55th and Arapahoe Station Area Master Plan 2024Station Area MASTER PLAN
55TH & ARAPAHOE
Adopted October 6, 2022
Amended December 5, 2024
55th and Arapahoe Station Area Master Plan
Chapter 1: Introduction & Background .......................................................................................................................................5
»Station Area and Context ..................................................................................................................................................................6
»Demographics ......................................................................................................................................................................................8
»What are BRT & TOD? .........................................................................................................................................................................9
»Previous and Concurrent Plans .......................................................................................................................................................9
»Station Area Opportunities and Constraints ............................................................................................................................11
Chapter 2: The Community’s Vision ...........................................................................................................................................17
»Community and Stakeholder Outreach Overview ..................................................................................................................18
»East Boulder Vision ..........................................................................................................................................................................20
»Station Area Vision Statement .....................................................................................................................................................20
»Guiding Principles .............................................................................................................................................................................21
Chapter 3: Station Area Framework ...........................................................................................................................................23
»Framework Introduction .................................................................................................................................................................24
»3a: Place Types and Land Use ........................................................................................................................................................26
»3b: (Re)development Opportunities ...........................................................................................................................................43
»3c: Building Form ..............................................................................................................................................................................46
»3d: Transportation and Mobility ..................................................................................................................................................48
»3e: Inclusivity and Affordability ....................................................................................................................................................74
»3f: Resilience and Climate Commitment ....................................................................................................................................79
»3g: Public Realm................................................................................................................................................................................84
»3h: Placemaking .................................................................................................................................................................................91
Chapter 4: Implementation ..........................................................................................................................................................95
»Implementation Matrix ...................................................................................................................................................................96
»District Creation ................................................................................................................................................................................99
Appendix .....................................................................................................................................................Under Separate Cover
CITY OF BOULDER
Project Team
»Jean Sanson
»Kathleen King
»Jean Gatza
»Holly Opansky
CONSULTANT TEAM
MIG
»Jay Renkens
»Mark De La Torre
»Elly Schaefer
»Lauren Oertel
»Evan Lanning
EPS
»Andrew Knudsten
»Rachel Shindman
Apex Design
»Jessica Hernandez
»Josh Mehlem
Group 14 Engineering
»Celeste Cizik
»Taylor Roberts
BOULDER COMMUNITY
East Boulder Working Group
»Matthew Appelbaum
»Peter Aweida*
»Erin Bagnall*
»Lori Call
»Ana Karina Casas
»Lucy Conklin
»Aaron Cook
»Julia Dullien*
»Leticia Garcia
»Aaron Johnson
»Laura Kaplan*
»Adam Kroll
»Kenneth MacClune
»Kirsten Millar*
»Ben Molk*
»Tim O’Shea
»Judith Renfroe
»Patti Smith*
»Elizabeth Dawn Williams
»Jeffrey Wingert
»Jill Grano
(*indicates STAMP Subcommittee Member)
TABLE OF CONTENTSACKNOWLEDGMENTS
55TH & ARAPAHOE STATION AREA MASTER PLAN • 5
1 INTRODUCTION & BACKGROUND
The introduction to the Station Area Master Plan
establishes the Plan’s technical foundation. This
includes a summary of the station area and its
context, highlighting the area’s demographics and
physical characteristics, as well as the influence
from prior and concurrent plans. Additionally,
this section provides an explanation of what BRT
and TOD mean in relation to this project and
the planning process. All of that information is
distilled in station area-specific opportunities and
constraints that informed the concept development
and community engagement process.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 7INTRODUCTION & BACKGROUND
STATION AREA AND CONTEXT
The 55th and Arapahoe Station Area is located on
the east side of Boulder, in the area east of Foothills
Parkway. It is bounded by the railroad on the north,
Range Street on the west, a drainage channel on the
east, and the northern edge of the neighborhood
to the south. The planned BRT stations will be
located on either side of Arapahoe Avenue near the
intersection at 55th Street.
The Station Area north of Arapahoe Avenue is
primarily made up of businesses and light industrial
users and is within the East Boulder Subcommunity
geography as defined in the Boulder Valley
Comprehensive Plan. South of Arapahoe Avenue, the
The area surrounding the 55th Street and Arapahoe
Avenue intersection in East Boulder is currently
served by a few local and regional bus routes, but in
the future the intersection will be the location of a
State Highway 7 Bus Rapid Transit (BRT) station –
connecting Boulder east to Interstate-25 and beyond
with high frequency service. This planned mobility
investment also includes streetscape and multi-
modal improvements and creates an unparalleled
opportunity for transit-oriented development (TOD)
within a critical focus area identified in the East
Boulder Subcommunity Plan.
TOD is compact, walkable, mixed-use development
located close to high frequency transit wherein
development intensity is often higher than in
surrounding areas to support a greater level of
activity and facilitate a greater number of people
having reasons to be in proximity to the transit
station. When paired with multimodal mobility
improvements, TOD areas serve as activity centers
that provide a range of benefits to residents,
employees, students, and visitors in and near the
station area.
Station Area includes primarily auto-oriented retail
and restaurant uses and is within the Southeast
Boulder Subcommunity.
The Station Area makes up some of the most diverse
employment opportunities in Boulder with its wide
range of light industrial, manufacturing, dining,
public, and health care uses. Only a small amount of
housing exists in the Station Area (in the southeast
corner), but more multifamily and single family
residential exist immediately south and southwest of
the Station Area.
Major nearby destinations just outside the Station
Area include Ball Aerospace’s Boulder Campus,
Boulder Community Health’s Foothills Medical
Campus and the CU Boulder East Campus to the
west; Corden Pharma Colorado, Flatiron Park,
Valmont City Park and the Boulder Municipal
Airport to the north; the Valmont Power Station
to the northeast; and Flatirons Golf Course, the
Arapahoe Ridge Neighborhood and the East Boulder
Community Center to the south.
Station Area Locator Map
Plan Area Context
Commercial plaza on the south end of station area
DEMOGRAPHICS
In comparison to the entire city, the Station Area
and its surrounding vicinity are comprised of a
active adult community, a concentration of high-
income earners, a smaller proportion of multifamily
housing, strong employment growth in production
and healthcare, and a significant number of in-
commuters. See the 55th and Arapahoe Economic
Profile in the Appendix for more demographic
information.
Multi-Use Paths
Transit Stations
Amenity Zones
Raised Protected
Bike Lanes
Business Access & Transit
Lanes, HOV, Future
Technologies
General Purpose Lanes
55TH & ARAPAHOE STATION AREA MASTER PLAN • 9INTRODUCTION & BACKGROUND
WHAT ARE BRT & TOD?
Bus Rapid Transit (BRT) is a bus service that
operates much like light rail, providing frequent,
rapid service, typically in dedicated transit lanes.
BRT stations also typically feature a high aesthetic
value and more amenities than a typical bus stop.
Transit-Oriented Development (TOD) is
development that typically:
• Includes a dense mixture of housing, office,
retail and/or other uses,
• Is rich with community amenities and
infrastructure,
• Is integrated into a compact, walkable
environment with nearby high quality, high-
frequency public transportation, and
• Serves as an activity center that provides a
range of social, equitable, environmental, and
economic benefits.
PREVIOUS AND CONCURRENT PLANS
East Arapahoe Transportation Plan
The East Arapahoe Transportation Plan vision
for East Arapahoe Avenue is a complete street.
Complete streets include facilities and amenities
for all modes of travel rather than just vehicles.
These facilities and amenities may include
separated bike lanes, buffered sidewalks, safe
crosswalks, bicycle parking, shaded transit shelters
with seating, trash receptacles, and more.
The regional BRT service will connect Boulder
to I-25 and Brighton via State Highway 7/
East Arapahoe Avenue. Planning for BRT along
Arapahoe Avenue and for the potential for TOD
with a mobility hub at the 55th Street station is a
driving force behind this Station Area Master Plan.
Vision for East Arapahoe Streetscape (Source: East Arapahoe Transportation Plan)
Station Area Boundary
Walking Tour of East Boulder
s
55TH & ARAPAHOE STATION AREA MASTER PLAN • 11INTRODUCTION & BACKGROUND
STATION AREA OPPORTUNITIES AND
CONSTRAINTS
The following synthesizes key findings from
the analysis of the existing opportunities and
constraints within the Station Area. These key
takeaways, like those from the review of the
EBSP’s Inventory and Analysis, guided community/
stakeholder engagement and set the stage for plan
recommendations that are forthcoming in Chapter
3 of this plan. See the complete Existing Conditions
Report in the appendix of this plan for more analysis
and detail about the Station Area.
Opportunity for Increased Mix of Uses
A variety of land uses can be found in the Station
Area and surrounding vicinity, including primarily
light industrial, office, and medical uses north of
Arapahoe Avenue retail, and low density residential
and recreation south of Arapahoe Avenue. Along the
East Arapahoe Avenue corridor is an area of high-
density residential and commercial and community-
serving uses west of the future station. The existing
land uses in the Station Area are generally consistent
with the current designations for this area in the
BVCP land use map. There is an opportunity to best
leverage the transit investment by increasing the
number of people in the Station Area that may find it
convenient to use the BRT.
Growing Economy without New Development
Economic activity is expanding within the Station
Area and surrounding vicinity, consistent with
trends seen throughout the Boulder area. This is
particularly seen in employment, where nearly 2,900
jobs were added in this area over the past decade,
reflecting growth in health care and industrial flex/
manufacturing. A significant characteristic of this job
growth is that little new construction has happened
alongside the increase in jobs. This indicates that
the area’s economic potential has not been limited
by the building inventory; with more valuable real
estate, tenants are responding to the strong market
East Boulder Subcommunity Plan
Concurrent with the 55th and Arapahoe Station Area
Master Plan (STAMP) process, the East Boulder
Subcommunity Plan (EBSP) was also developed. The
STAMP is one of several focus areas within the EBSP
and is identified as one of four areas of change within
the subcommunity.
HOW TO USE THIS PLAN
This Plan is intended to articulate a future vision for
the 55th and Arapahoe Station Area that is based on
the community’s goals and values and provide tools
and strategies to implement that vision. STAMPs
provide detailed planning for subcommunities and
distinct neighborhoods. This type of plan provides
a once-in-a-generation (20 years) opportunity to
holistically plan for change, rather than considering
changes incrementally and parcel by parcel. The
City of Boulder doesn’t own most of this land - it
is private property - but the City can use zoning to
allow or disallow various types of redevelopment in
the future. City staff will use this document moving
forward to inform public investment, City staff
work plans, City-led and partnership projects, and
programs to achieve the community’s vision as
recommended by this plan.
PopSockets Boulder Office
Medium density residential
Upslope Brewing Company
Relationship between BVCP and STAMP
55TH & ARAPAHOE STATION AREA MASTER PLAN • 13INTRODUCTION & BACKGROUND
and getting more utilization of existing spaces.
There are unique challenge in managing this type of
success; as businesses grow and evolve, they require
different solutions that often involve leasing more
space or require the creative utilization of existing
spaces.
Land Use Policy and Economic Development
Trends over the past decade indicate that growth for
industrial/flex uses in the Station Area generated an
expansion of employment at a rate of approximately
60 new employees per year over the decade.
Based on interviews with community stakeholders,
brokers, and land owners, with changes to the area’s
development regulations additional employment
could increase above these historical trends. Based
on the data and interviews, there is strong market
demand in this area, as evidenced by employment
growth, reinvestment in buildings, strong rents, and
low vacancy rates. Recognizing the older building
product and relatively low building density, there
is significant opportunity for redevelopment and
the City is in a position to help shape the level of
economic activity and leverage this strong market
demand to address other community needs, such
as improvements to transit and expansions to the
affordable housing inventory.
The City of Boulder is in a unique position to adopt
land use policy to allow for economic development
that can help achieve community goals and provide
local benefits. This is an opportunity to explore
adjustments to current land use map and zoning
regulations in order to achieve the community’s
greater vision for the Station Area.
Zoning for TOD
Higher densities and achieving a critical mass are
often essential in the success of transit-oriented
development and would help to meet the BVCP
goals in this area. Current land use designations and
zoning have created constraints to reaching those
goals, but this plan creates a new opportunity to
explore ways to achieve more efficient utilization
of parcels, increased vibrancy, reimagined parking
requirements, accommodation for growth needs,
and to provide opportunities to current and future
residents and employees.
Pedestrian Connectivity and Parking Demand
The northwest section of the Station Area lacks a
complete street grid and block pattern. There are
opportunities to create smaller parcels through
redevelopment in the Station Area that can support
additional pedestrian-scaled infrastructure and
connections. Additionally, if parking demand is
lowered by an increase in employees working at
home, future BRT service, focused Transportation
Demand Management (TDM) strategies, and the
implementation of shared parking, there may be the
potential to reconsider their current use.
Bicycle Connectivity and Facilities
The eastern portion of the Station Area lacks north/
south bicycle connectivity. The identified vertically
separated bike facilities on 55th Street will be a
significant safety and comfort enhancement and
will provide separation from motor vehicle traffic.
Redevelopment in the Station Area provides an
opportunity to implement this improved north/south
connection.
Strategic Mobility Hubs and Increased Transit Use
Potential
The East Arapahoe Transportation Plan calls for a
regional mobility hub at 55th Street and Arapahoe
Avenue. Providing residents, employees, and
visitors with a variety of convenient and affordable
transportation options to and from the station will
support the BRT investment along Arapahoe Avenue Private patio space in Flatiron Park
Community retail on Arapahoe Avenue
KOA Lake
Conestoga Court adjacent parking
Crosswalk at 55th Street
Multi-use pathway and bike share station
55TH & ARAPAHOE STATION AREA MASTER PLAN • 15INTRODUCTION & BACKGROUND
and work toward meeting the City of Boulder’s mode
share and greenhouse gas reduction goals.
Transportation Pilot Projects
The high density of office space in and near the
Station Area offers opportunities to implement
pilot programs to test commuter-focused TDM and
micromobility strategies. Pilot programs are often
a successful technique to allow the community to
provide feedback about a project before it is finalized
based on real experience. They can also be used
to test materials/construction techniques and to
provide a “proof” of market for potential vendors,
such as micromobility operators.
Part of the planned HOP transit service extension
expands service to Flatiron Park. Others could be
e-bike and/or e-scooter pilot projects (which could
provide vendors with the assurance that there is a
viable market within the study area).
Energy and Decarbonization
The energy consumption and greenhouse gas
emissions within the Station Area are typical of
US cities without major heavy industrial sectors.
Some users in the area require a significant amount
of energy due to the specialized nature of their
operations, such as Boulder Community Health,
Ball Aerospace, and Corden Pharma. There are
opportunities for the City to create programs in
response to trends in Boulder related to emissions
per the measures and targets identified in the City of
Boulder’s Community Dashboard.
There are opportunities for decarbonization by
reducing both building and transportation energy
consumption. It is vital to decarbonization of the
neighborhood that these strategies must not only
focus on potential future increased density and new
mixed-use development, but also the existing high
energy intensive areas. Despite a limited amount
of greenspace, there are also opportunities for
carbon sequestration in this area. An example of
this may include reducing the heat island effect and
addressing albedo, the ability of surfaces to reflect
sunlight and heat from the sun.
