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HomeMy WebLinkAbout2024-07-02 Agenda and Supporting Documentation Town Council Evening Meeting1.Call to Order (6:00pm) 2.Public Participation (6:00pm) 2.1 Public Participation 3.Any action as a result of Executive Session (6:10pm) 4. Consent Agenda (6:10pm) 4.1 June 4, 2024 TC Meeting Minutes 4.2 June 18, 2024 TC Meeting Minutes 4.3 Resolution No. 32, Series of 2024, A Resolution of the Vail Town Council Approving Contract Amendment Number Three Between the Town of Vail and the Colorado Department of Human Services Behavioral Health Administration Approve, approve with amendments, or deny Resolution No. 32, Series of 2024. Background: For the past four years, the Town of Vail has acted as a "pass through" for a mental health co-responder grant from Office of Behavioral Health (OBH). The grant funds are accepted by the Town of Vail and given to Your Hope Center for their crisis response team. VAIL TOWN COUNCIL MEETING Evening Session Agenda The Grand View, 395 S. Frontage Road W. Vail, CO 81657 and virtually by Zoom: https://vail.zoom.us/webinar/register/WN_jXV-DsbNRj2LxdO7tVZO7A 6:00 PM, July 2, 2024 Notes: Times of items are approximate, subject to change, and cannot be relied upon to determine what time Council will consider an item. Public comment will be taken on each agenda item. Public participation offers an opportunity for citizens to express opinions or ask questions regarding town services, policies or other matters of community concern, and any items that are not on the agenda. Please attempt to keep comments to three minutes; time limits established are to provide efficiency in the conduct of the meeting and to allow equal opportunity for everyone wishing to speak. Public Participation 060424 TC Meeting Minutes 061824 TC Meeting Minutes OBH Grant to Council Resolution No. 32, Series of 2024 - CDPHE 23 IBEH 174376 - Am 3 - (189730) - Town of Vail - BHAS - Co-Responder 1 4.4 Resolution No. 34, Series of 2024, A Resolution of the Vail Town Council Imposing a Juvenile Curfew and Special Event District Pursuant to Title 6, Chapter 5, Vail Town Code Approve, approve with amendments, or deny Resolution No. 34, Series of 2024. Presenter(s): Deputy Chief Justin Liffick, Vail Police Department Background: In April 2024, Council was presented with a comprehensive plan from the Vail Police Department to enhance safety measures for the July 4th Holiday Celebration, which addressed a notable rise in juvenile delinquency from the previous years. 4.5 Contract Award to Hallmark Inc. for the Bridge Scour Countermeasures Project Authorize the Town Manager to enter into an agreement, in a form approved by the Town Attorney, with Hallmark Inc. for the Bridge Scour Countermeasures Project, in an amount not to exceed $460,000.00. Background: Scouring over the years has exposed the bridge foundations under the Main Gore Drive bridge and the bridge at the West Vail roundabout over Gore Creek. To protect the bridges, the project will install riprap along both bridge abutments. Bi-annual CDOT bridge inspections have determined both bridges to be critical and require action. 5.Action Items (6:15pm) 5.1 Resolution No. 33, Series of 2024, A Resolution Adopting the Go Vail 2045 Mobility & Transportation Master Plan (6:15pm) 15 min. Approve, approve with amendments, or deny Resolution No. 33, Series of 2024. Presenter(s): Tom Kassmel, Town Engineer Background: The Go Vail 2045 Vail Mobility & Transportation Master Plan has been going through a public planning process for the past two years. The plan will update suggested traffic, transit, mobility, and parking improvements to better accommodate current and future transportation needs within and around Vail. The PEC has unanimously recommended to approve and adopt the Master Plan. Staff Recommendation: Approve Resolution No. 33, Series of 2024, adopting the Go Vail 2045 Vail Mobility & Transportation Master Plan. ToV Council July 4th, 2024 Updates Res. 34, Series of 2024 Council Memo - Bridge Scour Council Memo 7-02-24 Resolution 33 Series of 2024 - VMTMP jmm Go Vail 2045 Final 6-14-2024 2 5.2 Ordinance No. 08, Series of 2024, First Reading, An Ordinance Making Budget Adjustments to the Town of Vail General Fund, Capital Projects Fund, Real Estate Transfer Tax Fund, Housing Fund, Dispatch Services Fund, and Timber Ridge Fund of the 2024 Budget for the Town of Vail, Colorado; and Authorizing the Said Adjustments as Set Forth Herein; and Setting Forth Details in Regard Thereto (6:30pm) 30 min. Approve, approve with amendments, or deny Ordinance No. 08, Series of 2024, upon first reading. Presenter(s): Carlie Smith, Finance Director and Jake Shipe Budget Analyst Background: Please see attached memo. 6.Adjournment 7:00pm (estimate) 240702 2nd Supplemental Budget Ord #8- 2nd Supplemental 2024 1st Reading Meeting agendas and materials can be accessed prior to meeting day on the Town of Vail website www.vailgov.com. All town council meetings will be streamed live by High Five Access Media and available for public viewing as the meeting is happening. The meeting videos are also posted to High Five Access Media website the week following meeting day, www.highfivemedia.org. Please call 970-479-2136 for additional information. Sign language interpretation is available upon request with 48 hour notification dial 711. 3 AGENDA ITEM NO. 2.1 Item Cover Page DATE:July 2, 2024 SUBMITTED BY:Steph Johnson, Town Manager ITEM TYPE:Citizen Participation AGENDA SECTION:Public Participation (6:00pm) SUBJECT:Public Participation SUGGESTED ACTION: VAIL TOWN COUNCIL AGENDA ITEM REPORT ATTACHMENTS: Public Participation 4 From:RICK SACKBAUER To:PublicInputTownCouncil Subject:Pirate Ship Park Date:Thursday, June 27, 2024 9:08:42 AM Hello Travis, Barry, Sam, Reed, Pete, Bone and Jonathan, Yesterday afternoon I walked past Pirate Ship Park while the surface was being pumped in from a truck near Gondola One. Last night Jan and I walked past it and were terribly disappointed that the surface was not one that’s “inclusive”, i.e. could accommodate an individual in a wheelchair. As you all know, it’s adjacent to the bike path. We then walked by the Popcorn Wagon and watched a you man in a wheelchair enjoying that rubberized surface in the tiny playground to the west. In our opinion, what a wasted opportunity to make Pirate Ship Park usable by everyone. Please consider changing this in the fall. Thanks for allowing input. Rick 5 From:Jim Deters To:PublicInputTownCouncil Subject:as you consider public transportation, consider making Vail ped friendly Date:Tuesday, July 2, 2024 7:29:17 AM Dear Council Members, I am now into my 5th year as a full time resident in Vail. I live in the Vail Village. I am the owner of the Gravity Haus portfolio and Gravity Haus Vail. I live and work and cross Vail Valley Drive and the intersection of the Frontage Road and Vail Valley Drive multiple times a day. This is a dangerous and poorly marked intersection. I watch cars traveling westbound go through the stop sign at full speed every day with zero acknowledgement of the stop sign at speeds greater than 50 MPH (it's a 25 MPH) speed zone. As you know, there is no stop for traffic traveling up the Vail Valley Drive often making a left to go eastbound. This is very dangerous and the famer's market parking moved to this area for the summer is making it more dangerous and the signage and stop sign less visible. The volume of traffic moving through the Village via Vail Valley drive is high and increasing. The volume from hotel shuttles during ski season alone is extremely high. The right turn down blue cow shoot from east bound traffic is a blind corner and pedestrians are often at risk. I witnessed an accident where a car suddenly stopped short to not hit a pedestrian and was hit from behind this past ski season. The speed and volume of cars down the "blue cow shoot" on Vail Valley Drive are excessive. At the bottom of the shoot where Vail Valley Dr. intersects Meadow Drive is at the intersection of the Gravity Haus hotel entrance and a major egress from the main Vail public garage. TOV buses turning onto Meadow creates dangerous pedestrian and driver conditions. The bus drivers are often moving at aggressive speeds and not yielding to pedestrians and are making quick lefts into this intersection to avoid the speeding cars descending down. For the GoPro games, planners or TOV put a makeshift barrier to stop pedestrians from walking into the crosswalk as they descend the stairs from the parking structure here. I am not a traffic expert. I am a concerned citizen with 5 years of daily experiences walking through these intersections and co-existing with autos and buses on our streets. I believe a resort community should be one that is safe for bicycles and pedestrians. Our own TOV bus drivers, the local workers, the hotel shuttles, combined with the volume of transit cars and a lack of signage and enforcement make Vail an unfriendly and unsafe pedestrian environment. Since 2020 I have expressed concerns and worked to get improved signage for pedestrian crossings through the entire stretch of Vail Valley drive through the Village and out through the golf course where the average speed is well above 15MPH. There used to be signage trying to explain how cars and peds are to drive on this stretch, but that has not been back for the past two summers. I offer this as input and would love to work with the planners and the TOV to make improvements to find the best way to make transit and pedestrians coexist in Vail in a safe and more productive environment. 6 A concerned resident, Jim Deters Jim Deters Chairman & CEO Gravity Haus gravityhaus.com (303) 884-0137 7 AGENDA ITEM NO. 4.1 Item Cover Page DATE:July 2, 2024 SUBMITTED BY:Stephanie Bibbens, Town Manager ITEM TYPE:Consent Agenda AGENDA SECTION: Consent Agenda (6:10pm) SUBJECT:June 4, 2024 TC Meeting Minutes SUGGESTED ACTION: VAIL TOWN COUNCIL AGENDA ITEM REPORT ATTACHMENTS: 060424 TC Meeting Minutes 8 Town Council Meeting Minutes of June 4, 2024. Page 1 Vail Town Council Meeting Minutes Tuesday, June 4, 2024 6:00 P.M. Vail Town Council Chambers The regular meeting of the Vail Town Council was called to order at approximately 6:00 P.M. by Mayor Coggin. Full video of the Town Council meeting can be accessed at https://www.highfivemedia.org/town- vail. Members present: Travis Coggin, Mayor Barry Davis, Mayor Pro Tem Pete Seibert Jonathan Staufer Dave Chapin Reid Phillips Samantha Biszantz Staff members present: Russell Forrest, Town Manager Kathleen Halloran, Deputy Town Manager Matt Mire, Town Attorney Stephanie Kauffman (Bibbens), Town Clerk 1.Call to Order 2.Proclamations Proclamations began at time stamp 0:00:14 on the High Five video. 2.1 Proclamation No. 05, Series of 2024, Recognizing the Month of June 2024 as Lesbian, Gay, Bisexual, Transgender, and Queer (LGBTQ+) “Pride Month” Presenter(s): Travis Coggin, Mayor Read proclamation into the record. Background: The Town of Vail is committed to supporting visibility, dignity, and equity for LGBTQIA+ people in our diverse community. 3.Public Participation Public Participation began at time stamp 0:02:04 on the High Five video. Bob Armour, a Vail resident, gifted the Town Council with a Town of Vail flag to hang on the wall for future Council meetings at the Grand View. 9 Town Council Meeting Minutes of June 4, 2024. Page 2 Rick Sackbauer, a Vail resident, thanked Town of Vail staff for their timely efforts to get the pickle ball courts cleaned up and ready for the summer season. 4.Any Action as the Result of Executive Session There was none. 5.Appointments of Boards, Commissions and Authorities Appointments of Boards, Commissions and Authorities began at time stamp 0:05:19 on the High Five video. 5.1 Vail Local Housing District (VLHA) Appointment Motion to appoint one member to service on the VLHA for a five-year term ending on May 31, 2029. Presenter(s): Travis Coggin, Mayor Staufer made a motion to appoint Christine Santucci to serve on the VLHA for a five-year term ending on May 31, 2029; Seibert seconded motion passed (7-0). 6.Consent Agenda Consent Agenda began at time stamp 0:05:49 on the High Five video. 6.1 May 7, 2024 Town Council Meeting Minutes 6.2 May 21, 2024 Town Council Meeting Minutes 6.3 Resolution No. 26, Series of 2024, A Resolution Approving an Amended Operating Plan and Budget of the Vail Local Marketing District, for its Fiscal Year January 1, 2024 through December 31, 2024 Approve, approve with amendments, or deny Resolution No. 26, Series of 2024. Background: Please see attached memo. 6.4 Resolution No. 27, Series of 2024, A Resolution Supporting the Town of Vail Grant Application to the Colorado Department of Local Affairs for a Local Planning Capacity Grant Approve, approve with amendments, or deny Resolution No. 27, Series of 2024. Background: The Local Planning Capacity grant program launched in November 1, 2023. The intent of the program is to increase the capacity of local government planning departments responsible for processing land use, permitting, and zoning applications for housing projects. 10 Town Council Meeting Minutes of June 4, 2024. Page 3 6.5 Resolution No. 28, Series of 2024, A Resolution Approving a Lease Agreement between the Town of Vail, and the Colorado Department of Transportation ("CDOT") Regarding Parking along the Non-travel Lanes of the Interstate 70 Frontage Roads Located within the Limits of the Town Approve, approve with amendments, or deny Resolution No. 28, Series of 2024. Background: CDOT currently leases to the Town certain sections of the I-70 Frontage Road adjacent to the Gerald R. Ford Park for the purposes of managed parking operations, bus transit operations and occasional civic celebrations. The Town and CDOT wish to renew said lease through April 15, 2029.5.6 Contract Award to Pinnacle Electric for Installation of Electric Charging Equipment at the Public Works Shop 6.6 Contract Award to Orozco Concrete Inc. for the 2024 On-Call Concrete Repair Authorize the Town Manager to enter an agreement, in a form approved by the Town Attorney, with Orozco Concrete Inc. to complete the 2024 On-Call Concrete Repair contract, not to exceed $125,000.00. Background: This contract is to provide curb, gutter, and concrete flatwork repair as directed by Town Staff as needed throughout the Town of Vail Davis made a motion to approve the Consent Agenda; Phillips seconded motion passed (7-0). 7. Action Items 7.1 Active Transportation Infrastructure Investment Program (ATIIP) Grant ATIIP conversation began at time stamp 00:6:16 on the High Five video. Presenter(s): Tom Kassmel, Town Engineer Direct staff to apply for the ATIIP grant to plan and design the separation of the Gore Valley Trail along Bighorn Road; and authorize the Town Manager to sign the application. Background: The Active Transport Infrastructure Investment Program (ATIIP) is a new FHWA competitive grant program created by the Bipartisan Infrastructure Law to plan, design, and construct projects to provide safe and connected active transportation facilities in active transportation networks. Seven hands were raised in support of pursing the grant opportunity. 7.2 Dobson Arena Update Dobson Update began at time stamp 0:08:17 on the High Five video. Presenter(s): Greg Hall, Director of Public Works and Transportation 11 Town Council Meeting Minutes of June 4, 2024. Page 4 Listen to presentation and provide feedback. Background: Detailed discussion of preferred option for renovation of Dobson Arena, based on results from the afternoon joint meeting between Vail Town Council and Vail Recreation District. Davis made a motion to approve; Staufer seconded motion passed (7-0). 7.3 Ordinance No. 06, Series of 2024, First Reading, an Ordinance Amending Title 12 and Title 14 of the Vail Town Code to Rename the Current Housing -1 and Housing-2 Zone Districts and to Establish a New Community Housing Zone District and Amending the Town's Zoning Map Accordingly Ordinance No. 06, Series of 2024 began at time stamp 1:10:42 on the High Five video. Presenter(s): Greg Roy, Planning Manager Approve, approve with amendments, or deny Ordinance No. 06, Series of 2024 upon first reading. Background: The amendment will change the names of the housing districts from Housing to Community Housing and add a third district with a maximum height limit between the two existing height limits. This update is recommended by the Vail Local Housing Authority and is intended to provide an additional housing district with an intermediary height. Phillips made a motion to approve; Davis seconded motion passed (7-0). 7.4 Ordinance No. 07, Series of 2024, First Reading, An Ordinance Amending Chapter 1 of Title 5 of the Vail Town Code Regarding Private Property Drainage Ordinance No. 07, Series of 2024 began at time stamp 1:17:48 on the High Five video. Presenter(s): Tom Kassmel, Town Engineer Approve, approve with amendments, or deny Ordinance No. 07, Series of 2024, upon first reading. Background: The Town Code does not currently fully address water runoff from public roads onto private property or vice versa; nor the maintenance of private driveways within the public way in a clear manner that is typical of most similar communities. The proposed Code amendment will clarify responsibilities of private property owners. Chapin made a motion to approve; Davis seconded motion passed (6-1, Staufer opposed). There being no further business to come before the council, Coggin moved to adjourn the meeting; Davis seconded motion passed (6-0), meet adjourned at 7:29 p.m. 12 Town Council Meeting Minutes of June 4, 2024. Page 5 Respectfully Submitted, Attest: __________________________________ Travis Coggin, Mayor ______________________________ Stephanie Kauffman, Town Clerk 13 AGENDA ITEM NO. 4.2 Item Cover Page DATE:July 2, 2024 SUBMITTED BY:Stephanie Bibbens, Town Manager ITEM TYPE:Consent Agenda AGENDA SECTION: Consent Agenda (6:10pm) SUBJECT:June 18, 2024 TC Meeting Minutes SUGGESTED ACTION: VAIL TOWN COUNCIL AGENDA ITEM REPORT ATTACHMENTS: 061824 TC Meeting Minutes 14 Town Council Meeting Minutes of June 18, 2024. Page 1 Vail Town Council Meeting Minutes Tuesday, June 18, 2024 6:00 P.M. Vail Town Council Chambers The regular meeting of the Vail Town Council was called to order at approximately 6:00 P.M. by Mayor Coggin. Full video of the Town Council meeting can be accessed at https://www.highfivemedia.org/town- vail. Members present: Travis Coggin, Mayor Barry Davis, Mayor Pro Tem Pete Seibert Jonathan Staufer Dave Chapin Reid Phillips Samantha Biszantz Staff members present: Russell Forrest, Town Manager Kathleen Halloran, Deputy Town Manager Matt Mire, Town Attorney Stephanie Kauffman (Bibbens), Town Clerk 1. Call to Order 2. Public Participation Public Participation began at time stamp 0:00:11 on the High Five video. Caitlin Murray and Anne-Marie McDermott of the Bravo! Vail Music Festival thanked the town for its continuing support and partnership and gave a preview of the upcoming season. 3. Any Action as the Result of Executive Session There was none. 4. Consent Agenda Consent Agenda began at time stamp 0:03:42 on the High Five video. Staufer requested Resolution 29, Series of 2024 be taken off the consent agenda for discussion. 4.1 Resolution No. 30, Series of 2024, A Resolution of the Vail Town Council Approving an Intergovernmental Agreement (24-PA-11021500-49) between the Town of Vail and the 15 Town Council Meeting Minutes of June 18, 2024. Page 2 USDA Forest Service White River National Forest Concerning the Wildland Fire Mitigation Program Approve, approve with amendments, or deny Resolution No. 30, Series of 2024. Background: This is one of two participating agreements for the implementation of the Booth Creek Fuels Reduction project. 4.2 Resolution No. 31 Series of 2024, A Resolution of the Vail Town Council Approving an Intergovernmental Agreement (24-PA-11021500-48) between the Town of Vail and the USDA Forest Service White River National Forest Concerning the Wildland Fire Mitigation Program Approve, approve with amendments, or deny Resolution No. 31, Series of 2024. Background: This is one of two participation agreements for the implementation of the Booth Creek Fuels Reduction Project. 4.3 Contract Award to AXON Enterprise, Inc. for Renewal of AXON Master Services Authorize the Town Manager to enter into an agreement, in a form approved by the Town Attorney, with AXON Enterprises Inc. for a five-year renewal, in the amount not to exceed $608,472.29 over five years, based on appropriations during the budget process. Background: The Vail Police Department would like to sign a new 5-year contract with AXON Enterprises, which allow them to combine all services into one contract and clean up billing 4.4 Contract Award to Hess Contracting Inc. to Complete the 2024 Vail Concrete & Framework Authorize the Town Manager to enter into an agreement, in a form approved by the Town Attorney, with Hess Contracting Inc. to complete the 2024 Vail Concrete & Framework, in an amount not to exceed $185,000.00. Background: This contract is to provide concrete drainage pans at various locations in Vail and three concrete bus shelter pads in East Vail. Davis made a motion to approve the Consent Agenda, Staufer seconded; motion passed (7-0). 5. Action Items Resolution No. 29, Series of 2024 began at timestamp 00:04:20 on the High Five video. 5.1 Resolution No. 29, Series of 2024, A Resolution of the Vail Town Council Approving a Memorandum of Understanding among the Naval Criminal Investigative Service and Participating Federal, State, County and Municipal Agencies for an Information Sharing 16 Town Council Meeting Minutes of June 18, 2024. Page 3 Initiative known as the Law Enforcement Information Exchange Rocky Mountain (LInX Rocky Mountain) Approve, approve with amendments, or deny Resolution No. 29, Series of 2024. Background: The Town wishes to enter into a memorandum of understanding between NCIS and the Federal, State and local law enforcement information sharing initiative for operation of a regional warehouse of databases, LInX Rocky Mountain. Davis made a motion to approve; Chapin seconded motion passed (6-1 Staufer opposed). 5.2 Contract Award to Fehr & Peers Consulting Group for Transit Route/Operations Optimization Planning Transit/Route/Operations Optimization Planning conversation began at time stamp 00:6:57 on the High Five video. Presenter(s): Tom Kassmel, Town Engineer Authorize the Town Manager to enter into a contract, as approved by the Town Attorney, with Fehr & Peers Consulting Group for the Transit Route/Operations Optimization Planning, in the amount of $90,000 and to supplement the 2024 budget for this project by $15,000. Background: The Town has budgeted to complete a Transit Optimization Plan. The project will holistically review Vail’s Transit operations from a routing, scheduling, and operations standpoint with the goal of optimizing efficiency and service, assisting in achieving the adopted Strategic Goals. Staufer made a motion to approve; Davis seconded motion passed (7-0). 6. Public Hearings 6.1 Ordinance No. 06, Series of 2024, Second Reading, an Ordinance Amending Title 12 and Title 14 of the Vail Town Code to Rename the Current Housing - 1 and Housing - 2 Zone Districts and to Establish a New Community Housing Zone District and Amending the Town's Zoning Map Accordingly Ordinance No. 06, Series of 2024 began at time stamp 00:09:29 on the High Five video. Presenter(s): Greg Roy, Planning Manager Approve, approve with amendments, or deny Ordinance No. 06, Series of 2024 upon second reading. Background: The amendment will change the names of the housing districts from Housing to Community Housing and add a third district with a maximum height limit between the two existing height limits. This update is recommended by the Vail Local Housing Authority and is intended to provide an additional housing district with an intermediary height. 17 Town Council Meeting Minutes of June 18, 2024. Page 4 Chapin made a motion to approve; Davis seconded motion passed (7-0). 6.2 Ordinance No. 07, Series of 2024, Second Reading, An Ordinance Amending Chapter 1 of Title 5 of the Vail Town Code Regarding Private Property Drainage Ordinance No. 07, Series of 2024 began at time stamp 00:11:05 on the High Five video. Presenter(s): Tom Kassmel, Town Engineer Approve, approve with amendments, or deny Ordinance No. 07, Series of 2024, upon second reading. Background: The Town Code does not currently fully address water runoff from public roads onto private property or vice versa; nor the maintenance of private driveways within the public way in a clear manner that is typical of most similar communities. The proposed Code amendment will clarify responsibilities of private property owners. Staufer made a motion to approve; Chapin seconded motion passed (7-0). 7. Matters from Mayor, Council, Town Manager and Committee Reports Matters from Mayor, Council, Town Manager and Committee Reports began at timestamp 00:13:06 on the High Five video. 7.1 Town Manager Report 7.2 Council Matters and Status Update There being no further business to come before the council, Davis moved to adjourn the meeting; Staufer seconded motion passed (7-0), meet adjourned at 6:35 p.m. Respectfully Submitted, Attest: __________________________________ Travis Coggin, Mayor ______________________________ Stephanie Kauffman, Town Clerk 18 AGENDA ITEM NO. 4.3 Item Cover Page DATE:July 2, 2024 SUBMITTED BY:Stephanie Bibbens, Town Manager ITEM TYPE:Consent Agenda AGENDA SECTION: Consent Agenda (6:10pm) SUBJECT:Resolution No. 32, Series of 2024, A Resolution of the Vail Town Council Approving Contract Amendment Number Three Between the Town of Vail and the Colorado Department of Human Services Behavioral Health Administration SUGGESTED ACTION:Approve, approve with amendments, or deny Resolution No. 32, Series of 2024. VAIL TOWN COUNCIL AGENDA ITEM REPORT ATTACHMENTS: OBH Grant to Council Resolution No. 32, Series of 2024 - CDPHE 23 IBEH 174376 - Am 3 - (189730) - Town of Vail - BHAS - Co-Responder 19 June 25th, 2024 To:Vail Town Council Through:Russell Forrest Town Manager Ryan Kenney Chief From: Lachlan Crawford Investigations Commander Subject: OBH (Office of Behavioral Health) Grant For the past five years, the Town of Vail has acted as a “pass through” for a mental health co- responder grant from OBH. The grant funds are accepted by the Town of Vail and given to Your Hope Center for their crisis response team. When this grant was offered, only law enforcement agencies were eligible to apply. The Vail Police Department’s application documented our use of and support of Your Hope Center as our primary mental health crisis response model. Each year we sign a contract with OBH to accept those funds and pay them out to Your Hope Center. This year’s contract is for $385,000. That is an increase of $75,000 from the previous year. The amount of the grant is the only change on the contract from the previous 4 years. We are asking for your approval to accept these grant funds. 20 RESOLUTION NO. 32 SERIES OF 2024 A RESOLUTION OF THE VAIL TOWN COUNCIL APPROVING CONTRACT AMENDMENT NUMBER THREE BETWEEN THE TOWN OF VAIL AND THE COLORADO DEPARTMENT OF HUMAN SERVICES BEHAVIORAL HEALTH ADMINISTRATION WHEREAS, the Town and the Colorado Department of Human Services Behavioral Health Administration (the “CDPH”) are currently parties to a contract whereby the Town receives financial assistance from the State to participate in a Co-Responder Program; WHEREAS, Co-Responder Programs identify calls for police service where behavioral health (mental health and/or substance use) appear to be a relevant factor and provide effective responses that involve people in crisis and those with behavioral health needs; WHEREAS, by creating and fostering partnerships between behavioral health professionals and law enforcement (may include additional first responder types), this model aims to deflect individuals from unnecessary criminal legal system involvement and/or hospitalization, and link them to appropriate and needed services; and WHEREAS, the Town and the CDPH wish to extend and to update the current contract subject to the terms of Contract Amendment Number One, attached hereto as Exhibit A and made a part hereof by this reference (the “Amendment”). NOW THEREFORE, BE IT RESOLVED BY THE TOWN COUNCIL OF THE TOWN OF VAIL, COLORADO THAT: Section 1. The Town Council hereby approves the Amendment in substantially the same form attached hereto, subject to approval by the Town Attorney. Upon such approval, the Town Manager is authorized to execute the Amendment on behalf of the Town. INTRODUCED, READ, PASSED AND ADOPTED THIS 2 nd DAY OF JULY, 2024. Travis Coggin, Mayor ATTEST: Stephanie Kauffman, Town Clerk 6/1/2023 21 Amendment Contract Number: 25 IBEH 189730 Page 1 of 3 Rev. 1/14/19 CONTRACT AMENDMENT #3 SIGNATURE AND COVER PAGE State Agency Colorado Department of Human Services Behavioral Health Administration Original Contract Number 23 IBEH 174376 Contractor Town of Vail for the use and benefit of the Vail Police Department Amendment Contract Number 25 IBEH 189730 Current Contract Maximum Amount Initial Term Contract Performance Beginning Date July 1, 2022 State Fiscal Year 2023 $300,000.00 Extension Terms Current Contract Expiration Date June 30, 2025 State Fiscal Year 2024 State Fiscal Year 2025 $387,700.00 $385,000.00 *Any amount paid as a result of Holdover Letter 25 IBEH 191634 prior to execution of this Amendment shall be deducted from the Current Contract Maximum Amount. Total for All State Fiscal Years $1,072,700.00 THE PARTIES HERETO HAVE EXECUTED THIS AMENDMENT Each person signing this Amendment represents and warrants that he or she is duly authorized to execute this Amendment and to bind the Party authorizing his or her signature. CONTRACTOR Town of Vail for the use and benefit of the Vail Police Department ______________________________________________ By: Russell Forrest, Town Manager Date: _________________________ STATE OF COLORADO Jared Polis, Governor Colorado Department of Human Services Michelle Barnes, Executive Director ______________________________________________ By: Dannette R. Smith, Commissioner, Behavioral Health Administration Date: _________________________ In accordance with §24-30-202 C.R.S., this Amendment is not valid until signed and dated below by the State Controller or an authorized delegate. STATE CONTROLLER Robert Jaros, CPA, MBA, JD By:___________________________________________ Amanda Rios / Telly Belton / Toni Williamson Amendment Effective Date:_____________________ 22 Amendment Contract Number: 25 IBEH 189730 Page 2 of 3 Rev. 1/14/19 1. PARTIES This Amendment (the “Amendment”) to the Original Contract shown on the Signature and Cover Page for this Amendment (the “Contract”) is entered into by and between the Contractor, and the State. 2. TERMINOLOGY Except as specifically modified by this Amendment, all terms used in this Amendment that are defined in the Contract shall be construed and interpreted in accordance with the Contract. 3. AMENDMENT EFFECTIVE DATE AND TERM A. Amendment Effective Date This Amendment shall not be valid or enforceable until the Amendment Effective Date shown on the Signature and Cover Page for this Amendment. The State shall not be bound by any provision of this Amendment before that Amendment Effective Date, and shall have no obligation to pay Contractor for any Work performed or expense incurred under this Amendment either before or after of the Amendment term shown in §3.B of this Amendment. B. Amendment Term The Parties’ respective performances under this Amendment and the changes to the Contract contained herein shall commence on the Amendment Effective Date shown on the Signature and Cover Page for this Amendment or July 1, 2024, whichever is later and shall terminate on the termination of the Contract. 4. PURPOSE Under the original contract the Contractor has implemented a Co-Responder Services Program for its community by partnering with key stakeholder partners. The purpose of this contract amendment is to update and replace the following exhibits: Exhibit A-1, Statement of Work; Exhibit B-2, Budget, and Exhibit C-2, Miscellaneous Provisions, with the most current versions for Fiscal Year 2025 contract extension and renewal: Exhibit A-2, Statement of Work; Exhibit B-2, Budget, and Exhibit C-3, Miscellaneous Provisions. 5. MODIFICATIONS The Contract and all prior amendments thereto, if any, are modified as follows: The Contract Maximum Amount table on the Contract’s Signature and Cover Page is hereby deleted and replaced with the Current Contract Maximum Amount table shown on the Signature and Cover Page for this Amendment. A. REPLACE Exhibit A-1, Statement of Work, with Exhibit A-2, Statement of Work, attached hereto and incorporated by reference. B. ADD Exhibit B-3, Budget, attached hereto and incorporated herein by reference. C. REPLACE Exhibit C-2, Miscellaneous Provisions, with Exhibit C-3, Miscellaneous Provisions, attached hereto and incorporated by reference. 23 Amendment Contract Number: 25 IBEH 189730 Page 3 of 3 Rev. 1/14/19 6. LIMITS OF EFFECT AND ORDER OF PRECEDENCE This Amendment is incorporated by reference into the Contract, and the Contract and all prior amendments or other modifications to the Contract, if any, remain in full force and effect except as specifically modified in this Amendment. Except for the Special Provisions contained in the Contract, in the event of any conflict, inconsistency, variance, or contradiction between the provisions of this Amendment and any of the provisions of the Contract or any prior modification to the Contract, the provisions of this Amendment shall in all respects supersede, govern, and control. The provisions of this Amendment shall only supersede, govern, and control over the Special Provisions contained in the Contract to the extent that this Amendment specifically modifies those Special Provisions. **THE REST OF THIS PAGE INTENTIONALLY LEFT BLANK** 24 Exhibit A-2 - Statement of Work Article 1 Purpose and Target Population 1.1 Purpose. Co-Responder Programs (“Programs”) create and foster partnerships between behavioral health professionals and law enforcement, (which may include other first responders if necessary). Co-Responder Programs identify calls for police service where behavioral health (mental health and/or substance use) appear to be a relevant factor, and then provide effective responses to involve people in crisis and those with behavioral health needs. The law enforcement officer and the behavioral health specialist’s combined expertise aims to improve de-escalation of situations, deflect individuals away from involvement with the criminal justice system and/or unnecessary hospitalization, and link them to appropriate services. The program and team structure varies between locations to best meet the needs of the community and the partnering agencies, taking population density and other available resources into consideration. There are generally two approaches, a primary or secondary response model. A primary response is the response model in which the clinician is paired with an officer for joint response, and typically the officer’s time is dedicated to the program; Secondary response is the response model in which the clinician generally responds to requests from officers or dispatch, and is not generally paired directly with an officer. The purpose of this project is to create, sustain, or expand Co-Responder Programs, which dispatch behavioral health Co-Responders along with law enforcement, or provide a joint secondary response on calls for service wherein behavioral health appears to be a relevant factor. The behavioral health provider can provide assessment, crisis intervention services, and referrals on scene. They may also provide follow-up and connections to additional resources when necessary. 1.2 Target Population. Individuals who have been brought to the attention of law enforcement and appear to be experiencing a behavioral health crisis or who have other behavioral health needs, as determined by the awarded Contractor and their Program policies. This includes individuals at risk for low-level offenses, misdemeanor crimes, and individuals who have had repeated contact with law enforcement. The awarded Contractor may expand eligibility criteria to meet specific community needs. Article 2 Definitions and Resources 2.1. Definitions & Acronyms “BAA” means Business Associate Agreement, as defined in Exhibit C - HIPAA Business Associate Addendum - Qualified Service Organization Addendum.. Exhibit A-2 Page 1 of 8 25 “BHA” means Behavioral Health Administration established in Section 27-50-102, C.R.S. “CDHS” means Colorado Department of Human Services which is the principal department of the Colorado state government that operates the state's social services. “Co-Responder Program” means Co-Responder Programs, which dispatch behavioral health Co-Responders along with law enforcement, or provide a joint secondary response on calls for service wherein behavioral health appears to be a relevant factor. “Contract” means this statement of work, including all other Exhibits associated with this Request for Applications (RFA).herinto incorporated by reference, all referenced statutes, rules and cited authorities, and any future modifications thereto. “Contractor” means the awarded party with whom the BHA will enter into an agreement. “Critical Incident” means a situation in which death, physical assault and/or serious injuries are sustained by Program staff or clients that occurs during a Co-Responder intervention or response. “HIPAA” means the Health Insurance Portability and Accountability Act of 1996 “Program” means Co-Responder program. “Program/Project Manager” means the person responsible and accountable for managing the Contractor’s Co-Responder Program. “ Program Coordination Group” means the group that oversees the Program’s implementation and progress. “RNR” means the Risk-Need-Responsivity model of assessment and treatment to determine risk of recidivism, criminogenic needs, and responsivity of interventions. “Steering Committee” means the group responsible for guiding any changes or issues around the implementation and development of the Program. Article 3 Activities & Services 3.1. Allowable Uses of Funding: The Contractor may use funds to support, with the approval of BHA, items including but not limited to, the following: (a)Program personnel and, project management and community engagement. (b)Temporary services and treatments necessary to stabilize a participant’s condition, including necessary housing. (c) Outreach. (d)Direct costs for services. (e)Specialized program training. (f) Dedicated law enforcement resources, including overtime required for participation in operational meetings and training. (g)Training and technical assistance from experts in the implementation of Co- Responder Services Programs in other jurisdictions. (h) Collecting and maintaining the data necessary for program evaluation. 3.2. Work Plan: (a)The Contractor shall provide BHA with a Work Plan as part of the application, using the BHA-provided template, for review and approval. Exhibit A-2 Page 2 of 8 26 (b)The Contractor shall meet with BHA monthly to review progress on the work plan. (c)An updated Work Plan must be submitted on an annual basis, at a minimum, for review and approval. 3.3. The Contractor shall respond to communications from the BHA within five (5) calendar days. 3.4. Start-up Period for Project Development: The Contractor shall be permitted a start-up period of up to three (3) months from the date of execution of the contract. At the end of this period, the Contractor shall be expected to have all required program partnerships and contracts finalized, and be ready to begin program operations. If the Contractor is unable to implement the program within three months time, the Contractor will be placed on a performance improvement plan and the Contractor shall work with BHA on drafting and meeting this performance improvement plan. 3.5. Steering Committee: (a)The Contractor shall develop and maintain a Steering Committee to oversee the implementation and ongoing development of the Program for the duration of the Contract term. The Steering Committee shall meet at least biannually to discuss, problem-solve and/or guide any changes or issues around the implementation and ongoing development of the Program. The Steering Committee shall include high- level, decision-making representatives from each of the key local stakeholder disciplines listed below: 1.Lead law enforcement agency representative. 2.Behavioral health service provider representative. 3.Impacted individual/consumer or family member. 4.Local hospital representative and; 5.Regional Crisis Services Administrative Services Organization representative. (b)The Contractor shall also include other entities in the Steering Committee, which in its determination, are integral to the success of the Program. This may include prosecutors, jail administrators, advocacy groups, and harm reduction organizations. (c)The Steering Committee shall be charged with the following: 1.To perform an initial examination of the nature of the problem to help develop the Program’s objectives and design. 2.To consider how the Program relates to other local criminal justice or behavioral health partnerships that may be in place, or are in the process of being established. 3. To support a forum for planning decisions during the implementation phase, and to provide ongoing leadership, problem-solving and design modifications throughout the life of the Program. 4. To designate appropriate staff to make up a Program Coordination Group; 5. To identify any barriers to the Program’s success, and help reduce and resolve the impacts of barriers on the Program (such as identification of facilities). 6. To develop procedures to ensure that essential information is shared in an appropriate and timely manner. Exhibit A-2 Page 3 of 8 27 3.6. Program Coordination Group: (a) The Contractor shall develop and maintain a Program Coordination Group to guide and support the Program operations. If the creation of two separate groups is unrealistic due to workforce and/or resource limitations, this Program Coordination Group may be the same as the Steering Committee. (b) The Program Coordination Group shall: 1. Oversee officer and Program training implementation, as specified in Article 3.10 below. 2. Measure the Program’s progress toward achieving stated goals. 3. Resolve ongoing challenges to the Program’s effectiveness; and 4. Inform agency leaders and other policymakers of Program costs, developments, and progress. (c) The Contractor shall designate a law enforcement Program Champion within each partnering law enforcement agency to serve as the agency’s representative on the Program Coordination Group. 3.7. Program/Project Manager: The Contractor shall select a Program/Project Manager (“Manager”), and establish the Manager’s role, responsibilities, and authority, which shall include support of the Steering Committee and the Program Coordination Group. The Contractor shall communicate via email to BHA any changes to the Manager’s contact information within one business day of change. Partnership Agreements: The Contractor shall develop partnership agreements with other local criminal justice agencies, behavioral health organizations or government agencies, to address any key challenges inherent in multidisciplinary collaboration. Partnership agreements shall include a description of how partners collectively identified the need for the project, and individualized letters of support outlining each partner’s level of participation and commitment in the Program, responsibilities to the Program (policy and/or operational), resources they will contribute, and processes in collecting and sharing data. The Contractor, or any other party or partnership, does not have authority to negotiate or enter into any agreements on behalf of CDHS or the BHA. 3.8. Data Sharing Agreements: The Contractor shall ensure a data-sharing Business Associates Agreement (“BAA”) is developed and put in place between the partner agencies, as applicable by law. The data-sharing agreement shall ensure that each partner agency complies with the terms of the BAA, HIPAA, and 42 CFR Part 2. 3.9. Program Policies and Procedures: (a) The Contractor shall develop and maintain Program policies and procedures, subject to BHA review and approval. (b) The Contractor shall submit a draft copy of each of the policies and procedures required under this Section 3.9 (Program Policies and Procedures), to BHA for review and comment. The Contractor shall work with BHA to resolve all comments from BHA, and incorporate any agreed revisions in the final policies and procedures. (c) The Contractor shall ensure that specific policies and procedures are developed and implemented for the following aspects of the Program: (1) Target Population and Eligibility Criteria: The Contractor shall identify the target population, develop eligibility criteria, and develop Program Exhibit A-2 Page 4 of 8 28 policies to identify individuals who will be referred to the Program. The Contractor shall ensure that the referrals include individuals at risk for low-level offenses and misdemeanor crimes and individuals who have had repeated contact with law enforcement. The Contractor may expand eligibility criteria to meet specific community needs. (2) Call Taker and Dispatcher: The Contractor shall develop, or ensure the development of, policies and procedures for call takers and dispatchers. These shall include, but are not limited to: 1. The specific information call takers must gather from calls, 2. Policies specifying the means by which dispatchers are informed of staffing patterns, including up to date information during shifts. 3. Clear definitions of the geographic coverage areas designated and eligible for law enforcement and behavioral health Co-Responder calls. (d) Stabilization, Observation and Disposition: The Contractor shall develop policies and procedures to help guide law enforcement officers and/or behavioral health Co-Responders resolve encounters with the least restrictive environment appropriate for the circumstances. (e) Transportation and Custodial Transfer: The Contractor shall develop policies and procedures to help guide effective and efficient transportation and custodial transfers. The policies shall at a minimum: 1. Identify facilities capable of assuming custodial responsibility, which are available at all times, have personnel qualified to conduct a behavioral health evaluation, and do not turn away people brought by law enforcement without specific reasons. 2. Establish resources to connect individuals with, including friends, family members, peer support groups, or crisis centers, when available in non-custodial situations. 3. Engage the services of the individual’s current behavioral health provider or a crisis team. (f) Critical Incident Policy: Contractor shall develop and maintain a policy for review of critical incidents (including death, physical assault and/or serious injuries sustained by Program staff or clients) (“Critical Incidents”) that occur during a Program intervention or response and adhere to Critical Incident Reporting in Section 3.17. (g) Information Exchange and Confidentiality: The Steering Committee shall develop procedures to ensure that essential information is shared in an appropriate manner. Information shall be shared in a way that protects individuals’ confidentiality rights as treatment consumers and constitutional rights as possible defendants. Individuals with behavioral health disorders who have been in contact with a behavioral health agency should be offered an opportunity to provide consent in advance for behavioral health providers to share specified information with law enforcement authorities if an incident occurs (sometimes called an advance directive). 3.10. Program Training and Cross-training: Exhibit A-2 Page 5 of 8 29 (a) State Program Meeting Requirements: The Contractor shall attend an orientation session (mandatory only in the Contractor’s first year under the Program), monthly Program check-in meetings with the BHA manager, and other required Program meetings and training throughout the term of the Program. (b) Contractor Training: The Contractor shall provide training necessary for Contractor’s Program to include: 1. Officer Training: The Contractor shall provide officer training to improve officers’ responses to people with behavioral health needs and to educate officers on the Program. The Contractor shall determine the amount of training necessary to ensure, at a minimum, that there is a group of officers sufficient to cover all time shifts and geographic districts. 2. Cross-training: The Contractor shall provide opportunities to behavioral health personnel and other stakeholders to help improve cross-system understanding of agencies’ roles and responsibilities, law enforcement issues, program policies and procedures, information sharing, safety, and other opportunities to see policies translated into action. 3.11. Service Area: The Contractor shall define the service area that best meets the community’s needs. 3.12. Individualized Service Provision: The Contractor’s Program shall link individuals referred to or contacted by the Program to community-based behavioral health supports and services, as appropriate. 3.13. The Non-Displacement of Resources: The Contractor shall ensure Program participants do not receive preferential access to resources if it would prevent others on waitlists, or who had previously secured a resource, from being served. 3.14. Evidence-Based Practices: The Contractor shall use evidence-based and promising practices within the screening and service delivery structure, as appropriate, to support effective outcomes. The use of a risk/need/responsivity (RNR) model is encouraged to assess various factors such as substance use disorders, mental illness, cognitive or physical impairments, financial issues, family dynamics, housing instability, developmental disabilities, low literacy levels, and lack of reliable transportation, all of which may need to be addressed to support success. 3.15. Staff Time Tracking and Invoicing: The Contractor shall ensure expenses and staff time are tracked and invoiced separately for each Program or funding stream. 3.16. Subcontractor/Partnership Termination: In the event of a termination of a partnership with a subcontractor, such as a case management, service provider, or individuals providing these services internally the Contractor shall transition to a new partnership no later than 30 days from termination to ensure continuity of care for all participants of the Program. The Contractor shall communicate any subcontractor termination via email to the BHA Program Manager within one business day. 3.17. Critical Incident Reporting: If a Critical Incident (including death, physical assault and/or serious injuries sustained by Program staff or clients) occurs during a Co-Responder intervention or response, the Contractor shall make the appropriate selection on the BHA data collection form and inform the BHA Program Manager within three (3) days to determine any additional actions. 3.18. Period of Performance: From contract execution - June 30, 2024. Potential renewal of contract is subject to approval by the BHA Program Manager for each state fiscal year, if Exhibit A-2 Page 6 of 8 30 funding allows, and is subject to compliance and contract performance. State fiscal years end on June 30. New fiscal years begin July 1. Article 4 Minimum Requirements 4.1. The Contractor shall create, modify, update, or implement and maintain a Co-Responder program in the community they serve. 4.2. The Contractor shall partner with behavioral health specialists to best meet the needs of the community and partnering agencies, taking population density and other available resources into consideration. 4.3. Behavioral health Co-Responders shall be dispatched along with law enforcement or may provide a joint secondary response on these calls. 4.4. The behavioral health provider shall offer assessment and crisis intervention services at the scene, provide referral information to the individual, and provide follow-up, when necessary. 4.5. The Contractor shall implement and maintain the Program for its community by collaborating with key stakeholders to ensure service delivery, training, and resource coordination. 4.6. The Contractor shall collect data, measure outcomes, and report Program outcomes to the State to assist in determining the effectiveness of the Program. Article 5 Deliverables 5.1. Deliverable Table. The Contractor shall provide the deliverables in accordance with the dates outlined in the table below to cdhs_bhadeliverables@state.co.us, unless otherwise specified. Deliverable deadlines occurring after contract end date are contingent upon contract renewal. Deadlines may be altered administratively. DELIVERABLES DATE DUE Revised Work Plan Due 30 days from Contract Effective Date and annually thereafter. Program Policies and Procedures Document During implementation phase: 1. Draft document due to BHA 90 days from Contract Effective Date. 2. Final document due to BHA 30 days from reviewed draft sent from BHA to Contractor. Subsequent updates to policies and procedures due to BHA within 10 days of changes. Submit copy of partnership agreement(s) Upon execution of partnership agreement(s) Exhibit A-2 Page 7 of 8 31 Participate in a monthly progress status meeting with the BHA Manager of Co-Responder Services. Meetings may be in-person or via phone or video conference. Monthly Monthly data reporting using template provided by BHA, on current performance outcomes Monthly - 15 days after the end of the reporting month. Submit copy of subcontract(s) Upon execution of subcontract(s) Submit copy of the Steering Committee and Policy Coordination Group Member Rosters* *If Steering Committee and Policy Coordination Group members are the same, note the rationale on roster. 60 days after contract execution and as updated Article 6 Performance Outcome Measures 6.1. Measure: Number of referrals received and responded to by Program Outcome Goal: Of the total number of Program referrals, 70% or more will receive a response. 6.2. Measure: Number of calls that do not result in arrest Outcome Goal: Of the total number of active Co-Responder calls, 90% or more will not result in arrest when there is no cause for mandatory arrest (at the discretion of the officer). 6.3. Measure: Number of interventions, services and resource linkage provided to individuals contacted by the Program Outcome Goal: Of the total number of individuals contacted, 70% will receive one or more intervention, service, or linkage to resources. Exhibit A-2 Page 8 of 8 32 BHA Program Co-Responder Program Project Name Eagle County Mobile Crisis Co-Response Annual Budget Position Title Gross or Annual Salary Fringe Percent of Time on Project Total Amount Requested from BHA -$ Annual Budget Position Title Hourly Wage Hourly Fringe Total # of Hours on Project Total Amount Requested from BHA -$ -$ Annual Budget Contractor Name Rate Quantity Total Amount Requested from BHA Your Hope Center $ 32,083.33 12 385,000.00$ -$ 385,000.00$ Annual Budget Item Rate Quantity Total Amount Requested from BHA -$ -$ Annual Budget Item Rate Quantity Total Amount Requested from BHA -$ Total Personnel Services (including fringe benefits) Contractors / Consultants (payments to third parties or entities) Description of Work Clinical Director (oversight & supervision of clinicians and program, overnight case consultation), Co-Response Clinicians, Crisis team manager, 24/7 Overnight Case Consultation 365 days per year) mileage, Case Manager Total Travel Supplies & Operating Expenses Description of Item Travel Description of Item Total Contractors/Consultants Personnel Services / Hourly Employees Description of Work April 24th, 2024 Email Date Completed All budget numbers are estimates. Contract billing will be on a cost reimbursement basis for actual expenses incurred. EXPENDITURE CATEGORIES Personnel Services / Salaried Employees Description of Work Agency Name Budget Period 07/01/2024-06/30/2025 EXHIBIT B-3, FY25 ANNUAL BUDGET Vail Police Department Program Contact Name, Title Commander Lachlan Crawford 970-477-3433 Lcrawford@vail.gov Phone Email Fiscal Contract Name, Title Kathleen Halloran Phone 970-479-2116 Khalloran@vail.gov Revised: 04_06_2023 Exhibit B-3 Page 1 of 2 33 -$ 385,000.00$ -$ -$ -$ -$ -$ 385,000.00$ Annual Budget Indirect Cost Percentage Total Amount Requested Drop Down Box -$ -$ 385,000.00$ Total Indirect TOTAL Request The Parties may mutually agree, in writing, to modify the Budget administratively using an BHA Budget Reallocation form Rent Equipment in excess of $5,000 Other Unallowable Expenses Total Expenses per OMB 2CFR § 200 MODIFIED TOTAL DIRECT COSTS (MTDC) Indirect Costs Description of Item Total Supplies & Operating Expenses TOTAL DIRECT COSTS (TDC) Exclusions from Indirect Cost Base expenses per OMB 2CFR § 200 Subaward in excess of $25,000 Describe what the cost includes and the use of allowance Revised: 04_06_2023 Exhibit B-3 Page 2 of 2 34 Exhibit C-3 Page 1 of 5 Exhibit C-3 Miscellaneous Provisions I.General Provisions and Requirements A.Finance and Data Protocols The Contractor shall comply with the Behavioral Health Administration’s (BHA) most current Finance and Data Protocols and the Behavioral Health Accounting and Auditing Guidelines, made a part of this Contract by reference. B.Marketing and Communications The Contractor shall comply with the following marketing and communications requirements: 1.Reports or Evaluations. All reports or evaluations funded by BHA must be reviewed by BHA staff, including program, data, and communications, over a period of no fewer than 15 business days. The Contractor may be asked to place a report or evaluation on a BHA template and the report or evaluation is required to display the BHA logo. The Contractor shall submit the finished document to BHA in its final format and as an editable Word or Google document. 2.Press Releases. All press releases about work funded by BHA must note that the work is funded by the Colorado Department of Human Services, Behavioral Health Administration. Press releases about work funded by BHA must be reviewed by BHA program and communications staff over a period of no fewer than five business days. 3.Marketing Materials. Contractor shall include the current Colorado Department of Human Services, Behavioral Health Administration logo on any marketing materials, such as brochures or fact sheets, that advertise programs funded by this Contract. Marketing materials must be approved by the Contract’s assigned BHA program contract over a period of no fewer than 5 business days. 4.All Other Documents. All other documents published by the Contractor about its BHA- funded work, including presentations or website content, should mention the Colorado Department of Human Services, Behavioral Health Administration as a funder. 5.Opinion of BHA. BHA may require the Contractor to add language to documents that mention BHA reading: “The views, opinions and content expressed do not necessarily reflect the views, opinions or policies of the Colorado Department of Human Services, Behavioral Health Administration.” C.Start-up Costs If the State reimburses the Contractor for any start-up costs and the Contractor closes the program or facility within three years of receipt of the start-up costs, the Contractor shall reimburse the State for said start-up costs within sixty (60) days of the closure. The Contractor is not required to reimburse the State for start-up costs if the facility or program closure is due to BHA eliminating funding to that specific program and/or budget line item. 35 Exhibit C-3 Page 2 of 5 D.Immediate Notification of Closures / Reductions in Force If the Contractor intends to close a facility or program, it shall notify the BHA Contracts Unit at least five business days prior to the closure. Similarly, if the Contractor, or any sub -contractor provider, intends to conduct a reduction in force which affects a program funded through this contract, the Contractor shall notify the BHA Contracts Unit at least five business days prior to the layoffs. E.Licensing and Designation Database Electronic Record System (LADDERS) The Contractor shall use LADDERS (http://www.colorado.gov/ladders) as needed and/or as required by rule to submit applications for BHA licensing and designation, keep current all provider directory details, and submit policies and procedures. F.Contract Contact Procedure The Contractor shall submit all requests for BHA interpretation of this Contract or for amendments to this Contract to the BHA Contract Manager. G.The Contractor shall comply with all the provisions and requirements of RFP 2024*106 and with Contractor’s solicitation response thereto. H.Continuity of Operations Plan 1.In the event of an emergency resulting in a disruption of normal activities, BHA may request that Contractor provide a plan describing how Contractor will ensure the execution of essential functions of the Contract, to the extent possible under the circumstances of the inciting emergency (“Continuity of Operations Plan” or “Plan”). 2.The Continuity of Operations Plan must be specific and responsive to the circumstances of the identified emergency. 3.BHA will provide formal notification of receipt of the Continuity of Operations Plan to the Contractor. 4.The Continuity of Operations Plan will not impact or change the budget or any other provisions of the contract, and Contractor's performance will be held to the same standards and requirements as the original Contract terms, unless otherwise specified in the Continuity of Operations Plan. a.Any submitted Continuity of Operations Plan will be ratified as an amendment to the contract as soon as possible. 5.Contractor shall communicate, in a format mutually agreed upon by BHA and Contractor staff, on a frequency that supports the monitoring of services under the Continuity of Operations Plan. If adjustments are needed to the Plan, such adjustments will be made in writing and accompanied by written notice of receipt from BHA. a.As part of the BHA/Contractor communication during the emergency, 36 Exhibit C-3 Page 3 of 5 Contractor and BHA will evaluate whether the emergency has resolved such that normal operations may be resumed. b.Contractor and BHA will agree in writing when the emergency is sufficiently resolved and agree to a closeout period that is four weeks or less. c.BHA will submit notice accepting the termination of the Continuity of Operations Plan to the Contractor as the final action for any qualifying emergency response. I.Cultural Responsiveness in Service Delivery 1.The Behavioral Health Administration expects funding dollars to support equity in access, services provided, and behavioral health outcomes among individuals of all cultures, gender identities, sexual orientations, races, and ethnicities. Accordingly, Contractors should collect and use data to: (1) identify priority populations vulnerable to health disparities encompassing the contractor's entire geographic service area (e.g., racial, ethnic, limited English speaking, indigenous, sexual orientation, gender identity groups, etc.) and (2) implement strategies to decrease the disparities in access, service use, and outcomes—both within those subpopulations and in comparison to the general population. 2.One strategy for addressing health disparities is the use of the recently revised National Standards for Culturally and Linguistically Appropriate Services in Health and Health Care (CLAS). The U.S. Department of Health and Human Services (HHS) Think Cultural Health website (https://thinkculturalhealth.hhs.gov) also features information, continuing education opportunities, resources, and more for health and health care professionals to learn about culturally and linguistically appropriate services, or CLAS. 3.Contractors providing direct behavioral health prevention, treatment, or recovery services shall submit one of the following two documents to cdhs_BHAdeliverables@state.co.us by August 31 annually: a.If a provider has completed an equity plan that identifies how they will address health equity, they can submit the plan or; b.Submit a completed CLAS checklist that follows this HHS format: https://thinkculturalhealth.hhs.gov/assets/pdfs/AnImplementationChecklistfort heNationalCLASStandards.pdf J.Prohibition on Marijuana. Funds may not be used, directly or indirectly, to purchase, prescribe, or provide marijuana or treatment using marijuana. Treatment in this context includes the treatment of opioid use disorder. Funds also cannot be provided to any individual who or organization that provides or permits marijuana use for the purposes of treating substance use or mental disorders. This prohibition does not apply to those providing such treatment in the context of clinical research permitted by the DEA and under an FDA-approved investigational 37 Exhibit C-3 Page 4 of 5 new drug application where the article being evaluated is marijuana or a constituent thereof that is otherwise a banned controlled substance under federal law. K.Monitoring Requirements If the Contractor is a subrecipient of federal funds, the Contractor shall comply with monitoring requirements indicated by the Contractor’s risk level determined by the subrecipient risk assessment form completed by Contractor, which may include but are not limited to: •Monthly/quarterly monitoring calls •Invoice supporting documentation - e.g., timesheets, logs of travel, or wraparound service costs. •Routine programmatic reports •Technical assistance and training •Site visits II.Use of Subcontracts. A.Services described in this Contract may be performed by Contractor or by a subcontractor, except where this Contract states explicitly that a service must not be subcontracted. B.Contractor shall ensure that its subcontractors perform to the terms of this Contract as set forth in the Contract provisions. C.Any subcontract for services must include, at a minimum, the following: 1.A description of each partner’s participation 2.Responsibilities to the program (policy and/or operational) 3.Resources the subcontractor will contribute, reimbursement rates, services to be included and processes in collecting and sharing data and the most recent CDHS version of the HIPAA Business Associates Addendum, if this Contract contains the HIPAA Business Associates Addendum/Qualified Service Organization Addendum as an exhibit. 4.A copy of this Contract and all its terms and conditions. D.The Contractor shall provide to BHA a copy of any proposed subcontract between the Contractor and any potential provider of services to fulfill any requirements of this Contract, to cdhs_BHAdeliverables@state.co.us within 30 days of subcontract execution. E.BHA reserves the right to require Contractor to renegotiate subcontracts where necessary to adhere to the terms of this Contract. F.Subcontractor/Partnership Termination. In the event where partnerships with a subcontractor such as a treatment provider is terminated, the Contractor shall transition to a new partnership no later than 30 days from termination to ensure continuity of care for all participants of the program. 38 Exhibit C-3 Page 5 of 5 III. Financial Requirements A.Funding Sources The Contractor shall identify all funds delivered to subcontractors as state general fund, state cash funds, or federal grant dollars in Exhibit B, “Budget.” If federal grant dollars, the Contractor shall communicate the CFDA number to all sub-contractors in their sub-contracts. B.Program Income Program income generated through grant funded programs are additive funding that must be utilized for a consistent purpose as outlined in 2 CFR 200.307(e)(2). If Contractor charges and receives fees for services, or otherwise receives income associated with the sponsored program, this is considered program income and is required to be tracked and managed in accordance with the conditions of the award. C.Budget Reallocations 1.The Contractor may reallocate funds between the budget categories of this contract, up to twenty percent (20%) of the total contract amount, upon written approval by BHA, without a contract amendment. Any allowable reallocation is still subject to the limitations of the Not to Exceed and the Maximum Amount Available per Fiscal Year. D.Payment Terms 1.The Contractor shall invoice monthly for services, no later than the 20th of the month following when services are provided. 2.The Contractor shall utilize the invoice template(s) provided by BHA. Contractor shall comply with the invoicing instructions contained within the invoice template, and requests for supporting documentation. 3.All payment requests shall be submitted electronically to CDHS_BHApayment@state.co.us. 4.Year-end invoice estimates are due by June 15. Final invoice requests in excess of the submitted estimates are payable contingent on available funds. 5.Final invoices are due no later than August 30. 6.If the Contractor is a recipient of Federal Funds, final invoices are due no later than 45 days after the end date of the grant. 7.Invoices for the prior fiscal year received by August 30 which require revisions must be final by September 10 or they may not be paid. 8.Any requests for payment received after September 10th for the prior state fiscal year cannot be processed by BHA. 9.The State will make payment on invoices within forty-five (45) days of receipt of a correct and complete invoice to CDHS_BHApayment@state.co.us. Consequently, the Contractor must have adequate solvency to pay its expenses up to forty-five (45) days after invoice submission to the State. 39 AGENDA ITEM NO. 4.4 Item Cover Page DATE:July 2, 2024 SUBMITTED BY:Stephanie Bibbens, Town Manager ITEM TYPE:Presentation/Discussion AGENDA SECTION: Consent Agenda (6:10pm) SUBJECT:Resolution No. 34, Series of 2024, A Resolution of the Vail Town Council Imposing a Juvenile Curfew and Special Event District Pursuant to Title 6, Chapter 5, Vail Town Code SUGGESTED ACTION:Approve, approve with amendments, or deny Resolution No. 34, Series of 2024. PRESENTER(S):Deputy Chief Justin Liffick, Vail Police Department VAIL TOWN COUNCIL AGENDA ITEM REPORT ATTACHMENTS: ToV Council July 4th, 2024 Updates Res. 34, Series of 2024 40 July 2, 2024 To:Vail Town Council Through:Russ Forrest Town Manager Ryan Kenney Chief of Police From:Justin Liffick Deputy Chief of Police Subject:Town Council Update - Enhanced Safety Measures for July 4th Holiday and Addressing Juvenile Issues In April 2024, I presented the Town Council with a comprehensive plan from the Vail Police Department to enhance safety measures for the July 4th Holiday Celebration, addressing a notable rise in juvenile delinquency. The strategy includes deploying additional law enforcement personnel to key locations, utilizing advanced surveillance technologies, and engaging in targeted enforcement actions against unlawful behavior. The department is collaborating with local businesses, the Eagle County District Attorney’s Office, and other stakeholders to foster a community-wide commitment to public safety. Additionally, proactive measures such as outreach to Denver schools by the Vail School Resource Officers aim to educate juveniles and hold parents accountable for their children's actions. A significant public relations campaign has been launched, receiving positive feedback from the community. The Vail Police Department also seeks the Town Council's support to enact the Town of Vail Juvenile Curfew ordinance, which is crucial for managing unaccompanied juveniles and maintaining public order. This ordinance, included for the council’s review, grants the council the authority to implement a curfew for juveniles who do not meet specified criteria. The department emphasizes the importance of this ordinance in ensuring a safe and secure environment during the holiday festivities. The purpose of requesting the support of the Town of Vail – Juvenile Curfew is to afford the Vail Police Department the opportunity to enforce the Town ordinance as needed. The Vail Police Department will not seek to proactively enforce the curfew but have a plan in place should the circumstances warrant enforcement. Currently, there is not a state statute that pertains to curfew violations. Our Town code provides this regulation for use during the July 4th Celebration as well as during the New Years Eve festivities. 41 RESOLUTION NO. 34 SERIES OF 2024 A RESOLUTION OF THE VAIL TOWN COUNCIL IMPOSING A JUVENILE CURFEW AND SPECIAL EVENT DISTRICT PURSUANT TO TITLE 6, CHAPTER 5, VAIL TOWN CODE WHEREAS, Title 6, Chapter 5, of the Vail Town Code authorizes the Town Council to impose a juvenile curfew and special event district to be established between 10:30 p.m. on July 4 and 5:00 a.m. on July 5, wherein it shall be unlawful for any person under 18 years of age to be or remain upon any public street, sidewalk, alley, parking lot or any public place or right-of-way. NOW THEREFORE, BE IT RESOLVED BY THE TOWN COUNCIL OF THE TOWN OF VAIL, COLORADO THAT: Section 1.Pursuant to Title 6, Chapter 5 of the Vail Town Code there shall be a juvenile curfew and special event district established between 10:30 p.m. on July 4, 2024, and 5:00 a.m. on July 5, 2024, wherein it shall be unlawful for any person under 18 years of age to be or remain upon any public street, sidewalk, alley, parking lot or any public place or right-of-way. Section 2. This resolution shall take effect immediately upon its passage. INTRODUCED, READ, PASSED AND ADOPTED THIS 2 nd DAY OF JULY, 2024. Travis Coggin, Mayor ATTEST: Stephanie Kauffman, Town Clerk 6/1/2023 42 AGENDA ITEM NO. 4.5 Item Cover Page DATE:July 2, 2024 SUBMITTED BY:Chad Salli, Public Works ITEM TYPE:Consent Agenda AGENDA SECTION: Consent Agenda (6:10pm) SUBJECT:Contract Award to Hallmark Inc. for the Bridge Scour Countermeasures Project SUGGESTED ACTION:Authorize the Town Manager to enter into an agreement, in a form approved by the Town Attorney, with Hallmark Inc. for the Bridge Scour Countermeasures Project, in an amount not to exceed $460,000.00. VAIL TOWN COUNCIL AGENDA ITEM REPORT ATTACHMENTS: Council Memo - Bridge Scour 43 To:Town Council From:Public Works Date:07/02/2024 Subject:Bridge Scour Countermeasures Contract Award I.ITEM/TOPIC Bridge Scour Countermeasures Contract Award II.ACTION REQUESTED OF COUNCIL Authorize the Town Manager to enter into an agreement with Hallmark, Inc to complete the Bridge Scour Countermeasures Project. III.BACKGROUND Staff received 1 bid for the Bridge Scour Countermeasures Project from Hallmark, Inc. The project is budgeted with the Neighborhood Bridges budget. Scouring over the years has exposed the bridge foundations under the Main Gore Dr bridge and the bridge at the W Vail roundabout over Gore Creek. To protect the bridges, the project will install riprap along both bridge abutments. Bi-annual CDOT bridge inspections have determined both bridges to be scour critical and require action. The project is scheduled to occur between Augus 15, 2024 and October 31, 2024. IV.STAFF RECOMMENDATION Authorize the Town Manager to enter into an agreement, in a form approved by the Town Attorney, with Hallmark, Inc. to complete the Bridge Scour Countermeasures Project in the amount not to exceed $460,000.00. 44 AGENDA ITEM NO. 5.1 Item Cover Page DATE:July 2, 2024 TIME:15 min. SUBMITTED BY:Tom Kassmel, Public Works ITEM TYPE:Action Items AGENDA SECTION:Action Items (6:15pm) SUBJECT:Resolution No. 33, Series of 2024, A Resolution Adopting the Go Vail 2045 Mobility & Transportation Master Plan (6:15pm) SUGGESTED ACTION:Approve, approve with amendments, or deny Resolution No. 33, Series of 2024. PRESENTER(S):Tom Kassmel, Town Engineer STAFF RECOMMENDATION:Approve Resolution No. 33, Series of 2024, adopting the Go Vail 2045 Vail Mobility & Transportation Master Plan. VAIL TOWN COUNCIL AGENDA ITEM REPORT ATTACHMENTS: Council Memo 7-02-24 Resolution 33 Series of 2024 - VMTMP jmm Go Vail 2045 Final 6-14-2024 45 To:Town Council From:Public Works Department Date:July 2, 2024 Subject:Resolution No. 33, Series 2024 Adopting the Go Vail 2045 Vail Mobility & Transportation Master Plan I.SUMMARY Go Vail 2045 is a planning process to update the Vail Mobility & Transportation Master Plan. The master plan will update suggested traffic, transit, mobility, and parking improvements to better accommodate current and future transportation needs within and around Vail. The plan will also provide updates on other past transportation related topics such as traffic speeds and traffic calming, noise, loading & delivery, special event logistics, AGS/rail, and tunneling/capping I-70. Over the past 18 months the Go Vail 2045 team has been reviewing existing conditions, analyzing data, developing mobility concepts, taking public feedback, and drafting the master plan document. The draft Master Plan has been available on www.engagevail.com for public review since March 5 along with various updates since then including the most current version that was Recommended for Approval unanimously on June 24 by the PEC. The plan has been thoroughly vetted by the PEC at their last 5 work sessions in April, May, and June. The plan was also previously presented to the Town Council in its draft form along with PEC and public comments in March and May. The purpose of this Council work session is to adopt the PEC recommended final Go Vail 2045 Mobility &Transportation Master Plan. II.RECOMMENDATION Staff recommends that the Town Council Approve Resolution No 33, Series 2024, adopting The Go Vail 2045 Mobility & Transportation Master Plan. III.ATTACHMENTS Go Vail 2045 Vail Mobility & Transportation Master Plan Resolution No. 33, Series 2024 46 Resolution 34, Series of 2024 RESOLUTION NO. 33 Series of 2024 A RESOLUTION ADOPTING THE GO VAIL 2045 MOBILITY & TRANSPORTATION MASTER PLAN WHEREAS, the Town of Vail is in the process of updating the Vail Transportation Master Plan in response to the on-going and projected increases in development activity, the results of past master planning processes, and pending redevelopment plans; WHEREAS, the Town wishes to update the current Transportation Master Plan and rename it to Go Vail 2045 Mobility & Transportation Master Plan, to focus on multi-modal mobility within the Town of Vail; WHEREAS, the proposed plan is based upon existing conditions, current trends and anticipated future growth. The proposed master plan is intended to be a guide for the Town's Transportation system for the next 20 years; WHEREAS, the Town Council finds and determines that the updated master plan is consistent with the applicable elements of the adopted goals, objectives and policies outlined in the Vail Comprehensive Plan and is compatible with the development objectives of the Town; WHEREAS, the Town Council finds and determines that the updated master plan furthers the general and specific purposes of past adopted Transportation Master Plans; and WHEREAS, the Town Council finds and determines that the updated master plan promotes the health, safety, morals, and general welfare of the Town and promotes the coordinated and harmonious development of the Town in a manner that conserves and enhances its natural environment and its established character as a resort and residential community of the highest quality. NOW, THEREFORE, BE IT RESOLVED BY THE TOWN COUNCIL OF THE TOWN OF VAIL, COLORADO: Section 1.The Go Vail 2045 Vail Mobility & Transportation Master Plan dated June 2024, attached hereto as Exhibit A and incorporated herein by reference, is hereby approved and adopted by the Town and shall be kept on file for public copying and inspection in the office of the Town Clerk and may be amended from time to time by a resolution of the Town Council. Section 2.This Resolution shall be effective immediately upon adoption. INTRODUCED, READ, APPROVED AND ADOPTED This 2nd day of July, 2024. 