Following contract negotiations, Denver City Council’s Land Use, Transportation and Infrastructure Committee will consider the recommended team for a City Council vote. The City, along with the selected team, is anticipated to meet with the community to refine the greenway design in late 2017/early 2018. Pre-construction activities, such as utility relocations, are already underway, with the greenway expected to be completed at the end of 2019. Also included in the contract is funding to integrate a stormwater detention facility in the northeast corner of what is now operating as Park Hill Golf Course.
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The plaintiffs expect that their requested injunction will be determined no later than early 2018, before CDOT is scheduled to begin construction. CDOT and the FHWA will have an opportunity to respond to the plaintiffs’ motion, and an injunction hearing is possible. If the injunction is granted, it would bode well for a final determination that CDOT would have to reissue an Environmental Impact Study before proceeding with the I-70 project, as “likelihood of success on the merits” is an important factor in obtaining injunctive relief. Likewise, if the injunction is granted, CDOT may not be able to help pay for the Platte to Park Hill project. If that happens, Goldhamer thinks “the City might scrap their Platte to Park Hill project. After all, they did not have any plan for it in Denver’s 2014 Storm Drainage Master Plan, before CDOT apparently realized they needed to account for more drainage issues and talked Denver into helping them out.”
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The city originally acted as the trustee for the assets left behind when George Clayton died in 1899. The golf course previously was agricultural and dairy land, and the government managed it as a city golf course starting in 1932. Until 1982, the city itself owned the golf course land. Then it gave the deed over to the George W. Clayton Trust.
City Council members in the late 1980s considered trying to buy the land back from Clayton. Instead, the city paid Clayton for a promise not to develop the land.
In exchange for $2 million, Clayton agreed in 1997 to a “conservation easement,” which says the land can’t be used for anything but golf and related activities.
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INC neighborhoods oppose the proposed expansion of I70 because it increases the health impacts on our neighborhoods and we call on Governor Hickenlooper and Mayor Hancock to halt the project until all health impacts have been eliminated.
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Opponents of the expansion want to see the I-270/I-76 route used for through traffic, with local traffic between Stapleton and downtown handled by surface streets.
Zeppelin is part of the force behind TAXI and other prominent RiNo projects, and he lives in the Globeville neighborhood with his wife and young daughters. He is funding a significant portion of the lawsuit, with the Ditch the Ditch community group also raising more than $50,000 toward the effort.
Zeppelin described himself as “unwilling to play the patronage game” and be silent about something he thinks is wrong in exchange for favorable status with city officials.
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From Denver Post
By Aldo Svaldi | firstname.lastname@example.org | The Denver Post
PUBLISHED: February 16, 2017 at 5:02 am | UPDATED: February 16, 2017 at 12:29 pm
In the 80216 ZIP code, an index of home values is up 30.1 percent the past year and 250 percent the past five years, handily beating U.S. and Denver averages.
That strong property appreciation is a testament to both how depressed prices were and how desperate buyers are for affordable properties.
Some residents fear the severity of the area’s environmental problems are being ignored and remediation plans remain inadequate. Three major redevelopment projects, including reconstruction of Interstate 70, are combining with booming home and land values to push long-time residents out, said Cdebaca.
“I feel like the new people are clueless” of past polluters, she said. “Sellers aren’t required to report it, and the institutional knowledge is being displaced.”
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Until now, the impact-statement drafts have cited modeling from the Denver Regional Council of Governments that goes through 2035, but White said DRCOG recently updated its models through 2040. The Clean Air Act requires federal environmental impact documents to include data from the peak year of expected air emissions in the project area; given metro Denver’s growth, White said, 2040 will have worse emissions than 2035.
That projection hits on a key point of controversy over the project. The Sierra Club and community groups in March filed a lawsuit against the Environmental Protection Agency, challenging recently changed federal air quality standards that allow for the I-70 project.
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