There is also significant potential for building level
solar installations in the Station Area. Programs that
maximize rooftop solar in new development and add
solar installations to existing buildings will be vital to
meet the decarbonization goal.
New Amenities for Current Residents
The potential for redevelopment brings with it the
opportunity to provide new amenities, such as
quality streetscape design, community gathering
spaces, and neighborhood serving retail.
Balancing Concerns of Displacement
Rightful concerns regarding residential and business
displacement due to these positive changes should
be addressed by incorporating policies and programs
to retain current residents, businesses, essential
uses and tenants. This may involve new regulations,
incentives, and partnerships to help facilitate private
development.
Anderson Medical Center with rooftop solar
Permeable, soft-surface paths in Flatiron Park
Arapahoe Avenue transit shelter
Arapahoe Ridge Park
Commercial development at Conestoga Street and Arapahoe Avenue
Existing Commercial and Residential edge conditions south of Arapahoe Avenue
55TH & ARAPAHOE STATION AREA MASTER PLAN • 17
2 THE COMMUNITY’S VISION
This chapter summarizes the community outreach
conducted during the station area planning process.
Community input helped to create the vision for the
future of the station area.
SUMMARY OF OUTREACH METHODS
Through the process, the business and resident
communities were asked to provide feedback and
input to aspects of the plan through various activities
and events. Those activities and events included:
• East Boulder Working Group and STAMP
committee meetings and work sessions
• Online Community Meetings and Focus Groups
• Community Questionnaires
• BeHeardBoulder Video Presentations and Open-
comment “Office” Hours
55TH & ARAPAHOE STATION AREA MASTER PLAN • 19THE COMMUNITY’S VISION
COMMUNITY AND STAKEHOLDER
OUTREACH OVERVIEW
The 55th and Arapahoe STAMP provided an
opportunity to expand upon the existing network
of diverse and engaged community members
participating in the East Boulder Subcommunity
planning process. Members of the East Boulder
Working Group formed a STAMP committee to
help guide the concept development process.
Outreach to the greater community prioritized
key audiences from across the project area and
adjacent neighborhoods, City staff, decision-makers,
and those representing property owners, local
businesses and the community at large.
• Prioritize a vibrant, mix of uses
(as opposed to a single, predominant
land use)
• Attract more locally-serving commercial
uses
• Incorporate residential development,
including an emphasis on affordable
housing and adjacency to the transit
station
Digital Wall Graphic Recording from Boulder Chamber Community Affairs Council, October, 2020.
• Maintain a strong sense of community,
character, and the “Boulder mystique”
• Preserve some of the existing uses and
structures
• Create a walkable, bikeable, transit-
accessible environment
• Introduce building forms that set back,
step back and include unique roof design
elements
KEY TAKEAWAYS FROM COMMUNITY AND STAKEHOLDER FEEDBACK
55TH & ARAPAHOE STATION AREA MASTER PLAN • 21THE COMMUNITY’S VISION
EAST BOULDER VISION
The vision for the Station Area reinforces the vision
statements which were established by the East
Boulder Working Group, building from the Focus
Areas of the Boulder Valley Comprehensive Plan. The
vision statements are further contextualized in the
Station Area and set the foundation for Station Area
guiding principles. Those vision statements are:
Local Business
The City will protect affordable
business space, support a wide variety
of businesses and deliver attractive
neighborhoods for employers, employees
and customers in order to help local
businesses thrive in East Boulder.
Arts and Culture
The City will play an active role in
supporting East Boulder’s development of
art spaces and experiences, installations,
businesses, and venues for professional
and amateur creatives that reflect the
subcommunity’s local culture.
Design Quality and Placemaking
East Boulder will evolve to include
walkable neighborhoods, for all ages and
abilities, whose aesthetic character reflect
the subcommunity’s unconventional
personality and industrial identity. The
area will welcome experimentation in
design and construction to build enduring
and engaging places.
Housing Affordability and Diversity of
Housing Types
East Boulder will be home to new and
affordable housing that complements
existing uses, includes a diverse mix of
housing types and ownership models and
extends live-work-play choices to those
interested in living in Boulder.
Resilience and Climate Commitment
(Re)development in East Boulder will
respect and enhance the integrity of the
area’s natural resources and minimize
disruptions. The subcommunity’s
numerous public and health care facilities
will provide a strong network for resilience
in the face of future health crises.
Access and Mobility
People and goods will easily and safely
travel to, from, and through East
Boulder by variety of efficient and
affordable modes, employing advanced
transportation technology where
appropriate.
STATION AREA VISION STATEMENT
The 55th and Arapahoe Station Area is envisioned
as a unique mixed-use center with a blend of
neighborhood-serving retail and restaurants;
a variety of employment with opportunities
prioritized for light industrial users, makers and
creatives; and attainable mixed income housing
that are all set in a highly walkable and bikeable
area with great access to bus rapid transit. The
community’s vision includes more comfortable
and attractive streets and promenades better
organizing and connecting a dynamic tapestry of
buildings, businesses, employees, and residents.
The new transit-oriented development will be
respectful of and well-connected to established
neighborhoods and employment areas nearby.
The transformation of the Station Area over the
next 10-15 years will build on existing assets and
character to enhance this important mixed use
activity center for East Boulder and the broader
community.
GUIDING PRINCIPLES
The guiding principles for the STAMP guided the planning process, stakeholder discussions and community
engagement. These principles provided guidelines for the community, working group and staff for plan
development and plan implementation moving forward.
Prioritize Transit-Supportive Strategies
Recommendations for land use, redevelopment
and mobility hubs should leverage the planned BRT
investment and build toward a transit-supportive
activity center in East Boulder.
Focus on Strategic Geographies and
Opportunity Sites
While charged with the implementation of citywide
goals, the direct area of focus should be placed on
the 60-acre Mixed-Use TOD designation area at 55th
Street and Arapahoe Avenue in the East Boulder
subcommunity.
Preserve and Promote Accessible and
Attainable Housing and Employment
Opportunities
Maintaining and/or enhancing affordability across
all land uses will be a key element throughout the
process, primarily when focused on housing and
employment.
Identify and Prioritize Recommendations
with Co-Benefits
As planning and design is completed for the Station
Area, recommendations that achieve multiple
benefits or advance multiple citywide goals should be
prioritized if feasible, understanding that goals and
recommendations will need to be achieved over time.
Facilitate Incremental Change and
Sequencing
Knowing that the Station Area will not transform
overnight, each phase of public and private
investment, if possible, should: 1) contribute to the
vision for the Station Area and East Boulder, 2) be
able to thrive in the interim, and 3) make positive
contributions to existing residential and business
communities.
Protect and Enhance Integrity of Existing
Neighborhood
An important part of this project will be the careful
balance of preservation and progress. Careful
consideration will be given to appropriately scaled
land use and density transitions from areas of
potential change to existing single-family residential
neighborhoods. The Plan should also ensure that
new public and private investments benefit existing
neighborhoods while allowing for naturally evolving
neighborhood character.
Ensure a Flexible Development Framework
This plan should not be overly prescriptive as to
prevent opportunities for advancement or changes
in preferences, approaches and delivery methods
throughout implementation in land use and
redevelopment.
Prepare for Future Innovations
It may be necessary to modify concepts to fully
integrate and leverage future innovations in
technology, transportation, and beyond.
Stay True to Community Input
The plan should reflect a collaborative engagement
process by incorporating community interests and
concerns throughout the process and in the final
recommendations.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 23
3 STATION AREA FRAMEWORK
The Station Area Framework for the Master Plan
builds from the technical foundation summarized in
Chapter 1, and the community’s vision highlighted in
Chapter 2, and includes all of the major components
of this Plan. Each component is summarized
through a series of direct recommendations.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 25STATION AREA FRAMEWORK
The Station Area Framework provides the overarching
blueprint for how the Station Area will emerge as a
great transit-oriented district in the coming years. The
overall plan framework for the Station Area is intended
to build upon the existing character of local businesses
in an employment center, while significantly increasing
connectivity and activity in the area to better support
surrounding neighborhoods and districts, contribute
to placemaking, and support expanded transit use to
reduce trips and help achieve climate goals.
Precedent images that describe the character and quality of the future station area
The Station Area Framework includes
eight key components:
• 3a: Place Types and Land Use
• 3b: (Re)Development Opportunities
• 3c: Transportation and Mobility
• 3d: Building Form
• 3e: Inclusivity and Affordability
• 3f: Resilience and Climate Commitment
• 3g: Public Realm
• 3h: Placemaking
Illustrative Site Plan This diagram is for illustrative purposes only
FRAMEWORK INTRODUCTION
55TH & ARAPAHOE STATION AREA MASTER PLAN • 27STATION AREA FRAMEWORK
3A: PLACE TYPES AND LAND USE
PLACE TYPES
While land use offers guidance on key characteristics
and uses of the subcommunity, community
members desired a method for further defining
preferred development patterns for evolving
neighborhoods. The East Boulder Place Types is
a tool that provides the community with a way
to describe the design intent and performance
expectations for these evolving neighborhoods.
The Place Type performance standards of the
East Boulder Subcommunity Plan also describe
expectations for elements that tie land use to
important mobility features, such as access and
parking as well as streetscape character. Enhancing
the subcommunity’s mobility network in East
Boulder to create places that are memorable,
inviting, and well-connected can help steer
redevelopment towards success and achievement
of citywide goals in these new kinds of Boulder
neighborhood.
Station Area Place Types
As it relates to the Station Area Master Plan, place
types are further articulated by combining aspects
of future land use, building design, and placemaking
of smaller subgeographies within the Station Area. In
general, future development within the Station Area
is expected to apply the principles of TOD with an
emphasis on creating a vibrant mix of uses, greater
activity, and an engaging pedestrian realm.
Within the Station Area Framework, three place
types are identified.
• Neighborhood TOD
• Innovation TOD (Residential)
• Innovation TOD (Non-Residential)
This diagram is for illustrative purposes onlyPlace Types and Circulation Diagram This diagram is for illustrative purposes only
Innovation TOD (Non-Residential) Precedent
Innovation TOD (Residential) Precedent
Neighborhood TOD Precedent
55TH & ARAPAHOE STATION AREA MASTER PLAN • 29STATION AREA FRAMEWORK
Neighborhood TOD: Massing and Building Use Example 55th StreetArapa
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Priorities
• Active ground floors may have mixed income
housing above when development is multi-story
• Streetscapes include consistent tree canopies,
landscaping, seating and designated areas for
bike/scooter parking
Office
Residential
Commercial
Flex (Office / Light
Industrial)
Legend
Neighborhood TOD Precedent Images
NEIGHBORHOOD TOD
This rendering is for illustrative purposes only
PLACE TYPE PERFORMANCE FOR
NEIGHBORHOOD TOD
The Neighborhood TOD Place Type, south of
Arapahoe Avenue and immediately surrounding
the 55th Street and Arapahoe Avenue intersection,
reimagines existing commercial and retail areas
within easy walking distance to transit. Ground floors
have shops, cafes or other businesses and may have
mixed income housing above. Reimagines existing
auto-oriented commercial and retail areas as highly
walkable and transit-supportive environments.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 31STATION AREA FRAMEWORK
Office
Residential
Commercial
Flex (Office / Light
Industrial)
Legend
Building heights and FAR
• 1-4 story
• Height limit of 45’
• Minimum FAR of 3.0
Predominant Uses
• Residential;
• Retail Sales;
• Dining and Entertainment;
• Commercial
Setbacks
Within Neighborhood TOD Place Types, use
regulatory tools or development agreements to
require a 10’ minimum setback from the right of way.
Public Realm and Ground Floor Activation
In Neighborhood TOD, there should be a prioritization
of physical activation and uses such as retail sales,
dining and entertainment. In these instances, the
adjacent uses should actively engage with the public
realm, providing store signage and café seating in
support of the business and the overall area.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 33STATION AREA FRAMEWORK
INNOVATION TOD (RESIDENTIAL)
Innovation TOD (Residential) Precedent Images
Innovation TOD (Residential): Massing and Building Use Example
Priorities
Reimagines existing auto-oriented commercial and
retail areas as highly walkable and transit supportive
environments
Integrates public-facing retail for light industrial and
flex users while also providing transit supportive
affordable housing option
Prioritizes energy conservation, urban rewilding,
activation, and creativity in new and re-development.
Office
Residential
Commercial
Flex (Office / Light
Industrial)
Light Industrial
(Maker Space)
Legend
PLACE TYPE PERFORMANCE FOR
INNOVATION TOD (RESIDENTIAL)
The Innovation TOD (Residential) Place Type, central
to the area and further north along 55th, intends
to maintain opportunities for light industrial and
commercial uses while introducing mixed income
residential uses. These areas are envisioned to
integrate public-facing retail for all users while also
providing affordable housing options near transit. Western Avenue55
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55TH & ARAPAHOE STATION AREA MASTER PLAN • 35STATION AREA FRAMEWORK
Office
Residential
Commercial
Flex (Office / Light
Industrial)
Light Industrial
(Maker Space)
Legend
Building heights and FAR
• 2-5 story
• Height limit of 55’
• Minimum FAR of 3.5
Predominant Uses:
• Light Industrial;
• Commercial;
• Residential
Setbacks
Within Innovation TOD (Residential) and
Neighborhood TOD Place Types, use regulatory
tools or development agreements to require a 10’
minimum setback from the right of way.
Public Realm and Ground Floor Activation
In the Innovation TOD place types, in both the
Residential and Non-Residential designations,
the priority should be placed on visual activation,
especially for office and light industrial uses at the
ground floor. Visual activation (visual interest due
to the design or visual access into certain building
uses) along the ground floor necessitates increased
transparency and strategic floor plan layouts to
locate light manufacturing, conference rooms and
common spaces along the perimeters of buildings.
In both Innovation TOD designations, opportunities
should be sought to integrate these needs, especially
in terms of access and circulation.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 37STATION AREA FRAMEWORK
Innovation TOD (Non-Residential) Precedent Images
INNOVATION TOD (NON-RESIDENTIAL)
Innovation TOD (Non-Residential): Massing and Building Use Example
Priorities
Prioritizes light industrial and commercial uses with
public-facing retail for light industrial, office, and
commercial users
Work places should offer on-site outdoor space for
employee use as work space and non-work space
Office
Commercial
Flex (Office / Light
Industrial)
Light Industrial
(Maker Space)
Legend
PLACE TYPE PERFORMANCE FOR
INNOVATION TOD (NON-RESIDENTIAL)
The Innovation TOD (Non-Residential) Place
Type, along the western portion adjacent to Ball
Aerospace, prioritizes opportunities for light
industrial and commercial uses. These areas are
envisioned to integrate public-facing retail and
customer-facing activities for light industrial, office,
and commercial users. Range StreetAra
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55TH & ARAPAHOE STATION AREA MASTER PLAN • 39STATION AREA FRAMEWORK
Office
Commercial
Flex (Office / Light
Industrial)
Light Industrial
(Maker Space)
Legend
Building heights:
• 2-5 story
• Height limit of 55’
• Minimum FAR of 4.0
Predominant Uses:
• Light Industrial;
• Commercial;
Set Backs
Within the Innovation TOD (Non-Residential) Place
Type do not require a minimum setback, as buildings
should be encouraged to be built near the street to
create a more urban environment.