47 Travis Coggin Mayor, Town of Vail ATTEST: Stephanie Kauffman Town Clerk 48 Vail Mobility & Transportation Master Plan | June 2024 49 2 Thank you to everyone who helped with this plan! The Go Vail 2045 – Vail Mobility & Transportation Master Plan process could not have been accomplished without the time and dedication of many that were actively and continuously engaged, and offered critical insights into the vision, goals, and outcomes of the final master plan document. This includes Town Council and Planning and Environmental Commission (PEC) members, the Project Team, Town Department Staff, Stakeholders, and the Community, 50 3GO VAIL 2045 Town Council Members Travis Coggin, Mayor Barry Davis, Mayor Pro Tem Sam Bizantz, Member Dave Chapin, Member Reid Phillips, Member Pete Seibert, Member Jonathan Staufer, Member PEC Members John Rediker, Chairman Brad Hagedorn, Vice Chairmen Bill Jensen, Commissioner Bobby Lipnick, Commissioner Scott McBride, Commissioner Robyn Smith, Commissioner Dave Tucker, Commissioner Project Team Tom Kassmel, Town Engineer - Project Manager Greg Hall, Director of Public Works Chris Southwick, Mobility Innovation Coordinator Stephanie Kashiwa, Parking Operations Manager Jordan Winters, Transit Operations Manager Greg Barrie, Senior Landscape Architect Chad Salli, Senior Engineer Project Consultant 51 Introduction and Executive Summary Chapter 01.10 Chapter 02. Vision & Goals Vision Statement Overall Goals Bicycle and Pedestrian-Specific Goals Transit-Specific Goals Parking-Specific Goals Traffic-Specific Goals Specific Measurable Goals 14 Chapter 03. Public Engagement Intercept Events Council & Commission Meetings Surveys Engage Vail Community Outreach Results Key Public Outreach Takeaways 22 Chapter 05. Traffic Calming Speed Limits Background on Speed Limit Setting Existing Speed Limit Conditions Highlights of Public Input on Speed Limit Changes Considerations for 20 MPH Posted Speed Limits Traffic Calming Conclusion 68 Chapter 06. Transit Existing Transit Service in Vail Highlights of Public Input on Transit Transit Plan Goals Transit Improvements 92 Chapter 07. Multimodal Recommendations Highlights of Public Engagement on Multimodal Transportation Existing Bicycle and Pedestrian Network Proposed Bicycle and Pedestrian Treatments Program and Policy Recommendations 110 Chapter 04. Traffic Improvement Recommendations Highlights of Public Input on Traffic Collision Analysis Analysis Methodology Existing Conditions Future 2045 Conditions Improvement Recommendations Conclusion 38 Chapter 08. Parking Parking Existing Conditions Highlights of Public Input on Parking Recommendations Employing Parking Management Strategies 152 Table of Contents 4 52 Chapter 09. Technology Technology Overarching Goals Emerging Trends 168 Loading and Delivery Next Steps Chapter 10.182 Chapter 12. I-70 Review and Recommendations Related to I-70 PES I-70 PEIS Preferred Alternative Review I-70 PEIS Preferred Alternative - Recommendations for Adaptation Big Picture Impacts Summary of I-70 Capping or Tunneling Summary Cost Information Summary of Options Recommendations for Further Study 190 Chapter 13. Noise Noise Measurement Survey Results Potential New Methods to Reduce Noise along the I-70 Corridor 208 Chapter 14. Implementation Plan and Funding Project Prioritization Financial Summary 216 Chapter 15. Funding Strategies Federal Grants State Grants Local Revenue 226 Appendix A Traffic Counts Appendix B Level of Service Reports Appendix C Full Page Maps Click on the page # to take you to the corresponding chapter. 232 Chapter 11. Special Events186 5GO VAIL 2045 53 Chapter 01: Introduction & Executive Summary6 Figure 1: What is working well with transportation in Vail? Figure 2: What is challenging about transportation in Vail? Figure 3: What is your primary relationship with the Town of Vail? Figure 4: How do you travel within Vail? Figure 5: How do you travel to & from Vail? Figure 6: What do community members see as the top impacts of I‑70? Figure 7: What is your primary affiliation with the Town of Vail? Figure 8: What community do you live in? Figure 9: What neighborhood do you live in? (Only respondents who live in Vail) Figure 10: Levels of Community Support for New and Improved Trails in Vail Figure 11: Levels of Community Support for Bike Lanes and Shoulders in Vail Figure 12: Levels of Community Support for Sidewalks and Striped Shoulders in Vail Figure 13: Levels of Community Support for Road Diets Figure 14: Levels of Community Support for RRFBs Figure 15: Levels of Community Support for Speed Limit Standardization Figure 16: Levels of Community Support for Traffic Calming Measures Figure 17: Levels of Community Support for Transit Frequency Improvements Figure 18: EVTA Fare Free Zone Winter Figure 19: EVTA Fare Free Zone Summer Figure 20: Community Input on Overflow Parking Figure 21: Community Input on Frontage Road Parking Figure 22: Community Input on Parking Supply Figure 23: Existing AM and PM Peak Hour Traffic Volumes – Roundabouts Figure 24: Existing AM and PM Peak Hour Traffic Volumes – East Figure 25: Existing AM and PM Peak Hour Traffic Volumes – Central Figure 26: Existing AM and PM Peak Hour Traffic Volumes – West Figure 27: Future 2045 PM Peak Hour Traffic Volumes – Roundabouts Figure 28: Future 2045 PM Peak Hour Traffic Volumes – East Figure 29: Future 2045 PM Peak Hour Traffic Volumes – Central Figure 30: Future 2045 PM Peak Hour Traffic Volumes – West Figure 31: Previously Recommended Improvement Alternatives – Central Vail Figure 32: Previously Recommended Improvement Alternatives – West Vail Figure 33: Fatality and Speed Correlation (Source: SFMTA Vision Zero Action Plan) Figure 34: Current Speed Limits in Vail Figure 35: Levels of Community Support for Traffic Calming Measures Figure 36: Chamonix Lane (east) Temporary Speed Bumps Figure 37: East Meadow Drive Chokers Figure 38: Park City flower boxes Figure 39: Bulb‑outs using bollards and paint in Denver Figure 40: Advisory bike lanes on Vail Valley Drive Figure 41: Shoulder striping in Avon 25 25 26 26 27 27 28 28 28 29 30 30 31 32 33 33 34 34 34 35 35 36 42 43 44 45 52 53 54 55 61 62 71 72 77 79 81 81 81 83 83 LIST OF FIGURES 54 7GO VAIL 2045 88 89 94 96 97 99 101 104 105 113 113 114 114 115 115 116 120 121 121 122 123 123 126 126 128 129 130 130 134 135 136 137 138 139 144 149 150 154 155 155 Figure 42: Level I Traffic Calming Process Figure 43: Level 2 Traffic Calming Process Figure 44: Vail Transit Winter Bus Routes Figure 45: Regional Bus Routes Figure 46: Vail Transit Annual Ridership (2007 – 2023) Figure 47: Transit Vision Figure 48: What is Microtransit? Figure 49: Potential Schematic Concepts for Expanding Vail Transportation Center Figure 50: Mobility Hubs vs Transit Centers Figure 51: Existing Pedestrian & Bicycle Network Figure 52: Existing Sidewalks Figure 53: Vail Collision Trends, January 2020 through December 2023 Figure 54: Total Collisions, KSI Collisions, and Fatal Collisions by Involved Parties, January 2020 through December 2023 Figure 55: Harmful Events in Collisions, January 2020 through December 2023. Includes crashes on private property and I‑70. Figure 56: Contributing Driver Actions in Collisions, January 2020 through December 2023 Figure 57: Frequent Collision Locations in Vail, January 2020 through December 2023 Figure 58: Three Proposed Road Diet Locations Figure 59: South Frontage Road Adjacent to Vail Transportation Center Figure 60: South Frontage Road W Road Diet Figure 61: West Vail Shopping Center Road Diet Figure 62: North Frontage Road Cross Section: Buffered Bike Lanes with Parking Figure 63: North Frontage Road Cross Section: Buffered Bike Lanes with No Parking Figure 64: Existing Pedestrian & Bicycle Corridors Figure 65: Future Predestrian & Bicycle Facilities Figure 66: Elevated trail in Moab (Source: Kerry Cushman) Figure 67: Striped Bike Lane Combining Shoulder and Curb and Gutter Figure 68: Roadway Cross Section with Striped Shoulders Figure 69: Example of a Pedestrian Lane in Detroit, Oregon Figure 70: CDOT Roadway Design Guidelines Displaying Wide Sidewalk at Roundabout Figure 71: CDOT Roadway Design Guidelines Displaying Bicycle Sharrow at Roundabout Figure 72: Vail Roundabouts Figure 73: Existing Pedestrian Infrastructure at Vail Roundabouts Figure 74: Crossing Treatment at Significant Driveways Figure 75: Vail Driveway Crossings Figure 76: Crossing Treatment at Significant Driveways Figure 77: Optimal Data Collection Technologies for Bicycle Counts Figure 78: North Frontage Road Concept from West Vail Master Plan Figure 79: Average Daily Utilization (All Parking Facilities) Figure 80: Average Daily Utilization by Day Type (All Parking Facilities) Figure 81: Parking Duration in Vail Village Parking Structure, Passes vs Transient, December 2023 55 Chapter 01: Introduction & Executive Summary8 Figure 82: Where are people traveling from when they use the Vail Village Parking Garage? (Internal Vail vs Eagle County vs Regionally) (Weekday vs Weekend, Morning (5am‑12pm), Winter 2022/2023) Figure 83: Where are people traveling from when they use the Vail Village Parking Garage? (Internal Vail) (Weekdays vs Weekends, Morning (5am‑12pm), Winter 2022/2023) Figure 84: Where are people traveling from when they use the Lionshead Parking Garage? (Internal Vail) (Weekdays vs Weekends, Morning (5am‑12pm), Winter 2022/23) Figure 85: Paid Parking Infrastructure Figure 86: Parking Recommendations Figure 87: Angled South Frontage Road parking at Ford Park Figure 88: Highway Improvements Figure 89: Scenario 1 Figure 90: Scenario 2 Figure 91: Scenario 3 Figure 92: Scenario 4 Figure 93: Completed and Proposed Cut and Cover Projects 156 157 157 161 163 163 193 200 201 202 203 206 56 9GO VAIL 2045 Table 1: Level of Service Descriptions Table 2: Existing Conditions Table 3: Project Development PM Peak Hour Trips Table 4: Trip Generation Rates Table 5: Roundabout Volume Comparison Table 6: Future 2045 Conditions Table 7: Future 2045 Mitigated Conditions Table 8: Delay and LOS Comparison Table 9: Sum of Miles by Road Classification Table 10: Sum of Miles and Percentage of Road Classification with Designated Posted Speed Limit on Vail Controlled Roads (with majority highlighted) Table 11: Roadways with Highest Speeding Table 12: Traffic Calming Treatments Summary Table Table 13: Frequency (in minutes) of Vail Transit Service by Route (December 2022). Table 14: Frequency of Regional Public Transit Serving Vail by Route (February 2024) Table 15: Planned Layered Transit Network Table 16: Mobility Hub Amenities to Consider Table 17: A Summary of Planned Improvements Table 18: Road Diet Corridors Table 19: Proposed Bicycle and Pedestrian Facilities Table 20: Proposed Crossing Treatments Table 21: Summary of Programmatic Recommendations Table 22: Frontage Road Overflow Parking Need (Winter 2022/2023) Table 23: Identified Locations for Supply Expansion Opportunities Table 24: Benefits and Challenges of Pricing Adjustments Table 25: Summary of Parking Management Recommendations Table 26: Emerging Technology Trends Action Plan Table 27: A Summary of Next Steps Table 28: Highway Improvements Table 29: AGS Implementation Strategies Table 30: Existing Land Uses 215 Table 31: 2005 Tunnel Report Cost Information Table 32: 2023 Conceptual Cost Information Table 33: Summary of Short-Term Noise Measurement Data and Calculated Offsets (dBA) Table 34: Measured Maximum One‑Hour Average Noise Levels (dBA Leq) Table 35: Estimated Cost for Priority & All Projects Table 36: Definitions and Proportions of the Project Priority Levels Table 37: Project Summary Table Table 38: Federal Grant Sources Table 39: State Grant Sources Table 40: Local Tax Rates Table 41: Potential Local Funding Sources 41 47 49 50 51 57 64 66 72 72 85 87 94 95 99 106 109 120 124 131 140 158 162 164 166 175 190 194 195 199 204 204 211 215 218 219 220 228 230 231 231 LIST OF TABLES 57 Chapter 01: Introduction & Executive Summary10 Introduction& ExecutiveSummary Chapter 01. 58 11GO VAIL 2045 The Town of Vail is North America’s premiere international mountain resort community. Vail is located approximately 100 miles west of Denver, Colorado in Eagle County, in the heart of the Rocky Mountains. As with many Colorado mountain resort towns, Vail is facing many growth‑ related mobility and transportation challenges. The allure of Vail lies not only in its world‑renowned skiing and scenic landscapes but also in the distinct tapestry of its neighborhoods, cultural events, and residents. As Vail continues to evolve, grow, and thrive, this transportation and mobility plan will serve as a valuable tool for charting a course that balances the convenience of modern mobility with the preservation of Vail’s community vision. Go Vail 2045 updates the 2009 Vail Transportation Master Plan based on the Town’s vision and goals set within the Vail 20/20 Strategic Action Plan and the updated Vision statement and goals developed through this planning process. As outlined in the adopted Vision Statement, “Vail is recognized as having a comprehensive multimodal transportation system with well-integrated alternative transportation options which reduce the number of single occupant vehicle trips and overall vehicle miles traveled to, from, and within Vail.” The goal of Go Vail 2045 is to provide a guiding document which reflects the current community’s vision, and that will assist the Town in making decisions about the implementation of improvements to Vail’s mobility and transportation network and facilities. This Plan endeavors to address the challenges and opportunities that lie ahead, weaving together innovative strategies, community input, and sustainable practices. It is a collective vision that reflects the aspirations of Vail’s residents, businesses, and visitors. 59 Chapter 01: Introduction & Executive Summary12 Go Vail 2045 was a two‑year process in which community input was sought for all transportation modes, parking, traffic calming, loading & delivery, and special events. Recommendations are based on analyses of existing conditions, projections for future travel, inclusion of emerging technologies, and community feedback. The recommendations are detailed in the following chapters. Some of the highlights include: • More frequent/Year-round transit • New North Frontage Road bus route serving new employee housing • Potential microtransit pilot program • Expansion of regional transit service in coordination with Eagle Valley Regional Transit Authority (RTA) • Mobility hubs • Conversion of transit fleet to Zero Emission vehicles • Vail Transit Center Expansion Transit • Demand mitigation through mobility passes, mobile apps, incentives, on-demand transit, fare free bus service between the majority of Eagle County and Vail. • Mitigate overflow parking impacts through improvements to frontage roads, parking area expansions, future development parking. • Widening existing paved Multi-Use Recreational trails to 12 feet • New paved trails • New bike lanes & wide shoulders • Potential Frontage Road diets • Amenities along sidewalks and trails ParkingBicycle and Pedestrian 60 13GO VAIL 2045 • Adopt Traffic Calming Policy in an effort to reduce vehicle speeds in residential areas to less than 20 mph. • Physical and non-physical traffic calming measures • Increased capacity at existing roundabouts • Construction of new roundabouts • Permanent traffic volume counters Traffic Calming Vehicular Traffic • Support CDOT ’s I-70 PEIS infrastructure improvements • Support CDOT ’s I-70 PEIS AGS recommendations • Support CDOT ‘s I-70 PEIS Non-infrastructure improvements • Continue to assess I-70 noise impacts and follow advancements in noise attenuation opportunities • Consider completing a Feasibility Study to Cut/Cover or Tunnel I-70 • Parking pricing management • Free fare transit zone • Wayfinding and technology I‑70‑Related Transportation Demand Management 61 Chapter 02: Vision & Goals14 Vision& Goals Chapter 02. 62 15GO VAIL 2045 The Town of Vail has long been celebrated for its stunning natural beauty, world‑ class skiing, and vibrant community. As the town continues to thrive and evolve, it is crucial to develop a forward-thinking transportation strategy that aligns with Vail’s unique character and addresses the challenges associated with growth, sustainability, and accessibility. To tell the story of Mobility and Transportation in Vail we need to make sure to carry through relevant discussions/determinations from past Master Plans and identify how best to manage growth and transportation in the future to be in line with our MP Vision and Sustainable Destination Plan. Traffic growth in Vail is currently, and will continue to be, heavily influenced by project development, use of transit/microtransit, and the amount of public parking available. Some strategies that have helped manage traffic growth and keep peak volumes relatively stable include efforts like; Vail & ECO Transit, Bustang, Pegasus, shuttles, winter paid parking, and others. Future efforts need to include transit/ mobility improvements (for both vehicles and pedestrians) identified in this plan, paid summer and winter parking, EVTA Fare Free Zones, increased regional transit (Bustang frequency), planning for/not precluding an Advanced Guideway System (AGS) Bus Rapid Transit (BRT), or light rail along Interstate 70 (I‑70), other. 63 Chapter 02: Vision & Goals16 VISION STATEMENT The Go Vail 2045 Vision Statement was developed by updating the 2007 Vail 20/20 vision statement with input and feedback from staff, the public, and Town Council. Vail is recognized as having a comprehensive multimodal transportation system with well‑integrated alternative transportation options which reduce the number of single occupant vehicle trips and overall vehicle miles traveled to, from, and within Vail. Enhance Accessibility and Connectivity Transit, walking, and biking are highly encouraged, comfortable, safe, affordable, reliable, and convenient, supported by state-of-the- art infrastructure, emerging mobilities and technologies, as well as education and outreach programs. Vail’s transportation system is designed to support the sustainability of the natural environment and contribute to the Town’s Climate Action goals as well as to provide equitable access to economic, recreational, and other opportunities. Those who choose to drive are welcomed with a well- maintained roadway system and clear direction for locating Vail’s managed parking areas and alternative fuel vehicle stations. Loading of goods, services, and passengers is efficient and clearly designated through the town’s dispersed loading and delivery system. Traveling between Vail and regional destinations within the intermountain area and the Front Range is reliable, convenient, safe and seamless by public transit, AGS/Light Rail, or private vehicle. Convenient connections to the nearby airports make year-round travel to Vail easy from anywhere in the world. 64 17GO VAIL 2045 VISION STATEMENT OVERALL GOALS ENHANCE ACCESSIBILITY AND CONNECTIVITY • Implement a comprehensive safe multimodal transportation system that includes well-maintained roads, pedestrian-friendly pathways, and efficient public transit options. • Foster connectivity between different neighborhoods, recreation areas, and commercial hubs to promote accessibility for all residents and visitors. SUSTAINABLE MOBILITY • Promote and invest in sustainable transportation modes, such as transit, electric vehicles, bicycles, and walking, to reduce the town’s carbon footprint. • Explore innovative technologies and partnerships to enhance sustainability, such as electric charging infrastructure, smart traffic management, alternative fuels, and green transportation initiatives. • Manage peak hour traffic volumes to existing levels so that roadway network improvements are limited to those identified in this plan. RESILIENT INFRASTRUCTURE • Develop and maintain resilient transportation infrastructure that can withstand the challenges posed by extreme weather events and changing climate conditions. • Invest in robust and adaptable road systems, bridges, and transit facilities to ensure long-term functionality and safety. INNOVATIVE TECHNOLOGIES • Embrace cutting-edge technologies to enhance transportation efficiency, safety, and user experience. • Explore the potential of smart city solutions, autonomous vehicles, and data-driven decision-making to optimize traffic flow and improve overall transportation performance. PRESERVATION OF VAIL’S CHARACTER • Develop transportation solutions that respect and preserve the unique character of Vail, balancing the need for modernization with the town’s aesthetic and cultural identity. ECONOMIC VITALITY • Support local businesses by ensuring convenient and accessible transportation options for residents and visitors. • Explore partnerships with the private and public sectors to enhance transportation services and infrastructure while contributing to the economic vitality of the community. 65 Chapter 02: Vision & Goals18 BICYCLE- AND PEDESTRIAN -SPECIFIC GOALS Safety is a priority. Vail can improve the bicycle and pedestrian mobility experience by providing more and safer facilities along heavily used pedestrian corridors and vehicle/pedestrian conflict areas like Vail Village, West Meadow Drive, E. Lionshead Circle, and the South Frontage Road parking areas. • Multimodal Options – Make it easy to get to Vail or around Vail without needing a car. • Equity – Enhance and prioritize bicycle and pedestrian facilities in areas near employee housing, affordable housing, and bus stops with consideration for the range of users accessing each multimodal travel facility in the Town of Vail. • Climate/ Quality of Life – Reduce Greenhouse Gas (GHG) emissions in Vail per the recent Climate Action Plan Update and reduce parking demand by making walking/biking for transportation more feasible • Access – Ensure that bicycle and pedestrian facilities require minimal out-of-direction travel and connect comfortably to key destinations, including trailheads, bus stops, commercial areas, and parks. Expand the existing system to provide multiple options for travel. • Innovation – Incorporate emerging mobilities such as electric bike share, electric bike charging stations into the Town’s transportation infrastructure. • Safety – Ensure that bicycle and pedestrian facilities are comfortable for a wide range of ages, abilities and user-types. Consider general recreation, “serious” recreation, and commuter use, and design facilities according to the ‘weakest link approach’ (i.e., they are only as comfortable as the most stressful segment or crossing). TRANSIT-SPECIFIC GOALS The planned transit improvements described in this chapter will advance the Town toward achieving the following six community transit-related goals: • Multimodal Options – Allow people to conveniently get to Vail and around Vail without a car. • Equity – Provide seamless connections between local and regional transit and increase transit options for employees in Vail. • Climate/Quality of Life – Reduce GHG emissions and parking demand in Vail by making transit feasible for more trips. • Access – Increase access to high-frequency transit to more areas of Vail. • Innovation – Transition to zero emission buses and explore opportunities for autonomous transit vehicle technology. • Safety – Provide safe/comfortable access to buses for people walking to and waiting for the bus and improve safety of bus operations in locations with high pedestrian traffic. 66 19GO VAIL 2045 PARKING-SPECIFIC GOALS • Multimodal Options – “Right-Size” the parking supply by reducing parking demand, while accommodating the long-term travel demand by offering more transportation options. This will reduce single-occupancy vehicles and allow people to conveniently get to and around Vail without a car. • Equity – Provide intuitive access to parking for residents, employees, and guests who need to travel by vehicle to reach Vail. Provide transparent information on parking availability and pricing to ensure guests can understand mobility choices and clearly make informed decisions on where to park. • Climate/Quality of Life – Reduce parking demand in Vail by making other modes of transportation (transit, biking, walking, rolling) feasible for more trips, while supporting Climate Action Plan and Stewardship Roadmap strategies. • Access – Provide transparent information on parking availability and pricing to ensure guests can understand mobility choices and clearly make informed decisions on where to park. (Same as Equity goal above) Ensure that reaching final destinations from parking facilities is safe, seamless, and easy. • Innovation – Utilize technology to make Town of Vail parking facilities and availability of parking more intuitive to locate and navigate. Study where vehicles parking in Town of Vail facilities originate to better target opportunities for shifting vehicle trips onto other modes, while also improving other modes • Safety – Provide safe overflow parking, whether on Frontage Road or in other areas, by reducing pedestrian- vehicle conflicts and ensuring that reaching final destinations from parking facilities is safe, seamless, and easy. The transportation vision and goals outlined for the Town of Vail reflect a commitment to creating a resilient, sustainable, and community-centric mobility network. By embracing innovation, and prioritizing the unique character of Vail, the town can build a transportation system that not only meets the needs of today but also ensures a vibrant and connected future for generations to come. TRAFFIC-SPECIFIC GOALS • Multimodal Options – Reduce congestion through encouragement of mode-shift and a reduction of Single-Occupancy Vehicles (SOVs). • Equity – Provide opportunities for all users to access all means of transportation to reduce SOVs to reduced traffic and congestion. • Climate/Quality of Life – Reduce Greenhouse Gas (GHG) emissions in Vail per the recent Climate Action Plan Update by encouraging mode-shifts and the reduction of SOVs. Manage the congestion at all intersections to a Level of Service D, except in the busiest 10 days of the year to improve quality of life. • Access – Provide safe and appropriate access to and along all transportation corridors from all developments, neighborhoods, and I-70 to promote safe and ease of mobility throughout Vail. • Innovation – Utilize technology to promote safety (i.e. SMART City) and reduce congestion (i.e. Travel Demand Management) and encourage mode shifts. • Safety – Reduce serious accidents within Vail for all modes of transportation and embrace the statewide Vision Zero mission, eliminating all serious injury and fatal accidents for all modes of transportation. 67 Chapter 02: Vision & Goals20 SPECIFIC MEASURABLE GOALS TRANSIT By 2045, people who live, work, and recreate in Vail use the Eagle Valley Transportation Authority and Town of Vail Bus Systems as their preferred method of transportation as evidenced by reducing the percentage of vehicles parking in the Vail and Lionshead Parking structures that originate from Eagle County from ~72% to ~50%. More specifically reducing the percentage of parked vehicles which start their day in Vail from 32% to 20%; and reducing the percentage of parked vehicles which begin their day in Eagle County but outside of Vail from 40% to 30%. These measurements can be monitored by use of Big Data analytics. PEDESTRIAN By 2045 the Town has implemented and maintained new and existing facilities, as identified in this Master Plan, along active transportation corridors (Recreation Trails, sidewalks, pedestrian crossings etc.) that facilitate and provide safe alternative modes of transportation for pedestrians throughout Vail, so that Vail is recognized as an equivalent Platinum Level Bicycle and Walk Friendly Community. PARKING By 2045 the Town has eliminated overflow parking on the Frontage Roads for all but 10 days during any winter season 5 days during the summer season, 15 days all year. This has been accomplished by Transit services, Travel Demand Management, Capital projects, and developer improvements as identified in this Master Plan. 68 21GO VAIL 2045 SPECIFIC MEASURABLE GOALS TRAFFIC Through 2045 the Town of Vail has managed peak traffic congestion times in Vail to a Level of Service of D or better (less than one minute of average delay) at all intersections except for the 10 busiest days of the year; on which a maximum average delay of up to 5 minutes is acceptable at the Main Vail and West Vail roundabout intersections. This has been accomplished through Transit service, Travel Demand Management, and Capital projects as identified in this Master Plan and monitored at key intersections within Vail. SAFETY Through 2045 the Town has continuously seen a trend of reducing accidents throughout the town in all modes of transportation and now shares the statewide Vision Zero mission, eliminating all serious injury and fatal accidents for all modes of transportation. The culture of Vail’s driving public is to obey and maintain safe speed limits, evidenced by reduced speed violations, reduced speed related complaints and concerns, and a reduction of the average 85th percentile speed on residential roads from 25 to 20 mph. CLIMATE Through 2045 the Town has continuously reduced the environmental impact of transportation by supporting efforts within Eagle County by decreasing single occupant vehicle (SOV) travel and increasing transit usage thus helping to achieve the Eagle County Climate Action Goal of reducing carbon emissions (2014 baseline) by 50% by 2030 and 80% by 2050. 69 Chapter 03: Public Engagement22 PublicEngagement Chapter 03. 70 23GO VAIL 2045 Go Vail 2045 was informed by a comprehensive public outreach process. This chapter summarizes the engagement efforts the Town of Vail undertook and highlights the most consistent themes regarding transportation needs that emerged during the plan development process. Public outreach was conducted through in‑person engagement events (called “intercept events”), formal public meetings, (Town Council, Planning & Environmental Commission, Vail Economic Advisory Committee), an on‑going interactive on‑line project site on engagevail.com, as well as three online surveys. In‑person engagement events allowed the project team to increase awareness of the project, advertise the online surveys, collect feedback about project priorities, and answer questions from the public about various transportation related topics. For the intercept events, the average attendance was approximately 50 people. The intercept events and survey in 2022, the first year of the project, were focused on visioning and existing conditions questions to inform the first phases of work. The intercept events and surveys in 2023 allowed participants to review transit, parking and bicycle/pedestrian infrastructure concepts and provide feedback. 71 Chapter 03: Public Engagement24 1.Vail Village Transportation Center– July 19, 2022 2.Bighorn Park Community Picnic – July 19, 2022 3.Vail Farmers Market & Art Show – July 24, 2022 4.Donovan Park Community Picnic – August 9, 2022 5.Bighorn Park Community Picnic – July 11, 2023 6.Donavan Park Community Picnic – August 8, 2023 7.Community Meeting – March 5, 2024 INTERCEPT EVENTS Vail Town Council Meetings (11 meetings) • June 21, 2022 • September 6, 2022 • August 1, 2023 • August 15, 2023 •October 17, 2023 • December 19, 2023 • January 2, 2024 • March 5, 2024 • March 19, 2024 • May 21, 2024 • July 2, 2024 (Adoption) Planning and Environmental Commission (PEC) Meetings (7 meetings) • August 14, 2023 • January 22, 2024 • April 8, 2024 • April 22, 2024 • May 13, 2024 • June 10, 2024 •June 24, 2024 (Approval) Vail Economic Advisory Council (VEAC) Meetings (2 meetings) •October 10, 2023 •March 12, 2024 COUNCIL & COMMISSION MEETINGS SURVEYS 228 Responses to the Visioning Survey 7/19/2023-8/21/2023 175 Responses to the Parking Survey 3/18/2023-4/4/2023 Focused on people parking in the public parking garages and lots and results are included in the Parking chapter. 143 Responses to the Concept Survey 8/8/2023-9/5/2023 The Go Vail 2045 project team presented at the following council and commission meetings throughout the life of the project to keep elected officials and key stakeholders informed in the project progress and solicit input on results, recommendations, and project direction. 72 25GO VAIL 2045 Community Outreach Results Phase one of outreach, taking place in the summer of 2022, focused on how people travel to, from, and within Vail, and the strengths and weaknesses of the existing transportation network. We heard from 228 survey respondents during phase one and spoke with roughly 150 people in person across four intercept events. Conversations at the intercept events involved educating the public about the projects, encouraging people to take the online survey, and discussions about what is working well and what they would like to see improved about transportation in Vail. This section summarizes the results of the survey and intercept conversations from Phase 1. SUCCESSES AND CHALLENGES Both through survey responses and conversations at intercept events we were able to identify four major components of Vail’s existing transportation system that are working well. Namely, walking and biking are easy and comfortable, sidewalks and trails are well maintained, local buses are frequent, free, and easy to use, and navigating by car is easy (Figure 1) . The primary challenges identified with the existing transportation network included conflicts between pedestrians and bikers in dismount Figure 1: What is working well with transportation in Vail? Figure 2: What is challenging about transportation in Vail? Phase One Summer 2022 zones and on trails, finding places to park or load passengers, a desire for more local and regional bus services, and traffic congestion (Figure 2). A project page was created for Go Vail 2045 on the Town of Vail’s public engagement website, https://www.engagevail. com/, at project kick-off. The Go Vail 2045 page was updated at key project milestones with summaries of engagement opportunities both online and in-person, analysis and outreach results to date, and preliminary recommendations for comment. The project page also provided the opportunity for continuous interactive engagement between the project manager and the public via comment sections and e-mail. ENGAGE VAIL 73 Chapter 03: Public Engagement26 WHO WE HEARD FROM Of survey respondents, 46% stated they worked in Vail and 53% of survey respondents stated they lived in Vail full-time. A proportion of the respondents did not live or work in Vail, but owned vacation homes, operated a business, or primarily visited for recreation and services (Figure 3). Overall, the survey captured a variety of respondents with different interests and roles within the community. HOW PEOPLE TRAVEL We asked respondents how they most commonly travel within Vail and to and from Vail. For in-town transportation, the preferences of respondents varied significantly by season. In the fall and winter, riding the bus was the most popular way to get around, with 37% of respondents saying it was their primary mode of transportation. However, in the spring and summer, 31% of respondents said they primarily drove alone, and only 17% took the bus as a primary mode of transportation. There were relatively high rates of walking and biking in town, although these numbers were lower in the fall and winter months; biking as a primary mode of transportation fell significantly in the fall/winter, to only 2% of respondents (Figure 4). Figure 3: What is your primary relationship with the Town of Vail? Figure 4: How do you travel within Vail? 74 27GO VAIL 2045 When asked how respondents most commonly travel to and from Vail, the majority said they either drove alone or carpooled. Some respondents identified ridesharing, Bustang, and ECO Transit, or wrote in other forms of transportation such as van-ride services and flying. In general, people get to and from Vail primarily by driving, although in the summer 6% of respondents state they use regional bike trails (Figure 5). COMMUNITY SENTIMENT ABOUT I70 Community members were also asked what they experienced as the top impacts of I 70 on the Town of Vail. Of respondents, 76% of respondents viewing noise as a negative impact to the community (Figure 6). Figure 5: How do you travel to & from Vail? Figure 6: What do community members see as the top impacts of I 70? 75 Chapter 03: Public Engagement28 The second phase of outreach took place during the summer of 2023, and asked respondents to help identify community priorities by expressing their level of support on various possible transportation interventions. We heard from 143 respondents during Phase 2 and roughly 100 people across two intercept events. Key insights from Phase 2 are summarized below. WHO WE HEARD FROM In this round of outreach, we asked community members how they are primarily affiliated with the Town of Vail. 74.2% of the respondents worked in Vail, and just over half (51.5%) lived in Vail full time. A proportion of the respondents did not live or work in Vail, but owned vacation homes, operated a business, or primarily visited for recreation and services (Figure 7). Most of the respondents were from Vail with the remainder coming from other towns in the valley, including Edwards, Avon, and Eagle (Figure 8). Of the respondents from Vail, several neighborhoods were represented which helped us gain a more complete field of responses (Figure 9). Figure 7: What is your primary affiliation with the Town of Vail? Figure 8: What community do you live in? Figure 9: What neighborhood do you live in? (Only respondents who live in Vail) Phase Two Summer 2023 76 29GO VAIL 2045 RECREATION TRAIL IMPROVEMENTS A major piece of the transportation network in Vail are the paved recreation trails running through town, such as the Gore Valley Trail. These trails make it easy for residents to get around the community by bike and on foot. We asked participants to evaluate eleven possible recreation trail improvements and rate their level of support on a 5-point scale. The most supported proposals included: • Improvements near Lionshead Village, such as a bypass along Gore Creek around the gondola • Connecting to Donovan Park with a separated trail along the south frontage road • Adding a pedestrian-only soft surface nature trail connecting to the library on the south side of Gore Creek. All these improvements were supported or strongly supported by approximately three quarters of respondents. In general, support was high(~60%-80%) for all the various recreation trail improvements. Proposals with less support included the idea to add a recreation trail crossing under I-70 from the South Frontage Road to Bald Mountain Road, with 14% opposing (sum of oppose or strongly oppose), 59% supporting (sum of support or strongly support), and 26% having no opinion (Figure 10). Figure 10: Levels of Community Support for New and Improved Trails in Vail 77 Chapter 03: Public Engagement30 DESIGNATED BIKE LANES Respondents were asked whether they would support adding designated bike lanes and shoulders along four recommended residential roads to achieve Vail’s goal of increasing safe mobility throughout town and helping prioritize bicycle traffic. For each road, support ranged from 78% to 82% and opposition ranged from 11% to 12%. Overall, respondents indicated a high level of support for designated bike lanes throughout the proposed locations in Vail (Figure 11). STRIPED SHOULDERS AND SIDEWALKS Adding striped shoulders or sidewalks to busy streets can increase the safety of pedestrians and make walking a more feasible form of transportation. Respondents were asked to express their level of support on a 5-point Likert scale for striped shoulders and/ or sidewalks along 13 proposed roads. Support for one or both methods ranged from 59% to 69% for each of the proposed roads, and opposition varied from 7% to 11%. These results indicated high levels of support for some combination of striped shoulders and sidewalks at the proposed locations around town (Figure 12). Additionally, Vail’s 2023 Master Plan conducted a community survey that found that 64% of respondents are supportive of Vail constructing new striped shoulders and/or sidewalks with 35%-45% specifically in support of additional sidewalks. Figure 11: Levels of Community Support for Bike Lanes and Shoulders in Vail Figure 12: Levels of Community Support for Sidewalks and Striped Shoulders in Vail 78 GO VAIL 2045GO VAIL 2045 31 ROAD DIETS A road diet is the narrowing or reducing of travel lands on roadways to reallocate infrastructure space for people walking and biking—it is a common strategy for slowing traffic and making roadways safer for pedestrians. Respondents were asked whether they would support road diet interventions at three key points: • The North Frontage Road adjacent to the West Vail Shopping Center • The South Frontage Road West just east of the sandstone underpass • The South Frontage Road adjacent to the Vail Transportation Center. Support for these interventions varied from 56% to 66%, and opposition varied from 22% to 37% (Figure 13). Figure 13: Levels of Community Support for Road Diets 79 Chapter 03: Public Engagement32 RAPID-FLASHING BEACON INSTALLATION Rectangular rapid-flashing beacons (RRFBs) can be installed at strategic locations to allow pedestrians to cross safely at mid- points along roads. The flashing beacon engages when a pedestrian is trying to cross, alerting drivers to slow down and give right of way to the pedestrian, but otherwise does not interfere with vehicular traffic. The Town’s policy has been to install these at critical crossings along the higher volume Frontage Roads. When asked if they would support expanding the rapid-flashing beacon installations to crosswalks along Vail Valley Drive, Vail Road, and East and West Lionshead Circle, 78% of respondents supported the measure and 21% opposed it (Figure 14). Figure 14: Levels of Community Support for RRFBs 80 33GO VAIL 2045 Figure 15: Levels of Community Support for Speed Limit Standardization Figure 16: Levels of Community Support for Traffic Calming Measures RESIDENTIAL SPEED LIMIT STANDARDIZATION Currently, residential speed limits in the Town of Vail range from 15 to 25 miles per hour. Respondents were asked if they would support changing all posted speed limits to 20 MPH in residential areas to achieve consistency, of which 77% supported and 14% opposed the idea (Figure 15). TRAFFIC CALMING Traffic calming measures refer to a variety of strategies that can help reduce the negative effects of motor vehicle use, such as speeding, and alter driving behavior to improve conditions for pedestrian street users. We proposed four possible traffic calming measures that could be applied to the Town: photo-enforced radar, lane striping, neckdowns/curb extensions, and speed humps. In general, traffic calming devices were not as popular among respondents as some other interventions proposed throughout the survey. However, 79% of respondents did support lane striping. The least popular proposed calming device was photo-enforced radar, which was opposed at a rate of 56%, but still supported by over a third of respondents (Figure 16). 81 Chapter 03: Public Engagement34 TRANSIT IMPROVEMENTS Vail already has a sizable public transit system, and bus routes help make the town easy to navigate for visitors and residents alike. The project team proposed a few interventions that could improve the frequency and quality of transit service (Figure 17). Participants were asked how various service frequency improvements would affect their decisions to take transit more often. In general, only 27% to 53% of respondents said a particular intervention would encourage more transit ridership. However, the most impactful option identified was to have seamless express bus service from East to West Vail with better timed transfers on existing routes. Another improvement, which 45% of respondents said would encourage them to take transit more often, is an increase of bus frequency in West Vail . Another important transit opportunity is to institute a high-frequency, fare- free service route from Vail to Edwards. Respondents were asked if the newly formed Eagle Valley Transit Authority (EVTA) added a high-frequency fare-free zone from Edwards to Vail, with stops in Freedom Park, Avon Station, and Vail, how likely would they be to ride the bus? Respondents were asked to consider their responses for both summer and winter. In winter, 67% of respondents said they would be somewhat likely or very likely (Figure 18), while in summer that rate fell to 57% (Figure 19). Figure 17: Levels of Community Support for Transit Frequency Improvements Figure 18: EVTA Fare Free Zone Winter Figure 19: EVTA Fare Free Zone Summer 82 35GO VAIL 2045 PARKING Parking is an important and often controversial aspect of transportation in Vail, especially due to increased skier traffic and rates of tourism in the winter months. During these months, it is common for drivers to use overflow parking along frontage roads, which can negatively impact pedestrian and vehicular traffic experiences. When asked which approach to addressing frontage road overflow parking is preferred, half of respondents said they would keep overflow parking but add improvements to mitigate negative effects. However, 40% of respondents said they would prefer to eliminate frontage road parking either immediately or over time. (Figure 20) In the case that overflow parking on South Frontage Road does not get eliminated, respondents were asked which mitigation projects to reduce negative impacts they would approve of. Of survey respondents, 65% approved of adding sidewalks and crosswalks, 47% of limiting parking along particularly busy sections, 41% approved of adding lighting, and 38% supported the idea of requiring payment (Figure 21). Figure 20: Community Input on Overflow Parking Figure 21: Community Input on Frontage Road Parking 83 Chapter 03: Public Engagement36 Finally, in the case that overflow parking along South Frontage Road is eliminated over time, respondents were asked which strategies they approved of to replace and increase the overall parking supply. None of the proposals garnered more than 50% support, but the most supported ideas were having a temporary parking lot between I-70 and Vail Resort (47%), adding head-in parking along West Vail Fire Station (40%), and adding diagonal parking at Ford Park along South Frontage Road (40%). The idea of a new or expanded parking garage in town was only supported by 28% of respondents (Figure 22). Figure 22: Community Input on Parking Supply 84 GO VAIL 2045GO VAIL 2045 37 RESPONSES TO SURVEYS IN-PERSON ENGAGEMENT WITH PROJECT MATERIALS 550 300 Key Public Outreach Takeaways In total, the three surveys received approximately 550 responses, and approximately 300 people engaged with project materials at the in-person engagement events related to this planning process. These outreach efforts reached a wide range of community members representing a multitude of Vails neighborhoods and demographics. The major community priorities that emerged from public outreach included a desire to see more improvements to recreational trails, greater transit service and frequency, and improvements to traffic congestion and difficulty parking. This plan seeks to reflect the community priorities as shared by participants in the outreach process. 85 Chapter 04: Traffic Improvement Recommendations38 TrafficImprovement Recommendations Chapter 04. 86 39GO VAIL 2045 This chapter summarizes the traffic conditions and potential improvement recommendations for the intersections and roadways in the Town of Vail. The results and recommendations presented in the 2009 Vail Transportation Master Plan Update (2009 TMP) were taken into consideration when evaluating improvements for this study. The traffic- specific goals, as presented in Chapter 2, were also taken into consideration for the traffic improvement recommendations. To keep consistency with the 2009 update, the following key study areas were evaluated: • Main Vail Interchange • West Vail Interchange • Vail Village Area • Lionshead Village Area • West Lionshead Redevelopment (Ever Vail) • West Vail Redevelopment • Employee Housing Development Areas The key study areas listed above were chosen in accordance with the 2009 TMP, where current traffic issues occur and also where major development efforts are planned within the Town of Vail. 87 Chapter 04: Traffic Improvement Recommendations40 In accordance with the key study areas as listed on the previous page, 26 study intersections were selected for evaluation: Highlights of Public Input on Traffic Congestion within Vail was identified as one of the top four issues in Vail’s transportation system by survey respondents in the first project survey. See Chapter 3 for additional details on the public engagement process and results for Go Vail 2045. Collision Analysis There were more than 370 traffic crashes identified in Vail in both 2020 and 2021. In 2022, the number of crashes decreased, but the number of crashes in which someone was killed or severely injured (KSI), and the number of bicyclist-involved accidents remained steady. The number of pedestrian-involved collisions increased in 2022. The most common crash locations in Vail are the North and South Frontage Roads, East and West Meadow Drive, and Vail Valley Drive. About 60% of frontage road collisions in 2021 and 2022 occurred during the winter months, reflecting higher ski traffic volumes. Almost a third of crashes occurred during winter weather conditions which reflects more unsafe driving conditions due to poor visibility and low vehicle traction. A detailed collision analysis is provided in Chapter 7 of this report. Analysis Methodology Level of Service (LOS) is a term that describes the operating performance of an intersection or roadway. LOS is measured quantitatively and reported on a scale from A to F, with A representing the best performance and F the worst. Typically, LOS D or better is considered acceptable for urban areas. Table 1 provides a brief description of each LOS letter designation and an accompanying average delay per vehicle for both signalized and unsignalized intersections. The delay represents the average delay per vehicle in the queue to arrive at and proceed through the intersection stop bar. This study used the Highway Capacity Manual 6th Edition (HCM 6) methodology, to remain consistent with “state of the practice” professional standards. This methodology has different quantitative evaluations for roundabouts/signalized intersections and unsignalized intersections. For roundabouts/signalized intersections, the LOS is provided for the overall intersection (weighted average of all approach delays). For unsignalized intersections, the LOS is provided for the average delay per vehicle on the worst-performing movement. Fehr & Peers used the traffic analysis software SIDRA for roundabouts and Synchro for the unsignalized intersections. TRAFFIC-SPECIFIC GOALS • Multimodal Options – Reduce congestion through encouragement of mode- shift and a reduction of Single-Occupancy Vehicles (SOVs). • Equity – Provide opportunities for all users to access all means of transportation to reduce SOVs to reduced traffic and congestion. • Climate/Quality of Life – Reduce Greenhouse Gas (GHG) emissions in Vail per the recent Climate Action Plan Update by encouraging mode-shifts and the reduction of SOVs. Manage the congestion at all intersections to a Level of Service D, except in the busiest 10 days of the year to improve quality of life. • Access – Provide safe and appropriate access to and along all transportation corridors from all developments, neighborhoods, and I-70 to promote safe and ease of mobility throughout Vail. • Innovation – Utilize technology to promote safety (i.e. SMART City) and reduce congestion (i.e. Travel Demand Management) and encourage mode shifts. • Safety – Reduce serious accidents within Vail for all modes of transportation and embrace the statewide Vision Zero mission, eliminating all serious injury and fatal accidents for all modes of transportation. 88 41GO VAIL 2045 Table 1: Level of Service Descriptions LOS Description Roundabouts Unsignalized Intersections Avg. Delay (sec/veh)1 Avg. Delay (sec/veh)2 A Free Flow / Insignificant Delay Extremely favorable progression. Individual users are virtually unaffected by others in the traffic stream. < 10.0 < 10.0 B Stable Operations / Minimum Delays Good progression. The presence of other users in the traffic stream becomes noticeable. > 10.0 to 20.0 > 10.0 to 15.0 C Stable Operations / Acceptable Delays Fair progression. The operation of individual users is affected by interactions with others in the traffic stream > 20.0 to 35.0 > 15.0 to 25.0 D Approaching Unstable Flows / Tolerable Delays Marginal progression. Operating conditions are noticeably more constrained. > 35.0 to 55.0 > 25.0 to 35.0 E Unstable Operations / Significant Delays Can Occur Poor progression. Operating conditions are at or near capacity.> 55.0 to 80.0 > 35.0 to 50.0 F Forced, Unpredictable Flows / Excessive Delays Unacceptable progression with forced or breakdown of operating conditions. > 80.0 > 50.0 Source: Fehr & Peers descriptions, based on Highway Capacity Manual 6th Edition. 1. Overall intersection LOS and average delay (seconds/vehicle) for all approaches. Signalized intersection operations are measured under these conditions as well. 2. Worst movement LOS and delay (seconds/vehicle) only. Source: SnowBrains89 Chapter 04: Traffic Improvement Recommendations42 Figure 23 Existing Peak Hour Traffic Volumes Vail Roundabouts 8 ( 1 2 ) 42 2 ( 8 3 7 ) 21 1 ( 2 4 1 ) 9 ( 5 ) 1. N Frontage Rd/Vail Rd/Spraddle Creek Rd 53 ( 3 3 ) 11 7 ( 1 9 3 ) 13 ( 1 4 ) 82 ( 6 5 ) 75 ( 9 5 ) 51 ( 4 2 ) 23 2 ( 2 0 3 ) 17 ( 3 5 ) 4 ( 4 ) 2. Vail Rd/S Frontage Rd 3 ( 2 ) 17 5 ( 3 2 9 ) 21 ( 2 1 ) 46 ( 3 7 ) 27 7 ( 2 4 0 ) 3 ( 1 ) 37 ( 5 1 ) 54 ( 3 1 ) 20 ( 3 4 ) 5. Chamonix Rd/N Frontage Rd 4 ( 1 3 ) 7 ( 2 ) 15 ( 1 2 ) 50 ( 5 3 ) 1 ( 8 ) 13 7 ( 1 2 9 ) 63 ( 4 7 ) 16 ( 6 ) 6. Chamonix Rd/S Frontage Rd Va i l R o a d Va i l R o a d Ch a m o n i x R o a d Ch a m o n i x R o a d d ae ae ae d d d STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak Hour Traffic Volumeper lane AM (PM)AM (PM)AM (PM) 3 ( 1 0 ) 10 ( 2 5 ) 8 (8)346 (597) 14 (18) 405 (412)11 (11)105 (61) 38. Evergreen/S Frontage Road 2 (0)35 (46) 493 (266) 9 ( 4 3 ) 95 ( 8 9 ) 64 (241)119 (406)2 (3) 39. Sandstone/S Frontage Road 0 ( 2 ) 12 2 ( 2 2 5 ) 56 ( 8 0 ) 169 (173)72 (64) 273 (281)31 (53)1 (2) 40. Sandstone/N Frontage Road S Frontage Road S Frontage Road Sa n d s t o n e N Frontage Road g je kc k g o g e k Figure 23 Existing Peak Hour Traffic Volumes Vail Roundabouts 8 (12)422 (837)211 (241)9 (5)1. N Frontage Rd/Vail Rd/Spraddle Creek Rd 53 (33)117 (193)13 (14)82 (65)75 (95)51 (42)232 (203)17 (35)4 (4)2. Vail Rd/S Frontage Rd 3 (2)175 (329)21 (21)46 (37)277 (240)3 (1)37 (51)54 (31)20 (34)5. Chamonix Rd/N Frontage Rd 4 (13)7 (2)15 (12)50 (53)1 (8)137 (129)63 (47)16 (6)6. Chamonix Rd/S Frontage RdVail Road Vail Road Chamonix Road Chamonix Roaddaeaeaed dd STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak Hour Traffic Volumeper lane AM (PM)AM (PM)AM (PM) 3 ( 1 0 ) 10 ( 2 5 ) 8 (8)346 (597)14 (18) 405 (412)11 (11)105 (61)38. Evergreen/S Frontage Road 2 (0)35 (46)493 (266) 9 (43)95 (89)64 (241)119 (406)2 (3)39. Sandstone/S Frontage Road 0 ( 2 ) 12 2 ( 2 2 5 ) 56 ( 8 0 ) 169 (173)72 (64) 273 (281)31 (53)1 (2)40. Sandstone/N Frontage RoadS Frontage Road S Frontage Road Sandstone N Frontage Roadgje kc kg o ge k Existing Conditions The existing conditions analysis evaluates the study intersections and roadways during the peak travel periods of the day under traffic and geometric conditions. Through this analysis, existing traffic operational deficiencies can be identified. TRAFFIC VOLUMES Background counts at the study intersections were collected by the Town of Vail and provided for analysis. Turning movement counts at the intersections across the Town of Vail were collected between Thursday, December 30, 2021, and Saturday, January 1, 2022. This time period has historically been one of the busiest times of the year for traffic. Raw traffic counts are included in Appendix A. The existing AM and PM peak hour traffic volumes are shown in Figure 23 to Figure 26. Figure 23: Existing AM and PM Peak Hour Traffic Volumes – Roundabouts 90 43GO VAIL 2045 Figure 24 Existing Peak Hour Traffic Volumes East Vail 13 8 ( 1 4 6 ) 76 ( 6 0 ) 28 ( 2 2 ) 29 5 ( 1 7 3 ) 16 (18)0 (4)25 (38) 3. Big Horn Rd/I-70 WB Ramp 19 0 ( 1 9 3 ) 21 ( 1 3 ) 23 (17)3 (7)37 (118) 14 6 ( 1 5 8 ) 16 3 ( 5 3 ) 4. Big Horn Rd/I-70 EB Ramp 1 ( 3 1 ) 1 ( 3 ) 109 (241)23 (0) 149 (159)4 (0) 9. Ford Park Lot/S Frontage Rd I-70 WB Ramp Bi g H o r n R o a d I-70 EB Ramp Bi g H o r n R o a d S Frontage Road STOP ST O P STOPbc e d e d ac g cf b STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak Hour Traffic Volumeper lane AM (PM)AM (PM)AM (PM) Figure 24 Existing Peak Hour Traffic Volumes East Vail 13 8 ( 1 4 6 ) 76 ( 6 0 ) 28 ( 2 2 ) 29 5 ( 1 7 3 ) 16 (18)0 (4)25 (38) 3. Big Horn Rd/I-70 WB Ramp 19 0 ( 1 9 3 ) 21 ( 1 3 ) 23 (17)3 (7)37 (118) 14 6 ( 1 5 8 ) 16 3 ( 5 3 ) 4. Big Horn Rd/I-70 EB Ramp 1 ( 3 1 ) 1 ( 3 ) 109 (241)23 (0) 149 (159) 4 (0) 9. Ford Park Lot/S Frontage Rd I-70 WB Ramp Bi g H o r n R o a d I-70 EB Ramp Bi g H o r n R o a d S Frontage Road STOP ST O P STOPbc e d e d ac g cf b STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak Hour Traffic Volumeper lane AM (PM)AM (PM)AM (PM) Figure 24: Existing AM and PM Peak Hour Traffic Volumes – East 91 Chapter 04: Traffic Improvement Recommendations44 Figure 25 Existing Peak Hour Traffic Volumes Central Vail 20 5 ( 3 7 0 ) 32 ( 4 3 ) 124(219)274(260) 128(204)50(29) 10. Vail Valley Dr/S Frontage Rd 23 ( 2 7 2 ) 3( 7 1 ) 395(408)334(215) 276(557)57(18) 11. East Parking /S Frontage Rd 45 ( 1 2 3 ) 30 ( 3 8 ) 833(584)73(66) 317(809)23(20) 12. Center East Parking/S Frontage Rd 24 ( 1 0 2 ) 22 ( 6 8 ) 908(631)70(93) 365(937)6(13) 15. Village Centre Dr/S Frontage Rd 6( 9 6 ) 17 ( 2 2 4 ) 274(396)81(32) 235(385)207(44) 18. Lionshead Parking/S Frontage Rd 52 ( 1 3 6 ) 56 ( 1 2 2 ) 242(288)124(111) 135(366)106(101) 19. E Lionshead Cir/S Frontage Rd 25 ( 6 3 ) 53 ( 1 0 0 ) 346(294)23(29) 195(428)54(80) 20. W Lionshead Cir/S Frontage Rd 36 8 ( 2 9 4 ) 14 2 ( 8 7 ) 15 3 ( 4 8 3 ) 18 ( 2 7 ) 4(16)44(78) 21. S Frontage Rd/W Lionshead Cir S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S F r o n t a g e R o a d 9( 1 8 ) 0( 2 ) 7( 1 4 ) 44(6)500(363)15(6) 4( 2 ) 0( 4 ) 2( 4 ) 11(5)185(545)2(11) 22. W Forest Rd/S Frontage Rd 27(53)146(174) 35 ( 5 0 ) 37 ( 2 6 ) 22(47)114(264) 28. Red Sandstone Rd/N Frontage Rd S Frontage Road W F o r e s t R o a d N Frontage Road Re d S a n d s t o n e R o a d 29(46)131(178) 37 ( 5 2 ) 44 ( 2 9 ) 21(44)132(294) 29. Lions Ridge Loop/N Frontage Rd N Frontage Road Li o n s R i d g e L o o p ST O P ST O P STOP STOP STOP STOP STOP STOP ST O P STOP STOP STOP STOP g cf ac af cc f ac g ce ac c af ce ac c af cf ac af cf ac af e ac cf ac g d ac f d ae b g e b g e STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak HourTraffic Volumeper lane AM(PM)AM(PM)AM(PM) Figure 25 Existing Peak Hour Traffic Volumes Central Vail 20 5 ( 3 7 0 ) 32 ( 4 3 ) 124(219)274(260) 128(204) 50(29) 10. Vail Valley Dr/S Frontage Rd 23 ( 2 7 2 ) 3( 7 1 ) 395(408)334(215) 276(557) 57(18) 11. East Parking /S Frontage Rd 45 ( 1 2 3 ) 30 ( 3 8 ) 833(584)73(66) 317(809) 23(20) 12. Center East Parking/S Frontage Rd 24 ( 1 0 2 ) 22 ( 6 8 ) 908(631)70(93) 365(937) 6(13) 15. Village Centre Dr/S Frontage Rd 6( 9 6 ) 17 ( 2 2 4 ) 274(396) 81(32) 235(385)207(44) 18. Lionshead Parking/S Frontage Rd 52 ( 1 3 6 ) 56 ( 1 2 2 ) 242(288) 124(111) 135(366)106(101) 19. E Lionshead Cir/S Frontage Rd 25 ( 6 3 ) 53 ( 1 0 0 ) 346(294) 23(29) 195(428)54(80) 20. W Lionshead Cir/S Frontage Rd 36 8 ( 2 9 4 ) 14 2 ( 8 7 ) 15 3 ( 4 8 3 ) 18 ( 2 7 ) 4(16)44(78) 21. S Frontage Rd/W Lionshead Cir S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S F r o n t a g e R o a d 9( 1 8 ) 0( 2 ) 7( 1 4 ) 44(6)500(363)15(6) 4( 2 ) 0( 4 ) 2( 4 ) 11(5)185(545)2(11) 22. W Forest Rd/S Frontage Rd 27(53)146(174) 35 ( 5 0 ) 37 ( 2 6 ) 22(47)114(264) 28. Red Sandstone Rd/N Frontage Rd S Frontage Road W F o r e s t R o a d N Frontage Road Re d S a n d s t o n e R o a d 29(46)131(178) 37 ( 5 2 ) 44 ( 2 9 ) 21(44)132(294) 29. Lions Ridge Loop/N Frontage Rd N Frontage Road Li o n s R i d g e L o o p ST O P ST O P STOP STOP STOP STOP STOP STOP ST O P STOP STOP STOP STOP g cf ac af cc f ac g ce ac c af ce ac c af cf ac af cf ac af e ac cf ac g d ac f d ae b g e b g e STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak Hour Traffic Volumeper lane AM(PM)AM(PM)AM(PM) Figure 25: Existing AM and PM Peak Hour Traffic Volumes – Central 92 45GO VAIL 2045 Figure 26 Existing Peak Hour Traffic Volumes West Vail 35 ( 8 0 ) 40 ( 5 5 ) 364 (259)50 (42) 100 (377)35 (73) 23. Westhaven Dr/S Frontage Rd 42 ( 4 2 ) 49 ( 4 0 ) 489 (241)28 (46) 87 (386)19 (67) 25. Matterhorn Cir/S Frontage Rd 11 ( 2 4 ) 14 ( 3 ) 516 (287)17 (20) 122 (418)4 (13) 26. W Gore Creek Dr/S Frontage Rd 23 (40)168 (210) 29 ( 5 0 ) 29 ( 2 0 ) 15 (34)179 (492) 30. Buffehr Creek Rd/N Frontage Rd 54 (83)154 (206) 46 ( 1 4 9 ) 35 ( 5 7 ) 47 (123)172 (424) 31. City Market/N Frontage Rd 59 (102)201 (245) 52 ( 1 3 5 ) 19 ( 2 7 ) 19 (81)195 (484) 33. Safeway/N Frontage Rd 50 (84)252 (335) 47 ( 1 1 5 ) 12 ( 1 8 ) 18 (31)225 (593) 34. McDonald's/N Frontage Rd 4 (15)285 (408) 8 ( 1 0 ) 16 ( 8 ) 6 (18)268 (690) 35. Hilton/N Frontage Rd S Frontage Road S Frontage Road S Frontage Road N Frontage Road Bu f f e h r C r e e k R o a d N Frontage Road Co m m e r c i a l A c c e s s ( C i t y M a r k e t ) N Frontage Road Co m m e r c i a l A c c e s s ( S a f e w a y ) N Frontage Road Co m m e r c i a l A c c e s s ( M c D o n a l d ' s ) N Frontage Road Co m m e r c i a l A c c e s s ( H i l t o n ) ( STOP STOP STOP STOP STOP STOP STOP STOP af cf ac g e ac g e b b g e bc g cf bc g ce bc g ce bc g ce STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak HourTraffic Volumeper lane AM (PM)AM (PM)AM (PM) Figure 26 Existing Peak Hour Traffic Volumes West Vail 35 ( 8 0 ) 40 ( 5 5 ) 364 (259)50 (42) 100 (377) 35 (73) 23. Westhaven Dr/S Frontage Rd 42 ( 4 2 ) 49 ( 4 0 ) 489 (241)28 (46) 87 (386) 19 (67) 25. Matterhorn Cir/S Frontage Rd 11 ( 2 4 ) 14 ( 3 ) 516 (287)17 (20) 122 (418) 4 (13) 26. W Gore Creek Dr/S Frontage Rd 23 (40)168 (210) 29 ( 5 0 ) 29 ( 2 0 ) 15 (34) 179 (492) 30. Buffehr Creek Rd/N Frontage Rd 54 (83) 154 (206) 46 ( 1 4 9 ) 35 ( 5 7 ) 47 (123)172 (424) 31. City Market/N Frontage Rd 59 (102) 201 (245) 52 ( 1 3 5 ) 19 ( 2 7 ) 19 (81)195 (484) 33. Safeway/N Frontage Rd 50 (84) 252 (335) 47 ( 1 1 5 ) 12 ( 1 8 ) 18 (31)225 (593) 34. McDonald's/N Frontage Rd 4 (15) 285 (408) 8 ( 1 0 ) 16 ( 8 ) 6 (18)268 (690) 35. Hilton/N Frontage Rd S Frontage Road S Frontage Road S Frontage Road N Frontage Road Bu f f e h r C r e e k R o a d N Frontage Road Co m m e r c i a l A c c e s s ( C i t y M a r k e t ) N Frontage Road Co m m e r c i a l A c c e s s ( S a f e w a y ) N Frontage Road Co m m e r c i a l A c c e s s ( M c D o n a l d ' s ) N Frontage Road Co m m e r c i a l A c c e s s ( H i l t o n ) ( STOP STOP STOP STOP STOP STOP STOP STOP af cf ac g e ac g e b b g e bc g cf bc g ce bc g ce bc g ce STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak Hour Traffic Volumeper lane AM (PM)AM (PM)AM (PM) Figure 26: Existing AM and PM Peak Hour Traffic Volumes – West 93 Chapter 04: Traffic Improvement Recommendations46 TRAFFIC CONDITIONS Using the SIDRA software (for the roundabouts) and Synchro software (for unsignalized intersections) and the HCM 6 delay thresholds provided above, the project team computed existing background AM and PM peak hour LOS for each study intersection. The results are reported in Table 2 (see Appendix B for detailed LOS report). As shown in Table 2, all study intersections operate within acceptable LOS (LOS D or better), except for the following locations: • Vail Road & S Frontage Road (Main Vail Roundabout South): LOS E in the PM peak hour ◦ This is caused by the high volumes on the westbound approach, accessing I70 from the Vail Village parking structure. ◦ Typical high volumes of traffic during the 2023 December Holiday week caused 5-10 minute delays for vehicles going WB towards the roundabout from the Vail Village parking structure on 4 separate afternoons during the PM peak times. • Vail Valley Drive & S Frontage Road (Blue Cow Chute): LOS F in the PM peak hour ◦ This intersection is currently controlled unconventionally, favoring the northbound side- street movements with stop-controls on the east/ west approaches on the S Frontage Road. The high volumes of traffic on the S Frontage Road being stop controlled experience high delays. It should be noted that because of the unconventional configuration, some additional delays are caused by unfamiliar guests stopping on the northbound approach, where there is no stop sign. • East Parking Entrance & S Frontage Road (Vail Village Parking Structure Entrance): LOS F in the PM peak hour ◦ This is caused by the high volumes of vehicles exiting the parking structure (especially left turns) onto the S Frontage Road. ◦ This exit from the Vail Village Parking Structure is also “metered” by the exit pay station which can compound delays within the parking structure. Also as shown in Table 2, the PM peak hour shows more delays and intersection LOS issues. Therefore, the future project conditions focus on the PM peak hour. Table 2: Existing Conditions Source: Post Independent ID Intersections Control1 Approach Existing AM Peak Hour PM Peak Hour Delay2 LOS Delay2 LOS 1 Vail Road & N Frontage Road Roundabout Overall 8 A 18 C NB 8 A 21 C NWB 8 A 13 B WB 6 A 11 B EB 9 A 14 B 2 Vail Road & S Frontage Road Roundabout Overall 13 B 48 E NB 17 C 27 D WB 10 B 98 F SB 5 A 7 A EB 21 C 27 D SEB 12 B 11 B 3 Big Horn Road & I-70 WB Ramp SSSC Overall 3 A 4 A WB 14 B 13 B NB 6 A 6 A SB 0 A 0 A 4 Big Horn Road & I-70 EB Ramp SSSC Overall 4 A 3 A EB 13 B 10 B NB 0 A 0 A SB 4 A 2 A 94 47GO VAIL 2045 ID Intersections Control1 Approach Existing AM Peak Hour PM Peak Hour Delay2 LOS Delay2 LOS 5 Chamonix Road & N Frontage Road Roundabout Overall 7 A 20 C NB 5 A 5 A NWB 4 A 5 A WB 9 A 38 E SB 8 A 14 B EB 8 A 13 B 6 Chamonix Road & S Frontage Road Roundabout Overall 7 A 8 A NB 7 A 6 A WB 7 A 10 A SB 5 A 5 A SEB 8 A 7 A EB 7 A 6 A 9 Ford Park Parking Lot & S Frontage Road SSSC Overall 0 A 1 A NB 10 A 12 B WB 8 A 0 A EB 0 A 0 A 10 Vail Valley Drive & S Frontage Road SSSC Overall 14 A *F EB 19 C *F WB 21 C >100 F NB 8 A 8 A 11 East Parking Entrance & S Frontage Road SSSC Overall 1 A 39 E EB 0 A 0 A WB 10 B 9 A NB 19 C >200 F 12 Center East Parking Entrance & S Frontage Road SSSC Overall 2 A 3 A EB 0 A 0 A WB 10 B 9 A NB 21 C 28 D 15 Village Center Drive & S Frontage Road SSSC Overall 1 A 2 A EB 0 A 0 A WB 11 B 10 A NB 22 C 25 C 18 Lionshead Parking & S Frontage Road SSSC Overall 3 A 5 A EB 0 A 0 A WB 9 A 9 A NB 17 C 17 C 19 E Lionshead Circle & S Frontage Road SSSC Overall 4 A 5 A EB 0 A 0 A WB 9 A 9 A NB 15 B 22 C 20 W Lionshead Circle E & S Frontage Road SSSC Overall 2 A 3 A EB 0 A 0 A WB 9 A 8 A NB 13 B 17 C 21 W Lionshead Circle W & S Frontage Road SSSC Overall 1 A 2 A EB ---- WB 15 B 21 C NB 0 A 0 A SB 9 A 8 A 22 Forest Road & S Frontage Road SSSC Overall 1 A 1 A EB 8 A 9 A WB 9 A 8 A NB 16 C 19 C SB 14 B 20 C 23 Westhaven Drive & S Frontage Road SSSC Overall 3 A 3 A NB 14 B 16 C EB 0 A 0 A WB 9 A 8 A 95 Chapter 04: Traffic Improvement Recommendations48 ID Intersections Control1 Approach Existing AM Peak Hour PM Peak Hour Delay2 LOS Delay2 LOS 25 Matterhorn Circle & S Frontage Road SSSC Overall 3 A 3 A WB 17 C 17 C EB 0 A 0 A WB 9 A 8 A 26 Gore Creek Road & S Frontage Road SSSC Overall 1 A 1 A NB 15 B 18 C EB 0 A 0 A WB 9 A 8 A 28 Red Sandstone Road & N Frontage Road SSSC Overall 3 A 3 A EB 8 A 8 A WB 0 A 0 A SB 11 B 13 B 29 Lions Ridge Loop & N Frontage Road SSSC Overall 3 A 3 A EB 8 A 8 A WB 0 A 0 A SB 11 B 13 B 30 Buffehr Creek Road & N Frontage Road SSSC Overall 2 A 3 A SB 11 B 17 C EB 8 A 9 A WB 0 A 0 A 31 Commercial Access (City Market) & N Frontage Road SSSC Overall 3 A 4 A SB 11 B 17 C EB 8 A 9 A WB 0 A 0 A 33 Commercial Access (Safeway W Entrance) & N Frontage Road SSSC Overall 2 A 3 A SB 11 B 15 C EB 8 A 9 A WB 0 A 0 A 34 Commercial Access (McDonald's) & N Frontage Road SSSC Overall 2 A 2 A SB 10 B 15 B EB 8 A 9 A WB 0 A 0 A 35 Commercial Access (Hilton) & N Frontage Road SSSC Overall 1 A 1 A SB 11 B 17 C EB 8 A 9 A WB 0 A 0 A 38 Evergreen Lodge & S Frontage Road Roundabout Overall 4 A 5 A NB 5 A 6 A WB 4 A 4 A EB 5 A 5 A 39 Sandstone Underpass & S Frontage Road Roundabout Overall 7 A 7 A WB 4 A 8 A SB 4 A 6 A EB 9 A 6 A 40 Sandstone Underpass & N Frontage Road Roundabout Overall 5 A 8 A NB 5 A 6 A WB 6 A 12 B EB 4 A 5 A Notes: Red text indicates intersections operating below acceptable LOS threshold. 1. SSSC=Side-Street Stop Control 1. Vehicle delay in seconds/vehicle and is reported for worst movement for each approach. * Indicates delay not being calculated in Synchro due to the volumes exceeding the capacity. 96 49GO VAIL 2045 Future 2045 Conditions The purpose of the future 2045 conditions analysis is to evaluate the study intersections and roadways with projected traffic volumes due to anticipated growth. ANTICIPATED DEVELOPMENT GROWTH Estimates of the planned developments and the projected net new PM peak hour trips were provided by the Town of Vail. The Town of Vail began tracking future potential developments in 2006 as a part of the Billion Dollar Development boom, as that time, and as identified in the 2009 VTMP, the projected net new PM peak hour total development trips into the future was 2800. The updated projected net new PM peak hour trips generated by current anticipated developments are shown in Table 3. As shown in Table 3, the anticipated remaining developments are expected to generate 1,475 total new trips by 2045. The noticeable reduction in projected net new trips from 2009 is largely due to completed projects that are now existing, and a change in direction and size of other projects. The projected development trips account for multi- modal reductions based on use and location. The 2009 VTMP identified recommended trip generation rates to account for this. This updated plan carries those recommendations forward with the addition of an added trip rate for high density employee housing, based on traffic counts from the existing Timber Ridge and Lions Ridge Apartments employee housing units (Table 4). Table 3: Project Development PM Peak Hour Trips Development Project Projected Net New PM Trips Vail Mountain Lodge 23 Manor Vail 19 Cascade 7 Apollo Park 11 Texas Townhomes 3 Gorsuch Building 2 Vail Trails West 4 Evergreen 50 Vail International 14 Lionshead Parking Structure 88 Lodge at Lionshead 62 Lionshead Center 15 Ever Vail 385 Eagle River Water & Sanitation 35 West Vail Lodge 159 Marriott Residence Inn (Under Construction in 2021)28 Timber Ridge 100 Wren 5 All Seasons 31 Cornerstone 15 Garts' McDonald’s 68 Safeway 45 Vail das Schone 35 Brandess Building 8 West Middle Creek 100 Residence at Main Vail 35 Legacy 15 Elevation 3 CDOT Parcel East Vail 10 Public Works 60 Westhaven Tennis Courts 40 Total Project Development Trips 1475 97 Chapter 04: Traffic Improvement Recommendations50 TRIP DISTRIBUTION AND ASSIGNMENT The trips generated by the anticipated developments as presented in Table 3 were assigned to the roadway network based on the proximity to major streets and freeways, population densities, and local and regional attractions. The trip distribution percentages were also kept consistent with the assumptions in the 2009 TMP. The project trips were distributed to and from these directions in the corresponding percentages using PVT Vistro 2023: • 30% - West on I-70 • 15% - West Vail Area • 10% - Lionshead Parking • 15% - Village Parking • 5% - East Vail via S Frontage Road • 25% - East on I-70 TRAFFIC VOLUMES The 2009 Transportation Master Plan anticipated consistent growth in traffic volumes due to projected development and general traffic background growth. However, based on the most recent traffic counts at key locations since that time, we have not seen the anticipated traffic growth come to fruition. In fact, at the Main Vail and West Vail Roundabouts, there has generally been a decrease in PM peak hour traffic volumes as shown in Table 5. Many factors can play into this with the foremost being that the traffic counts are isolated spot counts and do not provide insight into everyday trends. Other factors that influence traffic volumes over time include changing traffic patterns and capital improvements. For example, transit ridership, parking management strategies, and the construction of the Sandstone Underpass all could have alleviated some of the anticipated traffic growth. The Sandstone Underpass alone has redirected an average of 400 vehicles per peak hour away from the Main Vail and West Vail roundabouts. To avoid overestimating the projected future traffic volumes at the study intersections, the project team decided to incorporate only the anticipated growth from proposed developments as shown in Table 3, and not to assume any background growth. This can be justified by the decrease in traffic seen as identified above despite a 15% population growth (48k to 55k) in Eagle County from 2005 to 2021 (traffic counts dates) and further justified by recognizing that most of the traffic generated through the key intersection locations noted above are generated by motorists who have come from or are going to a parking space, whether that be a parking space in the Vail Village and Lionshead Village parking structures and/or area project developments. Without the development of additional significant parking, there can only be limited additional background traffic growth. Factors that might change this include the construction of significant additional managed or unmanaged parking, reduction of transit services, and an influx of Autonomous Vehicle (AV) passenger pick-up/drop-off which will increase traffic significantly. Currently the implementation of AV’s in Vail is not considered to have a significant impact on travel by 2045 (See Chapter 9). The resulting projected future 2045 PM peak hour traffic volumes at the study intersections are shown in Figure 27 to Figure 30. Table 4: Trip Generation Rates Use Trip Generation Rates (per dwelling unit for residential, per 1000 square feet for other uses) ITE Vail-Remote Vail-Close In Daily PM Peak Daily PM Peak Daily PM Peak Residential - New 5.86 .54 5 0.5 4 0.4 Residential – Replace NA NA 0.75 0.08 0.6 0.06 Residential - Employee Housing NA NA 3.21 0.32 3.21 0.32 Commercial – Office 11.01 1.49 11 1.49 11 1.49 Commercial – Retail 42.94 3.75 42.94 3.75 15 1.3 Hospital 17.6 1.18 17.6 1.1 NA NA 98 51GO VAIL 2045 The following shows the percentage of the traffic volumes composed of the trips generated from the anticipated developments: • Vail Road & N Frontage Road/ Spraddle Creek Road: About 17% of total traffic is from proposed developments • Vail Road & S Frontage Road: About 18% of total traffic is from proposed developments • Chamonix Road & N Frontage Road: About 20% of total traffic is from proposed developments • Chamonix Road & S Frontage Road: About 25% of total traffic is from proposed developments • Sandstone Underpass Roundabouts: About 25% of total traffic is from proposed developments • About 23% of total traffic is from proposed developments at the remaining non-roundabout study intersections Table 5: Roundabout Volume Comparison 2009 TMP 2021 Counts Difference (veh)Difference (% change) Intersection AM PM AM PM AM PM AM PM Chamonix Rd & N Frontage Rd 1134 2477 1412 1916 278 -561 25%-23% Chamonix Rd & S Frontage Rd 1460 2029 1066 1216 -394 -813 -27%-40% Vail Rd & N Frontage Rd 1600 1550 1109 1552 -491 2 -31%0% Vail Rd & S Frontage Rd 2710 3190 2302 2919 -408 -271 -15%-8% Total Weighted Average ‑11%‑15% Source: Vail Daily 99 Chapter 04: Traffic Improvement Recommendations52 Figure 27 Future Peak Hour Traffic Volumes Vail Roundabouts 12 92 9 29 9 5 1. N Frontage Rd/Vail Rd/Spraddle Creek Rd 33 19 31465 10 9 4226 1 894 2. Vail Rd/S Frontage Rd 2 44 62163 32 4 1546047 5. Chamonix Rd/N Frontage Rd 13212 53814 7 12 0 6 6. Chamonix Rd/S Frontage Rd Va i l R o a d Va i l R o a d Ch a m o n i x R o a d Ch a m o n i x R o a d d ae ae ae d d d STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak HourTraffic Volumeper lane PMPMPM 1448 880622 4123161 38. Evergreen/S Frontage Road 049372 4714 0 294 5513 39. Sandstone/S Frontage Road 2 28 180 280 119 364 532 40. Sandstone/N Frontage Road S Frontage Road S Frontage Road Sa n d s t o n e N Frontage Road g je kc k g o g e k Figure 27 Future Peak Hour Traffic Volumes Vail Roundabouts 12 92 9 29 9 5 1. N Frontage Rd/Vail Rd/Spraddle Creek Rd 33 19 31465 10 9 4226 1 894 2. Vail Rd/S Frontage Rd 2 44 62163 32 4 1546047 5. Chamonix Rd/N Frontage Rd 13212 53814 7 12 0 6 6. Chamonix Rd/S Frontage Rd Va i l R o a d Va i l R o a d Ch a m o n i x R o a d Ch a m o n i x R o a d d ae ae ae d d d STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak Hour Traffic Volumeper lane PMPMPM 1448 880622 41231 61 38. Evergreen/S Frontage Road 049372 4714 0 294551 3 39. Sandstone/S Frontage Road 2 28 180 280119 36453 2 40. Sandstone/N Frontage Road S Frontage Road S Frontage Road Sa n d s t o n e N Frontage Road g je kc k g o g e k Figure 27: Future 2045 PM Peak Hour Traffic Volumes – Roundabouts 100 53GO VAIL 2045 Figure 28 Future Peak Hour Traffic Volumes East Vail 14 960 2217 3 18440 3. Big Horn Rd/I-70 WB Ramp 19 6 15 177121 16 0 53 4. Big Horn Rd/I-70 EB Ramp 3133160 2120 9. Ford Park Lot/S Frontage Rd I-70 WB Ramp Bi g H o r n R o a d I-70 EB Ramp Bi g H o r n R o a d S Frontage Road ST O P ST O P STOPbc e d e d ac g cf b STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak HourTraffic Volumeper lane PMPMPM Figure 28 Future Peak Hour Traffic Volumes East Vail 14 960 2217 3 18440 3. Big Horn Rd/I-70 WB Ramp 19 615 177121 16 0 53 4. Big Horn Rd/I-70 EB Ramp 3133160 212 0 9. Ford Park Lot/S Frontage Rd I-70 WB Ramp Bi g H o r n R o a d I-70 EB Ramp Bi g H o r n R o a d S Frontage Road ST O P ST O P STOPbc e d e d ac g cf b STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak Hour Traffic Volumeper lane PMPMPM Figure 28: Future 2045 PM Peak Hour Traffic Volumes – East 101 Chapter 04: Traffic Improvement Recommendations54 Figure 29 Future Peak Hour Traffic Volumes Central Vail 41 147 325288 28932 10. Vail Valley Dr/S Frontage Rd 32 072 541264 68219 11. East Parking /S Frontage Rd 12 338 76666 98220 12. Center East Parking/S Frontage Rd 10 568 81395 1,11013 15. Village Centre Dr/S Frontage Rd 12 2 29 7 53659 500105 18. Lionshead Parking/S Frontage Rd 15 0 13 5 442124 495113 19. E Lionshead Cir/S Frontage Rd 63 10 0 46129 57180 20. W Lionshead Cir/S Frontage Rd 46 187 62 6 27 1678 21. S Frontage Rd/W Lionshead Cir S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S F r o n t a g e R o a d 18214 1084186 13 8 411 6 8760611 22. W Forest Rd/S Frontage Rd 53281 50 26 47347 28. Red Sandstone Rd/N Frontage Rd S Frontage Road W F o r e s t R o a d N Frontage Road Re d S a n d s t o n e R o a d 46285 52 29 44377 29. Lions Ridge Loop/N Frontage Rd N Frontage Road Li o n s R i d g e L o o p ST O P ST O P STOP STOP STOP STOP STOP STOP ST O P STOP STOP STOP STOP g cf ac af cc f ac g ce ac c af ce ac c af cf ac af cf ac af e ac cf ac g d ac f d ae b g e b g e STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak HourTraffic Volumeper lane PMPMPM Figure 29 Future Peak Hour Traffic Volumes Central Vail 41 147 325288 289 32 10. Vail Valley Dr/S Frontage Rd 32 072 541264 682 19 11. East Parking /S Frontage Rd 12 338 76666 982 20 12. Center East Parking/S Frontage Rd 10 568 81395 1,110 13 15. Village Centre Dr/S Frontage Rd 12 2 29 7 536 59 500105 18. Lionshead Parking/S Frontage Rd 15 0 13 5 442 124 495113 19. E Lionshead Cir/S Frontage Rd 63 10 0 461 29 57180 20. W Lionshead Cir/S Frontage Rd 46 187 62 6 27 1678 21. S Frontage Rd/W Lionshead Cir S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S Frontage Road S F r o n t a g e R o a d 18214 1084186 13 8 411 6 8760611 22. W Forest Rd/S Frontage Rd 53281 5026 47347 28. Red Sandstone Rd/N Frontage Rd S Frontage Road W F o r e s t R o a d N Frontage Road Re d S a n d s t o n e R o a d 46285 5229 44377 29. Lions Ridge Loop/N Frontage Rd N Frontage Road Li o n s R i d g e L o o p ST O P ST O P STOP STOP STOP STOP STOP STOP ST O P STOP STOP STOP STOP g cf ac af cc f ac g ce ac c af ce ac c af cf ac af cf ac af e ac cf ac g d ac f d ae b g e b g e STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak Hour Traffic Volumeper lane PMPMPM Figure 29: Future 2045 PM Peak Hour Traffic Volumes – Central 102 55GO VAIL 2045 Figure 30 Future Peak Hour Traffic Volumes West Vail 9270 35356 50396 23. Westhaven Dr/S Frontage Rd 42 40 34946 52467 25. Matterhorn Cir/S Frontage Rd 24339520 41813 26. W Gore Creek Dr/S Frontage Rd 45210 5020 38631 30. Buffehr Creek Rd/N Frontage Rd 83206 14 9 57 123574 31. City Market/N Frontage Rd 120371 13 5 27 114601 33. Safeway/N Frontage Rd 107434 11 5 18 81680 34. McDonald's/N Frontage Rd 60503 108 37781 35. Hilton/N Frontage Rd S Frontage Road S Frontage Road S Frontage Road N Frontage Road Bu f f e h r C r e e k R o a d N Frontage Road Co m m e r c i a l A c c e s s ( C i t y M a r k e t ) N Frontage Road Co m m e r c i a l A c c e s s ( S a f e w a y ) N Frontage Road Co m m e r c i a l A c c e s s ( M c D o n a l d ' s ) N Frontage Road Co m m e r c i a l A c c e s s ( H i l t o n ) ( STOP STOP STOP STOP STOP STOP STOP STOP af cf ac g e ac g e b b g e bc g cf bc g ce bc g ce bc g ce STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak HourTraffic Volumeper lane PMPMPM Figure 30 Future Peak Hour Traffic Volumes West Vail 9270 35356 503 96 23. Westhaven Dr/S Frontage Rd 4240 34946 524 67 25. Matterhorn Cir/S Frontage Rd 24339520 418 13 26. W Gore Creek Dr/S Frontage Rd 45210 5020 38 631 30. Buffehr Creek Rd/N Frontage Rd 83 206 14 9 57 123574 31. City Market/N Frontage Rd 120 371 13 5 27 114601 33. Safeway/N Frontage Rd 107 434 11 5 18 81680 34. McDonald's/N Frontage Rd 60 503 108 37781 35. Hilton/N Frontage Rd S Frontage Road S Frontage Road S Frontage Road N Frontage Road Bu f f e h r C r e e k R o a d N Frontage Road Co m m e r c i a l A c c e s s ( C i t y M a r k e t ) N Frontage Road Co m m e r c i a l A c c e s s ( S a f e w a y ) N Frontage Road Co m m e r c i a l A c c e s s ( M c D o n a l d ' s ) N Frontage Road Co m m e r c i a l A c c e s s ( H i l t o n ) ( STOP STOP STOP STOP STOP STOP STOP STOP af cf ac g e ac g e b b g e bc g cf bc g ce bc g ce bc g ce STOP Stop Sign Signalized LEGEND LaneConfiguration ac f Peak Hour Traffic Volumeper lane PMPMPM Figure 30: Future 2045 PM Peak Hour Traffic Volumes – West 103 Chapter 04: Traffic Improvement Recommendations56 TRAFFIC CONDITIONS Using the SIDRA software (for the roundabouts) and Synchro software (for unsignalized intersections) and the HCM 6 delay thresholds provided above, the future 2045 PM peak hour LOS were computed for each study intersection. The results are reported in Table 6 (see Appendix B for detailed LOS report). As shown in Table 6, all study intersections operate within acceptable LOS (LOS D or better), except for the following locations: • Vail Road & S Frontage Road (Main Vail Roundabout South): LOS F ◦ This is caused by the high volumes on the westbound approach, accessing I70 from the Vail parking structure. The delays are worsened compared to existing conditions due to higher volumes on S Frontage Road from the anticipated developments. • Chamonix Road & N Frontage Road (West Vail Roundabout North): LOS F ◦ This is caused by the high volumes on the westbound approach, accessing I70 from the West Vail commercial development. The westbound approach already operates at LOS E in existing conditions; the anticipated growth worsens this approach to LOS F and causes the overall roundabout to fail. • Vail Valley Drive & S Frontage Road (Blue Cow Chute): LOS F ◦ This intersection is currently controlled unconventionally, favoring the northbound side- street movements with stop-controls on the east/ west approaches on the S Frontage Road. The high volumes of traffic on the S Frontage Road being stop controlled experience high delays. The delays are worsened compared to existing conditions due to higher volumes on S Frontage Road from the anticipated developments. • East Parking Entrance & S Frontage Road (Vail Village Parking Structure Entry): LOS F ◦ This is caused by the high volumes of vehicles exiting the parking entrance (especially left turns) onto the S Frontage Road. The delays are worsened compared to existing conditions due to higher volumes on S Frontage Road from the anticipated developments. • Center East Parking Entrance & S Frontage Road (Vail Village Parking Structure Top Deck Entry): LOS E ◦ This is caused by the high volumes of vehicles exiting the parking entrance (especially left turns) onto the S Frontage Road. The delays are worsened compared to existing conditions due to higher volumes on S Frontage Road from the anticipated developments. • Village Center Road & S Frontage Road: LOS E ◦ This is caused by the high volumes of vehicles exiting Village Center Road (especially left turns) onto the S Frontage Road. The delays are worsened compared to existing conditions due to higher volumes on S Frontage Road from the anticipated developments. • E Lionshead Circle & S Frontage Road: LOS E ◦ This is caused by the high volumes of vehicles exiting E Lionshead Circle (especially left turns) onto the S Frontage Road. The delays are worsened compared to existing conditions due to higher volumes on S Frontage Road from the anticipated developments. • W Lionshead Circle (West) & S Frontage Road: LOS E ◦ This is caused by the high volumes of vehicles exiting W Lionshead Circle (especially left turns) onto the S Frontage Road. The delays are worsened compared to existing conditions due to higher volumes on S Frontage Road from the anticipated developments. • Forest Road & S Frontage Road: LOS F ◦ This is caused by the increased volumes turning onto S Frontage Road from the stop- controlled side-streets, due to the anticipated growth with the Ever Vail development. 