to mail out questionnaires to determine where people live and
where they shop for various types of retail goods. This type of
inventory has not been conducted for Wheat Ridge. Although it
might have been useful in very precise delineation of the Wheat
Ridge trade area, it is believed that it is not essential to this
study. If additional detailed studies are undertaken to more pre-
cisely identify the trade area the percent of capture of sales
might be modified. If the trade area is larger than estimated in
this study, the percent of capture of sales would be decreased.
However, the analysis and trends concerning the viability of con-
venience and shopping goods activity of Wheat Ridge merchants
would remain the same.
Convenience goods are those items for which the primary factor re-
lating tc purchase is simply "convenience"; i.e., proximity to con-
sumer and ease of use of facility - not items for which the typical
consumer will usually examine several products at various establish-
ments. Shopping goods are those items for which the consumer will
usually shop at different establishments comparing particularly
such factors as pricing, and product name and identification.
Studies conducted by the Urban Land institute have found that on
the average a person will drive about five minutes or one to one and
one-half miles for convenience. Based on this factor and hypothesis
that no community surrounding Wheat Ridge has an unfair sales
advantage and that all metropolitan area communities have.adequate
VI -12
convenience goods retail establishments, each community should
~ capture close to 100 percent of the convenience goods purchases of
its residents. This is a generalized hypothesis but should balance
out in most cases. For example, persons residing in the north por-
tion of Wheat Ridge, north of I-70 would probably purchase con-
venience goods in Arvada. Similarly, persons residing in other
communities close to Wheat Ridge's convenience stores probably
purchase convenience goods in Wheat Ridge. The hypothesis provides
an adequate analysis with the exception of the unincorporated area
west of the City. Since this area has limited retail facilities,
it can be assumed that persons residing in this area purchase
convenience items in Wheat Ridge. Thus, this area has been in-
cluded in the Wheat Ridge trade area.
The shopping goods retail trade area presents a much different
situation than the convenience goods trade area delineation. Again
studies conducted by the Urban Land Institute indicate that for
shopping type items, such as clothing and furniture, where cam-
' t parison shopping is important, the average person will drive from
15 to 25 minutes or within a general radius of five to eight miles.
Again if every community had an equal distribution of establishments
offering shopping goods at competitive price and quality in com-
parable shopping environments, each community should capture all
of the shopping goods purchases made by its residents.
It is recognized that the equal distribution assumption is not
valid because shopping establishments are not equally distributed
throughout the Denver Metropolitan Area. However, it does provide
for a meaningful evaluation of Wheat Ridge shopping establishments
to capture purchases made by its own residents. If the community
is not capturing its own shopping goods sales, it is probably not
capturing the shopping goods purchases of persons residing outside
of the Wheat Ridge trade area to any significant extent.
r
vi-13
Based on the preceding, the Wheat Ridge trade area has been de-
lineated as the incorporated area of the City including the un-
incorporated area extending west of Interstate 70 to South Table
Mountain near Golden.
Potential Retail Sales
Several factors enter into the calculation of the potential retail
sales of a trade area. Pertinent factors for Wheat Ridge are
illustrated in Table 5, Wheat Ridge Trade Area Potential Retail
Sales - 1974. The population of the Wheat Ridge trade area amounted
to 41,674 persons in 1974.
TABLE 5
Wheat Ridge Trade Area Potential Retail Sales - 1974
Populationl 35,871 (Wheat Ridge) +
5,803 (unincoroe
2 at d area)
Number of Households 11,930 + 1,500 X13, 30
Average EBI per Household $17,650
Total EBI $237,039,500
Total Potential Retail Sales3
(61 percent of total EBI) $144,594,090
1As reported by Wheat Ridge and as reported for Census tracts
98.06 (100%) and 98.05-(75%).
2Based on respective persons per household as reported by the U.S.
Bureau of Census, 1970 for each Census tract.
3Based on data presented in "Sales Management Survey of Buying
Power", 1975. .
Source: Oblinger-Smith Corporation, Consultants in Planning, Design I
and Development, 1976.
vi-14
Applying the number of persons per household in each census tract
as reported in the 1970 Census, it is calculated that approximately
13,430 households reside in the Wheat'Ridge trade area. The average
household Effective Buying Income (EBI) for Jefferson County as
reported in the "Sales Management Survey of Buying Power, 1975",
those
in
amounted to $17,650. Effective buying come represents
dollars actually received and available for discretionary spending.
These income figures reflect such subtractions as income and social
security taxes and the addition of social security, welfare and other
payments not directly earned.2
Applying the EBI per household to the number of households in the
Wheat Ridge trade area yields a total effective buying income for
the trade area of $237,039,500.
It is estimated that approximately 61 percent of the EBI of the
Denver Metropolitan Area is utilized for retail purchases.3 Ap-
plying this factor to the total Wheat Ridge trade area effective
C buying income yields total potential retail sales amounting to
$144,594,090. This is the amount of retail sales which Wheat
Ridge could record if it were in an equally competitive position
with other communities in the Denver Metropolitan Area.
The effective buying income specifically attributed to the City
of Wheat Ridge is not reported and therefore the EBI reported for
Jefferson County has been utilized in these calculations. This
substitute is satisfactory based on comparison of Wheat Ridge
income to Jefferson County income as reported in the 1970 Census.
2A complete definition of Effective Buying Income (EBI) is as follows:
includes personal income, wages, salaries, interest, dividends,
profits, and property income minus Federal,.State, and local taxes.
It includes net cash income including in kind (payments in non-cash
such as
goods and services such as food and housing, and income
food consumed and rent of owner-occupied housing). Effective
buying income is generally equivalent to the Federal definition of
"personal disposable income" "Survey of Buying Power", Sales
Management magazine, July 21, 1975.
3This amount includes purchases by business and purchases from
outside the Metropolitan Area.
VI-15
IL.
Retail Sales Capture
The most definitive measure of the relative success of Wheat Ridge
merchants is provided by comparing known present retail sales to
potential retail sales. This comparison which is defined as retail
sales capture, is illustrated on Table 6, Wheat Ridge Retail Sales
,Capture - 1974.
I
TABLE 6
Wheat Ridge Sales Capture - 1974
Item Sales asl Potential
1974 Net
Percent3
% of E
BI Retail
Taxable Reg
Capture
Sales
tail Sales
Convenience Goods
20%
$47,407,900
$50,987,366
108%
Food
11
26,074,345
31,936,446
122
Bldg. Materials
4
9,481,580
11,614,161
122
Eating & Drinking
5
11,851,975
7,436,759
63
Shopping Goods
18%
- $42,667,110
$22,948,804
54%
General Merchandise
11
26,074;345
17,218,509
66
Apparel & Accessory
3
7,111,185
1,504,030
21
Furniture & Appliance
4
9,481,580
4,226,265
45
Automotive4
15%
$35,555,920
$22,654,500
64%
Miscellaneous5
8%
$18,963,160
$14,458,757
76%
TOTAL
61%
$144,594,090$
111,049,427
77%
1Based on Denver Metropolitan
Area sales dis
tribution as re
ported in
"Sales Management Survey
of
Buying Power",
1975.
ZAs reported by the Colora
do
Department of Revenue, 1974 for F2 - F9
Vategories.
Merchants percent capture
of
retail sales o
ccurring in the
Wheat Ridcte trade area.
4Estimated; actual amount
not
available due
to deductions.
5Includes various types of
go
ods - see text.
Source: Oblinger-Smith Corporation, Consultants in Planning, Design
and Development,
1976.
VI-16
The potential retail sales for various types of goods are illus-
trated in the third column of Table 6. The fourth column represents
( "net taxable retail sales" as reported by the Colorado Department of
Revenue. "Net taxable-retail sales" are defined as gross sales less
nontaxable sales for services, sales to other licensed dealers for
!i resale; interstate commerce sales, sales to government, religious
or charitable institutions; sales of gasoline and cigarettes; bad
debts charged off upon which tax has been paid; returned goods,
discounts and allowances on which tax has been paid and trade-ins
for taxable resale, and prescription drugs and prosthetic devices.
It is believed that net taxable sales provide the most accurate
indication of the sales that are actually occurring to trade area
households since this figure deletes sales to wholesalers, govern-
ment and so forth. This holds true except in regard to automotive
sales. Because sales tax is included in the price of gasoline, the
deductions for automotive sales amounts to almost one-half of gross
gasoline sales on a state-wide basis. For this reason the $22,654,500
sales figure illustrated on Table 6 is estimated (sales of cigar-
ettes poses a similar problem and are not included in Table 6.)
The last column, Percent Capture, identifies the success of Wheat
Ridge merchants in capturing sales to persons within the Wheat
Ridge trade area. Perhaps more importantly, it indicates the
strengths and weaknesses of the Wheat Ridge retail sector. The
percent capture of convenience goods sales in the City of Wheat Ridge
is most unusual. Normally capture of convenience sales should
approach but not exceed, 100 percent because people are not willing
to drive far or shop for convenience goods. In the case of Wheat
Ridge, the percent capture is 108 percent with the capture of food
and building material sales amounting to 122 percent. It is be-
lieved that this abnormally high capture of convenience goods
sales results from the competitive pricing practices of major
convenience item establishments and the past competitive edge pro-
vided by the City's one percent sales tax.
VI -17
The Wheat Ridge capture of potential shopping goods sales amounted
to only 54 percent, indicating that this facet of the retail
economic base is deficient. This deficiency is particularly acute
as related to apparel, accessories, furniture and appliances.
Improvement of shopping goods sales could result in additional
City sales tax revenue of up to $440,000 at the current two percent
sales tax rate.
As previously noted, the 1974 automotive retail sales is an estimate;
however, sales capture indicates there is an opportunity to capture
additional automotive sales within the City. Since gasoline is
actually a convenience type item, it is expected that the deficiency
in sales capture may be attributed more to automobile sales and
perhaps mobile home sales than to gasoline sales. Since these
sales are taxed through the use tax, and the proliferation of dealers
surrounding Wheat Ridge may make the establishment of additional
dealerships in Wheat Ridge difficult, this deficiency in automotive
sales may not be of great significance.
The seventy-six percent (76%) capture of miscellaneous sales, al-
though not definitive, is further indication that Wheat Ridge
merchants are not capturing the purchases of its residents. In-
cluded within this category are sales of drug and proprietary
stores, liquor stores, antique and. second hand stores, book and
stationary stores, sporting goods and bicycle shops, farm and
garden supply stores, jewelry stores, fuel and ice dealers, and
retail stores not elsewhere classified. Merchants are probably
capturing the convenience miscellaneous sales such as drug and
liquor sales, but it is deficient in capturing the sales of such
miscellaneous items as jewelry and sporting goods.
The overall sales capture of 77 percent, although adequate for a
rural community is not adequate in the metropolitan area. This
deficiency is costing the City over half a million dollars in lost
• sales tax revenue annually.
VI-1$
Gross Leaseable Area Sales
The analysis of percent capture provides insight into the overall
ability of wheat Ridge retail merchants to capture purchases with-
in its trade area. Analysis of the sales volume per square foot
of gross leaseable area (GLA) or the amount of space actually
utilized for sales and related purposes (rental area) provides an
indication of the efficiency or ability of existing stores to
generate sales in comparison to shopping center standards.
Table 7, National Community Shopping Center Sales, lists the
median retail sales for various tenants frequently found in
community shopping centers, as reported in the Urban Land Insti-
tute "Dollars and Cents of Shopping Centers, 1975".
TABLE 7
National Community Shopping Center Sales
Convenience Goods Shopping Goods
Sales Per Sq.Ft. Sales Per Sq.Ft.
Arts & Crafts $33 Variety Store $34
Restaurant $64 Menswear $66
Drugs $79 Jewelry $78
Supermarket $135 Floor Covering $121
Source: Urban Land Institute, "Dollars and Cents of Shopping
Centers, 1975".
Although the Table does not include all tenants, it illustrates
the range of sales per square foot of GLA which are experienced
nationally for convenience and shopping goods establishments.
As illustrated on the Table, arts and crafts shops generate sales
of approximately $33 per square foot, while sales per square foot
attributed to supermarket sales amount to $135. Shopping goods
sales range from .$34 per square foot for variety stores to over
$121 per square foot in floor covering stores.
VI-19
In order to ascertain Wheat Ridge establishments sales per square
foot, the size of retail commercial structures was measured from
recent aerial photographs of the City. Convenience sales establish-
ments building area amounts to 696,612 square feet while shopping
establishment building area is 758,310 square feet. Since walls,
stairways and other unusable space of commercial establishments
typically utilizes approximately 15 percent of a structure, both
building area totals were reduced by 15 percent. 'Comparing these
figures to the retail sales in 1974 as illustrated on Table 6,
reveals that convenience sales of Wheat Ridge occur at the rate of
$86.11 per square foot of GLA and shopping goods sales occur at
the rate of $35.60 per square foot of GLA.
comparison of Wheat Ridge sales volume per square foot to Table
7 indicates that Wheat Ridge convenience sales occur in the
higher range of the ULI sales while the shopping good sales
occur in the lower range. This finding substantiates the con-
clusions reached based on the percent capture analysis concerning
shopping goods sales deficiencies.