CASE STUDY
HYBRID INDUSTRIAL GENERAL PLAN DESIGNATION
Los Angeles, CA
Downtown Los Angeles is a prosperous regional
employment center with many small manufacturers.
As such, housing needs continue to grow in and
near this area, and market demand for converted
industrial land is growing with it. Downtown LA is
experiencing significant new development, adaptive
reuse, and infill projects. This private sector growth
is supported by city-led initiatives such as public
transit investments, density bonuses for affordable
housing, and restoration along the Los Angeles River.
However, this growth and improvement also comes
with the risk of industrial displacement. In the City
of Los Angeles’ Downtown Plan (DTLA 2040), the
city proposed a hybrid-industrial zoning district
(IX3) which is intended to “preserve productive
activity and prioritize space for employment.” Uses
to be preserved include light industrial, commercial,
and creative office. The district also recommends
incentivizing affordable housing for artists and
freelance creatives. The industrial mixed-use zone
aims to create an urban district that provides
industrial employment alongside affordable housing,
while recognizing that without intentional regulation,
increasing entitlements can accelerate the industrial
land conversion process. Lessons learned and
recommendations from the implementation
process suggest that zone districts should require
industrial space in new development; zoning should
be explicit about what industrial uses are permitted
and ensure other code regulations do not prevent
those operations; and land use tools should be
synchronized with economic programs to help
support the viability of these businesses.
Affordable Industrial
Hybrid Industrial
Hybrid Industrial Outdoor Center
55TH & ARAPAHOE STATION AREA MASTER PLAN • 41STATION AREA FRAMEWORK
FUTURE LAND USE
Closest to the station, the ideal future land uses
include traditional mixed-use with retail and other
commercial on the ground floor and residential on
upper floors. The area north of that is envisioned to
include a unique mix of light industrial and maker
space, retail, mixed income housing, and limited
office space. The area west of Conestoga Street is
envisioned with a similar look and feel, but with a
heavier office presence and no residential. Ground
floor retail should be prioritized at the intersections
of 55th Street with Arapahoe Avenue, as well as
along an extension of Conestoga Court.
Within the three place types, there are overlapping
future land use allowances. However, each place type
prioritizes certain land uses in order to achieve the
unique character envisioned within different parts of
the Station Area.
Zoning changes to allow for higher density and
an increased mix of uses, as well as requirements
for active ground floors within the Station Area, at
least nearest to the proposed BRT stations, could
enable an increase in activity and critical mass near
the station. Additionally, an expanded allowance
for innovative housing types, such as micro-units
or live/work units, should be explored as this could
create additional affordable housing options while
maintaining defining characteristics of the Station
Area.
ACTIVE AND VARIED GROUND FLOOR
USES
Active uses on the ground floor contribute to sense
of place that makes nearby office or residential
spaces more desirable. Curating ground floors to
contain active uses like retail, restaurants, light
industrial, and community serving uses will increase
vibrancy and provide amenities to the surrounding
residents and employees.
CASE STUDY
WALKABILITY AND GROUND FLOOR ACTIVATION
Urban ‘walkability’ has connected the fields of
urban planning and design to broader issues
of public health, climate change, economic
productivity, and social equity. Density, functional
mix, and access networks are recognized as key
factors: density concentrates more people and
places within walkable distances; functional mix
produces a greater range of walkable destinations;
and access networks guides the flow of pedestrian
traffic through the area.
Pedestrian friendly zones are defined by three
points: (1) The area should be attractive to
pedestrians. Once they have arrived and are
presented with the functional requirements of
safe and manageably walkable routes, details such
placemaking, wayfinding, and district character
are needed to encourage the pedestrian to walk.
(2) The combination of routes and destinations
throughout the area must be safe and supportive
(friendly) to pedestrians. (3) The destinations in
the area must be within walking distance from
residences, offices, or vehicular connection points,
such as a transit zone.
Station areas are used to create a denser and
more walkable environment around transit
facilities. Typically, a station area is about 1/4 mile
in diameter and centered on the transit center
supplied with a mix of housing, offices, shops,
and services. Adding office and residential uses
in the mix assures a certain level of around-the-
clock activity. Regardless of their form and uses
a pedestrian-friendly community must provide
attractive, safe, and walkable access to these areas.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 43STATION AREA FRAMEWORK
RECOMMENDATIONS
• Apply zoning that aligns with the uses and
locations of the Place Types to the Station
Area. This may necessitate the creation
of new zoning districts or modification of
existing districts that emphasize or require
mixed use that includes light industrial uses.
• Consider the expansion of the existing
Form Based Code (FBC) to enable targeted
incentives within the Station Area for
development that aligns with TOD principles
as outlined in the STAMP.
• Provide technical assistance for property
managers and engage residential and
business tenants to provide ground floor uses
that serve the local community’s needs.
• Formalize the application of Station Area
Place Types within a larger Citywide Place
Types framework to create an area-specific
FBC.
• Update (or modernize) existing industrial
definitions to include allowances for uses
such as live/work, maker space, etc.
• Potential to repurpose some existing surface
parking into pedestrian-friendly development,
new circulation, and/or supportive spaces.
3B: (RE)DEVELOPMENT OPPORTUNITIES
When considering redevelopment or change in the
Station Area, there are four primary approaches that
could take place: 1) Renovation and/or Expansion,
2) Infill Development, 3) Redevelopment, and 4) No
Change. These approaches are described in greater
detail on the following pages, and an example
application of these approaches is suggested on the
map below.
This diagram is for illustrative purposes onlyRedevelopment Approach Diagram This diagram is for illustrative purposes only
55TH & ARAPAHOE STATION AREA MASTER PLAN • 45STATION AREA FRAMEWORK
RENOVATION AND/OR EXPANSION
Assuming that some change is desired by the
current or future private building and property
owners, a renovation or expansion may be the
appropriate approach. This approach best allows for
the preservation of some of the physical character
in the Station Area, while allowing for new needs to
be addressed. Within a renovation and/or expansion,
there are three primary types:
Support Current Use
There are some current uses and buildings within
the Station Area that will likely be appropriate in the
future. However, the current private use may wish
to expand to address the evolving needs of their
consumer base. Examples of supporting a current
use may include internal technology upgrades,
public realm enhancements or other improvements
that allows that use to continue to best serve the
community.
Add Use
It may be that a current use and building in the
Station Area is still viable but would benefit by
expending or diversifying its services either with
its existing tenants, or potentially new ones. The
addition of uses will help positively contribute to
the overall user experience in the area, as these new
uses are able to more nimbly address the immediate
needs of internal and external users. An example of
this may be an existing private office use desiring to
incorporate a publicly accessible coffee shop in their
building.
Adaptive Reuse
The fullest form of renovation and/or expansion of
a property would be an adaptive reuse of an existing
building or buildings. This type of redevelopment
has the greatest potential for retaining some of
the existing architecture and character of the area,
while responding to the new needs of the community
and realities of the market. Adaptive reuse should
prioritize interior renovations, with minimal impact
to the exterior, except when greatly contributing to
the quality of the public realm. Examples of this may
include a former warehouse or industrial space that
is now used as an office.
INFILL DEVELOPMENT (ON SURFACE
PARKING)
If a private building owner chooses to reinvest in their
property, but their current building size or quality is
inadequate for future needs, infill development of
existing surface parking is another approach. Given
the shared nature of much of the surface parking
in the Station Area, redevelopment of these spaces
needs to be carefully coordinated and calibrated to
ensure the parking and access needs are still met for
other existing business.
One primary infill strategy would be the construction
of a district-based garage or garage(s). By
consolidating the parking provision for a larger
area, smaller parking lots may become more viable
for infill development in support of the adjacent
businesses and uses.
REDEVELOPMENT
The greatest opportunity for change, however,
likely lies with full redevelopment of individual and
assembled parcels. Given the age, quality and scale
of many of the existing buildings, new development
may be required to fulfill expectations from new
tenants, many of whom will seek more space,
broader amenities, and higher building quality than
is currently provided. Notwithstanding the level
of market demand, it is critical to recognize that
current landowners have a disincentive to redevelop.
The dated nature of most of the buildings suggest
financing terms that were structured in the past and
provide reasonably low financial hurdles. Within the
context of a strong market, landowners can raise
rents without significant investment, and the market
data confirm this trend. Thus, there will likely need
to be substantial incentives to motivate developers
to move forward and redevelop structures that
otherwise generate sufficient net operating income
(NOI) to fulfill investment returns.
• Consider financing tools that provide
sufficient incentives to developers to catalyze
development.
• Determine levels and types of financial
subsidies/gap closure assistance to be made
available to developers looking to redevelop
properties in accordance with this plan.
• Review the City’s building and land use
codes and remove unnecessary barriers to
ensure that the scale and type of reuse and
redevelopment envisioned for the Station Area
is not being precluded.
• Encourage adaptive reuse for buildings as
identified on the Redevelopment Approach
diagram that can serve the needs of their users
and contribute to the preserving the existing
Station Area character.
• Create adaptive reuse guidelines to identify
character-defining features of buildings
identified for Adaptive Reuse on the
Development Approach diagram, ensure
renovation projects properly identify risk
NO CHANGE
The adoption of the 55th and Arapahoe Station Area
Plan does not mean that change will or must happen.
It only allows for it, and provides guidance for future
change. Redevelopment of individual properties is
determined by individual private property owners.
They may choose to renovate, expand or redevelop
altogether, or continue to operate in their existing
buildings and with existing uses.
factors, assess existing conditions, account for
structural needs and, establish a work program,
maximize potential uses and usable building
space, and remain sensitive to the surrounding
uses and context.
• Incentivize catalytic (re)development of
buildings near the intersection of Arapahoe
Avenue and 55th Street in particular, as these
are nearest the BRT station and could help
stimulate redevelopment in other parts of the
Station Area. See the Development Diagram for
more detail.
• Assemble a cross-department staff team to
review/guide development in the Station Area.
• Consider regulations for new development
which would require new development to
address community needs and civic amenity,
such as affordable housing, multimodal
connections to transit, and placemaking.
• Concentrate housing, employment, and retail
opportunities near the station to best leverage
the investment.
RECOMMENDATIONS
Diagrammatic step back example, City of Burlington Design Guidelines
55TH & ARAPAHOE STATION AREA MASTER PLAN • 47STATION AREA FRAMEWORK
3C: BUILDING FORM
Though land use prioritization varies throughout
the Station Area, there are four key tenets to
building design that should be addressed in any
redevelopment. The application of these tenets will
ensure that, regardless of use, the end products
are positively contributing to the quality of the user
experience.
VERTICALLY INTEGRATED MIXED USE AND
STACKING
Different place types will naturally result in
some horizontal mixed use development and
redevelopment in the Station Area. In order to
achieve the desired level of density and activity in
the Station Area, development should emphasize
a vertically integrated mix of uses of at least three
stories in support of an activated ground floor. While
commercial/office and residential are assumed to be
the primary uses above the ground floor, the ground
floor can house a multitude of uses.
SETBACKS
With rights-of-way that are relatively constrained and
a desire for active ground floors, 10-foot minimum
setbacks can provide public space in the Innovation
TOD (Residential) and Neighborhood TOD Place
Types. The setback will provide additional space for
amenities, such as café seating, outdoor displays,
micromobility elements, and landscaping. Within
these setbacks, mechanical units, HVAC, etc. should
be screened per design code standards so as to
not negatively impact the visual quality of the user
experience.
STEP BACKS
Concern was voiced throughout the engagement
process of a ‘canyon effect’, where large, monolithic
buildings, with little to no roof articulation,
constructed on both sides of the street edge would
diminish the experience due to a feeling a being
closed in. One primary tool in addressing these
concerns are step backs, where after a certain
height or floor, the upper floors ‘step back’ from the
Third Floor Set Back Example
primary façade. This does two primary things – first,
it provides a visual relief by creating a cascading
volume that steps down to the street. Second,
this provides an opportunity to activate the upper
floors as well, offering areas to gather adjacent
to but separate from the public realm. This step
back should occur after the second or third floor
depending on the scale of the development and
should align with the City’s existing form-based code
or with an area-specific form-based code. However,
in the Innovation TOD (Non-Residential) Place Type,
the step back can be minimized or reduced so long
as other elements of the building form contribute to
the positive user experience at the ground floor.
Additionally, given the proximity of established,
single family residential neighborhoods , similar step
backs should be employed in order create a ‘wedding
cake effect’, where buildings step down towards
lower scale developments.
BUILDING ARTICULATION
Along with step backs, attention should be given to
the overall building form and the placement of doors
and windows, especially along street fronts that
continue unbroken for a longer distance. The building
face should not extend more than 300’ along the
same plane without some sort of notable change
in volume, setback or material along both 55th and
Arapahoe. Internal to the development, the building
face should not extend more than 200’ unbroken to
create a greater level of urban ‘texture’ and variety in
the user experience. The expectation is that tenant
improvements are catering towards smaller spaces
within standard floor plate sizes, as opposed to
• Consider expanding Boulder’s form-based
code to the 55th and Arapahoe Station Area
to provide more detailed standards on step
backs and building articulation to enforce
the importance of designing public spaces
at a human scale. Future form-based code
regulations are assumed to supersede specific
numerical recommendations in this section.
• Work with developers to ensure buildings
step back after the third story to mitigate the
‘canyon effect’ and create a more comfortable
human scale. Consider utilizing stepped back
areas for patios, planters, and shared open
space that is accessible for building users.
• Work with developers, create regulatory tools,
or apply design guidelines to ensure that
new buildings within the Station Area provide
regular articulation and detail, such as accent
lines, wall recesses, projections, balconies,
awnings, and material changes, to create visual
interest.
RECOMMENDATIONS
large, industrial, single-use spaces. Floor-to-floor
heights are a critical determinant for industrial uses,
and ground floors above 14’ in height should not
count towards multiple floors if that use still actively
engages the public realm.
Precedent Images that describe the character and quality of transportation and mobility in the future station area
55TH & ARAPAHOE STATION AREA MASTER PLAN • 49STATION AREA FRAMEWORK
3D: TRANSPORTATION AND MOBILITY
The Station Area Framework envisions an inviting
and accessible multimodal network that provides
strong connections within the Station Area and to the
surrounding community for all residents, employees,
and visitors. Implementation of the Station Area
Framework will improve the mobility of people, goods,
and services by improving transportation options
for travelers. The STAMP integrates infrastructure
and policy recommendations to ensure a complete
transportation network that encourages multimodal
travel.
This diagram is for illustrative purposes onlyStreet Types Diagram This diagram is for illustrative purposes only
Note: Dotted Lines in the
Street Hierarchy indicate
street alignments that do not
currently exist today.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 51STATION AREA FRAMEWORK
AN INTERCONNECTED NETWORK OF
STREET TYPES
The proposed street network in the 55th and
Arapahoe Area focuses on providing access to safe
and comfortable streets for all users. The Preferred
Concept - Street Types Diagram details the proposed
street hierarchy and types. These streets are defined
by Boulder’s Design and Construction Standards,
Pedestrian Crossing Treatment Installation
Guidelines, and other Boulder policies and standard
practices in contemporary street design. This
section begins with a discussion of the two arterial
roadways that create the major axes of the Station
Area – 55th Street and Arapahoe Avenue – and then
details each of the four proposed street types with
considerations for specific applications within the
Station Area.