104 57GO VAIL 2045 Table 6: Future 2045 Conditions ID Intersections Control1 Approach 2045 + Project PM Peak Hour Delay2 LOS 1 Vail Road & N Frontage Road Roundabout Overall 15 B NB 8 A NWB 18 C WB 20 C EB 39 E 2 Vail Road & S Frontage Road Roundabout Overall >100 F NB 45 E WB >100 F SB 9 A EB >100 F SEB 18 C 3 Big Horn Road & I-70 WB Ramp SSSC Overall 4 A WB 14 B NB 6 A SB 0 A 4 Big Horn Road & I-70 EB Ramp SSSC Overall 3 A EB 11 B NB 0 A SB 2 A 5 Chamonix Road & N Frontage Road Roundabout Overall 73 F NB 7 A NWB 7 A WB >100 F SB 21 C EB 20 C 6 Chamonix Road & S Frontage Road Roundabout Overall 15 C NB 10 A WB 24 C SB 5 A SEB 13 B EB 10 A 9 Ford Park Parking Lot & S Frontage Road SSSC Overall 1 A NB 13 B WB 0 A EB 0 A 10 Vail Valley Drive & S Frontage Road SSSC Overall *F EB *F WB >300 F NB 8 A 11 East Parking Entrance & S Frontage Road SSSC Overall >100 F EB 0 A WB 10 B NB >300 F 12 Center East Parking Entrance & S Frontage Road SSSC Overall 5 A EB 0 A WB 10 B NB 47 E 15 Village Center Drive & S Frontage Road SSSC Overall 2 A EB 0 A WB 11 B NB 36 E 18 Lionshead Parking & S Frontage Road SSSC Overall 7 A EB 0 A WB 9 A NB 30 D 19 E Lionshead Circle & S Frontage Road SSSC Overall 6 A EB 0 A WB 9 A NB 37 E 105 Chapter 04: Traffic Improvement Recommendations58 ID Intersections Control1 Approach 2045 + Project PM Peak Hour Delay2 LOS 20 W Lionshead Circle E & S Frontage Road SSSC Overall 3 A EB 0 A WB 9 A NB 22 C 21 W Lionshead Circle W & S Frontage Road SSSC Overall 3 A EB -- WB 38 E NB 0 A SB 9 A 22 Forest Road & S Frontage Road SSSC Overall 82 F EB 10 B WB 8 A NB 72 F SB >400 F 23 Westhaven Drive & S Frontage Road SSSC Overall 3 A NB 22 C EB 0 A WB 9 A 25 Matterhorn Circle & S Frontage Road SSSC Overall 3 A WB 8 A EB 0 A WB 25 D 26 Gore Creek Road & S Frontage Road SSSC Overall 1 A NB 21 C EB 0 A WB 8 A 28 Red Sandstone Road & N Frontage Road SSSC Overall 3 A EB 9 A WB 0 A SB 16 C 29 Lions Ridge Loop & N Frontage Road SSSC Overall 2 A EB 8 A WB 0 A SB 16 C 30 Buffehr Creek Road & N Frontage Road SSSC Overall 3 A SB 21 C EB 9 A WB 0 A 31 Commercial Access (City Market) & N Frontage Road SSSC Overall 5 A SB 24 C EB 10 A WB 0 A 33 Commercial Access (Safeway W Entrance) & N Frontage Road SSSC Overall 4 A SB 21 C EB 10 B WB 0 A 34 Commercial Access (McDonald's) & N Frontage Road SSSC Overall 3 A SB 18 C EB 10 B WB 1 A 35 Commercial Access (Hilton) & N Frontage Road SSSC Overall 1 A SB 24 C EB 10 B WB 1 A Notes: Red text indicates intersections operating below acceptable LOS threshold. 1. SSSC=Side-Street Stop Control 2. Vehicle delay in seconds/vehicle and is reported for worst movement for each approach. * Indicates delay not being calculated in Synchro due to the volumes exceeding the capacity. 106 59GO VAIL 2045 Improvement Recommendations PREVIOUSLY RECOMMENDED IMPROVEMENT ALTERNATIVES The 2009 TMP presented recommended improvement alternatives in the following main areas, which coincide with the updated identified LOS E/F projected traffic conditions above: • Main Vail Interchange • West Vail Interchange • South Frontage Road – Vail Road to Ford Park (Vail Village Area) • South Frontage Road – Vail Road to Forest Road (Lionshead Village Area) • West Vail Redevelopment Area The recommended improvements proposed in the 2009 TMP are supported by the 2045 Master Plan and are shown in Figure 31 and Figure 32. MAIN VAIL INTERCHANGE The following potential improvements were recommended for the Main Vail Interchange to increase capacity and alleviate congestion for the predominant PM Peak Hour movement of vehicles traveling NB under the underpass to the WB I-70 On-Ramp: • Expand and Re-stripe for 2 northbound lanes on Vail Road through the underpass, between the two roundabouts. • Clearly designate turn lane assignments along the westbound approach at the Vail Road & S Frontage Road roundabout. • Expand the Vail Road & N Frontage Road/Spraddle Creek Road roundabout to a full two-lane roundabout, extended onto the WB I-70 on-ramp ◦ A trial of this configuration was completed during the summers of 2016/17 during the Sandstone Underpass construction. The configuration was temporary and sub design standards, though still increased capacity of the NB movement under the underpass by 22%. WEST VAIL INTERCHANGE Similar to the recommended improvements for the Main Vail Interchange the following potential improvements were recommended for the West Vail Interchange to alleviate congestion for the predominant PM Peak Hour movement of vehicles accessing the WB I-70 On-Ramp: • Expand and Re-stripe for 2 northbound lanes on Chamonix Road between the two roundabouts. SOUTH FRONTAGE ROAD – VAIL ROAD TO FORD PARK (VILLAGE FRONTAGE) The following potential improvements were recommended for the Village Frontage to alleviate congestion for left turn movements from Vail Valley Drive and the Vail Village Parking Structure: • Construct new roundabout at Ford Park. • Convert the Vail Valley Drive & S Frontage Road intersection to a traditional side-street stop control ID Intersections Control1 Approach 2045 + Project PM Peak Hour Delay2 LOS 38 Evergreen Lodge & S Frontage Road Roundabout Overall 6 A NB 8 A WB 5 A EB 6 A 39 Sandstone Underpass & S Frontage Road Roundabout Overall 10 B WB 12 B SB 9 A EB 7 A 40 Sandstone Underpass & N Frontage Road Roundabout Overall 11 B NB 8 A WB 19 C EB 6 A 107 Chapter 04: Traffic Improvement Recommendations60 with the stop sign on the northbound approach and free movements east/west on S Frontage Road. Also convert this intersection to a ¾ movement, restricting left turns out onto S Frontage Road. This configuration forces all NB Vail Valley Drive traffic to go east to a new west Ford Park roundabout, alleviating delays at the intersection, but creating out of the way travel for Vail Valley Drive EB traffic, similar to the out of the way travel created by the right-in/right-out only condition at Vail Health and Town Municipal Center • Provide officer control or other traffic control device at the East Parking Entrance & S Frontage Road intersection to allow signal-like efficiency. This can be made more efficient in combination with the above west Ford Park roundabout by encouraging exiting traffic to go WB to the west Ford Park roundabout in order to go EB. Creating a free flow condition for exiting traffic with a small amount of out of the way travel. • Add right turn acceleration/deceleration lane in the eastbound direction on S Frontage Road between Vail Valley Drive and the new roundabout at Ford Park, allowing a free flow movement from Vail Valley Drive to the South Frontage Road SOUTH FRONTAGE ROAD – VAIL ROAD TO FOREST ROAD (LIONSHEAD FRONTAGE) The following potential improvements were recommended for the Lionshead Frontage: • Construct Simba Run (Sandstone) underpass of I-70 with roundabout intersections at frontage roads. (Completed 2017) This underpass alleviates congestion at both the West Vail Roundabouts and the Main Vail Roundabouts by providing an alternate way to cross the interstate. Every vehicle that goes through the Sandstone Underpass is one less vehicle crossing under the West Vail or Main Vail underpasses and through the associated roundabouts. It also provides an additional pedestrian and transit route crossing. (Recent traffic counts confirm this alleviates an average of 400 vehicles from Main Vail and West Vail roundabouts during the peak hour.) • Relocate S Frontage Road and combine Forest Road and W Lionshead Circle intersections as a roundabout along with the Ever Vail development. This roundabout provides more efficient access for both Forest Road and W Lionshead Circle and efficient access to Ever Vail’s large east underground parking garage (1000+ parking spaces) • Widen S Frontage Road to include median lane and continuous eastbound acceleration/deceleration lane. • Add a roundabout at E Lionshead Circle. This roundabout about provides more efficient left turn access to and from E Lionshead Circle and specifically provides an improvement to Vail’s In-Town bus route which needs to make left turns in and out of E Lionshead Circle. • Provide officer control or other traffic control device at the Lionshead Parking & S Frontage Road. (At this time improvements have been made to this intersection to add left and right turn lanes, and add a free flow right turn lane out of the Lionshead Parking Structure.) WEST VAIL REDEVELOPMENT AREA The following potential improvement was recommended for the West Vail Redevelopment Area: • Provide a primary full-movement roundabout access at the center of the commercial area on N Frontage Road. This roundabout would alleviate left turns in and out of most of the commercial access points providing more efficient access. 108 61GO VAIL 2045 Fi g u r e E S - 1 Re c o m m e n d e d F r o n t a g e R o a d I m p r o v e m e n t s P l a n - Ce n t r a l V a i l Va i l T r a n s p o r t a t i o n S e r v i c e s 0 5 - 1 6 8 2 / 1 6 / 0 9 FE L S B U R G HO L T & UL L E V I G No r t h Co m b i n e F o r e s t R o a d & W . L H C i r c l e wi t h E v e r V a i l R e d e v e l o p m e n t a n d co n s t r u c t r o u n d a b o u t . Wi d e n F r o n t a g e R o a d t o i n c l u d e me d i a n l a n e a n d c o n t i n u o u s E B Ac c e l / D e c e l l a n e . Ex p l o r e c o m b i n i n g E . L H C i r c l e wi t h r e d e v e l o p m e n t a c c e s s ; po s s i b l e r o u n d a b o u t . Co n v e r t t o 3 / 4 mo v e m e n t . Co n s t r u c t n e w ro u n d a b o u t a t Fo r d P a r k . Fu t u r e a c c e s s t o Fo r d P a r k . Ad d r i g h t t u r n Ac c e l / D e c e l l a n e Co n s t r u c t S i m b a R u n un d e r p a s s o f I - 7 0 w i t h ro u n d a b o u t i n t e r s e c t i o n of f r o n t a g e r o a d s . Al i g n a n d r e d u c e a c c e s s as a p p r o p r i a t e . Cl e a r l y d e s i g n a t e t u r n l a n e as s i g n m e n t s a l o n g w e s t b o u n d ap p r o a c h . Ex p a n d Ro u n d a b o u t No t e : T r a v e l d e m a n d m a n a g e m e n t m e a s u r e s a l s o ne e d t o b e i n c o r p o r a t e d i n t o t h e p l a n . O f si g n i f i c a n c e i n t h e n e e d t o e n c o u r a g e I - 7 0 tr a f f i c c o m i n g f r o m t h e e a s t t o e x i t a t E a s t V a i l ra t h e r t h a n t h e M a i n V a i l i n t e r c h a n g e d u r i n g th e A M p e a k h o u r . Po s s i b l e S i g n a l , O f f i c e r Co n t r o l o r o t h e r t r a f f i c co n t r o l d e v i c e . Po s s i b l e S i g n a l , Of f i c e r C o n t r o l o r o t h e r tr a f f i c c o n t r o l d e v i c e . Se e A c c e s s M a n a g e m e n t P l a n fo r s p e c i f i c s o n a c c e s s p o i n t s W . L H C i r . Fores t R d . E. LH C i r . L H S t r u c t u r e Vail Rd. Villa g e Stru c t u r e Villa g e Cen t e r Driv e V ail Valley D rive R e l o c a t e F r o n t a g e R d . Re - s t r i p e f o r 2 N B l a n e s Fi g u r e 3 1 : P r e v i o u s l y R e c o m m e n d e d I m p r o v e m e n t A l t e r n a t i v e s ‑ C e n t r a l V a i l 109 Chapter 04: Traffic Improvement Recommendations62 S o u t h F r o n t a g e R d . N o r t h F r o n t a g e R d . Chamoni x L ane BuffehrCreek Road We s t V a i l Pl a n n i n g A r e a No r t h F EL S B U R G HO L T & UL L E V I G Va i l T r a n s p o r t a t i o n S e r v i c e s - E n v i r o m e n t a l S t u d y , 0 5 - 1 6 8 , 0 2 / 1 6 / 0 9 Fi g u r e E S - 2 Re c o m m e n d e d F r o n t a g e R o a d I m p r o v e m e n t s P l a n - We s t V a i l (N o p u b l i c r o a d th r o u g h P l a n n i n g A r e a ) 70 70 Of f - s i t e i m p r o v e m e n t ; Co n s t r u c t S i m b a R u n un d e r p a s s . Ad d s e c o n d S B ap p r o a c h l a n e . Re s t r i p e f o r 2 N B l a n e s un d e r I - 7 0 . Pr o v i d e p r i m a r y f u l l - m o v e m e n t ac c e s s ; e i t h e r a r o u n d a b o u t or a t r a f f i c s i g n a l . Se e A c c e s s M a n a g e m e n t P l a n fo r s p e c i f i c s o n a c c e s s p o i n t s Fi g u r e 3 2 : P r e v i o u s l y R e c o m m e n d e d I m p r o v e m e n t A l t e r n a t i v e s – W e s t V a i l 110 63GO VAIL 2045 RECOMMENDED IMPROVEMENT ALTERNATIVES Out of the recommended improvement alternatives presented in the 2009 TMP, the Simba Run (Sandstone) underpass, and improvements at the Lionshead Parking Structure have been built, along with a new roundabout at Vail Health to improve access. For this analysis, the previously remaining recommended improvements were evaluated with the updated projected 2045 future volumes, including the anticipated growth from the redevelopment and additional recommended improvements. MAIN VAIL INTERCHANGE AND WEST VAIL INTERCHANGE Explore options to improve safety for cyclists at the Vail Road and Chamonix Road roundabouts through signage, sharrow striping, etc. At both interchanges, it is recommended that the northbound lanes be re-striped to provide 2 lanes. SOUTH FRONTAGE ROAD – VAIL ROAD TO FORD PARK (VILLAGE FRONTAGE) The proposed roundabout at Ford Park allows for opportunities to make a U-turn, which benefits the side- street stop intersections at the Village parking. Rather than making a left turn onto S Frontage Road, vehicles would have an option to make a right turn, and a U-turn at the Ford Park roundabout to access the Vail Road roundabouts onto I-70. SOUTH FRONTAGE ROAD – VAIL ROAD TO FOREST ROAD (LIONSHEAD FRONTAGE) The proposed roundabout at the Forest Road/Ever Vail access and W Lionshead Circle provides the capacity to carry the additional traffic from the proposed Ever Vail redevelopment, as well as the background traffic on S Frontage Road efficiently. WEST VAIL REDEVELOPMENT AREA The West Vail Master Plan published in November 2021 presents concepts of a roundabout on North Frontage Road in the commercial area, with potentially restricting the other business accesses to right-in/right-out. This concept was not implemented for the analysis for this TMP update because the results showed acceptable LOS at the study intersections in this area. However, this is likely due to the limitations of the Synchro software not being able to capture the queue spillback from the Chamonix Road & North Frontage Road roundabout. The concept of a roundabout with right-in/right-out restrictions on North Frontage Road will likely help the intersections operate at acceptable LOS. Using the SIDRA software (for the roundabouts) and Synchro software (for unsignalized intersections) and the HCM 6 delay thresholds provided above, the future 2045 PM peak hour mitigated LOS were computed for each study intersection. The results are reported in Table 7 (see Appendix B for detailed LOS report). As shown in Table 7, the Village East Parking Entrance & S Frontage Road intersection was analyzed as a signal for the mitigated conditions. Although the intersection is not a physical signal, controlling it with officers or other traffic control devices would allow it to function like a signal. The results shown in Table 7 show that implementing the previously recommended improvement alternatives mitigates all study intersections to acceptable LOS (LOS D or better), with the exception of the following locations: • Vail Road & S Frontage Road (Main Vail Roundabout South): LOS F ◦ The improvements reduce the delays, but the roundabout is still expected to operate at LOS F. A sensitivity analysis was performed on the traffic volumes at the roundabout, and was determined that if 15% of the westbound traffic (coming from the Village) is rerouted elsewhere and removed from the roundabout, the roundabout is mitigated to operate at an overall LOS D. This can most efficiently be accomplished through Travel Demand Management (TDM) (See Chapter 9). The most beneficial TDM measures are likely increased transit usage, encourage off-peak travel, and encourage I-70 EB travelers to access I-70 via the East Vail interchange during the PM peak hour. 111 Chapter 04: Traffic Improvement Recommendations64 • Chamonix Road & N Frontage Road (West Vail Roundabout North): LOS E ◦ The improvements reduce the delays and LOS, but the roundabout is still expected to operate at LOS E. A sensitivity analysis was performed on the traffic volumes at the roundabout, and was determined that if 10% of the westbound traffic (coming from the West Vail commercial area) is rerouted elsewhere and removed from the roundabout, the roundabout is mitigated to operate at an overall LOS D. This can most efficiently be accomplished through Travel Demand Management. The most beneficial TDM measure will likely be increased transit usage and encourage off-peak travel. Table 7: Future 2045 Mitigated Conditions ID Intersections Control1 Approach 2045 + Project – MitigatedPM Peak HourDelay2 LOS 1 Vail Road & N Frontage Road Roundabout Overall 15 BNB8ANWB18CWB20CEB39E 2 Vail Road & S Frontage Road Roundabout Overall 73 FNB39EWB169FSB9AEB24CSEB18C 3 Big Horn Road & I-70 WB Ramp SSSC Overall 4 AWB14BNB6ASB0A 4 Big Horn Road & I-70 EB Ramp SSSC Overall 3 AEB11BNB0ASB2A 5 Chamonix Road & N Frontage Road Roundabout Overall 43 ENB7ANWB7AWB90FSB27DEB24C 6 Chamonix Road & S Frontage Road Roundabout Overall 15 CNB10AWB24CSB5ASEB13BEB10A 9 Ford Park Parking Lot & S Frontage Road Roundabout Overall 8 ANB10BWB12AEB7A 10 Vail Valley Drive & S Frontage Road SSSC Overall 0 AEB0AWB9ANB0A 11 East Parking Entrance & S Frontage Road Signal/Officer Overall 16 BEB7AWB20BNB33C 12 Center East Parking Entrance & S Frontage Road SSSC Overall 2 AEB0AWB11BNB18C 15 Village Center Drive & S Frontage Road SSSC Overall 1 AEB0AWB11BNB16C 112 65GO VAIL 2045 ID Intersections Control1 Approach 2045 + Project – MitigatedPM Peak HourDelay2 LOS 18 Lionshead Parking & S Frontage Road SSSC Overall 7 AEB0AWB9ANB30D 19 E Lionshead Circle & S Frontage Road Roundabout Overall 12 BEB10BWB14BNB12B 20 W Lionshead Circle E & S Frontage Road SSSC Overall 3 AEB0AWB9ANB22C 21 W Lionshead Circle W & S Frontage Road Roundabout Overall 12 BEB9AWB8ANB11BSB16C 22 Forest Road & S Frontage Road3 SSSC Overall --EB --WB --NB --SB -- 23 Westhaven Drive & S Frontage Road SSSC Overall 3 ANB22CEB0AWB9A 25 Matterhorn Circle & S Frontage Road SSSC Overall 3 AWB8AEB0AWB25D 26 Gore Creek Road & S Frontage Road SSSC Overall 1 ANB21CEB0AWB8A 28 Red Sandstone Road & N Frontage Road SSSC Overall 3 AEB9AWB0ASB16C 29 Lions Ridge Loop & N Frontage Road SSSC Overall 2 AEB8AWB0ASB16C 30 Buffehr Creek Road & N Frontage Road SSSC Overall 3 ASB21CEB9AWB0A 31 Commercial Access (City Market) & N Frontage Road SSSC Overall 5 ASB24CEB10AWB0A 33 Commercial Access (Safeway W Entrance) & N Frontage Road SSSC Overall 4 ASB21CEB10BWB0A 34 Commercial Access (McDonald's) & N Frontage Road SSSC Overall 3 ASB18CEB10BWB1A 35 Commercial Access (Hilton) & N Frontage Road SSSC Overall 1 ASB24CEB10BWB1ANotes: Red text indicates intersections operating below acceptable LOS threshold. 1. SSSC=Side-Street Stop Control 2. Vehicle delay in seconds/vehicle and is reported for worst movement for each approach. * Indicates delay not being calculated in Synchro due to the volumes exceeding the capacity. 3. Forest Road & S Frontage Road intersection is combined with the W Lionshead Circle & S Frontage Road intersection. 113 Chapter 04: Traffic Improvement Recommendations66 Table 8: Delay and LOS Comparison ID Intersections Control1 Existing 2045 + Project 2045 + Project – Mitigated PM Peak Hour PM Peak Hour PM Peak Hour Delay2 LOS Delay2 LOS Delay2 LOS 1 Vail Road & N Frontage Road Roundabout 18 C 15 B 15 B 2 Vail Road & S Frontage Road Roundabout 39 E >100 F 73 F 3 Big Horn Road & I-70 WB Ramp SSSC 13 B 14 B 14 B 4 Big Horn Road & I-70 EB Ramp SSSC 10 B 11 B 11 B 5 Chamonix Road & N Frontage Road Roundabout 20 C 73 F 43 E 6 Chamonix Road & S Frontage Road Roundabout 8 A 15 C 15 C 9 Ford Park Parking Lot & S Frontage Road Roundabout 12 B 13 B 10 B 10 Vail Valley Drive & S Frontage Road SSSC >100 F >300 F 9 A 11 East Parking Entrance & S Frontage Road Signal/ Officer >200 F >300 F 33 C 12 Center East Parking Entrance & S Frontage Road SSSC 28 D 47 E 18 C 15 Village Center Drive & S Frontage Road SSSC 25 C 36 E 16 C 18 Lionshead Parking & S Frontage Road SSSC 17 C 30 D 30 D 19 E Lionshead Circle & S Frontage Road SSSC 22 C 37 E 12 B 20 W Lionshead Circle E & S Frontage Road SSSC 17 C 22 C 22 C 21 W Lionshead Circle W & S Frontage Road Roundabout 21 C 38 E 12 B 22 Forest Road & S Frontage Road3 SSSC 20 C >400 F -- 23 Westhaven Drive & S Frontage Road SSSC 16 C 22 C 22 C 25 Matterhorn Circle & S Frontage Road SSSC 17 C 25 D 25 D 26 Gore Creek Road & S Frontage Road SSSC 18 C 21 C 21 C 28 Red Sandstone Road & N Frontage Road SSSC 13 B 16 C 16 C 29 Lions Ridge Loop & N Frontage Road SSSC 13 B 16 C 16 C 30 Buffehr Creek Road & N Frontage Road SSSC 17 C 21 C 21 C 31 Commercial Access (City Market) & N Frontage Road SSSC 17 C 24 C 24 C 33 Commercial Access (Safeway W Entrance) & N Frontage Road SSSC 15 C 21 C 21 C 34 Commercial Access (McDonald's) & N Frontage Road SSSC 15 B 18 C 18 C 35 Commercial Access (Hilton) & N Frontage Road SSSC 17 C 24 C 24 C Notes: Red text indicates intersections operating below acceptable LOS threshold. 1. SSSC=Side-Street Stop Control 2. Vehicle delay in seconds/vehicle and is reported for worst approach for SSSC intersections, and overall intersection for roundabouts. 3. Forest Road & S Frontage Road intersection is combined with the W Lionshead Circle & S Frontage Road intersection. 114 Conclusion The recommended improvement alternatives presented in the 2009 TMP were incorporated into the analysis with the updated projected future 2045 conditions. The future 2045 conditions included anticipated growth from proposed developments in the Town of Vail. The analysis showed that the recommended improvements in the 2009 TMP still apply and mitigate the study intersections. No new improvement alternative (other than those from the 2009 TMP) is recommended for this study. Table 8 on the next page shows the summary of the intersection delay and LOS for the study intersections. 67GO VAIL 2045 115 Chapter 05: Traffic Calming68 TrafficCalming Chapter 05. 116 69GO VAIL 2045 The purpose of traffic calming is to reduce vehicle speeds on residential roads and through commercial areas to promote safety, liveability, and quality of life for motorists and non‑motorists alike. The challenge is to provide that in a manner that is safe and efficient and does not impede mobility. Similar to most communities speeding is a common concern throughout the Town of Vail. Despite the fact that over 75% of the town’s residential roads speed limits are 15 mph, the average speed on most of the town’s residential roads is 20 mph and the 85th percentile speed is 25 mph (See Figure 31). The 85th percentile speed is defined as the speed at which 85% of all motorists travel below on a given road, and therefore indicates that most drivers perceive it as a safe operating speed. The Town’s goal is to reduce that 85th percentile speed and safe operating speed perception to 20 mph. The remainder of this chapter identifies opportunities, which range from adjusting speed limits to physical and non-physical traffic calming measures, the town might pursue to reduce vehicular speeds This chapter provides tools that can be used for traffic calming to achieve the goal of reducing speeds. 117 Chapter 05: Traffic Calming70 Speed Limits One element that could be considered is adjusting posted speed limits on residential roadways in Vail from 15 mph to 20 mph to provide consistency with this goal and not rely on unrealistic speed limits. This would improve comfort for all modes and consistency for drivers. To successfully amend posted speed limits, a robust public outreach campaign should be initiated to further gauge acceptance and to notify residence of the change as well as inform them of recommended enforcement actions and traffic calming policy that the town may adopt. This chapter recommends appropriate traffic calming policies and measures for local streets to increase compliance with speed limits and complement bicycle/pedestrian recommendations in the multimodal chapter. 118 71GO VAIL 2045 Background on Speed Limit Setting In 2018, HB18-1191 was signed into law, increasing local government and county control on increasing or decreasing posted speed limits for residential neighborhoods within the authority’s jurisdiction. Prior to HB18-1191, the process for changing the speed limit required the municipal authority to conduct a traffic investigation or survey justifying the change using the “85th percentile rule.” The rule stipulated that 85 percent of drivers must already be traveling at the speed desired for change before changing the limit. HB18-1191 lifts the requirement of only using the 85th percentile rule as the justification and instead allows communities to consider other factors, including: • Roadway class • Current and future development • Environmental factors • Parking practices • Pedestrian and bicycle activity in the vicinity • Crash statistics from the most recent year With this change, the Town of Vail could reevaluate posted speed limits on residential streets based on some of the above practices, in order to create a consistent experience for all travelers, create streets that are comfortable for walking and biking, and determine a posted speed limit that is in line with design speed for vehicles in order to increase compliance. Lower speeds are shown to exponentially reduce the risk of fatality for vulnerable users. However, posted speed limits that are unrealistically low do not actually lower speeds. Generally, how fast a driver travels on a road is determined by the geometry of the roadway and how comfortable the driver is traveling at a given speed and not the posted speed limit. Any changes in posted speed limits need to be paired with education, enforcement, and potential changes to roadway infrastructure and programs; this will ensure that residents and visitors are educated about speed limits, and that roadway design speed matches posted speed limit. Together, the appropriate posted speed limit, programs, and infrastructure will result in more comfortable streets for all ages and abilities. Existing Speed Limit Conditions The current posted speed limits in Vail—on roadways that the town can control—range from 15–45 mph on all road classifications. Table 9 presents total miles of roads controlled by Vail, as sorted by speed limit. The percentage of road classifications with a given speed limit is shown in Table 10. Currently, the majority (77%) of local roads are set at 15 mph. However, 1% of local roadways (Vail Transportation Center roundabout) have a 20-mph posted recommended speed limit and 22% of local roadways have a 25-mph posted speed limit. This inconsistency in posted limits on local roadways may create confusion for drivers, low compliance, and is not intuitive. Additionally, the 15 mph speed limits are unrealistically low for most roads, difficult to enforce, and cause around 80% of drivers to be in violation. Figure 33 illustrates posted speed limits,85th percentile, and average speeds at select locations where a speed survey was conducted. Results from the 2021 speed survey show that the 85th percentile of speed observed are greater than 15 mph and are mostly within 5 mph of 20 mph; and the average speeds observed are typically ~20 mph. Figure 34 demonstrates that achieving a 15 mph 85th percentile speed on most roadways is unrealistic. This is indicative of 20 mph being a more realistic speed limit for residential roads in Vail. The terrain and topography of residential roads also suggests that 20 mph is an ideal speed limit under Colorado State Law. National research and a peer review from other communities, as performed for this report, is aligned with this consideration. This consideration—to adjust to a more consistent 20 mph posted speed limit on most local streets—is described further in the following section. Figure 33: Fatality and Speed Correlation (Source: SFMTA Vision Zero Action Plan) 119 Chapter 05: Traffic Calming72 Table 9: Sum of Miles by Road Classification Posted Speed Limit Miles of Arterial % of Arterials Miles of Collector % of Collectors Miles of Local % of Locals 15 1.7 40%20.3 80% 20 0.1 0%0.2 1% 25 3.7 27%2.6 60%4.7 19% 30 0.3 2% 35 3.8 28% 40 1.7 12% 45 3.9 29% Total 13.4 100%4.3 100%25.2 100% Table 10: Sum of Miles and Percentage of Road Classification with Designated Posted Speed Limit on Vail Controlled Roads (with majority highlighted) Road Classification Sum of Length in Miles % of Total Miles in Vail % of Total Miles Controlled by Vail Arterial 13 18%31% CDOT 24 33%N/A Collector 4 6%10% Local/ Heated Streetscape 26 34%59% Total 67 100%100% Figure 34: Current Speed Limits in Vail 120 73GO VAIL 2045 Highlights of Public Input on Speed Limit Changes Based on the Go Vail 2045 project survey conducted in 2023, there is a lot of support for changing posted speed limits to 20 MPH in residential areas to achieve consistency, and a realistic speed limit. 77% of respondents indicated they are in support of the change and only 14% opposed. See Chapter 3 – Public Engagement for additional details on the public engagement process and results for Go Vail 2045. Considerations for 20 MPH Posted Speed Limits The main justifications for maintaining the existing 15-mph speed limit are the residential nature of the roadways and the lack of separate pedestrian accommodations along them. However, based on observed speeds, typically 80% of vehicles exceed this speed limit, indicating that it is unrealistically low, making it difficult to enforce. The speeding complaints the town receives are generally in response to pedestrians feeling unsafe while walking along roadways adjacent to vehicles, the complaints are not generally based on documented crashes or safety incidents. Pedestrians are likely experiencing adjacent vehicles traveling at speeds of 20-25 mph which can be perceived as much greater when there are no separate pedestrian accommodations. The Multimodal Recommendations, Chapter 7, identify there may be a future potential need for separated pedestrian accommodations on higher speed roadways, given community support. On residential roadways where the 85th percentile has been documented to be above the speed limit, separate pedestrian facilities should be considered in the future to give greater pedestrian comfort and create a buffer between moving vehicles. Enforcement of the 15 mph speed limits would require the police department to ticket most vehicles. Alternatively, installing physical traffic calming treatments to achieve a design speed of 15 mph on Vail’s roadways would be challenging or infeasible given the frequency of treatment measures that would be necessary to effectively slow traffic to that degree. This type of frequency would also cause maintenance challenges (particularly in snowy conditions), impacts to emergency vehicle response times, evacuation times, and have impacts to buses and the bus rider experience. Findings from the 2021 speed survey determined that most drivers on Vail residential streets drive at speeds of 25 mph or lower, with a few exceptions. On the 24 roadways within the survey with posted speed limits of 15 mph, the 85th percentile speed was 23.4 mph on average. This indicates that 85% of drivers are driving at or below 23.4 mph. It is also a strong indicator that 15 mph speed limits are unrealistically low, and that compliance to the posted speed limit is extremely low. To force compliance, extreme enforcement measures or significant traffic calming measures would be necessary on most roads. If the Town adjusted to a posted 20 mph speed limit on residential roads, there might be concern that speeds would increase. However, we would not expect the 85th percentile or average speed to change, this is made evident by the recent speed limit change along Kinnicknick Road. More information on national trends around speed limit setting and vehicles speeds can be found in National Association of City Transportation Officials’ (NACTO) City Limits. Changing the posted speed limits to 20 mph would bring Vail in-line with the national push for “20 is plenty” and bring speed compliance into a much more reasonable and enforceable condition. 20 mph is also the typical School Zone crossing speed in Eagle County and across the state. If 20 mph is appropriate in locations where children cross for school, then it is also likely a conservative speed limit for local residential roads. Nationwide, most communities have historically set residential speed limits to 25 mph or 30 mph. Now, many communities are reducing speed limits to 20 mph on local roadways to improve safety. The National Association of City Transportation Officials (NACTO) City Limits guidance recommends setting default speed limits on many streets at once—for example, setting limits of 25 mph on all major streets and 20 mph on all minor streets. As part of the City and County of Denver’s Vision Zero effort, Denver reduced residential speed limits from 25 mph to 20 mph. The City of Boulder underwent the same process in 2020. Although empirical evidence from the Institute of Traffic Engineering (ITE) demonstrates that geometrics of the roadway dictate travel speeds and posted speed limits do not, 121 Chapter 05: Traffic Calming74 communities have used this as a catalyst to change roadway design to align with a lower posted speed limit. To increase effectiveness, changes in posted speed limits should be supplemented by associated changes in roadway design. SUPPORTING SPEED STUDIES Kinnikinnick Road Recently, the Town reduced the speed limit on Kinnikinnick Road from 25 mph to 15 mph to improve safety conditions for pedestrians. After several months of intermittent notification of the speed change via the town’s speed trailer, the Town performed a blind speed study. The results of the study indicated no change in vehicle speed. The 85th percentile speed stayed at 21mph on the east end of the corridor, and had a slight decrease on the west end of the corridor—from 24 mph to 23 mph. This means that most vehicles are travelling at speeds 50% greater than the posted speed limit and should be ticketed accordingly. To change this behavior, it is likely traffic calming measures would need to be installed approximately every 200 feet, and strict enforcement would need to occur regularly and continuously. Another option may be to install appropriate pedestrian facilities to alleviate some of the speeding complaints and get to the root of the problem. Montana Speed Limit Study A study out of Montana quantified the operational and safety impacts of setting posted speed limits below engineering recommendations using field data from rural roads in Montana. This study found setting a speed limit of no more than 5 mph below the 85th percentile speed may result in fewer crashes and can lead to drivers complying closely with the posted speed limit. This study supports raising residential speed limits from the current 15 mph to 20 mph. Enforcing 15 mph is one of the largest hurdles to overcome because most drivers exceed this speed limit. The most recent speed study performed in Vail in 2021 observed on nine residential roads that the 85th percentile ranged from 19 mph to 29 mph. If the speed limit on residential roads were raised to 20 mph, then 88% of observed 85th percentile speeds fall within 5 mph of 20 mph. As the study found, a posted speed limit representing more realistic traffic flow conditions can lead to increased compliance. This change in speed limit on residential roads will bring more drivers into compliance and free up local resources to target enforcement efforts elsewhere. Under Colorado law, narrow, winding mountain roads or roads with blind curves have a presumptive speed limit of 20 mph. Due to current speeding conditions and recommended speed limits under Colorado law, 20 mph speed limits on residential roads are a justifiable change for the Town of Vail. FUTURE CONSIDERATIONS Although the speed limit for most local roadways could be 20 mph, there may be some atypical locations that require further consideration. While these situations would be rare, an example of a local roadway operating at 15 mph may be because of steep horizontal and vertical curvature, a known area of safety concern, a high pedestrian volume road like the section of Vail Valley Drive that is part of the Gore Valley Trail, or another safety related reason. If Vail considers adjusting speed limits ,further analysis should consider many important factors to determine the appropriate posted speed limit such as current and future development, land uses, environmental factors, pedestrian and bicycle activity in the vicinity, and speed data monitoring. A spatial analysis of these factors should be performed for a holistic evaluation of the appropriate posted speed limits in Vail. Additional analysis should also study and recommend changes to posted speed limits on collectors and arterials in the Town. Building support on speed limit changes with a range of stakeholders and being consistent with current policies is important. The Town of Vail should ensure consistency with the following policies, groups, and efforts: • Education and publicity campaigns to promote driving at safe speeds • Clean Air Strategies and Zones • Sustainable travel initiatives • Safer school travel initiatives, including School Travel Plans • Promoting safer vehicles and vehicle technology • Improved Signs and Crossings • Enforcement and compliance campaigns, including safety cameras • Co-operation with Local Road Safety Stakeholders 122 75GO VAIL 2045 123 Chapter 05: Traffic Calming76 Traffic Calming Studies and empirical evidence from the Institute of Traffic Engineering (ITE) demonstrate that the geometries of a roadway influence travel speeds much more significantly than posted speed limits. Since changing the configuration of the roadways is costly and time-consuming, traffic calming provides corrective traffic management treatments to slow down vehicles. The toolbox of traffic management devices is grouped into two categories: • Speed Control Devices – vertical devices, horizontal devices, and narrowing devices • Non‑Physical Devices – education, encouragement, and enforcement Implementing the appropriate traffic calming strategies, where necessary, is important to effectively manage vehicle speeds. Traffic calming entails implementation of countermeasures to calm vehicle speeds, especially at locations with observed or documented speeding safety concerns. Horizontal and vertical geometric design changes to roads in areas of concern can signal the need to drive more slowly, but also can improve comfort and create environments more friendly to people walking or biking—even before the construction of a sidewalk, trail, or bike lane. When discussing walking and bicycling in the community, public outreach participants cited a lack of separation from vehicle traffic speeds as a common challenge that contributes to discomfort for people walking and bicycling. 124 77GO VAIL 2045 SUMMARY OF PUBLIC INPUT ON TRAFFIC CALMING When asked about their support for different traffic calming improvements in the Go Vail 2045 survey in 2023, 79% of respondents supported lane striping, 47% supported neckdowns/curb extensions, 44% supported speed humps, and 36% supported photo enforced radar Figure 35). TRAFFIC CALMING TREATMENTS Traffic calming treatments may include vertical devices, horizontal devices, and narrowing devices. • Vertical deflection devices, such as speed humps, use variations in pavement height and alternative paving materials to physically reduce travel speeds. These devices are designed for travel speeds over the device of approximately 15 to 20 mph depending on the device. • Horizontal deflection devices, such as traffic circles, use raised islands to eliminate straight-line paths along roadways and through intersections. • Narrowing devices use raised islands, curb extensions, and other treatments to narrow the travel lane for motorists. They are not as effective as vertical or horizontal devices but can still provide traffic calming. While there are many traffic calming devices available, a select few are identified as appropriate and recommended in the Town of Vail. These are listed below and described in more detail in this section: • Speed table or cushions (vertical deflection) • Bulb-outs, chicanes, or chokers (horizontal deflection) • Lane narrowing/painted shoulders • Enforcement • Signage Figure 35: Levels of Community Support for Traffic Calming Measures Levels of support for the following traffic calming devices to help enforce posted speed limits 125 Chapter 05: Traffic Calming78 Speed tables are flat-topped speed humps approximately 22 feet long, which is typically long enough for the entire wheelbase of a passenger car to rest on top. Their long flat fields, along with ramps that are more gently sloped than regular speed humps, give speed tables higher design speeds than humps and thus may be more appropriate for streets with snowplows and emergency services vehicles. Concrete is the preferred material. Stamped concrete can give the appearance of brick or other textured materials, which would improve the appearance of speed tables, draw attention to them, and may enhance safety and speed reduction. Another option would be speed cushions. Unlike speed humps or tables, speed cushions include wheel cutouts sized to large vehicles like emergency vehicles and trucks, allowing them to move unaffected, while still slowing passenger vehicles. However, this also makes them difficult to maintain in the winter, since plows cannot clear snow within the cutouts. They are not as flat on the top as speed tables are and have more of a sinusoidal shape. DEFINITION CONSIDERATIONS Although speed tables make maintenance easier than speed humps or bumps, they are not as effective at slowing speeds. Speed tables should be placed in strategic locations where speeds are higher (such as straightaways) and at a frequency that will reduce acceleration between speed humps. speed tables and humps are point location devices unless installed in series. The frequency of installation is dependent on desired results. ITE Guidelines for the Design and Application of Speed Humps recommends spacing of 260’ to 500’ to keep 85th percentile operating speed between 25 and 30 mph. Another study recommends spacing of 150’ to 225’ to keep 85th percentile operating speed between 15 and 20 mph. Speed reduction effects decline at the rate of approximately 0.5 to 1 mph every 100 feet beyond the 200-foot approach and exit of a speed hump (ITE). Findings from the previous speed hump studies done in Vail confirm the frequency of placement of speed humps as stated above. Some other design considerations for speed table/cushion implementation are: • Installing proper signage, reflectors, or other vertical markers roadside to go with the speed humps can provide important visual cues to let plow drivers know there is an obstacle to navigate (they typically need to slightly lift the blade and change its angle on approach to have it ride over the hump cleanly without damage). • Temporary speed humps are trickier, but the issue is their tendency to catch the leading edge of the plow and sustain damage. Most snowy places install temporary devices in the summer and remove them in the winter to avoid all issues related to snow removal; drivers tend to speed less when the street has snow because the snow itself serves as a traffic calming measure. • Navigating speed humps while still removing snow/ ice effectively does require some effort for the operator, communities with a lot of them often re-think their winter maintenance approach to ensure the right equipment and a consistent set of operators are assigned to specific routes. SPEED TABLES, SPEED HUMPS, OR CUSHIONS 126 79GO VAIL 2045 EXAMPLE APPLICATION In the Town of Vail, Chamonix Lane (east) received two temporary speed humps in the summer of 2018, shown in Figure 36. The two speed humps were installed along Chamonix Lane just west of the Vail Commons bus stop at a spacing of approximately 225 feet. The intent was to slow traffic to less than 20 mph and the study monitored speeds before, after, and at the mid-point of the speed humps. The speed data results saw a 7-9 mph speed reduction at and between the speed humps, and a 3-mph reduction a couple hundred feet before and after the speed humps. Resident feedback from a resident along Chamonix Lane (east), confirmed the Town’s general findings; the speed humps were only effective at their immediate location. They also indicated that in their discussion with neighbors, some were avoiding the speed bumps all together and increasing traffic volume toward Buffehr Creek Road. The Town of Vail made the conclusion that speed humps will generally slow traffic to less than 20mph at point locations; slowing an entire road like Chamonix Lane (east) or West Gore Creek Drive would require 11-12 speed humps at a spacing of every ~225’. PEER REVIEW Boston has successfully applied speed humps to reduce speeds on 20 and 25 mph roadways that are not bus routes. Generally, Boston has a policy to place speed humps between 150 and 250 feet apart. These streets are successfully plowed and serve as emergency services routes. The success of this program has resulted in the mayor planning to add 1,500 more speed humps on eligible roadways. In Orem, Utah, on Palisade Drive, which has a posted speed limit of 25 mph, there are 9 speed humps within about a mile. Orem gets an average of 42 inches of snow a year. In Sandpoint, Idaho, on Ella Avenue, which has a posted speed limit of 25 mph, the city has been really impressed with how these humps are slowing traffic down but has not caused any issues with plowing or with heavy trucks traveling this route. They have three humps over a .70-mile distance. Sandpoint gets an average of 58 inches of snow a year. In Aspen, a speed table was implemented on Neale Avenue, which has a posted speed limit of 15 mph, and reduced speeds from 29 mph to 24 mph. EFFECTIVENESS Speed tables typically see a decline of approximately 0.5 to 1 mph midway between tables for each 100 feet beyond the 200-foot approach and exit points of consecutive speed tables (ITE). The effect of speed cushions varies with height and spacing; speed reductions between cushions have been observed averaging 20 and 25 percent. Speeds typically increase by 0.5 mph midway between cushions for each 100 feet of separation (ITE). Generally, speed humps/tables/cushions are effective measures to slow traffic. Based on the examples above they are particularly effective in slowing vehicles down at point locations, and entire lengths of roads down to approximately 25mph when reasonably spaced. Slowing traffic down along an entire length of roadway to below 20 mph would require close spacing which may become problematic. As identified in the above examples they can be effectively plowed during the winter, however this may add additional wear and tear to equipment and add some additional time and expense. This also is true with regards to emergency response vehicles, and evacuation times, where caution should be used to evaluate response and evacuation times and wear and tear on equipment. The same considerations apply with regard to the impact on transit routes and more importantly the impact to rider experience, especially riders who are standing. Figure 36: Chamonix Lane (east) Temporary Speed Bumps 127 Chapter 05: Traffic Calming80 CONSIDERATIONS EFFECTIVENESS As a temporary treatment, or for an option that reduces construction and maintenance costs, all three of these treatments can be implemented with striping and flex posts that can be removed during the winter to facilitate snow removal and storage. For bulb-outs, speed is reduced only at the intersections. There is not national research showing the impact of chicanes or chokers on speed reduction, but anecdotal evidence from example applications have noted speed reductions. BULB-OUTS, CHICANES, AND CHOKERS Bulb-outs and curb extensions narrow the roadway at intersections. Bulb bouts are a form of horizontal treatments that make intersections more pedestrian friendly by shortening the crossing distance to leave 10 feet for the nearest auto travel lane and decreasing the curb radii, thus reducing turning vehicle speeds. Both treatments increase pedestrian comfort and safety at the intersection. Chokers are curb extensions at midblock that narrow a street. Chokers leave the street cross section with two lanes that are narrower than the normal cross section that is usually not wide enough for two cars to pass. Generally, 12 feet is effective and still allows for emergency vehicles to pass uninhibited. Chicanes are like chokers but narrow only one side of the street at a time and provide alternating narrow and wide sections. Their effectiveness in calming traffic is limited by the absence of vertical or horizontal deflection, but they can still be beneficial. On low volume streets, chokers or chicanes can narrow the street from two lanes to one lane for the short distance of the length of the choker/chicane. This narrows the street dramatically and requires vehicles to yield to oncoming traffic. DEFINITION 128 81GO VAIL 2045 EXAMPLE APPLICATIONS The Town of Vail does have chokers currently; they are located on East Meadow Drive to deter traffic from entering the pedestrian zones, shown in the photo example Figure 37. The Town of Crested Butte installed flower boxes in a chicane configuration (about 1-2 per block) for a lane closure project, which calmed streets by 2-3 mph. Flower boxes are only present during summer months. Park City has also installed planters and bollards to serve as a chicane or median to narrow the street (Figure 38). The city reported that this has effectively slowed speeds. Durango recently underwent an extensive design and public engagement process to rethink Main Avenue. The preferred design, supported by both the community and City staff, deploys a combination of bulb-outs at intersections and chokers midblock. Boulder uses chicanes to narrow low volume residential streets, such as Quince Avenue, from 2 lanes to one lane, for the extent of the chicane. The chicane in Boulder is built using paint and bollards. The posted speed limit on Quince Avenue is 20 mph. Denver also uses bollards and paints to create bulb- outs on roadways that get regularly plowed (Figure 39). These have effectively slowed turning vehicles. Figure 37: East Meadow Drive Chokers Figure 39: Bulb‑outs using bollards and paint in Denver Figure 38: Park City flower boxes 129 Chapter 05: Traffic Calming82 Lane striping can be used to create formal bicycle lanes, edge lines, or shoulders. As a traffic management measure, they are used to narrow the travel lanes for vehicles, thereby inducing drivers to lower their speeds. However, past evidence on speed reductions is inconclusive. This striping does provide a designated space for people walking or biking, when a bike lane or sidewalk is not present, which is a valuable addition to a cross section. Advisory Bike Lanes are typically used on narrow streets where there is not enough room for a dedicated bike lane and a separate motor vehicle lane. An Advisory Bike Lanes uses dashed shoulder striping and narrows the width of the vehicle travel lane to 10’-18’+/- and provides 4’-6’ Advisory Bike Lanes for pedestrians/bicyclists on both sides of the vehicle travel lane. This narrows the bidirectional travel lanes to one-way width requiring on-coming cars to yield to each other encroaching on the Advisory Bike Lanes when no pedestrians or bicyclists are present. They can be used on streets with low traffic volumes (6,000 ADT or less; 3,000 ADT or less preferred) and low speeds (30mph and less). DEFINITION CONSIDERATIONS This treatment is relatively inexpensive, does not slow emergency vehicles, evacuations, or impact buses or plows, and can be used to create a bicycle lane or delineate on-street parking. However, it does require regular maintenance and has not been shown to significantly reduce travel speeds. “Any amount of clear paved shoulder width can benefit pedestrians and bicyclists, however, to be fully functional for their use, the paved shoulder area should be wide enough to accommodate the horizontal operating envelope of these users. To accommodate bicyclists and pedestrian use of the shoulder, provide a minimum width of 4 ft (1.2 m) adjacent to a road edge or curb, exclusive of any buffer or rumble strip.” (Small Town and Rural Multimodal Networks, US DOT) LANE NARROWING/PAINTED EDGE LINES/SHOULDER/ADVISORY BIKE LANES EFFECTIVENESS There is no consensus in the literature on the relationship between lane width and speed. Some studies have shown speed reductions of as much as 3 mph for every foot of lane narrowing; other studies show a slighter speed reduction of about 1 mph per foot of lane narrowing or no significant effect at all. The studies generally agree that there is wide variability between sites, suggesting that lane width alone is not responsible for the entire speed reduction. (NACTO). Striping has been noted to be less effective when speeds are already low. While there is limited research on speed reduction, the Crash Modification Clearinghouse reports a crash modification factor of between .78-.85 for installing edge line pavement marking on narrow, rural, two-lane roadways. This means that the number of crashes is expected to go down by about 20% after edge line striping is implemented. 130 83GO VAIL 2045 EXAMPLE APPLICATIONS In Summer 2018, West Gore Creek Drive and Chamonix Lane (west) received shoulder lane striping (see Figure 40, 40‑2). The striping provided 2’-3’ shoulders, and a total width of 18’ for bidirectional vehicular travel. The intent was to delineate a zone for pedestrians to walk or bike and provide a much narrower drive lane to encourage vehicles to slow down by ~2-3 mph. Speeds were monitored to determine any change. The striping installations on Chamonix Lane and West Gore Creek Drive saw no reduction in speed; however, it did provide a designated location for pedestrians to use. Feedback from multiple residents confirmed findings that striping did not reduce speeds but provided a designated place for pedestrians. Vail Valley Drive incorporated advisory bike lanes. These shared lanes are restricted to 5’ in each direction and travel lanes are narrowed to 11’ in the center. In Avon, W Beaver Creek Boulevard added shoulder striping (but no centerline striping) and noted 80th percentile traffic speeds at 27 mph. Shoulders are 4’ wide and the travel lanes are 20’ wide combined (Figure 41). There has not been a lot of recent statistically significant research on this topic, but Kamyab et al. (2002) reported on the use of lane narrowing as a traffic-calming measure in Twin Lakes, Minnesota. Hallmark, et al. (2007) noted effective speed reduction using lane narrowing as traffic- calming measure in two rural Iowa communities. Figure 40: Advisory bike lanes on Vail Valley Drive Figure 41: Shoulder striping in Avon Figure 40 ‑ 2 131 Chapter 05: Traffic Calming84 NON-PHYSICAL TREATMENTS Non-physical devices include any measure that does not require physical changes to the roadway. They are intended to increase drivers’ awareness of surroundings and influence driver behavior without physical devices. Because these devices are not self-enforcing, they have limited effectiveness as stand-alone devices and should supplement physical devices. Signage It is important to consider that speed limit signs are the primary method used to notify the driver of the speed limit in the area. It is vital that speed limit signage is clear and, if necessary, repeats at appropriate intervals to ensure that drivers are aware of the speed limit and to aid compliance. The town implemented a sign declutter program on residential streets over 30 years ago and limited speed limit signs to one sign per entry to each neighborhood. The town should revisit this program and consider installing additional signage to remind drivers of speed limits where appropriate. This has been successful in the Vail parking structures where additional speed limit signs and dynamic signs where installed to provide awareness to drivers of their speed and of pedestrian crossing areas. Posted speed limits can also be unconventional to increase awareness of the posted speed limit. Beaver Creek recently modified their posted speed limit signs to 19 mph. Enforcement Compliance with speed limits has seen success when there is a heavy enforcement presence. This can be targeted to roads that have had the most complaints for speeding. However, heavy presence of law enforcement for speeding is unsustainable over long periods of time. Alternative enforcement tools that can supplement police presence over the long-term are education programs, traffic cameras, and neighborhood watch programs that report instances of speeding. The Town of Parker, Colorado has implemented “traffic enforcement saturation days” where around a dozen officers are solely dedicated to traffic enforcement. This new enforcement activity began in April 2023 in response to increased public feedback about chronic speeding. Officers patrol known problem roads and receive community tips from a website that allows residents to report where and when they see problems. The department plans to increase the amount of heavy enforcement days to discourage speeding. Additionally, Parker created a Neighborhood Traffic Calming Partnership, through which Parker’s Police and Engineering/ Public Works Departments receive many reports of speeding in residential neighborhoods and the associated concerns about safety. The presence of heavy enforcement can be costly, so another type of enforcement approach is Automated Vehicle Identification Systems (AVIS) including red light cameras and photo speed vans. Photo speed vans are usually deployed on residential roads, construction zones, and school zones; they take photos of vehicles exceeding the speed limit and mail tickets accordingly based on license plate information. Recent state law has ruled if a driver is detected driving less than 10 miles per hour over the speed limit, the governmental entity is required to issue a warning first. Additionally, the maximum penalty for a speed violation captured by a photo speed van is $40. There are restrictions on where speed vans can be placed and are only allowed in school zones, residential neighborhoods, within maintenance, construction, or repair zones, or along a street that borders a municipal park. As of 2022, 12 Colorado local governments use AVIS: Aurora, Boulder, Cherry Hills Village, Colorado Springs, Commerce City, Denver, Fort Collins, Greenwood Village, Lone Tree, Northglenn, Pueblo, and Sheridan. The Town 132 85GO VAIL 2045 of Vail could introduce AVIS, as well as “Photo Radar Enforced” signage to utilize staff time more efficiently and reduce speeding issues. For more information on AVIS, refer to the Issue Brief on AVIS by Legislative Council Staff. LOCATIONS FOR TRAFFIC CALMING Traffic calming measures identified are primarily geared towards local streets with current posted speed limits of 25 mph or less, where observed speeds are frequently 25-30 mph. A recent traffic speed study conducted by the Town of Vail found that 85th percentile operating speeds exceed posted speeds by 10 mph or more on the following streets: West Gore Creek Drive, Vail Valley Drive, Chamonix Lane, Buffehr Creek Road, Meadow Drive, Sunburst Drive, Streamside Circle East, and Red Sandstone Road. The study found 85th percentile operating speeds exceed posted speeds by 7 mph or more on the following streets: Alpine Drive, Arosa Drive, Aspen Lane, Bald Mountain Road, Booth Falls Road, Juniper Lane, Katsos Ranch Road, Lupine Drive, Main Gore Drive, and Spruce Way. If the speed limit on these streets was to change to 20 mph, streets with 85th percentile operating speeds 10 mph over posted speed limits would reduce to just two: portions of Buffehr Creek Road and Sunburst Drive. Streets with 85th percentile operating speeds 7 mph over posted speed limit would reduce to six: portions of Buffehr Creek Road, Chamonix Lane, Lions Ridge Loop, Potato Patch Drive, Red Sandstone Drive, and Streamside Circle East. Based on 2021 speed data, the roadways with the greatest difference between 85th percentile speeds and posted speed limit are roadways with 15 mph posted speed limits; these roadways are shown in Table 11. Even with a change in posted speed limit from 15 mph to 20 mph, many of these roadways will still have speeding concerns and require traffic calming devices. Some roadways to prioritize for consideration of traffic calming devices include Sunburst Drive, Buffehr Creek Road, Red Sandstone Road, Streamside Circle East, Meadow Drive, Vail Valley Drive, and West Gore Creek Drive. TRAFFIC CALMING RECOMMENDATIONS The following have been identified as traffic calming opportunities for some of the roads with the highest speeds. Sunburst Dr. • Narrow Golf Course section to 22’ • Add separated bike path Buffehr Creek Rd. and Red Sandstone Rd. • Remove double yellow where appropriate • Add shoulder striping Streamside Circle • Add shoulder striping Vail Valley Drive (to Gold Peak) • Add 5’ striped bike lanes; narrow travel lane Lions Ridge Loop • Add neckdowns @ Timber Ridge Parking Table 11: Roadways with Highest Speeding Street Name From To Speed Limit % Obey Speed Limit % Over 25mph Sunburst Drive Vail Valley Drive Cul-de-sac 15 5%30% Buffehr Creek Road N. Frontage Rd West Lionsridge Loop 15 5%45% Buffehr Creek Road Lionsridge Loop Cul-de-sac 25 25%75% Red Sandstone Rd N. Frontage Rd. West Vail View Dr 15 5%45% Streamside Circle East Streamside Circle West Bighorn Road 15 5%45% Chamonix Lane Buffehr Creek Road Chamonix Road 25 70%30% Chamonix Lane Chamonix Road Arosa Dr 25 50%50% Vail Valley Drive S. Frontage Rd. East Gold Peak 15 25%30% Lions Ridge Loop Moraine Dr Vail View Dr 25 10%90% 133 Chapter 05: Traffic Calming86 There is significant evidence on the benefit of speed tables or cushions to slow speeds, however the frequency of placement is high, and therefore can be costly and impactful. There may be strategic locations between curves or other natural traffic calming features where only a few speed tables are needed on a select segment of straightaway. A location like this would be ideal for an initial implementation speed tables or humps. Edge line striping has less of a proven impact on speed reduction, however, provides known benefits to bicycle and pedestrian comfort and safety. The Town of Vail should continue to pilot advisory bike lanes or shoulder striping on roadways with an edge-of-pavement to edge-of- pavement width of more than 22 feet where there is no sidewalk present. Before-and-after data should continue to be collected. For a roadway with one travel lane in either direction, striping can narrow the travel lane portion of the roadway to a minimum of 18 feet, leaving a minimum striped shoulder width of 2’ in each direction. For a more adequate striped shoulder of 4’ or more, the Town should consider widening roadways to 26’. Caution should be used, as the increased width may have unintended consequences of raising speeds, i.e., Sunburst Drive. Chokers have less of a proven impact on speed reduction, however, provide known benefits to bicycle and pedestrian comfort. These can be piloted as paint and bollards in the summer, with before and after data being collected. If successful, treatments can be implemented as concrete. Locations should be identified strategically based on speeds and along wide, straight segments of roadway. Chokers can narrow a two-lane roadway to a minimum of 13 feet, requiring vehicles to yield to oncoming traffic. Lions Ridge Loop behind Timber Ridge would be a good test section, as it is a long straightway and Timber Ridge Apartments will be adding head-in parking to this area. Traffic calming in this area due to the addition of parking is recommended. For intersections with reported high speeds, bulb-outs should be implemented. The bulb outs can narrow the roadway to a minimum of 18 feet. These are known to reduce the speeds of turning vehicles. On roadways with significant bicycle and pedestrian traffic or roadways with new advisory bike lane striping, “share the road” signage should be implemented. Signage should also be implemented in coordination with speed tables or cushions. Prior to implementing any traffic control measures, careful consideration should be given to potential impacts to; maintenance (particularly in snowy conditions),emergency vehicle response times, evacuation times, buses and the bus rider experience. 134 87GO VAIL 2045 Table 12 shows a summary of all three traffic calming devices, the type of roadway where they are appropriate, and level of effectiveness. The prior section called “Traffic Calming Recommendations” identifies the location and treatment type for various traffic calming improvements. Traffic Calming Process While traffic calming measures often aim to improve safety and quality of life, implementing them efficiently requires a well-defined process. Recognizing limitations in resources, many cities have established clear criteria to prioritize projects. This section explores effective practices from other communities and proposes a traffic calming process tailored specifically for the Town of Vail, ensuring balanced decision-making while addressing genuine neighborhood concerns. Cities typically have a formal process for how traffic calming devices are implemented. Local governments have limited resources and cannot address every complaint or concern. For instance, many cities require an individual or neighborhood to submit a petition form with a minimum number of signatures, and/or require some level of neighborhood funding participation. This section describes best practices found in other communities and recommendations for a traffic calming process for the Town of Vail. STRATEGIES IN PEER COMMUNITIES The Town of Jackson, WY considers traffic calming in response to neighborhood requests and along key cross-town biking and walking routes, according to their Community Streets Plan (p. 27-28). When residents submit complaints, the town collects traffic speeds using a radar gun, then considers traffic calming treatments if speeds exceed 30 mph. On designated biking and walking routes, the town considers traffic calming in tandem with bicycle and pedestrian facilities. The town included chokers, chicanes, raised median islands, crosswalk refuges, and traffic circles in their toolbox. Park City, UT has Neighborhoods First Streets Program in which they reduce posted speeds on qualifying local streets, paired in some cases with traffic calming elements like speed bumps. Residents may request city action in their neighborhood by submitting a request through an online portal. The program began following resident complaints about speeding in neighborhoods. The goals of the program are to improve safety, educate residents, implement traffic calming, and design complete streets and “people-first streets.” The city began by reducing speeds on minor collectors from 25 to 20 mph and reducing speeds on streets in the historic district from 20 mph to 15 mph. As part of the program, the city collects traffic counts and speed data at locations around the community and shares that information on their website Traffic Data Dashboard (arcgis.com). Similar to Park City, the City of Aspen, CO established a Neighborhood Traffic Calming Policy following an increase in resident complaints about speeding. The policy creates a process for residents to submit complaints online, for city staff to evaluate the issue using data, to perform additional neighborhood outreach, and for traffic calming features like speed bumps, street narrowing, bulb outs, or others to be implemented. The purpose of the process is to use clear metrics to guide the decision-making process and to allocate funds effectively. Table 12: Traffic Calming Treatments Summary Table Traffic Calming Treatment Roadway Considerations Effectiveness Approximate Speed Reduction Speed tables/ cushions Speed tables/cushions should be considered on residential streets but require frequent placement. Medium, with frequent placement Reduced the 85th percentile speed by an average of 25% or 9 mph (USDOT) Bulb-out, chicanes, chokers Bulb-outs are only appropriate at intersections Chicanes and chokers are appropriate midblock. On low volume streets they can be used to narrow a street to a minimum of 13 feet. Low (data is inconclusive)2.6 mph (ITE) Lane narrowing/ painted edge line/ advisory bike lane A painted edge line should demarcate the shoulder from the roadway, so a two-lane roadway is at least 18 feet in width. Low (data is inconclusive) Narrowing lanes by one foot would tend to reduce speeds by 0.6mph (NACTO) 135 Chapter 05: Traffic Calming88 Based on lessons from Jackson, Park City, and Aspen, the Town of Vail should consider developing a similarly transparent traffic calming process. This traffic calming process will formalize the process and identify the responsibilities of the Town and of the neighborhood to garner support for the change. The process of evaluating streets for traffic calming could have two levels. The first level, including evaluation and speed enforcement, and might include the following sequence of steps (summarized in Figure 42): 1. Develop a website for complaints and information (as described later in this section); collect mapped location of complaint and contact information from reports 2. Staff assess speeding and safety issues in locations based on priority a. Safety/crash history b. Pedestrian/bicycle volume c. Bus routes d. Frequency of complaints and variety of complaint reporters 3. Review speed study data and/or complete speed study 4. Determine need and ability for additional enforcement (Engage Special Enforcement Heavy Days) This will require additional Enforcement budget funding. RECOMMENDED TRAFFIC CALMING PROCESS Figure 42: Level I Traffic Calming Process 136 89GO VAIL 2045 If the steps identified in Level I above are ineffective or if there are ongoing safety concerns, the Town should proceed to Level II. The second level should include neighborhood review of traffic calming opportunities and consist of the following sequence of steps (summarized in Figure 43): 1. Town to identify and analyze potential traffic calming or pedestrian accommodation option(s). Analysis should include; speed and accident data, traffic and pedestrian volumes, transit impacts, maintenance impacts, emergency services impacts, evacuation impacts, cost impacts, neighborhood support. 2. Town to present options back to neighborhood. 3. Neighborhood representative shall then provide the town with a petition in support of traffic calming with the majority of the effected community in favor of the recommended traffic calming measures. Residents could be defined as those who reside along the road with the complaint and where the traffic calming treatment is proposed. 4. If the recommended traffic calming measures are due to egregious safety or conflict reasons, the Town may implement it as a safety project. 5. The Town Council provides final decision on implementation and funding availability; participation by neighborhood could be an opportunity. 6. Implement temporary traffic calming measures in the summer and study results. 7. If successful implement permanent traffic calming measures. 8. Study before and after speed and safety data. The Town’s website currently allows residents to report complaints or comments by calling or emailing the Vail Police Department. The Town may benefit from creating a separate web portal for speeding concerns so that complaints can be more directly and formally processed and tracked. This web portal can provide information regarding the process and provide additional information on traffic calming, as well as potentially include speed monitoring locations like Park City. (Traffic Data Dashboard (arcgis.com)) The Town should create a dedicated annual budget for implementing the traffic calming process and installing necessary devices. If a traffic calming device is approved, but is lower down on the prioritization list, a community should have the option to pool funds to pay for implementation of the treatment. The Town of Vail would be responsible for all vendor and construction coordination and final designs. Figure 43: Level 2 Traffic Calming Process 137 Chapter 05: Traffic Calming90 138 Conclusion Prior to the installation of any traffic calming measure an education outreach campaign should be considered to bring awareness to the safety concern and the mitigating measures that may be installed. Pedestrian safety campaigns should be on-going and emphasized prior to any installation as well as during the National Pedestrian Safety Month (October), National Bicycle Safety Week (May), and Vail’s busiest summer months of July and August. Safety campaigns should include awareness for both Motorists, Pedestrians, and Bicyclists. 