The deficient shopping good sales identified in the retail market
analysis is normally attributed to one or a combination of several
factors including depressed household incomes or EBI, poor mer-
chandising techniques by merchants, extremely competent competition
by merchants in other communities, inadequate access, inadequate
parking, poor shopping environment, and a host of other factors.
The specific factors adversely affecting Wheat Ridge shopping goods
sales have been identified as:
1. Undesirable shopping environment resulting from strip
commercial development patterns, inadequate off-street
parking and a generally poor "shopping environment".
i
2., Competition from large community and regional shopping centers
( located outside Wheat Ridge.
3. A lack of overall commercial community identity resulting from
the lack of major shopping center or central business district
development concepts.
i
These factors are considered in detail in the following section.
i.
r
F.
i.
i
vi-21
ECONOMIC DEVELOPMENT POTENTIAL
The purpose of this section is to identify the potential of Wheat
Ridge to enhance its economic base through commercial and indus-
trial development. This analysis is both quantitative and quali-
tative and draws heavily from experience in development and re-
development as viewed by the private developer. It must be
recognized that the true development potential of the City is
totally dependent on the ability of the City to attract the pri-
vate developer and to work with the private developer to achieve
the goals of the City in an economically realistic manner.
Retail Commercial Development
The retail trade area market analysis indicates rather con-
clusively that the convenience goods sector of retail trade is
extremely successful in Wheat Ridge. Growth of that sector will
occur relatively independently of City action as long as adequate
land area is available. Since convenience goods sales are directly
related to population, it can be anticipated that, with some modi-
fication to be discussed in the projection portion of this section,
convenience retail development will expand at approximately the
same rate as the population of the Wheat Ridge trade area.
Since the convenience sector of Wheat Ridge retail trade is so
strong, the major emphasis on retail commercial development must
be directed at the presently deficient shopping goods sector.
Several factors affect the ability of Wheat Ridge to expand its
shopping goods sales. These factors relate primarily to existing
land use patterns.
Strip Commercial Development
One of the major obstacles to the success of shopping goods sales
in Wheat Ridge is the existing strip commercial development pattern.
Perhaps the best way to illustrate the impact of strip development
VI -22
I
is to compare it to what the Urban Land Institute states is the
distinguishing parts of the shopping center as a building type
and merchandising complex. These include:
a site that is suited to the type of center which the retail
market analysis has justified; located for easy access from
the trade area and arranged properly for retail selling and
parking use.
- a building composition that is an architectural unit and not
a miscellaneous assemblage of stores.
- an on-site parking arrangement that allows for ample en-
trance between parked cars and the store buildings.
- a service facility that separates goods delivery movement
from customer circulation and eliminates servicing from the
public awareness.
- a tenant grouping that provides for greatest merchandising
inter-play among stores.
- agreeable surroundings that lend an atmosphere for shopping
in comfort, convenience, and safety - weather protection,
foot traffic separated from the vehicular traffic, land-
scaping, quality of design, control of sign-type and place-
ment characteristics not associated with the usual com-
mercial district.
Although strip commercial development can achieve adequate parking
and access to the general area is relatively easy, ingress and
egress from individual stores is sometimes difficult. Numerous
curb cuts which result from access to each individual store not
only reduces the traffic carrying capability of the street but
presents a significant safety hazard as well. To reduce this
problem to some degree, most ingress and egress to and from each
individual store is limited to right turning movements. Since
the stores are laid out in lineal fashion with little concern for
tenant grouping, the automobile must be used more extensively to
f- travel from.store to store and the right turn only situation some-
times makes this extremely tedious and frustrating.
I
Obviously strip commercial development does not result in "a
building composition that is an architectural unit and not a
miscellaneous assemblage of stores". Additionally, in those
cases where commercial structures do not back-up to an alley,
goods delivery cannot be separated from the public awareness.
Perhaps more importantly, strip com.nercial development does not
provide for merchandising inter-play among stores. Although
figures are not available to substantiate this fact, it is be-
lieved that a large portion of sales results from such inter-
play among stores. Stating this in another manner, buyers tend
to shop in an area (shopping center) that contains a number of
retail outlets. This provides the shopper much more flexibility
to undertake comparison shopping.
Overall the shopping environment must be as defined for a shopping
center to be successful. Strip commercial development does not
provide for a desirable shopping environment and is automobile-
oriented as opposed to pedestrian-oriented. In short, while
consumers may spend several hours browsing.in shopping centers
making maximum utilization of the desirable shopping environment and
the inter-play of merchandising techniques, it is difficult to
imagine the consumer spending similar amounts of time in strip
commercial development. Thus, the individual merchant cannot ex-
pect to purchase a lot in strip commercial development and establish
the required shopping environment. Such an effort must be a
totally integrated development program which strip commercial will
not accommodate. For these reasons, it is believed that unless
additional in-depth, shopping center characteristic development
can be provided in Wheat Ridge, the opportunity for the City to
substantially increase retail sales and resulting tax revenues is
minimal.
Existing Shopping Center Location
The competition from existing shopping centers located in close
proximity to Wheat Ridge also affects the development of retail
shopping goods outlets. Although Arvada, located to the north of
Wheat Ridge, is deficient in major shopping facilities in much the
same manner as is Wheat Ridge, the City does nave extensive mixed
V1 -24-
neighborhood community level, shopping center developments. Addition-
ally, immediately to the east of Wheat Ridge is the Lakeside Shopping
Center which provides extensive shopping opportunities, including
major stores of The Denver Dry Goods and Wards. Southeast of the
community is the JCRS shopping center which includes a J.C. Penneys
and some specialty stores such as furniture and recreational
equipment. Villa Italia, a regional shopping center located
south of Wheat Ridge, contains major tenants including Montgomery
Wards, J.C. Penneys, Joslins and other large clothing and apparel
establishments. Immediately south of the City is the Westland
Shopping Center which includes a Sears and May D&F. Thus, national
and local department store chains are located in close proximity
to the City and it is doubtful that the same chains, either local
or national, would construct another store in Wheat Ridge which would
be in such close proximity to their existing stores. Further,
based on the present distribution of regional shopping centers in
the Metrcpolitan Area, it becomes apparent that the next logical
area for such a facility would be north of Wheat Ridge in the
northernportion of expanding Arvada. Thus, from the standpoint
of Wheat Ridge's location with respect to existing competing major
shopping establishments in Denver, the potential for Wheat Ridge
to attract such establishments is minimal
Vacant, Developable Land
In addition to the problem related to strip commercial development
and competing shopping centers, Wheat Ridge is facing the very
real problem of lack of vacant land suitable for commercial develop-
ment. Shopping centers vary widely in size, but the minimum size
parcel adequate for a neighborhood shopping center (grocery store-
major tenant) is seven acres. Community shopping centers, the type
of center on which the City must rely if it is to enhance shopping
goods sales, require at least 11 acres and will probably require
substantially more acreage. (The Applewood Shopping Center is
approximately 31 acres in size.) The City must take whatever
VI -2S
actions are necessary to preserve whatever vacant land, suitable for
shopping center development remains. Due to the present shortage
of such land, redevelopment of some strip development and perhaps
rezoning of undeveloped residential tracts may be required to achieve
adequate shopping center sites.
Consideration of the Establishment of a Central Business District
Within Wheat Ridge
A rather unique aspect of the City of Wheat Ridge is that it does
not contain a central business district as do most other communities.
This is believed both an asset and a liability. It is an asset
in that most suburban communities have had to make substantial
improvements to retain the viability of the old downtown or central
business district. These efforts have ranged from the establishment
of public parking and street improvements in the original Arvada
business district to the relatively extensive improvement under-
taken in Littleton. In view of the fact that Wheat Ridge has never
had a central business district, the City is not burdened. with the
problem of retaining and improving what has become an obsolete
-merchandising area.
On the other hand it is believed that the lack of a central busi-
ness district is a liability in the sense that it substantially
reduces the ability of Wheat Ridge to establish a central retail
core area and diminishes overall community identity. For that
reason it has been suggested that the City consider the establish-
ment of a central business district.
If an existing shopping area were to be selected as functioning
as the Wheat Ridge business district, it would have to be the
Applewood Shopping Center. The attributes of the shopping center
as a development type are evidenced in that the Applewood Shopping
Center can be identified as a viable shopping environment. Yet
the selection of this center for the business district of Wheat
VI-26
Ridge is not particularly desirable because of its location in the
extreme west portion of the existing community. The potential to
identify any other business area in the City appears to be extremely
limited due to the existing strip commercial development pattern.
'In view of the fact that Wheat Ridge could benefit both tangibly in
the form of increased revenues and intangibly in the form of en-
hanced community identity and added shopping convenience for its
residents, it is strongly recommended that the City initiate a de-
velopment/redevelopment program, the goal of which would be the
establishment of a central business district-like shopping complex
in Wheat Ridge. Admittedly such a program would be a substantial
undertaking probably involving redevelopment, relocation of some
existing businesses, coordination and cooperation with private
developers, retailers and other private groups as well as with
citizen and other public groups. The returns to the City., however,
would certainly merit such a community effort. Based on existing
development patterns and access requirements as well as the need
for a central location within the community, a site on one or both
sides of Wadsworth Boulevard between 38th and 44th Avenues, appears
the most logical and viable area.
Selected Economic Questionnaire Results
The city distributed an economic questionnaire to commercial and
industrial establishments within the City in the fall of 1975. of
approximately 700 questionnaires distributed, 454, or 65 percent
were returned, in various degrees of completion. Following is a
review of the more pertinent economic base related question
responses.
Original Owners: Of the establishments surveyed, 65 percent are
occupied by the original owner. Additionally the firms questioned
have been at their present location an average of 9.2 years.
VI-27
Expansion Plans: Over one-third (390) of the completed question
{ naires indicated plans to expand or modernize their present
facilities during the next five years. This serves as an indication
of the economic health of the business community.
Relocation: Eighteen percent (18%) of the completed questionnaires
indicated plans to relocate within the next five years. Most im-
portantly, 66 percent of these indicated plans to relocate within
Wheat Ridge. Only 24 respondents stated plans to relocate outside
of Wheat Ridge.
Improvements Needed: In response to the question, "If you would
improve any aspects of your present business location, what would
they be?", the comment most received was a desire for a larger
facility (50%). The second most common response was the desire
for more parking (27%). Finally, 23 percent stated the need for
an entirely new building. In response to a similar question "what
are your opinions as to what should or could be done to improve
the general business activities in Wheat Ridge", the need for
better transportation access and additional parking were the two
most common responses.
Residents Employed Within the Community: According to those firms
responding, 26 percent of all full time employees are Wheat Ridge
residents. Twenty-four percent (24%) of all part time employees
are local residents.)
Finally, in response to a request for any general comments regarding
business activity in the community,. better street, curb and gutter
maintenance, a desire for a central shopping area, and more room
for individual business expansion were the comments most frequently
mentioned.
'434 establishments responded to this question. Total full time em-
ployment of these firms was 3,963 persons of.which 1,025 were resi-
dents of Wheat Ridge. Total part time employment was 1,824 of whit..
429 were Wheat Ridge residents. Compared to the December, 1975
employment estimate of 16,175 persons,,the total employment reported
(full time and part time) by the 434 respondents would represent
a sample of 36 percent of total community employment.
VI-28
Unfortunately, a large portion of the returned questionnaires were
incomplete, making conclusive interpretation impossible.
Retail Commercial Development Projections
in order to project retail commercial land use needs several factors
must be considered including growth, present deficiencies and City
goals, objectives and policies. Population projections for wheat
Ridge indicate that the City will grow to a population of approxi-
mately 44,000 persons by the year 2000. This 23 percent increase
from the present population will in itself create the need for
additional retail commercial development.
An inventory of off-street parking taken from recent aerial photo-
graphs of the City indicates that there are approximately 3,270
parking spaces -related to convenience stores and 2,895 off-street
parking spaces related to shopping goods establishments.1 Applying
the standard of 5.5 off-street parking spaces per 1,000 square
feet of gross leaseable area to the GLA attributed to Wheat Ridge,
it is determined that off-street parking related to retail establish-
ments is approximately 10 percent or 6 acres deficient in the City at
the present time.
Based on the present distribution of convenience and shopping GLA,
four acres of additional parking should be provided in close proxi-
mity to convenience stores while 2 acres should be provided in
close proximity to existing shopping facilities.
It can further be assumed for both the convenience and shopping
retail sectors that a 23 percent increase in population will
necessitate some additional new retail commercial development;
however the consideration of additional new development must be
calculated individually for each sector. Because Wheat Ridge is
presently capturing over 100 percent of convenience purchases
within its trade area, it can be anticipated that the percent
1Includes surfaced and unsurfaced parking areas as interpreted
from aerial photographs.
VI-29
capture of convenience sales will decrease eight percent (8%)
during the planning period. Calculation of the above factors for
convenience retail commercial land use needs indicate that approxi-
mately'106 acres of convenience retail development will be required
to serve the Wheat Ridge trade area by the year 2000. The commer-
cial land use inventory identified4S.6acres of existing convenience
retail development, resulting in additional convenience retail
land use needs of 5.9 acres throughout the planning,period.