55th Street
55th Street plays an important role in the overall
transportation system and the short and long-term
success of the 55th and Arapahoe Station Area
Master Plan. 55th Street is the main north – south
transportation corridor in this subcommunity
of Boulder and provides connectivity to major
destinations including the Municipal Airport, multiple
neighborhoods, industrial parks, recreational
facilities, other transportation corridors and several
businesses, to name a few. Additionally, 55th is
an important street in the area that supports the
delivery of goods and services to the current and
future land uses.
As redevelopment occurs along 55th Street,
access management should be considered and
new driveways or access should only occur on side
streets like Western Avenue and Conestoga Court.
Access management strategies will improve the
safety and comfort of people walking and biking by
reducing the number of driveways, which create
conflict zones with turning vehicles. Limiting access
points also improves the movement of through traffic
and reduces vehicle conflicts and crashes
An initial analysis of the existing conditions and
traffic volume data was completed, and ideas for
conceptual street cross-sections on 55th Street were
developed. The cross-sections can be found in the
appendix. Below is a list of the cross-sections that
were considered:
• Alternative 1: Multi-use Path within the existing
ROW – Four travel lanes, one center left turn lane,
and two multi-use paths.
• Alternative 2: Multi-use Path with dedicated
ROW – Four travel lanes, one center left turn lane,
amenity zones , and two multi-use paths.
• Alternative 3 : Horizontally Separated Bike
Lanes with dedicated ROW – Four travel Lanes,
one center left turn lane, buffered bike lanes,
amenity zones, and sidewalks.
• Alternative 4: Vertically Separated Bike Lanes
with dedicated ROW – Four travel Lanes, one
center left turn lane, curb and vertically separated
bike lanes, amenity zones, sidewalks.
Based upon the initial analysis and limited resources,
it is recommended that a full Corridor Plan be
completed to develop the vision for 55th Street and
its functionality in the larger transportation system.
55th Street, Looking North – Potential Future Condition
55th Street, Looking North – Existing Condition
This rendering is for illustrative purposes only
2040 VISION The long-term vision for East
Arapahoe includes:
• Two general-purpose traffic
lanes are maintained in each
direction, except in a portion
of Character District D and in
District E, where the existing
condition will be retained.
• Regional BRT service connects
downtown Boulder to I-25 and
Brighton via State Highway 7.
BRT operates in business access
and transit (BAT) lanes. BAT
lanes also accomodate HOVs,
local buses, right-turning vehicles,
and new technologies such as
shared autonomous/connected
vehicles.
• Raised protected bike lanes,
with a multi-use path, except
in Character District E; the
protected bike lane may be set
back from or adjacent to the
street.
• Amenity zones enhance the
streetscape and public realm.
EAST ARAPAHOE TRANSPORTATION PLAN | 2155TH & ARAPAHOE STATION AREA MASTER PLAN • 53STATION AREA FRAMEWORK
Arapahoe Avenue, Looking West – Proposed Condition
Arapahoe Avenue, Looking West – Existing Condition
Arapahoe Avenue
The East Arapahoe Transportation Plan
sets out a long-range vision that will
be implemented over time, with safety,
access, and mobility improvements that
can be phased incrementally to improve
conditions for people working and living
in the corridor now and into the future.
In the future, East Arapahoe Avenue will
include the following features:
•Two general-purpose traffic lanes in
each direction
•Curbside business access and
transit lanes accommodate local
and regional transit, right-turning
vehicles, high occupancy vehicles
and new technologies such as shared
autonomous and connected vehicles
•Raised separated bike lanes with
a multi-use path create safe,
comfortable places for people to walk
and bike
•Amenity zones enhance the
streetscape and public realm
As redevelopment occurs along the
north and south sides of Arapahoe
Avenue, access management should be
considered, and new driveways or access
should only occur on side streets like
Conestoga Street and Range Street.
The East Boulder Connections Plan
includes the right-of-way plan
applicable to Arapahoe Avenue within
the area of the East Boulder
Subcommunity Plan.
East Arapahoe Transportation Plan Existing Arapahoe Avenue Section
This rendering is for illustrative purposes only
55TH & ARAPAHOE STATION AREA MASTER PLAN • 55STATION AREA FRAMEWORK
ACTIVATION STREET – CONESTOGA COURT (Conestoga Street to 56th Street)
Activation Street – Conestoga Court (Conestoga Street to 56th Street) Section and Plan Location Diagram
This new street is envisioned as the “main street”
for the Station Area and will provide access to
residential and non-residential Innovation TODs
and accommodate pedestrian, bicycle, and motor
vehicle travel. Conestoga Court facilitates access
to the future multi-use path along Dry Creek Ditch
#2 to the east side of 56th Street. The street
design on Conestoga Court includes wide detached
sidewalks to facilitate active ground floors that
may include cafes, restaurants with outdoor dining,
or commercial space that allows visitors to dwell
and enjoy enhanced pedestrian amenities while
still allowing 8’ of passable space. The roadway is
multimodal and is intended for pedestrians, bicycles,
and slow-moving motor vehicles. No dedicated
bicycle facility, such as a bike lane, is planned as this
street is designed to be a shared environment for
bikes and cars. It has one travel lane in each direction
and curbside parking lanes on both sides. Enhanced
pedestrian facilities, like a raised intersection at 54th
Street, are proposed to keep vehicle speeds low and
improve the experience for people walking or biking
through the area.
Activation Street
Local Street Running along the westernmost edge of the Station
Area, Range Street will provide pedestrian, bicycle,
and motor vehicle access to the non-residential
Innovation TOD place types. Pedestrians may
utilize the detached sidewalk on the east side of the
roadway as well as the detached multi-use path on
the west side of the roadway. The multi-use path
will serve as part of Boulder’s low-stress network,
offering a facility for people biking who may not
be comfortable sharing the roadway with vehicles,
particularly heavy vehicle traffic. The roadway
design, however, will provide a safe options for
bicyclists who feel comfortable riding in mixed traffic.
One 8’ parking lane on the east side of the roadway
and 8’ wide amenity zones to support street trees
and other amenities are included as well.
LOCAL STREET – RANGE STREET (Arapahoe Avenue to Railroad)
Local Street – Range Street (Arapahoe Avenue to Railroad) Section and Plan Location Diagram (opposite page)
Mountable element, rollover curb example
Range Street, as well as other local streets described
in this section, will be designed with intersections
to allow for delivery and heavy vehicle operations,
such as small curb radii with mountable elements
to allow for large vehicle turning movements to
occur. Prior to implementation of any mountable
element (typically an additional element in addition
to the curb), determination of the design would
want to be agreed upon to determine if a mountable
element is needed. Treatments such as raised
driveway crossings, crosswalk markings, or green
markings at intersections and driveways to reduce
pedestrian conflicts are proposed and reduce
crossing distances, while still creating a comfortable
experience for all users.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 57STATION AREA FRAMEWORK
LOCAL STREET – CONESTOGA COURT (Range Street to Conestoga Street)
Local Street – Conestoga Court (Range Street to Conestoga Street) Section
Plan Location Diagram
Conestoga Court from Range Street to Conestoga
Street is a new street running through the non-
residential Innovation TOD place types connecting
the western edge of the Station Area to the
main activation corridor. Conestoga Court will
accommodate pedestrians and bicyclists with two
12’ multi-use paths detached by 8’ amenity zones, as
well as a shared roadway condition for people biking.
Two 10’ travel lanes should encourage slow vehicle
speeds for bicyclists to be comfortable operating
with motor vehicles. Two 8’ curbside parking lanes
are also proposed.
Additionally, the network of multi-use paths within
the station area will provide a low stress off-street
option for people riding bikes, walking, and riding
other micromobility devices, such as e-scooters,
and make connections to the residential area to the
south or the Boulder Creek Path to the north.
Plan Location Diagram
LOCAL STREET – CONESTOGA STREET (Arapahoe Avenue to Conestoga Court)
Local Street – Conestoga Street (Arapahoe Avenue to Conestoga Court) Section
This section of Conestoga Street lies between the
non-residential and residential Innovation TOD
place types and will facilitate access to the Station
Area from the south via the existing traffic signal
at Arapahoe Avenue. Similar to Range Street,
Conestoga Street will support pedestrians and
bicyclists with one 8’ multi-use path on the west
side, as well as a 5’ sidewalk on the east side and
a roadway designed for people biking to share the
roadway with vehicles. The roadway design contains
two 12’ travel lanes and two 8’ curbside parking
lanes.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 59STATION AREA FRAMEWORK
LOCAL STREET – CONESTOGA STREET (Conestoga Court to Western Avenue)
Local Street – Conestoga Street (Conestoga Court to Western Avenue) Section
The northern end of Conestoga Street also sits
between non-residential and residential TOD
place types and has a similar proposed layout to
the segment south of Conestoga Court. The main
difference is that this section will contain two 6’
sidewalks with 7.5’ amenity zones instead of one
sidewalk and one multi-use path. People biking from
the south may continue east or west on Conestoga
Court to access the activation area or Boulder Creek
Path, or they may comfortably share the roadway
with vehicles on this block. The roadway contains
two 12’ travel lanes and two 8’ curbside parking
lanes. Plan Location Diagram
LOCAL STREET – CONESTOGA STREET (Arapahoe Avenue to Neighborhood) - New Street
Local Street – Conestoga Street (Neighborhood to Arapahoe Avenue) Section
In the southernmost end of the Station Area,
Conestoga Street connects to the existing multi-use
path leading to Brandt Court in the neighborhood
south of the Station Area. This will be a new street
containing a 10’ multi-use path on the west side and
6’ sidewalk on the east side, both with 8’ amenity
zones, to align with the northern sections. The
proposed roadway will accommodate people biking
and slow-moving motor vehicle traffic with to 12’
travel lanes. Additionally, two 8’ curbside parking
lanes are proposed.
Plan Location Diagram
55TH & ARAPAHOE STATION AREA MASTER PLAN • 61STATION AREA FRAMEWORK
LOCAL STREET – WESTERN AVENUE (Range Street to 56th Street)
Local Street – Western Avenue (Range Street to 56th Street) Section
Western Avenue spans the northern end of the
Station Area from east to west, creating a connection
between the nonresidential and residential
Innovation TOD areas. The proposed layout for
Western Avenue will provide two 8’ multi-use paths
with 7.5’ amenity zones for people walking and
biking, as well as shared 12’ travel lanes for bikes and
motor vehicles. One 8’ parking lane on the south side
of the roadway is also recommended.
Plan Location Diagram
LOCAL STREET – 56TH STREET (Arapahoe Avenue to Conestoga Court)
Local Street – 56th Street (Arapahoe Avenue to Conestoga Court) Section
Situated on the eastern side of the Station Area,
56th Street runs north and south serving the
neighborhood TOD and residential Innovation TOD
areas. Narrow existing R.O.W. on 56th Street provides
room for 6’ sidewalks with 6’ amenity zones to
support pedestrians and a 16’ shared two-way travel
lane for bicyclists and slow-moving motor vehicles.
Two 8’ curbside parking lanes are also planned.
Because 56th is further from the industrial land
uses, less heavy vehicle traffic is anticipated, which
should create a comfortable slow street for shared
bicycling conditions.
Plan Location Diagram
55TH & ARAPAHOE STATION AREA MASTER PLAN • 63STATION AREA FRAMEWORK
PEDESTRIAN – BIKE – EMERGENCY ACCESS STREET
Pedestrian – Bike – Emergency Access Street Section
The Pedestrian – Bike – Emergency Access Street
Type is planned for two locations within the study
area. The far east segment of Conestoga Court
(east of 56th Street) and the existing alley south of
the commercial business strip south of Arapahoe
Avenue. This street type will consist of a 14’-wide
shared street flanked by two 8’-wide amenity zones
that would support trees and other pedestrian-scale
features. These streets would only allow bicycle,
pedestrian, micromobility devices, and emergency
vehicles as needed.
Plan Location Diagram
New Local Streets (standard sidewalks) – Western Avenue (55th Street to 56th Street), 54th Street (Arapahoe Avenue to Western Avenue), Conestoga Street (Western Avenue to Railroad), 56th Street (Conestoga Court to Western Avenue) Section
New local streets recommended for the Station Area
that do not fall within any of the previously described
sections are designed with a typical section
containing 6’ sidewalks with 8’ amenity zones, two
10’ travel lanes, and two 8’ curbside parking lanes.
The addition of these streets complete the street
network within the Station Area.
NEW LOCAL STREETS (STANDARD SIDEWALKS) – Western Avenue (55th Street to 56th Street),
54th Street (Alley to Western Avenue), Conestoga Street (Western Avenue to Railroad), 56th Street
(Conestoga Court to Western Avenue)
Plan Location Diagram
55TH & ARAPAHOE STATION AREA MASTER PLAN • 65STATION AREA FRAMEWORK
MULTIMODAL CONNECTIVITY
The street network accommodates several
transportation modes, including walking, bicycling,
micromobility, transit and driving. The supporting
infrastructure proposed for the Station Area is
designed to interconnect safely and facilitate easy
transfers between modes. The following section
identifies the needed infrastructure and respective
considerations for each of the modes.
PROPOSED ENHANCED INTERSECTION
IMPROVEMENTS INCLUDE:
• Signalized Intersection Improvements:
crosswalks, pedestrian refuge islands,
and operational improvements, leading
pedestrian intervals, turn restrictions, and
pedestrian recall.
• Unsignalized Intersection (stop sign)
Improvements: curb extensions, crosswalks,
pedestrian refuge islands, and traffic circles.
• Mid-block Improvements (should be
considered for all long (~400 feet or longer)
commercial and residential blocks): Raised
and/or marked crosswalks for high volume
crossings, curb extensions to enhance
crossing visibility at lower volume crossings.
Proposed Walking Network
A well-connected walking network reduces the
distances people have to travel to reach their
destinations and increases the options for routes of
travel that will ultimately facilitate more walking trips.
The improvements proposed for the Station Area
include detached sidewalks and enhanced street
crossings. These improvements will comfortably and
safely connect people to the places they live, work,
and play.
In addition to sidewalks, well-designed crossings are
a critical element in creating a comfortable and safe
walking experience. In the Station Area, signalized
and unsignalized intersections and marked midblock
crossings will be the primary crossing locations
for pedestrians , as shown on the Intersection
Improvements and Bike Facilities map.
Enhanced intersection pedestrian crossing
Enhanced midblock pedestrian crossing
DEFINITIONS:
Leading Pedestrian Intervals (LPI) provide pedestrians with a 3-7
second head start when crossing an enhanced intersection before
vehicles traveling in the same direction get a green signal. This
provides increased visibility for pedestrians in the crosswalks before
vehicles are allowed to perform turning movements.
Pedestrian Signal Recalls provide a pedestrian walk signal at every
signal cycle. This is used in places where high pedestrian traffic is
anticipated and helps create a more pedestrian, transit, and bicycle-
friendly environment.
This diagram is for illustrative purposes onlyIntersection Improvements and Bike Facilities Diagram This diagram is for illustrative purposes only
Proposed Biking and Micromobility Network
The bicycle facilities proposed within the Station
Area Framework are designed to complement
the existing robust system of multi-use pathways
surrounding the Station Area. Additionally, the
proposed biking and micromobility network was
informed by input from the community and City
of Boulder staff, and from recent input received
from the community and City of Boulder staff.