91GO VAIL 2045 Source: Vail Daily Elements of Roadway Safety Awareness Campaigns MOTORISTS • Yield for pedestrians • Be Alert and focused • Obeying all posted signs and speed limits PEDESTRIANS • Follow the rules of the road and obey signs and signals • Walk on sidewalks whenever they are available • If there is no sidewalk, walk facing traffic and as far to the side of the road as possible • Cross streets at crosswalks or intersections • Wear High Visibility clothing BICYCLISTS • Bicyclists must follow the same rules as motorists • Ride single-file in the direction of traffic • Remain alert • Use hand signals when turning and use extra care at intersections • Wear High Visibility clothing 139 Chapter 06: Transit92 TransitChapter 06. 140 93GO VAIL 2045 This chapter summarizes the vision for the future transit network within the Town of Vail, including improvements envisioned to the local and regional transit system and facilities by 2045. Implementing the transit vision will be fundamental to achieving the larger multimodal transportation goals identified by the community. 141 Chapter 06: Transit94 Existing Transit Service in Vail This section provides a summary of existing transit service in Vail, including notable trends and challenges that were identified during the Go Vail 2045 existing conditions analysis. Existing transit service in Vail can be grouped into three major categories: 1. Local Transit 1. Regional Transit 2. Private Shuttle Services LOCAL TRANSIT Vail Transit is the local transit provider managed by the Town. Vail Transit operates eight free bus routes in town in the winter, illustrated in Figure 44, and five routes in the summer. All routes serve the Vail Transportation Center, which is the primary transit hub in Town located in Vail Village and is also served by regional bus routes and privately operated shuttle service. More service is provided to West Vail than East Vail. Frequency of service on Vail Transit varies by route, time of day, and time of year as shown in Table 13. Most routes operate at higher frequencies in the winter, when demand and ridership are higher, as compared to the summer. In a typical year, about 95% of the Vail Transit Operating budget is financed with local funds, with the remaining monies coming from federal funds. Table 13: Frequency (in minutes) of Vail Transit Service by Route (December 2022). Route Winter Peak*Winter Midday*Summer In-Town Shuttle 7.5 7.5 7.5 West Vail Express 10 -- East Vail 15 15 30 Sandstone 20 30 60 West Vail (Red & Green)30 30 40 Golf Course 30 60 60 Ford Park 30 15 - Lionsridge 60 60 - *Peak represents the morning and afternoon peak periods. The span of the peak period varies slightly by route but is generally from 6:30 AM to 10:30 AM and 2:30 PM to 5:30 PM. Midday is the time between the morning and afternoon peak periods. Figure 44: Vail Transit Winter Bus Routes 142 95GO VAIL 2045 Table 14: Frequency of Regional Public Transit Serving Vail by Route (February 2024) Operator Route Summer Frequency Winter Frequency ECO Transit Valley (Eagle/ Gypsum via I-70)60 Min (30 peak dir.)60 Min (30 peak dir. – with one additional trip to Dotsero) Highway 6 (Edwards)30 Min (15 peak dir.)30 Min (5-15 peak dir.) Leadville 2 trips/day (peak dir.)2 trips/day (peak dir.) Minturn 3 AM & 2 PM trips/day 3 AM & 2 PM trips/day Vail-Beaver Creek Express No Service 20–30 Min CDOT Bustang West (Grand Jct – Denver)6 Daily Trips (3 end at Glenwood Springs) Pegasus (Avon – Denver)Fri – Sun: 10 trips/ day Mon – Thu: 6 trips/ day REGIONAL TRANSIT Regional transit service to Vail is provided by the following operators: • ECO Transit – The Eagle Valley Regional Transit Authority (RTA) operates six routes to Vail in the winter, including five in the summer, from other parts of Eagle County and from Leadville. • CDOT – The Colorado Department of Transportation (CDOT) operates two intercity bus/shuttle services to Vail. This includes the Bustang West Line, which operates over-the-road coach service between Grand Junction and Denver, and Pegasus, which operates shuttle van service between Avon and Denver. • Greyhound – Greyhound Bus serves Vail as part of its cross-country intercity bus route from New York, NY to Los Angeles, CA. Figure 45 illustrates a map of regional transit services and Table 14. summarizes existing service frequency by route and season. Source: Uncover Colorado 143 Figure 45 144 97GO VAIL 2045 PRIVATE SHUTTLE SERVICES Numerous private operators also provide both local and regional shuttle services within and to Vail. Many hotels in Vail provide shuttle services for people to get from their hotel to the Eagle County Regional Airport and key destinations in town using small buses, vans, and SUVs. Epic Mountain Express and Peak 1 Express provide hourly shuttle service from Denver International Airport in the winter to individual destinations in Vail or to the Vail Transportation Center. Summit Express is the third major operator of regional shuttle services to Vail. During a typical day in the winter between 35 and 45 hotel shuttles and taxis will serve the Vail Transportation Center per peak hour and a similar amount will serve the Lionshead Welcome Center. The hotels with the most service typically have 4-7 shuttles per peak hour serving each of those two transit centers. NOTABLE EXISTING TRANSIT TRENDS AND CHALLENGES Analysis of existing conditions of transit in Vail revealed the following key findings: • Vail Transit annual ridership was generally flat 2010 -2019 – Between 2010 and 2019 annual ridership on Vail Transit remained steady at around 2.8 million passengers per year (see Figure 46), with about 55%-59% of ridership generated by the In- Town route. This reflects minimal change in population growth and wintertime hotel occupancy in Vail over the same time frame. • As of 2023 Vail Transit ridership has rebounded to pre‑pandemic levels – After a decline from spring of 2020 through 2022, 2023 ridership on Vail Transit has rebounded to about 100% of pre-pandemic ridership, 55% of which is from ridership on the In-Town route. • Vail Transit ridership has been declining in the winter and growing in summer – Between 2007 and 2019 ridership on Vail Transit declined by 8% in the winter but grew by 40% in the summer. Because winter ridership is still over double the ridership in the summer, overall ridership remained flat. While the causes are not entirely known, the decline in wintertime ridership is largely attributed to fewer employees living in Vail (and more in-commuters), and an increase in use of private hotel shuttle services by visitors reflecting an increasingly higher- income visitor clientele. The increase in the summer is largely attributed to more visitor traffic in the summer (and thus more need for employees), which is reflected in hotel occupancy data that showed an increase of average summer occupancy from 40% in 2007 to 45% in 2019. • Vail Transit covers most of Vail – 95% of Vail residents are within a half mile of a bus stop and 80% are within a quarter of a mile. However, some routes only operate at 60-minute headways during some times of the day and some routes only operate in the winter. Additionally, a half mile walk to a bus stop may be less accessible in the winter when snow, ice, and topography can make walking more challenging. • Ridership on ECO Transit is growing – ECO Transit provides regional transit service to Vail from other parts of Eagle County and from Leadville. Between 2014 and 2019 ridership on ECO Transit grew by 26%, reflecting an increasing trend of more workers in Vail commuting from other communities. • Vail Transportation Center nearing capacity – The Vail Transportation Center is the Town’s key transportation hub in Vail Village where all nine Vail Transit routes and all six ECO transit routes terminate. It is also served Figure 46: Vail Transit Annual Ridership (2007 – 2023) 145 Chapter 06: Transit98 by Bustang, Pegasus, Greyhound, and private shuttles mainly from DIA. In 2010 Lionshead Transit Center was constructed to help alleviate some of the congestion at the Vail Transportation Center at the time. However, the Vail Transportation Center is nearing capacity, which will limit the ability to expand local and regional transit service in the future. In 2024, the Town of Vail is commissioning a design project with matching grant dollars to expand the Transportation Center into a mobility hub to increase transit capacity and facilitate connections with more modes of transportation. • Vail is part of a new Eagle County RTA – Voters approved formation of a new Regional Transportation Authority (RTA) in Eagle County, effective January 1, 2023, which will cover most of the County (excluding Gypsum) and includes an additional half cent sales tax. The new RTA will allow for significant growth in regional transit service to Vail, particularly along the Highway 6 route, allow for fare-free service expansion to the majority of Eagle County, will further the need for the Vail Transportation Center to expand and will give the Town of Vail more influence over regional transit planning and coordination with local transit service. Highlights of Public Input on Transit In the initial Go Vail 2045 public survey that was conducted in 2022, survey respondents mentioned transit quite a bit. Vail’s local bus system was one of the top four themes for what is working well in Vail today. A desire for more regional bus routes and greater frequency of regional bus routes were in the top four themes for how transportation in Vail could be improved. Additionally, in the project survey conducted in 2023, the respondents’ top priorities for transit improvements were: 1. A seamless express service between East Vail and West Vail (53% of respondents indicated this improvement would encourage them to take transit more often.) 2. Increased frequency of the West Vail express (45% of respondents indicated this improvement would encourage them to take transit more often.) See Chapter 3 – Public Engagement for additional details on the public engagement process and results for Go Vail 2045. Transit Improvements Figure 47 depicts the transit vision for Vail and includes year-round improvements to the local and regional transit network in Vail, as well as improvements to transit facilities and supporting infrastructure. Transit plan Goals The planned transit improvements described in this chapter will advance the Town toward achieving the following six community transit-related goals: • Multimodal Options – Allow people to conveniently get to Vail and around Vail without a car. • Equity – Provide seamless connections between local and regional transit and increase transit options for employees in Vail. • Climate/Quality of Life – Reduce GHG emissions and parking demand in Vail by making transit feasible for more trips. • Access – Increase access to high-frequency transit to more areas of Vail. • Innovation – Transition to zero emission buses and explore opportunities for autonomous transit vehicle technology. • Safety – Provide safe/ comfortable access to buses for people walking to and waiting for the bus and improve safety of bus operations in locations with high pedestrian traffic. 146 99GO VAIL 2045 Transit improvements are organized into the following four categories that are described in more detail below: • Vail Transit Service Improvements • Regional Transit Improvements • Facilities & Infrastructure Improvements • Safety Improvements VAIL TRANSIT SERVICE IMPROVEMENTS The transit vision includes the following three key actions the Town will take to improve local transit service and mobility within the Town of Vail. Prior to implementing a more thorough Transit Service Delivery and Operations Plan will need to be completed. This is scheduled and budgeted for in 2024. Increase Service Frequency and Transition to Year-Round Schedule The Town of Vail will gradually increase frequency of Vail Transit service and explore transitioning to a year-round schedule to meet increasing demand in the summer and shoulder seasons and provide convenient transit services at all times of year. These improvements will allow the Town to capture not only more existing trips via transit but may also capture future trips generated by anticipated growth (see Table3 in Chapter 4). These improvements will be particularly important to implement in conjunction with expanding paid parking (see Chapter 8) in order to provide a viable alternative to driving. A foundational principle of improving transit service in Vail will be to transition to a layered network approach for all transit services as summarized in Table 15. A layered transit network will provide scheduling and operations consistency that will improve the convenience and reliability of service, including for trips requiring a transfer. Assigning a service type to a particular route will be based on ridership demand and other contextual factors (adjacent land use, roadway network, and proximity to other transit services). The layered network will include the service types listed in Table as part of the all-day transit network (generally operating from at least 7 AM to 6 PM). The Town will strive to maintain high frequencies in the evening and late at night, but evening operations may vary from the daytime schedule. Figure 47: Transit Vision Table 15: Planned Layered Transit Network Service Type5 Frequency Example Planned Routes High Frequency ≤ 15 minutes West Vail Express, East Vail, In-Town Local Service 20-30 minutes West Vail (Red & Green), Golf Course, Sandstone/Lionsridge, NEW Employee Housing route On Demand Demand Response Where operationally feasible and that cannot support 30-minute service (potentially Buffehr Creek) Regional Service Varies ECO Transit Special Event Service Varies 147 Chapter 06: Transit100 As part transitioning to a layered transit network, the Town will explore the following improvements to Vail Transit service: • Year‑Round, All‑Day West Vail Express – The West Vail express currently operates at 10-20 minute frequencies in peak periods during the winter only. In the future the Town will explore operating the West Vail Express year-round with at least 15-minute frequencies throughout the day. • Year‑Round, High‑Frequency East Vail Service – The Town currently runs piggyback service to East Vail during peak times to meet demand in winter and operates a special East Vail hiker express in the summer with overlapping service. In the future the Town will explore operating East Vail service with at least 15-minute frequencies throughout the day in the summer to improve service quality and connections to West Vail. In the winter (when frequencies are already 15-minutes) the Town will explore providing 7.5-10 minute service as demand warrants instead of piggyback service, potentially starting on weekends at peak times. • Timed Transfers Between East Vail and West Vail Express – In the future schedules should be coordinated between the West Vail Express and the East Vail route to allow convenient transfers at Vail Transportation Center to improve the convenience of cross-Vail travel. • 20‑30-Minute Service on Lions Ridge and Sandstone – In the future the Town will explore combining the current Lions Ridge and Sandstone route into one loop that provides 20-30-minute all-day service year-round. • West Vail Local Service to 30-Minute Year‑ Round – In the future the Town will explore increasing service frequency of the West Vail Local Service (Green and Red Loops) to provide at least 30-minute all-day service year-round. • New Transit Route to Serve Planned Employee Housing – Over 340 new employee housing units were recently constructed or are planned to be constructed adjacent to Middle Creek Village north of I-70 in central Vail, in total that is over 500 employee housing units. To meet future demand generated by these developments the Town will explore adding a new transit route to meet anticipated new transit demand from the developments near Middle Creek Village. One option to explore is operating a short loop route between Vail Transportation Center, Middle Creek Village and Lionshead. Service should operate at 30-minute frequencies or better. • Coordinate Overlapping Service to Maximize Stop Frequency – In the future, where routes overlap, service should be scheduled to the extent that is feasible to maximize frequency of transit. For example, if the combined Red Sandstone/Lionsridge route, new employee housing loop route, and West Vail Local route each operated at 30-minute frequencies, each could be scheduled to provide 10-15-minute frequencies to Red Sandstone Garage and Middle Creek Village, thus providing frequent service to planned developments at those two locations. Source: Vail Daily 148 101GO VAIL 2045 Phasing Service Improvements The improvements to local transit service outlined above will provide more frequent transit service to areas of Vail already served by transit. These improvements will be phased using the following strategies: Increase Summer Frequency in Coordination with Paid Summer Parking – As part of converting to a year-round schedule, the most significant frequency improvements described above will occur in the summer. Service frequency improvements in the summer should be coordinated with implementing paid parking in the summer. This will maximize the benefits of the transit investments, support the goals of the Parking Plan (see Chapter 8 – Parking) to mitigate vehicle trips, and provide affordable convenient mobility alternatives to driving. Pairing transit service improvements with implementing paid parking will be critical from an equity perspective, especially so people working in Vail have alternative options to driving and paying to park. • Increase Service Frequency Adjacent to Dense Development – The transit service plan outlined above will improve transit service to workforce housing developments planned at Timber Ridge and around Middle Creek Village as follows: ◦ Middle Creek Village – The existing and planned developments in and around Middle Creek Village (including Residences at Main Vail, West Middle Creek, and Solar Vail) would be served by a 10-15-minute all-day bidirectional service through the combined West Vail Local (Red & Green routes), Red Sandstone/Lions Ridge Loop, and new employee housing loop route. ◦ Timber Ridge – This planned development would be served by 10/15-minute all day bidirectional West Vail express, plus 30-minute all-day bidirectional West Vail Local (Red & Green routes), and one direction of the 30-minute all-day Red Sandstone/ Lions Ridge Loop. Explore On-Demand (Microtransit) Service Along Buffehr Creek/Potato Patch or Golf Course As part of the layered network approach the transit vision includes operating fixed-route local service in Vail, along the valley floor, at a minimum of 30-minute daytime frequencies. With this approach there are locations in Vail that are not feasible to operate a fixed route due to lower ridership demand or other operational barriers such as steep, narrow roads and poor roadway connectivity, in areas above the valley floor. In these locations the Town will explore implementing on-demand transit, often referred to as microtransit, which can leverage the use of smaller vehicles which are more likely to be effective given the conditions and would add a transit option to those locations. Potential locations to consider piloting microtransit service include Buffehr Creek Road and Potato Patch Drive. Microtransit service should connect those areas of Vail with one of the existing or planned mobility hubs, such as Lionshead Welcome Center or Vail Transportation Center, so users can transfer to the larger high-frequency Vail transit network. WHAT IS MICROTRANSIT? • On-demand public transit to match trip requests in real-time (like Uber or Lyft) • Typically operates in a smaller geographic area vs. regional fixed-route transit. • Smaller vehicles operating without a specific route, typically fulfilling trips in 30 minutes or less • Pick-up and drop-off within very short walking distance (1 block or less) • Trips requested via smartphone app or call-in option for those without a smartphone 149 Chapter 06: Transit102 Consolidate Private Shuttles on High Frequency Transit Routes Historically, the Town used to require shuttles as part of many large hotel and condo developments. This was done in part to not overload Vail Transit. Increasingly, hotels are operating more shuttle service as a customer amenity. Many of these shuttles operate overlapping service with partially full vehicles. In addition to the roadway congestion this adds, at peak times the shuttles can overload the shuttle drop- offs at Vail Transportation Center and Lionshead Welcome Center. The Town needs to balance the volume of shuttles with ridership on Vail Transit. To reduce vehicle miles traveled in town and address capacity limitations at the Vail Transportation Center and the Lionshead Welcome Center, and other smaller convenient drop-off locations, the Town will explore reasonable strategies to reduce the use of private shuttles along high-frequency transit routes, which may include limiting the total number of shuttle permits issued for a given year. Many hotels in Vail operate guest shuttles on fixed schedules. Where these shuttle services overlap with high-frequency bus routes or other shuttle routes, the Town should work with the private entities to consolidate those services. Potential initial strategies to explore include: • Ending the historic requirement for developments to provide shuttle services. • Encouraging resorts to focus shuttle services on evening events (to dinner, etc.) and direct guests to public transit during day (to ski, etc.). • Communicate with shuttle operators (potentially when they annually renew their permit with the Town) about the inefficiencies in overlapping service and support a model of consolidated shuttle service in place of multiple shuttles (which could also be more cost effective for hotels). • Long-term strategies to explore (particularly if shuttles more regularly exceed capacity at Vail Transportation Center and other Drop-off locations): ◦ Increase fees to hotels that continue to operate shuttles when alternatives are available. ◦ Regulate access to drop off locations at the transit centers (shuttles per hour, etc.). REGIONAL TRANSIT IMPROVEMENTS The transit vision includes the following four actions the Town will take to improve regional transit service and increase mobility options for people traveling to/from the Town of Vail. Eagle Valley RTA The Town of Vail will support implementation of the Eagle Valley RTA. Key near-term elements planned as part of implementing the RTA include: • Increasing frequency on all five ECO Transit regional routes to Vail, including doubling service levels on the US 6 Route. • Adding a new express service along I-70 and US 6. • Expanding the span of service on the Beaver Creek-Vail Express route. • Proving fare-free service to the majority of Eagle County. Source: Vail Daily 150 103GO VAIL 2045 In addition, the Town of Vail should work with the RTA to make the following improvements: • Improve coordination of regional and local service operations within the Town. This would include: ◦ Improving transfer opportunities between local and regional service in West Vail and at the Vail Transportation Center. ◦ Operating the Highway 6 Route along the West Vail Express alignment in Vail with stops at the planned mobility hubs at West Vail, Timber Ridge, and Lionshead. • Marketing and improving intercept lots to capture more eastbound travelers into Vail that may not have convenient bus stops within walking distance. This includes travelers from more rural parts of Eagle County and from Garfield County. • Explore marketing transit service from the Eagle Airport for visitors. Considerations include bus schedules, onboard luggage racks, and marketing. Study Transit Service to Summit County Based on origin-destination data from mobile phones, travel patterns show as much as 10-15% of regional travel to Vail originates in Summit County. To better capture more of this market via transit, the Town will work with CDOT to promote inter-county service improvements. Opportunities may include enhanced service on the existing Bustang West route— specifically between Frisco and Vail—and a dedicated Pegasus route between Breckenridge and Vail. Partnerships to Expand Intercity Transit Service to Denver Analysis of origin-destination data from mobile phones shows that about 15%-20% of regional trips to Vail originate in locations along the I-70 corridor outside of Eagle and Summit County, most notably the Denver Metro area. To better capture more of this travel market via transit, the Town of Vail will expand partnerships and support expansion of regional transit via these partners along I-70 to Vail. The Town of Vail will support expansion of regional intercity transit along I-70 in the following ways: • Advocate for additional transit services to Vail with I-70 regional partners. • Provide amenities and space for regional buses and shuttles in the Vail Transportation Center for regional partners. • Communicate with I-70 regional partner agencies on the bus schedule and routing needs of regional services to Vail. • Continue to hold regular (bi-annual) meetings with each I-70 regional partner agency as part of the I-70 Coalition to share information on needs, coordinate services, plan for future improvements, and maintain a regular relationship. • Market and advertise regional transit service options to residents, employees, and tourists. • Explore Mobility-as-a-Service (MaaS – see Chapter 9) to expand beyond the current integrated platforms (such as Google Maps) to better integrate the Ride Vail App with regional transit services, such as Bustang/Pegasus, as well as with other modes (car share, bike share, etc.). Plan for I70 Advanced Guideway System/Rail Connections The Town of Vail will continue to plan for the potential long-term implementation of an Advanced Guideway System (AGS) along I-70 through Vail (studied by CDOT in 2013, with an update in 2023), which could include passenger rail service in the corridor. Long range land use and transportation planning should plan for and preserve the possibility of AGS in the I-70 corridor through Vail. Designs for the updated Mobility Hub at the Vail Transportation Center should also account for the possibility of AGS along the I-70 corridor. The Town will continue to support long-term advancement of the I-70 Mountain Corridor AGS to improve mobility and non-driving access to and from Vail. As demand for transit increases in the Vail and Eagle Valley the Town will also explore in coordination with I‑70 REGIONAL TRANSIT PARTNERS: • CDOT (Bustang/Pegasus) • Airport Shuttle Providers (e.g. Peak 1 Express, Epic Mountain Express) • Greyhound • I-70 Coalition • Vail Resorts 151 Chapter 06: Transit104 RTA the potential for local light rail connectivity as a long-term transit option between the Vail Transportation Center and the Eagle County Regional Airport. FACILITIES & INFRASTRUCTURE IMPROVEMENTS The transit vision includes the following infrastructure investments that will advance the Town toward achieving the community’s transit related goals. Continue to Explore Affordable Housing Options for Drivers A core barrier to expanding transit service in Vail is the challenge of hiring and retaining bus drivers due to the lack of affordable housing options within Town. To counter this challenge, the Town will continue the actions it has already taken in recent years in implementing the Town Housing goals and plan to provide affordable housing opportunities for drivers based on staffing levels needed to provide the level of transit service outlined Go Vail 2045. Increase Capacity at Vail Transportation Center The Vail Transportation Center is the hub of local, regional, and intercity transit serving the Town and is exceeding its designed capacity. To better meet existing demand and allow for expansion of local and regional transit as envisioned in this plan, the Town will make improvements to the Vail Transportation Center to increase capacity. To meet planned transit service expansion, the Transportation Center should be expanded to include 18-20 bus bays, an additional 15-20 bays for smaller shuttles and taxis, and allow for (or at least not preclude the possibility) of a potential pedestrian connection to I-70 in anticipation an in-line bus station along I-70 or long-term Advanced Fixed Guideway (AGS) station. Additionally, the expanded Vail Transportation Center should be designed as a mobility hub with multimodal connections (such as bike share and car share), programming of vendors, staffing, and daily maintenance to ensure amenities and transportation options are functioning and dependable. Two high-level schematic concepts for potential ways the Town can explore expanding the Vail Transportation Center to provide more bus and shuttle capacity are shown in Figure 49. Implement New Mobility Hubs The Town of Vail will add and/or expand existing mobility hubs at the following locations to facilitate transfers between buses and non-bus modes, and generally Figure 49: Potential Schematic Concepts for Expanding Vail Transportation Center 152 105GO VAIL 2045 increase access to the transit system to more people. The location of mobility hubs is based on key transfer locations in the transit network as well as high-activity destinations within the Town. Three types of mobility hubs are planned: Major, Minor, and Residential TOD, based on the amenities that will be provided as well as the associated land-use. The major mobility hub will continue to be the Vail Transportation Center. Minor mobility hubs are located at key mixed-use/commercial developments that are also high-activity destinations in Town. Residential TOD mobility hubs are planned in future dense residential developments and are mainly intended to cater to transit riders that live in or are visiting those developments. The addition of mobility hubs at Timber Ridge, Middle Creek Village, and Ever- Vail should be phased and coordinated concurrent with planned developments around those locations. Figure 50: Mobility Hubs vs Transit Centers FUTURE MAJOR MOBILITY HUBS: • Vail Transportation Center FUTURE MINOR MOBILITY HUBS: • West Vail • Lionshead Welcome Center • Ever-Vail FUTURE RESIDENTIAL TOD MOBILITY HUBS: • Timber Ridge • Middle Creek Village 153 Chapter 06: Transit106 Table 16 presents planned mobility hubs organized into the three tiers (Residential TOD, Minor, and Major) with a summary of amenities to consider for each type. Convert Fleet to Zero Emission Vehicles Convert Fleet to Zero Emission Vehicles In alignment with the Town’s Electric Vehicle Readiness Plan and Destination Stewardship Plan, the Town will gradually convert the bus fleet completely to zero emission vehicles. This may require upgrading of the maintenance facility to be compatible with the vehicle types. It will also likely require the Town to upgrade charging capabilities for buses, including more powerful chargers and potentially inductive charging at the transit center to support routes with longer mileage blocks. Explore Opportunities for Autonomous Transit The Town will explore opportunities for implementing autonomous vehicle (AV) transit as the technology and cost enables. Autonomous transit has the potential to improve operations (including bus docking and fuel efficiency), improve safety, and reduce costs by eliminating the need for drivers on every bus. However, the technology is still in the early stages of development, and it is not likely something Vail will be able to adopt soon, particularly given the challenges posed by the snowy climate in Vail. See Chapter 9 (Technology) for additional detail about AV readiness planning. As autonomous transit advances, the Town will take the following steps toward exploring opportunities and preparing for use on the transit system: • Monitor AV transit technology progression and look for opportunities to incorporate or pilot in Vail (advantages of AV transit to monitor for effectiveness are improved safety, smoother operations, and cost savings from eliminating drivers). • Implement AV transit in stages starting with partially autonomous vehicles to support smoother operations and safety features and strive for higher levels of autonomy as the industry evolves to eventually eliminate driver costs. Table 16: Mobility Hub Amenities to Consider Amenity Residential TOD Mobility Hub (Timber Ridge, Middle Creek Village) Minor Mobility Hub (West Vail, Ever Vail, Lionshead) Major Mobility Hub (VTC) Transit service/stops  Transit stop enhancements (shelters, benches, trash receptacles) Real time travel information  Bike share parking  Bike racks  Access infrastructure (crosswalks, sidewalks, and bikeways) Regular maintenance and programming (daily attention that bikes are available, signs/lighting are working, trash removal, etc.) Bathrooms  Visitor information  Car share  Taxi/ride hailing service  Taxi/ride hailing loading zones  Passenger pick-up/drop-off area  Vending machines/water fountain  Vendor/food/beverage amenity  Additional programming of services  Staffing to support passengers needs/information  Bus bays for future service growth  Electric charging for buses  Driver break area  Connection to future rail along I-70  154 107GO VAIL 2045 • Successful implementation of AV transit in Vail in the near-term may need to wait until technology is proven to resolve existing operational challenges during adverse weather. • Consider additional striping and markings to better define the lanes, intersections, etc. along any bus route slated for AV experimentation. • Upgrade transit maintenance facility and staffing to support AV technology prior to implementation. SAFETY IMPROVEMENTS The transit vision includes the following safety improvements the Town will take to improve the safety of passengers getting to and from the bus and of bus operations. Corridor Study to Mitigate Transit/Pedestrian/Bicycle Conflicts Along In-Town Route The In-Town Route is a high frequency bus service that operates through a pedestrian mall in Vail Village for part of the route (between Vail Road and the Covered Bridge) and overlaps with other corridors with high pedestrian and bicycle activity. The pedestrian mall segment includes brick pavers that create an inviting space for pedestrians. This mixing of modes has led to safety concerns for pedestrians in the mall who are not always aware that buses come through the area as well. It can also sometimes lead to operational challenges for bus drivers. Note: for the portion of the route that operates along W Meadow Drive, Chapter 7 – Multimodal Recommendations includes recommendations to improve pedestrian and bicyclist safety and comfort along that segment. The Town will complete a corridor study to identify safety improvements along the pedestrian mall portion of the In-Town route to address safety concerns and potentially separate people walking and biking from potential transit conflicts. Three potential solutions to study, include: 1. Infrastructure Improvements – This would include exploring solutions to better separate modes (transit, pedestrians, and bicyclists), such as adding a curb that better differentiates the bus lanes and primary pedestrian walking areas (this could be similar to the design of the 16th Street Mall in downtown Denver). 2. Operational Improvements – This could include: a. Adjusting schedules of the In-Town route to account for slower operations and likely delays at peak times of day; b. Adding noise devices to buses so pedestrians are more aware of their presence (this will be especially important with electric buses which are quieter); c. Adding signage and pavement markings directing pedestrians where to walk and bringing attention to bus routes, bus operations, and bus stop locations; d. Better defining bus stops and loading areas in the mall; and e. Increasing bus operator training on the unique aspects of operating buses through the pedestrian mall and safety practices to employ in that context. 3. Rerouting the In‑Town Route – Reroute the In-Town bus around the pedestrian mall via the Frontage Road. Option 1 would have the most significant impact on the experience in the pedestrian mall as well as cost. Option 3 is least desired - as a route that does not directly serve the mall would significantly degrade the customer value of Vail Transit’s most productive bus route, and likely reduce ridership. Add Bus Shelters & Amenities to Bus Stops The Town will make the following improvements to bus stops to improve the comfort and safety of passengers waiting for the bus: 4. Add bus shelters at stop locations with high daily boardings. 5. Add amenities, such as benches, larger waiting area, trash receptacles, etc. to stop locations with a medium level of boardings. 6. Provide a larger area with more separation from traffic at all bus stops along higher speed streets, including the Frontage Road and Bighorn Road. 7. Improve bus stops (such as adding shelters, benches, or other amenities as appropriate) when development densities around the bus stop increase (e.g., Timber Ridge). The Town will develop thresholds that define what constitutes medium and high daily boardings as part of implementing this action. 155 Chapter 06: Transit108 Add Pedestrian Lighting to All Bus Stops The Town will add pedestrian lighting to ALL bus stops in Town to increase drivers’ ability to see people waiting for the bus as night. Improve Pedestrian Crossings at Stops Along Major Roads The Town will improve pedestrian crossings along arterial and collector roads where crossing the street is necessary to access a bus stop, and sufficient crosswalk infrastructure does not currently exist. Improvements may include marked crosswalks with signage, lighting, rapid rectangular flashing beacons (RRFBs), traffic signals, roundabouts, stop signs, or other traffic calming devices as appropriate to the context of the street (traffic speed, traffic volume, and number travel lanes). Potential locations to evaluate include (but are not limited to): • Along Bighorn Road in East Vail • Along the Frontage Road where there are land uses on both sides of the street In locations along the Frontage Road where there is no development on the interstate side of the street, the Town will work toward removing the pedestrian crossing and design the stop so both directions of bus service stop on the non-interstate side of the street (similar to existing bus stops at Red Sandstone Garage and Middle Creek Village). This will negate the need for pedestrians to cross the street to access the bus. Potential existing locations to evaluate include (but are not limited to): • West Vail Mall • Ever-Vail (when redeveloped) New stops that are added along the Frontage Road in the future should also be designed with this configuration when there is no land use on the interstate side (e.g., at the planned West Middle Creek Village site). Improve Pedestrian Access to Bus Stops The Town will encourage porosity through developments from upper-level roads to lower-level roads where feasible to allow for legal short cuts, potentially through easements, to bus stops from locations that otherwise may have difficulty accessing transit. Awareness and Education The town should expand and maintain a public awareness and outreach campaign about planned transit improvements to encourage transit usage. Market and incentivize the use of transit and how to best utilize the transit system to get from point A to point B. 156 109GO VAIL 2045 Table 17: A Summary of Planned Improvements Strategy Action Phasing Cost1 Goals Alignment Vail Transit Service Improvements Increase Service Frequency and Transition to Year-Round Schedule Short-Term $2,000,000 – $3,000,000 per year • Multimodal Options • Equity • Climate/Quality of Life • Access Explore On-Demand (Microtransit) Service Along Buffehr Creek/Potato Patch or Golf Course Short-Term $400,000 – $700,000 per year • Multimodal Options • Equity • Access Consolidate Private Shuttles on High Frequency Transit Routes Mid-Term N/A • Climate/Quality of Life Regional Transit Improvements Implement Eagle Valley RTA Short-Term N/A • Multimodal Options • Equity • Climate/Quality of Life • Access Study Transit Service to Summit County Mid-Term $• Multimodal Options • Climate/Quality of Life Partnerships to Expand Intercity Transit Service to Denver Short-Term N/A • Multimodal Options • Climate/Quality of Life Plan for I-70 Advanced Guideway System/Rail Connections Long-Term N/A • Multimodal Options • Climate/Quality of Life • Innovation Facilities & Infrastructure Improvements Continue to Explore Affordable Housing Options for Drivers Short-Term Varies • Multimodal Options • Equity • Climate/Quality of Life • Access Increase Capacity at Vail Transportation Center Short-Term $10,000,000 – $30,000,000 • Multimodal Options • Equity • Climate/Quality of Life • Access Implement New Mobility Hubs Mid-Term Varies/ Development Dependent • Multimodal Options • Equity • Climate/Quality of Life • Access Convert Fleet to Zero Emission Vehicles Long-Term $$$• Climate/Quality of Life • Innovation Explore Opportunities for Autonomous Transit Long-Term Unknown • Climate/Quality of Life • Innovation Safety Improvements Corridor Study to Mitigate Transit/Pedestrian/ Bicycle Conflicts Along In-Town Route Short-Term $150,000 – $250,000 • Safety Add Bus Shelters to High Boarding Stops Short-Term $30,000 – $50,000 per stop • Equity • Access • Climate/Quality of Life • Safety Add Pedestrian Lighting to All Bus Stops Short-Term $2,000 – $10,000 per stop • Climate/Quality of Life • Safety Improve Pedestrian Crossings at Stops Along Major Roads Short-Term $5,000 – $1,000,000 per stop • Safety Improve Pedestrian Access to Bus Stops Ongoing N/A • Multimodal Options • Equity • Climate/Quality of Life • Access 1 – For mid-term and long-term improvements: $ = <$1 million, $$ = $1-$5 million, $$$ = >$5million 157 Chapter 07: Multimodal Recommendations110 MultimodalRecommendations Chapter 07. 158 111GO VAIL 2045 MultimodalRecommendations Highlights of Public Engagement on Multimodal Transportation Two of the top four themes for what is working well with transportation in Vail today (from the 2022 project survey) were related to walking and biking: 1. Walking and biking is easy and comfortable. 2. Sidewalks and trails are well maintained. One of the top four challenges with transportation identified through the survey was conflicts between people walking and biking, particularly within bike dismount zones around town. In the second project survey (2023) respondents were asked about their support for potential recommendations. The majority of respondents supported all the recommended trail projects, bike lanes, sidewalks, and shoulders around town. The majority of respondents also supported the implementation of road diets and rapid flashing beacons on the frontage roads. See Chapter 3 – Public Engagement for additional details on the public engagement process and results for Go Vail 2045. 159 Chapter 07: Multimodal Recommendations Source: Vail Daily 112 Existing Bicycle and Pedestrian Network As a destination for outdoor recreation, the Town of Vail has a relatively robust system of paved trails for people walking and biking as well as other facilities for people biking such as shared streets and wide shoulders. Existing bicycle and pedestrian facilities, not including sidewalks, are shown in Figure 51. The North Recreation Path along the north side of I-70 and the Gore Valley Trail on the south side of I-70 are both paved multi-use recreation trails that provide critical east-west pedestrian and bicycle connectivity. However, missing links and congested “Hot Spots” along these trails—when the trail is located along roadways with high traffic volumes and vehicle speeds as well as crossings of roadways—function as barriers and create safety concerns for people walking and biking. An additional challenge for active transportation is limited connectivity in many parts of town; both bicyclists and pedestrians experience north- south travel barriers due to limited opportunities to cross I-70. In addition to more formal facilities, residential neighborhoods around Vail are also adjacent to a system of soft surface trails, trailheads, and social trails that provide recreational access to the mountains. Apart from multi-use recreation trails, other facilities (such as bike lanes, shared roadways, and sidewalks) for people walking and biking to key destinations around Vail are limited. Streets in Lionshead Village and Vail Village, which are hotspots for pedestrian activity, generally include attached sidewalks. Sidewalks are only sporadically present in residential neighborhoods. People walking and biking in these neighborhoods typically use the sides of the road since these areas have low posted speeds between 15 and 25 mph. “Hot spots,” shown in Figure 51 are locations of significant high- volume bicycle and pedestrian activity that experience congestion, conflicts, and safety concerns between people walking and biking. These hot spots are higher stress, lower comfort locations for active transportation. The recommendations in this chapter seek to improve the comfort for people walking and biking at these locations and improve transportation and recreational access for people walking and biking in the Town of Vail. 160 113GO VAIL 2045 BICYCLE- AND PEDESTRIAN-SPECIFIC GOALS Safety is a priority. Vail can improve the bicycle and pedestrian mobility experience by providing more and safer facilities along heavily used pedestrian corridors and vehicle/pedestrian conflict areas like Vail Village, West Meadow Drive, E. Lionshead Circle, and the South Frontage Road parking areas.• Multimodal Options – Make it easy to get to Vail or around Vail without needing a car.• Equity – Enhance and prioritize bicycle and pedestrian facilities in areas near employee housing, affordable housing, and bus stops with consideration for the range of users accessing each multimodal travel facility in the Town of Vail. • Climate/ Quality of Life – Reduce Greenhouse Gas (GHG) emissions in Vail per the recent Climate Action Plan Update and reduce parking demand by making walking/biking for transportation more feasible • Access – Ensure that bicycle and pedestrian facilities require minimal out-of-direction travel and connect comfortably to key destinations, including trailheads, bus stops, commercial areas, and parks. Expand the existing system to provide multiple options for travel.• Innovation – Incorporate emerging mobilities such as electric bike share, electric bike charging stations into the Town’s transportation infrastructure.• Safety – Ensure that bicycle and pedestrian facilities are comfortable for a wide range of ages, abilities and user-types. Consider general recreation, “serious” recreation, and commuter use, and design facilities according to the ‘weakest link approach’ (i.e., they are only as comfortable as the most stressful segment or crossing). Figure 51: Existing Pedestrian & Bicycle Network Figure 52: Existing Sidewalks 161 Chapter 07: Multimodal Recommendations114 COLLISION ANALYSIS There were more than 370 traffic crashes in Vail in both 2020 and 2021 (Figure 53). In 2022, the number of traffic crashes decreased, but the number of crashes in which someone was killed or severely injured (KSI), and the number of bicyclist-involved crashes remained steady. The number of pedestrian- involved collisions increased in 2022 then decreased in 2023. While bicyclist- and pedestrian- involved collisions represent a low share of total collisions in Vail (22 of 1416 total collisions from 2020- 2023 or about 2%), they represent over a third (38%) of all eight serious collisions and two of the three fatal collisions. This disproportionate share of serious and fatal crashes reflects the vulnerability of people walking and biking. Vail does not have a consistent trend of serious injuries or fatal crashes, however in 2022 there was an unfortunate spike with 2 fatalities and 1 serious injury. Each incident should be evaluated to understand how each could have been avoided and what steps the town could take to help mitigate these types of accidents in the future. Providing safe pedestrian facilities throughout town by maintaining and improving existing facilities and adding new facilities as identified in this Chapter should be a priority. Areas that may be of particular concern due to pedestrian congestion are highlighted in Figure 57. Figure 53: Vail Collision Trends, January 2020 through December 2023 Figure 54: Total Collisions, KSI Collisions, and Fatal Collisions by Involved Parties, January 2020 through December 2023 162 115GO VAIL 2045 The most common types of collisions in Vail are rear end crashes, crashes involving parked motor vehicles, broadside crashes, and sideswipes. For the most part, these types of crashes cause property damage but are less likely to lead to serious injuries. Broadside collisions can be serious, but can largely be addressed with geometric changes at intersections that have a historically high number of these crash types. More serious types of collisions, like overturning crashes and head on crashes, are less common. Crashes involving parked motor vehicles is partially addressed in the parking section, where guidance is provided to shift parking away from being on-street on arterials. Rear- end crashes tend to be at driveways and roundabouts, and will be partially addressed through recommendations for improved signaged and striping at driveways and roundabouts, as identified in this section. Given the overwhelming percent of crashes on the Frontage Roads (Figure 55), improving the cross-section and driveways/intersections along this corridor should be a top priority. Crash reports do not always include a contributing driver action. For crashes with a driver action recorded, the most common trends are careless driving, improper backing and turning, and speeding. One third of crashes that resulted from careless driving were inclement weather-related. Figure 55: Harmful Events in Collisions, January 2020 through December 2023. Includes crashes on private property and I‑70. Figure 56: Contributing Driver Actions in Collisions, January 2020 through December 2023 163 Chapter 07: Multimodal Recommendations116 The most common crash locations in Vail are the North and South Frontage Roads, East and West Meadow Drive, and Vail Valley Drive (Figure 57). About 60% of frontage road collisions in 2021 and 2022 occurred during the winter months, reflecting higher ski traffic volumes. Almost a third (30%) of crashes occurred during winter weather conditions, which reflects more unsafe driving conditions due to poor visibility and low vehicle traction. Though detail on exact crash locations is not available for every single collision, most of the crashes on the South Frontage Road occur adjacent to the Vail Transportation Center and the Lionshead Parking Garage and most on the North Frontage Road occur near the Safeway shopping center. Almost a third (29%) of all crashes were coded as occurring in parking lots. On East and West Meadow Drive, crashes most frequently occur adjacent to Vail Health Hospital, Solaris Residences, and Vail’s Mountain Haus. On Vail Valley Drive, crashes most frequently occur between the Galatyn Lodge and the Passport Clubhouse at Golden Peak. The above areas are high traffic volume areas, which require attentive drivers that are making numerous decisions regarding speeds, wayfinding, turning, parking, buses, pedestrians, etc. and the result is congestion and unprepared or unaware drivers. To help mitigate incidents and accidents the recommendations are suggested; • Work with officers and reporting software to be able to get more detailed information on location and circumstances surrounding the incident so that more specific recommendations can be made in the future. • Remove overflow Frontage Road Parking at the Vail Village and Lionshead Parking Structure areas and consider Road Diets and medians where possible in these areas, see Parking Chapter • Implement West Vail Master Plan Road Diet and medians • Implement clear Wayfinding to improve driver awareness • Add pedestrian and bicycle facilities as identified in this Chapter. • Improve driveway crossings as identified in this Chapter. Figure 57: Frequent Collision Locations in Vail, January 2020 through December 2023 164 117GO VAIL 2045 Proposed Bicycle and Pedestrian Treatments The vision for the bicycle, pedestrian, and multimodal networks in Vail is to create a transportation system with numerous affordable, convenient, and comfortable options and that establishes seamless transitions between modes. For example, a resident of Vail leaving their home to head downtown should be able to easily choose to bike via the Gore Valley Trail, to catch a bus to travel either locally or regionally. A complete and comfortable bicycle and pedestrian network is essential to establish first-and-last-mile connections to transit or to use during their entire trip. Everyone is a pedestrian at the start and end of a journey, no matter how they travel in between. Bicycle and pedestrian recommendations consist of road diets, corridor treatments, intersection treatments, and programs and policies. These are all described in greater detail in this chapter. Traffic calming devices that promote more comfortable walking and biking are identified in Chapter 5 –Traffic Calming. Source: Discover Vail165 Chapter 07: Multimodal Recommendations118 MULTI‑USE RECREATION TRAIL Any section of the paved, multi- use trails in Vail that are part of the Gore Valley Trail (GVT) or the North Recreation Path (NRP). They include several types of facilities: • Separated Trail: 10-12’-wide asphalt or concrete trail that is not attached to or directly adjacent to a roadway. The edge of trail is at least 4’ from edge of pavement or back of curb. • Attached Trail: 10-12’-wide asphalt or concrete trail that is attached to a roadway by curb and gutter. Example – North Recreation Path west of the Vail Post Office. • Wide Shoulder: A section of multi-use trail along the asphalt shoulder of a roadway, typically 5-6’ wide and delineated with a white edge line. Example – Bighorn Road or South Frontage Rd West, west of the West Vail Interchange. • On-street Trail: Sections where the GVT or NRP route is on a vehicular roadway and delineated with “sharrows” on the road or signage. Example – Meadow Dr near the hospital or Sunburst Ln east of the Golf Course Clubhouse. BICYCLE GLOSSARY There are a number of different bicycle facility types present in Vail currently and proposed in the future. This section provides a consistent nomenclature and definitions for this set of facilities. 166 119GO VAIL 2045 SIDEWALK An attached or slightly separated walkway along a roadway. The width is typically 6-10’ and is generally used by pedestrians although some bicycle traffic can be expected. RESIDENTIAL STRIPED SHOULDER A 2-4’ wide paved shoulder separated with a white edge line. They provide a delineated separation between vehicles and pedestrians. They are not Bike Lanes since they do not meet the minimum standard width of 5’. WIDE SHOULDER They are typically 5-6’ wide paved shoulder separated with a white edge line. They are not Bike Lanes since they are not marked with a bicycle symbol. They can be used for overflow parking. Bike shoulders are present along most of the Frontage Roads. SHARED ROADWAY These facilities are marked by a shared lane or “sharrow” symbol and/or signage denoting that bicyclists may be present. Example – South Frontage Road East along the Village Parking Structure, eastbound BIKE LANE A bike lane is striped lane marked with a bicycle symbol that is at least 5’ wide. ADVISORY BIKE LANE A preferred space for bicyclists and pedestrians to operate on narrow streets with motorists that would otherwise be a shared roadway environment. An Advisory Bike Lane road will have a central, narrow driving lane for bi-directional traffic, with an advisory bike lane on either side, demarcated with dashed white lines. When drivers coming in opposite directions meet, they must enter the advisory bike lane to pass, first yielding to bicyclists or pedestrians. If a vehicle approaches a pedestrian or cyclist in the advisory bike lane, the vehicle must yield to both the cyclist and oncoming traffic. A vehicle may pass a bicyclist if there is no oncoming traffic. When clear, vehicles return to the center vehicular travel lane of the road. While there are a number of other terms for this facility type (FHWA uses the terms “Advisory Shoulder” and “Dashed Bicycle Lane,” another recent term is “Edge Lane”), the Town of Vail will use the term Advisory Bike Lane. 167 Chapter 07: Multimodal Recommendations120 FUTURE ROAD DIETS Figure 58 and Table 18 illustrate the three locations for potential future road diets – the South Frontage Road adjacent to the Vail Transportation Center, South Frontage Road west of W Forest Road, and the North Frontage Road adjacent to the West Vail Shopping Center. A road diet is the reallocation of right-of-way from vehicle travel/turn lanes to other uses like bicycle lanes, wide sidewalks, or a landscaped median. They promote traffic calming and pedestrian safety. Prior to implementing any road diets, careful consideration should be given to potential impacts to traffic volumes and potential congestion, maintenance, snow removal, impacts to emergency vehicle response times, impacts to evacuation times, and impacts to buses and the bus rider experience. South Frontage Road Adjacent to Vail Transportation Center Drivers are currently permitted to park along the north side of the South Frontage Road when the Lionshead Parking structure and Vail Village Parking structure are full. This poses a significant safety concern for people parking on- street and crossing the 3 to 5 lane roadway that have the highest traffic volumes and do not have marked pedestrian crossings. This also becomes a safety concern for people biking during a few peak days of the winter and summer months, since cyclists normally occupy the shoulder but parking forces them into traffic. This issue is most prominent in front of the Vail Village parking structure/ Vail Transportation Center (Figure 59), along the north shoulder or westbound side of the street. Oftentimes buses idle in this same shoulder due to a lack of bus storage at the transit center. With the importance of safety for pedestrians and cyclists, there are several near-term and long-term strategies Town staff may employ to manage this issue of bicycle Figure 58: Three Proposed Road Diet Locations Table 18: Road Diet Corridors Roadway Segment Existing Cross‑Section Proposed Cross‑Section South Frontage Road Adjacent to Vail Transportation Center Two travel lanes in either direction, turn lanes, and with a wide shoulder for on- street parking on the north side Narrow travel lanes and remove on-street parking; consider landscape medians and buffered or protected bike lane South Frontage Road west of W Forest Road Two travel lanes in either direction, a center turn lane, and a westbound right turn lane Remove center turn lane and implement 10’-12’ separated trail on the south side and wider vegetated buffers on both sides North Frontage Road Adjacent to West Vail Commercial Area One travel lane in either direction, with continuous acceleration/deceleration lanes, left turn lanes, and parking on the south side Remove acceleration and deceleration lanes to accommodate a bike lane on both sides of the road, and landscape medians. Long term, consider removing parking on south side to eliminate pedestrian crossing. 168 121GO VAIL 2045 and parking conflicts on the South Frontage Road. The Parking chapter further defines solutions in the short and long-term from a parking perspective. The Town can also implement parking management strategies such as increased parking pricing in the garages to reduce overall demand by encouraging carpooling and alternative travel modes. The Town should also consider shifting overflow Frontage Road parking away from high volume areas and where possible from the north side of the street to the south side of the street to decrease conflicts with pedestrians crossing the roadway after parking. In the long term, an eventual road diet, specifically in front of the Vail Village parking structure could be a more permanent solution. Narrowing travel lanes from 12’-13’ to 11’ would free approximately 10’ in addition to the existing 8’ shoulder on the north side of the roadway. This offers additional flexibility to consider providing bike lanes and landscaped medians. Given safety concerns stemming from overflow Frontage Road parking, the Town should further evaluate removal of overflow Frontage Road parking in the long- term, as identified in the Parking chapter. With the importance of safety for pedestrians and cyclists, there are several near-term and long-term strategies Town staff may employ to manage this issue of bicycle and parking conflicts on the South Frontage Road. The Parking chapter further defines solutions in the short and long-term from a parking perspective. The Town can also implement parking management strategies such as increased parking pricing in the garages to reduce overall demand by encouraging carpooling and alternative travel modes. The Town should also consider shifting overflow Frontage Road parking away from high volume areas and where possible from the north side of the street to the south side of the street to decrease conflicts with pedestrians crossing the roadway after parking. In the long term, an eventual road diet, specifically in front of the Vail Village parking structure could be a more permanent solution. Narrowing travel lanes from 12’-13’ to 11’ would free approximately 10’ in addition to the existing 8’ shoulder on the north side of the roadway. This offers additional flexibility to consider providing bike lanes and landscaped medians. Given safety concerns stemming from overflow Frontage Road parking, the Town should further evaluate removal of overflow Frontage Road parking in the long- term, as identified in the Parking chapter. South Frontage Road West of Forest Road The segment of the South Frontage Road shown in Figure 60 is currently four lanes – two travel lanes, a center turn lane, and a westbound right turn lane. This section of roadway has relatively low turning movements considering adjacent land uses. It is recommended that the Town implement a road diet that repurposes right-of-way from Figure 59: South Frontage Road Adjacent to Vail Transportation Center Figure 60: South Frontage Road W Road Diet 169 Chapter 07: Multimodal Recommendations122 the center turn lane and potentially the right turn lane to create a new 10’-12’ separated trail on the south side of the roadway along with bike shoulder lanes and wider vegetated buffers on both sides of the roadway. This narrower road cross section would create new space for people walking and biking and calm traffic by requiring drivers to reduce their speeds and wait for left turning vehicles to exit the travel lane. North Frontage Road Adjacent to West Vail Commercial Area This road diet along North Frontage Road (Figure 60 and Figure 61) was identified in the West Vail Master Plan (2021). The North Frontage Road currently has one travel lane in each direction. However, due to the high volume of vehicles turning into and out of the commercial driveways for the West Vail Mall, there are left and right turn deceleration and acceleration lanes along the corridor between the roundabout and Buffehr Creek Road. These turn lanes create the perception that the North Frontage Road is four lanes wide, which results in higher vehicle speeds and uncomfortable conditions for people walking or bicycling along or across the North Frontage Road. This plan recommends the following short and long-term actions: Figure 61: West Vail Shopping Center Road Diet 170 123GO VAIL 2045 Figure 62: North Frontage Road Cross Section: Buffered Bike Lanes with Parking Figure 63: North Frontage Road Cross Section: Buffered Bike Lanes with No Parking Short‑term: • Remove the westbound through acceleration and deceleration lanes. Due to the 25 mph speed limits they are not required by CDOT Access Code. • Minimize right and left turn lanes to minimum required • The additional roadway space gained from removing above could be reallocated to develop a roadway cross section with bike lanes in each direction that enhances access for users of all modes while also creating a more inviting and aesthetically pleasing environment. Long‑term: • Per the West Vail Master Plan, add roundabout/ medians, remove westbound acceleration and deceleration lanes, and restrict access to certain driveways to minimize left turn movements By dedicating part of the right-of-way to a raised center median with landscaping, it will serve to both visually narrow the vehicle travel lanes, which would have a traffic calming effect, while creating a visual buffer between I-70 and West Vail Center. This recommendation is shown in Figure 60 and Figure The road diet should be studied further, considering potential increases in vehicle trips associated with the redevelopment of West Vail Center and the impacts to emergency services and snow removal. 171 Chapter 07: Multimodal Recommendations124 PROPOSED CORRIDOR TREATMENTS Proposed facilities for people walking and biking, as identified in this section of the plan, were developed based on a trail or roadway’s identified status as a primary or secondary active transportation corridor that serves people walking, biking, or rolling (see Figure 65). Primary active transportation corridors are those that provide key connections like the frontage roads, Bighorn Road, the Gore Valley Trail (GVT), and North Recreation Path (NRP). Secondary active transportation corridors are oftentimes directly adjacent to primary corridors, but slightly more “off the beaten path” or in residential neighborhoods. These secondary corridors still provide essential connectivity throughout Vail and provide an alternate facility for users to bypass otherwise busy primary corridors. Table 19 details existing and proposed facilities on primary and secondary corridors in the Town of Vail, while Figure 65 maps each of these proposed corridor treatments. The following sections will describe each of these proposed bicycle and pedestrian facilities in greater detail. Corridor Sections Bike Corridor Pedestrian Corridor Existing Proposed Facility Arterials North Frontage Rd Primary Primary 3’-6’ wide shoulder w/ 8-10’ North Rec Path 6’ wide shoulders w/ adjacent 10’-12’ separated NRP South Frontage Rd: Town of Vail boundary to West Vail Roundabout Primary Primary 4’-8’ wide shoulder 5-6’ bike lane w/ separated 10’-12’ GVT (Optional 10’ trail bypass around Stephens park) South Frontage Rd: West Vail Roundabout to Donovan Park Primary Primary 3’-6’ wide shoulder w/ 10’ GVT 6’ bike lane where possible w/ adjacent 10’-12’ GVT South Frontage Rd: Donovan Park to Ford Park Primary Primary 3’-6’ wide shoulder 6’ bike lane w/ adjacent 10’ sidewalk separated where possible South Frontage Rd: Ford Park to Bald Mountain Road Primary Primary 3’-6’ paved Shoulder 6’ bike lane w/ adjacent 10’ sidewalk separated where possible. (Optional 10’ trail w/ I-70 underpass to north side of I-70 behind sand storage berm) South Frontage Rd: Bald Mountain Road to Katsos Ranch Road Primary Primary 3’-6’ paved Shoulder w/ 10’ separated trail and sidewalk 6’ bike lane w/ adjacent 10’-12’ separated trail and sidewalk South Frontage Rd: Katsos Ranch Road to Bighorn Road Primary Primary 3’-6’ paved Shoulder 6’ bike lane w/ adjacent 10’-12’ separated trail Bighorn Rd Primary Primary 6’ wide shoulder 6’ bike lane w/ adjacent 10’-12’ separated trail North Rec Path Primary Primary 10’ separated trail attached in some locations 10’-12’ separated trail, extend to Spraddle Creek Trailhead Gore Valley Trail Primary Primary 10’-11’ separated trail 10’-12’ separated trail GVT: Lionshead Gondola Primary Primary 11’ trail through pedestrian area 10’-12’ separated trail along Gore Creek GVT: Lionshead to W. Meadow Dr Primary Primary 11’ trail 11’ trail w/ 6’ pedestrian only bypass nature trail through Tract A across creek GVT: W. Meadow Dr Primary Primary 8’-16’ walk on north side; 6’ walk on south side; Shared Roadway for people biking Route GVT pedestrian users to north side with an enhanced crossing and implement advisory bike lanes. GVT: Vail Road Primary Primary 6’ sidewalk north of creek; no pedestrian facilities south of creek 6’ sidewalk; 5’-6’ bike lanes Table 19: Proposed Bicycle and Pedestrian Facilities 172 125GO VAIL 2045 Corridor Sections Bike Corridor Pedestrian Corridor Existing Proposed Facility GVT: along Mill Creek to Vail Mountain Club) Primary Primary Pedestrian Zone/6’ sidewalk Direct bicycles via Vail Road and Vail Residences with better signage and striping; improve the gate for trail users. GVT: Vail Mountain Club to Ski Club Vail Primary Primary 10’ trail 10’-12’ trail GVT: Ski Club Vail to Golf Course Hole #6 Bus turnaround Primary Primary Advisory Bike Lanes 10’-12’ separated trail GVT: Golf Course Hole #6 Bus turnaround to Sunburst Dr Primary Primary Advisory Bike Lanes Realign through Nature Center, across Gore Greek and then along Gore Creek adjacent to S. Frontage Road as a10’-12’ trail GVT: Sunburst Dr from Vail Valley Drive to Vail Golf Club Primary Primary 4’ shoulder Remove shoulders and add 10’ trail separated if possible GVT: Sunburst Dr from Vail Golf Club to cul-de-sac/start of trail Primary Primary Shared Road Advisory bike lanes Collectors Kinnickinnick Rd Secondary Secondary 2’ Shoulder 4’ wide shoulder and/or 6’ sidewalk Chamonix Ln/Rd Secondary Secondary 2’-3’ Shoulder 4’ wide shoulder and/or 6’ sidewalk W. Gore Creek Dr Secondary Secondary 2’ Shoulder 4’ wide shoulder and/or 6’ sidewalk Main Gore Dr (Front- age Road to Meadow Drive) Secondary Secondary 2’ Shoulder 4’ wide shoulder and/or 6’ sidewalk Matterhorn Cir (Low- er) Secondary Secondary Nothing 4’ wide shoulder and/or 6’ sidewalk Westhaven Dr Secondary Secondary 6’ walk to Creek; then no facility 4’ wide shoulder and/or 6’ sidewalk from frontage road to Matterhorn con- nector Vail Valley Drive: S. Frontage Road to Ski Club Vail) Primary Primary 6’ sidewalk and shared roadway 6’ sidewalk and 5’ bike lane (Narrow travel lanes to 9’) Vail Valley Drive: Ski Club Vail to Sunburst Primary Primary Advisory Bike Lanes Advisory bike lanes Vail Rd Primary Primary 6’ walk 6’ sidewalk and 5’ bike lane (Narrow travel lanes to 9’) West Lionshead Cir Secondary Primary 6’ walk 6’ sidewalk and 5’ bike lane (Narrow travel lanes to 9’) East Lionshead Cir Secondary Primary 6’ walk (one side), 6’ shoul- der (one side) 6’ sidewalk and 5’ bike lane (Narrow travel lanes to 9’) Residential Buffehr Creek Rd Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way Lions Ridge Loop Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way Beaver Dam Rd Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way Lupine Dr Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way Columbine Dr (South of Bighorn Road) Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way Streamside Cir East Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way Meadow Dr Secondary Secondary Nothing 4’ wide shoulder with 18’ travel way 173 Chapter 07: Multimodal Recommendations126 Figure 64: Existing Pedestrian & Bicycle Corridors Figure 65: Future Pedestrian & Bicycle Facilities Multi-use Recreational Trails This plan refers to multi-use paths/ shared use paths as multi-use recreation trails (trails for short). One of the major safety issues for people walking and biking in Vail today is congestion along popular trail segments. People walking, biking, riding e-bikes, taking the bus, and driving vehicles compete for space and move at different speeds in core areas of Vail such as the Vail Village, Lionshead Village, and along the Gore Valley Trail (GVT). While this section includes recommendations and strategies for addressing this congestion and improving the trail system from a transportation and mobility perspective, the Town of Vail should complete a more comprehensive Trails Plan in the near-term. The Town’s latest Trails Master Plan was published in 1988. Along both Frontage Roads, the North Recreation (Rec) Path (NRP) and GVT provide low stress and high comfort options for people walking and biking where there is low user congestion. However, to address trail congestion in high bicycle/ pedestrian-traffic areas, creating more consistently wide (6’) Frontage Road shoulders can provide safe on-street bike facility options for more confident bicyclists traveling at higher speeds. The Town has widened most of the Frontage Road shoulder to 5’-6’, however the long term goal should be to have consistent 6’ shoulders and convert them to bike lanes. A web map has been created to identify the existing shoulder widths. https://tinyurl.com/yc8kecsu To accommodate pedestrians and cyclists of all ages and abilities, this plan recommends that the Town of Vail make three types of upgrades to the GVT and North Recreation Path: 174 127GO VAIL 2045 1. Upgrade sections of the GVT and North Recreation Path that are not separated trails (i.e., wide shoulders, Sunburst Dr. and Bighorn Rd.; or shared roadway, Vail Rd, Vail Valley Drive, Sunburst Dr) 2. Widen multi-use recreation trails to be 12’ wide with a striped centerline to separate bidirectional traffic). 3. Provide an adjacent 10’ sidewalk along the South Frontage Road in sections where the GVT trail is offset from the roadway and runs along Gore Creek such as from Donovan to East Lionshead Circle These changes can better accommodate trail users, highlight two-way traffic on the trail, maintain space for passing, reduce safety conflicts, and provide alternate routes for different types of users and during periods of congestion. Wider trails also improve sightlines around tighter curves, alongside vegetation management. Installing additional signage about trail etiquette can help communicate responsibilities of trail users to keep to the right, leash dogs, respect proper cycling speeds, pay attention at high traffic intersections, etc. In the near term, areas to prioritize for these sightline and signage improvements include sections of the GVT from Donovan Park to Lionshead Village. Gore Valley Trail: Lionshead to Golf Course This area of the GVT is one of the most congested sections of the trail, with multiple users competing for space. In Lionshead, at the Gondola and skier bridge the GVT runs through a busy plaza. For this section it is recommended to implement the designed re-route just to the south of the Gondola along Gore Creek. Then, from Lionshead Village to W Meadow Drive along Gore Creek and behind the library, the GVT becomes inundated with users in July and August. It is recommended that an alternate soft surface pedestrian nature trail be provided through Tract A on the south side of Gore Creek to help alleviate congestion and provide an inviting nature walk. Along W Meadow Drive, it is recommended that the Town route pedestrians along the north side of the street where a wide paver sidewalk exists by implementing an enhanced crossing and signage. The town should implement advisory bike lanes to encourage bicyclists to ride in the street. Doing so can separate lower and higher-speed active transportation traffic to reduce collisions. As the GVT enters Vail Village, signage should clearly indicate that pedestrians may continue through, but that bicyclists should either dismount or turn right and follow Vail Road to avoid people biking through the core pedestrian area. There is currently signage to this effect, but users frequently miss it and lose their way along the GVT. This signage can be made more visible and intuitive for users to follow Vail Road along the recommended bike lanes and increase compliance with the dismount zone. An additional location of the GVT in need of Source: Discover Vail 175 Chapter 07: Multimodal Recommendations128 Figure 66: Elevated trail in Moab (Source: Kerry Cushman) This particular section runs through and along environmentally sensitive areas, the Nature Center and Gore Creek. Environmental impacts assessments will need to be completed and reviewed for feasibility of this type of project. The following list summarizes the key short, mid, and long-term corridor recommendations identified in this section of this plan: Short‑term • Build pedestrian nature trail on Tract A • Add signage to direct pedestrians to north side of W Meadow Drive • Stripe W Meadow as Advisory Bike Lane • Add signage at the intersection of W. Meadow Dr and Vail Rd. • Add Bike Lane to Vail road south of W. Meadow Drive • Improve signage and striping at Vail Chalets turn • Restripe Sunburst with no double yellow and narrow vehicle travel lane to 18’, making bike lanes 6’ (Vail Valley Drive to Golf Clubhouse) • Stripe the section of Sunburst south of the Golf Course as an Advisory Bike Lane Mid‑Term • Construct GVT LH Gondola bypass • Add the already designed separated 10’-12’ path from Ford Park Soccer field to Golf Course Hole #6 Bus turnaround • Narrow Sunburst and add 10’ trail from Vail Valley Drive to Golf Clubhouse Long‑Term Add new 10-12’ trail connection across Nature Center Drive and Gore Creek to new cantilevered path adjacent to Gore Creek and the S. Frontage Road to bypass Vail Valley Drive residential area Bike Lanes On certain collectors that experience high volumes of bicycle traffic, such as Vail Valley Drive, Vail Road, and East and West Lionshead Circle, improved wayfinding is access from the trail through Vail Chalets and Vail Mountain Club and the ski yard. The Town should work with Vail Resorts for improvements at this location. Strategies to improve this signage could include an in-street painted arrow at the key turn, more user friendly bypass of the existing gate, and painted bike symbols and GVT-branded trail signs for users to track along their route (for example, the “Wiggle” bike route in San Francisco uses similar strategies to help riders find their way). In this area Vail Road is scheduled to have the sidewalk extended from the Vail Chapel to Vail Chalets; in addition to the sidewalk, 5’ bike lanes should be added along Vail Road in this area to make it intuitive for bicyclist to follow the GVT along Vail Road. Finally, before exiting the hotspot of activity and congestion in the Vail town core, the GVT traces Vail Valley Drive and Sunburst Drive toward the Vail Golf Course Clubhouse. Along these corridors, the project teams recommend that the Town provide enhanced facilities, as identified in Table 19. A new separated 10’-12’ trail along the Ford Park Soccer field and Vail Valley Drive that then crosses Vail Valley Drive and goes along the Nature Center access road, across Gore Creek and traces between Gore Creek and the South Frontage Road. This new alignment would provide a new high-comfort east-west connection reducing conflicts on Vail Valley Drive and offer redundancy in the active transportation network. This section of trail could be a cantilevered or elevated trail along Gore Creek, as shown in the Moab, UT example in Figure 66. 