DSE-2019-001-framework-F3 - Flipbook - Page 18
THE FOLLOWI NG C HA L L ENG ES LO O M
Capitalizing on Transit Investments
I-25 is Denver South’s spine – a lifeblood of industry
and opportunity – yet, also a big challenge.
Bisecting several municipalities, Denver South
development has largely been clustered around
I-25 interchanges. Since the light rail’s arrival, most
development has taken place within a mile of a
station. Regionally, the investment continues with
the R and A lines to Denver International Airport
and the Southeast Rail Extension to Lone Tree.
Diversifying Development
Much of the new development has been officefocused mixed use resulting in an imbalance of
uses. The absence of multi-family housing in
walking distance to the Denver South light rail
stations is particularly noteworthy. Affordable
housing in Denver South is limited. Though
prosperous, many of the Denver South mixeduse environments lack the continual human
presence that is a hallmark of vitality. Increasing
housing options will activate public spaces and
retail around the stations without proportionately
adding traffic.
Revitalizing Commercial Corridors
Along many of the east-west arterials, lowdensity retail, big-box stores, and strip malls
follow predictable patterns. Consumer trends
indicate a rapidly changing retail landscape of
more online purchases. To avoid stagnation, we
must encourage new property uses. Multi-family
housing, entertainment districts, linked green
spaces, and civic and cultural facilities all need
to be inserted into existing mixed-use programs.
Further densification of Park Meadows Retail
Resort is also likely.
Integrating Business Parks
Denver South certainly owes some credit for
long-standing prosperity to the many office parks
providing stable economic bases. Elsewhere,
office parks are plagued by vacancies, yet in
Denver South these properties thrive. However,
changing trends in ways of working and
workspaces are moving toward open, connected,
multi-experiential workscapes that go way
beyond sit/stand desks. Vibrant campuses with
pedestrian connections to amenities, retail,
recreation, and transit draw top talent. Denver
South’s office owners should take stock and
consider enhancing long-term vitality while
conditions are strong.
16 DENVER SOUTH ECONOMIC DEVELOPMENT
Auto-Centric Development Patterns
The South I-25 Urban Corridor Study and other
research indicates that detrimental development
patterns persist in Denver South. Characterized by
a separation of land uses and automobile-oriented,
low-density development throughout the corridor,
the effect has the potential to derail Denver South’s
competitiveness. Throughout Denver South,
automobile reliance is almost ubiquitous. Much
of the region’s costly roadway infrastructure is
increasingly dependent on local funding and in
places already operates near capacity. The housing
imbalance and lack of density are also contributing
to lackluster retail performance in some otherwise
ideal mixed-use developments.
Housing Affordability
Higher housing costs lead resident concerns
presently, and price pressure is expected to
increase; with new jobs come new residents. These
concerns are mirrored in employer surveys as
well. Reality bears this out. According to research
performed by Development Research Partners, the
average condominium or townhome cost in Denver
South was 13 percent higher than metro Denver’s
average in the first quarter of 2019. Detached,
single-family homes were nearly 11 percent higher
in the same time period, while metro Denver is
among the fastest appreciating markets in the
country. Residents share concerns that housing
is potentially unaffordable for senior citizens, first
responders, teachers, health care workers, and
similar vital professions.
Improving Choice of Mobility
Generally, Denver South’s transportation and
transit systems have limited right of way in which
to add new capacity. The Urban Corridor Study
notes that Denver South suffers from a lack of
practical multi-modal options. There is minimal
fixed-route bus service, with particularly few
routes south of Arapahoe Road. RTD’s Call-n-Ride
shuttle, a First/Last Mile service, sees less than
100 riders a day in the highest use zones. Hyperlocal solutions like the Lone Tree Link are showing
promise, and on-demand services like Uber and
Lyft are positive contributors.