The facilities are shown on the Intersection
Improvements and Bike Facilities map and are a
mixture of on- and off-street facilities to support
comfortable and safe bicycling and for people
utilizing other micromobility devices, such as electric
scooters and skateboards.
As discussed in the street type narrative, the main
arterials, 55th Street and Arapahoe Avenue, are
planned to have separated bicycle facilities. With
the exception of Conestoga Court and the segment
of Conestoga Street between Arapahoe Avenue and
Conestoga Court, a Neighborhood Green Street
approach has been applied for people bicycling or
using micromobility devices on streets within the
Station Area. Traffic calming elements like curb
extensions, median islands, and neighborhood traffic
circles should be considered to keep traffic volumes
and speeds low to provide a safe and comfortable
environment for all users of the roadway. Multi-use
paths on both sides of the street are recommended
for Conestoga Court and the segment of Conestoga
Street between Arapahoe Avenue and Conestoga
Court to provide a dedicated facility, separated from
vehicles, for people accessing the Station Area or
connecting to the Boulder Creek Path north of the
medical campus.
Off street micromobility parking
Multi-use path crossing
Proposed Transit Network
A key feature of the Station Area will be the high
frequency, high quality regional Bus Rapid Transit
(BRT) service along Arapahoe Avenue. The BRT
route will connect the Station Area to the Downtown
Boulder Transit Station and communities to the east.
In addition to the BRT, the planned high frequency
HOP transit service connection along 55th Street
to Boulder Junction Station will provide convenient
and regular connections between the Station Area
and another vibrant TOD with additional transit route
connections. The transit service along 55th Street will
provide a convenient connection to walking, bicycling,
and shared micromobility for Flatiron Park employees
and visitors to connect to the BRT on Arapahoe
Avenue. The FF6 Flatiron Flyer route, suspended due
to the pandemic, is expected to be reestablished in
the future and will provide additional connections
to Boulder Junction, as well as communities to the
south and Denver Union Station.
In the Station Area itself, the BRT and transit routes
along Arapahoe Avenue will be accessed by two
enhanced transit stations at the intersection of
55th Street and Arapahoe Avenue. Both eastbound
and westbound stations are envisioned to have
curbside boarding that will include a comfortable
shelter, seating, lighting, signage, and bicycle and
micromobility parking. Additional mobility hub
elements are recommended for the station and
outlined in Chapter 4. These curbside stations are
not envisioned to be Park-n-Rides. Most patrons are
expected to arrive or depart from the stations by foot,
bicycle, or electric micromobility. Vehicular parking
for patrons arriving by personal vehicle, car share, or
vanpool will be available in shared parking lots and/or
parking structures distributed throughout the Station
Area. Notably, the City has completed the design to
enhance the current eastbound transit stop east of
55th Street with a shelter, seating, bicycle parking,
and trash cans and will begin construction in 2022.
Transit stop kiosk
Transit stop bicycle storage
55TH & ARAPAHOE STATION AREA MASTER PLAN • 67STATION AREA FRAMEWORK
SUPPORTIVE STRATEGIES
There are many management strategies
that improve the operational efficiency of a
transportation network and also support and
encourage multimodal travel. This section describes
the curbside and parking management, TDM, and
mobility hub strategies that will support comfortable
navigation throughout the Station Area by people
using any combination of travel modes.
Curbside and Parking Management
Effective, efficient, and easy to use and understand
curbside and parking management in the Station
Area will be critical to support the industrial and
commercial businesses and provide a convenient
location for travelers to park their mode of travel
when not on foot. A district shared parking strategy,
guided by Access Management and Parking
Strategies (AMPS), that follows SUMP principles
– shared, unbundled, managed, and paid – is
envisioned for on- and off-street (surface lot or
garage) parking spaces in the Station Area (see
Chapter 4 for more detail). District parking will allow
parking spaces to be shared among multiple land
uses throughout the day. For example, office and
flex industrial buildings will have a higher demand
during the day while restaurants and bars will see
demand for parking spaces for their employees and
customers peak in the evening. The same parking
space could be used by multiple different land uses
and users throughout the day, rather than sitting
empty after an office employee goes home for the
day.
Parking management strategies such as locating
short-term parking on-street close to high turnover
businesses such as coffee shops and pricing on-
street parking higher than off-street parking will
further support the efficient use of the parking
supply. Encouraging retail employees to park in On street micromobility temporary parking
Curbside delivery zone
off-street facilities on the edges of the Station Area
through incentives or lower priced parking spaces
will provide more spaces for customers and visitors
in the heart of the development. By optimizing
parking supply, additional space is freed up for
pedestrian amenities and catalyzing land uses.
In addition to managing the curb for vehicle storage,
space needs to be provided for freight vehicles
to load and unload goods, micromobility parking,
Transportation Network Companies (TNCs), such as
Uber and Lyft, to pick up and drop off passengers,
and more recently, curbside pick-up of goods by
residents and visitors. All of these users must
share the limited space within the ROW and at
the curbside. There are many strategies to use
this space efficiently, such as real-time loading
zone reservations and dynamic on-street parking
pricing. The City has kicked off the development of a
Curbside Management Policy and Program that will
establish guidance for the Station Area to manage
this high demand resource as new development and
people move to the area.
As the Station Area redevelops and more people live,
work, visit, and are employed in the area, the parking
demand will increase. However, it is not anticipated
to be developed at rates seen in other less dense,
more suburban areas in the Front Range because
many people will choose to use the high-quality
multimodal transportation network rather than drive.
There are many surface parking lots in the Station
Area that are likely underutilized at times throughout
the day based on studies of similar surface lots in
Boulder. These unoccupied, but already constructed
parking spaces can provide opportunities to phase
the construction of new parking spaces during
redevelopment. This in turn will support the full
implementation of the District shared parking
strategy and construction of garage(s), as discussed
in Chapter 4. Temporary parking space reuse
Van pool parking
55TH & ARAPAHOE STATION AREA MASTER PLAN • 69STATION AREA FRAMEWORK
There are currently six ChargePoint electric vehicle charging stations in the Station Area
Transportation Demand Management
Boulder is well known for its cutting-edge
Transportation Demand Management (TDM) policies
and practices and many of the strategies can be
implemented right away in the 55th and Arapahoe
Station Area. In particular, the TDM strategies
employed at the Boulder Junction development can
provide an excellent model for the developing 55th
and Arapahoe Station Area. At Boulder Junction, all
residents and employees receive an RTD EcoPass,
which is an annual, unlimited ride transit pass, a
membership to Colorado Carshare, and BCycle
bikeshare memberships. These on-going TDM
programs are funded through the TDM Access
District, a general improvement district that collects
property taxes from residential and commercial
developments. See Chapter 4 for more information
about the recommended district approach for this
Station Area.
Mobility Hub Strategies
A critical element in the Station Area will include
mobility hubs at the BRT stations and a suite of
mobility hub features strategically distributed
throughout the area to support adjacent land uses
and the transportation network. A mobility hub is a
convergence point that seamlessly integrates various
modes with a focus on improving traveler experience
through high-quality infrastructure and amenities.
Additionally, mobility hubs provide an opportunity to
prioritize social equity, enhanced sense of place, and
effective partnerships.
Mobility hubs are context-sensitive solutions
that are adaptable to a variety of locations, from
neighborhoods to major urban centers. Each location
requires a unique design and mixture of elements,
but many include the features described in this
section. Some of these mobility hub elements
function best when distributed throughout a
district (such as wayfinding), while others should
be prioritized at key points (such as Public WiFi
at transit stations). An in-depth analysis of local,
regional, and national best practices for mobility
hubs informed this recommendation and a list of
resources can be found in the Appendix.
Secure Private Bike and Micromobility Parking Areas
Secure bike and micromobility parking areas may
include cages, rooms, or lockers for storage with
access limited to registered users. If shared, such
facilities should also include racks that allow users
to lock their devices via the frame. Secure parking is
recommended at key locations within the 55th Street
and Arapahoe Avenue development, including BRT
Stations and within mixed-use areas for long-term
storage; meanwhile, standard bike racks should be
distributed throughout the development for short-
term storage needs.
Shared Micromobility Access and Parking
Micromobility parking provides designated space
for people to access shared docked and dockless
devices such as e-scooters and e-bikes. The
designated space may be on-street (e.g. a re-
purposed vehicle parking stall) or off-street on the
raised curb adjacent to the sidewalk, in which case,
the micromobility parking area should be designed
to minimize obstruction to the pedestrian area.
Micromobility parking is relatively low-cost and
should be located frequently throughout the 55th
Street and Arapahoe Avenue development.
Private and Shared Micromobility Charging
Private and shared micromobility device charging
consists of infrastructure that can be used to
recharge e-scooters or e-bikes. This may be a
docking station or regular electricity outlets with
explanatory signage and branding. Micromobility
charging is important to locate at busy micromobility
parking locations such as BRT Stations or within
mixed-use areas.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 71STATION AREA FRAMEWORK
CASE STUDY
MANAGING PARKING AND INDUSTRIAL
SANCTUARIES
Central Eastside, Portland
The Central Eastside (CES) Urban Renewal Area is
a subdistrict of Portland’s Central City historically
known for industrial services, warehousing and
distribution, and manufacturing. The area is now
considered a major employment center with a
unique character, where preserved historic buildings
exist among new developments. Over time, more
intensive industrial businesses have moved away
from the district because of operational constraints
such as small blocks and the area’s grid pattern.
A majority of CES is designated as an Industrial
Sanctuary which encourages the growth of industrial
activities by preserving land for manufacturing
purposes. Strategies for this preservation that
should be considered for implementation of the
STAMP include the use of several zone districts
that prioritize industrial uses, the provision of
overlays that protect historic resources and
waterfront, and the creation of mixed use zones
that allow for housing, commercial, and industrial
uses to exist together. As the area grows, parking
has been a significant concern for the adjacent
neighborhoods, residents, and business owners. The
plan developed the following key actions to address
parking concerns, beginning with the creation of a
Transportation and Parking Advisory Committee,
which has implemented recommendations such
as permit and meter districts, simplified parking
zones, and customer priority areas. Cohesive parking
management has shown to be an effective strategy
for the area that should be considered for the 55th
and Arapahoe Station Area as well.
Jump bus in Boulder
Bicycle share in Boulder
Electric Vehicle Charging
Electric Vehicle (EV) Charging consists of
infrastructure that people can use to recharge
electric vehicles. Typically, designated parking
spaces have chargers next to them so that drivers
can leave cars charging while they are away. EV
charging should typically be installed for off-street
parking spaces, such as in the 55th and Arapahoe
district parking garages.
Car Share
Car Share describes a system in which registered
users have access to a shared vehicle or fleet
of vehicles as an alternative to personal vehicle
ownership. Designated Car Share spaces are
recommended throughout the 55th Street and
Arapahoe Avenue development, with the exception
of at the BRT stations where pedestrian and
micromobility travel should be prioritized.
Vanpool
Vanpool is an arrangement where people travel
together in a van, typically for commuting or
connecting to a major transit station. For the 55th
Street and Arapahoe Avenue development, vanpool
spaces should be located in garages throughout the
development and near the BRT stations to support
commuters. The City of Boulder’s TDM Program
(discussed on page 64) provides monthly subsidies
to all vanpool riders.
Wayfinding
Wayfinding connects people to places through a
system of navigation that may consist of signage,
pavement markings, maps, information kiosks, and
other materials. Wayfinding should support travelers
throughout the 55th and Arapahoe Station Area
development, particularly where people transfer
between transportation modes.
Curbside Management
Curbside Management is a collection of policies
and practices put in place to allocate uses of the
public right-of-way for vehicle and micromobility
parking, loading, deliveries, and other activities such
as temporary parklets or outdoor dining space.
Curbside Management is a best practice throughout
mobility hub areas.
Public Information Display
Public Information Displays (PIDs) are screens that
provide real-time travel information to riders that may
include the current time, arrival and departure times,
bus gate locations, car share and micromobility
locations and availability, and other useful details.
PIDs are strongly recommended at transit stations, as
well as other key locations including parking garages
and in residential buildings. For example, PIDs in
elevators or lobbies can assist people in trip planning
on their way out the door.
Public WiFi
Public WiFi offers free access to the internet in
community-oriented places such as transit stations.
Public WiFi can enable travelers to utilize mobile
trip planning, wayfinding, or fare payment. The 55th
Street and Arapahoe Avenue development should
include Public WiFi at BRT stations.
Parcel Delivery Lockers
Parcel delivery lockers are a collection of secure
containers where delivery services may drop off or
pick up packages, typically located in a convenient
and centralized place such as a grocery store or
transit station. Parcel delivery lockers can greatly
increase the efficiency of delivery service trips and
consolidate delivery vehicle traffic onto designated
roadways. Parcel delivery lockers are recommended
to be included in residential buildings and at BRT
stations within the 55th Street and Arapahoe Avenue
development.
• Prioritize and initiate a 55th Street
Corridor Study.
• Develop Access Management guidance for
Arapahoe Avenue and 55th Street for reference
during the development process.
• Coordinate with shared micromobility providers
to identify and delineate parking areas both
on and off street in strategic locations as
redevelopment occurs.
• Develop parking management, transportation
demand management (TDM) strategies,
and mobility hub guidance for developers
referencing Access Management Plan guidance.
»Expand the existing TDM programs
established in Central Area General
Improvement District, University Hill
General Improvement District, and Boulder
Junction Access District to the Station
Area district. Ensure that TDM strategies
are implemented by existing and future
developers and employers. Coordinate with
RTD to establish an EcoPass for employees
and residents.
»Develop procedures and/or standards to
ensure mobility hubs are constructed by
new development.
»Establish parking demand triggers to
initiate parking management including
time-limit restrictions, paid parking, and
enforcement.
»Identify surface parking lots in key
distributed locations throughout the
Station Area and work with owners to
establish shared parking agreements
as part of the shared parking phasing in
advance of the construction of parking
garages. Establish programs to encourage
Station Area retail and restaurant
employees to utilize surface lots instead of
on-street parking spaces .
• Identify pilot project recommendations, which
could include:
»Create temporary micromobility parking
areas using paint, rubberized curbs, and
plastic bollards to test location utilization
rates.
»Deploy private and shared micromobility
charging infrastructure at high use
micromobility parking areas.
»Work with local organizations that
manage car share and vanpool to see
if subsidized pilot programs would be
available for the first year of the BRT
station opening.
»Implement pop-up parklets to
demonstrate alternative parking lane curb
lane uses.
• Position mobility hub elements, such as shared
e-bikes and e-scooters, at strategic locations
such as major destinations and employers.
» Deploy “mini” mobility hubs could
encourage to sustainable transportation
modes for first and final mile connection to
transit, especially for in-commuters.
• Explore a microtransit circulator shuttle
that connects to both the BRT and the HOP
extension.
»Consider funding through a public-
private partnership.
RECOMMENDATIONS
55TH & ARAPAHOE STATION AREA MASTER PLAN • 73STATION AREA FRAMEWORK
District Centered Retail
Small Scale Commercial Storefronts
Ground Floor Retail under Parking
55TH & ARAPAHOE STATION AREA MASTER PLAN • 75STATION AREA FRAMEWORK
3E: INCLUSIVITY AND AFFORDABILITY
Market pressure in Boulder is strong and affects all
types of development, including industrial, office,
multifamily rentals, and all types of ownership
residential. Given the degree of pressure, affordable
options throughout the city are limited. Cultivating
inclusivity and affordability has been an important
theme for this plan, and a particular focus among
community stakeholders.