Determination of future shopping retail commercial land use needs
must be based on City policy related to improvement of the shop-
ping goods sales. As previously identified it appears that the
potential fox major shopping goods development is limited in Wheat
Ridge. Through appropriate zoning actions to limit future strip
commercial development, possible rezoning of yet undeveloped resi-
dential areas along arterial streets and perhaps through redevelop-
ment of existing commercial areas, the City can improve the shopping
environment. Although the identification of a specific degree of
improvement is arbitrary at best, it is suggested that the City
attempt to increase its present retail shopping goods retail sales
capture from the present 56 percent to approximatelv 75 percent of
the shopping goods purchases of the Wheat Ridge trade area. If this
were accomplished, it is projected that shopping goods commercial
land use requirements would approach 63 acres by the year 2000 or
an overall increase of 20 acres. This acreage will accommodate a
community level shopping center.
Development Potential of Non-Retail Commercial Development
It is difficult to project non-retail commercial land use needs
due to the lack of sufficient information and standards applicable
to these forms of development. Referring to Table 4, Wheat Ridge
Selected Services, it can be anticipated that the amount of space
devoted to selected services should increase approximately 75 per-
cent to raise the receipts for these services to the level of the
Denver SMSA. The commercial land use inventory identified approxi-
mately 72 acres presently devoted to service commercial land use.
L
VI -30
I-
Applying the 75 percent increase to meet present needs and the 23
percent growth factor for the City, results in a total acreage re-
quirement of 155 acres or an increase of 83 acres during the plan-
ning period. This land use requirement can be substantially de-
creased with provision of more than one floor facility and a more prac-
tical projection assuming two floor structures is that approximately
100 acres of land will be required for service use during the planning
period.
Land devoted to the automotive sector of the Wheat Ridge Commercial
economic sector presently amounts to 56 acres. As previously noted,
it is believed that the deficiency in the Wheat Ridge automotive
sector is due to lack of automobile and mobile home dealerships
which may not be increased due to the existence of these facilities
outside but near the City. It should be stressed that based on
current energy supply conditions and anticipated decline in fuel
consumption in the future, the solution to increasing automotive
sales is not to increase the amount of service stations or land
devoted to their use. Also as previously noted, the tax revenues
from the sale of automobiles and similar items is recovered in
Wheat Ridge by the 2 percent use tax and therefore, the City is
receiving revenues from these sales regardless of where they occur.
For this reason, no additional land is projected for expansion of
the automotive sector of the City.
Industrial Land Use Projections
Approximately 150 acres are presently devoted to industrial land
use in Wheat Ridge. The amount of land available which has been
designated in the land use plan for industrial development greatly
exceeds this figure. Since the realization of industrial develop-
ment is another factor over which the City has little control, it
is suggested that a reasonable amount of industrial land be
maintained for future development. It is very difficult to pro-
ject the amount of land which will be needed due to industrial
developments'relative independence from other sectors of the
economy, while being sensitive to regional industrial development
impact.
VI -31
A reasonable standard applicable to industrial development is
that the well diversified community can support approximately 1.5
acres of industrial land per 100 persons of population. This
would indicate that the City would be able to support 660 acres
of industrial land by the end of the planning period. Although
it is appropriate that the City reserve approximately this much
acreage for industrial development, it is difficult to establish
this amount of industrial development as a goal which can be
readily achieved. For that reason it is recommended that the City
reserve approximately this much land for industrial development
while acknowledging the fact that at some later point in time this
land may have to be redesignated in recognition of events or con-
ditions which could be substantially altered within the next 10
years.
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VI-32
i
DEVELOPMENT ECONOMIC IMPACT
In order to provide a basis for Wheat Ridge to consider and evalu-
ate alternative forms of development, Table 8, Wheat Ridge Develop-
ment Cost/Revenue Comparison, has been prepared. The table com-
.pares the costs and revenues associated with 10 acres of residen-
tial development including 5 acres of single family development,
2.5 acres of medium density residential development such as
duplexes or townhouses, and 2.5 acres of high density or apart-
ment type development; ten acres of commercial development
equally divided between retail and non-retail commercial; and
10 acres of industrial development assuming a wide range of
types of manufacturing and warehousing. Because of the assumed
distribution of housing, commercial and industrial types, it
must be stressed that this comparison is not intended to sub-
stitute for a similar analysis of a specific development proposal
since it would be unusual if any one proposal matched the distri-
bution of development types included in the comparison. Addition-
ally, the following should be noted for accurate interpretation
of the table:
The costs and revenues are generalized in that they are
based on standards where available or calculations and
assumptions where standards are not available. For example,
property tax valuation for residential development can be
readily determined while the immense variation in the value
of commercial and industrial structures and equipment range
substantially. Similarly while Wheat Ridge public works
costs can be related with some accuracy to streets, police
costs and administrative costs have been assigned based
on assumed distributions applied to actual Wheat Ridge
budgeted amounts.
The.comparison should not be interpreted as the actual-
total costs and revenues associated with development. The
costs and revenues comparison illustrates only those applicable
VI -39
to the City of Wheat Ridge. The benefits are unusually high
in this particular instance because Wheat Ridge does not
have the responsibility for the provision of water and sewer
service, or fire protection. Additionally, the comparison
does not include costs which are normally attributed pri-
marily to residential development such as library service
and school educational service which again are not provided
by the City of Wheat Ridge. The costs of these services
should be determined in analysis of a specific development
proposal to ascertain the impact of City actions on other
governmental entities.
It is.extremely difficult to project or anticipate costs associa-
ted with new development. While the revenues, both annual and
one-time, can be determined with some amount of accuracy based on
the amounts of income actually received by the City in past years,
the cost associated with any 10 acre development may or may not
actually be incurred by the City. For example regardless of the
addition of any type of 10 acre development, the City will probably
not expand its administrative offices or hire additional personnel.
Even at the total projected population level, it is assumed that
the City will continue to employ only one city administrator, one
public works superintendent, one director of parks and recreation,
one police chief and so forth.
on the other hand if the City were to experience significant
growth, eventually additions in personnel, facilities and ser-
vices would be experienced. For this reason the costs have been
applied to the hypothetical developments. Moreover, the comparison
results in a conservative estimate of benefit.
U -34
TABLE 8
Wheat Ridge Development Cost/Revenue Comparison
Ten Acres of Mixed
Residential Commercial
Development Development
Industrial
Development
ANNUAL REVENUES
Telephone Franchise Tax Refund
$ 432
435
$ 139
Public Service Franchise
382
1
1,500
1,875
Tax Refund
,
Highway Users Tax Refund
614
368
368
Motor. Vehicle Tax Refund
781
Auto Ownership Tax Refund
214
Road and Bridge Tax Refund
1,876
2,340
1,949
Property Tax
3,848
4,800
3,999
Sales and Use Tax - Purchases
14,616
8,542
7,403
Cigarette Sales Tax
1,389
812
704
Sales and Use Tax - Sales
81,359
.
Revenue Sharing
940
TOTAL
$26,092
$100,156
$16,437
ONE-TIME REVENUES
Building Permits
$ 7,880
$ 6,995
$ 6,830
Sales and Use Tax - Structure
21,380
17,776
16,662
Contractors Licenses
500
500
500
TOTAL
$ 29,760
$25,271
$23,992
ANNUAL COSTS
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Administrative1
$ 3,459
$ 396
$ 504
Public works
3,044
1,827
1,827
Parks and Recreation
2,440
Police
6,369
730
929
TOTAL
$ 15,312
$ 2,953
$ 3,260
lIncludes Mayor, Council,
Clerk, Court,
Attorney, Community
Development
Department, etc.
VI -35
TABLE 8, continued
Residential
Commercial
Industrial
ONE-TIME COSTS
Administrative Facilities
$ 10,221
$ 1,171
$ 1,491
Public Works Facilities
1,000
600
600
Parks & Recreation Facilities 9,600
TOTAL
$ 20,821
$ 1,771
$ 2,091
SUMMARY
One-Time Revenues $ 29,760 $ 25,271 $ 23,992
One-Time Costs 20,821 1,171 2,091
BENEFIT $ 8,939 $ 24,100 $ 21,901
Annual Revenues $ 26,092 $ 100,156 $ 16,437
Annual costs 15,312 3,953 3,260
BENEFIT $ 10,780 $ 96,203 $ 13,177
Source: Oblinger-Smith Corporation, Consultants in Planning, Design
and Development, 1976.
Summarizing Table 8, it is apparent that commercial provides the
most benefit to the City on both a one-time basis and annual reoccurring
basis. Both commercial and industrial development result in greater
one-time benefits than does residential development since the costs
associated with residential development are ten times greater than
those related to non-residential development. The sales tax generated
by retail commercial development far exceeds the total annual revenues
of non-commercial development resulting in annual reoccurring revenues
attributed to commercial development being eight to nine times greater
than non-commercial development.
I
vi -36
Overall, residential development is the least beneficial form of
( development. Actually, if only single family housing had been
considered, the benefit would have been less than indicated in
Table 8 since single family development is relatively low in density
requiring greater expenditures per unit than multi-family developments.
Also it must again be stressed that the table does not include
consideration for such facilities as library and school facilities,
so the relative benefit attributed to residential development is
misleading. It is anticipated that when the excluded factors are
considered, the economic benefit of residential development,
particularly single family development, will be significantly
diminished.
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vi-37
APPENDIX
The following cost/revenue calculations are provided to assist in
future analysis of specific development proposals and in review of
the cost/revenue comparison table on page 35. Lot sizes and lot
coverage conform to City zoning regulations. Where budget infor-
mation is noted, 1975 City of Wheat Ridge budget information was
utilized.
DEVELOPMENT DENSITY
Residential, 10 acres
Single family, 5 acres
- Percentage streets, 25%
Average lot size, 7,500 sq. ft.
Number of units, 21 units
- Floor space, 33,600 sq. ft.
Medium density, 2.5 acres
Percentage streets, 15%
- Average lot size, 3,125 sq. £t.
- Number of units, 29 units
Floor space per unit, 1,100 sq. ft.
Total floor space, 31,900 sq. ft.
High density, 2.5 acres
- Percentage streets, 15%
Average lot size, 2,000 sq. ft.
Number of units, 46 units
- Floor space per unit, 900 sq. ft.
- Total floor space, 41,400 sq. ft.
Total residential floor space, 106,900 sq. ft.
Commercial, 10 acres
Mixed commercial
- Percentage streets, 85%
- Maximum lot coverage (building & parking), 90%
- Parking area to building area, 2 to 1
Total floor space, 111,100 sq. ft.
Average unit floor space, 10,000 sq. ft.
- Number of units, 11 units
VI-38
Industrial, 10 acres
- Mixed manufacturing and warehousing
- Percentage streets, 85%
Maximum lot coverage (building & parking), 75%
- Parking area to building area, 1 to 1
- Total floor space, 138,850 sq. ft.
- Average unit floor space, 10,000 sq. ft.
- Number of units, 14 units
r. r
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MISCELLANEOUS DATA
Total retail sales (purchases) - $11,049,427
Distribution of retail purchases:
Residential: 85%
Commercial : 10%
Industrial: 5%
Total existing housing units - 12,400 units
Total existing residential and non-residential units - 14,088
(electric meters)
Non-residential street portion of residential streets - 60%
ANNUAL REVENUES
i
Telephone franch
ise tax refund:
Residential:
$4.50/unit x 96 units = $432
Commercial:
2% x $.20/sq.ft. x 111,100 sq. ft. = $445
Industrial:
2% x $.05/sq.ft. x 138,850 sq. ft. = $139
Public service franchise tax refund:
Residential:
3% x $480/year x 96 units = $1,382
Commercial:
3% x $.45/sq.ft. x 111,100 sq. ft. _ $1,500
Industrial:
3% x $.45/sq.ft. x 138,850 sq.ft. - $1,875
Highway users tax refund (Budget revenue - $179,773)
Residential:
$179,773/2,930 developed acres x 10 = $614
Commercial:
$179,773/2,930 x 10 acres x 60% = $368
Industrial:
$179,773/2,930 x 10 acres x 60% = $368
Motor vehicle tax refund (Budget revenue - $100,896) .
Residential:
$100,896/12,400 units x 96 units = $781
Commercial:
Insignificant
Industrial:
Insignificant
Auto ownership tax refund (Budget revenue - $27,633)
Residential:
$27,633/12,400 units x 96 units = $214
Commercial:
Insignificant
Industrial:
Insignificant
f
j Road and bridge
tax refund (1/2 of 4.64 mills x assessed valuation)
Residential:
.00234 x 30% x $25/sq.ft. x 106,900 sq.ft. _
$1,876
Commercial:
.00234 x 30% x $30/sq.ft. x 111,100 sq.ft. _
$2,340
Industrial:
i
.00234 x 30% x $20/sq.ft. x 138,850 sq.ft. _
$1,949
Property tax (4
.8 mills)
j Residential:
.0048 x 30% x $25/sq.ft. x 106,900 sq.ft. _
$3,848
Commercial:
.0048 x 30% x $30/sq.ft. x 111,100 sa•ft. =
$4,800
l Industrial:
.0048 x 30% x $20/sq.ft. x 138,850 sq.ft. =
$3,999
Sales and use t
ax - purchases (Total purchases - $111,049,427)
Residential:
2% x $111,049,427 x 85°%/12,400 units x 96 units = $14,61
Commercial:
2% x $111,049,427 x 10%/260 acres x 10 acres
= $8,542
Industrial:
2% x $111,049,427 x 5%/150 acres x 10 acres
= $7,403
VI -41
Cigarette sales tax (Budget revenue - $211,067)
Residential: $211,067 x 85%/12,400 units x 96 units = $1,389
Commercial: $211,067 x 10%/260 acres x 10 acres = $812
Industrial: $211,067 x 5%/150 acres x 10 acres - $704
Sales and use tax - Sales (Community shopping center median sales -
$73,23/sq.ft.)