176 129GO VAIL 2045 bicycle facilities are currently limited to sharrows. In these locations, it is recommended that the Town formalize designated facilities for people biking by creating new striped bike lanes. This can be accomplished by converting roadway currently dedicated to 2 vehicular travel lanes and 2’ curb and gutter to narrow 9’ travel lanes with a wider 5’ bike lane that replaces the 2’ concrete gutter with seamless asphalt (example shown in Figure 67). This can be coordinated with the next asphalt overlay budgeted for these roads. In addition, some of the wide shoulders along the Frontage Roads should be converted to designated Bike Lanes. To achieve the minimum recommended 5’ width for a bike lane, many of these roadways will need to narrow travel lanes to 9’. However, many of these street segments are also bus routes. Town staff should communicate with bus drivers that while these painted lane widths serve as guidance for private passenger vehicles, buses may carefully encroach on the bike lane in chokepoints, when bicyclists are not present. Sidewalks and Shoulders Additional pedestrian facilities can greatly contribute to a sense of comfort during walking trips. Vail generally has a limited presence of sidewalks outside of the Vail/ Lionshead Villages and the dedicated trails and a segment of sidewalk along Chamonix Lane, Moraine Drive, and Red Sandstone Road. Opportunities to add additional curb and sidewalks on the residential streets in Vail can be limited by cost constraints, the existing right-of- way not being sufficiently wide, or impacts to private improvements. The Town typically only adds curb and gutter where attached sidewalk exists and where restrictions do not allow for a typical drainage swale. Based on feedback from the public as well as speed data, collector roads in the Town of Vail – especially Vail Valley Drive, Chamonix Lane, Kinnickinnick, W. Gore Creek Drive, Main Gore Drive– tend to have more instances of speeding and safety concerns. It is recommended that in the future, the Town consider investigating constructing 6’ sidewalks to improve safety. This will require a robust public outreach campaign to gauge community interest. Otherwise, residential striped shoulders are a treatment that has proven popular in the community. These striped shoulders provide a designated space for walking at a low cost. They also visually narrow the roadway and can reduce vehicle speeds. Typically, the vehicle travel lanes will be narrowed down to 18’ with the striping, leaving the remainder as shoulder width in each direction. However, since most of the Town’s streets are 22’ wide it leaves a minimal 2’ width for a striped shoulder. On local and collector streets that can be widened to 26’ wide, the Town may consider narrowing travel lanes to 9’ (18’ total) where feasible to designate 4’ shoulders that can be used by people walking and biking. Although this striped shoulder is not wide enough to meet the AASHTO requirements for a bike lane, this shoulder can still provide a designated space for people bicycling or walking that is more comfortable than sharing the travel lane with vehicles. This may require widening roadways given the current width of many local roads in Vail. However, providing striping to visually narrow the street and a designated place Figure 67: Striped Bike Lane Combining Shoulder and Curb and Gutter 177 Chapter 07: Multimodal Recommendations130 Figure 68: Roadway Cross Section with Striped Shoulders Figure 69: Example of a Pedestrian Lane in Detroit, Oregon for people to walk and bike can offset the higher speeds that are often seen on wider roadways, Striped shoulders can be implemented on any roadway in Vail where there is sufficient width for both a striped shoulder and two-way vehicle travel. See the Rural Design guide for more details on Visually Separated Pedestrian Lanes (https://ruraldesignguide.com/ visually-separated/pedestrian-lane). PROPOSED CROSSING TREATMENTS This plan recommends crossing enhancements throughout the Town of Vail. These crossing enhancements fall under three categories—crossings of I-70, improved crossings at all legs of roundabouts, and improved crossings of driveways. These are summarized in Table 20 and described in greater detail in this section. 178 131GO VAIL 2045 Crossing Type Crossing Location Notes Improve existing crossings of I-70 Columbine Drive underpass Provide an 8’ trail and sharrows through each underpass at a minimum, 10-12’ where possible. At the three interchanges, the trails should be on both sides. East Vail Interchange/Big Horn Road underpass Elkhorn Drive underpass Vail Road underpass West Vail underpass New crossing of I-70 Bald Mountain Road Coincides with a proposed wildlife crossing. Middle Creek w/ Civic Area/Housing Projects; Note that there is a 30’elevation difference b/w each Frontage Roadside N/S Buffehr Creek w/ WV Commercial Area; 20’ elevation difference b/w each Frontage Roadside N/S Red Sandstone Creek w/ Ever Vail-30’ elevation difference b/w each Frontage Roadside N/S Roundabout cross- ing upgrades See Figure All legs of all roundabouts should have cross- walks, flashing beacons, signage, and ADA-ac- cessible ramps. The existing inventory of each of these treatments at each leg of the roundabouts within Town is shown in detail in this section. Roadway and drive- way crossings See Figure Implement low stress crossings, especially where trails cross roadways and driveways. Most driveways should include a stop bar, marked crosswalk, and ADA-accessible curb ramps. At significant driveway crossings with higher traffic volumes, trail crossings should be recessed one vehicle length to allow turning vehicles to clear the trail while waiting to turn. They should include signage, painting or paving treatments, and/or a raised crossing. Table 20: Proposed Crossing Treatments 179 Chapter 07: Multimodal Recommendations132 Major Crossings of I70 While the North Recreation Path and the Gore Valley Trail provide critical east-west connectivity for people walking and biking, I-70 acts as a barrier to north-south access. Given the relative infrequency of crossings in certain parts of Vail, these available crossings become important factors for whether someone chooses to walk or bike. If someone is trying to access a destination right across I-70 but must walk or bike up to a mile out of direction to cross the highway, they are likely to choose to drive. Similarly, if a crossing is close by but very stressful and uncomfortable for someone walking or biking due to traffic proximity, speed, and volume, they may also choose to drive. This plan recommends that the Town improves the existing north-south crossings of I-70 and consider forming new connections in the future. To appropriately accommodate people walking and biking with a facility separate from underpass traffic, the Town should at minimum provide an 8’ sidewalk and sharrows within the roadway at the entrance to each underpass. Where possible, the Town should provide wider 10-12’ sidewalks on both sides if possible or a wider walk on the major pedestrian corridor side with a narrower walk on the minor pedestrian corridor side. An interim improvement could be to stripe a 5’ bike lane in each direction at Main Vail and West Vail underpasses since there is available width in both locations. The design of the crossing should consider maintenance in order to reduce icing and improved protection from snow/debris coming off of I-70 with increased shelter. Currently, Columbine Drive and the East Vail Interchange/ Big Horn Road underpasses lack any pedestrian accommodations. Sandstone Underpass provides the best accommodations for bicyclists and Pedestrians with 10’ walks on both sides. The town should also consider building overhead structures at each underpass to protect pedestrians and cyclists from snow and/or debris that may come off the interstate. The Town of Avon has recently constructed such structures. The Town may also consider forming additional north-south connections across I-70. Possible locations could include at Red Sandstone Creek, 180 133GO VAIL 2045 Middle Creek, Buffehr Creek Road, Westhaven Drive, or at the west end of Bald Mountain Road. Each crossing could be implemented with connected future development projects. A crossing at Red Sandstone Creek in conjunction with the development of “Ever Vail;” Middle Creek in conjunction with the housing development on the north side of I-70 and the Civic Area development on the south side of I-70 ; or at Buffehr Creek Road in conjunction with a West Vail Commercial redevelopment; or at the west end of Bald Mountain Road in conjunction with a potential wildlife crossing. This last connection would provide an alternate route for a multi-use recreational trail along the Frontage Road, which would encroach upon the Golf Course, see Figure 61. Each of the connections would provide improved access to key pedestrian areas, providing enhanced connectivity throughout the Town of Vail. The Eagle County Safe Passage for Wildlife Study (2018) recommends multiple wildlife over or underpass connections, two of which might be able to be coordinated with the pedestrian connections mentioned above. An underpass at mile marker 175 might be completed in conjunction with a pedestrian underpass at Red Sandstone Creek with the “Ever Vail” redevelopment. An underpass at 177.8 (adjacent to the golf course) might be completed in conjunction with a pedestrian underpass at the west end of Bald Mountain Road. The other identified wildlife crossings at mile marker 172.9 and 179 do not align with the above recommended pedestrian connections but should be considered if one or the other move forward in the planning process. Roundabouts Roundabouts can be challenging to navigate for people walking and biking. There are seven major roundabouts in Vail. Figure 72 shows the pedestrian treatments present for each leg of each roundabout with a pedestrian crossing. Every leg of every roundabout should include a marked crosswalk, flashing beacon, signage alerting drivers to the presence of pedestrians, and ADA-accessible curb ramps. Most of the roundabouts score relatively well. Roundabout 1 and 2, West Vail Roundabouts, each 181 Chapter 07: Multimodal Recommendations134 Figure 70: CDOT Roadway Design Guidelines Displaying Wide Sidewalk at Roundabout are missing flashing beacons and pedestrian signs on several legs. This plan recommends that the Town install these missing crossing treatments. Roundabout 6, the Main Vail entrance roundabout, lacks crossings on the three legs on the east side of the intersection, due to the east side of the underpass also lacking pedestrian accommodation. It is recommended that the Town improve pedestrian access on the east side of this underpass and roundabout to encourage walkability of the town core. This project could be complete as a part of the widening project being planned by the Town that would add a second northbound lane. The Town of Vail is currently improving lighting at the Main Vail and West Vail roundabouts by replacing and installing additional LED lights to improve visibility for drivers and pedestrians. It is recommended that the town consider revisiting and adopting the Draft Vail Lighting Master Plan and implementing it in order to address lighting needs along the Frontage Roads. To accommodate bicyclists, the Town should create 8-12’ trails where it is possible to widen sidewalks around roundabouts. An example of this is provided in the CDOT Roadway Design Guidelines (2023) Figure 9-35, shown in Figure 70. Signage should also be added to make drivers aware that bicyclists may be using the full lane and not to pass bicyclists in roundabout. The Town should add sharrow markings within all roundabouts and at the entrance to each roundabout on each non-highway ramp leg. An example of this is provided in the CDOT Roadway Design Guidelines (2023) Figure 13-34, shown in Figure 71. 182 135GO VAIL 2045 Figure 71: CDOT Roadway Design Guidelines Displaying Bicycle Sharrow at Roundabout 183 Chapter 07: Multimodal Recommendations136 Figure 72: Vail Roundabouts Source: Vail Valley Partnership 184 137GO VAIL 2045 West Vail North West Vail South Sandstone North Sandstone South Main Vail North Main Vail South Vail Health Figure 73: Existing Pedestrian Infrastructure at Vail Roundabouts 185 Chapter 07: Multimodal Recommendations138 Roadway and Driveway Crossings Many roadway crossings and driveway crossings in Vail do not have the appropriate suite of pedestrian crossing treatments. Research shows that a bikeway is only as a strong as its weakest link; in other words, a high stress crossing on a low stress trail will dictate what users feel comfortable traveling on a facility. Therefore, it is important to implement low stress crossings, especially where trails cross roadways and driveways. These crossing points are conflict points between vehicles and people walking/biking and are the location of many crashes, nationally. Pedestrian crossings at roadway intersections and mid-block crossings should be evaluated for improvements to include cross-walks, signage, and lighting; and further consideration should be given to adding additional Rapid Flashing Beacons (RFB’s). Currently the Town has a general policy of adding RFB’s at crosswalks along arterials (Frontage Roads) and roundabouts. The Town should consider expanding this policy to add RFB’s at higher volume collector roads with high volumes of pedestrians. These locations would include Vail Road, Vail Valley Drive, East and West Lionshead Circle. However, as RFB’s are added in more residential areas, the Town should consider light pollution impacts and investigate RFB’s that might have shields/ cut-offs to minimize light impacts to adjacent neighborhoods. Based on the 2023 survey ~80% of the respondents supported this type of initiative. However, RFB’s are only beneficial if they are used. It is not uncommon for pedestrians to not use RFB’s, thus nullifying their impact. The Town should create an awareness and education campaign targeted toward pedestrians to “Push the Button.” This could be a localized campaign or coordination throughout Eagle County for a larger awareness impact. Most driveways in Vail (“Standard Driveway Crossings” in Figure 75) should include a stop bar, marked crosswalk, and ADA-accessible curb ramps. Legally, only roadway crossings require ADA accessible curb ramps, but it is recommended that all crossings in Vail, even driveways, are ADA compliant. At significant driveway crossings with higher traffic volumes, as recommended in the West Vail Master Plan, trail crossings should be recessed one vehicle length to allow turning vehicles to clear the trail while waiting to turn. The jog should begin as early as possible within right-of- way constraints; this gradual jog will increase the likelihood that users will not cut the curb. Low shrubbery and signage can also be used increase compliance. Due to the wide trail and existing set back, the jog will be slight. These trail crossings should be indicated with signage alerting drivers to the presence of people walking and biking, using painting or paving treatments, and/or a raised crossing. Figure 74 illustrates the recommended treatment for significant driveways. Vehicles seeking to turn out of these driveways currently must block trail crossings to access the necessary sightline to find a gap in traffic to exit the driveway. This would be solved by moving the trail crossing at each driveway just over one vehicle length (~25’) back from the Frontage Road, towards the commercial businesses, so that the first vehicle can clear the trail crossing prior to waiting for a turning opportunity. The trail crossings should be kept clear, using signage alerting drivers to the trail crossing, paving, or painting treatments that delineate the trail from the driveway (such as green paint or brick pavers), a vertical treatment that raises the trail crossing above the driveway maintaining the grade of the trail , or a combination of all three. Stop bars should be placed before the edge of the travel lane and in combination with a STOP legend pavement marking before the crosswalk. Figure 74: Crossing Treatment at Significant Driveways 186 139GO VAIL 2045 Program and Policy Recommendations Programs and policies, often falling under the category of Transportation Demand Management strategies, are a critical companion to infrastructure projects and provide the supportive environment necessary to shift behavior, change culture, and supplement infrastructure projects to ensure they are successful. A significant finding from this process is that investing in infrastructure alone is not enough to achieve Vail’s goals and dramatically shift the way we travel. Programmatic investments include initiatives related to communication and education, travel safety, demand management, and cultural shifts. Figure 75: Vail Driveway Crossings 187 Chapter 07: Multimodal Recommendations140 Program/Policy Description Landscaping and street furniture Landscaping such as buffers between pedestrians and drivers can provide shade, slow vehicle speeds, improve environmental benefits, and provide a more comfortable experience for all users. Benches, whether located at bus stops or along a trail, improve the pedestrian experience. Pedestrian-scale lighting Dark-sky compliant lighting can improve safety and reduce crash risk. The Draft Vail Lighting Master Plan recommends dark sky compliant bollard lighting along multi-use recreational trails. Bike-calming treat- ments Bike-calming treatments located at strategic locations along trails, allow various users to share the trails comfortably and reduce the speed discrepancy between those walking and biking. Wayfinding and signage Wayfinding and signage provide directional information and create a sense of place for all users. Mobility Pass Pro- gram A mobility pass provides a one-stop-shop for users to understand their travel options, and reserve and pay for multimodal choices such as transit, bike share, or parking. Bike parking Bike parking makes biking more reliable and convenient; parking should be covered and secure with e-bike charging options in locations with more longer-term storage Bike share The current bike share program should be expanded to be more convenient for users traveling locally and regionally. Maintenance Consistent and prioritized maintenance, snow, and debris removal for bicycle and pedestrian facili- ties are critical for ensuring the network is a reliable, comfortable, and safe transportation resource for community members year-round. Education and awareness Education for all users about rules of the road is important to ensure a consistent and comfortable experience for both residents and visitors. Data collection The Town should collect data on both vehicle speeds as well as bicycle and pedestrian counts to inform capital project investments. Regional partner- ships The Town should explore opportunities for regional partnerships to better connect Vail to neighboring communities and the recently formed Regional Transportation Authority (RTA) and improve transpor- tation infrastructure throughout Eagle County. Regional partner- ships Active Transportation Coordinator & updat- ed Trails Master Plan It is recommended the Town establish the position of a Town active transportation coordinator to facilitate updating the Vail Bicycle and Pedestrian Facility Master Plan with a new Vail Bicycle and Pedestrian Facility Master Plan to provide more specific recommendation of the above improve- ments; and implementation of plan recommendations focused on walking and biking. Access management Access management strategies as identified in the previous plan will regulate the interactions of roadways with intersections and driveways, by reducing or consolidating driveways and access points. It is an important strategy to mitigate conflicts between turning vehicles, pedestrians, and bicyclists and decrease congestion. Developer require- ments The Town should establish development requirements for the multimodal network and communicate what portion of infrastructure developers will be responsible for to ensure bicycle and pedestrian facilities are connected and built to Town design standards and guidelines. Enforcement The Town should develop a speed management program to help regulate and enforce speeds and behavior on trails as well as roadways. Table 21: Summary of Programmatic Recommendations The following are programs the Town of Vail could implement to better support those walking, rolling, and biking (also summarized in Table 21). 188 141GO VAIL 2045 PROGRAM RECOMMENDATIONS Sidewalk & Trail Amenities Landscaping and Street Furniture The Town can use landscaping and street furniture to create a buffer zone alongside bicycle and pedestrian facility types. Planting native trees, shrubs, and grasses along trails and sidewalks provides shade, decreases temperatures, and acts as a buffer from vehicle traffic. Street furniture such as benches, streetlamps, bus stops, fountains, public art, and waste receptacles provide important amenities and makes the environment more comfortable, safe, and appealing. Benches cater to people waiting for the bus, as well as older adults and small children, who may need to take more breaks. Pedestrian lighting, discussed below, creates a sense of safety on a street at night. Along trails, amenities like shade, water fountains, seating, and ADA accessible restrooms support recreation and active transportation. Each amenity listed creates a more pleasant and comfortable environment, making it more attractive to walk. The Town already has a number of locations with landscaping and street furniture. Priority locations for additional amenities are along the trail network, where there is a high volume of people walking and biking, and near key destinations. Pedestrian-Scale Lighting Lighting is an important component in making trail environments comfortable and inviting. Areas that are well-lit can encourage use at all times of day, whereas dark, unlit corridors feel uninviting or unsafe and discourage users from walking or biking at night. Community members identified poor lighting as one of the main barriers to feeling safe during non-daylight hour walking and bicycling trips. Specific locations with a lack of lighting noted during public outreach include Buffehr Creek Road and the segment of the North Frontage Road west of the West Vail North roundabout. Community members also cited a need to maintain low lighting, to minimize light pollution, as a community priority. Lighting plays an important role in establishing a safe and inviting environment for people to walk and bike. Many are likely familiar with Main Street environments that create an appealing place to walk at all times of day, with lampposts and cheerful string lights that continue to draw visitors to shops and restaurants throughout the evening. The opposite is also true. Dark, unlit corridors, regardless of Source: First Light Technologies 189 Chapter 07: Multimodal Recommendations142 whether they are a local street or a major arterial, feel uninviting and unsafe to the average person. For those already unsure about walking or biking, especially vulnerable users like mothers with children or older adults, knowing that they will have to return home at night in the dark is likely to discourage choosing to walk or bike. Installing lighting of the appropriate scale and spacing can improve ambiance dramatically and increase one’s sense of safety and “being seen” at night. When updating pedestrian and bike facilities on a corridor, the city should concurrently plan for the upgrade of lighting in the project area. The town should refer back to, and adopt, the Draft Vail Lighting Master Plan. Other lighting considerations include: Scale and Aesthetics: The dimensions of streetlights should be scaled to the width and characteristics of the street. The Town should choose lighting fixtures that accommodate the pedestrian- scale and are spaced roughly 2.5 to 3 times the height of the pole. The Town’s standard street light height per their code is 20’ for standard streetlights and 16’ for standard pedestrian light. An exception of 30’ is approved at the at the West Vail and Main Vail roundabouts. Other attractive types of lighting beyond lampposts can support illumination of the public realm, such as string lights, storefront lighting, lit signs, etc. The town often uses 4’ bollard lighting along recreation trails as a low-level, durable fixture. Spacing: Spacing between streetlights should be roughly 2.5 to 3 times the height of the pole. Density along a corridor and traffic speeds also affect ideal spacing. Lighting will be less frequent in rural areas, but alongside new development, lighting frequency should increase. Light cones are roughly the same diameter as the height of the fixture, which will influence the maximum distance between streetlights to avoid dark areas. Light Pollution and Energy Efficiency: “Dark sky friendly” lighting fixtures focus lighting directly downward onto the street to minimize flare and light pollution, while maximizing useful light. Shielded and cut-off fixtures with energy-efficient LED light bulbs are more cost-effective and reduce light pollution by directing light toward the ground. Solar powered fixtures should be installed when possible. Smart Lighting: Smart lighting is a technology so far used mainly in Europe that incorporates motion sensors to turn on or increase brightness of light posts when users are detected. This technology is considered “dark sky friendly” because it only activates when necessary and otherwise remains off or dim. Lighting can also be powered with solar energy and use efficient LED systems, helping to decrease greenhouse gas emissions. By using smart lighting, the Town can ensure bicycle and pedestrian corridors are safe and well-lit when people are walking and biking while decreasing the impact of lighting overall. Using smart lighting along sections of the Gore Valley Trail and in parks could also be beneficial for wildlife. The Town should explore potential sidewalks and multi-use trails where smart lighting technology may be 190 143GO VAIL 2045 beneficial. For example, the Town could implement a pilot program on the Gore Valley Trail to evaluate the technology and collect feedback from users before expanding the program to other areas. Bike-calming Bike-calming strategies such as paint and rumble strips can be implemented on trails to remind bicyclists to share the trail and slow down when other users are present. Painting words or symbols on the paths provides messaging to cyclists to slow down. Bicycle rumble strips are slightly raised strips that provide those biking with a vibration reminding them to slow down. They are designed very differently from the type used for motor vehicles and do not directly obstruct the cyclists’ travel. These rumble strips can alert cyclists that they are approaching highly trafficked segments of the trail. The Town should implement bike-calming measures in trail segments that are heavily trafficked or have high potential for conflict between those biking and walking, such as access points to Lionshead and Vail Village near the dismount zone and at chokepoints on the Gore Valley Trail. Wayfinding & Signage Signage is a practical component of a community’s transportation system, directing users to key destinations. However, it also offers an opportunity for the Town to create a sense of place and a cohesive, artistic system for orienting visitors and bringing people into the downtown core and commercial districts to explore shops and restaurants. In this way, wayfinding can simultaneously function as an economic development driver and unite transportation and land use. As recommended in the 2021 West Vail Master Plan, the Town should update and expand upon its current wayfinding signage program, that is now mostly over 25 years old, to include new signage for multimodal infrastructure additions. It should also update existing signage to provide travel times and directions for those biking and walking to help multimodal users better plan their travel. New signs should maintain consistency with existing branding and communication guidelines. The Town may wish to initiate a comprehensive wayfinding and signage study to avoid the proliferation of excessive signage and create a consistent, visible strategy to connect people walking, biking, and driving to downtown and other key destinations. Signage should indicate where to find key destinations, such as shopping and dining, the Town Hall and post office, trailheads, the nearest bus stop, and more. The thoughtful design and placement of this signage can help visitors and residents orient themselves downtown and easily locate key destinations. Figure 76 shows how simple this kind of signage is in Vail, while remaining aesthetically pleasing. The pedestrian scale of this signage caters to people walking downtown and in commercial districts, but it can also be read by those on a bike or in a car. Signage at range of scales, including gateways, directional signs, street banners, pavement markings, map kiosks, and bikeway signage can assist all types of travelers with navigation. 191 Chapter 07: Multimodal Recommendations144 Enhanced signage presents an additional opportunity for the Town to foster an environment in Vail that is more conducive to comfortable walking and bicycling trips. Installing signs that alert drivers to the presence of pedestrians and bicyclists serves as reminder to be vigilant. Signage should be present throughout the community and installed using the requirements listed in Chapter 2c of the Manual on Uniform Traffic Control Devices (MUTCD), 2009 edition. The MUTCD stipulates that signs should be on dedicated posts, should be outside the clear zone (the area on the side of the roadway where vehicles can pull over in the event of an emergency), should be optimized for night-time visibility, should minimize the effects of mud splatter and debris, should not be positioned so as to obscure other signs, should not obscure the sight distance to approaching vehicles on the major street for drivers who are stopped on minor-street approaches, and should not be hidden from view. Sign location and spacing should be calculated according to driver Perception-Response Time (PRT). PRT is a function of distance and vehicle speed; for Vail, where most residential streets have vehicles traveling 20-25 mph, signs should be placed a minimum of 100 feet before locations where pedestrians and bicyclists join the roadway. The town implemented a sign declutter program on residential streets more than 30 years ago and limited speed limit signs, to one sign per entry to each neighborhood. The town should revisit this program and consider installing additional signage to remind drivers of speed limits where appropriate. This has been successful in the Vail parking structures where additional speed limit signs and dynamic signs were installed to provide awareness to drivers of their speed and of pedestrian crossing areas. Subsequent sign spacing intervals should be determined based on PRT, which can be calculated using the MUTCD. Signs should be placed at key locations where there is a high presence of people walking and biking. Per the MUTCD, warning signs alerting drivers to the presence of non-motorized travelers should be yellow with a black border. When a sign is placed ahead of a crossing it should also feature a supplemental plaque denoting the distance to the crossing. Recreation trail signage is especially important to help users reach major destinations and landmarks. The town has a comprehensive recreation trail wayfinding system that can be improved upon. Signage should provide bicyclists, pedestrians and trail users with time, distance, and directional information to key nearby destinations. It can also help improve the connection and navigability between recreational trails and on-street facilities, especially for those visiting or unfamiliar with the transportation network. As the town continues to build out bike facilities and new trails over time, they should incorporate additional signs with the same wayfinding standards at decision points—typically at the intersection of two or more bicycle facilities and at other key locations along bicycle routes. Signage should also include maps with ‘you are here’ markers, to help users orient themselves along the trail network. Figure 76: Crossing Treatment at Significant Driveways 192 145GO VAIL 2045 Signage should be regularly refreshed or replaced as it becomes damaged, faded, or out of date. Over time, outdated signage should also be replaced with new, updated information. Signs may be directional and related to routing users to key destinations, mile markers to help users self-locate (already have these) or pertaining to trail etiquette. The Town recently installed trail etiquette signs to communicate responsibilities of trail users. Mobility Pass Program To provide community members with integrated mobility options, the Town should explore a mobility pass program. This program could provide subscribers with access to a variety of transportation modes including Town of Vail parking facilities, Shift Bike e-bikeshare program, and ECO Transit. This could be in the form of an app that includes ticket purchasing, multimodal connections, and membership to all relevant local and regional modes of transportation such as bike share, parking, regional transit, and even Transportation Network Company use. This app provides all travel information in one location and all streamlines and payment and access. Providing a multitude of convenient, affordable, and integrated transportation options makes it easier for users to choose non-vehicular modes of travel and supports the Town’s mobility, climate, and accessibility goals. Los Angeles is an example of successful use of this integrated form of understanding and booking various multimodal transportation options. The city’s TAP Card system integrates over 20 public transit operators and the payment for other modes (scooter-share, ride-share, bike-share, parking, etc.) together with a multimodal trip planner that will allow travelers to plan their trips across all combinations of mobility services. Bike Programs The following are four high- priority bike programs for the Town to invest in. Secure and Adaptable Bike Parking Secure bicycle storage and parking should be a key component of the bicycle network (or “is a key component of a successful bicycle network”). Without ample and safe parking, people may be reluctant to choose to bike. Additionally, as electric bicycle use expands, there is an increased need for infrastructure specific to e-bikes, such as charging facilities and bike racks that can accommodate bicycles with wide tires and cargo bikes. The Town’s EV Readiness Plan (2023) discusses the need to develop e-bike and micro-mobility parking and charging infrastructure throughout the municipal parking area in the Town of Vail. The goal stated in this plan as it relates to e-bike parking is: • Develop e-bike and other micro- mobility parking and charging infrastructure throughout Municipal parking areas in the Town of Vail. • Ensure that micro-mobility charging infrastructure meets all applicable safety, electrical, and building code regulations. In addition to adding infrastructure to municipal parking areas, the Town should assess its current bicycle parking and e-bike charging infrastructure to determine locations where supplemental or improved bicycle infrastructure is 193 Chapter 07: Multimodal Recommendations146 necessary. Key destinations and commercial land uses are great locations for bike parking. Safety measures at these sites should include security cameras, lights, locker systems, and placed in areas with pedestrian traffic. For lighting around bike parking, LED lighting allows for reduced illuminance without compromising visibility. Warm or filtered LEDs (color temperature (CCT) < 3,000 Kelvin; Scotopic/Photopic (S/P) ratio < 1.2) are recommended to minimize blue light emissions, which are known to disrupt the natural systems of humans, wildlife, and flora. Prioritizing secure storage in key destinations such as downtown, near transit hubs, parks, schools, hotels, and shopping centers can help people choose to bike by making it a convenient and safe mode of travel. The Town plans to expand the e-bike share program over the coming years, which will mean the quantity of parking and charging infrastructure will need to also increase. Monitoring the level of current usage will help gauge the capacity needed to meet demand. The Town should refer to the Association of Professional Bicycle Professionals (APBP) resource, Essentials of Bike Parking, which outlines the design and installation guidelines for short- term and long-term bike parking. Bicycle repair stations located in key locations in Lionshead and Vail Village and along the GVT and NRP would also encourage bicycle ridership by providing assurance that residents and visitors without tools on hand could fix a mechanical issue or pump up their tires. Bicycle Valets and Corrals at Major Events In addition to expanding the permanent bicycle infrastructure, the Town should require bicycle valets and corrals at major events; these are larger areas that store several bikes and are often staffed. Event hosts could be required to either provide this service themselves or hire a service provider to be present. Implementing this requirement would ensure there is adequate and safe bike parking and encourage attendees to choose to bike to the event, which would reduce road congestion and parking demand. A requirement to provide a bicycle valet or corrals should be added to the special event contract used by the Town. Bike Share The Shift Bike E-Bike Share program provides a convenient and affordable way for residents to complete short trips, commute, and connect to other modes of transportation, such as transit. The program launched in 2022 with 90 bikes and 20 hub stations which resulted in 7,393 rides between June and October. Assuming these trips would have otherwise taken place in a vehicle, this mode shift from single-occupancy vehicles resulted in an 8.68 metric ton reduction of greenhouse gas emissions, as noted in The Vail Daily News article about Shift E-bike share. The Shift bike share program expanded in 2023 to include Edwards (in addition to Vail, Eagle, Vail, and Avon) and increased the number of bikes to 155 and 32 hub stations. The program in 2023 saw a 40% increase in ridership with 10,330 trips logging 33,600 miles and reducing 12.2 metric tons of greenhouse gas emissions, which 194 147GO VAIL 2045 is the equivalent of removing 2.7 vehicles from the road for one year. While the program will not expand in size in 2024, there will be a strong push to continue increasing ridership. The Town should support the continued expansion of this program to provide increased accessibility and convenience of travel by e-bike. The Town should also consider increasing the speed limit for Shift e-bikes outside town limits to 20 mph. Currently, Shift has a maximum speed limit of 16mph. While this is important for safety within Vail town limits, it makes longer, regional trips less convenient. By increasing the speed limit to 20 mph outside town limits, Shift would become a viable commuting option to Vail for down-valley residents and further support mode shift. Research has shown that e-bikes encourage users to cycle farther and more often than conventional bicycles. More trips taken by e-bikes will support the Town of Vail’s goal to reduce greenhouse gas emissions by 50% in 2030 and by 80% by 2050. The Town should collaborate with Shift to assess the possibility of extending the program beyond the May to October schedule to provide users with an e-bike option during the winter months. The expansion of Shift in the long-term can include improving the technology to allow for better integration with other modes, considering a floating bike model, increasing the number of stations and bikes in Vail to make the use of bike share more convenient, and making bike share more accessible to visitors by reducing barriers to entry. Bikes on Buses Town of Vail buses currently have three-tray racks to accommodate those biking and riding the bus. As of late 2022, the Town also installed new bike racks that can accommodate bikes with wider tires and that weigh up to 75 pounds. This change stemmed from the increasing popularity of fat tire and e-bikes as well as the Town’s commitment to supporting multimodal travel and decreasing greenhouse gas emissions from transportation. The Town should continue to promote communication about bike infrastructure on buses to expand awareness and encourage use. Currently, bike racks are allowed to be used at night on Town of Vail buses but not ECO Transit. The Town should expand communication to users about when bikes are and are not permitted on buses. Maintenance Consistent maintenance, snow, and debris removal for bicycle and pedestrian facilities are critical for ensuring the network is a reliable, comfortable, and safe transportation resource for community members year-round. This is particularly important in the winter months when weather events can make sidewalks and bike paths uncomfortable or unsafe to use, especially if they are not cleared in a timely manner. Currently, the Town’s Snow & Ice Control Plan provides a priority ranking for plowing routes. This schedule includes Bike Paths and Sidewalks in the “Priority IV” category, which indicates these facilities should be plowed by 9:30 am, after all residential streets and cul-de-sacs. The Town will need to add additional resources to shift this maintenance schedule to better prioritize trails and sidewalks and ensure bike and pedestrian facilities are plowed earlier in the day to allow for biking to be a viable mode of transportation. If sidewalks are not plowed, then biking and walking becomes challenging. 195 Chapter 07: Multimodal Recommendations148 Maintenance practices on Gore Valley Trail and in pedestrian- oriented areas should also be assessed to reduce ice and debris. Maintenance of Striping & Pavement Markings Town of Vail staff currently repaint all road markings annually due to yearly wear and tear, especially during the winter season. It can be a challenge to hire crews to perform striping maintenance. Traditional water-based roadway paints are more susceptible to damage, especially during winter seasons, with snowplows and quick changes in temperature causing cracks and grooves in markings. The Town may consider using thermoplastic or methyl methacrylate (MMA) two-component traffic paint rather than traditional paint to extend the life of markings and reduce maintenance frequency. While initial investments in these markings are greater, in most communities, thermoplastics have a service life of three to five years, and MMA has a service life of up to 10 years. MMA has additional benefits beyond thermoplastic, including easier application (does not require a primer, can be applied in all temperatures, and cures faster), resilience to hot surface temperatures, and a wider range of available colors. However, in mountain communities like Vail, both alternatives to paint may not last as long as advertised due to snowfall and climate, so cheaper paint may make more sense if those alternatives perform just as poorly on an annual basis. Education and Awareness Incentivizing and educating people on human powered mobility is critical to increasing use and awareness. One example program the town has implemented since 2011 is Sole Power. This program has encouraged ~2700 participants to log over 500,000 human powered miles reducing ~470,000 pounds of CO2e. Programs like this should be supported and expanded, potentially to include carpooling to further reduce SOV’s in Vail. Initiatives like this need to go hand in hand with expanding education and awareness for drivers and cyclists, this way the Town can help establish more respect for pedestrians and cyclists and improve safety for all. Public education campaigns should also be run that align with Pedestrian Safety Month and Bicycle Safety month as noted in Chapter 5 – Traffic Calming. Because the Town of Vail has a significant tourist population, it is especially important to maintain clear and consistent driver education, so all road users are aware of existing laws that govern interactions with those walking, rolling, and biking. Town law enforcement should collaborate with local driving schools to update the curriculum and incorporate more education around such laws, including three-foot passing distance, permission for cyclists to occupy a full travel lane, and requirements to stop for pedestrians in the crosswalk. The Town can also partner with law enforcement to increase enforcement of speeding and reckless driving in locations with high volumes of pedestrians and cyclists. Finally, signage and street markings should be assessed and updated accordingly to draw attention to pedestrian crossings, bicycle trails, and sharrows. Data Collection The Town should collect data on both vehicle speeds as well as bicycle and pedestrian counts. The Town has historically collected speed data, especially before and after implementation of a capital project. The Town should continue to collect speed data, especially as it relates to changes to posted 196 149GO VAIL 2045 speed limit and traffic calming measures, as described in Chapter 5 –Traffic Calming. This data can provide feedback on the success of a new treatment or the need for additional traffic calming measures. Understanding bicycle and pedestrian activity is a key component for maintaining, updating, and expanding the bicycle and pedestrian network in a way that best supports those walking, rolling, and biking. The Town should consider implementing a bicycle and pedestrian count program to establish benchmark data points and build a more comprehensive understanding of travel patterns for bicyclists and pedestrians. This would also allow the Town to better analyze bicycle and pedestrian- related collisions and determine potential safety improvements to prevent future accidents. Collecting bicycle counts allows city staff to measure the number of riders before and after project implementation. These bicycle counts also help understand changes in bicycle ridership across the bike network. Land use and corridor planning decisions currently consider vehicular volumes, but not volumes of people biking. Collecting bicycle counts allows planners to factor bicyclists into these decisions. Figure 77 displays optimal data collection technologies for bicycle counts, which vary depending on the mode type and the facility type. Multiple municipalities have incorporated bicycle count programs, such as Denver and Arlington County, VA. The Denver Department of Transportation and Infrastructure (DOTI) established their bicycle count program in 2019 and collects bicycle data at 50 locations across the City. This data can be accessed publicly through their online dashboard, which displays the location of each counter, the type of bike facility, the street classification, the most recent collection date, and the hourly number of bicyclists over the course of the day. The dashboard also shows the network- wide bicycle counts, displaying the top ten locations with the highest bicycle activity. This dashboard allows the user to filter by year and can also display the monthly volume and average hourly volume. Bike Arlington is Arlington County’s system of continuous automatic counters used to detect and record bicycle and pedestrian volumes – every hour of every day – across its 32 permanent counter locations. The data is displayed in an interactive dashboard that allows the user to filter by mode, direction and range of dates and times. As noted, collecting bicycle counts throughout the bicycle network helps staff make better data-driven decisions and this can be done in a variety of ways. The Town of Vail can look towards the bicycle count programs in Denver and Arlington County as examples for its own bicycle count program. Town staff should consider placing initial counters in known bicycle activity hotspots and expand counters to new areas where the Town is planning major corridor projects with new bikeways to be able to track the difference in bicycle activity before and after projects are implemented. The program should include the collection and storage of bicycle activity data at least every six months, and an annual analysis of bicycle activity across the network. Figure 77: Optimal Data Collection Technologies for Bicycle Counts 197 Chapter 07: Multimodal Recommendations150 Regional Partnerships The Town should explore opportunities for regional partnerships to better connect Vail to neighboring communities and improve transportation infrastructure throughout Eagle County. Specifically, the Town could partner with the recently formed Regional Transportation Authority (RTA), which was created to promote regional collaboration and address the “transportation, mobility, workforce, and climate needs of the Eagle Valley,” per the Eagle Valley RTA website, to discuss strategies for improving and expanding regional trail connectivity. POLICY RECOMMENDATIONS Active Transportation Coordinator Active transportation is defined as human-powered transportation: walking, running, cycling, using a wheelchair, skateboard, scooter, and more. The 1988 Recreation Trails Master Plan suggested appointing a “coordinator” with a focus on pedestrian and bicycle facilities. These responsibilities currently fall on multiple people in other positions and progress on bicycle and pedestrian efforts is limited by other priorities. The League of American Bicyclists also suggests “increasing the amount of staff time spent on improving conditions for people who bike and walk, either by creating a new dedicated position or expanding the responsibilities of current staff” to become a Bicycle Friendly Community. It is recommended the Town establish the position of a Town active transportation coordinator. The role of the active transportation coordinator in Vail would be to implement the recommended infrastructure and program improvements identified in this plan as well as facilitate creation of a new Vail Pedestrian and Bicycle Facilities Plan and implement the plan recommendations. Access management refers to planning and regulating the interactions of roadways with intersections and driveways, by reducing or consolidating driveways and access points. It is an important strategy to mitigate conflicts between turning vehicles, pedestrians, and bicyclists and decrease congestion. Access management strategies can include redirecting access to side- streets and alleys and consolidating driveways among property owners to limit the frequency of driveways and access points. Figure 78 of the 2021 West Vail Master Plan suggested updating the 2009 Access Management Plan to support implementation of changes for North Frontage Road and the Gore Valley Trail along South Frontage Road. The Town of Vail should implement the updates provided in both the Figure 78: North Frontage Road Concept from West Vail Master Plan 198 151GO VAIL 2045 2009 and 2021 plans to help create a more inviting, pedestrian-friendly environment. Figure 78 also outlines additional intersections where access management can be improved by enhancing shared-use trail crossings. These crossings should be redirected further back from the intersection so that vehicles can clear the crossing prior to waiting for a turning opportunity. This strategy will decrease the number of factors drivers must pay attention to when waiting to make a turn and allow those walking and biking to safely cross behind a vehicle that is waiting to make a turn. Developer Requirements Developer requirements can help the Town expand the multimodal network by outlining when a developer is responsible for building pedestrian and bicycle infrastructure adjacent to development. Requirements can include building missing sidewalks and bicycle facilities, installing EV charging stations and infrastructure, adding bike racks, and building or connecting trails. The Town should establish development requirements for the multimodal network and communicate what portion of infrastructure developers will be responsible for to ensure bicycle and pedestrian facilities are connected and built to Town design standards and guidelines. Enforcement The Town should develop a speed management program to help regulate and enforce speeds and behavior on trails as well as roadways. This program could include outreach and education around which users are permitted to use trails, signage for users entering high-pedestrian traffic areas, and speed limits for bikes and e-bikes. Additionally, the Town can explore bike-calming measures indicated in the Bike-Calming section to slow bicyclists on trail segments with high pedestrian volumes or sharp turns. Denver has successfully used spot enforcement and education campaigns for bicyclists (especially e-bikes) to abide by speed limits. Speed feedback signs are also helpful to provide awareness of speeds to people biking. Since enforcement for people biking can be expensive, this should be used sparingly; trail design should be the primary method for slowing the speeds of people biking. Chapter 5 –Traffic Calming on traffic calming provides more detail on an enforcement program to increase compliance with posted speed limits. Source: Discover Vail 199 Chapter 08: Parking152 ParkingChapter 08. 200 153GO VAIL 2045 This chapter summarizes the goals and recommendations for the future of the Town of Vail’s parking system. The goals and actions outlined for parking focus on integrating the existing and future parking facilities into the larger multimodal transportation system. 201 Chapter 08: Parking154 Parking Existing Conditions The Town of Vail maintains the following major public parking facilities: Vail Village, Lionshead, Red Sandstone, Ford Park, and Soccer/Athletic Fields. In total, these parking facilities provide over 2,600 public parking spaces. The town also maintains and manages several additional parking areas and building-specific parking lots that add approximately another 300 parking spaces at Donovan, Frontage Road in front of Safeway, North Trail, and Chamonix. Pricing for the major public facilities varies by location, pass offerings, and by peak and non- peak rate for pre-determined days throughout the season. There is also typically a free period where people may park for free for a short amount of time. PARKING DEMAND Parking utilization is the difference between the number of available parking spaces and the number of transactions which accounts for turnover and true demand of each space. Parking utilization is a direct representation of the demand for parking at a given facility. The facilities with more than 100% utilization have a higher demand as well as a higher turnover rate of parking spaces being used more than once per day. Vail’s main parking facilities, such as Vail Village and Lionshead, are unique in that they do not only cater toward skier parking, Figure 79: Average Daily Utilization (All Parking Facilities) PARKING-SPECIFIC GOALS• Multimodal Options – “Right-Size” the parking supply by reducing parking demand, while accommodating the long-term travel demand by offering more transportation options. This will reduce single-occupancy vehicles and allow people to conveniently get to and around Vail without a car.• Equity – Provide intuitive access to parking for residents, employees, and guests who need to travel by vehicle to reach Vail. Provide transparent information on parking availability and pricing to ensure guests can understand mobility choices and clearly make informed decisions on where to park.• Climate/Quality of Life – Reduce parking demand in Vail by making other modes of transportation (transit, biking, walking, rolling) feasible for more trips, while supporting Climate Action Plan and Stewardship Roadmap strategies.• Access – Provide transparent information on parking availability and pricing to ensure guests can understand mobility choices and clearly make informed decisions on where to park. (Same as Equity goal above) Ensure that reaching final destinations from parking facilities is safe, seamless, and easy.• Innovation – Utilize technology to make Town of Vail parking facilities and availability of parking more intuitive to locate and navigate. Study where vehicles parking in Town of Vail facilities originate to better target opportunities for shifting vehicle trips onto other modes, while also improving other modes• Safety – Provide safe overflow parking, whether on Frontage Road or in other areas, by reducing pedestrian-vehicle conflicts and ensuring that reaching final destinations from parking facilities is safe, seamless, and easy. The transportation vision and goals outlined for the Town of Vail reflect a commitment to creating a resilient, sustainable, and community-centric mobility network. By embracing innovation, and prioritizing the unique character of Vail, the town can build a transportation system that not only meets the needs of today but also ensures a vibrant and connected future for generations to come. 202 155GO VAIL 2045 but also other tourist activities, hotel guests, retail and restaurant customers, employees, among many others. Although an ideal turnover number is difficult to predict, parking facilities that provide multiple uses for people who park should aim for a turnover of two to three vehicles per parking space per day (or 200% to 300% parking utilization). Parking utilization data is especially meaningful when compared to different time periods, and the data can indirectly provide insight on the effects of pricing and demand management policy changes. Figure 79 displays parking utilization by month at all Town of Vail parking facilities, comparing three winter seasons (the 2021/2022 season, the 2022/2023 season, and the 2023/2024 season). When comparing the full winter season (November to April) of 2021/2022 to 2022/2023, parking utilization increased by 0.4%, and then decreased by 5.4% between 2022/2023 and 2023/2024. This means that over the three-year period, parking utilization decreased by 5.0%. However, when comparing the core of each season (December to March), parking utilization decreased by 7.6% between the 2021/2022 and 2022/2023 season. Parking utilization increased by 0.3% between the 2022/2023 and 2023/2024 season, resulting in an overall decrease of 7.3% over the three-year period. By excluding the first and last month of each season, it is a more accurate estimate of the impact pricing and demand management policy changes enacted for the 2022/2023 season had on parking demand for the following two seasons, as the fringe months can have more difference in weather and ski conditions than the core months. Further, parking demand has a significant difference between weekdays and weekends. Figure 80 displays parking utilization across all Town of Vail parking facilities, comparing weekdays to weekends throughout the winter seasons of 2021/2022, 2022/2023, and 2023/2024. Because many Fridays are considered “peak days” with significant demand, weekdays are defined as Monday through Thursday and weekends are defined as Friday through Sunday. Parking utilization Figure 80: Average Daily Utilization by Day Type (All Parking Facilities) Figure 81: Parking Duration in Vail Village Parking Structure, Passes vs Transient, December 2023 203 Chapter 08: Parking156 decreased by 4.7% on weekdays and decreased by 7.4% on weekends when comparing the 2021/2022 season to the 2022/2023 season. Between the 2022/2023 season and the 2023/2024 season, parking utilization decreased by another 3.6% on weekdays and by 6.7% on weekends. This means that over the three-year period, parking utilization decreased by 8.3% on weekdays and 14.1% on weekends. Figure 81 displays the parking duration of at the Vail Village parking structure throughout December 2023, comparing parking passes to hourly transactions (transient) on peak days and non-peak days. Transient transactions (or hourly) are those where people do not have a parking pass and pay each time they exit a parking facility (unless their parking duration is within the free period). Overall, no matter the pass type or day type, the largest portion of transactions have a parking during of two hours. Furthermore, about 50% of pass holders and about 37% of transient transactions have a parking duration of longer than four hours. However, a larger portion of transient transactions have a parking duration of six to eight hours than pass holders. This parking duration data can potentially indicate how people may react to changes in the pricing or organizational structure of parking. For example, if more people are staying less than four hours (50% of pass holders and 63% of transient transactions) are staying for less than four hours and paying less than the daily maximum, it may be easier to encourage them to take other modes of transportation and/or be more impacted by increased hourly rates. For those who are staying for four hours or more and paying the full- day rate, their behavior may be more unlikely to change unless another mode becomes more favorable for the purpose of their trip. Measures such as a timed-entry system may be more effective in managing the demand for long-term parking. ORIGIN-DESTINATION ANALYSIS FOR PARKING FACILITIES As part of the larger effort to provide the Town of Vail an understanding of travel patterns—trips to Vail, from Vail, and within Vail across different seasons and trip purposes—Fehr & Peers collected and analyzed origin- destination “Big” data from StreetLight Data. Included in this analysis was an investigation to answer the following question: “Where are people traveling from when they use the parking facilities?” Figure 82 summarizes the proportion of trips traveling to the Vail Village Parking Garage originating from various locations during the winter 2022/2023 season (November 2022 to March 2023). Trips from Eagle County (outside of Vail) make up 41% of the trips to the Vail Village Parking Garage, and another 19% of trips originate from Summit County (some of which are likely actually from the Denver area as noted). The big takeaway is that with over 70% of trips to the Vail Village Parking Structure originating in Eagle County, including within Vail, there are great opportunities to capture more of these trips via transit, especially with the enhanced EVTA free service. It is important to note that this does not indicate that all the Eagle County trips are residents of Eagle County, but rather that they began their trip in Eagle County. A percentage of these trips are likely from residents outside of Eagle County (such as from the Denver metropolitan area) that arrived in Eagle County the evening before, stayed a night at an accommodation/second home, and then drove from the Eagle County Figure 82: Where are people traveling from when they use the Vail Village Parking Garage? (Internal Vail vs Eagle County vs Regionally) (Weekday vs Weekend, Morning (5am‑12pm), Winter 2022/2023) 204 157GO VAIL 2045 location the day they visited Vail. Lionshead Parking Garage saw similar numbers, with both weekdays and weekends. Figure 83 further breaks down the above and identifies what Vail neighborhood (zone) people are coming from when going to the Vail Village Parking Garage, comparing weekdays versus weekends during the winter of 2022/2023. The zone from which the largest share of trips originate is East Vail with 28% of trips traveling on weekdays and 35% of trips traveling on weekends. The origin zone with the next largest share of trips destined for the Vail Village Parking Garage is the Buffehr Creek/ Lionsridge/The Valley zone. This zone also has a significant difference in the portion of trips traveling to the parking garage on weekdays (13%) compared to the weekends (5%). Figure 84 shows what Vail Neighborhood people are coming from when going to the Lionshead Parking Garage on weekdays versus weekends during the winter of 2022/2023. The top three origins of trips headed to the Lionshead Parking Garage during this time are East Vail, Sandstone/Potato Patch, and Vail Village with 16%, 13%, and 9% of weekday trips, respectively. The largest differences between weekday and weekend trips were from Sandstone/Potato Patch and Safeway/Vail Commons which each had 2% more trips on the weekends than the weekdays and West Vail North of I-70 which had 3% more trips to the garage on weekdays than weekends. Zones with more trips originating on the weekends could be due to more seasonal work or winter recreation travel, while zones with more trips originating on weekdays could be due to commuters traveling to work. FRONTAGE ROAD OVERFLOW PARKING Parking on South Frontage Road, in CDOT Right of Way, specifically closest to Vail Village and Lionshead, is permitted only when the Vail Village and Lionshead parking facilities are full, and for a maximum of 60 days per year in accordance with the CDOT lease. Traffic is directed to these areas as a means for handling the “emergency” overflow of parking. The Town of Vail’s Parking and Transportation Task Force strives for 15 days of overflow parking for each Figure 83: Where are people traveling from when they use the Vail Village Parking Garage? (Internal Vail) (Weekdays vs Weekends, Morning (5am‑ 12pm), Winter 2022/2023) Figure 84: Where are people traveling from when they use the Lionshead Parking Garage? (Internal Vail) (Weekdays vs Weekends, Morning (5am‑ 12pm), Winter 2022/23) 205 Chapter 08: Parking158 season (winter and summer). In the Winter 2020/2021 season, there were 34 days of overflow parking. The following winter (2021/2022), there were 53 days of overflow parking (likely due to the increase in ski traffic since the impact of COVID-19). In the Winter 2022/2023 season, there were 27 days of overflow parking. In the Winter 2023/2024 season, there were 19 days of overflow parking. Fehr & Peers analyzed the 27 days during the Winter 2022/2023 season in which Frontage Road overflow parking was utilized. This analysis compared transactions to capacity at each parking facility, followed by calculating the difference between the available spaces and the number of cars recorded on the Frontage Road those days. The parking facilities in this calculation included the following: Vail Village, Lionshead, Red Sandstone, Ford Park, Soccer/Athletic Fields, Donovan, Frontage Road in front of Safeway, North Trail, and Chamonix. This resulted in a count of vehicles each day that could have been parked at Frontage Road, rather than how many were parked, if every available parking space could be maximized. As seen in Table 22, out of the 27 days that Vail parked cars in their overflow parking on Frontage Road, there were six days where there were available spaces in the parking facilities for all of the Frontage Road parked cars and more (the days where the “difference” column in the table is negative). Further, ten more days had a difference in available spaces and cars parked on Frontage Road of less than 100 cars. According to these calculations, six days of overflow parking on Frontage Road could have been eliminated, and ten more days could be eliminated if there was a parking facility that could accommodate 100 cars or occupants of the 100 cars chose a different mode of transportation. It is important to note that this analysis captures a scenario in which the Town would be able to perfectly manage its parking supply, which is a highly difficult task to implement during the overflow days and would take significant resources. Historically, and as evident in the below analysis, if the town expanded parking supply by 200-400 spaces overflow parking would be reduced to the rarest occasions and certainly meet the previous goals of no more than 15 days of overflow on the Frontage Roads for each winter and summer seasons. Date Net Available Parking Spaces Cars Parked on Frontage Rd.Difference Saturday, 12/10/2022 269 179 -90 Saturday, 12/17/2022 272 175 -97 Wednesday, 12/28/2022 136 205 69 Thursday, 12/29/2022 159 216 57 Friday, 12/30/2022 164 187 23 Thursday, 01/05/2023 198 188 -10 Saturday, 01/07/2023 78 363 285 Thursday, 01/12/2023 180 161 -19 Sunday, 01/15/2023 254 394 140 Thursday, 01/19/2023 131 211 80 Saturday, 01/21/2023 151 321 170 Friday, 01/27/2023 125 149 24 Saturday, 01/28/2023 140 461 321 Friday, 02/03/2023 193 244 51 Saturday, 02/04/2023 167 359 192 Friday, 02/10/2023 150 337 187 Saturday, 02/11/2023 173 312 139 Friday, 02/17/2023 165 270 105 Thursday, 02/23/2023 169 214 45 Friday, 02/24/2023 170 163 -7 Saturday, 02/25/2023 73 541 468 Thursday, 03/02/2023 204 242 38 Friday, 03/03/2023 195 236 41 Saturday, 03/04/2023 110 342 232 Saturday, 03/11/2023 205 325 120 Monday, 03/13/2023 190 169 -21 Friday, 03/17/2023 162 212 50 Table 22: Frontage Road Overflow Parking Need (Winter 2022/2023) 206 159GO VAIL 2045 Highlights of Public Input on Parking In the first project survey (2022) respondents indicated that finding parking or passenger loading areas was one of the top four challenges with transportation in Vail today. In the second project survey (2023) respondents were asked about their support of potential strategies to address parking and loading strategies. For frontage road parking, 50% of respondents indicated they wish to see frontage road parking remain but with added improvements. The improvement to frontage road parking with the greatest support (65% of respondents) was the addition of sidewalks and crosswalks. The three concepts for increasing parking supply with the most support were: 1. Temporary parking lot between I-70 and Vail Resorts Maintenance Shop (47% of respondents supported this option) 2. Head-in parking along West Vail Fire Station (40% of respondents supported this option) 3. Diagonal parking at Ford Park along Frontage Road (40% of respondents supported this option) See Chapter 3 – Public Engagement for additional details on the public engagement process and results for Go Vail 2045. Recommendations In direct coordination with the existing conditions data and input received through public engagement, the following recommendations are organized by three main strategies, including managing overflow parking, expanding supply, and employing parking management strategies. MANAGING OVERFLOW PARKING Currently, when both Vail Village and Lionshead parking structures are full, vehicles are redirected to park on the 207 Chapter 08: Parking160 South Frontage Road, which is not designed to accommodate regular on-street parking (i.e., the shoulder is not currently striped to safely accommodate parallel parking, there are no pedestrian facilities to connect to final destinations, and there is no lighting). The Town of Vail can explore short- and long-term opportunities for managing overflow parking differently. Short-Term Opportunities Shift Overflow Parking Currently, overflow parking is located along the north side of the South Frontage Road, with the heaviest parking activity occurring directly across from Vail Village and Lionshead. Shifting overflow parking from its current location to east of the Vail Transportation Center, as displayed in Figure 86, can provide the following benefits: • Minimize pedestrian-vehicle conflicts in a heavily trafficked stretch of the South Frontage Road. • Eliminate pedestrian connectivity challenges of crossing busy four- and five- lane sections of the South Frontage Road when accessing Vail Village and Lionshead. • Disincentivizing waiting for the parking structures to fill. To further improve connectivity with this proposed location for overflow parking, the Town of Vail should consider shifting parking from the north side to the south side of the South Frontage Road. This would require additional improvements, such as lane shifts, lane widening, and sidewalk installation, however it would further eliminate crossing issues and improve the pedestrian level of comfort. Currently the overflow parking is on the north side of the South Frontage Road because there are multiple driveway and roadway access points on the south side which would severely limit parking areas. If overflow parking is shifted east of the Vail Transportation Center, there is more opportunity to shift the parking to the south side. This is also true if overflow parking is shifted west of Lionshead. Improve Pedestrian Facilities In places where overflow parking is expected to be maintained, improvements to pedestrian facilities can enhance safety, comfort, and accessibility. These improvements will include adding sidewalks, marked crosswalks, lighting, and signage. Although phasing out overflow parking is a long-term recommendation, these short-term improvements will connect people who park in overflow parking with their final destinations. Importantly, these improvements align with long- term multimodal goals, and can remain in place even if overflow parking is phased out, if installed in the appropriate locations. Any improvements to pedestrian facilities, whether they are directly or indirectly related to parking, should follow the recommendations set forth in Chapter 7 – Multimodal and displayed in Figure 65. These improvements recommend sidewalks along the south side of the South Frontage Road, so coordinated design of said improvements is critical. Consider Paid Parking on the Frontage Road In coordination with CDOT, the Town of Vail can consider the feasibility of paid parking on the Frontage Road in locations where overflow parking is anticipated to remain. This option would expand year- round parking supply and would provide clear parking opportunities for locals, employees, and visitors. This option would also, however, carry a high upfront investment along with ongoing administrative Source: Vail Daily 208 161GO VAIL 2045 costs. Such investments may include lane shifts, lane widening, enhancements to pedestrian facilities, lighting improvements, and enforcement measures. Further, the high costs directly related to creating paid parking spaces, such as the negotiation with CDOT and installation of payment terminals/ signage may be determined to be an inefficient use of resources if Frontage Road parking is reduced or eventually phased out. The enhancements to traffic calming, pedestrian facilities, and lighting improvements, however, would be good investments regardless of the fate of parking on Frontage Road. Long-Term Opportunities Phase Out Overflow Parking Overflow parking has proven to be a challenge for the Town of Vail, with goals to reduce the number of days each year that overflow parking must be used. Between the administrative challenges and inconvenient impacts on the user, it is recommended that overflow parking be phased out in the long term. Further, an analysis of the overflow parking days during the Winter 2022/2023 season (see Table ) indicated that more strategic parking management can significantly decrease the need for overflow parking, albeit a difficult task. The phasing out of overflow parking can be accomplished by aligning parking demand with existing supply of parking through incentivizing shifts to other travel modes. The newly formed EVTA is scheduled to begin a Fare Free Transit Zone from Vail to most of Eagle County. This alone may have the biggest impact on parking demand. Transitioning 10%-20% of guests/residents within the Fare Free Zone from driving and parking to using transit may reduce overflow parking days by 50% or more. Hopefully free, fast, and frequent transit will be incentive enough to enable this transition, but the Town should be prepared to further incentivize transit usage as needed. Provide Expanded Supply of Parking in Outlying Areas Increasing parking supply, as described in the following strategy, is a way to decrease the demand for overflow parking while providing sufficient parking options for those who need it. While this may reduce or eliminate overflow parking days, it also does not necessarily incentivize other parking management strategies, as these all need to work together and continue to provide a quality guest experience. Expanding Supply The locations identified in Table 23 are opportunities to expand the supply of parking in Vail with varying ease of implementation. These options include creating new formalized parking areas by resurfacing certain outlying locations and potential redevelopment to create parking areas. Large outlying park-n-ride lots outside the Town of Vail have not been identified as a part of this process and could be an option if an opportunity presented itself. However, as identified above, there are multiple opportunities within Vail Figure 85: Paid Parking Infrastructure Source: Vail Daily 209 Chapter 08: Parking162 Table 23: Identified Locations for Supply Expansion Opportunities to expand parking if necessary; and with the expansion of the RTA fare free zones, from Vail to Dotsero (See Transit Chapter), outlying lots may not be necessary and might be counterproductive to incentivizing transit from one’s local community. The parking recommendations that relate to specific geographic locations, including supply expansion opportunities, shifted Frontage Road overflow parking, and relevant Frontage Road multimodal improvements are displayed in Figure 86 . As the Town of Vail explores these locations for supply expansion, it is recommended that parking requirements for private and public developments ultimately encourage and contribute to alleviating parking issues. In conjunction with other mobility, climate, and stewardship goals, the goal is to design policies that ease parking demand and challenges. The expansion of the RTA fare free zone alone may significantly reduce parking demand. Coupled with other demand management strategies, the town may find supply expansion is unnecessary in the near term. However, if supply is ultimately necessary, multi-purpose parking solutions should be the priority. Other than combined multi-use developments, the preferred stand- alone option for parking expansion is angled South Frontage Road parking at Ford Park. This option provides a dual purpose need in summer and winter, being adjacent to Ford Park, and within walking distance of Vail Village (Figure 87). Other considerations for expanded parking are oversize vehicles. Currently oversize vehicles are directed to park west of the West Vail Fire Station. This has provided a short term solution but may not be the desired permanent solution. Oversize vehicle parking should be considered when expanding any parking supply and/or when discussing the management and operations of existing surface lots that can accommodate oversized vehicles such as Ford Park lots, top deck of LH parking structure, the Municipal lot, Donovan Park lot, and various trailhead parking lots. This topic is also discussed with regards to Special Events in Chapter 11. Location Necessary Action(s)Number of Additional Parking Spaces Estimated Cost Range North Frontage Road west of the West Vail Roundabout in CDOT ROW • Receive CDOT approval • Construct retaining wall • Add sidewalk • Pave shoulder • Stripe head-in parking 50-60 $750K – $1M Adjacent to Vail Resorts maintenance yard in CDOT I-70 ROW • 90% Design Complete • Requires Town Manager level discussion with CDOT/FHWA to address snow removal conflicts and other concerns • Is temporary until “Ever Vail” is developed 100, includes spaces for larger vehicles (springer vans, single unit RVs), and possible special event staging $2M – $2.5M Angled South Frontage Road parking at Ford Park • Confirm support by Ford Park user group • Update conceptual design • Install traffic calming elements • Receive CDOT approval • Dual purpose with Ford Park & Traffic Calming 100-200 $3M – $5M Civic Area Plan • Align with Civic Area Plan • Build underground parking facility adjacent to Lionshead Parking garage 200-400 $20M – $50M Ever Vail • Develop Ever Vail 400 (according to original, but currently expired, development entitlement) TBD Lions Ridge loop in West Vail • East of Timber Ridge development • Pave and stripe a parking lane • Restrict to no overnight parking • Target local/neighborhood traffic 50-80 $400K – $600K Town Hall Municipal Building • Align with redevelopment of this site TBD TBD 210 163GO VAIL 2045 Figure 86: Parking Recommendations Figure 87: Angled South Frontage Road parking at Ford Park 211 Chapter 08: Parking164 Employing Parking Management Strategies Beyond providing and enhancing regular and overflow parking supply, the Town of Vail can employ the following management strategies to influence mobility choices and encourage residents, employees, and guests clearly make informed decisions on where to park. IMPLEMENT WAYFINDING AND INFORMATION SHARING A near-term and high-impact parking management strategy is improving public awareness of resources like Vail’s real-time parking availability dashboard. There is an opportunity to explore the development of a smartphone application that shows guests real-time parking availability and pricing information, along with wayfinding assistance to make connections to available parking spaces more seamless. If private parking operators (e.g., hotels) are open to coordinating with the town, private parking space locations and pricing could also be shown on the app. Currently, ParkMobile, SpotHero, and Waze are applications that other towns and cities have partnered with to provide real- time availability updates, pricing information, and a method to reserve parking spots. Also, Spot Surfer is a local parking application that has recently arrived and allows private residents, hotels, and others to offer parking spaces similar to short-term rentals. Like any other application that may be used as an official partner of the Town of Vail, policies surrounding how parking spaces are rented out may need to be put in place to ensure the proper use of the app. As described in Chapter 9, the Town of Vail should consider how sharing information about parking may be integrated into other Mobility as a Service (MaaS) technology. EXPLORE PRICING ADJUSTMENTS Given that the Town of Vail revised parking rates as recently as 2022, it is not recommended any changes be made at this time. Future considerations for adjustments to pricing could include the options depicted in Table 24, which have associated benefits and challenges to implementation. Table 24: Benefits and Challenges of Pricing Adjustments Pricing Adjustment Options Benefits Challenges Revisit parking pass structure • Accommodates shifts in demand, specifically for employees, Eagle County locals and Vail locals who may choose to utilize other modes. • Educating the public on any changes will require Town resources. • May not be as effective as other pricing adjustments as it responds to mode shifts rather than encourages them. Simplify parking rates with flat fees on entry • Less Town resources spent on administering and enforcing all the different parking durations and behaviors. • Encourages people to weigh the benefits of traveling by modes other than private vehicles. • Less benefit to the people who park for a shorter amount of time but will still pay the same price as those who park for the full day. Utilize timed entry system for full-day parking (Reservations) • Disperses demand and optimizes parking space utilization, especially on typical overflow days. • Reduces congestion as people cruise while trying to find parking • High administrative costs • Difficult to enforce without intense Town resources • Difficult to communicate to the public, especially those who may be traveling from out-of-state. • Loss of flexibility for those who may change their visitation plans Summer paid parking • Improves management of the growing demand for parking in the summer • Incentivizes alternative modes all year long • Increased Town resources on a year-round basis Revisit free parking window • By either reducing or eliminating the free window, the public is encouraged to weigh the benefits of traveling by modes other than private vehicles. • Shifts parking demand to areas with cheaper parking options. • Can better align parking goals with other town-wide transportation, climate, and stewardship goals. • May create frustration for those who rely on the free window for short- term parking. 