With expanded transit service, improved
micromobility access and a bikeable and walkable
urban fabric, the Station Area will have a strong
framework for inclusive growth. A challenge to this,
though, will be to carve out community amenities
amidst the ever-growing market pressure. Market
research conducted as part of this plan identified
a surge of interest from large tech firms who bring
resources that surpass most local firms. Thus,
affordable commercial options are increasingly
important in addition to the historic residential
affordability challenges that are well documented.
Inclusive and affordable growth strategies will need
to be intentional and encompass both large- and
small-scale efforts.
Given that affordability is a challenge for both
commercial and residential space, if the market is
left to its own devices redevelopment in this area
is unlikely to be affordable at levels desired by the
community. To address this, the following strategies
can be used to promote inclusive and affordable
growth in the Station Area:
Small Scale Development/Affordability by Design
Scale will be a key aspect of maintaining affordability
and inclusivity. Smaller housing units, offices, maker
spaces, studios and retail spaces may be more
costly per square foot, but provide a more affordable
option for individuals, organizations and firms
willing to accept a smaller space in order to enjoy a
better location and attractive amenities. Breaking
larger blocks and parcels into smaller development
opportunities will also provide access to investors
and developers that cannot always compete on
larger projects.
Affordable Commercial
As outlined in the Appendix, the commercial nature
of the Station Area has been changing from primarily
industrial to more flex and office space. With that, the
cost of renting in the area has changed as well. While
historically seen as an “affordable employment”
location, this has not been true of this area for
a number of years. With the City’s employment
landscape continuing to shift towards high tech and
similar tenants, flex and office market is becoming
more competitive, and there is increasing pressure to
adapt old industrial sites to these uses.
There are a number of ways to prioritize affordable
employment space as the station area redevelops;
however, due to the strength of the market, in
general any strategy will require City and/or district
involvement.
One specific area to address affordable commercial
is in ground floor spaces. Many times getting a “first
space” is challenging for a business that is just
starting up, particularly in established markets. A
strategic approach to ground floor spaces can help
provide access for small, new, and less resourced
businesses. There are several mechanisms being
employed successfully in other communities to
provide better curation and management of ground
floor spaces. Ground floor easements, master
leases, shared management and other strategies are
allowing governments and other entities to better
cultivate the mix and type of tenants that they desire.
There are many complexities related to providing
affordable commercial space. The recommended
path forward is to build on the local success
established by the City elsewhere in Boulder, and
to empower a general improvement district to
own and manage affordable commercial within a
parking garage development. Similar to the City’s
approach to parking structures that it owns and
operates in other districts, this district would act as
the landlord and have specifications for how spaces
are advertised and managed as well as the criteria
for tenant selection. Tenants would be identified
consistent with the City’s retail and services strategy,
and would enable the City to replicate its success
within the Station Area at 55th and Arapahoe.
Affordable Residential
There is a strong interest from the community and
stakeholders to increase the supply of affordable
and mixed income housing throughout the Station
Area, providing both rental and ownership housing
at a mix of price points to support a diverse
community. Mixed-income housing communities
are developments that comprise differing levels
of affordability, with some units at market rate
and others available to low- and moderate-income
households through the City’s affordable housing
programs. Affordable and mixed-income housing can
be realized in a variety of housing types including
apartments, townhomes, and mixed-use. Because
mixed-income housing is typically more diverse
and higher density, it is a complementary use to
incorporate within a transit-supportive district, and
access to transit can provide additional benefits to
residents.
While affordable housing is a key goal of this area’s
redevelopment, as an industrial area transitioning
into a mixed-used district, context residential
development is likely to be more of a challenge than
commercial. The plan will “move with the market” –
Curated Public Art in RiNo
RiNo Apartments
Industrial Adaptive Reuse in RiNo
CASE STUDY
CREATING A VIBRANT DISTRICT WHILE
ACCOUNTING FOR PROVISION OF INDUSTRY
AND AFFORDABILITY
RiNo, Denver, CO
The River North (RiNo) Art District in Denver was
once a heavy industrial district along the Platte
River. Since 2016, when the River North Plan
was amended, RiNo quickly evolved into a haven
for local creatives and businesses with studios,
breweries, and shops that occupy old warehouses
and adaptive reuse buildings. This shift retained
the physical history and character while offering
the district a new breath of life and function. The
Plan divided the area into five Primary Land Use
Areas, each emphasizing a different mix of uses
including: Commercial Mixed-Use, Residential
Mixed-Use, Transit Oriented Development,
Industrial Mixed-Use, and River Corridor Mixed-
Use. The Plan however discouraged heavy
industrial uses, which has led to the loss of much
of the industrial and employment in the area.
Additional guidance within the Plan emphasized
improvements to the transportation network,
including recommendations for transit and
multimodal infrastructure that serves the study
area and adjacent neighborhoods, and connects
RiNo to downtown. Monuments, signage, and
artistic urban design features created way
finding for major attractions and a cohesive
district character. The Plan also encouraged the
inclusion of a variety of housing types, prices,
and sizes, including subsidized units. As a result
of these recommendations and an ever-growing
Denver market, residential has become one of the
primary uses in RiNo, although affordability is still
a major issue in the district. The establishment
of district that supports art and culture, the
encouragement of multiple types of mixed use,
and strategic mobility improvements are all
strategies that should be considered for the 55th
and Arapahoe Station Area as well.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 77STATION AREA FRAMEWORK
current conditions are more conducive to commercial/
flex development, and residential will follow as the area
changes. Building new housing will likely be difficult in
the early years of plan implementation as amenities
to support residents (e.g. retail, access to open space,
civic areas for residents) are also being developed.
In addition, the strong market means that without
incentives or city subsidy, high costs of land and
development are likely to dictate the type of housing
that is built; as the most relevant comparable property,
Parc Mosaic, demonstrates that high development
costs necessitate high rents. Because of this, the
development of affordable housing will likely need to
be considered separately from market-rate housing.
Incorporating affordable housing sites, set asides,
and/or financing incentives will be important tools to
increase affordable inventory.
One of the most effective tools to address housing
in this area will be land dedication and/or land
acquisition. With land dedications, the City can
land bank for future development and partner with
various local entities to develop a project. This does
not require the City to own and manage a dispersed
set of units, which can be particularly challenging,
and provides an extended period of time between
the dedication and eventual construction, which is
often needed to structure the financing for affordable
projects. Seeking land opportunities should be a high
priority, outlined further in the recommendations.
With the arrival of BRT and high frequency service,
there is an opportunity to leverage public and private
investment along the corridor to support policies
and programs that create and preserve affordability.
Partnerships will also be key, to utilize the expertise
of local agencies (such as Boulder Housing Partners)
who have a proven track record of developing
affordable housing in this market context.Industrial residential with Ground floor Retail
Industrial residential
Multifamily Residential with Ground floor Retail
Commercial
• Support commercial and retail service
diversity that caters to a mix of incomes.
• In conjunction with the development of
a district-serving parking garage, seek to
incorporate affordable commercial space on
the first floor of this structure.
• Support community-serving uses to
give residents proximate access to daily
necessities; to do this, define eligible tenants
who will benefit from affordable commercial
space (e.g. childcare, health services,
nonprofits), consistent with the City’s Retail
and Service Strategy.
• To encourage community-serving retail
development, ensure adequate space for
a commercial anchor (e.g. entertainment,
grocery) to draw traffic to support ancillary
tenants as well as nearby residential areas.
Residential
• Continue existing City programs (development
or preservation, land purchase, community
benefit regulations) and consider new
programs (e.g. tax and/or fee waivers,
expedited approvals or other regulatory
assistance) that provide regulatory and
financial incentives for affordable housing
development.
• Support the development of affordable
housing, on land immediately adjacent to the
proposed district parking structure .
• Create opportunities for developers to fulfill
City housing requirements with “land-in-
lieu” transfers to the City, providing sites
for future affordable housing development
within this area (note that this may require
code changes to allow subdivision of parcels)
Explore utilizing the Boulder Urban Renewal
Authority and Tax Increment Financing to fund
affordable housing development.
• Prioritize partnerships with affordable housing
developers (Boulder Housing Partners and/or
other nonprofit developers).
• Support a Low Income Housing Tax Credit
(LIHTC) (4% or 9%) project in this area if/
when an opportunity arises (public support
may include securing land, gap financing, or
other mechanisms).
All Development
• Implement maximum parking standards
within the Station Area through regulatory
tools. Specifically, the City should update
the development code to include parking
maximums instead of minimums.
• Provide parking standard relief to
developments that can achieve target
densities and affordability rates.
RECOMMENDATIONS
55TH & ARAPAHOE STATION AREA MASTER PLAN • 79STATION AREA FRAMEWORK
3F: RESILIENCE AND CLIMATE COMMITMENT
The City of Boulder has for almost two decades
now, made consistent efforts to reduce its climate
impacts and encourage a more sustainable
community. In 2017, the City released the Boulder
Climate Commitment, acknowledging and
addressing the challenges of climate change and
committing to the transition to a clean energy
economy and lifestyle. The commitment addressed
aspects of the urban environment including energy,
resources, ecosystems, and community climate
action. In 2021, the City updated its framework for
climate action to address the renewed urgency
of climate change. The city’s new framework also
includes more aggressive emissions reduction
targets for the community including reduce
emissions 70% by 2030 (Using a 2018 baseline),
become a Net-Zero City by 2035, and become a
Carbon-Positive City by 2040. Boulder also requires
demo/deconstruction projects divert 75% from
the landfill, by weight, of the materials generated
from demolition/deconstruction projects (including
concrete and asphalt). Future plans, including the
55th and Arapahoe STAMP, will maintain and renew
that commitment through more specific design
solutions and recommendations.
LAND USE PATTERN AND
TRANSPORTATION
Resilience and sustainability are characterized by an
area’s ability to deal with a variety of challenges and
operate efficiently. Density and walkability, which
reduce our reliance on vehicles, provide nearby
resources and services, and more efficiently supply
housing and jobs, are by nature more resilient than
sprawling, low-density development. By creating
compact and mixed-use development adjacent to
multimodal transportation options, including the
new BRT route along Arapahoe Avenue, residents
and employees of the Station Area will have more
options to access and meet their needs through a
variety of situations or challenges. The benefits of
walkable, mixed-use areas have been particularly
apparent throughout the COVID-19 pandemic, when
outdoor community spaces, sidewalks, bike paths,
and nearby services were especially valuable.
The ability to use multimodal transportation or to
reach amenities and services close to home is also
a key aspect of an efficient and sustainable region.
Reducing car trips and the demand for surface
parking goes a long way in creating more livable and
environmentally responsible communities. Providing
this access and more abundant transportation
options is a key goal of the Station Area Framework
and future development should aim to maximize
the recommended density, allowed uses, and multi-
modal amenities.
ENERGY USE AND CARBON EMISSIONS
The TOD Place Types set the stage for redevelopment
and adaptive reuse to transform the STAMP area
with Residential (townhomes and multifamily), Light
Industrial (maker and production), Retail (restaurant
and retail), Office, and Structured Parking. Energy
consumption for the business-as-usual approach
was calculated based on the City of Boulder
Energy Conservation Code (current and future)
requirements for each space type and building.
The City of Boulder is on a timeline of Net Zero new
construction energy code by 2031 with the overall
goal of 80% carbon reduction by 2050. The future
code cycles from 2020 until 2031 will require highly
efficient, fully electric, outcome verified buildings
with some amount of renewable energy production
from PV per Boulder’s Climate Commitment. To
meet the decarbonization goals of the project,
recommended energy efficiency measures and
renewable strategies above and beyond the current
City of Boulder energy code goals were applied to the
space types and buildings.
Flatirons Park Stormwater Drainage
Flatirons Park Stormwater Drainage
KOA Lake
55TH & ARAPAHOE STATION AREA MASTER PLAN • 81STATION AREA FRAMEWORK
For all building types, maximizing the amount of
solar PV is critical to carbon reduction. Rooftop solar
and vertical solar installations need to be utilized on
all the buildings within the STAMP area to provide
emissions reductions.
The results of these measures on energy
consumption and carbon emissions can be seen
below. Please note that these calculations do not
include the Ball Aerospace, Corden Pharmaceuticals,
or Foothill Medical Campuses.
Several municipalities have implemented bonus
menus to help achieve goals. Denver has a voluntary
Green Building Code that requires buildings to be
Net Zero, LEED Platinum, Passive House, or follow
the language of the city written Green Code. Benefits
from following the Green Code include a 50% fee
reduction, enhanced SDP process, and expedited
building log plan reviews within 10 business days.
Seattle also has a Living Building Challenge and AIA
2030 Challenge Pilot Program. If buildings meet
either of those certifications, they are eligible for
25% more floor area and an additional 12.5-30’ of
building height then zoning allows.
Implementing the recommended strategies into the
development bonus menu provides an avenue for
the City of Boulder to achieve the carbon emissions
savings from the analysis. Two additional bonus
items to consider for carbon emission reduction are:
• Net-Zero
»100% of energy used is produced on-site
and the project is fully electric.
»An on-site battery storage system is
installed.
• Embodied Carbon LCA
»10% reduction in embodied carbon of the
building’s materials for new construction.
»Reusing one or more existing structures
and maintaining at least 50% of the existing
building structure, enclosure, and interior
structural elements.
»Reducing the projects embodied carbon
related to structural steel by specifying steel
produced in facilities that operate using
low-emissions (or zero-emissions) energy
sources such as hydroelectric, renewable
hydrogen, and solar.
STORMWATER AND DRAINAGE
Given the 55th and Arapahoe Station Area’s
proximity to Boulder Creek, several waterbodies, and
sensitive wetlands, as well as the amount of surface
parking in the area, stormwater treatment and
drainage is of particular importance to future site
improvements. Both through private development
as well as City-led efforts in public rights-of-
way improvements should be made to the green
infrastructure of the Station Area through both
private redevelopment as well as through City-led
efforts in public rights-of-way, potentially identified
and funded through the CIP.
Benefits of improved stormwater management and
policy include flood mitigation, reduction of the
urban heat island, and restoration and long-term
conservation of wetlands, and water bodies, all of
which contribute hugely to a more sustainable and
resilient Boulder.
RE-WILDING
Re-wilding is the effort to introduce more biodiversity
into urban environments in an attempt to more
closely function as pre-human habitats. Re-
wilding, which primarily centers around protecting,
conserving, and reintroducing flora and fauna into
places shared by people, has positive benefits
both for ecosystems as well as for people. An
important aspect of re-wilding is acknowledging
that it is impractical if not impossible to return to a
completely untouched original ecology, but steps can
be taken in the urban environment to move in that
direction and better integrate natural and man-made
environments.
There are many documented health benefits
of increased nature within urban areas and
reconnecting people with the natural habitats of their
region. Additionally, re-wilding improves ecosystem
health and introduces more resilience into our
urban environments. Opportunities should be
sought adjacent to existing drainage corridors such
as Dry Creek Ditch #2, within new drainage areas,
and through an increased tree canopy throughout.