Residential: N/A
Commercial: 111,100 sq. ft. x 50% (retail) x $73.23 sq. ft-
x .02% _ $81,359
Industrial: Insignificant
Revenue sharing (Budget revenue - $121,448)
Residential: $121,448/12,400 units x 96 units = $940
Commercial: N/A
Industrial: N/A
ONE TIME REVENUES
Building Permits - building permit revenue was determined by
( applying the Wheat Ridge building permit fee schedule to the
following:
Residential: $7,880
- Single family - 1,600 sq. ft. floor area plus basement, garage, t('
Medium density - 1,100 sq.ft. floor area plus basement, garage, =t(
High density - 900 sq.ft. floor area plus basement, garage, etc.
Commercial: 10,000 sq. ft. per structure plus signs, etc. _ $6,9
Industrial: 10,000 sq.ft. per structure plus signs, etc. _ $6,830
Sales and use tax - Structures (40% materials)
Residential:
Commercial:
Industrial:
Contractors Lic
Residential:
Commercial :
Industrial:
f
106,900 sq.ft. x 40% x 2% _ $21,380
111,100 sq.ft. x 40% x 2% _ $17,776
138,850 sq.ft. x 40% x 2% _ $16,662
enses
10 licenses x $25/license x 2 years = $500
10 licenses x $25/license x 2 years = $500
10 licenses x $25/license x 2 years = $500
vi-42
ANNUAL COSTS
!I Administrative (Budget expenditure - $507,543; number of electric
meters in City in 1975 =14,088)
Residential: $507,543/14,088 units x 96 units = $3,459
Commercial: $507,543/14,088 units x 11 units = $396
Industrial: $507,543/14,088 units x 14 units = $504
Public works (Budget expenditure - $895,441; increase of 10 acres
equals .34% of total developed acreage)
Residential: $895,441 x .34% _ $3,044
Commercial: 60% of residential = $1,827
Industrial: 60% of residential = $1,827
Parks and recreation (Budget expenditure - $315,213)
Residential: $315,213/12,400 units.x 96 units = $2,440
Commercial: N/A
Industrial: N/A
i
Police (Budget expenditure - $934,685)
Residential: $934,685/14,088 units x 96 units = $6,369
Commercial: $934,685/14,088 units x 11 units = $730
Industrial: $934,685/14,088 units x 14 units = $929
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ONE TIME COSTS
Administrative Facilities (City Hall, estimated cost - $1,500,000)
Residential: $1,500,000/14,088 units x 96 units = $10,221
Commercial: $1,500,000/14,088 units x 11 units = $1,171
I' Industrial: $1,500,000/14,088 units x 14 units = $1,491
Public Works facilities ($100 per acre in residential)
j Residential: $100 x 10 acres = $1,000
Commercial: 60% of residential = $600
Industrial: 60% of residential = $600
I
Parks and recreation facilities ($100/unit)
Residential: $100 x 96 units = $9,600
Commercial: N/A
Industrial: N/A
1 f
VI -43
I
SECTION VII
PUBLIC FACILITIES
FOR THE
CITY OF WHEAT RIDGE, COLORADO
Section VII-Title Page
i
SECTION VII
PUBLIC FACILITIES
FOR THE
CI
TY OF WHEAT RIDGE, COLORADO
TABLE OF CONTENTS
PAGE
I
INTRODUCTION
1
II
MUNICIPAL GOVERNMENT
FACILITIES
1
III
POLICE PROTECTION
4
IV
FIRE PROTECTION
6
V
SCHOOLS
9
VI
LIBRARY
10
VII
HOSPITAL
15
VIII
CIVIL DEFENSE
17
IX
POSTAL SERVICE
18
X
SANITARY LANDFILL
20
XI
WATER SUPPLY
21
XII
SANITATION
23
XIII
ELECTRICITY AND GAS
26
XIV
'
TELEPHONE
29
i
XV
RECOMMENDATIONS AND
CONCLUSIONS
30
Section VII-Contents List
SECTION VII
LIST OF FIGURES
PAGE
Figure
1
COMMUNITY FACILITIES
2
Figure
2
MUNICIPAL GOVERNMENT FACILITIES
S
Figure
3
WHEAT RIDGE SCHOOL ENROLLMENT
11
Figure
4
SCHOOL ENROLLMENT PROJECTION
12
Figure
5
STUDENT DENSITIES
13
Figure
6
EMERGENCY SHELTERS
19
Figure
7
WATER DISTRICTS
24
Figure
8
GENERAL CONDITIONS OF WATER DISTRICTS
2S
Figure
9
SANITATION DISTRICTS
27
Figure
l0
GENERAL CONDITIONS OF SANITATION DISTRICTS
28
Section VII-Figures List
I INTRODUCTION
( Public facilities and services are essential to a community. Their adequacy
and quality directly affect the liveability as well as the growth of the
community. Wheat Ridge has a wide variety of public facilities and services,
such as police and fire protection, schools, mail delivery, electricity,
water and sanitation. The general locations of some of these facilities are
shown in Figure one. The addresses and some special data of day care and
i
convalesent care facilities are attached in the appendix.
II MUNICIPAL GOVERNMENT FACILITIES
The municipal government facilities are located at five different locations.
These facilities are:
1. City Hall, located at 7470 West 38th Avenue. It consists of the City
Clerk's office, Department of Administrative Services, Treasury De-
partment and the switchboard. This building is rented and has 1,500
square feet.
2. Offices of the Mayor and City Administrator, are located at 3760
Vance Street. This building is also rented and has 488 square feet.
3. Department of Community Development and Police Department, located
at 10900 West 44th Avenue. The Department of Community Development
consists of the divisions of planning, zoning, building and code
enforcement. This building is owned by the City and has 6,200 square
feet. The Police Department consisting of 62 employees is also
located in the building, using an area of 4200 square feet.
VII-1
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VII-2
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4. Department of Parks and Recreation, located at the Wheat Ridge
City Park at West 44th Avenue and Field Street. There are three
buildings on this site. One is the Anderson Building, which is
i
used for the office of the Municipal Court, the meeting places for
f
City Council, Planning Commission, and Board of Adjustment, and
some general recreational activities. It has 8,000 square feet.
The second building is the Parks Annex. It is used for general
meetings and storage. It has 2,900 square feet. The third building
is used for staff offices and has 3,000 square feet. The three
buildings are City owned.
5. Public Works Department, located at 11220 West 45th Avenue. This
i
site is City owned and has 5,900 square feet.
All facilities together have a square footage of 27,988. Except the De-
partment of Public Works, all the departments have a shortage of office space
in various degrees. However, the exact space requirement for the departments
has not been calculated. It requires a detailed survey and projection based
primarily on the level of existing and anticipated service delivery, personnel,
1 equipment and storage space for an established time period.
The most obvious drawback of the departments is that they are situated in
five different locations. Very often, a citizen has to go to more than one
department to get his business done. A staff member of one department has
to make an extra effort in driving his car to the other departments. Due to
the nature of the street system in the City, it is not easy for a stranger to
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VII -3
locate the facilities conveniently. All these indicate the waste of time
of the citizen as well as of the staff in conducting their business. To
compound the situation, the Department of Community Development, the Police
Department and City Hall have a serious parking problem. The first two de-
partments do not even have enough parking spaces for their own staff.
It is functionally appropriate for most of the government facilities to be
centralized in one location. It will save time and money for all persons
concerned in the long run. Due to the shortage of vacant sites in the City,
the City government should make its site selection for a City Hall as soon
as possible. An alternative is to have the City Hall in an existing building.
Besides the government facilities, other cultural facilities such as a library,
would be appropriate to be housed in the City Hall.
Figure 2 shows the locations of the existing government facilities.
III POLICE PROTECTION
The Wheat Ridge Police Department has 62 employees under the divisions of
Staff Services, Patrol, and Investigation.
The Staff Services Division has three units: burglary tactical, training, and
crime analysis. The burglary tactical unit is partially funded by the Law
Enforcement Assistance Administration Grant, and is in its third year of opera-
tion. This unit is continually changing operations and targets in an effort
to reduce burglaries. The position of training officer was established in 1975.
Since then, 3,089 man hours of in-service training in basic law enforcement has
been given to newly recruited officers.
VII-4
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VII-5
The Patrol Division also has three units: animal control, dispatch and
patrol. This division is the most visible part of the Police Department.
The Investigation Division has four units: records, lab technician, detective
and juvenile. The juvenile unit was established in 1975, and will be expanded
as needed. The juvenile officer handles all complaints regarding juvenile
offenders.
There is a great deal of cooperation among all the law enforcement agencies in
the Denver Metro area. This includes the new tri-city county animal pound
which will be constructed in 1976, and the cooperative training program.
By state statue, the Police Chief must be a Wheat Ridge resident. Commissioned
officers are under Civil Service Personnel Rules and all other Police Department
employees are under Merit Personnel System Rules.
IV FIRE PROTECTION
Wheat Ridge has two fire districts to provide fire services to the City. They
are Wheat Ridge Fire District which covers the area south of Clear Creek, and
Arvada Fire District which covers the area north of the Creek.
WHEAT RIDGE FIRE DISTRICT
Wheat Ridge Fire District has 68 volunteer fire fighters and has the potential
to increase to 78. This crew serves a population of about 28,000. The District
is governed by a five member board of directors which are elected by the voters.
According to the Fire Chief, Jack Willis, they have the capability of serving a
population of 50,000 which will be the optimal projection of the City in the
year 2000. The only provision is to purchase more equipment for the existing
fire station.
VII-6
Fire Station No. 1 is located at 3880 Upham Street, and Station No. 2 at
3705 Moore Street.
Some of the general statistics of the Fire District are listed as follows:
- The District has six engine companies, one quint (a 6S foot hydraulic ladder
and engine combination), two squads (salvage company), one ambulance and one
truck with 75 foot snorkel is on order.
- The District is supported by a three mill levy which generates about $220,000
annually as operating budget.
- The fire rating was dropped from seven to six in early 1976. (The fire
rating ranges from 1 to 10. The lower the number, the better is the fire
protection service).
- One fire hydrant covers an average area of 500,000 square feet in the District.
(An ideal coverage is 120,000 square feet and an adequate coverage is 250,000
square feet.)
- The District has 320 hydrants. More than 150 additional hydrants are needed
for adequate coverage.
ARVADA FIRE DISTRICT
This District has 145 volunteer fire fighters plus 6 employed maintenance and
inspection personnel. They serve a population of 140,000 which includes part
of the residents of Wheat Ridge and Jefferson County, and all the residents
j of Arvada and Leyden. The District is governed by a five member board of
directors.
VII-7-
There are six stations altogether. Three of them serve the portion of Wheat
Ridge north of Clear Creek. They are located at 6503 Simms Street, the head-
quarters; 7900 West 57th Avenue, Station No. 1; 12205 West 52nd Avenue, Station
No. 2.
Some of the general statistics are as follows:
- The three stations listed above have six pumpers, one aerial (soon will be
increased to two) and two squads.
- The District is supported by a four mill levy which generates about $991,000
annually.
- The existing fire rating is seven.
GENERAL DISCUSSION
At the present, a bill is pending in the State Senate calling for the elimina-
tion of special districts. If the bill is passed, it means the city government
has to provide its own fire service. It is possible that an increase of taxa-
tion would be necessary if this came about, and therefore it is adviseable that
the City carefully watch the outcome of this pending bill.
A general survey shows that the top ranking cities (in terms of population) have
employed fire fighting personnel, while the second ranking cities have volunteer
fighters and employed administrative personnel.
Water supply is the only major problem facing both Districts. The water pipes
are usually small in diameter and the water pressure is usually low. This means
that in many cases, the fire flow is not adequate enough to control a conflagra-
tion in certain areas. In some areas, the pipelines have been installed under-
ground for over half a century and therefore, they are quite worn out.
VII-8
To compound this problem, the City has 20 water districts. It is next to
impossible to have a unified action to improve the overall situation.
To increase the fire protection in the City, it is advisable to:
1. Consolidate all the water districts so as to have a unified water adminis-
tration and service, or solve the problems of adequate line capacity and
adequate number of hydrants in some other manner.
2. Establish the possible location of new fire station in the city in the
event the city wishes to combine the existing two fire districts under
the city jurisdiction.
3. Establish I.S.O. (Insurance Service Offices) fire insurance regulations
as part of the City's Subdivision Regulations.