212 165GO VAIL 2045 ENCOURAGE CARPOOLING During the winter 2022/2023 field observations, it was found that a high share of vehicles utilizing the Vail Village and Lionshead structures had two or more occupants, suggesting that carpooling is already occurring without a formal carpool program. To further encourage carpooling, the town can consider designating convenient spaces for carpool vehicles, offering discounts on parking passes for carpool vehicles, facilitating carpooling by advertising opportunities to carpool. Since almost 50% of vehicles have three or more occupants, a high occupant load would be necessary to create a successful carpool program. This high occupant load may also require people from multiple households within one vehicle to be successful, which may be difficult to communicate, reward, and enforce. Conversely, the Ford Park parking lot had a high percentage of single occupant vehicles during the field observations, likely due to a high usage by employees, and could benefit from carpooling incentives of at least two or more vehicle occupants. ENFORCE PARKING FINES The current parking fine structure has not been adjusted recently. It is recommended that the Town of Vail study the current fine structure to determine if updates are needed to set the fines at an appropriate level for discouraging illegal parking, such as parking on the Frontage Road when it is prohibited and occupying more than one parking space (not parking within the designated lines). TRACK PERFORMANCE The town can consider implementing a parking survey, like what was deployed during the winter 2022/2023 season, on an annual basis to understand the experiences of guests using Vail parking facilities. This effort could be paired with an obtaining improved standardized statistic reports from the town’s parking vendor to pair the qualitative feedback from the survey with better empirical data on parking behavior. In addition, the town could explore a performance tracking system that measures metrics like the share of single occupant vehicles using Vail parking structures or the share of vehicles utilizing Vail parking structures that originate from within Vail/Eagle County vs. originating from Summit County and the Front Range. INCENTIVIZE SHARED TRAVEL With the upcoming Eagle Valley Transit Authority and planned service increases to Vail, there will be an opportunity to shift more driving trips that originate in jurisdictions like Avon, Eagle, Edwards, and outside of Eagle County (such as Lake County) onto transit. The town can advertise updates on EVTA service as additional transit opportunities become available. The origin-destination analysis conducted for understanding where vehicles parking in the Vail Village and Lionshead parking structures originate from (during the Winter 2022/2023 season) showed that a high share of vehicles parking in both structures originate either from within Vail or from communities west of Vail (Figure 82). This suggests there is a significant opportunity to reduce parking demand by shifting these local trips onto transit. The impact of having improved transit and other modes capture 10% of the trips originating from within Vail or communities west of Vail can result in the availability of 200 spaces, which would significantly reduce the number of overflow days without needing to expand parking supply. 213 Chapter 08: Parking166 The town should make efforts to better understand how parking passes are being used, who uses them from where and/or how they are shared. This analysis may help the town to better incentivize such users to take transit, especially if those users are within a Fare-Free transit zone or future micro-transit zone (See Transit Chapter). • Are short term rentals, purchasing passes, and allowing renters to use a pass? And could there be an effort to target short term renters to utilize transit/micro-transit? • Are employers sharing passes amongst employees? Can some of that usage transfer to transit? ADVOCATE FOR REGIONAL TRANSIT IMPROVEMENTS In addition to the recommendations to regional transit in Chapter 7, the Town of Vail can promote Bustang and Pegasus service enhancements to address both travel from Summit County and the Front Range. Table 25: Summary of Parking Management Recommendations Strategy Recommendation Phasing Cost (Qualitative) Cost (Quantitative)Goals Addressed Managing Overflow Parking Improve Pedestrian Facilities (sidewalks, lighting, crosswalks) Short-Term $-$$$$3.5M-$10M Multimodal Options, Climate/ Quality of Life, Access, Safety Shift Overflow Parking East of VTC Short-Term $-$$$$250K-$20M Access, Safety Consider Paid Parking on the Frontage Road (with or without pedestrian improvements) Short-Term $$100K-$500K Multimodal Options, Innovation Phase Out Overflow Parking (in combination with other strategies) Long-Term $$None Multimodal Options, Climate/ Quality of Life Expanding Supply Explore Opportunities at Seven Identified Locations Mid/Long- Term $-$$$ If all is implemented (which is doubtful/ unnecessary), $26M-$59M. Multimodal Options, Equity, Access Employing Parking Management Strategies Implement Wayfinding and Information Sharing through a parking app (coordinated with private parking space locations). Short-Term $$100K-$200K Multimodal Options, Equity, Access, Innovation Explore Pricing Adjustments Mid-Term $$100K-$200K per year Climate/Quality of Life Encourage Carpooling Short-Term $$45K per year Multimodal Options, Climate/ Quality of Life Enforce Parking Fines Short-Term $$50K per year Access Track Performance Short-Term $ $25K-$50K per year Innovation Incentivize Shared Travel Short-Term $$50K per year Multimodal Options, Climate/ Quality of Life Advocate for Regional Transit Improvements Short-Term $$10K per year Multimodal Options, Climate/ Quality of Life 214 167GO VAIL 2045 215 Chapter 09: Technology168 TechnologyChapter 09. 216 169GO VAIL 2045 The transportation sector is one of the planning sectors most affected by technological innovations. Since the last Transportation Master Plan Update in 2009, several emerging transportation trends have arisen in Vail, including electric vehicles and corresponding infrastructure, micromobility, shared mobility, and advanced transit enhancements. As transportation technology continues to rapidly develop, the Town of Vail is proactively looking to the future to prepare for and determine the type of technologies the Town should integrate into its transportation system. This chapter will discuss emerging technologies that have the potential to create the largest impact on the mobility sector and how the Town of Vail can assess which technologies are best suited for the Town’s unique conditions. While many of these technologies are in the infancy of development, others are being piloted across the globe. What remains true is that before these trends become widely adopted, there needs to be an understanding and support for these emerging trends. 217 Chapter 09: Technology170 MULTIMODAL OPTIONS Promote the use of alternative modes of transportation by developing and deploying innovative technologies that provide a seamless user experience and increase the number of transportation options available to residents and visitors of Vail. EQUITY Utilize technology to inform residents and visitors about the variety of transportation options available to reach a destination. CLIMATE/QUALITY OF LIFE Encourage residents and visitors to use active transportation, such as walking, biking, and public transit by providing incentives that can lead to reducing pollution, congestion, and ultimately create a more livable community. ACCESS Prepare town infrastructure to accommodate emerging alternative fuel vehicles and technology that expands access. INNOVATION Gather data and use it to improve transportation planning and decision- making. SAFETY Deploy data collection technology (cameras, sensors, etc.) at key intersections and corridors. Assess data collected to inform decisions about safety improvements. TECHNOLOGY OVERARCHING GOALS 218 171GO VAIL 2045 Although the widespread adoption of Autonomous Vehicles (AVs) is yet to materialize in the consumer market, experts predict that AVs could account for 60%-80% of all vehicles by 2050.1 The widespread use of AVs has the potential to transform travel patterns, land use patterns, and safety and reliability. The anticipated impact of AVs on city infrastructure includes a reduced need for designated parking areas, an increased demand for loading/ unloading zones, and a requirement for more connected vehicle infrastructure to ensure seamless interaction between AVs and the surrounding built environment. Additionally, forecasts show that AVs can lead to substantial increases in vehicle travel and decreases in transit ridership as vehicle travel convenience increases and vehicle travel costs (both time and money) decline. These implications can affect the way a city decides to develop and invest in capital infrastructure. When more people have the freedom to access more places Vehicle Miles Traveled (VMT) also grows. More vehicles on roadways lead to increased traffic congestion which comes with additional challenges. Vail, an already sought-after destination, will now become easier to get to via an AV. To mitigate the expected increase in VMT, Vail can begin establishing technology driven TDM strategies to offset the VMT increases AVs will bring. Public agencies can reverse these VMT gains through regulatory action, increasing transit competitiveness by providing incentives for alternative modes of transportation and increasing the cost of vehicle travel. These actions are examples of ways that municipalities can intentionally mitigate these negative outcomes of AV travel. Vail must consider how AVs will impact local traffic conditions and parking demand and how to best manage more vehicles in its town and roadways. AV Pilots AV pilots have occurred in many cities across the world for various use cases to evaluate opportunities to integrate AVs positively. While the majority are happening in urban contexts that are not representative of Vail’s terrain and environmental conditions, there have been other representative projects. San Francisco was chosen because of the steep terrain and the many pilots occurring on actual streets. There are valuable lessons learned from this context. Yellowstone National Park recently piloted an autonomous shuttle system that is representative of a tourist destination with unpredictable weather. Finally, the Val Thorens Ski Resort in France piloted an autonomous shuttle service that has very similar weather patterns to Vail. AV Technology in Public Transit & Freight AV deployments are more likely to occur sooner in goods transportation and public transportation than in personal vehicles due to the technology's better suitability for shorter, pre-set routes. The ongoing transit driver shortage may accelerate investments in AV technologies for public transportation, while TNCs are already introducing autonomous rides in select cities. Autonomous semi- trucks are also being evaluated, and Vail's existing last-mile freight delivery practices could facilitate integration of this technology by using autonomous vehicles for delivery once the technology matures. 1 Fehr & Peers https://www. fehrandpeers.com/wp-content/ uploads/2020/01/Milam_Islam_ Johnson_Fong_Donkor_Xu_AV- Modeling_TRB_2020.pdf Emerging Trends AUTONOMOUS VEHICLES (AVS) 219 Chapter 09: Technology172 AV Policies Vail can begin to identify policies in the short term. It is a great opportunity to identify policies around AVs before their proliferation. Policies can help ensure that AVs move the Town towards meeting its safety and sustainability goals. Policies to consider include: • Pricing mechanisms – congestion charging, vehicle miles traveled (VMT) (or passenger miles traveled) fees to incentivize environmentally cleaner transportation modes. Drop-off/ Pick-up fees that are charged when dropped off in certain areas of Vail or during certain times through a ride-share app. These are fees that riders pay, including tunnel and bridge tolls, local government taxes such as sales tax, and other fees a city or state requires riders to pay. • Roadway regulations – restrict AV use to certain areas/zones. Vail could restrict autonomous vehicles to designated park and ride facilities and users could take transit or a shuttle to destinations. • Transit supportive policies – upgrade transit maintenance facility to support AV technology and determine the best routes for autonomous pilots. • Land use policies – Determine best locations to expand and/or modify current drop-off/pick-up locations to optimize expected increase in these types of trips. ALTERNATIVE FUEL VEHICLES (AFVS) Alternative fuel vehicles (AFVs) are powered by fuels other than traditional petroleum-based fuels. Vail is well-positioned to expand alternative fuel vehicle (AFV) infrastructure due to its location along Interstate 70, a designated Alternative Fuel Corridor (AFC). An AFC is a federally recognized corridor that supports the national network of alternatively fueled vehicles. With the nationwide push for electric vehicle (EV) infrastructure and the proximity to the AFC, Vail is a prime candidate for EV infrastructure expansion. Additionally, Vail’s status as a destination town means many visitors with EVs will rely on charging while they spend time skiing, shopping, or exploring Vail amenities. To prepare for the growing demand for EV charging infrastructure, Vail should prioritize site planning for charging locations, increase signage on the interstate and around town regarding charger locations and availability, and work with utility companies to ensure the distribution network can manage the increased demand, as documented in the Electric Vehicle Readiness Plan (2023). Vail should also investigate the interoperability of EV chargers, which can be powered by solar and use battery storage to provide a more reliable source of electricity. Wireless charging technology, which uses electromagnetic fields to transfer energy without a physical connector, could further expand charging options by allowing existing parking spaces to be retrofitted. In the short term, Vail should prioritize transportation electrification as the primary alternative fuel and can apply for funding opportunities to transition its fleet vehicles to cleaner fuels. However, in the long term, Vail should consider investing in hydrogen fuel infrastructure if Colorado signals a desire to make hydrogen a more prominent fuel source. If the Town of Vail foresees it would be advantageous to construct or partner to build a truck fueling station, then hydrogen could be an applicable alternative fueling source. Municipalities should also look to cities that have already started to invest in hydrogen fuel infrastructure for guidance, such as Salt Lake City, Utah where investments in hydrogen hubs have begun and in Fort Collins, CO where CSU Fort Collins won a grant to plan and build a network of hydrogen fueling stations along the I-25 corridor. 220 173GO VAIL 2045 Intelligent Transportation Systems (ITS) apply a variety of technologies to monitor, evaluate, and manage transportation systems to enhance efficiency and safety. It is also a catchall term that many other trends fall under such as connected vehicles. The most found ITS devices being used today include 1) calling for emergency services when an accident occurs; 2) detecting extreme weather conditions and relaying the information through digital billboards or devices; 3) enforcing traffic laws using cameras; and 4) installing signs for speed limit changes on highways. Now, 5G networks and artificial intelligence (AI) can allow for more integrative and smarter devices. Connected vehicle (CV) technologies enable safe, wireless communication between infrastructure (such as smart light poles), personal devices, and other vehicles. Recently, the Federal Communications Center (FCC) announced the permitting of C-V2X (Cellular vehicle to everything). This is a new differentiation in how CV technology can be adapted. Previously, Dedicated Short Range Communication (DSRC) was how communication would be transmitted before the optimization of cellular technology. Other advancements, such as 5G networks work in favor of cellular communication. The FCC has now clarified that car manufacturers can include cellular communication devices in new cars, and agencies now have the green light to add matching CV infrastructure at intersections. CONNECTED VEHICLES (CVs) INTELLIGENT TRANSPORTATION SYSTEMS (ITS) TECH DRIVEN TDM STRATEGY By relaying real-time traffic information, ITS can help people make informed decisions on how to travel to avoid congested roads. Source: FHWA Source: Cubic Telecom 221 Chapter 09: Technology174 Vail has made significant advances in this sector with the RideVail Transit intelligent system. This system allows residents and visitors to view the location and current capacity level of buses through the ride.vail.gov website. This enables users to better plan their trips and make seamless first/last mile connections. Cradlepoint wireless edge routers on each bus transmit location-based data and provide Wi-Fi access for passengers using an SD- WAN (software-defined wide area network) architecture. Telematics is a combination of telecommunications and informatics, which involves the use of electronic devices to collect and transmit data. In the context of smart public transportation, telematics plays a crucial role in enhancing efficiency, reliability, and safety. ViriCiti is Vail’s telematic system, which in addition to real-time tracking of busses helps monitor the performance of the electric busses. The next step for public transit in Vail can include Mobility-as-a-Service (MaaS) models. With MaaS, public transit systems can provide a singular application that allows riders to plan a trip across the city using multimodal transport options to find parking availability and pricing, bus routes and times, and shared bikes. SMART PUBLIC TRANSPORTATION TECH DRIVEN TDM STRATEGY By improving travel times and making it easier for people to use transit, Smart Public Transportation can incentivize more people to take transit rather than relying on vehicles. 222 175GO VAIL 2045 DRONE DELIVERY SERVICES Table 26: Emerging Technology Trends Action Plan Emerging Technology Trend Likelihood of Deployment in Vail by 2045 Address Monitor Study Trend 1: Autonomous Vehicles Medium Trend 2: Alternative Fuel Vehicles High1 Trend 3: ITS Devices Medium Trend 4: Connected Vehicles Medium/High Trend 5: Smart Public Transportation High Trend 6: Drone Delivery Services Medium 1 Unmanned automated drone delivery involves the use of drones to deliver goods and services to customers without the need for human intervention. Amazon and other companies have been trialing drone deliveries in cities in California and Texas since 2022. These delivery services are offered in flying or rolling drones. As delivery services such as Amazon and Door Dash have risen in popularity, more vehicles entered the roadways to make these deliveries. Automated drone technology can alleviate some of the congestion by making deliveries using vehicles that demand less space on roadways. However, considerations for Vail are the terrain and winter weather that could make this technology difficult to navigate. If there are peak delivery services in summer that contribute to congestion on roadways, then this could be a seasonal choice that focuses on key areas within Vail to make these types of deliveries. The Town of Vail should continue to research and stay up to date on the following: • Drone Policies (e.g., How, When, Where, If they can fly around Vail) • Permitting & Licensing • Local control of Commerce Laws An action plan was developed for the Town of Vail to evaluate how to tackle the emerging trends. TECH DRIVEN TDM STRATEGY Drone deliveries can help to reduce traffic congestion by removing the need for delivery vehicles to travel on roads. 1. Study = This emerging technology is in early development, continue to study how it progresses 2. Monitor = Other jurisdictions that are piloting this technology, monitor the project’s implementation and follow up with the corresponding city. 3. Address = This technology is beginning to be implemented and jurisdictions can begin to prepare for implementation. Short-term action items can be initiated to prepare Vail for successful integration shown in Table . 2“High” in reference to electric vehicles. Other alternative fueling technology is rated “Medium” 223 Chapter 09: Technology176 Data can provide valuable information for the Town of Vail to inform future investments. However, large amounts of data can be overwhelming, expensive, and tedious to collect. Emerging data collection technologies can streamline the collection of a multitude of data from diverse data sources. This data can be used to create new opportunities in dynamic traffic management, as well as other aspects of traffic simulation and prediction. AI is continually being used to make data processing faster and more reliable than ever before. The following data collection technologies include: • Big Data Analytics – Vail can leverage big data from various sources, including traffic cameras, cell phones, transportation apps, connected vehicles, and sensors, to improve its transportation system. By analyzing this data, Vail can utilize big data analytics to advance transportation by analyzing traffic patterns, optimizing public transit, managing parking, predicting maintenance needs, providing demand-responsive transportation, improving safety, promoting equity, planning and modeling future transportation systems. • Fleet Management Apps – Fleet management apps can optimize routes, manage curbside reservations, and locate parking spaces for Vail’s fleet vehicles. These apps can enhance efficiency and safety for Vail’s fleet operations. • Geolocation Services – Geolocation services can help Vail facilitate shared mobility services, such as scooters and bikes. By analyzing GPS data from travel time runs and historical average travel times, Vail can better understand demand patterns and prepare for future service needs in new fleet vehicles and snowplows. • Sensors – Sensor technology is crucial for data collection in Vehicle-to-Vehicle (V2V) and Vehicle-to-Infrastructure (V2I) communications. Vail can utilize sensor data to dynamically adjust paid parking rates, signal timing, and other operational information in real-time. Sensor technology is essential for implementing several emerging technology trends in Vail. Many different companies can deliver these types of technologies, however, due to market forces in this emerging marketplace, there is a high rate of new entries and exits into the market. It is recommended that before choosing a company to partner with, the Town of Vail should consider evaluating pilot projects the companies have completed, talk to the pilot cities, and ensure the firms are reliable partners. DATA COLLECTION TECHNOLOGY 224 177GO VAIL 2045 TECH-DRIVEN TDM STRATEGIES Technology-driven TDM strategies are tools that can be used to enhance this progress and reach a larger demographic. The goal is to make alternative transportation modes more convenient with better access therefore municipalities can offer appropriate solutions based on real-time transportation demand. By using technology driven TDM strategies, municipalities can tailor to the specific needs of individuals and the community which can lead to improved alternative mode usage. Examples of TDM strategies that Vail can consider that are technology-driven are: • Advanced Travel Information Systems (ATIS) – Systems that provide real-time information to travelers about traffic conditions, transit schedules, and other transportation options. ATIS can be used to help travelers make more informed travel decisions and choose the most efficient and sustainable way to get around. This information could be placed at bus stops, on I-70, and at key locations where users are making decisions about their mode and route. • Advanced Parking Management Systems (AMPS) – Type of technology uses sensors, cameras, and other devices to track the availability of parking spaces in real-time. This information can more efficiently and safely direct drivers to available parking garages and spaces within that garage to reduce cruising for parking. • Advanced Technologies for Transit – Many new tools can be used by public transit agencies to address the real and perceived concerns about transit convenience, reliability, and safety. Passengers can access the provision of real-time wait time information at transit stops and stations. This information can be displayed on signs, apps, and other devices, which can help passengers plan their trips and track the arrival of vehicles. This information should be included at all planned mobility hubs and considered at bus stops as well. • Dynamic Real-Time Shared-Mobility Systems – The type of technology uses sensors, cameras, and other devices to track the availability of shared mobility vehicles in real-time. This information can be used to direct users to available vehicles, optimize the use of vehicles, and improve traffic flow. Many of these concepts were discussed in the emerging trends section. How these concepts and trends come together is through Mobility as a Service (MaaS). MaaS is a major consideration in how to deliver technology driven TDM strategies in Vail. Since MaaS incorporates emerging trends that are TDM strategies the concept is evaluated. Source: CAME 225 Chapter 09: Technology178 Mobility as a Service (MaaS) is a concept that integrates various transportation options into a single, comprehensive, and on-demand mobility service. It offers users the added value of accessing mobility through a single application and a single payment channel, eliminating the need for multiple ticketing and payment operations. MaaS providers typically host a diverse menu of transport options, including public transport, active modes such as walking and cycling, ride/car/bike-sharing, taxi, and car rental or lease. This integrated approach aims to reduce car ownership, enhance transportation accessibility, and promote sustainable mobility practices. The adoption of a MaaS platform would be a suitable TDM strategy for the Town of Vail. By integrating the available but fragmented transportation services into one platform, users can experience a seamless travel experience without having to drive a car. MaaS establishes a simplified link between users and transportation services, thus minimizing the inefficiencies and additional costs of users having to navigate between multiple providers. With the considerable amount of existing transportation services that have been implemented in Vail, the town has the advantage of establishing a MaaS system. This whole integration of MaaS would need to engage multiple stakeholders: • Transit service providers and transit operators • MaaS operators and integrators • IT system providers • Customers • Local and regional authorities MOBILITY AS A SERVICE 226 179GO VAIL 2045 E-BIKE SHARE ADVANCEMENTS The Town of Vail currently operates an e-bikeshare program aimed at providing more convenient and eco-friendly transportation options in the community. The e-bike share system provides residents and visitors with a convenient and sustainable way to get around town for shorter trips. For visitors, renting a bike may be more convenient than transporting a personal bike and allows for mobility freedom when visiting. The program has been successful and has led to a reduction of 8.68 metric tons of greenhouse gas emissions.1 Due to the success of the program, it is expanding to include a total of 81 e-bikes at 16 stations across Vail. Continuing to evaluate ridership data of the e-bikeshare system over the coming years will help inform if there is a need for additional micro-mobility options in the city in the form of adding more bike share stations where needed. In Vail, micromobility is primarily suitable during the summer, with winter exposing limitations. An emerging solution to overcome cold weather challenges is “mini-mobility,” encompassing three or four-wheeled electric vehicles fitting one to two persons. Mini-mobility vehicles, offering greater convenience, comfort, and weather protection compared to e-scooters and bicycles, are well-suited for short-distance trips in urban or small-town settings. They provide extended storage and accommodate two passengers, resembling enclosed golf carts used in some communities for weather protection. 3 https://www.vaildaily.com/news/shift-e-bike-regional-program-off-to-a-good-start-in-inaugural-summer/ 227 Chapter 09: Technology180 181GO VAIL 2045 Table 27: A Summary of Next Steps Topic Action/Next Steps Detail Phasing Project Type Opinion off Costs Preparing for Autonomous Vehicles (AVs) Adopt AV policies that outline how Vail intends to interact with AVs in the future This involves coordinating between organizations/agencies, developing policies, conducting research, and engaging communities Short-term Planning/Policy $5,000 – $50,000 Incorporate the identified TDM Strategies in the Technology and Multimodal Chapters Start implementing technology-driven transportation demand management (TDM) strategies now to offset the expected increase in vehicle miles traveled (VMT) AVs. Short-term- Long-term Planning/Policy $$-$$$$ Assess feasibility, planning, executing, and/or evaluating pilot projects In preparation for the potential adoption of AVs, the Town should conduct a comprehensive evaluation to assess their performance, safety implications, public perception, regulatory requirements, and potential economic benefits."Short-term Planning/Policy $50, $150,000 Determine data needs, establish data sharing standards for different stakeholders (i.e., agencies and technology providers), strengthen privacy protections Develop “AV ready” street design guidelines, incorporate “smart technologies,” implement curbside management strategies, and rethink parking Medium- term Planning/Policy and Capital $$$ Alternative Fuel Vehicles (AFVs) Refer to EV Readiness Plan for specific implementation steps To prepare for wider EV adoption, the Town needs to increase the amount of publicly available chargers and add increased awareness by adding signage. Short-term Capital Varies depending on if grant funding is awarded Apply for grant funding opportunities to expand EV charging network and town fleet conversion The I-70 is a designated alternative fuel corridor, which brings additional funding opportunities for the Town to take advantage of to expand the charging infrastructure network. Short-term Planning/Policy Varies depending on if grant funding is awarded Refer to EV Readiness Plan for specific implementation steps Convert town fleet to electric to support the State’s 2030 light-duty vehicle goals and enable travel statewide in EVs Medium- term Capital $$$ Intelligent Transportation Systems (ITS) Re-engage BOSCH or another company to determine if long-term implementation is cost-effective AI cameras can decipher between vehicles, pedestrians, and bicyclists to alert drivers with the outfitted technology if a crash is about to occur Short-term Planning/Policy $20,000 – $100,000 Evaluate the application of ITS technologies to streamline enforcement, as discussed in the Traffic Calming section of the TMP LiDar (Light Detection and Ranging) scanner, infrared sensor, weather probe, and sound detector can measure pedestrian and traffic counts, air quality, odd noises, and vehicles turning in the wrong direction Utilize AVIS when initial changes to posted speed limits are initially made. Short-term Planning/Policy $5,000- $20,000 per sensor Develop an AI video camera network The camera network should include major intersections, roadway segments, and locations of routine congestion. The network could also be expanded to monitor parking facilities and trails. An adopted Personally Identifiable Information (PII) and data management policy should be included to address privacy concerns. The integration of AI features to help manage the data is an aspect that should be incorporated in a new system or upgrades. Medium- term Capital $$$ Connected Vehicles Pilot Pedestrian in Signalized Crosswalk Warning (Transit) Application Pilot at Vail Road and S Frontage Road Roundabout Short-term Capital $350.000 Coordinate with CDOT on connected vehicle technology installed on I-70 to ensure seamless integration with C-V2X technology CDOT is deploying roadside infrastructure to leverage the benefits of connected vehicles throughout the state, with plans to deploy over 400 miles of Colorado's roadways with CV technology. Short-term Planning/Policy *Associated staff time Develop a system to support the operations of connected vehicles and transit to connected infrastructure Identify compatible technology with Syncromatics (CV technology (V2I)) devices and explore opportunities to integrate connected infrastructure technologies that relay critical real-time information from our infrastructure to vehicles . This technology has the potential to prevent a significant number of crashes and enhance the safety of the transportation system. Long-term Capital $$$$ Smart Public Transportation Educate guests on use of RideVail and any future enhanced apps Education campaign to promote the benefits and ease of public transit Short-term Planning/Policy $10,000 – $50,000 Conduct a comparative analysis of other pilot programs for autonomous transit/ shuttle programs.The potential route should be short, flat-terrain, and not have too many obstacles. Examples include: Medium- term Planning/Policy and Capital $$$ Drone Delivery Services Implement Findings from an evaluation of the Loading & Delivery Pilot Program Refer to the Loading & Delivery chapter for next steps specifics Short-term Planning/Policy *Associated staff time Develop policy if unmanned aerial drones will be permittable in Vail and if so, in what locations Vail can control the location of drone operating centers through land use regulations. In addition, Vail can also address delivery drone policy through noise and privacy regulation. Medium- term Planning/Policy $ Evaluate drone air delivery pilot programs as alternative or supplemental delivery service in Vail Village Limiting drone air delivery to Vail Village could be a first step as a pilot program to determine future policy Medium- term Planning/Policy $ Data Collection Technology Continue to hone and standardize data collection methodology and synthesis in areas such as bicycle/pedestrian counts, speed, and crashes. Emerging data collection technologies can streamline the collection of a multitude of data from diverse data sources. Evaluate pilot projects data technology vendor/company has completed, talk to the pilot cities, and ensure the firms are reliable partners. Short-term Planning/Policy *Associated staff time Technology- Driven TDM Strategies Determine MaaS feasibility Determine internally if MaaS is a platform that Vail intends to implement. If so, begin to coordinate with stakeholders and ensure technology infrastructure to support its development.Short-term Planning/Policy *Associated staff time E-Bike Share Advancements Evaluate metrics of e-bikeshare and community desire for programs Evaluate the impact of the e-bikeshare program to determine if additional mobility services are required to meet summer demand and if other mobility options are required in the winter. Refer to Bike & Ped chapter for data collection technology Short-term Planning/Policy *Associated staff time $ = Thousands $$ = Tens of Thousands $$$ = Hundreds of Thousands $$$$ = Millions 228 Chapter 10: Loading & Delivery182 Loading and Delivery Chapter 10. 229 183GO VAIL 2045 The Town of Vail launched an E‑Vail Courier delivery pilot program in November 2021, which ran until September 30, 2022. In July 2022, the Town’s Loading and Delivery Working Group recommended to Town Council the codification and long-term implementation of the pilot based on the success and sustainability of the pilot. Council adopted the long‑ term implementation of the delivery program, which has now been operating on a permanent basis from October 1, 2022, to today. The E‑Vail Courier Program is a delivery system that addresses pedestrian safety issues of delivery vehicles conflicting with people walking within Vail Village by acting as a first and last mile connection for deliveries. The program provides for the coordinated and efficient delivery of commercial goods in Vail Village while reducing conflicts caused by larger delivery vehicles within the pedestrian‑only areas in Vail Village. The program consists of an underground loading facility, where all deliveries to Vail Village drop off their goods. The program then uses electric carts to make deliveries from the Mountain Plaza loading dock to storefronts in Vail Village’s pedestrian area while strictly limiting access by other vehicles. Each participating vendor and merchant pays a fee to help offset the costs of the program, and the town subsidizes the remainder. Small couriers are still allowed to travel into the Village directly. 230 Chapter 10: Loading & Delivery184 Over the 2.5 year life of the program, it has been successful from both qualitatively and quantitatively. Qualitatively, the program has been noted as successful from both businesses, guests, owners, hotels, and delivery companies. Guests have been very pleased with the lack of vehicles in the Village, and even more support has been expressed for the closure of Bridge Street. The program has evolved since it launched in 2021 to expand based on the number of involved businesses and couriers. This includes a shift in priorities, such as timely delivery of perishable foods. Quantitatively, as of May 2022, the program was operating with 1 dockmaster, 4 delivery drivers and 2 low speed electric vehicles (LSEV’s). The program is servicing 40 businesses which is a total of 18 trucks. The program has expanded to include deliveries to businesses on E. Meadow Dr.. Christmas week had the highest volume of goods when the program delivered 26,000 pounds of goods and 90 kegs in one day. Currently the program is averaging between 30,000 and 40,000 pounds a day with busy days topping 60,000. On Thursdays alone, the program delivers 20,000 pounds of kegs into the village. The pounds of goods translate into $30,000 to $50,000 worth of products with heavy days topping $70,000. The staffing and infrastructure have proven sufficient to handle the current volume. As of May 2022, the data collected indicates that on average, approximately 35,000 pounds of goods are coming into the Village each day. As indicated above, the program is servicing 18 trucks, which is approximately 40% of the overall volume coming into the Village. In April 2023, 106 West reported a total of 47 trucks of various sizes for a total of 139 trips into vail village that use the village per week. 106 West reported that this data was consistent with the volumes in Spring 2024 as well. 9 TRACTOR TRAILERS (32FT – 48FT) • one of these comes 6 days a week • 3 come 5 days a week. • 3 come 2 days a week. • 2 come various days, on average it is 3 days a week. 29 BOX TRUCKS (12FT – 30 FT) • 5 come 6 days a week • 5 come 3 days a week • 13 come 2 days a week • 6 come 1 day a week 9 CARGO VANS • 1 comes 7 days a week • 1 comes 6 days a week • 1 comes 5 days a week • 5 come 2 days a week • 1 comes one day a week 231 Next Steps Based on the success of the program, Town Council and stakeholders agree that it should continue operating and evolve as needed to address any concerns that arise from users. The Town should consider how to expand the program in order to include trash and recycling services. 185GO VAIL 2045 232 Chapter 11: Special Events186 Special Events Chapter 11. Photo Source: Paddling Magazine 233 187GO VAIL 2045 The Town of Vail, like most resort-oriented communities, hosts special events throughout the year. Special events are important features from an economic development perspective, which benefits the community from a revenue standpoint. Special events also provide entertainment or unique opportunities to locals and visitors alike. The special events in Town range from small, family‑oriented events such as holiday Santa visits to the GoPro Mountain Games. Most of the special events in Vail are during the summer months. There is not as much “competition” for parking during summer months. There are few winter events in Town. According to the Town’s Special Event Coordinator, most events during the winter are on‑mountain and are hosted by the ski company. The Town hosts a website that lists all special events throughout the year. 234 Chapter 10: Loading & Delivery188 There are many departments within the Town that work together to make special events successful. These include public safety, transit, parking, streets, and the special events coordinator. Years of experience hosting, along with well- versed internal communication, has led to smooth, successful events. One example of a strong internal communication tactic is that the various staff involved in special events have a meeting after the event to share lessons learned. Based on conversations with Town staff, these events can be quite burdensome at the staff level, including emergency response, public works conducting cleanup, to transit and parking. However, the events rarely engage with CDOT regarding heavy traffic and congestion on I70. Events are generally small enough to where there are not parking or congestion issues within Town. The few larger events along with the weekend farmer’s markets do create spillover parking along the frontage road. The events at the ski area, such as races, are held on the resort property and have a minimal impact on traffic and parking in Town. The largest annual special event is the GoPro Mountain Games. It is a four-day sports-oriented festival held in Town every June. There are up to 90,000 attendees over the event period. The event includes around a dozen sporting events, music at the Gerald Ford Amphitheater, and other activities. All the activities are spread out throughout Town. There is also a Farmer’s Market & Art Show during summer months. There are over 100 vendors registered. It is held on 17 weekends per year. The event, while popular, does not require significant effort in large part because the vendors are there for all 17 weekends and have their routines for parking and access early in the season. Special event sponsors are responsible for permitting, set up, and tear-down. Town staff tend to provide support such as trash pickup, temporary fencing, and other ancillary items. Town staff prefer to keep this division of duties intact: sponsors have the best understanding of their own equipment and arrangements, while Town staff provide essential logistics. From a long-term planning perspective, there is a desire to develop a more permanent staging area for events that include loading/ unloading. Currently, the special event providers often use the soccer field for staging. This plan recommends that the Town explore the programming needs, and location, of a more permanent staging location, especially in light of the loss of the Vail Village Loading Facility and Lionshead Charter Bus Lot. Limited Use Options • Ford Park Soccer Field Lot – On a case-by-case basis and generally during non-ski season events. During ski season this is needed for parking. • Ford Park Lot – On a case-by-case basis and generally during non- ski season events. During the ski season this is needed for parking and during summer this is used frequently for parking for events at Ford Park. • Public Works Shops on limited basis if availability of space is found as a part of the Civic Area Master Plan in conjunction with the Public Works Master Plan. Priority Use for Special Events • New surface parking lot between I-70 and Vail Resorts Maintenance yard. This would need CDOT approval and has been designed and was budgeted at one time. This location provides close proximity and is on the In-Town bus route, however it would be temporary if the Ever Vail development would occur. • Improve West Vail Parking west of the West Vail Fire Station. Interior Storage Areas • Interior basement storage as a part of the VTRC expansion project • Interior basement storage as a part of the Civic Area Master plan • Interior basement storage as a part of Ever Vail 235 189GO VAIL 2045 PEER COMMUNITY  Park City, Utah is a peer community of the Town. Like Vail, Park City has many special events, but many are larger and require more space and staff. However, there are two major differences between Vail and Park City. The first is Park City is not so constrained. The second is the large population base of the greater and growing Wasatch Front is only 30 minutes away by interstate, so special events draw a significant number of “day-trippers” to the point where Park City has almost become a suburb to the greater Salt Lake metro area. Park City also hosts an internationally significant winter event: the Sundance Film Festival in January. It requires significant inter-agency coordination to manage parking, transit, and circulation. Park City also has a weekend market in the summer months, but it has recently almost become too large. Also, like Vail, there is a large number of special events throughout the year, including hosting World Cup ski events in the winter, but the majority of special events that require staff involvement are in summer months and include sporting tournaments, weekend markets, and music festivals. A recommendation is for the respective special event coordinators to establish a line of communication to share best practices learned by each community. Source: John Ryan Lockman 236 Chapter 12: I-70190 I-70Chapter 12. Photo Source: Paddling Magazine 237 191GO VAIL 2045 Interstate 70 (I‑70) runs east west through the Town of Vail, bisecting the Town. I‑70 is the primary truck route for east/west traffic through Colorado. I-70 provides interstate access to Summit County and the Front Range to the east, as well as the western slope to the west. I‑70 is used to access Vail for both local and regional trips. Previous studies have been conducted by the Town of Vail, Eagle County, and CDOT to document the impacts I‑70 has on Vail and provide recommendations. Some of the impacts identified include traffic congestion, noise, air pollution, and safety issues including unsafe pedestrian crossings. The 2002 Vail Transportation Master Plan Update identified I-70 capping or tunneling as an alternative to improve noise quality within the Town of Vail. The 2005 Vail Tunnel Options report expanded on the capping or tunneling options with additional considerations and analysis. Additionally, the 2018 Eagle County Safe Passages for Wildlife identified locations on I‑70 where wildlife mitigation strategies were recommended. The I‑70 Mountain Corridor Final Programmatic Environmental Impact Statement (PEIS) was completed in March of 2011. A record of decision reassessment was issued in December 2020. The PEIS proposed a preferred alternative of a multimodal solution that combines non‑infrastructure strategies, highway improvements, and an advanced guideway system (AGS). This chapter discusses the next steps and level of effort related to implementing elements of the Preferred Alternative. Additionally, the team explored challenges related to additional alternatives to consider I‑70 capping or tunneling, and a recommendation on whether capping or tunneling I‑70 should be studied further. As part of the capping or tunneling review, the 2005 Vail Tunnel Options Draft Report was also reviewed. 238 Chapter 12: I-70192 Review and Recommendations Related to I‑70 PEIS This section summarizes and makes recommendations to the Town of Vail to consider as the I -70 PEIS preferred alternative is implemented. Along the entire corridor, the Colorado Department of Transportation (CDOT) has advanced initiatives of the I-70 PEIS in anticipation of population and traffic growth. Initiatives along I-70 include CDOT opening Bustang and Pegasus transit services, a major initiative to improve mobility on Floyd Hill by adding an express lane in each direction, and the addition of eastbound and westbound shoulder express lanes from Empire to the east. Bustang is a regional bus service that serves five trips per day to/from the Vail Transportation Center (VTC). Pegasus is a regional transit van that serves five weekday trips and ten weekend trips from the VTC. Other I-70 improvements and PEIS considerations are detailed further in the section below. I-70 PEIS PREFERRED ALTERNATIVE OVERVIEW The Preferred Alternative meets the corridor’s Purpose and Need and addresses the goals that were created for the PEIS. Non-infrastructure strategies were included in the PEIS to assist in advancing major infrastructure improvements to immediately address issues in the Corridor. The strategies require actions by officials in the agencies, municipalities, and other stakeholders along the corridor. The general strategies listed in the PEIS are increased enforcement; bus, van, or shuttle service in mixed traffic; improving truck movements; driver education; expanded use of existing infrastructure in and adjacent to the Corridor; technology advancements; ITS systems; shifting passenger and freight travel demand; converting day trips to overnight trips; promoting high occupancy travel; converting single occupancy vehicle commuters to high occupancy; implementing transit promotion; and other travel demand management strategies. These components can assist in addressing the purpose, needs, and goals of the corridor without requiring a large financial contribution to infrastructure. Highway improvements are needed to address corridor conditions and future demands. Operation improvements, curve safety improvements and interchange improvements are recommended for the Vail area. Interchange improvements are suggested for mile post (MP) 173 (Vail West/Simba Run), MP 176 (Vail), and MP 180 (Vail East). On the west side of Vail Pass (MP 180-190) auxiliary lanes are recommended by the preferred alternative in the eastbound and westbound directions. The auxiliary lanes will be designed to improve safety and operations along West Vail Pass. There is also a recommendation to expand to a six-lane highway capacity from MP 168 through MP 172 with curve safety modifications between MP 170 and MP 173 through the Dowd Canyon. Through these same mileposts, the PEIS also recommends adding a 65 mile-per-hour (mph) tunnel to bypass Dowd Canyon as a curve safety modification alternative to the six-lane highway. The highway improvements identified in the Preferred Alternative are shown in Figure 88. The Preferred Alternative recommends the addition of an Advanced Guideway System (AGS) along I-70. Coordination with agencies along the corridor is needed to implement a vision for transit connectivity and access to local systems. Further information is needed for the service, potential station locations, alignment, land use considerations, etc. to fully implement the AGS. Environmental resources of greatest concern that should be considered and further studied while the recommendations are carried forward are air quality, wildlife, historic properties, water resources, fish and fishing streams, hazardous materials, noise, visual conditions, recreational resources, and social and economic considerations. 239 193GO VAIL 2045 I‑70 PEIS Preferred Alternative – Recommendations for Adaptation This section includes recommendations for the Town of Vail to adapt in preparation for implementation of elements of the I-70 PEIS Preferred Alternative. Included are subsections related to non-infrastructure related components, highway improvements, and the Advanced Guideway System found in the I-70 PEIS Preferred Alternative. NON-INFRASTRUCTURE RELATED STRATEGY RECOMMENDATIONS It is recommended that the Town of Vail maintain awareness of the non-infrastructure strategies that CDOT may employ on the corridor. The Town can support the goals of the PEIS by supporting and implementing local non-infrastructure strategies found in the PEIS. These strategies are discussed in other chapters of this plan. Chapters 4 through 9 discuss Vail specific improvements for Parking, Multimodal, Transit, and TDM. Those chapters align with the PEIS strategy by examining topics that align with the goal of reducing SOV trips, reducing congestion and providing an improved user experience. The topics examined in those chapters include the following: • Parking infrastructure (public and private) – management and expansion • Additional pedestrian and bicycle routes • Additional and modification of fixed transit routes and addition of On-Demand services • Identification of Travel Demand Management options coinciding with emerging technologies Figure 88: Highway Improvements 240 Chapter 12: I-70194 HIGHWAY IMPROVEMENTS The table below includes a listing of highway improvements from the PEIS that are in the Town of Vail limits and the status of implementation. Vail should maintain awareness of these upcoming efforts through routine communication with CDOT counterparts. Table 28: Highway Improvements Strategies Status of Implementation Truck operation improvements (pullouts, parking, and chain stations) Improvements have been made to the EB I-70 chain up station near MP 180, with expanded truck parking and lighting added. Safety and capacity improvements in Dowd Canyon Variable Speed Limits (VSL) will be constructed in the summer of 2024. A feasibility study for other improvements was completed in 2022. No further design or construction funds have been identified. Dowd Canyon Tunnel A tunnel was one of the alternatives included in the above referenced feasibility study that was completed in 2022 and is the community’s preferred alternative. The 2022 study did not eliminate all other alternatives. No further design or construction funds have been identified. Interchange improvements at the following locations: Vail West/ Simba Run (MP 173) Vail (MP 176) Vail East (MP 180) Simba Run (Sandstone) underpass completed at MP 174.5 reducing traffic trips at MP 173 and MP 176 interchanges Lighting improvements are underway at MP 173 and MP 176 interchanges. Intersection improvements recommended as a part of the 2009 TMP and this TMP include; expansion of NB lanes at each interchange (173 & 176), along with pedestrian improvements, and roundabout improvements at MP 176. Pedestrian improvements are recommended at the MP180 Interchange Auxiliary lanes: West of Vail Pass (eastbound and westbound) (MP 180-190) The recommendation to implement auxiliary lanes has been carried forward and is currently under construction with a 2026 completion date. Additional information can be found on CDOT’s website at: https://www.codot.gov/projects/ i70westvailauxiliarylanes/construction 241 195GO VAIL 2045 ADVANCED GUIDEWAY SYSTEM (AGS) The below table summarizes the strategies related to implementing an Advanced Guideway System that will extend to Vail. A recommendation is included related to each relevant strategy. Table 29: AGS Implementation Strategies Strategies Recommendations to Vail Feasibility of high-speed rail passenger service Incorporate consideration of feasibility study recommendations for the AGS and implement them into local planning efforts. Potential station locations and local land use considerations The Vail Transportation Center (VTC) is the nexus of routes serving locations West Vail, East Vail, and all other local and regional routes, and is near the Vail Village area of town. A station located here would optimize use of existing transit infrastructure. Vail is planning on expanding the VTC using grant funding. Future expansion of the VTC would be designed to not preclude the AGS or center median mobility hub, as identified in the PEIS, and would plan on accommodating a connection to it. Transit governance authority N/A Alignment Coordinate with lead agency of AGS to determine most optimal location of alignment for users and town interests. The PEIS identifies the AGS alignment in the center median. Technology N/A Termini N/A Funding requirements and sources The Town of Vail, in cooperation with other CDOT and other local agencies, should seek grant opportunities to fund improvements that enhance existing transit systems as well as accommodate the future AGS. The town will utilize grant funding for the design of the expanded transit system. CDOT’s budgeted construction funding for these improvements can be leveraged to receive additional grants. Transit ridership During the AGS planning process, obtain ridership projections from lead agency of AGS and incorporate into the local planning process to accommodate additional visitors arriving in town that will rely on Vail Transit. Potential system owner/operator N/A Interface with existing and future transit systems For local connectivity, an I-70 center median AGS station located near the Vail Transportation Center would address first and final mile connections to the bus routes and micro transit in the area. Role of an Advanced Guideway System in freight delivery both in and through the Corridor Consideration should be given to freight delivery. 242 Chapter 12: I-70196 Big Picture Impacts Summary of I‑70 Capping or Tunneling I-70 has negative impacts to the town of Vail, and those include traffic congestion, noise, air pollution, and safety concerns. Per a Rocky Mountain News article (12/6/2006), even as early as the 1970’s in conjunction with the potential Colorado bid for the Winter Olympics, burying I-70 was on the minds of some. It arose again in the 1980’s, when noise became an issue, and in the 1990’s, when a developer approached Vail and CDOT to discuss the potential capping and development over top of the interstate. As a result, as noted in the introduction, the 2002 Vail Transportation Master Plan Update identified the alternative of capping or tunneling to reduce Noise impacts the town. Furthering that effort the “Vail Tunnel Options” study was performed in 2005 to expand upon possible tunnel alignments and cut and cover options, the impacts of each option, and construction costs. This chapter provides a summary of the 2005 study, cut and cover scenarios, impacts of each scenario, and updated cost information. The 2005 “Vail Tunnel Options” Study evaluated five options to remove the existing I-70 alignment. The five options included 4 tunnel options and 1 cut and cover option. The five options were as follows: • Option 1 – Tunnel from Timber Creek to West Vail, south side of I-70 • Option 2 – Two tunnels from East Vail campgrounds to West Vail, north side of I-70 • Option 3 – Two tunnels from Timber Creek to West vail, one tunnel south of I-70 and one tunnel north of I-70 • Option 4 – Cut and Cover from East Vail to Dowd Canyon • Option 5 – Tunnel from Timber Creek to Dowd Canyon, south side of I-70 The conclusions of the previous report indicated that Tunnel Options 1 and 5 should be further considered as well as Option 4. The report also recommends that if financing is a driving issue, a short section of Option 4, a partial cut and cover, should be studied further. Based on the previous report, the project team considered three options. These options are as follows: • Tunnel Option (includes Tunnel Option 1 and Tunnel Option 5) • Complete Cut and Cover • Partial Cut and Cover For this high-level evaluation, there are no significant “big picture” differences between Tunnel Option 1 and Tunnel Option 5, thus a generic “tunnel option” was evaluated. A 243 197GO VAIL 2045 partial cut and cover evaluation was also included as an alternative because it may allow the Town of Vail to meet their goals (when more clearly defined), while lowering costs as compared to the complete cut and cover option. In 2023 dollars, the range of costs between the cut and cover and the tunnel options is $1.9 to $7.6 billion. A more detailed cost discussion in presented later in this chapter. The 2002 Vail Transportation Master Plan Update evaluated cut and cover and tunnel alternatives to address: the minimal amount of developable land within Vail, the division of the community, and the safety issue of pedestrians crossing I-70. The 2005 Tunnel Report identified numerous objectives in the introduction section, including congestion, noise, air pollution, safety, connectivity, and quality of life. Additional objectives were identified by our team. The following list of objectives should be considered when evaluating the tunnel, cut and cover, and partial cut and cover options. • Vehicle Congestion • Noise • Air Pollution • Safety • Connectivity • Quality of Life • Cost • Local Road • Transit • Funding Mechanism • Operation Cost • Freight/Hazardous Material • Resiliency • Public Infrastructure • Construction Impacts • Aesthetic Character of Vail The previous Tunnel Report was completed at a high level to meet those objectives and considered project costs; however, there are additional factors not covered in the report that should be considered when evaluating a tunnel or cap and cover option. These additional factors are detailed below. • Local Road along I-70 Alignment – In each Option, a road along the existing I-70 alignment will need to remain for all local traffic including emergency services (among other uses) and serve as an alternate route for hazardous materials or bypass in the event of a tunnel shutdown. There will be costs associated with long-term maintenance of the local road. It is anticipated that this local road will consist of a typical section of 150’ of right-of-way (ROW) (125’ minimum) to serve a four- lane arterial roadway (two lanes in each direction) with intersections connecting to local roads, each assumably a roundabout. • Transit – To align with the PEIS, a location of the potential AGS or regional transit system should be identified. The previous report suggested a third tunnel to accommodate future regional transit. However, the location should be coordinated with the local Vail Transit system and VTC. The PEIS AGS could be assumed to run along the current I-70 alignment, given the expected need to have a future transit station at or near the Vail Transportation Center. 244 198 • Funding Mechanism Detail – The 2002 and 2005 Report assumes at least a portion of the funding for this project can be obtained from the future redevelopment along the I-70 corridor involving the transference of land from the vacated interstate ROW or “air rights above the interstate to development companies”. The process for transference of these rights from CDOT and FHWA to Vail or a developer are not defined but would have to be agreed upon by all parties in the future. The final ROW width, needed to account for the previously discussed local road, has not been studied, meaning the total acreage of potential developable land and ultimate funding mechanism remains undefined (though it was approximated at 280 acres). Other than the sale of developable land, other funding sources may include Federal and State grants, improvement districts, tax increases, bonds, traffic impact fees, Town’s capital budget, or private funding. • Operation Cost – The installation of a tunnel or cut and cover option would change and likely increase CDOT’s maintenance and operation costs of the new facility. The potential cost increase, and whether or not CDOT/ FHWA would want to take on these operation costs would need to be defined in a future evaluation. • Freight/Hazardous Material – It is expected that some freight and/or hazmat truck traffic will not be allowed to use the tunnel or the full cap and covered area. In those scenarios, it is assumed the truck traffic would use the local road through Vail or frontage roads on top of the cap and cover area. • Resiliency – CDOT defines resiliency related to transportation systems as “the ability to keep our roads open and functional in the face of unexpected events and challenges.” Resiliency factors were not previously considered but should be evaluated in further reports. Resiliency may be improved with the installation of a tunnel (main route) while having an auxiliary route through Vail. Further discussions are needed to understand the impact to Vail and Interstate traffic. • Public Infrastructure – Options with significant development in current I-70 ROW will require significant additional public infrastructure, such as power, energy, water, and transportation. The ability to serve a significant increase in density will need to be evaluated and constructed if development occurs. • Construction Impacts on Vail – Construction impacts, including duration, noise and other environmental impacts, and impacts on tourism during construction would need to be evaluated and mitigated if a project of this size would move forward. The 2005 study indicated that a tunnel alternative would have less construction impacts over a short duration to the town of Vail • Changes to Land Use and the Aesthetic Character of Vail – For all options, land that is currently in CDOT/ FHWA ROW for the I-70 alignment would potentially be available for development. It is assumed that this land will be transferred from CDOT/FHWA ROW to The Town through a similar mechanism that has been done in other cut and cover interstate projects. This 245 199GO VAIL 2045 transfer would occur after the tunnel and/or cut and cover completion. The resultant developable land would be the current CDOT/FHWA ROW minus the area required for the new local arterial road. It is anticipated the typical section would require 150’ of right-of-way (ROW) (125’ minimum). This results in a net acreage of approximately 280 acres of developable area. The 2002 Study identified 550 acres of land including I-70, Frontage Roads, and the land in-between resulting in 350 acres for development. After accounting for a developable land area of ~550 acres. The new developable land could become open space, low density, medium density, or high-density development, as determined by the Town of Vail through their planning process. The sale of developable land would be used to fund the tunnel, cut and cover, or partial cut and cover construction. Obtaining sufficient construction funds from the projected sale of developable land would be critical to move any construction option forward. Any construction costs over the funding provided by the development would likely need to be funded by the Town of Vail through other funding mechanisms. The Town of Vail must consider how the character of Vail would change with additional residential and commercial development as well as the corresponding public infrastructure that would be necessary to support this development. Each development category offers pros and cons. Open space would have minimal impacts on public infrastructure and no new net units but would provide no funding source. High density development would have maximum impact on public infrastructure and maximum number of proposed units but provide the maximum funding for construction. For this study, three scenarios were evaluated for the tunnel and cut, and cover options and one scenario was evaluated for partial cut and cover option. A comparison of land use and cost recovery scenarios along with Vail’s existing land use densities and unit counts is described below. EXISTING LAND USES The existing land use in Vail were acquired from town staff from the Town’s adopted Land Use Zoning map, along with a total number of existing units, residential and commercial combined, to paint a picture of what Vail looks like today from a density perspective. FUTURE TUNNEL/CUT AND COVER BUILD OUT SCENARIOS The build-out scenarios are described on the next pages, all of which assume preserving enough width for a future local road. The purpose of this is to understand the magnitude of impact on density each scenario would have on Vail and the corresponding magnitude of potential cost recovery. Table 30: Existing Land Uses Land Use Description Existing Acres Percent Units Open Space 1,009 45%110 Low Density 478 21%1,459 Medium Density 374 17%2,925 High Density/Commercial 235 10%3,701 Public/Misc 162 7%124 Total Acres/Existing Units 2,259 8,319 246 Land Use Description Scenario 1 Acres Percent Open Space 282 100% Low Density 0 0% Medium Density 0 0% High Density/Commercial 0 0% Public/Misc. 0 0% Net Increase to Current Units 0% Construction Cost $7.6 Billion Potentially Recouped Cost $0 Remaining Cost $7.6 Billion This scenario would be extremely beneficial to the existing community, providing an abundance of open space, and limited to no growth in population. However, it is on the extreme low end for developer participation and is therefore highly unlikely, but it is shown to set a lower limit scenario for future impacts and funding. Figure 89: Scenario 1 TUNNEL/CUT AND COVER – SCENARIO 1 This scenario would consist of converting all the new developable land into open space. The scenario would add no new units to the town and thus would have minimal impacts to public infrastructure requirements. However, there would be no sale of developable land associated with this scenario and thus result in 0% of funding from a land developer.. 100% of the construction cost would need to be funded by the Town of Vail or other funding mechanisms. Scenario 1 is shown in Figure 89. Chapter 12: I-70200 247 Figure 90: Scenario 2 TUNNEL/CUT AND COVER – SCENARIO 2 This scenario is the high-density option. The developable land would entirely be converted into high density development. This scenario would have the maximum impact on public infrastructure due to the increase in units. This scenario would provide maximum development funding. Upon build out of this scenario, there would be approximately an 85% increase in residential/rental units as compared to the existing 2023 number of units. This scenario would provide approximately 30% of construction costs resulting in 70% of construction costs needed to be funded by the Town of Vail. Scenario 2 is shown in Figure 90. Land Use Description Scenario 2 Acres Percent Open Space 0 0% Low Density 0 0% Medium Density 0 0% High Density/Commercial 282 100% Public/Misc. 0 0% Net Increase to Current Units 85% Construction Cost $7.6 Billion Potentially Recouped Cost $2.3 Billion Remaining Cost $5.3 Billion This scenario would have extremely negative impacts on the existing community, nearly doubling the density of Vail with no addition of new open space. It is on the extreme high end for developer participation and is therefore highly unlikely but is shown to set an upper limit scenario for future impacts and funding. 