Affordable Housing Advocate: CDOT Must Pay for Impact of I-70 Widening

Children at Swansea Elementary School had to take recess next to I-70 for decades. If that changes, will their families still be able to live in the neighborhood? Photo: David Sachs

Most DOTs will tell you it’s their job to build roads and highways, plain and simple. Whatever gets in the way of that, well, that’s not their problem.

In the case of Colorado DOT’s I-70 expansion, it’s residents of Globeville, Elyria, and Swansea who are in the way. At the project’s onset, CDOT will bulldoze 56 homes and 18 businesses to make room for tons of asphalt and a “cap” with a park on top of the newly sunken freeway.

CDOT sells the cap as a community asset. Problem is, the displaced residents may not benefit from it if it’s built. That’s because CDOT isn’t planning to replace the affordable housing units lost in the low-income neighborhood, says Tony Pickett of the Urban Land Conservancy. His organization aims to help longtime residents maintain some control as neighborhood real estate becomes more valuable.

“Any time you make a significant public infrastructure investment, especially in a particularly underserved neighborhood, you’re going to have to wrestle with how much it impacts people who are already there,” Pickett says. “If you’re spending public funding in a community, it’s your responsibility to deal with the impact of that expenditure in that neighborhood.”

To recoup the number of affordable housing units getting the boot, the Urban Land Conservancy filed a complaint with CDOT and asked the agency to pay for replacing them. CDOT allocated $2 million for affordable housing — even though it’s “not consistent with CDOT’s mission as a state agency” — according to its environmental impact statement.

Problem solved? No, says Pickett, because given the market, it would cost more like $14.5 million to ensure the same people who live in the neighborhood now can live there later.

“While a park on a cap over top of a highway at Swansea Elementary School sounds really good in concept, if families are being displaced from the community who have children that go to that school, the school population is being reduced,” Pickett says. “By the time the park is there, is there really a population for this school that would benefit from being next to the park? You could say, well, new people are going to move in — but that’s the point. What’s gonna be the benefit for people that are there today?”

CDOT wouldn’t be the first state DOT to partner with nonprofits to preserve affordable housing. In Kentucky, the $87 million Newtown Pike Extension threatened a predominantly low-to-moderate-income neighborhood called Davis Bottom. Early on, nonprofits and government agencies created a trust, baked into an official record of decision, that will result in a 25-acre neighborhood with 80 new, affordable homes.

“Not only was the Davis Bottom neighborhood preserved, but community residents are represented in all aspects of decision making, representing one-third of the land trust Board of Directors,” Pickett wrote in a blog post for Rooflines.

Pickett wants CDOT to confer with its counterparts around the country and figure out a way to mitigate the highway’s effects on human lives. He suggested writing a caveat into contracts with highway builders.

“If the department of transportation in Kentucky can figure out a way to fund a community, nonprofit-based entity to improve a neighborhood that they’re impacting, surely that can be done in other locations,” Pickett said.

  • John

    Cynic that I am, I see this as a cheap and easy play for job security. Maybe CDOT knows this is not a long-term solution, maybe more mass transit would be a better use of the money. But I also believe they know who butters their bread.

    Mass transit is a minority project in that the system is incomplete and most locals at present will not ride it. That leaves private cars and highways as the primary means of transportation. If nothing new is built, it becomes hard to justify jobs and budgets.

  • douglasawillinger

    Where’s the discussion about extending the cap, and have it include replacement housing? Is Streetsblog’s position is that it’s preferable for the viaduct to remain, or that straight line’s route be put upon the surface?


Today’s Headlines

Traffic Deaths Fell Slightly Nationally, But Increased in Colorado (DenPo) New Blueprint for City Growth and Transportation Won’t Pretend Neighborhoods Are Static (DenPo) Density Near Transit Means More Places for People to Live and Work (ABC7) Trump’s Infrastructure Plan a “Trojan Horse” to Cripple Environmental Oversight (KGNU) Driver Kills Michael Miller in the Springs, Faces […]

Today’s Headlines

South Pearl Neighbors See Apartments as “Threat” to Parking; Zoning Could Require Ground-Floor Uses (Denverite) Planed Tower at 17th and California to Induce Traffic With 780 Parking Stalls (DenPo) Parking Lot Becomes 49 Homes for People Without Housing (Fox31) City Hiring Staff to Marshal Bond-Funded Projects (DenPo) Plan for A Line Delays Next Weekend as […]
From left, Denver Public Works Executive Director Eulois Cleckley, Metro Denver Chamber President Kelly Brough, Seattle City Traffic Engineer Donho Chang, and former Seattle DOT chief Scott Kubly. Photo: Jack Todd/Bicycle Colorado

Denver Can’t Count on Automated Vehicles to Fix Our Busted Transportation System

The auto industry probably loves Colorado’s enthusiastic embrace of automated vehicles. But if decision-makers bet on robo-cars as a transportation panacea, to the exclusion of proven urban transportation solutions, they risk repeating past mistakes that hollowed out urban centers and deepened our dependence on cars. We can make our city streets safer and more efficient today […]