4. Enforce the installation of fire hydrants in all subdivided areas. The
escrow provision is not working.
5. Design a proper criteria for the future industrial construction north
of I-70.
V SCHOOLS
Wheat Ridge is under the jurisdiction of R-1 School District which is the only
school district in Jefferson County. There are 14 schools utilized by the res-
idents of Wheat Ridge. The total enrollment of these schools as of October,
1975 was 9,477. The capacity with permanent structures was 9,208 students. This
means that there were 269 students in temporary structures.
According to the Jefferson County School District's enrollment projection for
the next five years, there will be a decrease in enrollment in each of these
VIL9
schools. The percentages range from 0.8% in Pennington Elementary to 29.9%
in Wheat Ridge Junior High. The total enrollment of these schools in 1980 is
estimated to be 7,996 which is a 15.6% decrease from the existing 9,477.
The main reasons accounting for the drop in enrollment is the continuing down-
ward trend in birth rate (near zero population growth) and a decreasing number
of new families that will move into the City in the next five years.
Under these circumstances, no new schools will be built in the City in the near
future. In fact, some schools might have the possibility of being phased out.
With proper arrangements, the libraries, playgrounds and classrooms of these
schools could be used by the citizens. These will definitely achieve the maxi-
mum in utilizing the existing facilities.
Figures 3 and 4 show the student enrollment, and Figure 5 shows student
densities every 40 acres.
VI LIBRARY
The Wheat Ridge Branch Library is the only library in the city. It is located
at 7055 West 38th Avenue. There are about 20,000 volumes of books (about
two-thirds for adults and one-third for juveniles), 100 records, 12 pictures,
4 newspaper and 50 magazine subscriptions, and 200 pamphlets. The library has
no films or micro-film.
Special library services include bookmobile, story hours throughout the year,
and a reading program for children in the summer.
The total square footage of the library is close to 1400 square feet. Because
of the small size, it can only accommodate 15 seats for adults, and 6 for
VII-10
FIGURE 3
WHEAT RIDGE SCHOOL ENROLLMENT
ACTUAL
PROJECTED
-
PERMANENT
ENROLLMENT
ENROLLMENT
% DECREASED
CAPACITY
(1975)
1979-80
(ACTUAL)
FRUITDALE E.S.
265
271
239
11.8
KULLERSTRAND E.S.
420
411
290
29.4
LUMBERG E.S.
710
616
545
11.5
(COLUMBIA HEIGHTS E.S.)
MAPLE GROVE E.S.
501
456
388
14.9
MARTENSEN E.S.
293
210
183
12.9
PENNINGTON E.S.
378
373
370
0.8
PROSPECT VALLEY E.S.
588
545
505
7.3
STEVENS E.S.
474
409
289
29.3
(MOUNTAIN VEIN E.S.)
WILLMORE-DAVIS E.S.
491
468
391
16.5
EVERITT J.H.S.
97S
1,038
910
12.3
MANNING J.H.S.
816
942
700
25.7
WHEAT RIDGE J.H.S.
642
706
495
29.9
JEFFERSON S.H.S.
942
1,150
1,040
9.6
WHEAT RIDGE S.H.S.
1,713
1,882
1,651
12.3
TOTAL 9,208 9,477 7,996 (15.6$ AV.)
VII-II
IQ000
9,000
.+,000
7,000
H 6,000
Z
w
F-
W 5,000
u-
O
O
Z 4,000
3,000
2,000
1,000
0
1975 1976-77 1977-78 1978-79 1979-80
YEAR
FIGURE 4
SCHOOL ENROLLMENT PROJECTION
SOURCE: R-1 SCHOOL DISTRICT
VII-12
9,477
TOTAL
9,058
9,704
8,379
7 96
3,759 .
ELEME
NTARY SCHOOL
3,476
3032 SENIOR
IGH SCHOOL
3.
3,200
I
2 686
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2,342
2b91
JUNIOR
IGH SCHOOL
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VII-13
children. There are two full-time staff, and 4 part-time. The library hours
are: Monday through Thursday 11:00 a.m. to 8:00 p.m.; Fridays - 11:00 a.m.
to 6:00 p.m.; Saturdays - 11:00 a.m. to 5:00 p.m. and closed on Sundays. Parking
is provided in front of the library, plus some parking spaces shared with the
adjacent shops.
Source of funding is from the property tax which generates about $4 revenue
per capita.
According to the standards of the American Library Association, a library ser-
vicing a population of 36,000 (the 1975 estimated population of the city) should
have 72,000 volumes of books, 108 seats, and 21,600 square feet of floor space.
The Wheat Ridge Branch Library is below these standards. Fortunately, the new
Lakewood Regional Library is not far away from the city. It is located at
10200 West 20th Avenue. The location of other libraries in Jefferson County
are:
Arvada Regional
8555
West
57th Avenue
Evergreen Regional
Hwy.
73 at
Buffalo Park Road
Golden Regional
923
10th S
treet
Villa Regional
455
South
Pierce Street
Daniel Branch
1301
Union
Street
Edgewater Branch
5845
West
25th Avenue
Kittridge Branch
Kitt
ridge,
Evergreen
VII -14
In the next five years, the Wheat Ridge Branch Library is anticipated to
expand its existing facilities, most probably in a new location. It would
be ideal to combine the new branch library with the new city hall complex.
VII HOSPITAL
Lutheran Medical Center in Wheat Ridge is the major health care facility and
the only hospital in Jefferson County.
The primary service area for this center is the north portion of the county,
including Wheat Ridge, Arvada, Golden, and north Lakewood. The secondary ser-
vice area includes Gilpin, Clear Creek and portions of Denver and Adams Counties.
South Jefferson County utilizes a variety of medical facilities including
Swedish, Porters, Lutheran, St. Anthony's and the downtown hospitals.
Lutheran is classified as a full service, short-term hospital. The few speciali-
ties not offered at the center include alcohol clinics, burn care, psychiatric
services, renal dialysis and therapeutic nuclear medicine.
The center ranked third in the Metro area, and fourth in the state for number of
admissions with 17,300 inpatients, 36,004 emergency visits and 39,051 outpatient
visits in 1975. Of the 17,300 admissions, approximately 30% were residents of
Wheat Ridge, and 40% were residents of Arvada. The center has experienced a
steady increase in total admissions since 1965 as shown in the following table:
VII -15
ADMISSIONS TO LUTHERAN MEDICAL CENTER
1965 thru 1974
Admissions 1965 1966 1967 1968 1969 1970 1971 1972 1973 1974
Inpatient 13,261 14,740 15,378 16,036 17,330 18,184 17,846 17,314 17,228 18,64-
% Change +12% 4% 4% 8% 5% -2% -3% -.5% 8%
from preced-
ing year
Outpatient $ 21,835 26,547 29,749 33,339 40,247 46,391 52,303 58,431 61,319 70,222
Emergency
% Change 22% 12% 12% 20% 15% 13% 11% 5% 150
from preced-
ing year
Total 35,096 41,017 45,127 49,375 57,577 64,575 70,149 75,745 78,547 88,868
The staff at present totals 689 full-time and 394 part-time. Included are 421
nurses and 79 orderlies. Six hundred and fifteen doctors are affiliated with
the center, 92 of whom are from Wheat Ridge. There is no intern or residency
program at present.
The hospital is built on a 90 acre site roughly bounded by Dudley, West 38th
Avenue, West 32nd Avenue and Allison Court.
Initial construction was in 1962 and took place on the site of former Lutheran
Sanitorium. This phase provided 222 beds. In 1964, 80 beds were added. The
eight story building of 359,437 square feet floor space was built in 1973 with
345 beds. There are 803 parking spaces for these buidlings which is considered
adequate by the hospital administration. At the present time, the hospital has
400 beds including approximately 55 emergency and outpatient beds.
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A four story office building was also constructed in 1973. In contains a
pharmacy and offices for 33 doctors with a gross floor area of 44,000 square
feet. There are 183 parking spaces.
VII -16
Short range future plans consist of three two-story buildings of 83,540 square
feet south of the present facility for 50 doctor offices. Plans call for ex-
tensive open space and landscaping. Studies leading to the formulation of
long range plans are now in process.
The impact of these three office buildings on the surrounding streets is expected
to be minimal. However, as Lutheran continues to develop, further upgrading
of streets and increased signalization may be required. To minimize traffic,
and for added convenience for hospitals employees, the bus schedules should be
modified to coincide with the working shifts.
Even though Wheat Ridge has a surplus of medical offices, these office buildings
enjoy a locational advantage. The national trend is toward hospital campuses
with central, shared facilities. This convenience for doctors and patients,
will result in cost savings.
VIII CIVIL DEFENSE
Wheat Ridge has participated in the Jefferson County Civil Defense Plan
l since 1969. This plan includes enemy action, civil disorders, man-made disasters,
and natural disasters. The City often appoints the Director of Administrative
Services as the volunteer, part-time civil defense coordinator.
The primary emphasis in Wheat Ridge has been on the potential flooding of
Lena Gulch. A flood plan was established in 1973 for orderly evacuation
VII -17
and protection of residents in the event of a flood. Currently, this plan
is being revised. A warning system is coordinated through the Jefferson
County Emergency Operation Center, and the County Sheriff's Department with
city agencies taking responsibility for different segments of the plan.
There are a number of emergency shelters called fallout shelters used for
tornadoes or nuclear attacks in the City. Locations of these shelters are
shown in Figure 6. The city should make this information readily available "
to the residents. Every person should be familiar with the shelters nearest
to them both at work or school or at home.
.IX POSTAL SERVICE
The Wheat Ridge Post Office has been located at West 38th Avenue and Pierce
Street since 1952. This office serves an area approximately bounded by West
32nd Avenue, Harlan Street, Youngfield Street, and the north city limits. The
Edgewater Post Office at West 34th Avenue and Gray Street serves the southeast
section of the City.
The Post Office employs 54 people and provides a contract station for stamps
and mail drops in Eaker's Department Store, in Applewood Shopping Center. ApproxI
imately 50,000 pieces of mail are handled daily, with one delivery per day
The present facility is completely inadequate. According to Post Office
standards, at least 15,000 square feet gross floor area is needed for the exist- =
ing operation. However, the present gross floor area is only 5,000 square feet.
I_
The zoning ordinance would require at least 50 parking spaces with 15,000 square
feet of floor space. The present facility has 11 parking spaces, but would L
VII-18
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VII-19,
need at least 17 under the same ordinance. Even 17 spaces may be inadequate
due to the volume of customers served. Another major problem with the present
site is the ingress and egress of traffic. Patrons must back into the on-
coming traffic to exit because the parking spaces are at right angles to the
street.
The Post Office is presently searching for a building or a vacant site. Due to
the type of service, and the noise generated by mail loading which starts at
4:00 a.m., a location in a commercial area would be desirable.
X SANITARY LANDFILL
There is no city owned or privately owned landfill in Jefferson County. Edge-
water is the only city in the county which has city solid waste pick-up service.
(Solid waste is defined as trash, garage or refuse discarded from residences,
commercial, industrial, government, and institutional facilities.) All other
cities depend on commercial pick-up.
There are four sanitary landfills owned by the county. They are located at:
1. West 82nd 4 Indiana; 2. Rooney Road 4 Highway 40; 3. Pine Junction; and
4. Evergreen. Area 1 has a service span of 5-6 years and area 2 one year.
Both areas have the possibility of expanding by acquiring adjacent land. Areas
3 4 4 are collection points at which the solid waste is collected by Jefferson
County staff, and is compacted and buried in Areas 1 and 2. On the average, it
amounts to five pounds of solid waste per person per day.
VII -20
A House Bill was proposed in January, 1976 for the establishment of a "Resource
Recovery District of Metropolitan Denver". This district will encompass all
of Boulder and Jefferson Counties, the City and County of Denver, and western
parts of Adams and Arapahoe Counties. Unfortunately, the bill was killed in
February. Most probably, it will be presented again in 1977.
This bill proposes the resource recovery including recovery of energy and re-
cyclable material from garbage and trash, or solid waste. In other words, the
waste will be so processed "so as to produce materials or other products which
may be used in manufacturing, agricultural, heat production, power production,
or other productive processes...".
XI WATER SUPPLY
There are twenty water districts serving the City. All of the water supply
comes from the Denver Water Board. The majority of the districts send out
water bills to households monthly or bi-monthly while the others collect
from Jefferson County through special assessed mill levies.
Denver water supply comes mainly from the western slopes tapped from many of
the drainage basins. All the water is processed through one of the three filtra-
tion plants: The Moffat Plant at 10901 West 20th Avenue, the Tassler Plant
near Waterton, and the Marston Plant near west Quincy area.
The maximum processing capacity of the three plants together is about 20,200,000
gallons per hour, or 484,800,000 gallons per day, and 176,952,000,000 gallons
per year. The average demand in 1974 was 197,592,000 gallons per day. Peak
demand was occasionally much closer to the maximum capcity.