201GO VAIL 2045 248 This scenario finds the middle ground between scenario 1 and 2 and is thus the most likely out of the three. It is one example of endless scenarios that are between the lower and upper limit scenarios, providing both significant growth in density and also funding for the project. Figure 91: Scenario 3 TUNNEL/CUT AND COVER – SCENARIO 3 This scenario is the medium density option. The developable land would be converted into a mix of open space, low density, medium density, and high-density development. As compared to the other scenarios this scenario would provide a medium level of impact on public infrastructure due to the increase in units. This scenario would provide some development funding. Upon build out of this scenario, there would be approximately a 45% increase in residential/rental units as compared to the existing 2023 number of units. This scenario would provide approximately 15% of construction costs resulting in 85% of construction costs needed to be funded by the Town of Vail. Scenario 3 is shown in Figure 91. Chapter 12: I-70202 Land Use Description Scenario 3 Acres Percent Open Space 66 23% Low Density 83 29% Medium Density 70 25% High Density/Commercial 63 22% Public/Misc. 0 0% Net Increase to Current Units 45% Construction Cost $7.6 Billion Potentially Recouped Cost $1.1 Billion Remaining Cost $6.5 Billion 249 Figure 92: Scenario 4 PARTIAL CUT AND COVER – SCENARIO 4 This scenario reflects the development potential of a partial cut and cover option. The developable land in this scenario would be approximately 60 acres. This scenario evaluates converting all the available developmental areas into high density development to provide the maximum funding opportunity. Upon build out of this scenario, there would be approximately a 20% increase in residential/rental units as compared to the existing 2023 number of units. This scenario would provide approximately 27% of construction costs resulting in 73% of construction costs needed to be funded by the Town of Vail. Scenario 4 is shown in Figure 92. This scenario provides an option that has been discussed in the past to find the best return on investment. It caps only the most cost-effective areas which can realistically capture the highest land value and is consistent with adjacent High Density areas. This scenario increases density and provides the best percentage of cost recovery from land value; however, it may be limited in achieving the objectives. It would only provide noise reduction to a limited amount of residential neighborhoods and would arguably not add to the character, aesthetics, and quality of life of Vail. 203GO VAIL 2045 Land Use Description Scenario 4 Acres Percent Open Space 0 0% Low Density 0 0% Medium Density 0 0% High Density/Commercial 63 100% Public/Misc. 0 0% Net Increase to Current Units 20% Construction Cost $1.9 Billion Potentially Recouped Cost $0.5 Billion Remaining Cost $1.4 Billion 250 Chapter 12: I-70204 Summary Cost Information The 2005 Tunnel report presented cost ranges for the four tunnel options and cut and cover options. These amounts were presented in 2005 dollars, shown in Table 31. Table 31: 2005 Tunnel Report Cost Information Option 2005 Dollars (billions) Low High Tunnel Option 1 $1.9 $2.3 Tunnel Option 5 $2.0 $2.5 Cut and Cover Option $2.2 $2.6 The tunnel report did not include other project costs that must be considered, including reconstruction of the entire local road system after I-70 is devolved (or converted to cut and cover), interchanges at each portal, and other local infrastructure due to development. The tunnel report included only a moderate amount for pre-construction activities consisting of planning and engineering and “quality control” during construction. The National Highway Construction Cost Index (NHCCI), developed by the United States Department of Transportation was 2.860 in Quarter 1 (Q1) of 2023 and 1.281 in Q1 of 2005, meaning construction costs have increased by a factor of 2.860/1.281, or 2.232 times, since 2005. Because the cost ranges for the Tunnel and Cut and Cover options given in the report are close, one cost ($2.5B, 2005 dollars) was used to develop a 2023 conceptual cost estimate both the Tunnel and Full Cut and Cover options, shown in Table 32. Table 32: 2023 Conceptual Cost Information Project Option Cost (Billions) 2005 Tunnel Report Cost (Billions)$2.5 NHCCI (Q1 2005 to Q1 2023) Multiplier : 2.232 +$3.1 2023 Tunnel Report Cost (Billions)$5.6 Local Road, interchange and Other Infrastructure (15% of 2023 costs)$0.8 Additional Planning, Engineering, Construction Management (15% of 2023 costs)$0.8 2023 Conceptual Costs (Tunnel or Full Cut and Cover) – Total (Billions)$7.2 2023 Conceptual Costs (Partial Cut and Cover) (25% of Full C&C) – (Billions)$1.8 251 205GO VAIL 2045 TUNNEL SUMMARY Based on the analysis above, the tunnel option would provide the longest construction schedule to the Town, as construction and future development along I-70 could not begin until the tunnel is complete. However, the construction of the tunnel option would be the least disruptive to Vail during the construction under Vail Mountain. As the previous report indicated, the cost is expected to be slightly less than the full cut and cover. This option has the most potential for future economic development as I-70 would be relocated. However, this assumes that land rights to the existing I-70 right-of-way would be available to the Town or a developer, which is a key question to consider. Additionally, the public works infrastructure that would need to be constructed by Vail as part of this development is not included in the anticipated scale of cost. The Town would likely require additional power, energy, water, and transportation infrastructure to accommodate any future development due to the tunnel or full cut and cover option. However, some of these additional costs may be recoverable due to potential developers’ contributions. CUT AND COVER SUMMARY The full cut and cover option would provide a reduction of construction schedule compared to the tunnel. However, the day-to-day impacts will be larger due to proximity of construction to the town. This option will not reduce congestion in and around Vail. Based upon the previous report, the cost is expected to be more than a tunnel option. Commercial and residential development on top of cover sections could be limited and further conversations with CDOT and FHWA would be needed. Development is more likely to occur adjacent to cover sections. As mentioned in the tunnel option, the Town may require additional public infrastructure to accommodate future development, however, some of these additional costs may be recoverable due to potential developers’ contributions. PARTIAL CUT AND COVER SUMMARY The partial cut and cover option would provide a reduction of the construction schedule compared to the full cut and cover option, as length of I-70 to be covered would be reduced. Like the full cut and cover, this option will not reduce congestion in and around Vail. This way is expected to cost far less than the full cut and cover option, as locations could be targeted to address a specific purpose and need defined by stakeholders (noise reduction, community connection, or targeted development). The potential economic development would be limited even more than the cut and cover option, as there would be a shorter covered section. However, this shorter covered section could still provide the connectivity that currently is not provided due to existing I-70. Summary of Options 252 Chapter 12: I-70206 Recommendations for Further Study There are significant hurdles to constructing the tunnel option and the cut and cover option, including the high cost, uncertainty of the ability to transfer development rights to fund the project, and the long duration of construction. However, no “smoking guns” were identified that would lead to a recommendation of halting further study of these options. Once the Town of Vail determines key objectives for the project, then additional study could be undertaken to more formally determine the potential to carry an option forward. Before proceeding with any further evaluation, it is recommended that the Town collaborate with other stakeholders to identify the vision and goals for the future of Vail. The previous reports listed many factors, but input from the Town and other stakeholders regarding the reason that changes or improvements are needed is important. Once this is better defined, a framework for more detailed analysis could be developed. That framework should include participation of a cross section of stakeholders that will allow a clear evaluation of alternatives. Additionally, public input should be sought particularly as it relates to the land use scenarios and the subsequent impacts to the character of Vail. An alternatives analysis that includes a no-build alternative, in addition to the three options identified in this memo, should be conducted with a fully transparent process. The additional factors identified in this memo, as well as those identified by stakeholders, should be used as a basis for selecting an alternative. Cut and cover projects have been completed throughout the country. Figure 93 displays a map of projects across the United States that completed (green) and proposed/ on-going (orange) cut and cover projects. This map is from the Seattle Lid I-5 movement, which is an example of a grass roots effort that proved beneficial to keep the “dream” alive. This effort resulted in funding for a feasibility study that is now complete and more recently gained support from the Seattle City Council by Resolution. Projects of this scale can take decades to get off the ground, if at all. A local example is Vail’s Sandstone Underpass, or better known as the Simba Run Underpass. This was a think big pipe dream project, but an opportunity presented itself that enabled it to be constructed. It was considered a project for another generation, but it was realized within 30 years. Figure 93: Completed and Proposed Cut and Cover Projects Legend: completed proposed/on-going Source: Seattle Lid I-5 253 207 254 Chapter 13: Noise208 Noise Chapter 13. 255 209GO VAIL 2045 Noise has been a concern in Vail ever since the Interstate was completed, however it was not until the 1990’s that it became a significant concern. The first noise level measurements were taken in 2000, and then between April 2004 and September 2008 a more concerted effort was taken to analyze the interstate noise, in which noise levels were measured at several specific locations along Interstate 70 (I‑70). Over the course of this time period, traffic noise reduction measures were implemented including a speed reduction campaign and repaving segments of I‑ 70 with stone mastic asphalt. Both efforts provided some minimal temporary relief and have not been repeated or identified as effective noise reduction programs. This chapter summarizes the noise measurement survey completed in 2022 intended to document current-day noise levels along I-70 in Vail and evaluates new options to mitigate noise. 256 Chapter 13: Noise210 A noise monitoring survey was conducted by Illingworth & Rodkin, Inc. staff between Thursday, August 25, 2022, and Tuesday, August 30, 2022, to document ambient noise levels at six locations throughout Vail. The survey included six long- term measurements and 11 short- term measurements. Long-term measurement locations were chosen to be as close as reasonably possible to the locations of measurements in past surveys. The safety of the equipment required some locations to be moved slightly from the previous locations. Sound level meters were placed in trees or mounted on utility poles at heights of approximately 10 to 12 feet above ground. Short- term measurement locations were at the same locations as previous studies. The figures below show the noise measurement locations and site photographs. Past and short-term measurement locations are shown with red circles while the long-term measurements are shown with blue squares. Noise measurements were made with Larson Davis Model LxT1 and Model 820 Integrating Sound Level Meters (SLMs) set at “slow” response. The sound level meters were equipped with PCB Model 377B02 1/2” free-field, prepolarized condenser microphones fitted with windscreens. The SLMs were calibrated prior to the noise measurements using a Larson Davis Model CAL200 or Model CA250 acoustical calibrator. The response of the system was checked after each measurement session and was always found to be within 0.2 dBA. No calibration adjustments were made to the measured sound levels. At the completion of monitoring, the noise data were obtained from the SLM using the Larson Davis G4 software program. All instrumentation used during the noise survey met the requirements of the American National Standards Institute SI 4-1983 for Type I use. Between Friday, August 26, 2022, and Monday, August 29, 2022, eleven short term measurements were made at each of the original measurement locations, M1 through M6. The primary noise source at all measurement locations was vehicular traffic along I-70. Secondary noise sources were local roads including North Frontage Road, South Frontage Road, and Gore Creek Drive. A summary of short-term measurement data is shown in Table 33 . Long-term measurement M1 was made in West Vail near the Chamonix Chalets at approximately 210 feet from the centerline of westbound I-70. Hourly average noise levels at M1 varied from 63 to 71 dBA Leq during the day and from 59 to 67 dBA Leq at night. Long-term measurement M2 was made near Donovan Park along Matterhorn Circle at approximately 375 from the centerline of eastbound I-70. Hourly average noise levels at M2 varied from 61 to 68 dBA Leq during the day and from 55 to 64 dBA Leq at night. Long-term measurement M3 was made near Sandstone Park at approximately 280 feet from the centerline of westbound I-70. Hourly average noise levels at M3 varied from 61 to 67 dBA Leq during the day and from 57 to 65 dBA Leq at night. Long-term measurement M4 was made in East Vail near residence at 3850 Fall Line Drive at approximately 180 feet from the centerline of westbound I-70. Hourly average noise levels at M4 varied from 63 to 71 dBA Leq during the day and from 59 to 68 dBA Leq at night. Long-term measurement M5 was made near the Timber Ridge Apartments at approximately 165 feet from the centerline of westbound I-70. Hourly average noise levels at M5 varied from 66 to 73 dBA Leq during the day and from 60 to 69 dBA Leq during the night. Long-term measurement M6 was made near Red Sandstone Elementary School at approximately 130 feet from the centerline of westbound I-70. Hourly average noise levels at M6 varied from 69 to 75 dBA Leq during the day and from 62 to 72 dBA Leq at night. To relate the 2022 noise measurement survey to past surveys conducted between 2004 and 2008, offsets in noise levels between short- term measurements taken at the same locations as past surveys and concurrent long-term measurements mounted nearby in trees or on poles were calculated. These offsets are listed in Table 33 along with the short-term measurement data, the corresponding noise level at the nearby long-term measurement location, and the resulting measured hourly average noise levels at short-term locations. Noise Measurement Survey Results 257 211GO VAIL 2045 Table 33: Summary of Short-Term Noise Measurement Data and Calculated Offsets (dBA) Short‑term Measurement Measured Noise Levels Average Difference Calculated Hourly Average Noise Level Range at Short‑ term Locations Short‑term Location Corresponding Long‑term Location Day Night M1 Friday, 08/26/2022 12:15 p.m. to 12:20 p.m.69.3 71.5 -2.5 62.3 to 68.3 56.0 to 65.0 12:20 p.m. to 12:25 p.m.68.4 70.9 12:25 p.m. to 12:30 p.m.69.3 71.2 Monday, 08/29/2022 6:00 p.m. to 6:05 p.m.64.8 67.7 6:05 p.m. to 6:10 p.m.65.9 68.6 6:10 p.m. to 6:15 p.m.65.8 68.7 M2 Saturday, 8/27/2022 1:05 p.m. to 1:10 p.m.63.0 61.9 +2.4 63.1 to 70.2 57.0 to 66.61:10 p.m. to 1:15 p.m.64.2 61.3 1:15 p.m. to 1:20 p.m.63.5 60.4 M3 Friday, 08/26/2022 2:35 p.m. to 2:40 p.m.63.7 66.8 -2.8 58.4 to 64.4 53.7 to 63.0Sunday, 8/28/2022 4:45 p.m. to 4:50 p.m.64.9 67.4 4:50 p.m. to 4:55 p.m.64.7 67.3 5:00 p.m. to 5:05 p.m.65.0 68.1 M4 Friday, 08/26/2022 6:45 p.m. to 6:50 p.m.67.8 69.3 -1.5 61.3 to 69.8 57.5 to 66.1 6:50 p.m. to 6:55 p.m.67.7 69.1 6:55 p.m. to 7:00 p.m.66.9 68.4 Monday, 08/29/2022 3:45 p.m. to 3:50 p.m.65.7 66.6 3:50 p.m. to 3:55 p.m.65.1 66.9 3:55 p.m. to 4:00 p.m.65.1 66.8 M5 Friday, 08/26/2022 1:45 p.m. to 1:50 p.m.70.6 71.3 -0.8 65.7 to 71.8 59.5 to 68.1 1:50 p.m. to 1:55 p.m.71.2 72.1 1:55 p.m. to 2:00 p.m.70.9 71.8 Monday, 08/29/2022 5:25 p.m. to 5:30 p.m.70.1 70.9 5:30 p.m. to 5:35 p.m.70.8 71.5 5:35 p.m. to 5:40 p.m.70.0 70.7 M6 Sunday, 8/28/2022 4:00 p.m. to 4:05 p.m.69.2 73.3 -2.9 65.8 to 72.3 59.3 to 68.0 4:05 p.m. to 4:10 p.m.71.2 72.8 4:10 p.m. to 4:15 p.m.70.5 72.9 Monday, 08/29/2022 4:35 p.m. to 4:40 p.m.70.3 72.7 4:40 p.m. to 4:45 p.m.69.6 72.8 4:45 p.m. to 4:50 p.m.68.8 72.5 258 Chapter 13: Noise212 LOCATION OF M1 LOCATION OF M2 259 213GO VAIL 2045 LOCATION OF M3 LOCATION OF M4 260 Chapter 13: Noise214 LOCATION OF M5 LOCATION OF M6 261 215GO VAIL 2045 Table 4: Trip Generation Rates34 below lists the maximum recurring one-hour average noise levels measured at each location across the past surveys and during the 2022 survey. For the recent survey, single, loudest-hour outliers were omitted in favor of the loudest hour which was measured to repeat multiple times throughout the survey period. Table 34: Measured Maximum One‑Hour Average Noise Levels (dBA Leq) Survey M1 M2 M3 M4 M5 M6 April 2004 69 63 63 66 -- August 2004 67 62 62 66 -- April 2007 68 63 63 67 -- September 2008 66 61 61 65 70 69 August 2022 68 69 64 69 72 72 In comparison with measured noise levels from September 2008, 2022, measured noise levels increased by 2 to 4 dBA at 5 of the 6 locations. These noise level increases roughly correspond to the increase in traffic volumes along I-70 since 2008, from approximately 18,000 to 21,000 ADT to between 27,000 to 39,000 ADT1. Noise levels measured at Location M2 increased by 8 dBA over measured September 2008 levels. The predominant source of increased noise levels is increased traffic along I-70. In addition, construction activities located across I-70 on the northern side of N. Frontage Road W. were perceptible above the noise of traffic at this location and could have skewed measured noise levels above those otherwise attributable to vehicular traffic alone. FUTURE NOISE LEVELS Future noise levels were not calculated as part of this study. However, based on the increase in noise levels between 2008 and 2022 correlated to the increase in traffic volumes; if the traffic volumes on I-70 increase, the noise levels could potentially increase. Potential New Methods to Reduce Noise along the I‑70 Corridor The 2005 Evaluation of Highway Noise Mitigation Alternatives for Vail Colorado Report addressed several potential traffic noise mitigation options including quiet pavement, noise walls, speed reduction, acoustical insulation of structures, and construction of a tunnel. Of these, a speed reduction campaign and repaving of I-70 with quiet pavement have been implemented. Over time, the effectiveness of quiet pavement degrades as the pavement loses its porosity and sound absorbing qualities. Therefore, repaving the roadway with new quiet pavement could be considered to overcome the degradation that has likely occurred since 2008. Additionally, speed reduction campaigns may need to be reinstituted to slow traffic through the corridor. Each 5-mph reduction in speed typically equates to a 1 dBA reduction in noise Remaining options outside of noise walls would include acoustical insulation of structures and construction of a tunnel. As addressed in the 2005 Report, constructing a tunnel would be a highly effective means of almost completely mitigating traffic noise throughout Vail but is a costly measure with several additional engineering concerns. Acoustical isolation of structures could provide some additional noise reduction to building interiors and could be considered for highly affected residences near I-70 but would not address noise at outdoor use areas or structures with open windows. As vehicular traffic along I-70 will remain the predominant source of noise in Vail for the foreseeable future, there are no remaining new noise control measures outside of those identified in the 2005 Report. Finally, noise levels would not be expected to be substantially reduced along the corridor assuming a higher percentage of electric vehicles. Tire noise and aerodynamic noise are the main components of noise from most vehicles at highway speeds, so any reduction in vehicle engine noise will likely be offset by higher traffic volumes expected by 2045. 262 Chapter 14: Implementation Plan and Funding216 Implementation Plan & Funding Chapter 14. 263 217GO VAIL 2045 Go Vail 2045 serves as a guide that will assist the Town in making decisions about the implementation of improvements to Vail’s mobility and transportation network and facilities over the course of the next 20 years. The implementation schedule for recommended projects will occur in phases with near‑term projects taking place within 0‑5 years, medium‑term projects in 5‑10 years, and long‑term projects in 10+ years. Short term projects typically have a higher priority level rating and/or have the resources available to implement them sooner. 264 Chapter 14: Implementation Plan and Funding218 Capital costs involve physical infrastructure enhancements like dedicated bicycle lanes, transit facility improvements, new vehicles, and station upgrades. These are one-time expenditures that directly contribute to the tangible infrastructure of the transit system. Programmatic costs can include expenses not directly tied to physical infrastructure but crucial for the development and operation of a capital project’s effectiveness. For details of programmatic or planning and policy recommendations, reference the mode chapter. The estimated programmatic costs do not include existing programs accounted for in annual budgets. While many capital projects address specific transportation challenges for individual modes, each also presents a valuable opportunity to holistically enhance mobility across all modes. The recommendations for the cost of each mode are summarized in the table below. Each topic area has phasing timing and if the specific improvement is supported or not supported by the community. Project costs are high-level planning estimates, providing approximate 2024 Rough Order-of-Magnitude (ROM) values. Detailed cost analysis will need to be conducted for each investment as it progresses toward implementation. Table 35: Estimated Cost for Priority & All Projects Modal Category Priority 1 Projects ROM Priority 2 Projects ROM Priority 3 Projects ROM Priority 4 Projects ROM Priority 5 Projects ROM All Projects ROM 2024 Traffic Improvement $100,000 - $500,000 $1,500,000 - $3,500,000 $1,500,000 - $3,500,000 N/A $10,500,000 – 27,000,000 $13,600,000 - $34,500,000 Speed Limit & Traffic Calming $300,000 - $1,500,000 N/A N/A N/A $300,000 - $1,500,000 $600,000 - $3,000,000 Transit $10,600,000 - $23,000,000 $200,000 - $1,000,000 $200,000 - $1,000,000 $100,000 - $500,000 $1,500,000 - $3,500,000 $12,600,000 - $29,000,000 Multimodal $6,300,000 - $19,500,000 $5,700,000 - $17,500,000 $3,400,000 - $12,000,000 $10,500,000 - $30,000,000 $12,500,000 - $26,500,000 $38,400,000 - $105,500,000 Parking $100,000 - $500,000 $600,000 - $2,000,000 $3,000,000 - $7,000,000 $100,000 - $500,000 $3,500,000 - $10,000,000 $7,300,000 - $20,000,000 Technology $100,000 - $500,000 N/A $100,000 - $500,000 $500,000 - $1,500,000 N/A $700,000 - $2,500,000 I-70 N/A N/A $100,000 - $500,000 N/A $41,500,000 - $333,000,000 $41,600,000 - $333,500,000 Loading & Delivery N/A $100,000 - $500,000 N/A N/A N/A $100,000 - $500,000 Special Events N/A $500,000 - $1,500,000 N/A N/A $500,000 - $1,500,000 $1,000,000 - $3,000,000 TOTAL COST (Not including I‑70) $18,600,000 ‑ $49,000,000 $8,000,000 ‑ $24,000,000 $8,200,000 ‑ $24,000,000 $11,200,000 ‑ $32,500,000 $28,300,000 ‑ $68,500,000 $74,300,000 ‑ $104,700,000 265 219GO VAIL 2045 Project Prioritization The Town of Vail prioritizes transportation projects based on two key criteria: feasibility for swift implementation and demonstrated need. Projects are assigned a priority level ranging from 1 (highest) to 5 (lowest) as detailed in Table 36. This prioritization system considers the timeframe for implementation – some projects can be implemented immediately, while others require specific triggers before moving forward. These triggers generally involve corresponding development projects, securing funding sources, or other prerequisites. Importantly, a significant portion of projects fall under the highest priority level (1), indicating the Town’s commitment to swift action where feasible. Financial Summary The total 2024 ROM cost of the project plan ranges from $74.3 million to $104.7 million. Key highlights include: • The total cost for Priority 1 Projects excluding I-70 ranges from $18.6 million to $49 million • Excluding I-70 projects, multimodal recommendations are the most expensive category and include the following improvements: »Bicycle Facilities (Bike Lanes and Separated Multi Use Paths) »Restriping Shoulders »Trail Safety Improvements »Road Diets »Pedestrian Safety Improvements Cost Ranges $$100k-$500k $$$500k-$1.5M $$$$1.5M-$3.5M $$$$$3.5M-$10M $$$$$>$10M Timing Range Short Term 0-5 Years Mid Term 5-10 Years Long Term 10-20+ Years Priority Level 1 Implement 2 Evaluate then Implement 3 Evaluate Further 4 Nice to have 5 Needs a Trigger Priority Level % of Projects within Priority Level 1 Implement 30% 2 Evaluate then Implement 20% 3 Evaluate Further 20% 4 Nice to have 6% 5 Needs a Trigger 24% Table 36: Definitions and Proportions of the Project Priority Levels Project Summary Table Legend 266 Chapter 14: Implementation Plan and Funding220 Table 37: Project Summary Table Projects Su p p o r t e d 1 No t Su p p o r t e d 1 Relative Cost Phasing Priority Comments MULTIMODAL PROJECTS BICYCLE FACILITIES Bike Lanes Frontage Road 6' Bike Lanes $$Long Term 5 Coordinate with Asphalt Overlays West Lionshead Circle - 5' Bike Lanes 79%11%$Short Term 2 Coordinate with Asphalt Overlays East Lionshead Circle - 5' Bike Lanes 78%12%$Short Term 2 Coordinate with Asphalt Overlays Vail Road (GVT-Meadow to Forest Rd) - 5' Bike Lanes 82%12%$Short Term 1 Coordinate with Asphalt Overlays Vail Valley Drive (S. Frontage to GP) - 5' Bike Lanes 82%12%$Short Term 1 Coordinate with Asphalt Overlays Separated Multi Use Paths GVT S. Frontage Rd - Dowd to WV Roundabout 73%9%$$$$Long Term 4 S. Frontage Rd - Donovan to Lionshead 78%9%$$Mid Term 2 Coordinate with S. Frontage Road Diets GVT Lionshead Gondola Bypass 77%13%$$$Short Term 1 Design Complete- Coordination with VR Library to Lionshead Pedestrian Nature Trail 77%13%$$Short Term 1 Provides Safer Pedestrian option Middle Creek Connection - S. Frontage Rd. to Dobson 66%8%$Mid Term 2 Coordinate w/ Vail International & Evergreen NRT – Extend to Spraddle Creek Trailhead $Mid Term 2 S. Frontage Rd - Along Ford Park Parking Lot 73%9%$Mid Term 3 Facilitates Frontage Rd Parking on South Side S. Frontage Rd - Along Gore Creek & Golf Course 73%9%$$$$Long Term 4 Facilitates Frontage Rd Parking on South Side GVT along VVD - Ford Park thru Nature Ctr to S. Frontage 67%12%$$$$Long Term 4 Moves GVT off Vail Valley Drive GVT Sunburst Dr - VVD to Golf Clubhouse $$Short Term 2 Separates GVT and provides Traffic Calming N. Frontage Rd - Katsos to Bighorn Rd 66%8%$$Mid Term 3 Links VMS to East Vail GVT - Bighorn Rd 67%7%$$$Short Term 1 Separates GVT from Bighorn Rd. Stephens Park Connection - Across Creek to S. Frontage Rd.65%13%$$$Long Term 5 Alt. to S. Frontage Rd 1 Percent of the 143 Survey Respondents 267 221GO VAIL 2045 Projects Su p p o r t e d 1 No t Su p p o r t e d 1 Relative Cost Phasing Priority Comments Bald Mtn Connection - S. Frontage Rd. under I-70 59%14%$$$$$Long Term 5 Alt. to S. Frontage Rd & Wildlife crossing Residential Striped Shoulders (4') Buffehr Creek Rd $Short Term 1 Requires widening if 4' shoulders Lions Ridge Loop $Short Term 2 Requires widening if 4' shoulders Forest Rd $$Mid Term 2 Requires widening if 4' shoulders Beaver Dam Rd $$Mid Term 2 Requires widening if 4' shoulders Sunburst - East of Golf Clubhouse $Short Term 1 Requires widening if 4' shoulders Kinnickinnick Rd 54%7%$Short Term 1 Requires widening if 4' shoulders Chamonix Ln 52%7%$$Short Term 1 Requires widening if 4' shoulders Chamonix Rd 50%7%$Short Term 1 Requires widening if 4' shoulders West Gore Creek Dr 57%7%$$Short Term 1 Requires widening if 4' shoulders Matterhorn Circle - Lower 52%9%$Mid Term 3 Requires widening if 4' shoulders Westhaven Dr 52%10%$$Mid Term 3 Requires widening if 4' shoulders Lupine Dr 53%10%$$Mid Term 3 Requires widening if 4' shoulders Bridge Rd 54%11%$Mid Term 3 Requires widening if 4' shoulders Columbine Dr 55%10%$Mid Term 3 Requires widening if 4' shoulders Streamside Circle 54%10%$Mid Term 3 Requires widening if 4' shoulders Meadow Dr 52%10%$Mid Term 3 Requires widening if 4' shoulders Main Gore Dr 58%9%$Short Term 1 Requires widening if 4' shoulders Residential Striped Shoulders (4') and/or Sidewalk $$Long Term 5 Programmatic & Safety Improvements Driveway Crossings $$Mid Term 3 Sight Distance $Short Term 1 268 Chapter 14: Implementation Plan and Funding222 Projects Su p p o r t e d 1 No t Su p p o r t e d 1 Relative Cost Phasing Priority Comments User amenities (Signage, Lighting, benches, etc.)$Mid Term 3 Bike-calming treatments $Short Term 2 Wayfinding & signage update $$Mid Term 2 Bicycle & pedestrian counting program $Short Term 1 Active transportation coordinator position $/yearly Short Term 1 Road Diets N. Frontage Rd - Adjacent to WV Commercial 56%37%$$$Mid Term 2 Improves Ped Crossing, TC, & supports WV MP S. Frontage Rd - Adjacent to Westhaven Drive $$Mid Term 2 Improves Multi-Use Path & Traffic Calming S. Frontage Rd - Adjacent Glen Lyon Office Buildings 66%22%$$Mid Term 2 Improves Multi-Use Path, Ped Crossing, & TC S. Frontage Rd - Adjacent to VTC 64%28%$$Mid Term 3 Improves Bike Lanes, TC, & Transit Ctr Exp Rapid Flashing Beacons at Pedestrian Crossings West Vail Roundabout $Mid Term 3 Add for all crossings N. Frontage Rd - WV Commercial $$Short Term 1 Coordinate w/ WV Road Diet East Vail Interchange $Mid Term 3 Coordinate w/ Pedestrian Improvements Bighorn Rd - At Gore Valley Trail $Short Term 1 West Lionshead Circle - 4 Locations 78%21%$Short Term 2 East Lionshead Circle - 5 Locations 78%21%$Short Term 1 Highest Volume Pedestrian Crossings Vail Road - 3 Locations 78%21%$Short Term 1 Highest Volume Pedestrian Crossings Vail Valley Drive - 6 Locations 78%21%$Short Term 2 TRANSIT PROJECTS Transit Facilities VTC Expansion $$$$$Short Term 1 2024-26 MMOF Grant Funding Transit Service WV Express - All Day Year Round $ /year Short Term 1 EV Express - All Day Year Round $ /year Short Term 2 Convert from Hiker Express 269 223GO VAIL 2045 Projects Su p p o r t e d 1 No t Su p p o r t e d 1 Relative Cost Phasing Priority Comments Lions Ridge Loop - Year Round $ /year Mid Term 3 Sandstone Loop - Increased Frequency $ /year Mid Term 3 N. Frontage Rd Employee Express - All Day Year Round $ /year Short Term 1 Coordinate w/ West Middle Creek Housing Add Bus Stop at Vail Run along S. Frontage Rd $Short Term 1 Provides West Vail access to this area Micro Transit (On-Demand) Service $ /year Mid Term 4 Consider Pilot Program Consider AV Transit $$$Long Term 5 As technology improves Mobility Pass Mid Term 3 Coordination with EVTA & CDOT Transit Safety Improvements In-Town Signage & Safety Improvements $Short Term 1 Pedestrian Awareness of Transit Route Bus Shelters at High Boarding Locations $Short Term 1 Bus Pads and amenities $Mid Term 2 Pedestrian Lighting at all Bus Stops $Short Term 1 Assumes Solar Lights PARKING PROJECTS Parking Improvements Frontage Rd Paid Parking $Long Term 4 Coordinate with CDOT Eliminate Frontage Rd Parking at VTC & LH $Short Term 1 Improves safety along High Volume roads Improve Frontage Road Parking - Lighting & Sidewalks $$$$Long Term 5 Improves pedestrian safety WV Parking Improvements - +60 Spaces $$Mid Term 2 CDOT/VR Maintenance Parking lot - +100 Spaces $$$Long Term 3 Ford Park Angled Parking - +100-200 Spaces $$$Mid Term 3 Improves Ford Park, TC, & skier parking Encourage Carpooling (Specifically at Ford Park Lot)$Short Term 2 Review Parking Fines & Enforcement Short Term 2 TRAFFIC PROJECTS Traffic Improvements Permanent Traffic Counters at Roundabouts $Short Term 1 Provides key traffic data to trigger projects 2-NB Lanes at Main Vail Roundabouts $$$$Long Term 5 Implement at volume threshold 270 Chapter 14: Implementation Plan and Funding224 Projects Su p p o r t e d 1 No t Su p p o r t e d 1 Relative Cost Phasing Priority Comments 2-NB Lanes at West Vail Roundabouts $$Long Term 5 Implement at volume threshold Left Turn Lanes at Frontage Rd Intersection $$Long Term 5 Implement at volume threshold West Vail Commercial Roundabout $$$Long Term 5 Implement with WV Redevelopment Ever Vail Roundabout Long Term 5 Implement with EV Redevelopment East Lionshead Circle Roundabout $$$Long Term 5 Improves In-Town Bus Left Turns VTC/Vail Valley Drive Roundabout $$$Short Term 2 Improves VVD intersection & VTC exiting Ford Park West Roundabout $$$Long Term 5 Alternate location for VVD Roundabout Ford Park East Roundabout $$$Long Term 3 Improves Ford Park Lot access SPEED LIMIT & TRAFFIC CALMING PROJECTS Residential Speed Limit to 20mph 77%14%$Short Term 1 Traffic Calming Policy $Short Term 1 Lane Striping 79%13%$Short Term 1 Photo Enforced Radar 36%56%$Long Term 5 Neckdowns & Curb Extensions 47%37%$Long Term 5 Speed Humps 44%52%$Long Term 5 TECHNOLOGY IMPROVEMENT PROJECTS SMART City Technology $$Long Term 4 Consider Pilot Program MaaS (Mobility as a Service)$Mid Term 3 Coordination with multiple agencies Parking Management App $Short Term 1 Coordination with Private Parking I‑70 IMPROVEMENT PROJECTS West Vail Interchange Underpass $$Long Term 5 Triggered by WV Traffic Improvement Buffehr Creek Overpass $$$$Long Term 5 Triggered evaluation by WV Redevelopment Red Sandstone Creek Overpass $$$$Long Term 5 Triggered evaluation by Ever Vail Middle Creek Overpass $$$$Long Term 5 Triggered evaluation by Civic Area 271 225GO VAIL 2045 Projects Su p p o r t e d 1 No t Su p p o r t e d 1 Relative Cost Phasing Priority Comments Main Vail Interchange Underpass $$Long Term 5 Triggered by MV Traffic Improvement Elkhorn Drive Underpass $$$$$Long Term 5 Triggered evaluation by PW Master Plan Bald Mountain Road Overpass $$$$$Long Term 5 Triggered evaluation by Wildlife Crossing Columbine Drive Underpass $$$$$Long Term 5 Triggered evaluation by Tunnel Replacement East Vail Interchange Underpass $Mid Term 3 Further evaluate for implementation LOADING & DELIVERY Expand E-Courier to Trash & Recycling $Long Term 5 SPECIAL EVENTS Add staging areas w/ identified new parking $$Mid Term 2 Coordinate with additional surface parking Explore opportunities for new interior storage $$Mid Term 5 Coordinate with new developments 1 Percent of the 143 Survey Respondents 272 Chapter 15: Funding Strategies226 Funding Strategies Chapter 15. 273 227GO VAIL 2045 Implementing the recommended projects outlined in this plan presents a notable challenge due to constrained funding allocations. To address this challenge and facilitate the successful execution of these capital projects, we have identified a range of potential funding sources at the federal, state, and local levels that are aligned with the objectives of these key initiatives. 274 Chapter 15: Funding Strategies228 Table 38: Federal Grant Sources Grant Name Grant Description Potential Project(s) Charging and Fueling Infrastructure Grant Program Provides funding to states to strategically deploy electric vehicle (EV) charging stations and to establish an interconnected network to facilitate data collection, access, and reliability. Funding is available for up to 80% of eligible project costs, including: • The acquisition, installation, and network connection of EV charging stations to facilitate data collection, access, and reliability. • Proper operation and maintenance of EV charging stations; and, • Long-term EV charging station data sharing. • Technology – Expand Town EV charging network and town fleet conversion Reconnecting Communities Pilot Program (RCP) Provides funding to remove, retrofit, or mitigate transportation facilities such as highways and rail lines that create mobility, access, or economic barriers to community connectivity through capital construction, planning, and technical assistance. • Further study of I-70 alternatives Rural Surface Transportation Grant Program (RURAL) Under the Bipartisan Infrastructure Law (BIL), the Rural Surface Transportation Grant Program (RURAL) supports projects that will improve and expand the surface transportation infrastructure in rural areas to increase connectivity, improve the safety and reliability of the movement of people and freight, generate regional economic growth, and improve quality of life. Eligible uses include highway, bridge, tunnel, or highway freight projects that improve access to certain essential facilities that support rural economies, as well as integrated mobility management systems, transportation demand management system, or on-demand mobility services. • Technology Demonstrations and Deployment Strengthening Mobility and Revolutionizing Transportation (SMART) Grants Provides funding to eligible public sector agencies to conduct demonstration projects focused on advanced smart community technologies and systems to improve transportation efficiency and safety, among the other US DOT Innovation Principles. The program seeks to fund purpose-driven innovation and focuses on building data and technology capacity and experience • ITS/Smart Cities Projects • Bike/Pedestrian • Climate – EV • Transit Stations • Transit – Bus • Parking – Information Sharing Pilot Program for Transit-Oriented Development (TOD) Planning The Pilot Program for Transit-Oriented Development (TOD) Planning provides funding to communities to integrate land use and transportation planning in new fixed guideway and core capacity transit project corridors, examine ways to improve economic development and ridership potential, foster multimodal connectivity and accessibility, improve transit access for pedestrian and bicycle traffic, engage the private sector, identify infrastructure needs, and enable mixed-use development near transit stations. • Climate – Emissions • Climate – Resilience • Equity • Community Planning • Transit – Rail • Bike/Pedestrian • Transit Stations Infrastructure for Rebuilding America (INFRA) Grant Program The Infrastructure for Rebuilding America (INFRA) Grant Program (formerly “Nationally Significant Freight & Highway Projects” under the FAST Act) provides funding for multimodal freight and highway projects of national or regional significance to improve the safety, efficiency, and reliability of the movement of freight and people in and across rural and urban areas, addressing critical issues facing our nation’s transportation networks. • I-70 Safety and Operations projects (CDOT I70 Vail Pass has been a recipient in the past) Federal Grants Securing federal grants often requires a strategic approach. Careful evaluation of grant eligibility and meticulous preparation of the application are essential steps in the application process. 275 229GO VAIL 2045 Grant Name Grant Description Potential Project(s) National Infrastructure Project Assistance (Mega) program Supports large, complex projects that are difficult to fund by other means and likely to generate national or regional economic, mobility, or safety benefits. The funding opportunities are awarded on a competitive basis for surface transportation infrastructure projects—including highway and bridge, intercity passenger rail, railway-highway grade crossing or separation, wildlife crossing, public transportation, marine highway, and freight projects, or groups of such projects—with significant national or regional impact, or to improve and expand the surface transportation infrastructure in rural areas. • Project relating to I-70 burial Rebuilding American Infrastructure with Sustainability and Equity (RAISE) Under the Bipartisan Infrastructure Law (BIL), the Rebuilding American Infrastructure with Sustainability and Equity (or RAISE) program provides funding for capital investments in surface transportation that will have a significant local or regional impact • Bike/Pedestrian • Climate – Emissions • Climate – Resilience • Equity • Freight • Transit – Bus • Transit Stations • Parking – Expansion Opportunities Grants for Buses and Bus Facilities Competitive Program The purpose of the Buses and Bus Facilities Competitive Program is to assist in the financing of buses and bus facilities capital projects, including replacing, rehabilitating, purchasing or leasing buses or related equipment, and rehabilitating, purchasing, constructing or leasing bus- related facilities. • Climate – Emissions • Transit – Bus • Safety • Equity • Data Science • Climate – Resilience High Priority- Commercial Motor Vehicle (HP-CMV) Program Provides financial assistance to enhance commercial vehicle safety and implement innovative national-level projects that will have a positive impact on CMV safety. The objective of the HP-CMV program is to support, enrich, and evaluate CMV safety programs and to target unsafe driving of CMVs and non–CMVs in areas identified as high-risk crash corridors, promote the safe and secure movement of hazardous materials, improve safety of transportation of goods and passengers in foreign commerce, demonstrate new technologies to improve CMV safety, support participation in the Performance Registration Information Systems Management (PRISM) program, support safety data improvement projects, increase public awareness and education on CMV safety, and otherwise improve CMV safety • Safety Projects on I-70 Advanced Transportation Technologies and Innovative Mobility Deployment The Advanced Transportation Technologies and Innovative Mobility Deployment (ATTIMD), also known as Advanced Transportation Technology and Innovation (ATTAIN), provides funding to deploy, install, and operate advanced transportation technologies to improve safety, mobility, efficiency, system performance, intermodal connectivity, and infrastructure return on investment. • Technology • Smart Public Transportation • Parking – Information Sharing Charging and Fueling Infrastructure Grant Program The Charging and Fueling Infrastructure Grant Program provides funding to strategically deploy publicly accessible electric vehicle charging infrastructure and other alternative fueling infrastructure. This grant program has two tracks: Corridor Charging (to deploy electric vehicle charging and hydrogen/propane/natural gas fueling infrastructure along designated alternative fuel corridors) and Community Charging (to install electric vehicle charging and alternative fuel in locations on public roads, schools, parks, and in publicly accessible parking facilities). Community Charging grants will prioritize rural areas as well as low-and moderate- income neighborhoods with low ratios of private parking, or high ratios of multiunit dwellings. • Climate – EV • Community Planning • Community Engagement • Climate – Emissions • Equity • Climate – Resilience • Safety Safe Streets and Roads for All (SS4A) Grant Program Provides financial support for planning, infrastructure, behavioral, and operational initiatives to prevent death and serious injury on roads and streets involving all roadway users, including pedestrians, bicyclists, public transportation users and operators, personal conveyance, micromobility users, motorists, and commercial vehicle operators. The SS4A program provides funding for the development of comprehensive safety action plans, supplemental planning for activities identified in an eligible action plan, and for implementation of eligible action plans. • Proposed Crossing Treatments along I-70 • Safety Improvements in Multi-modal sections • Traffic Improvements 276 Chapter 15: Funding Strategies230 State Grants Table 39: State Grant Sources Grant Name Grant Description Potential Project(s) Zero-Emission Vehicle (ZEV) Transition Planning Grant To fund the development of agency plans, studies, and analyses to prepare for and accelerate the deployment of zero-emission transit vehicles and support the infrastructure, facilities, training, and organizational investments necessary to make such deployments successful. • Fleet Conversion Clean Fleet Vehicle & Technology Grant Program The Clean Fleet Enterprise’s (CFE) Clean Fleet Vehicle and Technology Grant Program is a statewide competitive application process for eligible light-, medium- and heavy-duty fleet vehicles. Fleets will provide background information on their current fleet make-up, indicate the level of planning that has occurred for fleet transition, and provide financial information on vehicles and/or technology the fleet plans to acquire. • Transit – Convert Bus Fleet to Zero Emissions Clean Transit Enterprise This enterprise is created within the Colorado Department of Transportation (CDOT) to support public transit electrification planning efforts, facility upgrades, fleet motor vehicle replacement, as well as construction and development of electric motor vehicle charging and fueling infrastructure. The bill allows the enterprise to impose a clean transit retail delivery fee to fund its operations and to issue grants, loans, or rebates to support the electrification of public transit. • Transit – Convert Bus Fleet to Zero Emissions • Electric charging stations for busses FASTER – Local Transit Grants FASTER transit funds are split between local transit grants ($5 million per year) and statewide projects ($10 million per year). The $5 million in local transit grants is awarded competitively by CDOT regional offices. • Transit – • Expanded Fixed-Route Transit • Expand the Vail Transportation Center • Bus Stop Improvements - New Mobility Hubs • Bus Stop Improvements - Pedestrian Safety and Amenity Multimodal Transportation and Mitigation Options Fund (MMOF) – State State MMOF funds are to be used for transit, TDM programs, multimodal mobility projects enabled with new technology, studies, and bicycle/pedestrian projects. • Parking 277 231GO VAIL 2045 Local Revenue Seven revenue sources make up local taxes and generate 69% of the town’s annual revenues: general sales tax; housing sales tax, property and ownership tax; use tax; ski lift tax; real estate transfer tax; and franchise fees. Table 40: Local Tax Rates Vail Sales Tax Tax Rate State of Colorado 2.9% Eagle County 1.0% Eagle County Transportation 0.5% Regional Transportation Authority 0.5% Town of Vail 4.5% Total Sales Tax 9.4% Vail Local Marketing District Lodging Tax (in addition to above)1.4% Town of Vail Sales Tax on Food for Home Consumption (in lieu of Town of Vail rate above)4.0% Additional potential sources of funding available on the local level are provided in Table 41. Table 41: Potential Local Funding Sources Potential Local Sources Description Potential Project(s) Bonds General Obligation bonds offer municipalities a tool for financing large-scale infrastructure improvements. These bonds are issued after voter approval and backed by the full faith and credit of the issuing government, allowing for the upfront funding of critical transportation projects. • Parking – Expansion Opportunities Impact Fees Impact fees are charges levied by local governments on new development projects to help fund the construction and maintenance of public transportation infrastructure. These fees aim to ensure that new development contributes its fair share to the increased demand it places on the transportation system. • Transportation Improvements • Parking – Expansion Opportunities • Transit – New on-demand service Delivery Zone Surcharge Fee Implement designated delivery drop-off zones with complimentary parking for delivery drivers. Failure to utilize these designated areas will result in a service charge. • Loading & Delivery Special Event Surcharge Fee Many municipalities are implementing event ticket surcharges to address the transportation challenges associated with large-scale events. This can generate revenue specifically dedicated to mitigating the impact of increased traffic, pedestrian congestion, and demand for public transportation during peak periods. • Parking – Pricing Adjustments TNC Charge Fee Municipalities and Sates have levied a TNC charge for the operation of these services. In Colorado, SB260 creates new fees for TNCs – $0.30 per ride, lowered to $0.15 for electric or shared rides – and uses the revenue to support fleet electrification. • Multi-modal projects within charge zone, such as E-bikeshare Urban Renewal Authorities Urban renewal authorities are public-private partnerships that catalyze investment in an area through mechanisms such as tax increment financing. These statutory bodies are frequently used in Colorado to fund infrastructure projects. • Traffic Improvements such as roundabouts • Traffic Calming • I-70 Improvements, such as East Vail Interchange Underpass Developer Funded Improvements Developers can be incentivized to fund transportation projects on or adjacent to their properties. These arrangements can help improve transportation and mobility for local residents while also making the development more attractive to future renters. • Multimodal projects, such as trails or sidewalks • Transit Safety Improvements • Parking Improvements • Special Events 278 232 Traffic Counts Appendix A 279 www.idaxdata.com Date: 12/30/2021 Count Period: 7:00 AM to 1:00 PM HV %:PHF EB 5.3%0.86 WB 0.0%0.56 NB 3.2%0.93 SB -- NEB --Peak Hour: 12:00 PM to 1:00 PM Peak Hour NWB 2.7%0.87 TOTAL 3.5%0.95 0 Frontage Rd 0 No L e g 227 248 40 0 0 0 222 5 9 110 3 2 0 4 0 0 0 Va i l R d 0 Spraddle Creek Rd 1,109TEV: 0.95PHF: Vail Rd Frontage Rd N 65 0 41 7 0 0 08 21 1 9 42 2 0 0 0 0 0 0000 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 280 www.idaxdata.com Six-Hour Count Summaries 0 0 0 501 599 751 848 897 937 901 886 894 944 976 987 1,004 1,011 1,055 1,075 1,066 1,095 1,073 1,101 1,109 0 0 0 0 Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Six-Hour Count Summaries - Heavy Vehicles 0 0 0 44 47 50 TH RT UT HL Interval Start Frontage Rd Spraddle Creek Rd Eastbound Westbound LT BL LT TH Vail Rd No Leg I 70 On Ramp RT HR UT LT 0 I 70 Off Ramp 15-min Total Rolling Northbound Southbound Northeastbound Northwestbound BR HR Hour 7:00 AM 1 0 1 0 20 0 0 0 0 One 0 0 00121001 UT LT TH BR RT HR UT HL RT HR UT HL LT BLBRRTUTHLBLBRBLTH 0 0 0 0 10 0 0 01000024130 0 0 0 000 67 7:15 AM 2 0 0 0 25 2 0 0 0 20 0 2 0 0000000 0 0 00 2 0000100 2 1 0 0 100 7:30 AM 0 0 0 0 0 0 0 0 0 20000000 7 0 142 7:45 AM 1 0 0 0 32 1 0 0 0 33 1 30000000432002930030 24 0 1 35 192 8:00 AM 0 0 0 0 47 3 0 0 0 72 0 2 0 1000000000000056 0 6 0 0 165 8:15 AM 0 0 0 0 0 0 0 0 0 4700000021030002000 2 0 0 0 0 0000543205700030 36 0 1 0001200 0 0 252 8:30 AM 0 0 0 0 44 2 0 0 0 100 0 4000000 0 73 239 8:45 AM 0 0 0 0 50 2 0 0 0 87 0 9 0 1000000000000056 0 3 0 1 241 9:00 AM 0 0 0 0 0 0 0 0 0 7700000030040000010 1 0 0 0 0 0002512902710020 35 0 2 0003110 0 2 205 9:15 AM 0 0 0 0 44 3 0 0 0 87 0 3000000 2 63 216 9:30 AM 0 0 0 0 51 2 0 0 0 70 1 2 0 0000000000000054 1 3 0 0 224 9:45 AM 0 0 0 0 0 0 0 0 0 7500000026010000000 2 0 0 0 0 0003733805710012 43 0 3 0000410 0 0 249 10:00 AM 0 0 0 0 48 2 0 0 0 64 0 8000000 2 97 255 10:15 AM 0 0 0 0 41 0 0 0 0 64 2 3 0 0000000000000283 1 5 0 0 248 10:30 AM 0 0 0 0 0 0 0 0 0 5300000043020003100 1 0 0 0 0 0001784306020000 39 0 3 0000000 0 0 235 10:45 AM 0 0 0 0 49 2 0 0 0 44 1 5000000 2 89 266 11:00 AM 0 0 0 0 50 1 0 0 0 52 1 8 0 00000000000002110 2 10 0 0 262 11:15 AM 0 0 0 0 0 0 0 0 0 4900000054020001110 2 0 0 0 0 00011094406040020 48 0 2 0000010 0 0 292 11:30 AM 0 0 0 0 52 2 0 0 0 61 1 8000000 1 104 255 11:45 AM 0 0 0 0 51 2 0 0 0 26 0 9 0 00000000000001114 0 3 0 0 257 12:00 PM 0 0 0 0 0 0 0 0 0 2000000072020001010 3 0 0 0 0 01011116004620021 53 0 2 0000010 0 0 291 12:15 PM 0 0 0 0 49 2 0 0 0 54 1 9000000 2 104 270 12:30 PM 0 0 0 0 61 1 0 0 0 41 1 7 0 00000000000003111 2 9 0 1 283 12:45 PM 0 0 0 0 0 0 0 0 0 4900000050010002010 0 0300000002964806600001 28 1,800 911 0 62 000271490 0 1 265 Count Total 4 0 1 0 1,116 40 0 0 0 39 0 90000 2 3 0 8 5,471 Peak Hour All 0 0 0 0 222 5 0 0 1,304 17 131 0 7000000000000 HV 0 0 0 0 12 183 4 34 0 2 1,109000000000000422211090004 0 0 0 000000000101001000000 --2%5%-11%---0%0%0%-0% 0 39 HV%----5%0%- 0 0 3 0 3 000 NB SB 0 0 5 14 Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB NEB 2%0%9%-0%4%---------- 0 0 0 4 5 0050000 South SE SW Total 7:00 AM 1 0 4 0 0 NEB NWB Total East West NorthNWBTotalEBWB 0 0 3 6 7:30 AM 1 1 10 0 0 0 0 1 0 3 0190100 0 0 2 4 7:15 AM 5 0 3 0 0 0 0 0 0 2 01130000 0 0 1 1 2 0081000 0 0 2 4 8:00 AM 1 0 7 0 0 0 0 0 0 2 03170000 1 1 2 7 7:45 AM 4 0 10 0 0 0 0 1 2 8:30 AM 2 0 9 0 0 0 0 1 0 1 01121000 0 0 2 3 8:15 AM 3 1 7 0 0 0 0 0 0 1 00110000 0 0 0 0 2 0090000 0 0 2 4 9:00 AM 2 0 7 0 0 0 0 0 0 2 0190000 0 0 2 4 8:45 AM 2 0 6 0 0 0 0 1 1 9:30 AM 4 0 10 0 0 0 0 0 0 0 03140000 0 0 2 4 9:15 AM 4 1 6 0 0 0 0 0 0 2 02160000 0 0 0 0 0 01110000 0 0 2 4 10:00 AM 1 0 9 0 0 0 0 0 0 2 01120000 0 0 0 0 9:45 AM 3 0 8 0 0 0 0 1 1 10:30 AM 5 0 10 0 0 0 0 0 0 0 0070000 0 0 2 4 10:15 AM 3 0 4 0 0 0 0 0 0 2 00150000 0 0 0 0 0 01120000 0 0 1 2 11:00 AM 3 0 8 0 0 0 0 0 0 1 0080000 0 0 0 0 10:45 AM 2 0 6 0 0 0 0 3 6 11:30 AM 2 0 6 0 0 0 0 0 0 3 01100000 0 0 1 3 11:15 AM 3 0 6 0 0 0 0 0 0 2 0190000 0 0 0 0 3 0180000 0 0 2 3 12:00 PM 0 0 7 0 0 0 0 1 0 1 0170010 0 0 4 7 11:45 AM 2 0 4 0 0 0 0 1 2 12:30 PM 3 0 8 0 0 0 0 0 0 1 0160000 0 0 0 0 12:15 PM 2 0 3 0 0 0 0 0 0 0 01120000 0 0 4 5 37 0242532110 0 0 0 0 Count Total 65 3 161 0 0 0 0 0 0 0 03130000 1 1 41 85 12:45 PM 7 0 3 0 0 0 0 0 UT LT TH BR RT HR I 70 Off Ramp Peak Hr 12 0 21 0 0 0 0 5 9 UT LT BL TH BR RTUTHLLTTHRTHRUTHLLTBLTHRT Spraddle Creek Rd Vail Rd No Leg I 70 On Ramp 0 0 0 0 4 06390 7:15 AM 2 0 0 0 Hour 7:00 AM UT HL LT BL BR HRUTHLBLBRRTHR 15-min Total Rolling Eastbound Westbound Northbound Southbound Northeastbound Northwestbound OneInterval Start Frontage Rd 0 0000 5 2 0001000 0 0 9 13 0 00000000000000 7:30 AM 0 0 0 0 1 0 0 0 0 0 1 00000000000000120300 7:45 AM 1 0 0 0 3 0 0 0 0 1 0 0 0 00000000000000620 0 0 0 17 8:00 AM 0 0 0 0 0 0 0 0 0 300000030000000000 0 0 0 0000240100000 07 0 0001000 0 0 8 8:15 AM 0 0 0 0 3 0 0 0 0 0 0 000000010 120100000000000000000160 1 0 0 0 0 0 0 0 0 0 0 0022000 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 281 www.idaxdata.com 48 40 41 43 48 51 53 46 45 41 42 45 39 38 34 30 33 39 0 0 Six-Hour Count Summaries - Bikes 0 0 0 1 2 2 2 2 1 0 0 0 0 0 0 0 0 0 0 1 1 1 1 0 0 0 8:30 AM 0 0 0 0 2 0 0 0 0 0 0 11 8:45 AM 0 0 0 0 0 0 0 0 0 000000060000000000 0 0 0 0000500200000 03 1 0000000 0 0 9 9:00 AM 0 0 0 0 2 0 0 0 0 1 0 000000010 9 9:15 AM 0 0 0 0 4 0 0 0 0 0 0 0 0 00000000000000240 0 0 0 14 9:30 AM 0 0 0 0 0 0 0 0 0 300000050000010000 0 0 0 0000640400000 01 0 0000000 0 0 16 9:45 AM 0 0 0 0 3 0 0 0 0 1 0 100000000 12 10:00 AM 0 0 0 0 1 0 0 0 0 0 0 1 0 00000000000000260 0 0 0 11 10:15 AM 0 0 0 0 0 0 0 0 0 100000050000000001 0 0 0 0000130300000 03 0 0000000 0 0 7 10:30 AM 0 0 0 0 5 0 0 0 0 0 0 000000000 15 10:45 AM 0 0 0 0 2 0 0 0 0 0 0 0 0 00000000000001540 0 0 0 8 11:00 AM 0 0 0 0 0 0 0 0 0 000000010000000001 0 0 0 0000440300000 04 0 0000000 0 0 12 11:15 AM 0 0 0 0 3 0 0 0 0 0 1 000000000 10 11:30 AM 0 0 0 0 2 0 0 0 0 1 0 0 0 00000000000000330 1 0 0 9 11:45 AM 0 0 0 0 0 0 0 0 0 000000040000000000 0 0 0 0000130200000 02 0 0000000 0 0 7 12:00 PM 0 0 0 0 0 0 0 0 0 1 0 000000000 8 12:15 PM 0 0 0 0 2 0 0 0 0 0 0 1 0 00000000000000340 0 0 0 6 12:30 PM 0 0 0 0 0 0 0 0 0 100000020000000000 0 0 0000440300000 01 0000000 0 0 12 12:45 PM 0 0 0 0 7 0 0 0 0 1 0 0000000000 13 Count Total 4 0 0 0 61 0 0 0 0 1 0 2 0 00000000000000200 0 0 249 Peak Hour 0 0 0 0 0 0 0 0 0 16000000810600030003 Interval Start Frontage Rd Spraddle Creek Rd Vail Rd No Leg I 70 On Ramp I 70 Off Ramp 0 0 0 3 0 30000001000000001010012 One UT 0 0 3900000 HL LT BL BR HR HourHLBLBRRT 15-min Total Rolling LT TH BR RT HR UT Eastbound Westbound UT 0 7:15 AM 0 0 0 0 0 0 0 7:00 AM 0 0 0 0 0 1000000 0 0 0 0 0 0 0 0 0 0 0 001 HR UTLTBLTHBRRTUT 0 0 0 0 0 HL LT BL TH RT 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000 0 0 0 0 0000000 0 0 0 0 0 000 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000000000000 0 0 0 0 0 0 0 0 10000000000000008:00 AM 0 0 0 0 1 0 0 0 0 0 8:15 AM 0 0 0 0 1 0 0 0 0 0 0 0 0000 8:30 AM 0 0 0 0 0 0 0 0 0 0 100000000000000000000 0 0000000000000000000 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000 0 0 0000000000 00000000000 0 0 0 0 0000000 0 000 0 09:00 AM 0 0 0 0 0 0 0 0000000 0 0 0 0 000000000 0 00000000000000000000 0 00000009:30 AM 0 0 0 0 0 0 0 00000009:15 AM 0 0 0 0 0 0 0 0 0 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 0000000000000000000 0 000000010:00 AM 0 0 0 0 0 0 0 0000000 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 0000000000000000000 0 000000010:30 AM 0 0 0 0 0 0 0 0000000 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 0 00000000000000 0 0 0 000000011:00 AM 0 0 0 0 0 0000000000000 0 0 0 0 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000 11:30 AM 0 0 0 0 0 00000000000000000000000000 0 0 11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 100000000000000010000000 0 000000000000012:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000 000000000000000000000000 0 000000000000012:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000 000000000000000000000000 0 0000001000100Count Total 0 0 0 0 2 0 0 0 0 0 0 0 4 Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 00000000000 000000000000000000000000 1 Northbound Southbound Northeastbound Northwestbound 271 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 000000000000000 HL LT TH RT HR UT Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 282 www.idaxdata.com Date: 12/30/2021 Count Period: 1:00 PM to 6:00 PM HV %:PHF EB 5.0%0.86 WB 11.1%0.75 NB 2.9%0.98 SB -- NEB --Peak Hour: 4:00 PM to 5:00 PM Peak Hour NWB 0.0%0.85 TOTAL 2.8%0.98 0 Frontage Rd 0 No L e g 199 313 60 0 0 0 186 13 18 50 6 7 0 5 0 0 0 Va i l R d 0 Spraddle Creek Rd 1,552TEV: 0.98PHF: Vail Rd Frontage Rd N 1, 0 9 5 37 2 0 0 012 24 1 5 83 7 0 0 0 0 0 0000 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 283 www.idaxdata.com Five-Hour Count Summaries 0 0 0 1,169 1,131 1,093 1,118 1,096 1,177 1,238 1,334 1,399 1,448 1,532 1,546 1,552 1,510 1,447 1,359 1,203 0 0 0 0 Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Five-Hour Count Summaries - Heavy Vehicles 0 0 0 40 33 33 36 40 44 45 48 45 45 43 TH RT UT HL Interval Start Frontage Rd Spraddle Creek Rd Eastbound Westbound LT BL LT TH Vail Rd No Leg I 70 On Ramp RT HR UT LT 0 I 70 Off Ramp 15-min Total Rolling Northbound Southbound Northeastbound Northwestbound BR HR Hour 1:00 PM 0 0 0 0 44 5 0 0 0 One 0 0 021205102 UT LT TH BR RT HR UT HL RT HR UT HL LT BLBRRTUTHLBLBRBLTH 2 0 2 0 1 0 0 010104120480 0 0 0 020 295 1:15 PM 0 0 0 0 52 2 0 0 0 56 2 9 0 0000000 0 0 00 6 0000020 1 6 0 0 288 1:30 PM 0 0 0 0 0 0 0 0 0 52000000 2 0 253 1:45 PM 0 0 0 0 53 4 0 0 0 36 3 80000003974105440003 50 0 4 105 333 2:00 PM 0 0 0 0 45 3 0 0 0 84 1 15 0 00000000000000118 1 7 0 0 257 2:15 PM 0 0 0 0 0 0 0 0 0 4300000042020000410 1 0 0 0 0 00011175303660000 54 0 1 0000000 0 0 250 2:30 PM 0 0 0 0 51 4 0 0 0 28 2 6000000 2 130 278 2:45 PM 0 0 0 0 60 6 0 0 0 27 1 3 0 00000000000000137 2 14 0 1 311 3:00 PM 0 0 0 0 0 0 0 0 0 4000000053030000000 1 0 0 0 0 03031655904920010 56 0 2 0000130 0 0 338 3:15 PM 0 0 0 0 45 1 0 0 0 42 2 11000000 5 176 311 3:30 PM 0 0 0 0 54 2 0 0 0 35 0 9 0 00000000000006153 1 20 0 0 374 3:45 PM 0 0 0 0 0 0 0 0 0 5100000059030000030 3 0 0 0 0 02061955904120033 38 0 1 0001220 0 1 376 4:00 PM 0 0 0 0 42 4 0 0 0 50 0 11000000 3 202 387 4:15 PM 0 0 0 0 43 3 0 0 0 41 0 17 0 00000000000003236 3 18 0 0 395 4:30 PM 0 0 0 0 0 0 0 0 0 4500000072020001030 2 0 0 0 0 00031996104810012 70 0 0 0002310 0 0 388 4:45 PM 0 0 0 0 53 5 0 0 0 50 2 19000000 5 191 382 5:00 PM 0 0 0 0 26 2 0 0 0 33 0 12 0 00000000000003200 1 13 0 0 345 5:15 PM 0 0 1 0 0 0 0 0 0 4200000059010002210 4 0 0 0 0 01031844504230014 46 0 3 0000000 0 0 332 5:30 PM 0 0 0 0 38 7 0 0 0 29 3 12000000 1 112 300 5:45 PM 0 0 0 0 35 4 0 0 0 31 2 10 0 00000000000003160 0 7 0 0 226000002500000039030000000 60 3,117 1,055 0 43 0001524270Count Total 0 0 1 0 911 70 7 6 0 12 6,419 Peak Hour All 0 0 0 0 186 13 0 0 840 27 227 0 2000000000000 HV 0 0 0 0 10 169 5 66 0 0 1,552000000000000837241050005 0 0 0 000000000161600000011 --2%7%-0%---0%14%17%-0% 0 44 HV%----5%0%- 0 0 0 0 0 000 NB SB 0 0 4 6 Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB NEB 0%0%0%--3%---------- 0 0 0 0 2 05150000 South SE SW Total 1:00 PM 3 0 7 0 0 NEB NWB Total East West NorthNWBTotalEBWB 0 0 0 0 1:30 PM 1 0 7 0 0 0 0 0 0 0 02110000 0 0 3 4 1:15 PM 4 1 4 0 0 0 0 0 0 1 0080000 0 0 0 0 0 0080000 0 0 2 4 2:00 PM 2 0 6 0 0 0 0 0 0 2 0060000 0 0 1 1 1:45 PM 3 0 3 0 0 0 0 3 6 2:30 PM 2 0 9 0 0 0 0 0 0 3 00110000 0 0 1 2 2:15 PM 3 0 8 0 0 0 0 0 0 1 00110000 0 0 0 0 1 01120000 0 0 1 2 3:00 PM 3 1 7 0 0 0 0 0 0 1 00100000 0 0 1 2 2:45 PM 4 0 6 0 0 0 0 0 0 3:30 PM 5 0 6 0 0 0 0 0 0 0 00120000 0 0 2 4 3:15 PM 2 0 10 0 0 0 0 0 0 2 03140000 0 0 0 0 0 00120000 0 0 5 11 4:00 PM 3 2 7 0 0 0 0 0 1 5 0070000 0 0 0 0 3:45 PM 1 0 6 0 0 0 0 1 2 4:30 PM 3 0 9 0 0 0 0 0 0 1 00100000 0 0 3 5 4:15 PM 3 0 7 0 0 0 0 0 0 2 00120000 0 0 1 0 4 0080010 0 0 3 6 5:00 PM 3 0 5 0 0 0 0 0 0 3 00100000 0 0 5 9 4:45 PM 1 0 9 0 0 0 0 3 6 5:30 PM 4 0 9 0 0 0 0 0 0 3 00130000 0 0 0 0 5:15 PM 4 0 9 0 0 0 0 0 0 0 00130000 0 0 2 40000201800005:45 PM 2 0 5 0 0 0 0 1 1 33 0122110010Count Total 56 4 139 0 0 0 0 40 74 0 0 0 UT LT TH BR RT HR I 70 Off Ramp Peak Hr 10 2 32 0 0 0 0 7 13 UT LT BL TH BR RTUTHLLTTHRTHRUTHLLTBLTHRT Spraddle Creek Rd Vail Rd No Leg I 70 On Ramp 0 0 0 0 6 00440 1:15 PM 0 0 0 0 Hour 1:00 PM UT HL LT BL BR HRUTHLBLBRRTHR 15-min Total Rolling Eastbound Westbound Northbound Southbound Northeastbound Northwestbound OneInterval Start Frontage Rd 0 0000 15 0 0000000 0 0 11 8 0 00000500000000 1:30 PM 0 0 0 0 1 0 0 0 0 2 0 00000000000100220400 1:45 PM 0 0 0 0 3 0 0 0 0 0 0 0 0 00000000000000520 0 0 0 6 2:00 PM 0 0 0 0 0 0 0 0 0 000000010000000000 0 0 0 0000330200000 02 0 0000000 0 0 8 2:15 PM 0 0 0 0 3 0 0 0 0 0 0 000000000 11 2:30 PM 0 0 0 0 2 0 0 0 0 0 0 0 0 00000000000000170 0 0 0 11 2:45 PM 0 0 0 0 0 0 0 0 0 000000030000000000 0 0 0 0000230400000 06 0 0000010 0 0 10 3:00 PM 0 0 0 0 3 0 0 0 0 0 0 000000010 12 3:15 PM 0 0 0 0 2 0 0 0 0 1 0 0 0 00000000000000250 0 0 0 12 3:30 PM 0 0 0 0 0 0 0 0 0 000000060000000000 0 0 0 0000510500000 04 0 0000000 0 0 14 3:45 PM 0 0 0 0 1 0 0 0 0 2 0 100000000 7 4:00 PM 0 0 0 0 3 0 0 0 0 0 0 0 0 00000000000000240 0 0 0 12 4:15 PM 0 0 0 0 0 0 0 0 0 000000040000001100 0 0 0 0000430300000 03 0 0 1000000000000000 0 0 0 0 2 1 0 0 0 0 0 0034000 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 284 www.idaxdata.com 41 44 40 43 44 42 0 0 Five-Hour Count Summaries - Bikes 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 0 0 0 00000004:30 PM 0 0 0 0 3 0 12 4:45 PM 0 0 0 0 1 0 0 0 0 0 0 0 0 00000000000000540 0 0 0 10 5:00 PM 0 0 0 0 0 0 0 0 0 000000050000000000 0 0 0 0000230300000 04 0 0000000 0 0 8 5:15 PM 0 0 0 0 4 0 0 0 0 0 0 000000000 13 5:30 PM 0 0 0 0 4 0 0 0 0 0 0 0 0 00000000000000540 0 0 0 13 5:45 PM 0 0 0 0 0 0 0 0 0 000000020000000000 0 0 0 0000410200000 07 0 0 800010000000000 Count Total 0 0 0 0 55 1 0 0 0 0 211 Peak Hour 0 0 0 0 0 0 0 0 0 11000000670100001300 Interval Start Frontage Rd Spraddle Creek Rd Vail Rd No Leg I 70 On Ramp I 70 Off Ramp 0 0 0 0 0 00000000000001001616010 One UT 0 0 4400001 HL LT BL BR HR HourHLBLBRRT 15-min Total Rolling LT TH BR RT HR UT Eastbound Westbound UT 0 1:15 PM 0 0 0 0 0 0 0 1:00 PM 0 0 0 0 0 0000000 0 0 0 0 0 0 0 0 0 0 0 000 HR UTLTBLTHBRRTUT 0 0 0 0 0 HL LT BL TH RT 1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000 0 0 0 0 0000000 0 0 0 0 0 000 1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000000000000 0 0 0 0 0 0 0 0 00000000000000002:00 PM 0 0 0 0 0 0 0 0 0 0 2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000 2:30 PM 0 0 0 0 0 0 0 0 0 0 000000000000000000000 0 0000000000000000000 0 0 2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000 0 0 0000000000 00000000000 0 0 0 0 0000000 0 000 0 03:00 PM 0 0 0 0 0 0 0 0000000 0 0 0 0 000000000 0 00000000000000000000 0 00000003:30 PM 0 0 0 0 0 0 0 00000003:15 PM 0 0 0 0 0 0 0 0 0 3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 0000000000000000000 0 00000004:00 PM 0 0 0 0 0 0 0 0000000 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 0000000000000000000 0 00000004:30 PM 0 0 0 0 0 0 0 0000000 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 0 00000000000000 0 1 0 00000005:00 PM 0 0 0 0 0 0000000000000 0 0 0 1 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000 5:30 PM 0 0 0 0 0 00000000000000000000000000 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 000000000000000000000000 0 0000100000000Count Total 0 0 0 0 0 0 0 0 0 0 0 0 1 Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 00000000000 000000000000000000000000 Northbound Southbound Northeastbound Northwestbound 071 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 000000000000000 HL LT TH RT HR UT Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 285 www.idaxdata.com 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Peak Hour Date: 12/30/2021 Count Period: 7:00 AM to 1:00 PM TOTAL SB SEB WB NB HV %:PHF EB 7.2%0.96 SWB -- Peak Hour: 11:15 AM to 12:15 PM 3.7%0.95 2.4%0.75 0.5%0.86 5.6%0.85 3.0%0.91 Frontage Rd N 0 Va i l R d 0 Frontage Rd 2,302TEV: 0.95PHF: Vail Rd Frontage Rd 0 Va i l R d 1 37 9 67 9 0 423 2 75 510 17 414 363 8 9 89 251 40 0 25 26 5 23 3 11 0 8253 11 7 0 13 628 945 0 3 30 123 448 0 24 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 286 www.idaxdata.com Six-Hour Count Summaries 0 0 0 1,248 1,511 1,860 2,061 2,150 2,181 2,096 2,078 2,053 2,074 2,121 2,121 2,155 2,173 2,188 2,217 2,238 2,302 2,300 2,277 2,213 0 0 0 0 Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Six-Hour Count Summaries - Heavy Vehicles 0 0 0 86 95 112 11 7 5 2 1 2 2 South 28 0 0 0 31000000000102013010010100005060 0 0 22 8:15 AM 0 0 0 0 8 2 1 0 0 0 0 0000100000010600000700230 00 0 0 0 30 8:00 AM 1 0 0 0 0 3 0 2 0 022200000010020900 0 0 00001011010100001 7:45 AM 0 0 1 0 5 1 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 7:30 AM 0 0 2 0 7 2 1 0 0 0000001024000040 00 0 1103061 13 0 0 14 29 0 0000020000 0 1 1 0 00 HRUTLTBLTH 0 0 0 LT BL TH RT 000000030410 LTHLLTTHRT 000 I 70 On Ramp 15-min Total Rolling Eastbound Westbound Northbound Southbound Southeastbound Southwestbound One Hour 7:00 AM 0 0 0 0 3 0 0 0 UT HL BL BR RT HRUTHLBLBRHRUT 0 9 28 Interval Start Frontage Rd Frontage Rd Vail Rd Vail Rd I 70 Off Ramp 0 0 1 0 8 00850100 BR RTUTLTTHBRRTHRUTHL Peak Hr 30 35 8 9 3 0 0 4 0 35 105930103 0 1 9 Count Total 183 240 39 83 48 0 0 0 0 1 00200000 42 0 43 121 12:45 PM 3 6 2 8 1 1 0 2 5 12:30 PM 7 11 4 4 0 0 0 0 0 2 00200000 3 0 0 3 12:15 PM 6 7 1 3 3 0 0 0 3 00200000 0 0 0 0 0 00260000 0 1 7 12:00 PM 6 12 1 0 1 0 0 1 0 1 00160100 4 0 4 11 11:45 AM 5 5 2 3 1 0 0 0 3 4 11:30 AM 9 8 1 2 0 0 0 0 0 1 00290000 2 0 1 6 11:15 AM 10 10 4 4 1 0 0 0 1 00270000 0 0 0 0 3 00200000 0 0 2 11:00 AM 7 12 1 3 4 0 0 0 0 0 00290000 0 0 1 2 10:45 AM 6 15 2 3 3 0 1 0 1 3 10:30 AM 10 15 1 6 0 0 0 0 0 1 00270000 0 0 2 3 10:15 AM 11 10 0 4 2 0 0 0 0 00250000 0 0 0 0 1 00320000 0 3 6 10:00 AM 9 10 3 2 1 0 0 0 0 2 00260000 1 0 0 1 9:45 AM 7 12 2 3 2 0 1 0 1 3 9:30 AM 10 9 5 5 1 0 0 0 0 1 00290000 0 0 0 0 9:15 AM 6 11 1 8 3 0 0 0 3 00280000 0 0 0 0 0 00300000 0 2 6 9:00 AM 12 10 1 2 3 0 0 0 0 2 00220000 0 0 3 6 8:45 AM 7 6 3 3 3 0 1 0 1 2 8:30 AM 9 13 0 2 4 0 0 1 0 0 00310001 1 0 2 4 8:15 AM 10 11 2 5 3 0 1 0 2 10220001 0 0 0 0 1 00280000 0 2 5 8:00 AM 8 11 0 1 2 0 0 0 0 1 00300000 3 0 1 7 7:45 AM 7 11 1 6 5 0 0 0 2 4 7:30 AM 11 11 2 3 2 0 0 1 0 2 00140001 2 0 2 6 7:15 AM 4 6 0 3 1 0 0 0 5 00130000 0 0 0 0 2 00290000 NE NW Total 7:00 AM 3 8 0 0 2 SEB SWB Total East West NorthSWBTotalEBWBNBSBStartEBWBNBSBSEB 3 0 8 160 --4% Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) 1%0%----0%--0%0%1%8%1%0%0%3%4%4%0%-8%-2%10%8%0%10%11%- 0 0 0 0 85 HV%0%-3%0% 0 2 1 0 0 072000002110013019004 2,302 HV 0 0 3 0 24 3 0 3 0 0 0 0 0 002133771121034172325175005301171382330123044824 0 12,057 Peak Hour All 9 0 89 25 251 40 880 0 0 0 0 000104102,140 621348211151,400 286 64613202430440632182319366101,806Count Total 42 0 437 140 1,088 0 0 0 0 0726010280 522406523280665122100150254151 0 526 12:45 PM 2 0 25 7 47 13 1 20 0 0 0 0 000308022190759142970130252801028010912:30 PM 2 0 18 4 47 0 0 01236011290 0 0 557207524260553171900150323251 0 608 12:15 PM 2 0 20 5 55 8 1 21 0 0 0 0 0006195252715551426601402321211042012612:00 PM 2 0 22 5 67 0 0 01022011560 0 0 5866211132290442151100140382192 0 549 11:45 AM 2 0 19 7 65 13 0 26 0 0 0 0 0005094292313527151009025580824010911:30 AM 3 0 23 6 64 0 0 023509820 0 0 559407726270583152300160314130 0 544 11:15 AM 2 0 25 7 55 7 2 35 0 0 0 0 00051852616155415254015021313063209111:00 AM 3 0 24 8 56 0 0 096509670 0 0 565207124340351153400100301140 0 520 10:45 AM 3 0 24 5 54 9 4 33 0 0 0 0 00040721914126311303012018411393708710:30 AM 4 0 20 7 56 0 0 0629010460 0 0 54430832150035483200160251131 0 526 10:15 AM 1 0 11 9 62 6 0 37 0 0 0 0 00040802526036818246011020352102308310:00 AM 2 0 21 8 47 0 0 093008160 0 0 53140882637087116300080112151 0 520 9:45 AM 2 0 21 6 49 10 0 35 0 0 0 0 0006191351101072837301301727118240549:30 AM 3 0 15 5 52 0 0 0142305760 0 0 497608132430125717320050151160 0 505 9:15 AM 2 0 14 6 48 9 1 46 0 0 0 0 0003010427140465113760120134527240459:00 AM 2 0 17 4 53 0 0 072506110 0 0 55631140285302847310060205133 0 538 8:45 AM 0 0 18 5 30 11 2 43 0 0 0 0 000401163391378153560901011206320678:30 AM 1 0 16 6 35 0 0 072705190 0 0 5827011029690889115600110114131 0 474 8:15 AM 1 0 19 7 35 6 1 53 0 0 0 0 0004012631817557234050121708320308:00 AM 1 0 12 5 42 0 0 061605450 0 0 46740124294002501634006054111 0 337 7:45 AM 0 0 19 8 21 12 0 40 0 0 0 0 000508117525365196050711211110387:30 AM 1 0 18 4 17 0 0 048022207:15 AM 0 0 9 4 15 8 0 0 23 3 104020 0 233934718270321913001032320 7:00 AM 1 0 7 2 16 BL BR HR UT HL BLTHRTHRUTHLLTTHBR Interval Start Frontage Rd Frontage Rd Vail Rd Vail Rd I 70 On Ramp 0 00011 UT HL LT BL TH RT UT LT 3 261710014 BR RT HR Hour 0 211 TH 15-min Total Rolling Southwestbound One 44 2060 I 70 Off Ramp Eastbound Westbound Northbound Southbound Southeastbound RT UT HL LTBRRTHRUTLTBL Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 287 www.idaxdata.com 111 103 109 107 109 113 110 108 110 113 115 117 105 92 85 76 82 86 0 0 Six-Hour Count Summaries - Bikes 0 0 0 1 2 2 2 2 1 0 0 0 0 0 0 0 0 0 0 1 1 1 1 0 0 000 0 0 0 0 0 0 0 0 0 RT 0 0 0 0 0 0 0 0 0 1000000 0 4 0 0 0 0 0 0 1000000 0 0000000000000000100Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0000000000210000000000001Count Total 0 0 0 0 0 0 0 0 0 0000000000000000000000000 0 0 12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000000000000012:30 PM 0 0 0 0 0 0 0 0 0 0 0000000000000000000000000 0 0 12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000000000000012:00 PM 0 0 0 0 0 0 0 0 0 0 0000000000100 0 0 11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000000000000011:30 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000000000000011:00 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000000000000010:30 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000000000000010:00 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000009:30 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000009:00 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000008:30 AM 0 0 0 0 0 0 0 0000000 0 1000000001000000000 0 1 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000001000000000000008:00 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000007:30 AM 0 0 0 0 0 0 0 00000007:15 AM 0 0 0 0 0 0 0 0 0 0 0 1000000010000000000 7:00 AM 0 0 0 0 0 HL BL BRLTTHBRRTHRUTHLLTBLTHRTUTHRUTHLLTTH 0 00000 UTLTBLTHBRRTUT 15-min Total Rolling 0 0 0 0 One UT Hour 0 0 0 0 0 0 0000000000 85 Interval Start Frontage Rd Frontage Rd Vail Rd Vail Rd I 70 Off Ramp I 70 On Ramp 1 0 0 0 0 000000211 HRHLLTBLBR 2190 RT HR 0 4 0 224303130 011 Eastbound Westbound Northbound Southbound Southeastbound Southwestbound 0 0 590 Peak Hour 0 0 3 0 0 23 9 13 0 05213120030121152496012740 0 0 7 Count Total 3 0 16 0 149 15 1 12 0 0 0 0 0 00001000061100000 0 0 0 26 12:45 PM 0 0 0 0 2 1 0 0 0 0 0 010000001 20 3 0600102600230 00 0 2003030 0 20 12:30 PM 1 0 0 0 0 2 0 1 0 010200000010040210 0 0 20 12:15 PM 1 0 0 0 5 0 0 0 0 0 0 0 0 0000100000000000001023070 0 0 16 12:00 PM 0 0 1 0 5 0 0 0 0 0 0 000000100030300101500020 01 0 0 20 11:45 AM 0 0 0 0 0 0 0 0 0 020000000000030400 0 29 11:30 AM 0 0 1 0 7 1 0 1 0 0 0 0 0 0000010002200020110005050 0 0 27 11:15 AM 0 0 1 0 7 2 0 0 0 0 0 0000004000021800100520040 01 0 0 0 29 11:00 AM 0 0 0 0 0 1 1 1 0 021000001000090500 32 10:45 AM 0 0 0 0 5 1 0 1 0 0 0 0 0 0000000004020000100015090 0 0 27 10:30 AM 0 0 0 0 10 0 0 0 0 0 0 00000020000404000001100060 01 0 0 0 25 10:15 AM 0 0 0 0 0 0 1 0 0 011000000020040500 26 10:00 AM 0 0 2 0 7 0 0 1 0 0 0 0 0 0010100001200010100006060 0 0 30 9:45 AM 0 0 1 0 6 0 0 0 0 0 0 0200100030030600002800030 00 0 0 0 29 9:30 AM 0 0 2 0 0 0 1 2 0 032000000010340600 28 9:15 AM 0 0 0 0 5 1 0 1 0 0 0 0 0 0000111002000010000013051 0 0 22 9:00 AM 0 0 2 0 9 1 0 2 0 0 0 0000001020021300001510030 00 0 0 0 28 8:45 AM 0 0 1 0 0 2 1 1 0 0200000000000607008:30 AM 0 0 2 0 7 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 288 www.idaxdata.com 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Peak Hour Date: 12/30/2021 Count Period: 1:00 PM to 6:00 PM TOTAL SB SEB WB NB HV %:PHF EB 3.8%0.95 SWB -- Peak Hour: 3:45 PM to 4:45 PM 3.6%0.99 2.6%0.95 1.2%0.89 5.4%0.96 1.3%0.90 Frontage Rd N 0 Va i l R d 0 Frontage Rd 2,919TEV: 0.99PHF: Vail Rd Frontage Rd 0 Va i l R d 0 37 9 1, 0 8 3 0 420 3 95 420 35 720 550 7 24 236 236 101 0 123 30 5 25 3 30 0 6533 19 3 0 14 1,090 757 0 0 40 308 638 0 104 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 289 www.idaxdata.com Five-Hour Count Summaries 0 0 0 2,215 2,201 2,150 2,188 2,221 2,369 2,496 2,621 2,727 2,789 2,888 2,919 2,893 2,764 2,573 2,332 2,074 0 0 0 0 Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Five-Hour Count Summaries - Heavy Vehicles 0 0 0 85 94 91 94 110 107 109 109 104 106 110 30 7 7 5 5 13 South 21 0 0 0 0 0 3400000000000200003060000011001100 00 0 0 0 26 4:15 PM 0 0 1 0 0 0 0 0 0 030000000110080610 23 4:00 PM 1 0 0 0 5 0 0 0 0 0 0 0 0 0000300001000000001009061 0 0 27 3:45 PM 0 0 0 1 1 0 1 1 0 0 0 0300001000040400102710010 01 0 0 0 30 3:30 PM 0 0 1 0 0 1 1 0 0 0200000000000701000 24 3:15 PM 0 0 0 0 7 1 0 0 0 0 0 0 0 0000110011110000011002070 0 0 28 3:00 PM 0 0 0 0 7 0 0 0 0 0 0 0000001000031400102610090 00 0 0 0 27 2:45 PM 0 0 0 0 0 0 1 1 0 011000000010060800 28 2:30 PM 0 0 1 0 7 0 0 0 0 0 0 0 0 0000210003000020100025070 0 0 27 2:15 PM 0 0 0 0 5 0 1 0 0 0 0 0000002020030500101500160 01 0 0 0 12 2:00 PM 0 0 0 0 0 0 1 0 0 020000000000030200 0 0 00002000010000002 1:45 PM 0 0 1 0 2 0 0 0 0 0 0 1:15 PM 0 0 0 3 0 0 1:30 PM 0 0 0 0 5 1 1 0 0 0100000058000050 00 1 0124050 18 0 0 31 24 0 0102140000 0 1 0 0 01 HRUTLTBLTH 0 0 0 LT BL TH RT 001000030600 LTHLLTTHRT 041 I 70 On Ramp 15-min Total Rolling Eastbound Westbound Northbound Southbound Southeastbound Southwestbound One Hour 1:00 PM 0 0 0 0 1 0 0 0 UT HL BL BR RT HRUTHLBLBRHRUT 0 8 45 Interval Start Frontage Rd Frontage Rd Vail Rd Vail Rd I 70 Off Ramp 0 0 0 0 7 001050000 BR RTUTLTTHBRRTHRUTHL Peak Hr 27 59 4 10 5 0 0 1 0 18 004850010Count Total 121 232 34 66 32 107 0 31 156 0 2 900000001400005:45 PM 4 6 1 3 0 4 0 3 7 5:30 PM 2 12 0 4 2 0 0 0 0 0 00270000 0 0 0 0 5:15 PM 4 15 2 4 2 0 1 0 0 00170010 0 0 0 0 0 00200000 0 1 8 5:00 PM 7 6 1 3 0 0 0 0 0 0 00260000 8 0 5 13 4:45 PM 7 15 2 1 1 0 12 0 1 13 4:30 PM 7 11 1 3 0 0 0 0 0 0 00340000 3 0 4 10 4:15 PM 12 17 0 3 2 0 0 0 0 00260000 0 0 0 0 3 00220000 0 3 12 4:00 PM 6 15 2 3 0 0 0 0 0 4 00230000 10 0 0 10 3:45 PM 2 16 1 1 3 0 3 0 0 3 3:30 PM 9 5 3 7 3 0 0 0 0 0 00300000 6 0 2 10 3:15 PM 8 17 1 2 2 0 0 0 1 00240000 0 0 0 0 2 00270000 0 2 9 3:00 PM 7 9 2 4 2 0 0 0 0 2 00280000 8 0 1 10 2:45 PM 7 13 3 4 1 0 0 0 4 8 2:30 PM 8 14 1 2 2 0 0 0 0 4 00280000 2 0 0 2 2:15 PM 5 14 3 3 3 0 0 0 0 00270000 0 0 0 0 0 00270000 0 0 13 2:00 PM 5 12 4 3 3 0 0 0 0 0 00120000 1 0 0 1 1:45 PM 3 5 1 2 1 0 3 0 0 3 1:30 PM 6 12 3 1 2 0 0 0 0 0 00310000 2 0 1 3 1:15 PM 11 9 2 7 2 0 0 0 2 00180000 0 0 0 0 0 00240000 NE NW Total 1:00 PM 1 9 1 6 1 SEB SWB Total East West NorthSWBTotalEBWBNBSBStartEBWBNBSBSEB 8 0 2 120 --4% Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) 0%0%----0%--0%-2%7%3%0%0%5%0%4%2%-0%-1%9%1%-3%10%- 0 0 0 0 105 HV%4%-1%1% 0 5 0 0 0 0100000001120031025200 2,919 HV 1 0 2 1 22 1 0 1 0 0 0 0 0 00120253709043520342950033019314650403080638104 0 12,130 Peak Hour All 24 0 236 123 236 101 446 0 0 0 0 00071101,117 3703491917699323441131602230731109359419199702,584Count Total 100 0 863 486 971 0 0 0738010190 0 0 438315212160739116007023870 0 484 5:45 PM 2 0 30 10 38 11 0 12 0 0 0 0 00040417160104212880902998163401235:30 PM 3 0 56 11 35 0 0 07540121170 0 0 54852401116084113130050411071 0 604 5:15 PM 2 0 66 13 44 11 0 20 0 0 0 0 000514227210934141712015056916094201345:00 PM 4 0 63 12 42 0 0 08620147220 0 0 696414833260851122200110576200 0 725 4:45 PM 2 0 65 21 47 23 0 28 0 0 0 0 000305525120859102331013034530087701524:30 PM 5 0 73 21 53 0 0 07840165240 0 0 739305518240134511230070583170 0 733 4:15 PM 6 0 56 35 61 24 0 14 0 0 0 0 00010631617265192327060503210118401614:00 PM 9 0 63 26 70 0 0 014630160220 0 0 72250801124084812260070513192 0 694 3:45 PM 4 0 44 41 52 26 0 37 0 0 0 0 0002065171828631326180100403190114201503:30 PM 9 0 51 38 52 0 0 013490152130 0 0 6404172192801246101500130255172 0 671 3:15 PM 3 0 33 39 51 18 0 25 0 0 0 0 000617722271451112713013043613085501443:00 PM 3 0 35 27 59 0 0 05410126110 0 0 6164053272701160111900120263262 0 569 2:45 PM 9 0 29 35 64 15 0 36 0 0 0 0 0001054161319548511010020518074701282:30 PM 6 0 38 21 61 0 0 09390120130 0 0 5132047201301022112000150297210 0 523 2:15 PM 4 0 26 22 49 14 0 20 0 0 0 0 000323812162125391915021030919015380972:00 PM 4 0 21 27 41 0 0 0114109970 0 0 583705515210964134800110312251 0 531 1:45 PM 2 0 33 24 41 23 0 19 0 0 0 0 0002065221507521617170120203162123601011:30 PM 7 0 22 29 39 0 0 0134001011301:15 PM 7 0 27 18 39 19 0 8 58 15 24130110 0 5644059191909601330001503841520 1:00 PM 9 0 32 16 33 BL BR HR UT HL BLTHRTHRUTHLLTTHBR Interval Start Frontage Rd Frontage Rd Vail Rd Vail Rd I 70 On Ramp 0 00031 UT HL LT BL TH RT UT LT 30 615110310102 BR RT HR Hour 0 537 TH 15-min Total Rolling Southwestbound One 56 21201 I 70 Off Ramp Eastbound Westbound Northbound Southbound Southeastbound RT UT HL LTBRRTHRUTLTBL Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 290 www.idaxdata.com 105 108 99 92 90 78 0 0 Five-Hour Count Summaries - Bikes 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 0 000 0 0 0 0 0 0 0 0 0 RT 0 0 0 0 0 0 0 0000000 0 1 0 0 0 0 0 0000000 0 0000000000000000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0000000000000000010000000Count Total 0 0 0 0 0 0 0 0 0 0 0000000000000 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000005:30 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 1 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000100000005:00 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000004:30 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000004:00 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000003:30 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000003:00 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000002:30 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000002:00 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000001:30 PM 0 0 0 0 0 0 0 00000001:15 PM 0 0 0 0 0 0 0 0 0 0 0 0000000000000000000 1:00 PM 0 0 0 0 0 HL BL BRLTTHBRRTHRUTHLLTBLTHRTUTHRUTHLLTTH 0 00000 UTLTBLTHBRRTUT 15-min Total Rolling 0 0 0 0 One UT Hour 0 0 0 0 0 0 0000000000 104 Interval Start Frontage Rd Frontage Rd Vail Rd Vail Rd I 70 Off Ramp I 70 On Ramp 0 0 0 0 0 000000512 HRHLLTBLBR 0252 RT HR 0 0 0 122101310 07 Eastbound Westbound Northbound Southbound Southeastbound Southwestbound 0 0 484 Peak Hour 1 0 2 1 0 21 9 2 0 054560000163801108011320 0 0 10 Count Total 1 0 11 4 99 6 2 7 0 0 0 1400000000000000030300001200030 00 0 0 20 5:45 PM 0 0 2 0 0 2 0 0 0 040000000000020900 0 27 5:30 PM 0 0 0 0 2 0 1 0 0 0 0 0 0 0000110004000000200019050 0 0 17 5:15 PM 0 0 1 0 3 0 0 0 0 0 0 0000000000030400001600020 00 0 0 0 26 5:00 PM 0 0 1 0 0 1 0 0 0 0100000020000100500 22 4:45 PM 0 0 2 0 4 1 0 0 0 0 0 0 0 00000000030000001000040704:30 PM 0 0 1 0 5 1 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 291 www.idaxdata.com to to Six-Hour Count Summaries Note: For all three-hour count summary, see next page. Total 0 0 0 0 0Peak Hour 0 3 14 17 34 0 0 0 0 0 0 0 0 0 12:45 PM 12:15 PM 12:30 PM 0 0 0 1 2 3 6 0 0 0 0 0 0 0 12:00 PM 0 0 0 0 0 2 3 6 11 0 0 0 0 0 0 0 0 0 0 0 3 3 6 0 0 0 0 0 0 0 6 5 11 0 0 0 0 0 0 0 0 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South 1 34 0 HV%-----12%-0%-4%11%---5%4%6%0 Peak Hour All 0 0 0 0 0 25 0 16 0 138 76 0 0 0 295 6 8 0 0 0 16 28 578 0 HV 0 0 0 0 0 3 0 0 0 0 0 0 142 0 12:45 PM 0 0 0 0 7 0 1 0 38 21 0 0 0 64 5 136 578 12:30 PM 0 0 0 0 10 0 9 0 36 13 0 0 0 68 6 154 0 12:15 PM 0 0 0 0 3 0 1 0 32 18 0 0 0 82 10 146 0 12:00 PM 0 0 0 0 0 5 0 5 0 32 24 0 0 0 81 7 Interval Start I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT Date: 12/30/2021 Peak Hour Count Period: 7:00 AM 1:00 PM SB 5.3%0.88 TOTAL 5.9%0.94 WB 7.3%0.54 NB 6.5%0.91 Peak Hour: 12:00 PM 1:00 PM HV %:PHF EB -- 0 0 0 0 0 0 000 0 0 0 0 0 0 0 N BIG HORN RD I70 WB RAMPS I70 WB RAMPS BI G H O R N R D I70 WB RAMPS BI G H O R N R D 578TEV: 0.94PHF: 28 29 5 0 32 3 92 0 16 0 25 41 00 076 13 8 21 4 32 0 0 0 0 0 0 166 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 292 www.idaxdata.com Six-Hour Count Summaries Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 00000000 0 0 Peak Hour 0 3 14 17 34 0 0 0 0 0 0 0 1 0 0 0 Count Total 0 28 66 63 157 0 0 0 0 0 0 012:45 PM 0 1 2 3 6 0 0 0 0 0 0 0 12:30 PM 0 2 3 6 11 0 0 0 0 0 0 0 0 0 0 0 12:15 PM 0 0 6 5 11 0 0 0 0 0 0 0 0 0 0 0 12:00 PM 0 0 3 3 6 0 0 0 0 0 0 011:45 AM 0 1 1 2 4 0 0 0 0 0 0 0 11:30 AM 0 1 3 3 7 0 0 0 0 0 0 0 0 0 0 0 11:15 AM 0 0 2 2 4 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 0 1 3 3 7 0 0 0 0 0 0 010:45 AM 0 1 4 4 9 0 0 0 1 0 0 0 10:30 AM 0 2 3 2 7 0 0 0 0 0 0 0 0 0 0 0 10:15 AM 0 0 2 3 5 0 0 0 0 0 0 0 0 0 0 0 10:00 AM 0 0 3 3 6 0 0 0 0 0 0 09:45 AM 0 2 3 2 7 0 0 0 0 0 0 0 9:30 AM 0 0 3 3 6 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 0 3 3 1 7 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 3 2 5 0 0 0 0 0 0 08:45 AM 0 3 3 2 8 0 0 0 0 0 0 0 8:30 AM 0 0 5 3 8 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 2 3 3 8 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 2 2 1 5 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 4 3 2 9 0 0 0 0 0 0 0 0 0 1 2 0 EB WB NB SB Total East 7:45 AM 0 2 0 3 5 0 0 0 -4%11%HV%----- 0 0 7:15 AM 0 0 3 1 4 0 0 0 0 0 0 0 0 West North South 7:00 AM 0 1 0 3 138 76 0 0 0 29500250160 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total ---5%4%6%12%-0% Peak Hour All 0 0 0 83 3 662 425 0 1 0 0 16 1 34 0000680 28 578 0 HV 0 0 0 0 0 136 578 Count Total 0 0 0 0 0 80 21 21 0 0 0 64 50701038 0 882 77 2,234 0 0 68 