Increased tree canopy should be prioritized first in
existing public rights-of-way where significant gaps
exist and then in the construction of new streets
where existing tree canopy will likely not already
exist.
VERTICAL FOOD PRODUCTION AND
ROOFTOP GARDENS
Urban agriculture, or the practice of growing
and distributing food in urban and suburban
environments, provides major benefits to resilience
and sustainability. Common urban agriculture
practices, especially for compact or densifying areas,
include vertical food production and rooftop gardens
as a complementary, accessory use.
Green roof
Drainage re-wilding
Boulder pollinator patch
55TH & ARAPAHOE STATION AREA MASTER PLAN • 83STATION AREA FRAMEWORK
Vertical food production is a recommended method
of farming in urban areas like the 55th and Arapahoe
Station Area. This method grows crops in stacked
layers to reduce the square footage needed to
produce food. Vertical farming is a more technical
practice than many other means but pays off in the
efficiency of the system as well as the resilience to
weather disruptions. Vertical farming is a particularly
good fit for the Station Area’s light-industrial and
maker-space oriented areas that already have an
emphasis on technology and production. Factors
that should be considered in spaces dedicated to
vertical food production include LED lighting, passive
lighting and heating, integration with community
spaces, and techniques such as hydroponics,
aquaponics, and aeroponics.
Rooftop gardens are a major opportunity for
many urban places, and particularly the 55th and
Arapahoe Station Area which currently has, and is
planned to have, many large building footprints and
flat roofs. Rooftop gardens benefit from the use
of underutilized space, consistent sun exposure,
and separation from pests. Important factors to
consider in the creation of rooftop gardens within the
Station Area are the structural integrity of rooftops,
particularly given the weight of soil and water, and
especially for adaptive reuse of older buildings,
community access and education, and protection
from heat and wind.
Both of these means of food production also have
less impact on local ecosystems due to their limited
use of ground space and physical separation.
Overall, urban agriculture improves human health
through access to local healthy food, reduces a
neighborhood’s dependence on outside food sources
and vehicle travel, develops social and economic
community growth, mitigates the urban heat island,
improves stormwater runoff and water quality, and
reduces an area’s carbon footprint.
Decarbonization, which requires 1) balance, 2)
flexibility over time, and 3) more analysis, based
on space and building typology:
• Residential: Adopting passive house
certification envelopes for all new construction
residential buildings is recommended to reduce
operational carbon emissions. Implementing
energy recovery, heat pump heating and
domestic hot water heating, and reduced
infiltration measures in adaptive reuse
residential projects is also recommended.
• Office: Redevelopment and adaptive reuse
offices can achieve Net Zero operational carbon
emissions by pushing efficiency beyond energy
code levels. Strategies to get to Net Zero
include Dedicated Outdoor Air systems (DOAS)
with energy recovery paired with highly efficient
heating and cooling systems, high performance
glazing with low SHGC and U-factor, and plug
load reduction strategies.
• Light Industrial: The majority of the energy
use from light industrial buildings comes from
the industrial processes. High performance
heat pump electrification and daylighting
are recommended for general efficiency
improvements.
• Retail & Restaurant: Retail carbon emissions
can be reduced through induction cooking
and high performance refrigeration with
low GWP refrigerant. Optimized daylighting
is also a critical efficiency strategy in retail
redevelopment buildings.
• Parking: large parking structures have the
unique opportunity to have a large solar
carport system that can produce energy for the
neighborhood.
• Renewables: For all building types, maximizing
the amount of solar PV is critical to carbon
reduction. Rooftop solar and vertical solar
installations need to be utilized on all the
buildings within the Station Area to provide
emissions reductions.
Stormwater and Drainage
• Increase the amount of pervious surfaces in the
Station Area through parking areas, pedestrian
paths, plazas, green roofs, parks, and urban
agriculture.
• Strategically locate and utilize sustainable
stormwater detention and drainage
technologies such as vegetated swales and rain
gardens adjacent to streets, parking lots, and
other paved area.
• Prioritize distributed detention such rain
gardens and bio swales over large, suburban,
structural storm water ponds.
• Create a required rain- and wastewater
management program for all re-developed
parcels.
• Conserve water use through use of native and
low-water planting, use of grey-water systems,
rain cisterns, and low-flow faucets, pursuant to
Colorado Water Law regulations.
• Require adherence to Low Impact Development
(LID) best practices for all new development per
the DSC.
Re-Wilding
• Increase urban tree canopy within Station Area.
• Reintroduce native prairie grasses and other
plant materials through landscaping.
• Take steps to mitigate invasive species.
RECOMMENDATIONS
55TH & ARAPAHOE STATION AREA MASTER PLAN • 85STATION AREA FRAMEWORK
3G: PUBLIC REALM
PUBLIC SPACE
In more urbanized mixed-use environments, public
spaces are critical to providing places to gather.
Additionally, these space create opportunities for,
urban respite, organization, and legibility , as well as
placemaking in the built environment. Good public
spaces make people feel welcome and engaged and
evoke feelings of connection that bring them back
again and again. Public spaces of a variety of types
and scales will encourage people to linger, walk and
bike throughout the area, link the public and private
realms, and inform quality development that adds
to the overall character and feel of the Station Area.
Throughout the STAMP process, the community,
time and time again, expressed desire for open
space and places to gather in the area.
Public spaces in the Station Area may be publicly
or privately owned, but all should be publicly
accessible. All development in the area should
contribute to the network and hierarchy of public
spaces in some manner. Recommended public space
types include:
Central Plaza
The City should explore opportunities to work with
private property owners to create a central plaza for
the Station Area immediately adjacent or near the
station, centralized parking, or along the activation
street. The centralized plaza should accommodate
informal and formal events and include hardscape
and landscape elements, with the majority of space
being hardscape to allow for heavy use and active
programming. Building faces fronting the plaza
(including that of structured parking) should include
active storefronts and/or restaurant space.
Paseos and Breezeways
The next most prominent publicly accessible
space in the Station Area should include paseos
and breezeways and be integrated into private
development of larger blocks. Paseos and
breezeways should be at least 22 feet wide to
accommodate safe and comfortable pedestrian
connectivity and emergency access. Where
possible, paseos and breezeways should be
aligned with perpendicular pedestrian connections
(i.e., sidewalks, pathways and other paseos and
breezeways).
Pocket Parks and Plazas
For development that cannot contribute to the
Central Plaza or the supplemental connectivity of
paseos and breezeways, pocket parks and plazas
should be integrated at corners and/or adjacent
to the public right-of-way. Pocket parks and plazas
should be privately owned designed to be openly
accessible. A minimum size of pocket parks and
plazas should be 300 square feet and can be any
combination of hardscape and landscape.
Pathway/Greenway Connection
For development at the north, east or south edge of
the Station Area, publicly accessible space can be
provided by contributing to pathway connections
along the perimeter of the Station Area. Ideally,
a pathway connection will be augmented with
landscaping, seating and other amenities, but a
pedestrian or multi-use pathway connection along
the edge of a constrained site may not include
greenway elements. In certain instances, a pathway
connection may be combined with fire lane access,
but a drive aisle should not satisfy a public space
requirement.
Eastern Boundary of the Station Area, Looking North – Proposed Conditions
Eastern Boundary of the Station Area, Looking North – Existing Condition
This rendering is for illustrative purposes only
55TH & ARAPAHOE STATION AREA MASTER PLAN • 87STATION AREA FRAMEWORK
Accessible Rooftops
Although likely to be less common, some
developments may include a rooftop space that is
accessible to the public. In order to be considered
publicly accessible, there should be at least a 200
square foot area of common space with an easy
to navigate path of travel to the space. Accessible
rooftops do not need to be located on the top floor of
buildings. On-structure public space on top of lower
floors can help provide activation and protection.
Programming and activation of public spaces should
be crafted with the intent of unleashing the existing
and future creativity and resourcefulness of the
Station Area’s arts, cultural, and design community
to achieve community building through activation of
the public realm.
PUBLIC/PRIVATE INTERFACE
Ground Floor Activation
There is a distinction between visual and physical
activation of building ground floors, both of which
can contribute to the quality of the user experience.
Visual activation is about transparency and
providing the pedestrian with an engaging visual
experience into active ground floor businesses
as they walk down the street. Physical activation
includes interventions such as outdoor patios and
plazas. Opportunities for physical activation, through
architectural form and in providing opportunities to
gather, should be explored and encouraged as well
through streetscape spaces and architectural form.
The user experience in the Station Area will
largely be defined by the ground floor design and
programming. Ground floor facades and spaces
should be designed to open up onto the street
with transparent facades, roll up doors, operable
wall panels, and café seating. Residential and office
buildings should be designed to provide visual
interest on the ground floor in the short-term
through lobby space or other active space and
provide the potential for conversion to retail and
dining in the longer term when feasible.
Front of House and Back of House
An active ground floor and vibrant public realm is
only achieved through a fully-functional building
envelope and program. ‘Back of house’ functions
are essential to building operations, by addressing
trash services, deliveries and maintenance. Those
needs, however, do not often coexist well with more
publicly-oriented experiences. In the Neighborhood
TOD, traditional separation is encouraged and ‘back
of house’ uses should be visually minimized where
possible to allow for a more public façade along the
major corridors.
Furthermore, four-sided-design, aligned with the
City of Boulder’s standards, should be taken into
consideration when locating and designing service-
oriented areas or facades.
Neighborhood TOD Ground Floor Activation Example
Innovation TOD Ground Floor Activation Examples
Garage and roll-up doors
Active internal uses that
are visible from the public
realm
Cafe and patio seating
Traditional storefronts
Signage and wayfinding
key intersections of public
and private intersections
Notable building entries
Cafe and patio seating
Accessible rooftops
Increased visual
transparency along the
ground floor
Additional set-back to
accommodate private
realm gathering spaces
These renderings are for illustrative purposes only
55TH & ARAPAHOE STATION AREA MASTER PLAN • 89STATION AREA FRAMEWORK
SIGNAGE AND WAYFINDING
Signage and wayfinding should work as a common,
visually unifying thread throughout the 55th and
Arapahoe Station Area. Signage character, colors,
design, and materials should reflect the district
character and branding and maintain a similar visual
language to help residents, employees, and visitors
navigate throughout. Wayfinding should direct users
to local businesses and shared amenities. Gateways
should be designed to create a memorable and
recognizable entrance to the Station Area from
Arapahoe Avenue area while keeping in line with
established placemaking and branding.
STREETSCAPE DESIGN
Streets in the Station Area should be designed
with focus on providing an experience for all users
in addition to motor vehicles. Streetscapes are
especially important in TOD as it is intended that
there are more pedestrians and multimodal users
than in auto-oriented environments, who experience
the street at slower speeds and are more likely to
make unplanned stops or to linger in the public
realm. The street type improvements described
and illustrated earlier are intended to calm traffic
and provide safer facilities for all modes of mobility.
The streetscape design elements below should be
implemented with the intention to serve all users
and provide a range of experiences within the public
realm of the street. The “amenity zone” is the typical
location for elements listed below, which generally
exists between the building and open sidewalk space,
or between the sidewalk and the curb. The curb lane
can also be prioritized for public realm amenities
CASE STUDY
PRIVATELY OWNED PUBLIC SPACES (POPS)
San Francisco, CA
POPS are publicly accessible spaces in forms of
plazas, terraces, atriums, small parks, and even
snippets which are provided and maintained by
private developers. Their creation is linked to the
urban planning rules of the City which require
that a certain percentage of sites developed in
Downtown be accessible to all.
In the late 1960s, building codes neither required
nor encouraged development of public space at
street level, and accordingly most office towers
were built right to the edge of the property.
The few exceptions were in buildings where
developers sought density and height bonuses
and created public space as a condition for
approval. In the 1985 Downtown Plan the city
codified the conditions under which developers
had to construct publicly accessible open spaces,
which could be as diverse as plazas, greenhouses,
or atriums, but had to comply with standards of
landscaping, design, seating, and bathrooms.
The San Francisco Bay Area Planning and Urban
Research Association (SPUR) developed an
inventory of POPS, complete with a printable map.
SPUR has also made numerous recommendations
for improving the public’s experience of existing
POPS, including better signage, as well as
recommended standards for future POPS.
Conestoga Court, Looking East – Proposed Condition
Conestoga Court, Looking East – Existing Condition
besides parking.
• Lighting: A range of lighting solutions, ranging
from contemporary pedestrian lighting to art
pieces, can help to increase safety and activate
the Station Area after dark.
• Restaurant Patios: Allowing leasing of the amenity
space to restaurants can provide expanded
seating options and increased business, as well as
another options for diners, especially in the warmer
months.
• Outdoor Merchandise Display: Also known as
“sidewalk sales”, allowing businesses to display
merchandise within the amenity zone outside their
building can activate the street and add interest for
pedestrians.
• Play Elements: Creating play spaces within the
This rendering is for illustrative purposes only
55TH & ARAPAHOE STATION AREA MASTER PLAN • 91STATION AREA FRAMEWORK
RECOMMENDATIONS
• Require development in the area to contribute
to the network and hierarchy of public spaces
identified in this plan.
• Activate underutilized spaces in the Station Area
with temporary uses and pop-up activities.
• Establish a Privately Owned Public Spaces
(POPS) program to catalogue, map, identify and
promote POPS throughout the Station Area.
• Consider the creation of a Public Arts Plan
to inform future iterations of the Public Art
Program Implementation Plan or Committee
to ensure art selection and maintenance is
cohesive and consistent. Public Art should be
provided at major intersections and gathering
places within the Station Area.
• Update the existing FBC, or created an area-
specific FBC to strongly encourage active
ground floors along major thoroughfares and
pedestrian routes in this area.
• Identify secondary elevations/streets
(elevations that do not contain primary points
of entry or face primarily public spaces) where
back house services are appropriate.
• Develop a consistent look and feel for
signage and wayfinding so that messages are
recognizable, easy to read, and supportive of the
overall Station Area character.
• Provide wayfinding for all users including to/
from the BRT station, along bicycle routes, to/
from parking areas.
• Identify funding for streetscape improvements
within the Station Area and consider
opportunities for improvements and amenities
to be provided with new development.
• Design a flexible public realm that can
accommodate a variety of design elements
depending on how and where redevelopment
happens over time.
• Engage the community as streetscape designs
are created/expanded upon.
public realm ensures the street provides desired
uses and gathering spaces for people of all ages.
• Landscaping: Tree-lined streets provide shade
and other environmental and aesthetic benefits to
the streetscape.
• Art: Public art contributes to the sense of place
and can be an opportunity to showcase local
artists from within or near the Station Area. Art
can also contribute to business branding and
recognition.
• Passive Plaza Space: Other seating and gathering
spaces without direct programming provide
value for informal gathering or relaxing within the
streetscape as well.
• Micromobility Elements: As outlined further
in the Transportation and Mobility section, the
streetscape provides opportunities for bike
parking and other micromobility amenities.
3H: PLACEMAKING
While the Station Area is full of successful uses
today, many community members identified the lack
of a cohesive identity and that there is no “there”
there. This generally means that there is currently
a lack of organization and activation of the Station
Area. This is exacerbated by the fact that there is
almost no housing in the Station Area today and
most businesses are operating from approximately
8 am to 5 pm. The vision for the Station Area
expressed by community members helps to remedy
these challenges with a diverse mix of uses that
includes retail, light industrial, mixed income
housing, and office. It includes new and improved
streets, as well as distributed mobility hub elements,
that will be comfortable and inviting for pedestrians,
cyclists and other micromobility users. These private
and public investments should be tied together with
a strong placemaking strategy.