VII -21
The annual consumption for the past five years is as follows:
1970 59,571,080,000 gallons
1971 71,834,700,000 gallons
1972 64,139,330,000 gallons
1973 64,105,810,000 gallons
1974 72,120,990,000 gallons
The quality of water supplied by the Denver Water Board meets or exceeds, in
most cases, the standards set by the Environmental Protection Agency (EPA).
The following standards are listed in milligrams per liter:
EPA
Denver
Color units
15.0
10.0
Hardness (calcium carbonates)
PH (acidity-alkalinity)
10.0
1.0
Radioactivity, gross beta
S00.
250.
Turbidity (Jackson units)
5.0
Aluminum
-(trace)
.05
Arsenic
.005
.005
Cadmium
0.01
0.02
Chlorine
250.
S0.
Chromium
.05
.05
Copper
1.0
0.2
Fluorine
0.5
0.8
i
Iron
0.3
0.1
Lead
0.05
0.025
Mercury
.001
Magnesium
-(trace)
-(trace)
VII -22
EPA
Denver
Manganese
0.05
0.04
Molybdenum
Nitrate
10.0
1.0
Phosphorus
0.5
Potassium
Sodium
Sulfate
250.
100.
Zinc
5.0
0.5
There are no water districts using water wells for human consumption in Wheat
Ridge. Jefferson County Health Department samples water conditions randomly
in the major districts and the other districts on request. Figure 7 shows
the locations of the water districts and Figure 8 summarizes the general con-
ditions and the capacities of these districts. There is no shortage of water
supply for the existing developments.
XII SANITATION
There are nine sanitation districts serving the city. Six districts depend
entirely on the Metropolitan Denver Sewage Disposal District No. 1 in
Commerce City for both primary and secondary treatments. Two have their
own primary and secondary treatments and one has its own primary treatment.
The two sewage treatment facilities in the City are: The one located at West
41st Avenue and Miller Street (owned by Northwest Lakewood Sanitation District)
taking care of the primary treatment only, and the other at West 49th Avenue and
Marshall Street (owned by Wheat Ridge Sanitation District) taking care of both
VII -23
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primary and secondary treatments. One abandoned treatment plant, formerly
owned by Fruitdale Sanitation District, is located at West 42nd Avenue and
Lee Street.
There is a strong possibility for regional-wide sewers and sewage treatment
services in the future.
Figure 9 shows the locations of the sanitation districts and Figure 10
summarizes the general conditions and capacities of these districts. There is
no problem for these districts to serve the existing developments. Service
for the future developments depends mainly on the treatment capacity of the
metropolitan sewage district. Currently, it has a capacity of 98 million
gallons per day and will expand to 170 million gallons by the end of 1976.
The last estimation as of May, 1975, every 10,000 people would generate approxi-
mately one million gallons of flow per day.
XIII ELECTRICITY AND GAS
Electricity and gas are provided by the Public Service Company of Colorado.
As of August, 1975, there are 14,088 electric meters and 10,818 gas meters
in the City. One meter may serve several housing units.
At the present trend, there will be enough electricity supply for the future
demand of the City. However, there is a very poor prospect for additional
gas supply meeting the future demand. This depends almost totally on new
~I
sources, such as that from the completion of the Alaska Pipeline in the next
few years.
Currently, the electric power is primarily produced by coal-steam generators,
with a small amount of natural gas and oil-steam generators. In addition,
there is a hydro-electric power supplemental source at Cabin Creek.
VII-26
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A nuclear power station at Platteville will be able to produce 330,000 kwt.
in a couple of years. Other coal and nuclear power plants are projected to
meet future demands.
There are several transmission easements in the City. Some of them are owned
by the Public Service Company while others are owned by the property owners
along the easements. The former easements would be the ideal places for some
sort of recreational activities, such as recreational bikeway and horse-back
riding.
To prevent the future expansion of the unsightly overhead power lines, a
franchised agreement could be established between the City government and
the utility company stating that all the future power lines should be buried.
XIV TELEPHONE
There are about 10,000 residential telephone subscribers and 8,200 business
subscribers in the City. A subscriber may have one or many telephones. The
projection for both residential and business subscribers is about 18,000 in
1996. This means that business will be increased at a faster rate than
residential development.
At the present, there are two telephone switching offices serving the City.
The one located at West 58th Avenue and Webster Street serves the area north
of West 35th Avenue while the one located at Colfax and Wadsworth serves south
of West 35th Avenue.
It is anticipated that there will be no problem for the telephone company in
serving future customers in the city.
VII -29
XV RECOMMENDATIONS AND CONCLUSIONS
1. The City should provide adequate fire hydrants to cover all the developed
areas in the City.
2. The City should consolidate the existing two fire districts into one Wheat
Ridge Eire District.
3. The City should have a City Hall complex at the earliest possible date. Within
the complex, there should be enough space to accommodate a library and possibly
some other cultural and recreational facility.
4. The City should investigate the possibility of consolidating all the water
and sanitation districts.
VII-30
SECTION IX. MASTER PLANS
FOR AREA DEVELOPMENT
Section IX. Title Page
SECTION IX
MASTER PLANS FOR AREA DEVELOPMENT
A. WADSWORTH TOWN CENTER MASTER PLAN
1. Description and Purpose IX-1
2. General Goals and Objectives IX-5
3. Urban Design Goals IX-6
4. Implementation Program IX-7
5. Design Guidelines IX-7
6. Use Areas IX-9
B. KIPLING ACTIVITY CENTER MASTER PLAN
1. Description and Purpose IX-12
2. General Goals and Objectives IX-16
3. Design and Capital Improvement Concepts............ IX-18
4. Implementation Program IX-19
C. FRUITDALE VALLEY NEIGHBORHOOD MASTER PLAN
I. Intent IX-23
II. Guidelines IX-23
III. Implementation IX-26
IV. Exhibit A - Fruitdale Valley Neighborhood
Master Plan Map IX-28
Exhibit B - (Incorporated into the Comprehensive Plan -
Future Land Use Map)
Exhibit C - Modified Collector W. 44th Avenue
(Tabor to Miller) IX-29
Exhibit D - Proposed Bikeway Alternatives for
School Oriented Trips IX-30
Exhibit E - Local Street System Options............ IX-31
Section IX. Contents
File/C.7.3.
A. WADSWORTH TOWN CENTER - Master Plan
1. Description and Purpose
The area generally bound by, and including the right-of-ways
thereof, Wadsworth Blvd., West 44th Avenue, West 38th Avenue,
and Upham Street except those residential properties on the
west side of Upham Street, have been designated by the wheat
Ridge City Council as an Urban Renewal Area. An Urban Renewal
Plan for this area has been approved and adopted by City
Council which describes the area, sets forth purpose, and
identifies project activities and financing proposals.
In order to strengthen the ability to implement the Wadsworth
Town Center Urban Renewal Plan, this Master Plan is made a
part of the Wheat Ridge Comprehensive Development Plan so the
major goals, objectives and urban design concepts are
officially recognized through the master planning process of
the city.
The area covered by this Plan is found to have eminent public
interest and therefore should be developed and used in
accordance with the adopted Master Plan, and in furtherance of
the stated goals and objectives of the Wheat Ridge
Comprehensive Development Plan. The goals of the Development
Plan being used in this Master Plan are.
"SECTION II. GOALS & OBJECTIVES FOR THE CITY OF WHEAT RIDGE.
II. LAND USE.
GOALS: GENERAL
A. To recognize land as a valuable and limited resource,
which should be used in the best interest of all
citizens. (Page II-1)
F. To provide for a moderate growth rate which will
allow the City to provide an adequate level of
services. (Page II-2)
OBJECTIVES:
1. By enacting performance standards for all development
and redevelopment to ensure positive impact upon the
1 environment, the society and the economy. (Page
II-2)
2. By making extensive use of the PUD zoning concept to
encourage innovation, design excellence and
conversation of land. (Page II-2)
IX-1
8. By beautifying the City, using methods such as
development of parkways, burying utility lines,
enforcement of sign and building codes, and requiring
more landscaping on new projects. (Page II-2)
GOALS: Commercial and Industrial
C. To provide for additional commercial, office and
service uses provided that they are conveniently
located, attractively developed and meet the
demonstrated needs of the City. (Page II-4)
OBJECTIVES:
1. By encouraging the development of community activity
centers encompassing a broad range of land uses, each
complementing the other. These centers must be
pedestrian oriented and be unified architecturally.
(Page II-4)
2. By promoting concepts such as shared parking or
parking structures within commercial areas or
activity centers so as to encourage pedestrian
activity, thereby reducing use of the automobile.
(Page II-4)
4. By providing the amount of land required for the
community activity centers, by redevelopment of
existing commercial areas, if necessary. (Page II-4)
GOALS: Open Space (Page II-4)
A. To provide cultural and recreational opportunities
for all citizens.
B. To provide psychological visual relief from the
effects of urbanization.
OBJECTIVES:
2. By encouraging the use of plazas, landscaped areas,
parkways, open space and buffer areas within new
developments and redevelopments. (Page II-4)
III. TRANSPORTATION
GOALS: (Page II-6)
A. To participate in the development of a well-balanced
regional transportation system to move people and
goods in a safe, expeditious and economic manner.
IX-2
C. To ensure public safety for pedestrians, bicyclists
and motorists.
G. To promote the development of community activity
centers which will decrease the use of the
automobile.
H. To increase the attractiveness of the City's
streets. (Page II-6)
OBJECTIVES: (Page II-7)
5. By controlling access from businesses along major
streets - by decreasing the number of curb cuts.
7. By providing more sidewalks, pedestrian crossings,
bikeways and pedestrian bridges.
8. By improving and adding where necessary, traffic
controls and synchronized signs.
10. By promoting and providing incentives for shared
parking and parking structures to decrease the amount
of land devoted to the automobile, and encourage
pedestrian activity.
11. By provision of additional landscaping along major
streets, which will improve the street visually, and
also buffer adjoining uses from the effects of
traffic.
12. By encouraging screening of parking areas by use of
grade separation, landscaping or walls. (Page II-7)
IV. ECONOMIC BASE (PAGE II-9)
GOALS:
` A. To encourage a strong diversified economic base,
which will enable the City to provide quality
services at a reasonable tax rate.
B. To utilize the limited developable commercial land in
a responsible manner.
C. To provide a full range of retail shopping with
special Emphasis upon increasing furniture, clothing
and dry goods sales.
D. To provide a pleasant shopping environment which will
make shopping in comfort, safety and convenience
j possible.
IX-3
E. To provide incentive for the development of
community activity centers the best method of
achieving the above goals. These centers will
provide a unified shopping environment, and contain
diverse but compatible uses. Pedestrian activity
will be emphasized and hopefully the design elements
will include shared parking or parking structures,
extensive landscaping, plazas, malls, and a unified
sign program. The result should be an atmosphere
conducive to browsing and comparison shopping, higher
sales volume, and increased feasibility of mass
transit.
OBJECTIVES: (PAGE II-9)
2. By providing incentives for business to relocate to
the activity centers and by channeling appropriate
new development to the activity centers. (Page II-9)
3. By including within the zoning ordinance, bonuses in
lot coverage for such elements as excellent design of
commercial areas. (Page II-10)
VI. PARKS AND OPEN SPACE
GOALS: (PAGE II-11)
B. To provide an aesthetic asset to the community and to
provide visual and pychological relief from the
effects of urbanization.
C. To provide open space that functions as part of the
structural framework of the City.
D. To provide diverse cultural facilities and
activities. (Page II-11)
G. To include historic preservation efforts within the
park program. (Page II-12)
OBJECTIVES:
2. By acquiring parks and open space as a part of land
development proposals. (Page II-12)
9. By encouraging the inclusion of plazas, malls,
buffers and landscaping in proposed development.
(Page II-13)
In addition to the goals and objectives stated in the
Comprehensive Development Plan, the following section
illuminates the need for a Master Plan to further define
and delineate each of the various commercial activity
centers.
IX-4
SECTION IV. LAND USE PLAN FOR THE CITY OF WHEAT RIDGE.
The Land Use Plan (Page IV-18)
Concepts: The Land Use Plan concept calls for the development of
three planned commercial centers for the City. Each center will
provide a variety of the needed goods and services with easy access
from the neighborhood in which it is located. Instead of providing a
collection of activities with no direct interactions, and separated by
parking lots and other barriers, these centers will be designed to
give a sense of wholeness. Each center will accommodate a
diversification or blend of activities. Each activity would be a
compliment and therefore a contribution to all other activities.
These centers could be approached easily by automobiles along the
major arterials. However, within these centers, circulation would be
restricted to pedestrian scale with well-landscaped malls and
sidewalks. Activities in each center would include retail trade,
offices, service establishments, restaurants, recreational and
amusement establishments, and public transportation stations. Medium
and high density residences could be integrated into the center or
appropriately located on the fringes of these activity centers.
The proposed planned commercial centers are to be located:
1. Along Wadsworth Boulevard between approximately West 38th Avenue
and West 45th Avenue. This center would serve the community
generally described as south of Clear Creek and east of Dover
Street. (Page IV-18)....
Although this is a sound concept, one disadvantage is that it
requires a lot of cooperation from developers, businessmen and the
City for success. The Land Use Plan is based upon this concept,
it is quite important that all parties involved begin in the near
future to open dialogue and plan strategies that best suit the
desires and needs of all concerned. (Page II-20)
2. General Goals and Objectives of Wadsworth Town Center Master
Plan.
GOAL: Improve or eliminate conditions of blight.
OBJECTIVES: *Upgrade the physical conditions of deteriorated
structures, parking areas, interior circulation
routes, and general grounds appearance.
*Improve vehicular and pedestrian circulation
connection, and access opportunities throughout
the Town Center.
*Provide a more efficient use of land and
functional design.
*Promote attractive design in new development
and redevelopment which unifies the entire
Town Center.
IX-5
GOAL: Improve safety for vehicular and pedestrian circulation
and access.
OBJECTIVES: *Provide for defined interior circulation
routes as differentiated from parking lot
circulation.
*Provide for designated pedestrian walks and
crossings.
*Reduce conflict between vehicles entering and
exiting the Town Center and other vehicles
traveling on bordering streets.
*Provide for improved mass transit service and
facilities.
*Upgrade parking lot and exterior building
lighting to increase night time safety
and crime prevention.
GOAL: Stabilize and improve the business environment while
providing for a sound and increasing tax base.
OBJECTIVES: *Encourage increased patronage of existing
businesses, and construction and patronage of
new businesses through improvements in
circulation, access, attractiveness and
identity.
*Promote a balanced mix of commercial uses,
however preserve the ground floor of all
structures for retail sales and service uses to
create a strong retail center.
3. Urban Design Goals for the Wadsworth Town Center.
a. Turn two underdeveloped commercial nodes into a unique 45
acre unified shopping center with a greatly increased
sales tax base.
b. Create a TOWN CENTER for Wheat Ridge.
c. Concepts.
(1) Name of the total project: THE WADSWORTH TOWN
CENTER.
(2) Create a public promenade along Wadsworth from 38th
to 44th.
IX-6
(3) Strengthen tree city designation with tree planting
on edge.
(4) Create a heritage park as the central focal point of
the promenade.
(5) Strong use of color in the plantings to last the full
growing seasons.
(6) Create a safer more attractive parking lot and
circulation area for shoppers as they drive and walk.
4. Implementation Program.
The Plan calls for a combination of financing methods
including tax increment financing for the Urban Renewal
Project, Special Improvement District bond financing and
industrial revenue bond financing for the private development
projects. To augment the financial implementation program, it
will be necessary to regulate land use and design in order to
achieve all the stated goals and objectives of this master
Plan. The use of Planned Development zoning or site plans and
overlay zoning will be required where needed to protect the
public interest. All future rezonings in the area shall be
Planned Commercial Development.
5. Design Guidelines.
Figure 1 shows the total Project area and illustrates the
urban design concepts in a generalized fashion. This Figure
shall serve as a guide for future rezonings, planned development
site plans, and building permit review. The Director of Community
Development shall review all future developmnt proposals and
building permits to assure compliance with the design guidelines
as shown in Figure 1 and as further specified herein.
Recognizing that Figure 1 is a design concept and lacks
detail and specificity, it does provide guidance for future
approval decision on general vehicular circulation and access, and
on building layout and location. In addition to the generalized
design guidelines, it is essential that the major vehicular
circulation routes be specifically located, and standards be
established. Thus, the following design standards shall be
followed:
IX-7
A. Main Circulator Route: The main vehicular route which is
proposed between West 38th Avenue and West 44th Avenue, which
goes directly in front of the main mass of buildings shall be
constructed between the buildings and parking area within a
recorded 30 foot wide ingress/egress easement to be
constructed as per the following cross-sectional diagram.
PARKING
MAIN CIRCULATOR
r
%r-y VIEW NORTH
BUILDING
TWO 12' LANES FACADE
5-6' 16-20'
NDSCAPING PEDESTRIAN WAY
30' EASEMENT
IX-8
B. Major Entrances: There are three major entrances proposed for
this area, one at 44th and Vance, one at 43rd and Wadsworth
on Three Acre Lane, and one at 39th and Wadsworth. It is
essential that these major entrances be visually prominant,
safe and efficient.
The major entrances shall be designed
as two lanes entering
and two
lanes exiting, separated by a
median, and controlled
by a tra
ffic light to facilitate full
turning movements. The
following cross-section depicts the recommended and the
minimum
standard for major entrances.
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55
RECOMME
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6. Use Areas.
Figure 2 details use categories for various areas within the
Project Area. This shall serve as a guide for future rezonings,
site plan reviews, and building permit reviews. Prior to any
development within the area covered by this plan, the developer
shall submit a site plan which details site design and layout, and
proposed uses. Such site plan and uses shall be reviewed and
approved by City Council after a public hearing. The public
hearing shall be advertised and posted for public hearing 15 days
in advance and shall be decided upon by Council motion.
IX-9
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B. KIPLING ACTIVITY CENTER - Master Plan
1. Description and Purpose
The area generally bound by West 51st Avenue on the
north, Garrison Street on the east, Clear Creek on the
south, and Miller Street on the west, has been designated
by the Wheat Ridge City Council as an Urban Renewal Area.
An Urban Renewal Plan for this area has been approved
and adopted by City Council which describes the area,
sets forth purpose, and identifies project activities and
financing proposals.
It is the intent of this Master Plan and of the adopted
urban Renewal Plan to create two thriving commercial
centers; one being oriented to the intersection of
Kipling and Interstate 70 and filling the needs of the
interstate family traveler, mountain bound tourist,
business person, conventioners, and other interstate
oriented businesses. The other commercial center would
be oriented to the intersection of Kipling and West 44th
Avenue and would serve the retail, service, and office
needs of both local and pass through traffic. Each such
center should be integrated and unified to the extent
that access to and circulation between individual
developments is both convenient and safe. Although the
Comprehensive Plan - Future Land Use Map currently
illustrates the Kipling Activity Center land use
designation only south of I-70, this plan recognizes the
interface and integration of the land north of I-70 and
thus the Commercial Activity Center land use category has
been extended north of I-70.
In order to strengthen the ability to implement the
Kipling Activity Center Urban Renewal Plan, this Master
Plan is made a part of the Wheat Ridge Comprehensive
Development Plan so the major goals, objectives and urban
design concepts are officially recognized through the
master planning process of the City.
The area covered by this Plan is found to have eminent
public interest and therefore should be 'developed and
used in accordance with the adopted Master Plan, and in
furtherance of the stated goals and objectives of the
Wheat Ridge Comprehensive Development Plan. The goals
of the Wheat Ridge Comprehensive Development Plan being
used in this Master Plan are:
IX-12
"SECTION II. GOALS & OBJECTIVES FOR THE CITY OF WHEAT RIDGE.
II. LAND USE.
GOALS: GENERAL
A. To recognize land as a valuable and limited
resource, which should be used in the best
interest of all citizens. (Page II-1)
F. To provide for a moderate growth rate which
will allow the City to provide an adequate level
of services. (Page II-2)
OBJECTIVES:
1. By enacting performance standards for all
development and redevelopment to ensure positive
impact upon the environment, the society and the
economy. (Page II-2)
2. By making extensive use of the PUD zoning
concept to encourage innovation, design
excellence and conservation of land. (Page
II-2)
8. By beautifying the City, using methods such
as development of parkways, burying utility
lines, enforcement of sign and building codes,
and requiring more landscaping on new projects.
(Page II-2)
GOALS: Commercial and Industrial
C. To provide for additional commercial, office and
service uses provided that they are conveniently
located, attractively developed and meet the
demonstrated needs of the City. (Page II-4)
OBJECTIVES:
1. By encouraging the development of community
activity centers encompassing a broad range of
land uses, each complementing the other. These
centers must be pedestrian oriented and be
unified architecturally. (Page II-4)
2. By promoting concepts such as shared parking
or parking structures within commercial areas or
activity centers so as to encourage pedestrian
activity, thereby reducing use of the
automobile. (Page II-4)
IX-13
i
I
4. By providing the amount of land required for
the community activity centers, by redevelopment
of existing commercial areas, if necessary.
(Page II-4)
GOALS: Open Space
OBJECTIVES:
2. By encouraging the use of plazas, landscaped
areas, parkways, open space and buffer areas
within new developments and redevelopments.
(Page II-4)
III. TRANSPORTATION
GOALS: (Page II-6)
A. To participate in the development of a
well-balanced regional transportation system to
move people and goods in a safe, expeditious and
economic manner.
C. To ensure public safety for pedestrians,
bicyclists and motorists.
G. To promote the development of community
activity centers which will decrease the use of
the automobile.
H. To increase the attractiveness of the City's
streets. (Page II-6)
OBJECTIVES: (Page II-7)
5. By controlling access from businesses along
major streets - by decreasing the number of curb
cuts.
7. By providing more sidewalks, pedestrian
crossings, bikeways and pedestrian bridges.
8. By improving and adding where necessary,
traffic controls and synchronized signs.
10. By promoting and providing incentives for
shared parking and parking structures to
decrease the amount of land devoted to the
automobile, and encourage pedestrian activity.
i
11. By provision of additional landscaping
along major streets, which will improve the
street visually, and also buffer adjoining uses
from the effects of traffic.
IX-14
12. By encouraging screening of parking areas
by use of grade separation, landscaping or
walls. (Page II-7)
"IV. ECONOMIC BASE (Page II-9)
GOALS:
A. To encourage a strong diversified economic base,
which will enable the City to provide quality
services at a reasonable tax rate.
B. To utilize the limited developable
commercial land in a responsible manner.
C. To provide a full range of retail shopping
with special emphasis upon increasing furniture,
clothing and dry good sales.
D. To provide a pleasant shopping environment
which will make shopping in comfort, safety and
convenience possible.
E. To provide incentive for the development of
community activity centers the best method of
achieving the above goals. These centers will
provide a unified shopping environment, and
contain diverse but compatible uses. Pedestrian
activity will be emphasized and hopefully the
design elements will include shared parking or
parking structures, extensive landscaping,
plazas, malls, and a unified sign program. The
result should be an atmosphere conducive to
browsing and comparison shopping, higher sales
volume, and increased feasibility of mass
transit.
OBJECTIVES:
2. By providing incentives for business to relocate
to the activity centers and by channeling
appropriate new development to the activity
centers. (Page II-9)
3. By including within the zoning ordinance,
bonuses in lot coverage for such elements as
excellent design of commercial areas. (Page
II-10)"
In addition to the goals and objectives stated in the
Comprehensive Development Plan, the following section
illuminates the need for a Master Plan to further define
and eliminate each of the various commercial activity
centers.
IX-15
"SECTION IV. LAND USE PLAN FOR THE CITY OF WHEAT RIDGE.
The Land Use Plan (Page IV-18)
Concepts: The Land Use Plan concept calls for the
development of three planned commercial centers for
the City. Each center will provide a variety of the
needed goods and services with easy access from the
neighborhood in which it is located. Instead of
providing a collection of activities with no direct
interactions, and separated by parking lots and other
barriers, these centers will be designed to give a
sense of wholeness. Each center will accommodate a
diversification or blend of activities. Each
activity would be a compliment and therefore a
contribution to all other activities.
These centers could be approached easily by
automobiles along the major arterials. However,
within these centers, circulation would be restricted
to pedestrian scale with well-landscaped malls and
sidewalks. Activities in each center would include
retail trade, offices, service establishments,
restaurants, recreational and amusement
establishments, and public transportation stations.
Medium and high density residences could be
integrated into the center or appropriately located
on the fringes of these activity centers.
The proposed planned commercial centers are to be
located:
In the vicinity of Kipling Street between Clear
Creek and Highway I-70. This center would serve
roughly the northern portion of the City. There
is still quite a lot of vacant land here for all
types of development. (Page IV-18) . . . . .
Although this is a sound concept, one
disadvantage is that it requires a lot of
cooperation from developers, businessmen and the
City for success. The Land Use Plan is based
upon this concept, it is quite important that
all parties involved begin in the near future to
open dialogue and plan strategies that best suit
the desires and needs of all concerned. (Page
II-20)
2. General Goals and Objectives of Kipling Activity Center
A. GOAL:
Improve or eliminate conditions of blight.
IX-16
OBJECTIVES:
(1) Upgrade the physical conditions of deteriorated
structures, parking areas, interior circulation
routes, and general grounds appearance.
(2) Improve vehicular and pedestrian
circulation connection, and access opportunities
throughout the Center.
(3) Provide a more efficient use of land and
functional design.
(4) Promote attractive design in new
development and redevelopment which unifies the
entire Center.
B. GOAL:
Establish a unified commercial activity center from
the northern boundary of the City, approximately 51st
Avenue extended, to Clear Creek on the south, which
focuses on two Development Centers: The Kipling/I-70
Interchange and the Kipling and 44th Avenue
Intersection.
OBJECTIVES:
(1) Encourage increased patronage of existing
businesses, and construction and patronage of
new businesses through improvements in
circulation, access, attractiveness and
identity.