Placemaking comprises a host of strategies and
interventions, including site design, architectural
design, public and quasi-public space, landscaping,
furnishings, public art, signage and wayfinding, and
branding. Elements related to experiential design are
addressed here while other supporting strategies are
included later in this and the next chapter.
GATEWAYS
Gateway elements can contribute to identity and
sense of place in the Station Area through arrival
and departure experiences. Gateways may include
signage, public art, and wayfinding elements. Key
locations of arrival and departure to the Station Area
include:
• At the proposed BRT stations
• Intersection of Arapahoe Avenue and Range
Street (entering from the west)
• Intersection of Arapahoe Avenue and 56th Street
(entering from the east)
• Intersection of 55th Street and Railroad (entering
from the north)
• Intersection of 55th and Tobys Lane (entering
from the south)
DISTRICT BRANDING
With the potential creation of a district for revenue
generation, design control, and other benefits comes
a major opportunity for branding and marketing as
well. Creating a cohesive and desirable place requires
a recognizable identity. For the 55th and Arapahoe
Station Area this should include a name, logo, and
placemaking strategies that are integrated with the
district branding.
District Branding Example
55TH & ARAPAHOE STATION AREA MASTER PLAN • 93STATION AREA FRAMEWORK
55th and Arapahoe, Looking Northeast – Proposed Condition
55th and Arapahoe, Looking Northeast – Existing Condition
CASE STUDY
BLUEBIRD DISTRICT CASE STUDY
Denver, CO
The Bluebird District along Colfax Avenue in
Denver is an excellent example of a place that is
attractive and recognizable to people. Strategies
adopted by this district (Business Improvement
District, or a BID) that should be considered for
the 55th and Arapahoe Station Area include:
• Creation of a logo and color palette that is
relevant to local businesses and character;
• A website with information about the
businesses, events, and destinations within the
district;
• A statement of intent and tagline for the
district based on community values;
• Trashcans, sidewalk painting, and street
light banners with the logo and branding
incorporated;
• Sidewalk and landscaping maintenance and
cleanup to create the perception of a clean and
safe place to spend time;
• Provide support to arts programs in the form of
financial resources or organizational/ capacity
resources;
• Holiday lighting to create a festive atmosphere;
and
• Organization and promotion of district-wide
events to draw people to the area, create
district recognition, and bring revenue to local
businesses.
RECOMMENDATIONS
• Create a cohesive branding strategy with
input from the community for the 55th
and Arapahoe district. The strategy should
include a district logo, color and material
palette, and furnishings strategy.
• Implement recognizable and highly visible
gateways into the district that are in
alignment with and complementary to the
established district branding.
• Create a website, mission statement,
branded events in alignment with and
complementary to the established district
branding.
Bluebird District in Denver
This rendering is for illustrative purposes only
55TH & ARAPAHOE STATION AREA MASTER PLAN • 95
4 IMPLEMENTATION
All of the various recommendations
illustrated in the Station Area Framework
require further consideration as to how they
will be achieved. Implementation strategies
are summarized in a comprehensive
matrix in this chapter and organized by
prioritization (phasing). One key element
to implementation will be the creation of a
district. The strategies and considerations
related to district creation are described in
greater detail as well.
55TH & ARAPAHOE STATION AREA MASTER PLAN • 97IMPLEMENTATION
IMPLEMENTATION MATRIX
To achieve the various recommendations illustrated
in Chapter 3, numerous partnerships and funding
strategies will be required. The following matrix
further breaks down and prioritizes those
recommendations. Each priority recommendation
has an associated priority level, champion,
magnitude of order cost, measures of success, and
governing bodies likely required for approvals.
The priority levels are broken into four categories:
• Priority Level 1: Immediate, Near Term
• Priority Level 2: 5 – 10 years
• Priority Level 3: 10 – 20 years
• Priority Level 4: +20 years
$=$0-$99K; $$=$100-499K; $$$=500-$2M
Priority
Level Priority Recommendation Champion(s)Magnitude of
Order Cost
Measure of
Success
Place Types, Land Use, and Building Form
1
Consider expanding Boulder’s
form-based code to the 55th
and Arapahoe Station Area to
implement the envisioned Place
Types, active ground floors, and
building form characteristics.
City Departments: Planning
and Development Services,
PD&S
$Land Use Code Update
2 Create adaptive reuse guidelines
specific to buildings identified for
adaptive reuse in the Station Area
City Departments: PD&S,
Historic Preservation, Climate
Initiatives
$Adoption of Guidelines,
Land Use Code Update
(Re)development Opportunities
2
Consider financing incentives
to encourage developers to
follow redevelopment approach
as envisioned by the STAMP
(renovation/expansion, infill, or
redevelopment)
City Departments: PD&S,
Planning and Development
Services; Economic Vitality
$
Adoption of policy, Land
Use and Building Code
Updates
Transportation and Mobility
1 Initiate a Corridor Study on 55th
Street
City Departments: PD&S,
Transportation and Mobility $$$Completion of Corridor
Study
1
Identify and initiate transportation
pilot project opportunities in the
station area
City Departments:
Transportation and Mobility $$Completed pilot project
work plan
Priority
Level Priority Recommendation Champion(s)Magnitude of
Order Cost
Measure of
Success
1
Conduct Parking Study for the
inventory and management of on-
street parking in the station area
City Departments:
Transportation and Mobility $$Completion of Parking
Study
2
Develop Access Management Plan
for Arapahoe Avenue and 55th
Street
City Departments:
Transportation and Mobility,
Planning and Development
Services Engineering Review
$
Adopt updated policy
for the Station Area
within the citywide
Access Management
and Parking Strategy
(AMPS)
3
Develop Curbside Management
Plan for transportation network
companies
City Departments:
Transportation and Mobility $Completion of Curbside
Management Plan
Inclusivity and Affordability
1
Develop an organizational
structure to enable ownership and/
or management of affordable
commercial space (whether through
a district or other entity), and define
eligible tenants who will benefit
from affordable commercial space
(e.g. childcare, health services,
nonprofits) to support community-
serving uses
District and/or City for support;
Economic Vitality; Boulder
Chamber
$$$
Affordable commercial
spaces; new community-
supporting uses
2
Enable fees in lieu for affordable
housing paid by development in this
area to be channeled back to local
affordable developments (this may
be done through a district or other
entity that can use these funds to
buy down residential units in market
rate developments)
City Departments (for policy
change): Housing and Human
Services, PD&S; District for use
of funds $$
Investment in buy-down
of market rate units
(ownership and rental)
2
Implement maximum parking
standards and provide parking
standard relief to developments that
achieve target affordability rates
and densities. Discourage financing
that would not allow for shared
parking.
City Departments:
Transportation and Mobility,
Planning and Development
Services
$Land Use Code Update
55TH & ARAPAHOE STATION AREA MASTER PLAN • 99IMPLEMENTATION
Priority
Level Priority Recommendation Champion(s)Magnitude of
Order Cost
Measure of
Success
Resilience and Climate Commitment
3 Apply decarbonization strategies
based on space and building
typology
City Departments: Climate
Initiatives, Planning and
Development Services
$Energy/ Building Code
Update
4 Increase the urban tree canopy
within the station area
City Departments: Urban
Forestry $$$Tree Canopy Coverage
Increase
Public Realm
2
Provide wayfinding for all users
including to/from the BRT station,
along bicycle routes, to/from
parking areas.
City Departments:
Transportation and Mobility,
Communication Vitality
$$Construction of
wayfinding elements
3
Establish a Privately Owned
Public Spaces (POPS) program
to catalogue, map, identify and
promote POPS throughout the
station area
City Departments: Planning
and Development Services,
Community Vitality
$Establishment of POPS
program
4
Design flexible streetscapes that
can accommodate a variety of
streetscape elements depending
on how and where redevelopment
happens over time.
City Departments:
Transportation and Mobility,
Planning and Development
Services
$$$
Completion of
conceptual streetscape
designs
4 Develop a Street and Pedestrian
Lighting Plan for the station area
City Departments:
Transportation and Mobility,
Public Works
$Completion of Lighting
Plan
Placemaking
1 Create a cohesive branding strategy
with input from the community for
the 55th and Arapahoe district.
City Departments: Community
Vitality, Arts and Culture;
Boulder Chamber
$
Completion of branding
strategy with community
consensus
Priority
Level Priority Recommendation Champion(s)Magnitude of
Order Cost
Measure of
Success
2 Implement recognizable and highly
visible gateways into the district
City Departments: Community
Vitality, Arts and Culture,
Transportation and Mobility
$$Construction of gateway
elements
District Creation
1
Establish General Improvement
District and structure therein
including: funding mechanisms,
community benefits targets, land
use policy, and parking strategy.
City Departments: Community
Vitality PD&S, Finance $$
Establishment of
a District prior
to significant
redevelopment
DISTRICT CREATION
Given the growth potential of the Station Area,
there is an opportunity to use public financing
mechanisms for infrastructure and services that
benefit more than one property to support the
Plan goals. Public financing through a general
improvement district (GID) can leverage the strong
market demand to address community needs,
including parking provision and micromobility. As an
emerging theme within industrial mixed use areas,
there is also an opportunity to incorporate arts and
cultural amenities in the area. For example, similar
to the RiNo neighborhood in Denver, the GID can be
used to fund arts in the district and support artists
and/or maker space. This would allow the area to
develop and redevelop while adding some of the key
community benefits and amenities that draw people
to—and keep them in—the area. GIDs are formed for
specific public purposes that are not provided city
wide. Services that could be included in a GID include
structured parking, TDM programs, and transit
connections (microtransit).
Why a General Improvement District?
• Creates revenues through mill levies on properties
in the district or rates, fees, tolls and charges for
use of GID improvements and to construct and
maintain common infrastructure and amenities,
that in turn benefit the immediate area as well as
the larger community.
• Employs a tool that has been proven within
Boulder (e.g. CAGID, BJAGID), utilizing the GID
structure for governance, revenue tools, and
partnerships.
• Provides on-going and scalable funding for TDM
programs and management of shared structured
or on-street parking.
• Provides common set of services that are relevant
to tenants and owners within the area that are not
provided citywide.
• Can tailor to needs and resources of the area.
• Adaptable (e.g. can expand micromobility and art
beyond immediate station area).
55TH & ARAPAHOE STATION AREA MASTER PLAN • 101IMPLEMENTATION
What Would a GID Do?
• Centralized, shared parking: enable developers
to buy into shared parking within the district,
reducing the parking required to be constructed
on individual sites.
• This would involve constructing a parking
structure within the district.
• Developers would join the district and buy into
this parking structure; in exchange for joining
the district, they would receive lower parking
requirements (e.g. through parking maximums)
and increased FAR on their development site.
• In addition to parking, this structure could be
designed to accommodate affordable housing
as well as first-floor affordable commercial
space (similar to the City’s approach to parking
structures it owns).
• Micromobility and Transportation Demand
Management (TDM): subsidize e-bike and
e-scootershare, carshare, as well as transit
benefits, such as the EcoPass and other TDM
programs, and provide bicycle parking within the
district.
• Art: curate and fund public art throughout the
district, and potentially include artist space within
the first floor of the district parking structure,
within the overall program for affordable
commercial space.
• Manage funds: depending on the depth of funding
sources that are available for this district (i.e.
the size of membership and value of member
properties), the district would manage these
funds and deploy them at times when specific
partnership opportunities emerge.
• Affordable commercial space: similar to the
City’s approach to first floor space in its parking
garages, the district can develop dedicated
affordable commercial space as a first floor use in
the district parking structure.
Key Benefits
• Enable developers to increase utilization of parcel
(through centralized parking, TDM programs to
reduce parking demand, height allowances)
• Provide community benefits (e.g. art,
micromobility)
• At a minimum, the district boundary would
encompass the Station Area. There is an
opportunity to expand beyond that boundary,
particularly for micromobility and art. In this case,
developers outside of the core district area could
opt into the GID to use its services
DISTRICT IMPLEMENTATION
1. Establish GID (property owners, staff, council)
»Property owners circulate petition signed
by a specified majority of property and
assessed value in the district area. The
petition asks city council to form the district,
specifies the purposes of the district (which
must be improvements and services not
provided throughout the city), the boundaries
of the district, and states whether any
property taxes or debt will be authorized.
»City Council holds a public hearing on the
petition. If the petition requests debt or tax
authorization, it is subject to a vote within the
district at a November election.
2. Identify available funding mechanisms /
sources of funds (district management)
»Mill levy - annual, ongoing funding for the
GID through a mill levy paid by property
owners as specified in the petition (which
may be when redevelopment plans are
entitled).
»Fees, rates, tolls and charges – levy fees on
services provided by the GID which are paid
to the GID to support community amenities
(e.g. art and micromobility/TDM).
»Explore creation of an urban renewal
district (in accordance with HB 15-1348) or
business improvement district (BID), which
would be distinct from the GID (although it
could have the same boundaries), to utilize
property or sales tax increment financing
(TIF) revenues to support GID expenditures
on community amenities.
»Potential for specific expenditures to
be supported by larger revenue sources
(e.g. General Fund allocations or CIP
commitments from the City), which could
be particularly important in the early years
of the GID prior to the district generating
sufficient funds to pursue its activities.
3. Establish targets for community benefits (uses
of funds) (staff, district management)
»Micromobility/TDM – subsidize shared
micromobility (e.g. e-bike and e-scooters,
carshare) and TDM programs (e.g. transit
passes) within the district.
»Arts – fund public art, explore opportunities
to provide affordable space for local artists
»Parking – building a parking structure,
purchase spaces in privately owned garages,
and other strategies as determined on a
case-by-case basis.
»Affordable commercial – enable affordable
commercial spaces on the first floor of the
district parking garage, utilizing a similar
model to what the City undertakes in its
parking structures.
»Affordable housing – secure a land
set-aside to enable affordable housing
development as part of the construction of
the district parking garage, partnering with
BHP or a similar organization to own/manage
this housing.
4. Establish land use policy as it relates to the
district (staff, council)
»To encourage membership in the district,
development allowances should be
maintained at current levels in the area;
then as developers entitle projects, increase
development potential with greater height
allowances in exchange for joining the
district.
5. Establish parking strategy for the district
(staff, council, district management)
»Establish land use categories with parking
maximums, in line with shared, unbundled,
managed, and paid (SUMP) principles.
»Maximize shared parking opportunities
between commercial and residential
developments.
»Require that parking be unbundled for new
residential multi-family developments.
»Manage all public on-street parking
demand through pricing.
6. Pursue development of parking structure with
affordable housing and affordable commercial
components
»Identify development site to acquire
(detailed soft parcel analysis).
»Establish funding agreement with
Council (to allow for site acquisition and
development while GID is still in early stages
of membership and generating lower levels of
revenue).
»Identify partner for affordable housing
(BHP or other similar entity).
»Establish guidelines for affordable
commercial space, using City’s existing
strategy for its parking structures as a guide.
IMPLEMENTATION
Station Area MASTER PLAN