(2) Unify, rehabilitate, strengthen, and
develop the I-70 and Kipling Development Center
to gain maximum retail sales tax generation and
optimize other tax revenue sources from the
Development Center. The customers to be
encouraged because they support and stimulate
each other are: (a) interstate family traveler,
(b) mountain bound tourist, business person,
conventioners, and other interstate oriented
businesses. The needs of the interstate
trucking business, which focuses on the
semi-tractor trailer, is provided for at the
I-70 and Ward Road interchange with the truck
stop. This objective of the I-70 and Kipling
Development Center will be diminished if truck
stop activities are allowed within either the
I-70 and Kipling Development Center or the
Kipling and 44th Avenue Development Center.
IX-17
(3) Unify, rehabilitate, strengthen, and
develop the Kipling and 44th Avenue Development
Center to gain maximum retail sales tax
generation and optimize other tax revenue
sources from the Development Center. The
businesses to be encouraged should be oriented
to serve the interstate activites listed above
in #(1), the Kipling arterial/state highway
north-south through traffic and the City wide
and neighborhood traffic that uses the east-west
collector street system. Retail sales
businesses should be the first priority,
followed by service and office uses.
(4) North and east of I-79 and Kipling there
are areas of office and business park uses,
which should be integrated with the overall
center. Retail uses related to those sales,
wholesale, assembly and storage uses should be
encouraged in addition to retail uses such as
restaurants which serve the business community
and surrounding areas.
C. GOAL:
Improve safety for vehicular and pedestrian
circulation and access.
OBJECTIVES:
(1) Provide for defined interior circulation routes
as differentiated from parking lot circulation.
(2) Provide for designated pedestrian walks and
crossings.
(3) Reduce conflict between vehicles entering
and exiting the public street system by
requiring accel-decel lanes where necessary with
new development or redevelopment.
(4) Provide for improved mass transit service
and facilities.
(5) Minimize the negative impacts created by
semi-trucks and trailers by discouraging their
use of this Center, and/or by properly providing
for them, where they occur, through proper
design of parking areas and circulation routes.
3. Design and Capital
Activitv Center.
nt Concepts for the Kipli
j In order to achieve the above stated goals, land use
control and capital improvement planning will be
essential elements contained within this Master Plan.
IX-18
Figure 3 illustrates proposed land use areas. This shall
serve as a guide for future rezonings, site plan reviews,
and building permit reviews. Figure 4 illustrates the
vehicular traffic circulation routes and control
facilities both existing and proposed, which serve, or
are necessary to serve, these centers. This shall serve
as a guide to future public and private capital facility
planning.
4. Implementation Program.
The Urban Renewal Plan calls for a combination of
financing methods including tax increment financing for
the Urban Renewal Project, Industrial Revenue Bonds, and
Special Improvement District bond financing for the
private development projects. To augment the financial
implementation program, it will be necessary to regulate
land use and design in order to achieve all the stated
goals and objectives of this Master Plan. The use where
needed to protect the public interest. All future
rezonings in the area shall be either Planned Commercial
Developments or straight zoning with conditional site
plan approval.
Figure 3 details use categories for various areas within
the Project Area.
Those use categories are described as follows:
Business Park: A mix of retail, office, service,
commercial, and/or light industrial uses.
Retail/Highway Business: Retail commercial uses
primarily oriented to the interstate or highway
traffic.
Office/Retail: A mix of retail, service, and/or
office uses.
Public: Pennington Elementary School.
Multi-Family: Camelot Club and Ptarmigan multi-family
developments.
Church: United Methodist Church.
Retail: Primarily retail uses.
Office: Primarily office uses.
Shopping Center: A planned development with major
emphasis on retail sales uses.
IX-19
Both Figures 3 and 4 shall serve as guides for future
rezonings, site plan reviews, and building permit
reviews. Prior to any development within the area
covered by this plan, the developer shall submit a site
i plan which details site design and layout, and proposed
I uses. Such site plan and uses shall be reviewed and
approved by City Council after a public hearing. The
public hearing shall be advertised and posted for public
hearing fifteen (15) days in advance and shall be decided
upon by Council motion.
IX-20
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NEWGATE
IN
-WHEAT RIDGE
FIGURE 3
IX-21 42?
NORTH
City of Wheat Ridge, Colorado Department of Community Development
KIPLING PROJECT AREA
FUTURE LAND USE MAP
MASTER PLAN
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IX-22 NORTH
City of Wheat Ridge, Colorado Departmant of community Development -
SECTION IX. MASTER PLANS FOR AREA DEVELOPMENT
C. MASTER PLAN & DEVELOPMENT GUIDELINES FOR THE
FRUITDALE VALLEY NEIGHBORHOOD
EXPLANATION
The following is the Master Plan and Development Guidelines for the Fruitdale
Valley Neighborhood. As adopted, it adds a new Subsection C. to Section IX.
Master Plans for Area Development.
Exhibit A. is the Master Plan Map which gives greater land use detail for future
decision making.
Exhibit B. has been incorporated into the Comprehensive Plan - Future Land Use
Map.
C. MASTER PLAN & DEVELOPMENT GUIDELINES FOR THE FRUITDALE VALLEY NEIGHBORHOOD
I. INTENT
There is a need for development of the Fruitdale Valley Neighborhood, west of
Kipling Street, to proceed in a way which promotes quality development and
exhibits sensitivity to the relationships between property uses, zonings and
future development. These guidelines shall be used by the Planning Commission
and City Council in considering rezoning and site developments which require
their review.
These guidelines are intended to direct future development toward establishing
a better community self-image as the "Valley Village" and to address some of
the current concerns. It is not the purpose of the Guidelines to inhibit
development but to promote quality growth which preserves property values and
upgrades the community.
A hierarchy of uses which encourages containment of commercial uses along West
44th Avenue so that they do not encroach or disrupt residential areas is
promoted.
II. GUIDELINES
A. Traffic
Prohl emu
1. Public Street System
The traffic problem west of Kipling on West 44th Avenue seems
particularly heavy and will worsen as the area continues to develop.
This section of West 44th Avenue between Tabor and Miller Streets no
longer can safely accommodate the load of trucks, funeral traffic,
emergency vehicles, mail delivery and school busses it currently
receives. Safety and pollution problems will increase if not
addressed. In addition, there is an inadequate local street system
which forces additional traffic on to West 44th Avenue. The
intersections of West 44th Avenue with Ward Road and Youngfield are
dangerous. Tabor Street, north of West 44th Avenue, is inadequately
constructed considering the current classification as a Collector
Street which serves the industrial area to the north, potential
commercial development along the west side, and it is also a main
school bus route.
IX-23
Policy Recommendations:
a. Develop street improvements along West 44th Avenue which can handle
the heavier load that currently exists and can be expected in the
future. Control turns on and off this major road.
b. Curb cuts which add directly to traffic on major roads should be
minimized. Integrated parking lots with cross-easement access; access
through side streets and combining curb cuts will all help minimize
traffic problems. Developments which do not include these
recommendations should be discouraged.
c. Encourage linking of streets to eliminate dead-end streets and
cul-de-sacs where commercial or multi-residential developments are
proposed.
d. The public street system in the area south of West 44th Avenue and
west of Vivian Street should be redesigned to promote better local
traffic flow while protecting residential neighborhoods. The design
should take into consideration the results of the West 44th Avenue
street study in progress. (See Exhibit E).
e. Expand West 44th Avenue to a 4-lane street, between Miller and Tabor
Streets. This should be done within a 60-70 foot right-of-way. (See
Exhibit C).
f. Develop a plan for alignment of Youngfield with Ward Road. City
Council will assess the need for this alignment in 1992.
g. Develop Tabor Street north of West 44th Avenue to I-70 to a full
collector street standard. Also consider a traffic signal at its
intersection with West 44th Avenue.
Problem:
2. Internal Traffic & Parking (private streets, parking, drives)
Multi-residential and commercial/office development often causes
additional parking and circulation problems.
Policy Recommendation:
a. Promote internal vehicular circulation systems which allow smooth
traffic flow. Provide adequate parking within a project that feeds
safely on to the
y public street system. Encourage integration of
parking lots and street access.
Problem:
3. Lack of Safe Bike & Pedestrian Routes for School Children
For children attending Wheat Ridge High School and Everitt Junior High
School there is no school bussing available. This forces children to
walk, ride bicycles, drive cars or be driven daily to school. These
various modes compete for the same space, therefore, a conflict
between these modes of travel is created since no safe walking or
bicycling routes are currently provided.
IX-24
Policy Recommendation:
a. Develop a bicycle lane along the south side of West 44th Avenue which
can drop south to the bike path on the greenbelt along Clear Creek.
There are several routes proposed (see Exhibit D), which involve
utilizing easements, adding bridges, underpasses and/or traffic lights
to provide safe routes to the local schools.
B. Land Uses
Prnhleme
1. There has been a problem with undesirable or incompatible uses in the
past and the same danger exists in the future.
Policy Recommendation:
a. Incompatible and undesirable uses should be excluded. This includes
activities such as industrial or commercial uses which involve
handling and transporting of dangerous materials, outside storage or
storage of bulk materials. This would also include activities like
"adult entertainment".
b. Low intensity or residential uses need to be protected from
incompatible uses. This can be done through buffering techniques.
(Example: Low density residential can be next to moderate density
residential, can be next to office/neighborhood commercial). Physical
buffering techniques are discussed in Paragraph C. It Site & Building
Design".
Problem:
2. Some uses cause nuisances to adjacent areas such as noise, odor,
visual or other pollution.
Policy Recommendation:
a. Require high quality buffering through landscaping, setbacks, fences,
etc., as well as site design which protects adjacent properties.
C. Site & Building Design
Prnhlam-
1. There is concern that new buildings will be high or unattractively
designed, posing unsightly views to adjacent neighbors, or blocking
views altogether.
Policy Recommendation:
a. Promote high quality design of the building in terms of materials as
well as sensitivity to adjacent uses regarding height, scale,
orientation, etc.
IX-25
Problem:
2. There is also concern about site design which causes problems with
drainage, glare, shadows, etc.
Policy Recommendation:
a. Promote high quality site design which buffers neighbors from negative
impacts. This includes high quality landscaping, setbacks, site
layout and lot coverage, good lighting, quality design of parking
areas as well as driveways and appropriate drainage.
D. Property Value
Problem:
1. We are concerned about deterioration of our residential areas by
encroachment of commercial use. This particularly applies to expansion
of commercial development along West 44th Avenue.
Policy Recommendation:
a. Contain and cluster general commercial activity along West 44th Avenue
to major intersections and areas where these uses currently exist.
Allow those neighborhood commercial uses elsewhere along West 44th
Avenue.
Promote adjacent uses which are of graduated intensity, such as
discussed in Section B. "Land Uses", where possible.
Problem:
2. There is concern about lack of code enforcement and its effect on
property values.
Policy Recommendation:
i
a. Implement code enforcement which requires maintenance of landscaping,
parking areas, drives, curb cuts, etc.
III. IMPLEMENTATION:
In order to address the concerns, issues, and policy recommendations stated
above, the following implementation strategies shall be used by Planning
Commission and City Council in reviewing applications for rezoning,
subdivision or special use permit approval.
A. The Master Plan Map for Land Use and Street Systems for the Valley Area
shall serve as a guide for future rezonings, subdivision, and special
use permits. All future rezonings and special use permits shall
conform in use and character to those land use categories illustrated
for any particular area. Additionally, street systems shall be
required to be developed in accordance with the location and
classification illustrated.
IX-26
B. All future rezoning and special use permit applications for properties
which lie within the boundaries of this Master Plan area which are
designated as high density residential, neighborhood commercial,
office, and general commercial shall be required to submit a site plan
for review and approval as part of the application process. Such site
plan shall provide adequate details illustrating.
1. Proposed site usage.
2. Overall character of the development.
3. Site layout, including character and layout of buildings.
4. Parking, street access and street improvements.
5. Landscaping.
6. Methods to integrate the proposed development with adjacent
properties, including methods to mitigate potential negative
impacts on residential properties.
7. Drainage.
Such site plan, upon approval, shall become a condition to zoning or
special use permit approval, and shall be used for site development and use
and for future code enforcement action, if needed.
IX-27
File/C.7.3•
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IX-28
MODIFIED COLLECTOR
W. 44th Avenue - (Tabor to Miller)
South North
CURB d GUT7 CURB 8 GUTTER
BKEPA~ TRAVEL LANES TRAVEL LANES /SDEWAL.K
TRAVEL LANES :
4 at I I feat each
CURB a BUTTER :
2.8 feat each
SDEWALK :
8 feel
BKEPATH :
10 teat -
EXHIBIT C
IX-29
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PROPOSED "BIKEWAY
ALTERNATIVES
'Mai d
Bike
FOR SCHOOL ORIENTATED TRIPS J I
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INDER VISTA
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IX-30
A-/
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M' - B2-19
BLEV/NS
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- _[MIMI
Exhibit E: Local Street System Options
f An alley (30' wide) should be developed between Vivian and
Xenon Streets to provide access to West 44th Avenue at Ward
A: Road, so that left hand turns will be possible. This will
also function as a divider or buffer between commercial uses
facing West 44th Avenue and residential uses to the south.
I,
If and when redevelopment of this area occurs, develop a
B• connector of West 42nd Avenue between Vivian and Xenon
• Streets.
EXHIBIT E
RD
IX-31