6 142 575 12:45 PM 0 0 0 0 9 0 36 13 0 0 146 555 12:30 PM 0 0 0 0 0 10 0 18 0 0 0 82 100301032 0 81 7 154 523 12:15 PM 0 0 0 0 5 0 32 24 0 0 133 471 12:00 PM 0 0 0 0 0 5 0 12 0 0 0 91 50012022 0 66 6 122 434 11:45 AM 0 0 0 0 2 0 26 19 0 0 114 402 11:30 AM 0 0 0 0 0 2 1 16 0 0 0 62 20012031 0 47 4 102 387 11:15 AM 0 0 0 0 1 0 30 15 0 0 96 376 11:00 AM 0 0 0 0 0 3 2 15 0 0 0 42 20422029 0 37 4 90 374 10:45 AM 0 0 0 0 5 0 24 17 0 0 99 360 10:30 AM 0 0 0 0 0 2 1 23 0 0 0 37 40212030 0 38 6 91 331 10:15 AM 0 0 0 0 5 0 24 16 0 0 94 314 10:00 AM 0 0 0 0 0 0 2 26 0 0 0 33 30503024 0 21 1 76 314 9:45 AM 0 0 0 0 6 0 32 15 0 0 70 312 9:30 AM 0 0 0 0 0 1 0 15 0 0 0 15 30528022 0 21 5 74 332 9:15 AM 0 0 0 0 0 0 24 24 0 0 94 327 9:00 AM 0 0 0 0 0 0 0 23 0 0 0 16 10423144 0 16 0 74 291 8:45 AM 0 0 0 0 2 1 30 20 0 0 90 268 8:30 AM 0 0 0 0 0 4 1 23 0 0 0 11 202112039 0 12 0 69 205 8:15 AM 0 0 0 0 2 0 28 22 0 1 58 168 8:00 AM 0 0 0 0 0 4 0 18 0 0 0 10 10513119 0 2 0 51 0 7:45 AM 0 0 0 0 6 0 20 14 0 0 27 0 7:30 AM 0 0 0 0 0 7 2 4 0 0 0 9 00211010 0 1 0 32 0 7:15 AM 0 0 0 0 0 0 16 12 0 07:00 AM 0 0 0 0 0 3 0 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min TotalUTLTTHRTTHRT Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 293 www.idaxdata.com Six-Hour Count Summaries - Heavy Vehicles Six-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 000 0 0 0 0 0 0 0 0 0 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 0000000 0 0 0 0000 0 0 0000 0 0 0000 0 0 0 0 Peak Hour 0 0 0 Count Total 0000 0 0 12:45 PM 0 0 0 0 0 12:30 PM 000000012:15 PM 0 0 0 0 12:00 PM 0000 0 0 11:45 AM 0 0 0 0 0 11:30 AM 000000011:15 AM 0 0 0 0 0 0 0 0 0 0 11:00 AM 0000 0 0 10:45 AM 0 0 0 0 0 10:30 AM 0000000000 0 0 0 0 10:15 AM 0 0 0 0 10:00 AM 0000 0 0 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30 AM 0000000 0 0 9:15 AM 0 0 0 0 9:00 AM 0000000 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 8:30 AM 0000000 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0000 0 0 7:45 AM 0 0 0 0 0 7:30 AM 00000007:15 AM 0 0 0 0 0 0 0 07:00 AM RT 34 0 Interval Start I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One Hour 8 0 0 0 16 1030006 RTTHLT RTTHLTRT 0 62 1 157 0 Peak Hour 0 0 0 0 1 1 19 46 0 0 6 34 Count Total 0 0 0 0 0 21 6 2 0 0 0 3 0010000 0 5 1 11 32 12:45 PM 0 0 0 0 0 0 1 2 0 0 11 28 12:30 PM 0 0 0 0 0 2 0 2 0 0 0 5 0000004 0 3 0 6 21 12:15 PM 0 0 0 0 0 0 1 2 0 0 4 22 12:00 PM 0 0 0 0 0 0 0 1 0 0 0 2 0000100 0 3 0 7 27 11:45 AM 0 0 0 0 0 0 1 2 0 0 4 27 11:30 AM 0 0 0 0 0 0 1 1 0 0 0 2 0000001 0 3 0 7 28 11:15 AM 0 0 0 0 0 0 1 2 0 0 9 27 11:00 AM 0 0 0 0 0 1 0 3 0 0 0 4 0010001 0 2 0 7 25 10:45 AM 0 0 0 0 0 0 0 3 0 0 5 24 10:30 AM 0 0 0 0 0 2 0 2 0 0 0 3 0000000 0 3 0 6 26 10:15 AM 0 0 0 0 0 0 0 3 0 0 7 25 10:00 AM 0 0 0 0 0 0 0 3 0 0 0 2 0020000 0 3 0 6 26 9:45 AM 0 0 0 0 0 0 1 2 0 0 7 28 9:30 AM 0 0 0 0 0 0 0 2 0 0 0 1 0030001 0 2 0 5 29 9:15 AM 0 0 0 0 0 0 0 3 0 0 8 29 9:00 AM 0 0 0 0 0 0 0 1 0 0 0 2 0021002 0 3 0 8 26 8:45 AM 0 0 0 0 0 1 1 3 0 0 8 27 8:30 AM 0 0 0 0 0 0 0 2 0 0 0 3 0011001 0 1 0 5 23 8:15 AM 0 0 0 0 0 0 0 2 0 0 5 20 8:00 AM 0 0 0 0 0 2 0 0 0 0 0 3 0011000 0 2 0 9 0 7:45 AM 0 0 0 0 0 0 2 1 0 0 4 0 7:30 AM 0 0 0 0 0 2 2 2 0 0 0 1 0000001 0 1 0 2 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 TH RT 7:00 AM 0 0 0 0 0 1 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 294 www.idaxdata.com to to Five-Hour Count Summaries Note: For all three-hour count summary, see next page. Total 0 0 0 0 0Peak Hour 0 1 9 5 15 0 0 0 0 0 0 0 0 0 4:30 PM 4:00 PM 4:15 PM 0 0 0 0 2 1 3 0 0 0 0 0 0 0 3:45 PM 0 0 0 0 0 1 2 1 4 0 0 0 0 0 0 0 0 0 0 0 4 0 4 0 0 0 0 0 0 0 1 3 4 0 0 0 0 0 0 0 0 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South 1 15 0 HV%-----0%25%0%-1%13%---2%5%3%0 Peak Hour All 0 0 0 0 0 38 4 18 0 146 60 0 0 0 173 1 8 0 0 0 4 22 461 0 HV 0 0 0 0 0 0 1 0 0 0 0 0 126 0 4:30 PM 0 0 0 0 8 0 2 0 38 21 0 0 0 45 7 121 461 4:15 PM 0 0 0 0 11 1 5 0 43 11 0 0 0 49 6 112 0 4:00 PM 0 0 0 0 11 2 7 0 29 14 0 0 0 35 4 102 0 3:45 PM 0 0 0 0 0 8 1 4 0 36 14 0 0 0 44 5 Interval Start I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT Date: 12/30/2021 Peak Hour Count Period: 1:00 PM 6:00 PM SB 2.6%0.89 TOTAL 3.3%0.91 WB 1.7%0.75 NB 4.4%0.87 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB -- 0 0 0 0 0 0 000 0 0 0 0 0 0 0 N BIG HORN RD I70 WB RAMPS I70 WB RAMPS BI G H O R N R D I70 WB RAMPS BI G H O R N R D 461TEV: 0.91PHF: 22 17 3 0 19 5 78 0 18 4 38 60 00 060 14 6 20 6 21 1 0 0 0 0 0 172 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 295 www.idaxdata.com Five-Hour Count Summaries Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 1 0 3 00000000 1 0 Peak Hour 0 1 9 5 15 0 0 0 0 0 0 0 2Count Total 0 14 45 38 97 0 0 0 00000005:45 PM 0 0 1 1 2 0 0 0 1 0 0 0 5:30 PM 0 0 1 1 2 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 3 1 1 5 0 0 0 0 0 0 0 1 0 0 0 5:00 PM 0 1 2 2 5 0 0 0 0 0 0 04:45 PM 0 0 3 3 6 0 0 0 0 0 0 0 4:30 PM 0 0 2 1 3 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 1 2 1 4 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 0 0 1 3 4 0 0 0 0 0 0 03:45 PM 0 0 4 0 4 0 0 0 0 1 0 0 3:30 PM 0 0 2 3 5 0 0 0 0 0 0 0 0 0 0 0 3:15 PM 0 3 2 3 8 0 0 0 0 0 0 0 0 0 0 0 3:00 PM 0 0 1 2 3 0 0 0 0 0 0 02:45 PM 0 0 2 1 3 0 0 0 0 0 0 0 2:30 PM 0 2 3 3 8 0 0 0 0 0 0 0 0 0 0 0 2:15 PM 0 0 2 2 4 0 0 0 0 0 0 0 0 0 0 0 2:00 PM 0 0 3 2 5 0 0 0 0 0 0 0 0 0 0 0 1:30 PM 0 3 1 0 4 0 0 0 0 0 0 0 0 0 3 13 0 EB WB NB SB Total East 1:45 PM 0 0 1 3 4 0 0 0 -1%13%HV%----- 0 0 1:15 PM 0 0 2 3 5 0 0 0 0 0 0 0 0 West North South 1:00 PM 0 1 9 0 146 60 0 0 0 17300384180 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total ---2%5%3%0%25%0% Peak Hour All 0 0 0 67 2 596 292 0 1 0 0 4 1 15 0100180 22 461 0 HV 0 0 0 0 0 Count Total 0 0 0 0 0 176 19 0 681 66 1,900 0 54 266150001310622015 0 24 0 67 318 5:45 PM 0 0 0 0 4 1 23 9 0 0 61 372 5:30 PM 0 0 0 0 0 5 1 8 0 0 0 22 201102016 0 30 3 84 437 5:15 PM 0 0 0 0 4 0 22 15 0 0 106 455 5:00 PM 0 0 0 0 0 10 0 16 0 0 0 35 501414031 0 45 7 121 461 4:45 PM 0 0 0 0 2 0 38 21 0 0 126 449 4:30 PM 0 0 0 0 0 8 0 11 0 0 0 49 601115043 0 35 4 102 415 4:15 PM 0 0 0 0 7 0 29 14 0 0 112 406 4:00 PM 0 0 0 0 0 11 2 14 0 0 0 44 50814036 0 35 8 109 392 3:45 PM 0 0 0 0 4 0 36 16 0 0 92 381 3:30 PM 0 0 0 0 0 8 2 13 0 0 0 28 201605028 0 29 1 93 383 3:15 PM 0 0 0 0 1 0 29 24 0 0 98 382 3:00 PM 0 0 0 0 0 8 1 17 0 1 0 37 10812031 0 39 5 98 375 2:45 PM 0 0 0 0 7 1 27 10 0 0 94 362 2:30 PM 0 0 0 0 0 9 0 12 0 0 0 48 20812021 0 31 3 92 360 2:15 PM 0 0 0 0 2 0 32 18 0 0 91 391 2:00 PM 0 0 0 0 0 4 2 14 0 0 0 25 301222033 0 29 3 85 0 1:45 PM 0 0 0 0 2 0 27 17 0 0 92 0 1:30 PM 0 0 0 0 0 7 0 10 0 0 0 31 20601042 0 52 3 123 0 1:15 PM 0 0 0 0 5 0 37 18 0 01:00 PM 0 0 0 0 0 6 2 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min TotalUTLTTHRTTHRT Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 296 www.idaxdata.com Five-Hour Count Summaries - Heavy Vehicles Five-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 0000000 0 0 0 0 0000 0 0 0000 0 0 0 0 Peak Hour 0 0Count Total 0 0000 0 0 5:45 PM 0 0 0 0 0 5:30 PM 00000005:15 PM 0 0 0 0 0 0 0 5:00 PM 0000 0 0 4:45 PM 0 0 0 0 0 4:30 PM 0000000000 0 0 0 0 4:15 PM 0 0 0 0 4:00 PM 0000 0 0 3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:30 PM 0000000 0 0 3:15 PM 0 0 0 0 3:00 PM 0000000 0 0 0 0 0 0 0 0 0 0 2:45 PM 0 0 0 0 0 2:30 PM 0000000 0 0 2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2:00 PM 0000 0 0 1:45 PM 0 0 0 0 0 1:30 PM 00000001:15 PM 0 0 0 0 0 0 0 01:00 PM RT 15 0 Interval Start I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One Hour 8 0 0 0 4 1001001 RTTHLT RTTHLTRT 0 37 1 97 0 Peak Hour 0 0 0 0 0 0 11 34 0 0Count Total 0 0 0 0 0 13 1 2 14100010000000 0 1 0 2 18 5:45 PM 0 0 0 0 0 0 0 1 0 0 5 19 5:30 PM 0 0 0 0 0 0 0 1 0 0 0 1 0030000 0 2 0 5 18 5:15 PM 0 0 0 0 0 0 0 2 0 0 6 17 5:00 PM 0 0 0 0 0 1 0 2 0 0 0 3 0000001 0 0 1 3 15 4:45 PM 0 0 0 0 0 0 0 2 0 0 4 17 4:30 PM 0 0 0 0 0 0 0 2 0 0 0 1 0001000 0 3 0 4 21 4:15 PM 0 0 0 0 0 0 0 1 0 0 4 20 4:00 PM 0 0 0 0 0 0 0 3 0 0 0 0 0000001 0 3 0 5 19 3:45 PM 0 0 0 0 0 0 0 2 0 0 8 22 3:30 PM 0 0 0 0 0 0 0 2 0 0 0 3 0030000 0 2 0 3 18 3:15 PM 0 0 0 0 0 0 0 1 0 0 3 20 3:00 PM 0 0 0 0 0 0 0 2 0 0 0 1 0000000 0 3 0 8 21 2:45 PM 0 0 0 0 0 0 2 1 0 0 4 17 2:30 PM 0 0 0 0 0 2 0 2 0 0 0 2 0000000 0 2 0 5 18 2:15 PM 0 0 0 0 0 0 0 3 0 0 4 26 2:00 PM 0 0 0 0 0 0 0 1 0 0 0 3 0000000 0 0 0 4 0 1:45 PM 0 0 0 0 0 0 0 1 0 0 5 0 1:30 PM 0 0 0 0 0 3 0 1 0 0 0 3 0000001 0 3 0 13 0 1:15 PM 0 0 0 0 0 0 6 3 0 0 TH RT 1:00 PM 0 0 0 0 0 1 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start I70 WB RAMPS I70 WB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 297 www.idaxdata.com to to Six-Hour Count Summaries Note: For all three-hour count summary, see next page. Total 0 0 0 0 0Peak Hour 9 0 10 19 38 0 0 0 0 0 0 0 0 0 12:45 PM 12:15 PM 12:30 PM 0 0 3 0 2 4 9 0 0 0 0 0 0 0 12:00 PM 0 0 0 0 2 0 2 8 12 0 0 0 0 0 0 0 0 0 0 0 3 4 7 0 0 0 0 0 4 0 3 3 10 0 0 0 0 0 0 0 0 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South 0 38 0 HV%-22%67%5%------5%0%-4%9%-7%0 Peak Hour All 0 23 3 37 0 0 0 0 0 0 190 21 0 163 146 0 10 0 0 6 13 0 583 0 HV 0 5 2 2 0 0 0 0 0 0 0 0 136 0 12:45 PM 8 2 18 0 0 0 0 0 0 51 5 0 32 40 0 156 583 12:30 PM 3 0 5 0 0 0 0 0 0 46 5 0 39 38 0 151 0 12:15 PM 9 1 9 0 0 0 0 0 0 43 4 0 42 32 0 140 0 12:00 PM 0 3 0 5 0 0 0 0 0 0 50 7 0 50 36 0 Interval Start I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT Date: 12/30/2021 Peak Hour Count Period: 7:00 AM 1:00 PM SB 6.1%0.90 TOTAL 6.5%0.93 WB -- NB 4.7%0.93 Peak Hour: 12:00 PM 1:00 PM HV %:PHF EB 14.3%0.56 0 0 0 0 0 0 000 0 0 0 0 0 0 0 N BIG HORN RD I70 EB RAMPS I70 EB RAMPS BI G H O R N R D I70 EB RAMPS BI G H O R N R D 583TEV: 0.93PHF: 0 14 6 16 3 30 9 21 3 0 0 0 0 0 1870 21 19 0 0 21 1 18 3 0 37 3 23 63 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 298 www.idaxdata.com Six-Hour Count Summaries Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hour 9 0 10 19 38 0 0 0 0 0 0 0 0 0 0 0 Count Total 21 0 58 88 167 0 0 0 0 0 0 012:45 PM 3 0 2 4 9 0 0 0 0 0 0 0 12:30 PM 2 0 2 8 12 0 0 0 0 0 0 0 0 0 0 0 12:15 PM 4 0 3 3 10 0 0 0 0 0 0 0 0 0 0 0 12:00 PM 0 0 3 4 7 0 0 0 0 0 0 011:45 AM 0 0 1 2 3 0 0 0 0 0 0 0 11:30 AM 1 0 3 3 7 0 0 0 0 0 0 0 0 0 0 0 11:15 AM 0 0 2 2 4 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 2 0 2 4 8 0 0 0 0 0 0 010:45 AM 2 0 2 6 10 0 0 0 0 0 0 0 10:30 AM 1 0 4 5 10 0 0 0 0 0 0 0 0 0 0 0 10:15 AM 0 0 3 3 6 0 0 0 0 0 0 0 0 0 0 0 10:00 AM 1 0 3 3 7 0 0 0 0 0 0 09:45 AM 0 0 3 4 7 0 0 0 0 0 0 0 9:30 AM 0 0 3 4 7 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 0 0 3 4 7 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 3 2 5 0 0 0 0 0 0 08:45 AM 1 0 3 4 8 0 0 0 0 0 0 0 8:30 AM 0 0 5 6 11 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 2 0 3 4 9 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 2 3 5 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 1 0 1 4 6 0 0 0 0 0 0 0 0 0 2 3 0 EB WB NB SB Total East 7:45 AM 0 0 0 3 3 0 0 0 --5%HV%-22%67%5%- 0 0 7:15 AM 0 0 2 1 3 0 0 0 0 0 0 0 0 West North South 7:00 AM 1 0 0 0 0 190 21 0 163 1463700000 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%-4%9%-7%--- Peak Hour All 0 23 3 0 0 0 1,011 160 0 0 6 13 0 38 00000100 0 583 0 HV 0 5 2 2 0 156 583 Count Total 0 79 12 240 0 0 0 51 5 0 32 40 0000000 476 482 0 2,460 0 39 38 0 136 571 12:45 PM 0 8 2 18 0 0 0 46 5 0 140 563 12:30 PM 0 3 0 5 0 0 0 43 4 0 42 32 0000000 50 36 0 151 548 12:15 PM 0 9 1 9 0 0 0 50 7 0 144 511 12:00 PM 0 3 0 5 0 0 0 34 8 0 56 35 0000000 45 23 0 128 475 11:45 AM 0 3 0 8 0 0 0 36 12 0 125 452 11:30 AM 0 2 0 10 0 0 0 49 4 0 38 24 0000000 30 21 0 114 433 11:15 AM 0 3 0 7 0 0 0 39 11 0 108 428 11:00 AM 0 6 2 5 0 0 0 35 9 0 23 23 0000000 20 20 0 105 432 10:45 AM 0 8 1 9 0 0 0 41 5 0 106 427 10:30 AM 0 2 3 14 0 0 0 50 8 0 16 23 0000000 18 20 0 109 395 10:15 AM 0 3 0 6 0 0 0 37 10 0 112 371 10:00 AM 0 4 1 19 0 0 0 46 9 0 19 19 0000000 7 16 0 100 364 9:45 AM 0 2 0 17 0 0 0 49 12 0 74 355 9:30 AM 0 1 0 15 0 0 0 35 5 0 9 11 0000000 6 15 0 85 374 9:15 AM 0 2 0 12 0 0 0 46 8 0 105 372 9:00 AM 0 1 0 9 0 0 0 57 5 0 6 15 0000000 4 18 0 91 338 8:45 AM 0 8 0 14 0 0 0 51 7 0 93 300 8:30 AM 0 1 0 10 0 0 0 58 4 0 3 10 0000000 4 12 0 83 240 8:15 AM 0 4 1 13 0 0 0 48 9 0 71 195 8:00 AM 0 2 0 8 0 0 0 36 4 0 5 11 0000000 2 7 0 53 0 7:45 AM 0 2 0 13 0 0 0 31 3 0 33 0 7:30 AM 0 1 1 8 0 0 0 15 5 0 2 9 0000000 0 4 0 38 0 7:15 AM 0 0 0 2 0 0 0 28 1 07:00 AM 0 1 0 4 0 0 0 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min TotalUTLTTHRTTHRT Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 299 www.idaxdata.com Six-Hour Count Summaries - Heavy Vehicles Six-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 000 0 0 0 0 0 0 0 0 0 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 0000000 0 0 0 0000 0 0 0000 0 0 0000 0 0 0 0 Peak Hour 0 0 0 Count Total 0000 0 0 12:45 PM 0 0 0 0 0 12:30 PM 000000012:15 PM 0 0 0 0 12:00 PM 0000 0 0 11:45 AM 0 0 0 0 0 11:30 AM 000000011:15 AM 0 0 0 0 0 0 0 0 0 0 11:00 AM 0000 0 0 10:45 AM 0 0 0 0 0 10:30 AM 0000000000 0 0 0 0 10:15 AM 0 0 0 0 10:00 AM 0000 0 0 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30 AM 0000000 0 0 9:15 AM 0 0 0 0 9:00 AM 0000000 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 8:30 AM 0000000 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0000 0 0 7:45 AM 0 0 0 0 0 7:30 AM 00000007:15 AM 0 0 0 0 0 0 0 07:00 AM RT 38 0 Interval Start I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One Hour 10 0 0 6 13 0000000 RTTHLT RTTHLTRT 26 62 0 167 0 Peak Hour 0 5 2 2 0 0 0 54 4 0 9 38 Count Total 0 12 5 4 0 0 0 2 0 0 1 3 0000000 3 5 0 12 32 12:45 PM 0 1 1 1 0 0 0 2 0 0 10 27 12:30 PM 0 1 0 1 0 0 0 3 0 0 0 3 0000000 2 2 0 7 21 12:15 PM 0 3 1 0 0 0 0 3 0 0 3 22 12:00 PM 0 0 0 0 0 0 0 1 0 0 0 2 0000000 1 2 0 7 29 11:45 AM 0 0 0 0 0 0 0 2 1 0 4 32 11:30 AM 0 1 0 0 0 0 0 2 0 0 0 2 0000000 2 2 0 8 34 11:15 AM 0 0 0 0 0 0 0 2 0 0 10 33 11:00 AM 0 1 0 1 0 0 0 2 0 0 2 4 0000000 2 3 0 10 30 10:45 AM 0 2 0 0 0 0 0 3 1 0 6 27 10:30 AM 0 0 1 0 0 0 0 2 1 0 0 3 0000000 0 3 0 7 28 10:15 AM 0 0 0 0 0 0 0 3 0 0 7 26 10:00 AM 0 0 1 0 0 0 0 3 0 0 2 2 0000000 0 4 0 7 27 9:45 AM 0 0 0 0 0 0 0 3 0 0 7 31 9:30 AM 0 0 0 0 0 0 0 3 0 0 3 1 0000000 0 2 0 5 33 9:15 AM 0 0 0 0 0 0 0 3 0 0 8 33 9:00 AM 0 0 0 0 0 0 0 2 1 0 2 2 0000000 1 5 0 11 28 8:45 AM 0 1 0 0 0 0 0 5 0 0 9 23 8:30 AM 0 0 0 0 0 0 0 3 0 0 0 4 0000000 2 1 0 5 17 8:15 AM 0 0 1 1 0 0 0 2 0 0 3 15 8:00 AM 0 0 0 0 0 0 0 0 0 0 1 2 0000000 2 2 0 6 0 7:45 AM 0 0 0 0 0 0 0 1 0 0 3 0 7:30 AM 0 1 0 0 0 0 0 2 0 0 0 1 0000000 0 2 0 3 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 TH RT 7:00 AM 0 1 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 300 www.idaxdata.com to to Five-Hour Count Summaries Note: For all three-hour count summary, see next page. Total 0 0 0 0 0Peak Hour 2 0 13 4 19 0 0 0 0 0 0 0 0 0 4:30 PM 4:00 PM 4:15 PM 0 0 2 0 4 0 6 0 0 0 0 0 0 0 3:45 PM 0 0 0 0 0 0 2 1 3 0 0 0 0 0 0 0 0 0 0 0 5 0 5 0 0 0 0 0 0 0 2 3 5 0 0 0 0 0 0 0 0 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North South 0 19 0 HV%-0%0%2%------6%15%-0%3%-3%0 Peak Hour All 0 17 7 118 0 0 0 0 0 0 193 13 0 53 158 0 11 2 0 0 4 0 559 0 HV 0 0 0 2 0 0 0 0 0 0 0 0 145 0 4:30 PM 8 1 22 0 0 0 0 0 0 55 5 0 14 39 0 144 559 4:15 PM 1 1 31 0 0 0 0 0 0 51 1 0 15 45 0 144 0 4:00 PM 5 2 32 0 0 0 0 0 0 39 2 0 12 34 0 126 0 3:45 PM 0 3 3 33 0 0 0 0 0 0 48 5 0 12 40 0 Interval Start I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT Date: 12/30/2021 Peak Hour Count Period: 1:00 PM 6:00 PM SB 1.9%0.88 TOTAL 3.4%0.96 WB -- NB 6.3%0.86 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 1.4%0.91 0 0 0 0 0 0 000 0 0 0 0 0 0 0 N BIG HORN RD I70 EB RAMPS I70 EB RAMPS BI G H O R N R D I70 EB RAMPS BI G H O R N R D 559TEV: 0.96PHF: 0 15 8 53 21 1 21 0 0 0 0 0 0 730 13 19 3 0 20 6 27 6 0 118 7 17 142 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 301 www.idaxdata.com Five-Hour Count Summaries Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hour 2 0 13 4 19 0 0 0 0 0 0 0 0Count Total 7 0 46 49 102 0 0 0 00000005:45 PM 1 0 1 1 3 0 0 0 0 0 0 0 5:30 PM 1 0 1 1 3 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 1 4 5 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 2 2 4 0 0 0 0 0 0 04:45 PM 0 0 1 3 4 0 0 0 0 0 0 0 4:30 PM 2 0 4 0 6 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 2 1 3 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 0 0 2 3 5 0 0 0 0 0 0 03:45 PM 0 0 5 0 5 0 0 0 0 0 0 0 3:30 PM 1 0 2 3 6 0 0 0 0 0 0 0 0 0 0 0 3:15 PM 0 0 2 6 8 0 0 0 0 0 0 0 0 0 0 0 3:00 PM 0 0 0 2 2 0 0 0 0 0 0 02:45 PM 1 0 3 1 5 0 0 0 0 0 0 0 2:30 PM 1 0 2 6 9 0 0 0 0 0 0 0 0 0 0 0 2:15 PM 0 0 2 2 4 0 0 0 0 0 0 0 0 0 0 0 2:00 PM 0 0 3 2 5 0 0 0 0 0 0 0 0 0 0 0 1:30 PM 0 0 1 3 4 0 0 0 0 0 0 0 0 0 4 12 0 EB WB NB SB Total East 1:45 PM 0 0 1 3 4 0 0 0 --6%HV%-0%0%2%- 0 0 1:15 PM 0 0 3 2 5 0 0 0 0 0 0 0 0 West North South 1:00 PM 0 0 8 0 0 193 13 0 53 15811800000 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 15%-0%3%-3%--- Peak Hour All 0 17 7 0 0 0 814 84 0 0 0 4 0 19 00000112 0 559 0 HV 0 0 0 2 0 Count Total 0 74 16 469 0 0 0 215 652 0 2,324 0 85 36426304160000000 3 27 0 91 416 5:45 PM 0 4 0 32 0 0 0 30 6 0 86 469 5:30 PM 0 3 0 22 0 0 0 23 6 0 6 27 0000000 10 29 0 102 528 5:15 PM 0 2 0 22 0 0 0 29 4 0 137 552 5:00 PM 0 6 0 24 0 0 0 40 8 0 11 39 0000000 14 39 0 144 559 4:45 PM 0 5 0 34 0 0 0 55 5 0 145 541 4:30 PM 0 8 1 22 0 0 0 51 1 0 15 45 0000000 12 34 0 126 508 4:15 PM 0 1 1 31 0 0 0 39 2 0 144 491 4:00 PM 0 5 2 32 0 0 0 48 5 0 12 40 0000000 9 35 0 126 469 3:45 PM 0 3 3 33 0 0 0 49 4 0 112 449 3:30 PM 0 3 0 26 0 0 0 33 5 0 15 29 0000000 13 25 0 109 450 3:15 PM 0 2 1 27 0 0 0 55 0 0 122 455 3:00 PM 0 2 0 14 0 0 0 45 3 0 12 33 0000000 15 37 0 106 441 2:45 PM 0 3 3 23 0 0 0 37 2 0 113 438 2:30 PM 0 2 0 13 0 0 0 29 6 0 17 39 0000000 5 30 0 114 442 2:15 PM 0 1 0 21 0 0 0 46 5 0 108 462 2:00 PM 0 4 1 23 0 0 0 41 5 0 6 31 0000000 11 25 0 103 0 1:45 PM 0 3 1 21 0 0 0 43 3 0 117 0 1:30 PM 0 6 2 13 0 0 0 46 7 0 8 30 0000000 17 42 0 134 0 1:15 PM 0 4 0 22 0 0 0 49 4 01:00 PM 0 7 1 14 0 0 0 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min TotalUTLTTHRTTHRT Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 302 www.idaxdata.com Five-Hour Count Summaries - Heavy Vehicles Five-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 0 00 0 THLT 00000000 0 00 0 0 0 0 0 0 0 0 0 THLT 0000000 0 0 0 0 0000 0 0 0000 0 0 0 0 Peak Hour 0 0Count Total 0 0000 0 0 5:45 PM 0 0 0 0 0 5:30 PM 00000005:15 PM 0 0 0 0 0 0 0 5:00 PM 0000 0 0 4:45 PM 0 0 0 0 0 4:30 PM 0000000000 0 0 0 0 4:15 PM 0 0 0 0 4:00 PM 0000 0 0 3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:30 PM 0000000 0 0 3:15 PM 0 0 0 0 3:00 PM 0000000 0 0 0 0 0 0 0 0 0 0 2:45 PM 0 0 0 0 0 2:30 PM 0000000 0 0 2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 2:00 PM 0000 0 0 1:45 PM 0 0 0 0 0 1:30 PM 00000001:15 PM 0 0 0 0 0 0 0 01:00 PM RT 19 0 Interval Start I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One Hour 11 2 0 0 4 0000000 RTTHLT RTTHLTRT 14 35 0 102 0 Peak Hour 0 0 0 2 0 0 0 43 3 0Count Total 0 1 0 6 0 0 0 3 15100010000000 0 1 0 3 16 5:45 PM 0 0 0 1 0 0 0 1 0 0 5 19 5:30 PM 0 0 0 1 0 0 0 1 0 0 3 1 0000000 0 2 0 4 17 5:15 PM 0 0 0 0 0 0 0 2 0 0 4 18 5:00 PM 0 0 0 0 0 0 0 1 0 0 0 3 0000000 0 0 0 6 19 4:45 PM 0 0 0 0 0 0 0 4 0 0 3 19 4:30 PM 0 0 0 2 0 0 0 2 0 0 0 1 0000000 0 3 0 5 24 4:15 PM 0 0 0 0 0 0 0 1 1 0 5 21 4:00 PM 0 0 0 0 0 0 0 4 1 0 0 0 0000000 0 3 0 6 21 3:45 PM 0 0 0 0 0 0 0 2 0 0 8 24 3:30 PM 0 0 0 1 0 0 0 2 0 0 3 3 0000000 0 2 0 2 20 3:15 PM 0 0 0 0 0 0 0 0 0 0 5 23 3:00 PM 0 0 0 0 0 0 0 3 0 0 0 1 0000000 2 4 0 9 22 2:45 PM 0 0 0 1 0 0 0 2 0 0 4 17 2:30 PM 0 1 0 0 0 0 0 2 0 0 0 2 0000000 0 2 0 5 18 2:15 PM 0 0 0 0 0 0 0 3 0 0 4 25 2:00 PM 0 0 0 0 0 0 0 1 0 0 0 3 0000000 3 0 0 4 0 1:45 PM 0 0 0 0 0 0 0 1 0 0 5 0 1:30 PM 0 0 0 0 0 0 0 2 1 0 0 2 0000000 3 1 0 12 0 1:15 PM 0 0 0 0 0 0 0 8 0 0 TH RT 1:00 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start I70 EB RAMPS I70 EB RAMPS BIG HORN RD BIG HORN RD 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 303 www.idaxdata.com Date: 12/30/2021 Count Period: 7:00 AM to 1:00 PM HV %:PHF EB 9.6%0.80 WB 2.3%0.89 NB 3.1%0.90 SB 5.3%0.89 NEB --Peak Hour: 11:30 AM to 12:30 PM Peak Hour NWB 1.1%0.81 TOTAL 3.1%0.93 0 N FRONTAGE RD W 0 CH A M O N I X R D 83 62 10 0 2 16 23 42 512 1440 23 298 3 140 48 2 0 CH A M O N I X R D 0 N FRONTAGE RD W 1,412TEV: 0.93PHF: CHAMONIX RD N FRONTAGE RD W N 52 2 24 9 3 46 27 7 3 21 0 17 5 11 4 12 8 0 54 0 020337 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 304 www.idaxdata.com Six-Hour Count Summaries 0 0 0 571 683 760 818 859 900 953 980 1,007 1,016 1,059 1,077 1,106 1,154 1,220 1,305 1,343 1,389 1,412 1,378 1,395 0 0 0 0 Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Six-Hour Count Summaries - Heavy Vehicles 0 0 0 55 59 57 52 52 56 TH RT UT HL Interval Start N FRONTAGE RD W N FRONTAGE RD W Eastbound Westbound LT BL LT TH CHAMONIX RD CHAMONIX RD I70 WB ON RAMPS RT HR UT LT 0 I70 WB OFF RAMPS 15-min Total Rolling Northbound Southbound Northeastbound Northwestbound BR HR Hour 7:00 AM 0 1 1 0 2 2 0 1 0 One 3 4 107250 UT LT TH BR RT HR UT HL RT HR UT HL LT BLBRRTUTHLBLBRBLTH 5 15 1 4 0 39 0 95102301521 0 4 0 1025 83 7:15 AM 0 0 2 0 3 1 0 0 0 2 1 0 1 5000000 1 2 200 0 6810212242 0 4 2 10 117 7:30 AM 1 2 5 0 0 0 0 0 0 1044000 0 48 171 7:45 AM 0 0 6 0 9 0 0 0 0 5 0 050000001281359001420 7 7 0 24 200 8:00 AM 0 2 4 0 7 4 0 0 0 6 0 2 1 70000000501151015 0 0 2 4 195 8:15 AM 0 0 4 0 0 0 0 0 0 4011120005506003142545 0 52 0 4 0 11540193576101831 9 7 0 5300273525 1 9 194 8:30 AM 0 1 5 0 1 7 0 0 0 4 0 2800000 2 29 229 8:45 AM 0 1 4 0 9 3 1 0 0 5 0 3 0 26000000040470028 0 2 2 19 241 9:00 AM 0 3 4 0 0 0 0 0 0 6012730041105205204045 0 56 0 7 0 103602561138003230 7 9 0 4910284364 4 13 236 9:15 AM 0 0 3 0 7 4 0 0 0 7 1 1600000 2 37 247 9:30 AM 0 1 3 0 3 7 2 0 0 5 1 2 3 110000000100870039 0 1 7 19 256 9:45 AM 0 2 3 0 0 0 0 0 0 60681005805707155128 0 62 0 10 0 153502561357102155 5 11 0 4800294657 6 15 268 10:00 AM 0 2 6 0 8 2 0 0 0 1 0 21100000 1 35 245 10:15 AM 0 2 4 0 8 6 2 0 0 5 0 1 5 15000000030861131 2 1 8 20 290 10:30 AM 0 1 1 0 0 0 0 0 0 709130004706606304658 0 68 0 6 0 866031512115302056 2 3 0 7430294964 4 16 274 10:45 AM 0 1 3 0 5 7 0 0 0 8 0 0610000 1 33 297 11:00 AM 0 2 2 0 7 3 0 0 0 1 0 0 7 2200000016015101147 0 7 4 22 293 11:15 AM 0 1 9 0 0 0 0 0 0 404920091306807295539 0 68 0 9 0 15101213951247203765 7 11 0 66004379517 6 25 356 11:30 AM 0 0 1 0 7 11 0 0 0 9 2 31410000 0 38 359 11:45 AM 0 1 4 0 7 14 1 0 0 3 0 3 6 260000000501071249 0 1 9 21 335 12:00 PM 0 1 4 0 0 0 0 0 0 901810000411061043669611 0 73 0 4 0 1041013969511002873 4 15 0 77203377810 9 23 339 12:15 PM 0 0 7 0 4 6 0 0 0 8 0 71310000 0 35 379 12:30 PM 0 2 2 0 4 9 2 0 0 9 0 4 8 350000000701671049 2 1 6 19 325 12:45 PM 1 0 5 0 0 0 0 0 0 4091400076067011397196 0 008401308560356436104080 12 736 128 209 0 1,4362306131,143 110 162 6 29 352 Count Total 2 26 92 0 134 145 0 0 0 6 0 311000 298 23 48 3 6,281 Peak Hour All 0 2 16 0 23 42 3 0 125 9 50 108 4130000001150023520415 HV 0 2 3 0 3 29 0 15 32 105 1,4120000002005437301752146027700140 0 0 0 0501040307400000432 33%-4%19%0%-2%--3%1%9%6%0% 0 44 HV%-100%19%-13%0%0% 0 0 0 0 1 110 NB SB 3 4 0 11 Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB NEB 0%-7%3%0%3%------5%-7%0% 0 0 0 4 0 0170000 South SE SW Total 7:00 AM 2 2 2 0 0 NEB NWB Total East West NorthNWBTotalEBWB 2 2 0 6 7:30 AM 4 5 7 2 0 0 0 0 2 0 02140000 2 2 0 6 7:15 AM 3 2 6 1 0 0 0 0 2 0 01190000 0 0 0 0 0 00110000 0 0 0 0 8:00 AM 4 3 2 2 0 0 0 0 0 0 00150000 0 0 0 0 7:45 AM 5 6 3 1 0 1 1 0 4 8:30 AM 2 3 7 1 0 0 0 0 1 0 10120000 0 0 1 2 8:15 AM 5 3 4 0 0 0 0 0 0 0 11140000 0 0 0 0 0 02150000 0 2 0 4 9:00 AM 4 4 5 0 0 0 0 0 2 0 00150000 0 0 0 0 8:45 AM 5 6 3 1 0 0 1 0 2 9:30 AM 2 2 4 1 0 0 0 0 1 0 00110000 0 0 0 0 9:15 AM 2 4 5 0 0 0 0 0 0 0 01100000 0 0 0 0 0 00120000 0 0 0 0 10:00 AM 3 3 5 1 0 0 0 0 0 0 01130000 0 0 0 0 9:45 AM 3 4 4 1 0 0 0 0 0 10:30 AM 4 5 3 0 0 0 0 1 0 0 01130010 0 0 0 0 10:15 AM 5 3 4 0 0 0 0 0 0 0 00120000 0 0 1 0 0 03131000 0 1 0 2 11:00 AM 1 1 7 1 0 0 0 0 1 0 00120000 0 0 0 0 10:45 AM 4 1 5 2 0 2 2 0 7 11:30 AM 1 2 5 1 0 0 0 0 2 0 10190000 0 0 0 0 11:15 AM 3 6 7 3 0 0 0 0 0 0 0090000 0 0 0 1 0 00120000 0 0 1 2 12:00 PM 1 4 5 2 0 0 0 0 0 1 00140000 1 1 1 4 11:45 AM 4 4 4 2 0 2 1 0 4 12:30 PM 1 3 2 0 0 0 0 0 1 0 0290000 0 0 0 0 12:15 PM 2 2 2 1 0 0 0 0 0 0 0390000 0 0 2 17 2 3203001010 0 0 1 2 Count Total 71 80 105 24 0 0 0 0 0 1 02100000 13 17 4 56 12:45 PM 1 2 4 1 0 0 0 0 UT LT TH BR RT HR I70 WB OFF RAMPS Peak Hr 8 12 16 6 0 3 2 2 10 UT LT BL TH BR RTUTHLLTTHRTHRUTHLLTBLTHRT N FRONTAGE RD W CHAMONIX RD CHAMONIX RD I70 WB ON RAMPS 0 0 0 2 1 02440 7:15 AM 0 0 2 0 Hour 7:00 AM UT HL LT BL BR HRUTHLBLBRRTHR 15-min Total Rolling Eastbound Westbound Northbound Southbound Northeastbound Northwestbound OneInterval Start N FRONTAGE RD W 0 1000 7 0 2000221 0 1 14 19 0 00000010000001 7:30 AM 0 1 2 0 1 0 0 0 0 0 0 10000000300200300100 7:45 AM 0 0 2 0 3 0 0 0 0 1 0 0 0 00000000100100122 0 0 0 15 8:00 AM 0 1 1 0 0 0 0 0 0 000010011010011310 0 0 0 2200110200001 00 0 2000120 0 0 11 8:15 AM 0 0 2 0 3 0 0 0 0 0 0 000000000 12 8:30 AM 0 1 1 0 0 0 0 0 0 0 0 0 0 00000000000000002 1 0 0 14 8:45 AM 0 1 1 0 0 0 0 0 0 000000031000111100 0 0 0 0230110210001 03 0 0000211 0 0 15 9:00 AM 0 1 1 0 0 2 0 0 0 0 0 001000001 150100010000000000000230 0 1 1 0 0 0 0 0 0 0 1 0001100 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 305 www.idaxdata.com 55 51 49 46 48 50 49 50 56 53 55 54 44 44 40 0 0 Six-Hour Count Summaries - Bikes 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 2 1 1 1 0 0 0 0 0 0 9:15 AM 0 0 1 0 1 0 0 0 0 0 0 11 9:30 AM 0 1 1 0 0 0 0 0 0 000000000000001210 0 1 0 0110111000000 05 0 0001210 0 1 10 9:45 AM 0 0 1 0 2 0 0 0 0 0 0 000000001 13 10:00 AM 0 1 2 0 0 0 0 0 0 0 0 0 0 10000000000100310 0 0 0 12 10:15 AM 0 0 2 0 0 0 0 0 0 000010010010010110 0 0 0 0200100210001 03 0 1201011 0 0 13 10:30 AM 0 1 1 0 2 0 0 0 0 0 1 000000003 12 10:45 AM 0 1 0 0 2 1 0 0 0 0 0 0 0 00000000000000020 0 0 0 12 11:00 AM 0 1 0 0 0 0 0 0 0 000000000041101000 0 0 0 0010121000000 01 0 3001320 1 1 13 11:15 AM 0 1 0 0 2 0 0 0 0 0 0 110000003 19 11:30 AM 0 0 0 0 1 0 0 0 0 0 0 0 0 00000000101010202 0 0 0 9 11:45 AM 0 1 2 0 0 0 0 0 0 000010020000000020 0 0 0 2200210100011 03 0 3002101 0 0 14 12:00 PM 0 1 0 0 0 0 0 0 0 0 0 000000001 12 12:15 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 00000000101000110 1 1 0 9 12:30 PM 0 1 0 0 0 0 0 0 0 001000000010011000 0 0 0000110000012 01 1000200 0 0 9 12:45 PM 0 0 0 0 1 0 0 0 0 0 2 1000000000 10 Count Total 0 15 24 0 27 5 2 0 0 0 0 0 1 10000000100000300 3 6 300 Peak Hour 0 2 3 0 0 0 0 0 0 2073500241103118112428150 Interval Start N FRONTAGE RD W N FRONTAGE RD W CHAMONIX RD CHAMONIX RD I70 WB ON RAMPS I70 WB OFF RAMPS 0 0 0 0 0 10100000501042307403 One UT 1 0 4400043 HL LT BL BR HR HourHLBLBRRT 15-min Total Rolling LT TH BR RT HR UT Eastbound Westbound UT 0 7:15 AM 0 0 0 0 0 0 0 7:00 AM 0 0 0 0 0 0000000 0 0 0 0 0 0 0 0 0 0 0 000 HR UTLTBLTHBRRTUT 0 0 0 0 0 HL LT BL TH RT 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000 0 0 0 0 0000000 0 0 0 0 0 000 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000000000000 0 0 0 0 0 0 0 0 00000000000000008:00 AM 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000 8:30 AM 0 0 0 0 0 0 0 0 0 0 000000000000000000000 0 0000000000000000000 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000 0 0 0000000000 00000000000 0 0 0 0 0000000 0 000 0 09:00 AM 0 0 0 0 0 0 0 0000000 0 0 0 0 000000000 0 00000000000000000000 0 00000009:30 AM 0 0 0 0 0 0 0 00000009:15 AM 0 0 0 0 0 0 0 0 0 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 0000000000000000000 0 000000010:00 AM 0 0 0 0 0 0 0 0000000 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 1000000000000010000 0 000000010:30 AM 0 0 0 0 0 0 0 0000000 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 0 00000000000000 0 0 0 000000011:00 AM 0 0 0 0 1 0000000000000 0 0 0 1 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000 11:30 AM 0 0 0 0 0 00000000000000000000000000 0 0 11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 000000000000000000000000 0 000000000000012:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000 000000000000000000000000 0 000000000000012:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000 000000000000000000000000 0 0000100000000Count Total 0 0 0 0 1 0 0 0 0 0 0 0 2 Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 00000000000 000000000000000000000000 0 Northbound Southbound Northeastbound Northwestbound 439 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 000000000000000 HL LT TH RT HR UT Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 306 www.idaxdata.com Date: 12/30/2021 Count Period: 1:00 PM to 6:00 PM HV %:PHF EB 11.0%0.89 WB 1.5%0.88 NB 2.2%0.94 SB 4.3%0.84 NEB --Peak Hour: 4:15 PM to 5:15 PM Peak Hour NWB 1.4%0.94 TOTAL 2.4%0.92 0 N FRONTAGE RD W 0 CH A M O N I X R D 100 83 20 0 5 20 33 42 848 2010 46 568 9 165 60 4 0 CH A M O N I X R D 0 N FRONTAGE RD W 1,916TEV: 0.92PHF: CHAMONIX RD N FRONTAGE RD W N 62 9 26 0 1 37 24 0 2 21 0 32 9 11 7 13 9 5 31 0 034151 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 307 www.idaxdata.com Five-Hour Count Summaries 0 0 0 1,491 1,488 1,458 1,395 1,361 1,351 1,346 1,439 1,500 1,607 1,737 1,796 1,842 1,916 1,886 1,814 1,731 0 0 0 0 Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Five-Hour Count Summaries - Heavy Vehicles 0 0 0 52 46 44 46 48 58 56 50 52 51 52 53 49 46 TH RT UT HL Interval Start N FRONTAGE RD W N FRONTAGE RD W Eastbound Westbound LT BL LT TH CHAMONIX RD CHAMONIX RD I70 WB ON RAMPS RT HR UT LT 0 I70 WB OFF RAMPS 15-min Total Rolling Northbound Southbound Northeastbound Northwestbound BR HR Hour 1:00 PM 0 1 1 0 1 3 0 6 0 One 3 13 01376140 UT LT TH BR RT HR UT HL RT HR UT HL LT BLBRRTUTHLBLBRBLTH 47 77 8 15 0 68 0 104482613041912 0 9 0 101313 352 1:15 PM 0 0 4 0 7 3 1 0 0 7 2 0 3 30000000 3 24 734 0 730041771510 1 4 6 25 361 1:30 PM 0 0 2 0 0 0 0 0 0 80116000 0 76 396 1:45 PM 0 1 4 0 9 5 0 0 0 8 0 28300000488151012303990 4 14 1 41 382 2:00 PM 0 3 3 0 8 8 0 0 0 12 1 0 8 3100000006013150043 0 6 6 37 349 2:15 PM 0 0 2 0 0 0 0 0 0 307102006140610635681014 0 76 0 3 0 7141302751346304266 5 6 0 63204969412 3 29 331 2:30 PM 0 1 4 0 3 9 0 0 0 7 0 11000000 0 54 333 2:45 PM 0 0 3 0 10 9 5 0 0 4 0 4 9 190000000601391140 0 5 7 33 348 3:00 PM 0 0 9 0 0 0 0 0 0 8010900038061063757914 0 68 0 3 0 1212110455979203155 5 12 0 63103666810 6 29 339 3:15 PM 0 1 1 0 9 6 0 0 0 9 0 51200000 0 53 326 3:30 PM 0 3 7 0 6 9 1 0 0 8 1 3 6 190000000607152239 1 1 14 40 426 3:45 PM 0 1 2 0 0 0 0 0 0 110161010099069010331021011 0 68 0 4 0 109101606241216003085 8 9 0 550035124117 5 34 409 4:00 PM 0 2 7 0 4 8 0 0 0 8 1 61610000 0 100 446 4:15 PM 0 1 4 0 11 9 3 0 0 12 0 6 12 320000000603150090 1 5 10 31 456 4:30 PM 0 1 4 0 0 0 0 0 0 801011100690530740115129 0 57 0 8 0 71015089589102046140 3 10 0 5610401481016 11 37 485 4:45 PM 0 2 4 0 5 12 0 0 0 6 1 21700000 2 72 455 5:00 PM 0 1 8 0 8 11 3 0 0 10 0 4 9 36000000080670068 1 4 7 34 520 5:15 PM 0 0 2 0 0 0 0 0 0 50816000710074011391651420 0 66 0 3 0 4712160310490044141 8 16 0 472048109917 5 26 426 5:30 PM 0 1 5 0 1 9 0 0 0 6 0 61700000 0 59 413 5:45 PM 0 1 5 0 3 8 2 0 0 13 1 2 8 310000000608110061 0 2 8 22 37200000509100005100570740102710 9 1,127 116 232 0 1,2843507961,938 198 252Count Total 0 20 81 0 131 171 568 46 60 2 7,925 Peak Hour All 0 5 20 0 33 42 9 0 158 11 68 146 5990000000131017423711 HV 0 2 5 0 3 29 3 15 37 138 1,9160000003403151103292137024000165 0 0 0 0200014108400100273 0%-2%19%0%-1%--1%1%7%2%0% 1 46 HV%-40%25%-9%2%0% 0 0 1 0 0 100 NB SB 1 2 0 5 Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB NEB 3%0%0%3%1%2%------0%-3%8% 0 0 0 2 0 01130000 South SE SW Total 1:00 PM 0 7 5 0 0 NEB NWB Total East West NorthNWBTotalEBWB 1 1 0 3 1:30 PM 1 6 8 1 0 0 0 0 1 0 01140000 0 0 0 1 1:15 PM 2 5 5 1 0 0 0 0 0 0 11170000 0 0 0 1 0 1070000 0 0 0 0 2:00 PM 2 0 4 1 0 0 0 0 0 0 0080000 1 1 0 4 1:45 PM 4 2 1 1 0 2 2 0 6 2:30 PM 6 7 5 0 0 0 0 0 2 0 00120000 0 0 0 0 2:15 PM 2 5 5 0 0 0 0 0 0 0 01190000 0 0 0 1 0 00170000 4 4 0 13 3:00 PM 5 4 8 0 0 0 0 0 4 0 10100000 1 1 0 3 2:45 PM 3 5 1 1 0 1 1 0 3 3:30 PM 4 2 7 0 0 0 0 0 1 0 00100000 1 1 1 4 3:15 PM 2 7 1 0 0 0 0 0 1 0 00130000 0 0 0 0 0 01160000 1 1 0 3 4:00 PM 5 7 3 0 0 0 0 0 1 0 00120000 0 0 0 0 3:45 PM 2 5 5 0 0 0 0 0 3 4:30 PM 2 6 5 0 0 0 0 0 0 0 31110000 1 1 1 5 4:15 PM 3 3 2 2 0 0 0 0 1 1 01140000 0 0 0 2 1 20130000 0 1 0 2 5:00 PM 4 2 6 1 0 0 0 0 1 0 0180000 0 2 1 8 4:45 PM 2 2 1 2 0 0 0 0 0 5:30 PM 2 5 2 1 0 0 0 0 0 0 0090000 0 0 5 10 5:15 PM 1 5 3 0 0 0 0 0 0 5 00100000 0 0 0 50000050900005:45 PM 2 2 2 3 0 0 0 0 18 7 1382420000Count Total 54 87 79 14 0 14 18 8 78 0 0 0 UT LT TH BR RT HR I70 WB OFF RAMPS Peak Hr 11 13 14 5 0 1 4 2 18 UT LT BL TH BR RTUTHLLTTHRTHRUTHLLTBLTHRT N FRONTAGE RD W CHAMONIX RD CHAMONIX RD I70 WB ON RAMPS 0 0 0 4 2 53460 1:15 PM 0 0 0 0 Hour 1:00 PM UT HL LT BL BR HRUTHLBLBRRTHR 15-min Total Rolling Eastbound Westbound Northbound Southbound Northeastbound Northwestbound OneInterval Start N FRONTAGE RD W 0 1023 13 0 1001221 0 1 14 17 0 10000000000001 1:30 PM 0 0 0 0 0 1 0 0 0 0 0 00000000100000310200 1:45 PM 0 1 0 0 1 2 0 0 0 1 0 0 0 00000000100000232 0 0 0 8 2:00 PM 0 1 0 0 0 0 0 0 0 000100000000001100 0 0 0 0000220010000 01 0 4000311 0 0 7 2:15 PM 0 0 1 0 1 0 0 0 0 0 0 001000000 12 2:30 PM 0 1 2 0 0 3 0 0 0 0 0 0 0 00000000000000100 0 0 1 19 2:45 PM 0 0 0 0 0 0 0 0 0 000000030010013120 0 0 0 0110100120012 01 0 1001111 0 0 10 3:00 PM 0 0 2 0 2 1 0 0 0 0 0 010000000 17 3:15 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 00000000000000520 0 0 0 10 3:30 PM 0 1 2 0 0 0 0 0 0 000000010000013120 0 0 0 0200310100000 00 0 3000230 0 0 13 3:45 PM 0 0 0 0 2 0 0 0 0 0 0 000000003 12 4:00 PM 0 1 2 0 2 0 0 0 0 0 0 0 0 00000000000000110 1 0 0 16 4:15 PM 0 0 1 0 0 0 0 0 0 000000030000013210 0 0 0 1100200200002 00 0 0002121 0 1 11 4:30 PM 0 0 2 0 0 0 0 0 0 0 0 010000000 14 4:45 PM 0 1 0 0 1 0 0 0 0 1 0 0 0 00000000000000320 0 1 0 8 5:00 PM 0 1 2 0 0 0 0 0 0 000200010000002000 0 0 0 0000310010002 00 0 0 1300000010000002 0 0 0 0 0 0 1 0 1 4 0 0021101 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 308 www.idaxdata.com 44 40 41 0 0 Five-Hour Count Summaries - Bikes 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 00013105:15 PM 0 0 0 0 1 0 9 5:30 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 00000000000000201 0 0 0 10 5:45 PM 0 1 0 0 0 0 0 0 0 001000010010011210 0 1 0 1100000100010 00 0 0 900000010000002 Count Total 0 9 16 0 18 11 1 0 1 4 242 Peak Hour 0 2 5 0 0 0 0 0 0 203710023402003143822120 Interval Start N FRONTAGE RD W N FRONTAGE RD W CHAMONIX RD CHAMONIX RD I70 WB ON RAMPS I70 WB OFF RAMPS 0 0 0 1 0 04000000200013108403 One UT 1 1 4610027 HL LT BL BR HR HourHLBLBRRT 15-min Total Rolling LT TH BR RT HR UT Eastbound Westbound UT 0 1:15 PM 0 0 0 0 0 0 0 1:00 PM 0 0 0 0 0 0000000 0 0 0 0 0 0 0 0 0 0 0 000 HR UTLTBLTHBRRTUT 0 0 0 0 0 HL LT BL TH RT 1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000 0 0 0 0 0000000 0 0 0 0 0 000 1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000000000000 0 0 0 0 0 0 0 0 00000000000000002:00 PM 0 0 0 0 0 0 0 0 0 0 2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000 2:30 PM 0 0 0 0 0 0 0 0 0 0 000000000000000000000 0 0000000000000000000 0 0 2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000 0 0 0000000000 00000000000 0 0 0 0 0000000 0 000 0 03:00 PM 0 0 0 0 0 0 0 0000000 0 0 0 0 000000000 0 00000000000000000000 0 00000003:30 PM 0 0 0 0 0 0 0 00000003:15 PM 0 0 0 0 0 0 0 0 0 3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 0000000000000000000 0 00000004:00 PM 0 0 0 0 0 0 0 0000000 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 0000000000000000000 0 00000004:30 PM 0 0 0 0 0 0 0 0000000 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 0 0 0 00000000000000 0 0 0 00000005:00 PM 0 0 0 0 0 0000000000000 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000 5:30 PM 0 0 0 0 0 00000000000000000000000000 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000 000000000000000000000000 0 0000000000000Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 00000000000 000000000000000000000000 Northbound Southbound Northeastbound Northwestbound 032 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 000000000000000 HL LT TH RT HR UT Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 309 www.idaxdata.com Peak Hour Date: 12/30/2021 Count Period: 7:00 AM to 1:00 PM TOTAL SB SEB WB NB HV %:PHF EB 4.4%0.81 SWB -- Peak Hour: 11:15 AM to 12:15 PM 5.1%0.92 4.9%0.97 3.6%0.94 6.9%0.83 15.4%0.72 S FRONTAGE RD W N 0 CH A M O N I X R D 0 S FRONTAGE RD W 1,066TEV: 0.92PHF: CHAMONIX RD S FRONTAGE RD W 0 CH A M O N I X R D 0 26 7 50 8 0 1613 7 50 10 63 113 93 1 0 63 31 2 0 17 2613 0 0 150407 248 310 3 2 7 22 199 0 18 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 310 www.idaxdata.com Six-Hour Count Summaries 0 0 0 735 894 995 1,053 1,039 1,009 1,015 972 975 957 953 979 980 999 1,016 1,056 1,058 1,066 1,066 1,019 1,041 0 0 0 0 Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Six-Hour Count Summaries - Heavy Vehicles 0 0 0 52 61 65 64 65 65 0 0 0 0 0 2 0 South 1 0 0 0 17000000011300001000000001012031 0 0 13 9:00 AM 0 0 1 0 2 0 0 0 0 0 0 0100110010110100000100130 00 0 0 0 18 8:45 AM 0 0 1 0 1 4 0 0 0 000000000010120510 17 8:30 AM 0 0 1 0 1 0 0 1 0 0 0 0 0 0012301020010000001010011 0 0 17 8:15 AM 0 0 0 1 2 0 0 0 0 0 0 0200104010110100000102010 00 0 0 0 12 8:00 AM 0 0 2 0 1 1 0 1 0 020200100000000100 0 0 00307000011000001 7:45 AM 0 0 1 0 2 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 7:30 AM 0 0 1 0 0 0 0 0 0 0100400012000000 00 0 0002021 8 0 0 13 19 0 0300020000 0 1 0 0 00 HRUTLTBLTH 0 0 0 LT BL TH RT 200000020000 LTHLLTTHRT 000 I70 EB ON RAMPS 15-min Total Rolling Eastbound Westbound Northbound Southbound Southeastbound Southwestbound One Hour 7:00 AM 1 0 0 0 1 1 0 0 UT HL BL BR RT HRUTHLBLBRHRUT 3 1 8 Interval Start S FRONTAGE RD W S FRONTAGE RD W CHAMONIX RD CHAMONIX RD I70 EB OFF RAMPS 0 0 0 3 1 00540000 BR RTUTLTTHBRRTHRUTHL Peak Hr 5 17 4 13 15 0 0 2 14 2 003381001 0 0 1 Count Total 48 92 22 50 126 0 0 0 0 1 0070000 2 16 1 35 12:45 PM 1 1 0 1 4 0 2 0 4 12:30 PM 1 2 1 1 3 0 0 0 2 0 00120000 0 0 0 0 12:15 PM 3 2 1 2 4 0 0 1 0 00120000 0 0 0 0 0 0080000 0 1 2 12:00 PM 1 3 1 3 4 0 0 0 0 1 00140000 0 1 0 2 11:45 AM 1 4 0 4 5 0 0 0 0 2 11:30 AM 2 5 2 2 4 0 0 0 2 0 00130000 0 2 0 2 11:15 AM 1 5 1 4 2 0 1 0 0 00150001 0 0 0 0 0 00150000 1 0 2 11:00 AM 2 4 1 0 8 0 0 0 1 0 00150000 0 0 0 0 10:45 AM 1 4 2 2 6 0 0 0 0 0 10:30 AM 1 3 2 3 7 0 0 1 0 0 00201000 0 0 0 0 10:15 AM 2 4 1 1 12 0 0 0 0 00120000 0 0 0 0 0 00160000 1 0 1 10:00 AM 2 4 1 1 4 0 0 0 0 0 00160000 0 0 0 0 9:45 AM 2 6 1 3 4 0 0 1 0 2 9:30 AM 3 4 1 0 5 0 0 0 1 0 00160000 0 0 0 0 9:15 AM 3 3 1 3 6 0 0 0 0 00170000 0 0 0 0 0 00130000 2 0 6 9:00 AM 3 7 1 1 5 0 0 0 2 0 00130000 0 0 0 0 8:45 AM 2 5 1 3 2 0 0 1 0 2 8:30 AM 2 9 1 1 5 0 0 0 1 0 00170000 0 0 0 0 8:15 AM 3 3 1 3 7 0 0 0 0 00170000 0 0 0 0 0 00180000 0 0 0 8:00 AM 3 4 1 4 5 0 0 0 0 0 00120000 0 0 0 0 7:45 AM 3 1 0 4 4 0 0 2 0 4 7:30 AM 1 5 1 2 10 0 0 0 2 0 00130000 0 2 0 4 7:15 AM 2 2 0 2 7 0 0 0 0 0080000 0 0 0 2 0 00190000 NE NW Total 7:00 AM 3 2 0 0 3 SEB SWB Total East West NorthSWBTotalEBWBNBSBStartEBWBNBSBSEB 0 1 0 10 --5% Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) 0%0%----4%--4%5%4%0%27%0%8%4%0%5%0%---0%3%50%50%57%9%- 0 0 0 0 54 HV%--5%0% 2 5 0 0 0 06020080004052010000 1,066 HV 0 0 3 0 1 1 1 4 0 0 0 0 0 00226371253211663137150000047152722019918 0 5,828 Peak Hour All 0 0 63 17 31 2 116 0 0 0 0 0001,279 189 1,227 2866433425422118685000491886331090871Count Total 2 0 289 95 224 0 0 0 0 00405420 27456254113093901000003022 0 243 12:45 PM 0 0 16 2 5 0 0 3 0 0 0 0 00059843124162804400030101404212:30 PM 0 0 8 0 12 0 0 00505700 0 0 26867834030163301100002036 0 256 12:15 PM 0 0 16 1 6 0 0 4 0 0 0 0 0005011262341532010300020002605512:00 PM 0 0 17 2 12 0 0 03504740 0 0 252591030040173611100001324 0 290 11:45 AM 0 0 5 4 5 0 1 10 0 0 0 0 000524391461436012800002211406111:30 AM 0 0 19 6 8 0 0 01703630 0 0 268651230030173301700001262 0 248 11:15 AM 0 0 22 5 6 0 0 8 0 0 0 0 000645381111417010600021012604111:00 AM 1 0 16 2 11 0 0 02604940 0 0 2506292902019222900002141 0 250 10:45 AM 0 0 11 6 8 2 0 6 0 0 0 0 00051641152122905500030002704010:30 AM 0 0 20 4 11 0 0 011105020 0 0 25155836250142711200001053 0 229 10:15 AM 0 0 6 2 10 0 0 5 0 0 0 0 000451331133232125300040002403210:00 AM 0 0 9 7 16 0 0 01503330 0 0 24963154737021140600004021 0 224 9:45 AM 0 0 9 6 9 0 0 3 0 0 0 0 000524463519160510003100340409:30 AM 0 0 16 3 9 0 0 02503560 0 0 25554134608016250800002232 0 247 9:15 AM 0 0 13 6 8 1 0 5 0 0 0 0 00053125133022204750003100230339:00 AM 0 0 9 4 7 0 0 021003230 0 0 2464546904016211700003110 0 267 8:45 AM 0 0 14 3 9 1 0 1 0 0 0 0 00042118614012222110003100120358:30 AM 0 0 17 3 22 0 0 04202140 0 0 24944497060101411100001111 0 277 8:15 AM 0 0 9 8 10 0 0 7 0 0 0 0 0006079134017152760002002130278:00 AM 0 0 6 5 12 0 0 00101940 0 0 26066107526015203500000130 0 209 7:45 AM 0 0 10 10 10 0 0 1 0 0 0 0 00054116810011111830002101020117:30 AM 0 0 14 3 6 0 0 001013407:15 AM 0 0 5 1 9 0 0 4 3 0 31000 0 148380591103812000020000 7:00 AM 1 0 2 2 3 BL BR HR UT HL BLTHRTHRUTHLLTTHBR Interval Start S FRONTAGE RD W S FRONTAGE RD W CHAMONIX RD CHAMONIX RD I70 EB ON RAMPS 0 000232 UT HL LT BL TH RT UT LT 0 0100208 BR RT HR Hour 0 118 TH 15-min Total Rolling Southwestbound One 61 100 I70 EB OFF RAMPS Eastbound Westbound Northbound Southbound Southeastbound RT UT HL LTBRRTHRUTLTBL Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 311 www.idaxdata.com 64 59 62 57 61 64 63 66 59 58 57 54 53 46 39 0 0 Six-Hour Count Summaries - Bikes 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 2 1 1 1 0 0 0 0 0 000 0 0 0 0 0 0 0 0 0 RT 0 0 0 0 0 0 0 0 0 0000000 0 2 0 0 0 0 0 0 0000000 0 0000000000000000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0000000000001000000000000Count Total 0 0 1 0 0 0 0 0 0 0000000000000000000000000 0 0 12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000000000000012:30 PM 0 0 0 0 0 0 0 0 0 0 0000000000000000000000000 0 0 12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000000000000012:00 PM 0 0 0 0 0 0 0 0 0 0 0000000000000 0 0 11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000000000000011:30 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 1 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000100000000000011:00 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 000000000000000000000000010:30 AM 0 0 0 0 0 0 0 0000000 0 1000000000000000000 0 0 10:15 AM 0 0 1 0 0 0 0 0 0 0 0 0 000000000000000000000000010:00 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000009:30 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000009:00 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000008:30 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000008:00 AM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000007:30 AM 0 0 0 0 0 0 0 00000007:15 AM 0 0 0 0 0 0 0 0 0 0 0 0000000000000000000 7:00 AM 0 0 0 0 0 HL BL BRLTTHBRRTHRUTHLLTBLTHRTUTHRUTHLLTTH 0 00000 UTLTBLTHBRRTUT 15-min Total Rolling 0 0 0 0 One UT Hour 0 0 0 0 0 0 0000000000 54 Interval Start S FRONTAGE RD W S FRONTAGE RD W CHAMONIX RD CHAMONIX RD I70 EB OFF RAMPS I70 EB ON RAMPS 0 0 0 0 0 020082504 HRHLLTBLBR 0100 RT HR 0 0 0 0111420 00 Eastbound Westbound Northbound Southbound Southeastbound Southwestbound 0 0 337 Peak Hour 0 0 3 0 11 66 2 4 0 0181160043030190152504250 0 5 6 Count Total 1 0 18 1 26 2 3 17 0 0 0 0 0 00301000000100000 0 0 0 8 12:45 PM 0 0 1 0 0 0 0 0 0 0 0 010000301 7 0 0000000000110 00 0 0000010 0 12 12:30 PM 0 0 1 0 0 3 0 0 0 000100100010120000 0 0 12 12:15 PM 0 0 1 0 2 0 0 0 0 0 0 0 0 0021100021000000001011010 0 0 14 12:00 PM 0 0 1 0 0 0 0 0 0 0 0 010031100120200000101100 00 0 0 15 11:45 AM 0 0 0 0 0 3 0 0 0 010000100020110300 0 13 11:30 AM 0 0 1 0 0 1 0 1 0 0 0 0 0 0020000012010000001010040 0 0 15 11:15 AM 0 0 1 0 0 0 0 0 0 0 0 0000404010000200000100110 00 0 0 0 15 11:00 AM 0 0 1 0 1 1 0 1 0 000100301010100210 16 10:45 AM 0 0 0 0 1 0 0 1 0 0 0 0 0 0000511012000000101011010 0 0 20 10:30 AM 0 0 1 0 0 0 1 0 0 0 0 0100209010000200000200110 00 0 0 0 12 10:15 AM 0 0 0 0 1 1 0 0 0 010000200010010200 16 10:00 AM 0 0 2 0 0 0 0 1 0 0 0 0 0 0000400011010000001012030 0 0 13 9:45 AM 0 0 0 0 2 0 0 0 0 0 0 0000302010000100000200120 00 0 0 0 16 9:30 AM 0 0 1 0 1 2 0 0 0 0101003000101002009:15 AM 0 0 0 0 3 0 0 1 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 312 www.idaxdata.com Peak Hour Date: 12/30/2021 Count Period: 1:00 PM to 6:00 PM TOTAL SB SEB WB NB HV %:PHF EB 6.3%0.83 SWB -- Peak Hour: 3:45 PM to 4:45 PM 4.4%0.92 4.9%0.82 4.1%0.87 3.3%0.89 14.8%0.75 S FRONTAGE RD W N 0 CH A M O N I X R D 0 S FRONTAGE RD W 1,216TEV: 0.92PHF: CHAMONIX RD S FRONTAGE RD W 0 CH A M O N I X R D 0 24 3 64 1 0 612 9 53 80 47 96 129 0 0 51 21 1 0 23 2732 0 0 1201302 456 291 1 5 16 49 374 0 12 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 313 www.idaxdata.com Five-Hour Count Summaries 0 0 0 1,121 1,088 1,069 1,030 1,029 1,051 1,036 1,049 1,066 1,098 1,196 1,216 1,215 1,206 1,144 1,125 1,093 0 0 0 0 Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Five-Hour Count Summaries - Heavy Vehicles 0 0 0 45 39 42 41 42 52 47 47 50 47 55 53 47 43 0 0 0 0 0 0 South 5 0 0 0 0 0 10000000000302010000200000000100 00 0 0 0 7 5:00 PM 0 0 1 0 0 1 0 0 0 000100000020000100 11 4:45 PM 0 0 0 0 1 0 0 1 0 0 0 0 0 0010100001000000001011030 0 0 15 4:30 PM 0 0 1 0 1 0 0 0 0 0 0 0100004010030210000100110 00 0 0 0 14 4:15 PM 0 0 0 0 0 3 0 0 0 030000100010120000 13 4:00 PM 0 0 2 0 0 0 0 1 0 0 0 0 0 0030300002010000001010010 0 0 13 3:45 PM 0 0 0 0 1 0 0 0 0 0 0 0000410010010200000000110 00 0 0 0 7 3:30 PM 0 0 2 0 0 3 0 0 0 000100000010000000 17 3:15 PM 0 0 0 0 1 0 0 1 0 0 0 0 0 0030200010000000001012030 0 0 10 3:00 PM 0 0 2 1 1 0 0 0 0 0 0 0200201020000000000100100 00 0 0 0 13 2:45 PM 0 0 0 1 0 2 0 0 0 010000300010010110 12 2:30 PM 0 0 1 0 1 0 0 1 0 0 0 0 0 0030200000010000101010011 0 0 7 2:15 PM 0 0 0 0 1 0 0 0 0 0 0 0000100110000100000000010 00 0 0 0 9 2:00 PM 0 0 2 0 0 4 0 1 0 000100100000000000 0 0 00502000011000000 1:45 PM 0 0 0 0 1 0 0 1 0 0 0 1:15 PM 0 0 1 0 0 0 1:30 PM 0 0 1 0 0 0 0 0 0 0100100001000100 00 0 1001020 13 0 0 9 14 0 0100120000 0 2 0 0 01 HRUTLTBLTH 0 0 0 LT BL TH RT 301010020100 LTHLLTTHRT 000 I70 EB ON RAMPS 15-min Total Rolling Eastbound Westbound Northbound Southbound Southeastbound Southwestbound One Hour 1:00 PM 0 0 1 0 1 0 0 0 UT HL BL BR RT HRUTHLBLBRHRUT 1 3 5 Interval Start S FRONTAGE RD W S FRONTAGE RD W CHAMONIX RD CHAMONIX RD I70 EB OFF RAMPS 0 0 0 1 0 00530000 BR RTUTLTTHBRRTHRUTHL Peak Hr 6 15 4 12 16 0 0 0 22 10 002210000Count Total 34 58 21 33 75 0 22 9 63 2 0 900025001000005:45 PM 3 3 0 3 1 0 0 0 0 5:30 PM 3 1 1 2 1 0 0 0 0 0 0090000 0 0 4 4 5:15 PM 0 3 0 2 4 0 0 2 1 00100000 0 0 0 0 0 0080000 1 0 2 5:00 PM 1 3 1 0 5 0 0 0 1 0 0070000 0 2 1 6 4:45 PM 1 2 2 1 1 0 0 0 0 0 4:30 PM 2 5 1 1 2 0 0 0 0 0 00150000 0 0 3 3 4:15 PM 1 5 1 4 4 0 0 0 0 00140000 0 0 0 0 0 00110000 1 0 2 4:00 PM 2 3 1 4 4 0 0 0 1 0 00130000 0 0 0 0 3:45 PM 1 2 1 3 6 0 0 1 0 2 3:30 PM 2 4 1 1 5 0 0 0 1 0 0070000 0 1 1 5 3:15 PM 1 1 1 1 3 0 0 1 0 00170000 0 0 0 1 2 00130000 6 0 12 3:00 PM 4 6 1 1 5 0 0 0 6 0 00100000 0 1 0 2 2:45 PM 2 1 2 2 3 0 0 3 0 6 2:30 PM 2 4 1 1 5 0 0 0 3 0 00120000 0 0 0 0 2:15 PM 1 3 2 1 5 0 0 1 0 0070000 0 0 0 0 0 00130000 0 0 0 2:00 PM 2 2 2 0 1 0 0 0 0 0 0090000 0 1 0 2 1:45 PM 1 1 0 1 6 0 0 1 0 4 1:30 PM 1 3 1 2 7 0 0 0 1 2 0090000 0 0 0 0 1:15 PM 2 3 0 2 2 0 0 2 0 00130000 0 0 0 0 0 00140000 NE NW Total 1:00 PM 2 3 2 1 5 SEB SWB Total East West NorthSWBTotalEBWBNBSBStartEBWBNBSBSEB 0 2 0 40 --4% Interval Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) 0%0%----4%--3%0%9%0%33%0%2%7%0%2%8%---0%14%0%0%25%8%- 0 0 0 0 53 HV%--6%0% 0 11 0 0 0 0902005000401406100 1,216 HV 0 0 3 0 3 0 0 4 0 0 0 0 0 001973912472764712985300001321251649037412 0 5,524 Peak Hour All 0 0 51 23 21 1 122 0 0 0 0 0001,099 161 642 295129257668372607700069173135415001,319Count Total 0 0 245 76 146 0 0 03207160 0 0 26150622250133511300006120 0 274 5:45 PM 0 0 7 2 11 0 3 10 0 0 0 0 0003963405293971850004100150675:30 PM 0 0 13 0 9 0 0 04507240 0 0 27057733170103221300003010 0 288 5:15 PM 0 0 6 2 11 0 0 7 0 0 0 0 000531513121945111100030002110965:00 PM 0 0 13 1 3 0 0 081207930 0 0 293431323150204011100008151 0 293 4:45 PM 0 0 7 5 7 0 0 11 0 0 0 0 000437242521226013500010004170924:30 PM 0 0 17 3 9 0 0 0513010340 0 0 332451626370134531100007022 0 297 4:15 PM 0 0 14 7 3 0 3 5 0 0 0 0 000448382421220516300031013110924:00 PM 0 0 17 4 6 0 0 04808700 0 0 29465836040103801300002110 0 273 3:45 PM 0 0 3 9 3 1 1 1 0 0 0 0 00057428331113611760004201480633:30 PM 0 0 13 7 3 0 0 03905420 0 0 23454111623013302500002322 0 265 3:15 PM 0 0 8 5 8 0 0 3 0 0 0 0 00060650152152121230003001140483:00 PM 0 0 15 6 7 0 0 03504940 0 0 27755935240182621900007074 0 260 2:45 PM 0 0 14 4 9 1 0 9 0 0 0 0 00052737011173411440000101260462:30 PM 0 0 16 3 8 0 0 01504650 0 0 24961345130122921000005011 0 243 2:15 PM 0 0 10 2 6 0 1 8 0 0 0 0 0006343311392801520002300160412:00 PM 0 0 16 1 6 0 0 01404710 0 0 27870829290194121200002113 0 299 1:45 PM 0 0 13 5 7 1 0 10 0 0 0 0 000601135112134021080003001070671:30 PM 0 0 17 4 7 0 0 027054801:15 PM 0 0 11 2 12 0 0 12 31 0 133000 0 268593420601032314000021000 1:00 PM 0 0 15 4 11 BL BR HR UT HL BLTHRTHRUTHLLTTHBR Interval Start S FRONTAGE RD W S FRONTAGE RD W CHAMONIX RD CHAMONIX RD I70 EB ON RAMPS 0 000699 UT HL LT BL TH RT UT LT 2 10025045 BR RT HR Hour 0 276 TH 15-min Total Rolling Southwestbound One 43 420 I70 EB OFF RAMPS Eastbound Westbound Northbound Southbound Southeastbound RT UT HL LTBRRTHRUTLTBL Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 314 www.idaxdata.com 37 34 37 0 0 Five-Hour Count Summaries - Bikes 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 0 0 0 0 0 0 RT 0 0 0 0 0 0 0 0000000 0 0 0 0 0 0 0 0000000 0 0000000000000000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0000000000000000000000000Count Total 0 0 0 0 0 0 0 0 0 0 0000000000000 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000005:30 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000005:00 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000004:30 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000004:00 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000003:30 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000003:00 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000002:30 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000002:00 PM 0 0 0 0 0 0 0 0000000 0 0000000000000000000 0 0 1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 00000000000000000000000001:30 PM 0 0 0 0 0 0 0 00000001:15 PM 0 0 0 0 0 0 0 0 0 0 0 0000000000000000000 1:00 PM 0 0 0 0 0 HL BL BRLTTHBRRTHRUTHLLTBLTHRTUTHRUTHLLTTH 0 00000 UTLTBLTHBRRTUT 15-min Total Rolling 0 0 0 0 One UT Hour 0 0 0 0 0 0 0000000000 53 Interval Start S FRONTAGE RD W S FRONTAGE RD W CHAMONIX RD CHAMONIX RD I70 EB OFF RAMPS I70 EB ON RAMPS 0 0 0 0 0 0200501104 HRHLLTBLBR 061 RT HR 0 0 0 0300440 00 Eastbound Westbound Northbound Southbound Southeastbound Southwestbound 0 0 221 Peak Hour 0 0 3 0 2 35 0 2 0 015213003602118031302630 0 1 9 Count Total 0 0 15 3 16 0 0 16 0 0 0 1000000010000100110200000200100 00 0 0 8 5:45 PM 0 0 0 1 0 0 0 1 0 010100000010010000 0 9 5:30 PM 0 0 1 0 2 0 0 0 0 0 0 0 0 00211000010100000000100205:15 PM 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 315 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 2 0 0 0 2 2 WB 9.2%0.87 NB 0.0%0.38 Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB 11.4%0.79 Date: 12/31/2021 Peak Hour Count Period: 8:15 AM 9:15 AM UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min TotalUTLTTHRT SB -- TOTAL 10.1%0.84 TH RT 8:15 AM 0 0 26 6 0 3 33 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 0 43 0 0 0 0 0 0 70 0 8:30 AM 0 0 17 6 0 1 0 0 1 0 0 0 0 86 0 9:00 AM 0 0 31 4 0 0 0 0 0 0 66 0 8:45 AM 0 0 35 7 0 1 43 0 0 0 0 0 0 66 2880000000030001 Count Total 0 0 109 23 0 4 149 0 0 0 288 0 Peak Hour All 0 0 109 0 1 1 0 1 0 0 0 0 0 29 01400000 0 288 0 HV 0 0 15 0 0 0 1 0 1 0 0 0230414901 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%----10%0%9%-0%0%-HV%--14%0%- 0 0 8:30 AM 3 3 0 0 6 0 0 0 0 0 0 0 2 West North South 8:15 AM 5 4 0 0 9 0 EB WB NB SB Total East 9:00 AM 2 4 0 0 6 0 0 0 0 0 0 0 8:45 AM 5 3 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 Peak Hr 15 14 0 0 29 0 0 0 0 0 0 0 2Count Total 15 14 0 0 29 0 0000020 0 0 00 0 0 0 0 2 0 N FORD PARK PARKING LOT S FRONTAGE RD E S FRONTAGE RD E FO R D P A R K PA R K I N G L O T S FRONTAGE RD E 288TEV: 0.84PHF: 149 4 153 110 0 11 328 1 23 109132 150 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 316 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 9 0 8:30 AM 0 0 3 0 0 0 0 0 0 0 TH RT 8:15 AM 0 0 5 0 0 0 4 UT LT TH RT UT LT 6 0 8:45 AM 0 0 5 0 0 0 3 0 0 0 0 0 0003000 0 0 4 0 0 0 0 0 0 8 0 9:00 AM 0 0 2 0 0 0 0 0 0 0 6 29000000 0 0 0 29 0 Peak Hour 0 0 15 0 0 0 0 0 0 0Count Total 0 0 15 0 0 0 14 Westbound Northbound Southbound LT TH RT LT TH RT LT 29 0 Interval Start S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min Total Rolling One HourEastbound 0 0 0 0 0 00014000 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:15 AM 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 317 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 WB 8.2%0.90 NB 0.0%0.85 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 4.1%0.89 Date: 12/30/2021 Peak Hour Count Period: 3:45 PM 4:45 PM UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min TotalUTLTTHRT SB -- TOTAL 5.3%0.94 TH RT 3:45 PM 0 0 56 0 0 0 40 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 0 44 0 0 8 0 0 0 105 0 4:00 PM 0 0 60 0 0 0 9 0 0 0 0 0 0 116 0 4:30 PM 0 0 57 0 0 0 9 0 1 0 112 0 4:15 PM 0 0 68 0 0 0 38 0 0 0 0 0 0 101 4340200000037005 Count Total 0 0 241 0 0 0 159 0 0 0 434 0 Peak Hour All 0 0 241 0 0 31 0 3 0 0 0 0 0 23 01300000 0 434 0 HV 0 0 10 0 0 0 31 0 3 0 0 000015900 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%----5%-8%--0%-HV%--4%-- 0 0 4:00 PM 3 1 0 0 4 0 0 0 0 0 0 0 0 West North South 3:45 PM 2 5 0 0 7 0 EB WB NB SB Total East 4:30 PM 3 3 0 0 6 0 0 0 0 0 0 0 4:15 PM 2 4 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 Peak Hr 10 13 0 0 23 0 0 0 0 0 0 0 0Count Total 10 13 0 0 23 0 0000000 0 0 00 0 0 0 0 0 0 N FORD PARK PARKING LOT S FRONTAGE RD E S FRONTAGE RD E FO R D P A R K PA R K I N G L O T S FRONTAGE RD E 434TEV: 0.94PHF: 159 0 159 244 0 331 340 0 0 241241 190 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 318 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 7 0 4:00 PM 0 0 3 0 0 0 0 0 0 0 TH RT 3:45 PM 0 0 2 0 0 0 5 UT LT TH RT UT LT 4 0 4:15 PM 0 0 2 0 0 0 4 0 0 0 0 0 0001000 0 0 3 0 0 0 0 0 0 6 0 4:30 PM 0 0 3 0 0 0 0 0 0 0 6 23000000 0 0 0 23 0 Peak Hour 0 0 10 0 0 0 0 0 0 0Count Total 0 0 10 0 0 0 13 Westbound Northbound Southbound LT TH RT LT TH RT LT 23 0 Interval Start S FRONTAGE RD E S FRONTAGE RD E FORD PARK PARKING LOT n/a 15-min Total Rolling One HourEastbound 0 0 0 0 0 00013000 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:45 PM 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 319 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 2 0 3 2 7 7 WB 11.8%0.87 NB 12.7%0.90 Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB 13.6%0.87 Date: 12/31/2021 Peak Hour Count Period: 8:15 AM 9:15 AM UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min TotalUTLTTHRT SB -- TOTAL 12.9%0.90 TH RT 8:15 AM 0 0 29 61 0 15 25 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 8 40 0 0 53 0 0 0 178 0 8:30 AM 0 0 27 69 0 0 43 0 5 0 0 0 0 225 0 9:00 AM 0 0 34 63 0 0 52 0 7 0 208 0 8:45 AM 0 0 34 81 0 14 37 0 11 0 0 0 0 202 813090000013260057 Count Total 0 0 124 274 0 50 128 0 0 0 813 0 Peak Hour All 0 0 124 0 0 205 0 32 0 0 0 0 0 105 020002703 0 813 0 HV 0 0 24 30 0 1 205 0 32 0 0 027405012800 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 9%----13%2%16%--13%-HV%--19%11%- 0 2 8:30 AM 10 6 8 0 24 0 0 0 0 0 0 0 0 West North South 8:15 AM 16 4 8 0 28 0 EB WB NB SB Total East 9:00 AM 13 7 7 0 27 0 0 0 0 0 3 0 8:45 AM 15 4 7 0 26 0 0 0 0 0 0 0 0 0 0 0 2000000 0 7 Peak Hr 54 21 30 0 105 0 0 0 0 0 0 0 0Count Total 54 21 30 0 105 0 7000000 0 0 00 0 0 0 7 0 0 N VAIL VALLEY DR S FRONTAGE RD E S FRONTAGE RD E VA I L V A L L E Y D R S FRONTAGE RD E 813TEV: 0.9PHF: 128 50 178 156 0 32 20 5 23 7 32 4 0 274 124398 333 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 320 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 28 0 8:30 AM 0 0 5 5 0 0 8 0 0 0 TH RT 8:15 AM 0 0 6 10 0 0 4 UT LT TH RT UT LT 24 0 8:45 AM 0 0 5 10 0 0 4 0 2 0 0 0 0006006 0 1 6 0 0 7 0 0 0 26 0 9:00 AM 0 0 8 5 0 0 6 0 1 0 27 105000000 0 0 0 105 0 Peak Hour 0 0 24 30 0 0 27 0 3 0Count Total 0 0 24 30 0 1 20 Westbound Northbound Southbound LT TH RT LT TH RT LT 105 0 Interval Start S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min Total Rolling One HourEastbound 0 3 0 0 0 001200027 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:15 AM 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 321 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 11 15 7 34 34 WB 8.6%0.90 NB 4.4%0.86 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 6.3%0.87 Date: 12/30/2021 Peak Hour Count Period: 3:45 PM 4:45 PM UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min TotalUTLTTHRT SB -- TOTAL 6.0%0.93 TH RT 3:45 PM 0 0 50 87 0 8 52 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 9 48 0 0 106 0 0 0 303 0 4:00 PM 0 0 51 70 0 0 94 0 12 0 0 0 0 268 0 4:30 PM 0 0 56 51 0 0 80 0 9 0 298 0 4:15 PM 0 0 62 52 0 8 57 0 14 0 0 0 0 256 1,12508000004470090 Count Total 0 0 219 260 0 29 204 0 0 0 1,125 0 Peak Hour All 0 0 219 0 0 370 0 43 0 0 0 0 0 68 018001503 0 1,125 0 HV 0 0 13 17 0 2 370 0 43 0 0 026002920400 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 7%----6%7%9%--4%-HV%--6%7%- 0 0 4:00 PM 8 7 5 0 20 0 0 0 0 0 0 0 1 West North South 3:45 PM 7 3 3 0 13 0 EB WB NB SB Total East 4:30 PM 7 5 7 0 19 0 0 0 0 0 15 11 4:15 PM 8 5 3 0 16 0 0 0 0 0 0 0 0 0 0 0 7000000 0 33 Peak Hr 30 20 18 0 68 0 0 0 0 0 0 0 1Count Total 30 20 18 0 68 0 33000010 0 0 00 0 0 0 33 1 0 N VAIL VALLEY DR S FRONTAGE RD E S FRONTAGE RD E VA I L V A L L E Y D R S FRONTAGE RD E 1,125TEV: 0.93PHF: 204 29 233 262 0 43 37 0 41 3 28 9 0 260 219479 574 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 322 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 13 0 4:00 PM 0 0 5 3 0 0 3 0 0 0 TH RT 3:45 PM 0 0 2 5 0 0 3 UT LT TH RT UT LT 20 0 4:15 PM 0 0 2 6 0 1 4 0 1 0 0 0 0016004 0 0 5 0 0 5 0 0 0 16 0 4:30 PM 0 0 4 3 0 0 3 0 0 0 19 68020000 0 0 0 68 0 Peak Hour 0 0 13 17 0 0 15 0 3 0Count Total 0 0 13 17 0 2 18 Westbound Northbound Southbound LT TH RT LT TH RT LT 68 0 Interval Start S FRONTAGE RD E S FRONTAGE RD E VAIL VALLEY DR n/a 15-min Total Rolling One HourEastbound 0 3 0 0 0 002180015 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:45 PM 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 323 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 1 0 0 1 0 2 1 WB 14.1%0.90 NB 0.0%0.72 Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB 7.4%0.91 Date: 12/31/2021 Peak Hour Count Period: 8:00 AM 10:00 AM UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min TotalUTLTTHRT SB -- TOTAL 9.3%0.92 TH RT 8:00 AM 0 0 32 86 0 9 22 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 15 53 0 0 4 0 0 0 149 0 8:15 AM 0 0 88 96 0 0 0 0 0 0 0 0 0 295 0 8:45 AM 0 0 115 85 0 0 8 0 1 0 258 0 8:30 AM 0 0 95 98 0 21 72 0 2 0 0 0 0 293 995 9:00 AM 0 0 97 55 0 11 72 0 0 0 0 0 001079004 0 16 30 0 0 4 0 0 0 242 1,088 9:15 AM 0 0 25 43 0 0 7 0 0 0 0 0 0 178 835 9:45 AM 0 0 22 46 0 0 11 0 1 0 122 952 9:30 AM 0 0 37 74 0 15 40 0 4 0 0 0 0 118 66001000001131007 Count Total 0 0 511 583 0 108 399 0 0 0 1,655 0 Peak Hour All 0 0 395 0 0 45 0 9 0 0 0 0 0 101 04700000 0 1,088 0 HV 0 0 54 0 0 0 23 0 3 0 0 033405727600 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%----9%0%17%--0%-HV%--14%0%- 0 0 8:15 AM 16 12 0 0 28 0 0 0 0 0 0 0 0 West North South 8:00 AM 3 5 0 0 8 0 EB WB NB SB Total East 8:45 AM 15 10 0 0 25 0 0 0 0 0 0 0 8:30 AM 10 12 0 0 22 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 4 3 0 0 7 0 0 0 0 0 0 0 0 0 0 1 9:00 AM 13 13 0 0 26 0 0 0 0 0 0 0 9:45 AM 4 3 0 0 7 0 0 0 0 0 1 0 9:30 AM 3 5 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0000000 0 2 Peak Hr 54 47 0 0 101 0 0 0 0 0 0 0 0Count Total 68 63 0 0 131 0 1000000 0 0 00 0 0 0 1 0 0 N E PARKING ACCESS S FRONTAGE RD E S FRONTAGE RD E E P A R K I N G AC C E S S S FRONTAGE RD E 1,088TEV: 0.92PHF: 276 57 333 398 0 323 2639 1 0 334 395729 299 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 324 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 8 0 8:15 AM 0 0 16 0 0 0 0 0 0 0 TH RT 8:00 AM 0 0 3 0 0 0 5 UT LT TH RT UT LT 28 0 8:30 AM 0 0 10 0 0 0 12 0 0 0 0 0 00012000 0 0 10 0 0 0 0 0 0 22 0 8:45 AM 0 0 15 0 0 0 0 0 0 0 0 0 0 26 101 9:15 AM 0 0 4 0 0 0 0 0 0 0 25 83 9:00 AM 0 0 13 0 0 0 13 0 0 0 0 0 0 7 80 9:30 AM 0 0 3 0 0 0 5 0 0 0 0 0 0003000 0 0 3 0 0 0 0 0 0 8 66 9:45 AM 0 0 4 0 0 0 0 0 0 0 7 48000000 0 0 0 131 0 Peak Hour 0 0 54 0 0 0 0 0 0 0Count Total 0 0 68 0 0 0 63 Westbound Northbound Southbound LT TH RT LT TH RT LT 101 0 Interval Start S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min Total Rolling One HourEastbound 0 0 0 0 0 00047000 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:00 AM 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 325 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 6 6 0 7 15 0 7 41 22 WB 5.7%0.93 NB 0.0%0.95 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 4.8%0.93 Date: 12/30/2021 Peak Hour Count Period: 3:00 PM 5:00 PM UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min TotalUTLTTHRT SB -- TOTAL 4.1%0.95 TH RT 3:00 PM 0 0 59 77 0 11 57 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 7 42 0 0 62 0 0 0 255 0 3:15 PM 0 0 45 54 0 0 44 0 7 0 0 0 0 220 0 3:45 PM 0 0 120 48 0 0 48 0 17 0 225 0 3:30 PM 0 0 53 53 0 11 38 0 15 0 0 0 0 404 1,104 4:00 PM 0 0 102 56 0 4 150 0 17 0 0 0 00101360073 0 1 136 0 0 68 0 0 0 392 1,241 4:15 PM 0 0 96 54 0 0 61 0 19 0 0 0 0 372 1,541 4:45 PM 0 0 52 44 0 0 70 0 17 0 373 1,389 4:30 PM 0 0 90 57 0 3 135 0 18 0 0 0 0 225 1,3620130000011460059 Count Total 0 0 617 443 0 58 740 0 0 0 2,466 0 Peak Hour All 0 0 408 0 0 485 0 123 0 0 0 0 0 63 03300000 0 1,541 0 HV 0 0 30 0 0 0 272 0 71 0 0 021501855700 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%----4%0%6%--0%-HV%--7%0%- 0 0 3:15 PM 3 5 0 0 8 0 0 0 0 0 0 0 0 West North South 3:00 PM 6 5 0 0 11 0 EB WB NB SB Total East 3:45 PM 7 6 0 0 13 0 0 2 2 0 2 0 3:30 PM 6 4 0 0 10 0 0 0 0 0 0 3 3 0 0 7 4:15 PM 8 7 0 0 15 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 8 10 0 0 18 0 0 0 0 0 0 0 4:45 PM 3 1 0 0 4 0 0 0 0 0 0 5 4:30 PM 7 10 0 0 17 0 0 0 0 0 0 5 5 0 2 0 3000002 0 17 Peak Hr 30 33 0 0 63 0 0 0 0 0 0 12 12Count Total 48 48 0 0 96 0 12000550 0 0 00 0 0 0 12 5 5 N E PARKING ACCESS S FRONTAGE RD E S FRONTAGE RD E E P A R K I N G AC C E S S S FRONTAGE RD E 1,541TEV: 0.95PHF: 557 18 575 479 0 71 27 2 34 3 23 3 0 215 408623 829 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 326 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 11 0 3:15 PM 0 0 3 0 0 0 0 0 0 0 TH RT 3:00 PM 0 0 6 0 0 0 5 UT LT TH RT UT LT 8 0 3:30 PM 0 0 6 0 0 0 4 0 0 0 0 0 0005000 0 0 6 0 0 0 0 0 0 10 0 3:45 PM 0 0 7 0 0 0 0 0 0 0 0 0 0 18 49 4:15 PM 0 0 8 0 0 0 0 0 0 0 13 42 4:00 PM 0 0 8 0 0 0 10 0 0 0 0 0 0 15 56 4:30 PM 0 0 7 0 0 0 10 0 0 0 0 0 0007000 0 0 1 0 0 0 0 0 0 17 63 4:45 PM 0 0 3 0 0 0 0 0 0 0 4 54000000 0 0 0 96 0 Peak Hour 0 0 30 0 0 0 0 0 0 0Count Total 0 0 48 0 0 0 48 Westbound Northbound Southbound LT TH RT LT TH RT LT 63 0 Interval Start S FRONTAGE RD E S FRONTAGE RD E E PARKING ACCESS n/a 15-min Total Rolling One HourEastbound 0 0 0 0 0 00033000 0 0 0 0 3:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:00 PM 0 0 0 0 0 0 3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 327 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 0 0 0 1 1 WB 7.9%0.87 NB 25.3%0.82 Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB 2.8%0.98 Date: 12/30/2021 Peak Hour Count Period: 8:15 AM 9:15 AM UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min TotalUTLTTHRT SB -- TOTAL 5.4%0.95 TH RT 8:15 AM 0 0 212 19 0 9 81 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 5 93 0 0 14 0 0 0 337 0 8:30 AM 0 0 216 14 0 0 9 0 7 0 0 0 0 334 0 9:00 AM 0 0 199 14 0 0 13 0 10 0 347 0 8:45 AM 0 0 206 26 0 4 75 0 5 0 0 0 0 303 1,3210800000568009 Count Total 0 0 833 73 0 23 317 0 0 0 1,321 0 Peak Hour All 0 0 833 0 0 45 0 30 0 0 0 0 0 71 027009010 0 1,321 0 HV 0 0 25 0 0 0 45 0 30 0 0 07302331700 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 33%----5%0%9%--20%-HV%--3%0%- 0 1 8:30 AM 6 9 6 0 21 0 0 0 0 0 0 0 0 West North South 8:15 AM 6 8 4 0 18 0 EB WB NB SB Total East 9:00 AM 8 8 6 0 22 0 0 0 0 0 0 0 8:45 AM 5 2 3 0 10 0 0 0 0 0 0 0 0 0 0 0 0000000 0 1 Peak Hr 25 27 19 0 71 0 0 0 0 0 0 0 0Count Total 25 27 19 0 71 0 1000000 0 0 00 0 0 0 1 0 0 N CENTER EAST PARKING ENTRANCE S FRONTAGE RD E S FRONTAGE RD E CE N T E R E A S T PA R K I N G EN T R A N C E S FRONTAGE RD E 1,321TEV: 0.95PHF: 317 23 340 863 0 3045 7596 0 73 833906 362 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 328 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 18 0 8:30 AM 0 0 6 0 0 0 2 0 2 0 TH RT 8:15 AM 0 0 6 0 0 0 8 UT LT TH RT UT LT 21 0 8:45 AM 0 0 5 0 0 0 2 0 1 0 0 0 0009005 0 0 8 0 0 2 0 0 0 10 0 9:00 AM 0 0 8 0 0 0 0 0 3 0 22 71040000 0 0 0 71 0 Peak Hour 0 0 25 0 0 0 9 0 10 0Count Total 0 0 25 0 0 0 27 Westbound Northbound Southbound LT TH RT LT TH RT LT 71 0 Interval Start S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min Total Rolling One HourEastbound 0 10 0 0 0 00027009 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:15 AM 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 329 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 3 12 17 0 32 32 WB 4.0%0.98 NB 11.8%0.81 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 3.5%0.92 Date: 12/30/2021 Peak Hour Count Period: 3:45 PM 4:45 PM UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min TotalUTLTTHRT SB -- TOTAL 4.6%0.98 TH RT 3:45 PM 0 0 159 18 1 3 205 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 4 207 0 0 33 0 0 0 415 0 4:00 PM 1 0 153 18 0 0 21 0 8 0 0 0 0 401 0 4:30 PM 0 0 134 17 0 0 32 0 12 0 421 0 4:15 PM 2 0 138 13 0 7 197 0 5 0 0 0 0 407 1,6440130000062000037 Count Total 3 0 584 66 1 20 809 0 0 0 1,644 0 Peak Hour All 3 0 584 0 0 123 0 38 0 0 0 0 0 75 033001207 0 1,644 0 HV 0 0 23 0 0 0 123 0 38 0 0 06612080900 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 18%----5%0%4%--10%-HV%0%-4%0%0% 0 3 4:00 PM 7 10 5 0 22 0 0 0 0 0 0 0 0 West North South 3:45 PM 5 6 6 0 17 0 EB WB NB SB Total East 4:30 PM 4 10 5 0 19 0 0 7 0 0 10 2 4:15 PM 7 7 3 0 17 0 0 0 0 0 0 2 7 1 0 0 0000000 1 15 Peak Hr 23 33 19 0 75 0 0 0 0 0 0 9 7Count Total 23 33 19 0 75 0 15000971 0 0 00 0 0 1 15 7 9 N CENTER EAST PARKING ENTRANCE S FRONTAGE RD E S FRONTAGE RD E CE N T E R E A S T PA R K I N G EN T R A N C E S FRONTAGE RD E 1,644TEV: 0.98PHF: 809 20 830 623 1 38 12 3 16 1 86 0 66 584653 935 3 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 330 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 17 0 4:00 PM 0 0 7 0 0 0 4 0 2 0 TH RT 3:45 PM 0 0 5 0 0 0 6 UT LT TH RT UT LT 22 0 4:15 PM 0 0 7 0 0 0 7 0 1 0 0 0 00010004 0 0 10 0 0 2 0 0 0 17 0 4:30 PM 0 0 4 0 0 0 2 0 1 0 19 75030000 0 0 0 75 0 Peak Hour 0 0 23 0 0 0 12 0 7 0Count Total 0 0 23 0 0 0 33 Westbound Northbound Southbound LT TH RT LT TH RT LT 75 0 Interval Start S FRONTAGE RD E S FRONTAGE RD E CENTER EAST PARKING ENTRANCE N/A 15-min Total Rolling One HourEastbound 0 7 0 0 0 000330012 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:45 PM 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 331 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 1 2 1 4 4 WB 12.7%0.89 NB 6.5%0.72 Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB 5.1%0.93 Date: 12/30/2021 Peak Hour Count Period: 8:15 AM 9:15 AM UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min TotalUTLTTHRT SB -- TOTAL 7.1%0.94 TH RT 8:15 AM 0 0 244 17 0 1 90 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 1 103 0 0 8 0 0 0 361 0 8:30 AM 2 0 228 8 0 0 6 0 3 0 0 0 0 372 0 9:00 AM 3 0 202 16 0 0 7 0 9 0 354 0 8:45 AM 0 0 234 29 0 2 91 0 4 0 0 0 0 313 1,4000600000281003 Count Total 5 0 908 70 0 6 365 0 0 0 1,400 0 Peak Hour All 5 0 908 0 0 24 0 22 0 0 0 0 0 100 04600102 0 1,400 0 HV 0 0 48 2 0 1 24 0 22 0 0 0700636500 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 9%----7%17%13%--4%-HV%0%-5%3%- 0 0 8:30 AM 13 16 1 0 30 0 0 0 0 0 0 0 0 West North South 8:15 AM 14 14 0 0 28 0 EB WB NB SB Total East 9:00 AM 12 9 2 0 23 0 0 0 0 0 2 1 8:45 AM 11 8 0 0 19 0 0 0 0 0 0 0 0 0 0 0 1000000 0 4 Peak Hr 50 47 3 0 100 0 0 0 0 0 0 0 0Count Total 50 47 3 0 100 0 4000000 0 0 00 0 0 0 4 0 0 N VILLAGE CENTER DR S FRONTAGE RD E S FRONTAGE RD E VI L L A G E CE N T E R D R S FRONTAGE RD E 1,400TEV: 0.94PHF: 365 6 371 930 0 2224 4676 0 70 908983 394 5 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 332 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 28 0 8:30 AM 0 0 13 0 0 0 0 0 0 0 TH RT 8:15 AM 0 0 13 1 0 0 14 UT LT TH RT UT LT 30 0 8:45 AM 0 0 10 1 0 1 7 0 0 0 0 0 00016001 0 0 9 0 0 0 0 0 0 19 0 9:00 AM 0 0 12 0 0 0 0 0 0 0 23 100020000 0 0 0 100 0 Peak Hour 0 0 48 2 0 0 1 0 2 0Count Total 0 0 48 2 0 1 46 Westbound Northbound Southbound LT TH RT LT TH RT LT 100 0 Interval Start S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min Total Rolling One HourEastbound 0 2 0 0 0 00146001 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:15 AM 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 333 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 2 8 14 3 27 27 WB 5.4%0.97 NB 0.0%0.94 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 6.0%0.87 Date: 12/30/2021 Peak Hour Count Period: 3:45 PM 4:45 PM UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min TotalUTLTTHRT SB -- TOTAL 5.1%0.98 TH RT 3:45 PM 0 0 186 23 0 5 221 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 1 243 0 0 29 0 0 0 474 0 4:00 PM 4 0 152 23 0 0 23 0 16 0 0 0 0 463 0 4:30 PM 2 0 145 18 0 0 20 0 22 0 468 0 4:15 PM 1 0 148 29 0 1 242 0 16 0 0 0 0 446 1,8510140000062310030 Count Total 7 0 631 93 0 13 937 0 0 0 1,851 0 Peak Hour All 7 0 631 0 0 102 0 68 0 0 0 0 0 95 05100000 0 1,851 0 HV 0 0 44 0 0 0 102 0 68 0 0 09301393700 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%----5%0%5%--0%-HV%0%-7%0%- 0 2 4:00 PM 10 12 0 0 22 0 0 0 0 0 0 0 0 West North South 3:45 PM 9 11 0 0 20 0 EB WB NB SB Total East 4:30 PM 10 13 0 0 23 0 0 6 0 0 8 8 4:15 PM 15 15 0 0 30 0 0 0 0 0 0 0 0 0 0 1 0000002 1 18 Peak Hr 44 51 0 0 95 0 0 0 0 0 0 8 0Count Total 44 51 0 0 95 0 18000801 0 0 00 0 0 1 18 0 8 N VILLAGE CENTER DR S FRONTAGE RD E S FRONTAGE RD E VI L L A G E CE N T E R D R S FRONTAGE RD E 1,851TEV: 0.98PHF: 937 13 950 699 0 68 10 2 17 0 10 6 0 93 631731 1,046 7 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 334 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 20 0 4:00 PM 0 0 10 0 0 0 0 0 0 0 TH RT 3:45 PM 0 0 9 0 0 0 11 UT LT TH RT UT LT 22 0 4:15 PM 0 0 15 0 0 0 15 0 0 0 0 0 00012000 0 0 13 0 0 0 0 0 0 30 0 4:30 PM 0 0 10 0 0 0 0 0 0 0 23 95000000 0 0 0 95 0 Peak Hour 0 0 44 0 0 0 0 0 0 0Count Total 0 0 44 0 0 0 51 Westbound Northbound Southbound LT TH RT LT TH RT LT 95 0 Interval Start S FRONTAGE RD E S FRONTAGE RD E VILLAGE CENTER DR N/A 15-min Total Rolling One HourEastbound 0 0 0 0 0 00051000 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:45 PM 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 335 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 1 1 0 0 1 0 3 2 WB 6.6%0.87 NB 4.3%0.82 Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB 10.4%0.94 Date: 12/30/2021 Peak Hour Count Period: 8:00 AM 10:00 AM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min TotalUTLTTHRT SB -- TOTAL 8.2%0.92 TH RT 8:00 AM 0 0 64 11 0 45 47 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 63 64 0 0 2 0 0 0 171 0 8:15 AM 0 0 67 23 0 0 2 0 2 0 0 0 0 203 0 8:45 AM 0 0 80 14 0 0 1 0 4 0 224 0 8:30 AM 0 0 58 24 0 52 64 0 5 0 0 0 0 201 799 9:00 AM 0 0 69 20 0 46 52 0 3 0 0 0 004655003 1 40 50 0 0 4 0 0 0 192 820 9:15 AM 0 0 57 18 0 0 0 0 5 0 0 0 0 208 775 9:45 AM 0 0 72 14 0 0 5 0 7 0 174 770 9:30 AM 0 0 73 17 0 46 60 0 4 0 0 0 0 190 76409000003654005 Count Total 0 0 540 141 1 374 446 0 0 0 1,563 0 Peak Hour All 0 0 274 0 0 22 0 39 0 0 0 0 0 67 02900100 0 820 0 HV 0 0 36 1 0 0 6 0 17 0 0 081020723500 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%----8%0%12%--17%-HV%--13%1%- 0 0 8:15 AM 7 9 0 0 16 0 0 0 0 0 0 0 0 West North South 8:00 AM 11 4 0 0 15 0 EB WB NB SB Total East 8:45 AM 8 5 1 0 14 0 0 0 0 0 1 0 8:30 AM 13 10 0 0 23 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 7 6 0 0 13 0 0 0 0 0 0 0 0 0 0 1 9:00 AM 9 5 0 0 14 0 0 0 0 0 0 0 9:45 AM 6 10 0 0 16 0 0 0 0 0 1 0 9:30 AM 11 5 0 0 16 0 0 0 0 0 0 0 0 0 0 0 0000000 0 3 Peak Hr 37 29 1 0 67 0 0 0 0 0 0 0 0Count Total 72 54 1 0 127 0 2000000 0 0 00 0 0 0 2 0 0 N LIONSHEAD PARKING S FRONTAGE RD W S FRONTAGE RD W LI O N S H E A D PA R K I N G S FRONTAGE RD W 820TEV: 0.92PHF: 235 207 442 291 0 176 2328 8 0 81 274355 241 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 336 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 15 0 8:15 AM 0 0 7 0 0 0 0 0 0 0 TH RT 8:00 AM 0 0 11 0 0 0 4 UT LT TH RT UT LT 16 0 8:30 AM 0 0 12 1 0 0 10 0 0 0 0 0 0009000 0 0 5 0 0 1 0 0 0 23 0 8:45 AM 0 0 8 0 0 0 0 0 0 0 0 0 0 14 67 9:15 AM 0 0 7 0 0 0 0 0 0 0 14 68 9:00 AM 0 0 9 0 0 0 5 0 0 0 0 0 0 13 64 9:30 AM 0 0 11 0 0 0 5 0 0 0 0 0 0006000 0 0 10 0 0 0 0 0 0 16 57 9:45 AM 0 0 6 0 0 0 0 0 0 0 16 59000000 0 0 0 127 0 Peak Hour 0 0 36 1 0 0 1 0 0 0Count Total 0 0 71 1 0 0 54 Westbound Northbound Southbound LT TH RT LT TH RT LT 67 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min Total Rolling One HourEastbound 0 0 0 0 0 00029001 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:00 AM 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 337 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 3 0 1 1 0 3 0 3 11 6 WB 5.3%0.92 NB 0.0%0.90 Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 7.5%0.92 Date: 12/30/2021 Peak Hour Count Period: 3:00 PM 5:00 PM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min TotalUTLTTHRT SB -- TOTAL 4.7%0.97 TH RT 3:00 PM 0 0 101 16 1 11 85 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 1 9 75 0 0 16 0 0 0 259 0 3:15 PM 0 0 83 12 0 0 12 0 33 0 0 0 0 264 0 3:45 PM 1 0 71 8 0 0 24 0 58 0 231 0 3:30 PM 0 0 94 6 0 15 67 0 35 0 0 0 0 265 1,019 4:00 PM 0 0 104 5 2 5 93 0 61 0 0 0 0010800034 0 11 104 0 0 26 0 0 0 296 1,056 4:15 PM 0 0 98 9 0 0 20 0 67 0 0 0 0 305 1,165 4:45 PM 1 0 87 8 0 0 29 0 60 0 299 1,124 4:30 PM 0 0 107 10 0 18 81 0 51 0 0 0 0 280 1,18004600000101070021 Count Total 2 0 745 74 4 89 692 0 0 0 2,199 0 Peak Hour All 1 0 396 0 0 182 0 411 0 0 0 0 0 55 02300000 0 1,180 0 HV 0 0 32 0 0 0 96 0 224 0 0 03224438500 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%----5%0%6%--0%-HV%0%-8%0%0% 0 3 3:15 PM 7 6 0 0 13 0 0 0 0 0 0 0 0 West North South 3:00 PM 12 4 0 0 16 0 EB WB NB SB Total East 3:45 PM 1 8 0 0 9 0 0 0 0 0 1 0 3:30 PM 10 1 0 0 11 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 9 7 0 0 16 0 0 0 0 0 0 0 0 0 0 1 4:00 PM 10 4 0 0 14 0 0 0 0 0 0 0 4:45 PM 4 9 0 0 13 0 0 0 0 0 0 3 4:30 PM 9 3 0 0 12 0 0 0 0 0 0 0 0 0 0 0 3000000 0 11 Peak Hr 32 23 0 0 55 0 0 0 0 0 0 0 0Count Total 62 42 0 0 104 0 6000000 0 0 00 0 0 0 6 0 0 N LIONSHEAD PARKING S FRONTAGE RD W S FRONTAGE RD W LI O N S H E A D PA R K I N G S FRONTAGE RD W 1,180TEV: 0.97PHF: 385 44 431 622 2 22 496 32 0 76 0 32 396429 482 1 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 338 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 16 0 3:15 PM 0 0 7 0 0 0 0 0 0 0 TH RT 3:00 PM 0 0 12 0 0 0 4 UT LT TH RT UT LT 13 0 3:30 PM 0 0 10 0 0 0 1 0 0 0 0 0 0006000 0 0 8 0 0 0 0 0 0 11 0 3:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 14 47 4:15 PM 0 0 9 0 0 0 0 0 0 0 9 49 4:00 PM 0 0 10 0 0 0 4 0 0 0 0 0 0 16 50 4:30 PM 0 0 9 0 0 0 3 0 0 0 0 0 0007000 0 0 9 0 0 0 0 0 0 12 51 4:45 PM 0 0 4 0 0 0 0 0 0 0 13 55000000 0 0 0 104 0 Peak Hour 0 0 32 0 0 0 0 0 0 0Count Total 0 0 62 0 0 0 42 Westbound Northbound Southbound LT TH RT LT TH RT LT 55 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W LIONSHEAD PARKING n/a 15-min Total Rolling One HourEastbound 0 0 0 0 0 00023000 0 0 0 0 3:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:00 PM 0 0 0 0 0 0 3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 339 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 WB 11.6%0.90 NB 33.3%0.73 Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB 15.0%0.92 Date: 12/31/2021 Peak Hour Count Period: 8:15 AM 9:15 AM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min TotalUTLTTHRT SB -- TOTAL 16.6%0.89 TH RT 8:15 AM 0 0 53 33 0 23 25 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 31 31 0 0 13 0 0 0 150 0 8:30 AM 0 0 62 30 0 0 8 0 8 0 0 0 0 181 0 9:00 AM 0 0 66 33 0 0 12 0 13 0 184 0 8:45 AM 0 0 61 28 0 26 41 0 17 0 0 0 0 200 7150180000026380019 Count Total 0 0 242 124 0 106 135 0 0 0 715 0 Peak Hour All 0 0 242 0 0 52 0 56 0 0 0 0 0 119 0220026010 0 715 0 HV 0 0 21 34 0 6 52 0 56 0 0 0124010613500 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 18%----17%6%16%--50%-HV%--9%27%- 0 0 8:30 AM 17 5 10 0 32 0 0 0 0 0 0 0 0 West North South 8:15 AM 8 6 7 0 21 0 EB WB NB SB Total East 9:00 AM 19 8 11 0 38 0 0 0 0 0 0 0 8:45 AM 11 9 8 0 28 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 Peak Hr 55 28 36 0 119 0 0 0 0 0 0 0 0Count Total 55 28 36 0 119 0 0000000 0 0 00 0 0 0 0 0 0 N E LIONSHEAD CIR S FRONTAGE RD W S FRONTAGE RD W E L I O N S H E A D CI R S FRONTAGE RD W 715TEV: 0.89PHF: 135 106 241 298 0 5652 10 8 23 0 0 124 242366 187 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 340 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 21 0 8:30 AM 0 0 7 10 0 0 5 0 2 0 TH RT 8:15 AM 0 0 2 6 0 1 5 UT LT TH RT UT LT 32 0 8:45 AM 0 0 5 6 0 1 8 0 3 0 0 0 0014007 0 3 5 0 0 8 0 0 0 28 0 9:00 AM 0 0 7 12 0 0 6 0 2 0 38 119030000 0 0 0 119 0 Peak Hour 0 0 21 34 0 0 26 0 10 0Count Total 0 0 21 34 0 6 22 Westbound Northbound Southbound LT TH RT LT TH RT LT 119 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min Total Rolling One HourEastbound 0 10 0 0 0 006220026 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:15 AM 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 341 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 10 10 15 18 53 53 WB 4.7%0.91 NB 9.7%0.86 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 10.8%0.95 Date: 12/30/2021 Peak Hour Count Period: 3:45 PM 4:45 PM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min TotalUTLTTHRT SB -- TOTAL 8.0%0.96 TH RT 3:45 PM 0 0 65 34 0 24 91 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 19 92 0 0 37 0 0 0 275 0 4:00 PM 0 0 72 24 0 0 41 0 20 0 0 0 0 278 0 4:30 PM 0 0 75 30 0 0 22 0 29 0 278 0 4:15 PM 0 0 76 23 0 32 96 0 34 0 0 0 0 293 1,1240390000026870036 Count Total 0 0 288 111 0 101 366 0 0 0 1,124 0 Peak Hour All 0 0 288 0 0 136 0 122 0 0 0 0 0 90 014002005 0 1,124 0 HV 0 0 21 22 0 8 136 0 122 0 0 0111010136600 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 4%----8%8%4%--15%-HV%--7%20%- 0 1 4:00 PM 9 5 6 0 20 0 0 0 0 0 0 4 5 West North South 3:45 PM 8 7 7 0 22 0 EB WB NB SB Total East 4:30 PM 15 3 8 0 26 0 0 13 2 0 0 2 4:15 PM 11 7 4 0 22 0 0 0 0 0 0 3 5 0 4 0 30000011 0 6 Peak Hr 43 22 25 0 90 0 0 0 0 0 0 31 16Count Total 43 22 25 0 90 0 600031160 0 0 00 0 0 0 6 16 31 N E LIONSHEAD CIR S FRONTAGE RD W S FRONTAGE RD W E L I O N S H E A D CI R S FRONTAGE RD W 1,124TEV: 0.96PHF: 366 101 467 410 0 12 2 13 6 25 8 21 2 0 111 288399 502 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 342 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 22 0 4:00 PM 0 0 5 4 0 0 7 0 0 0 TH RT 3:45 PM 0 0 3 5 0 2 5 UT LT TH RT UT LT 20 0 4:15 PM 0 0 6 5 0 3 4 0 2 0 0 0 0023004 0 1 2 0 0 6 0 0 0 22 0 4:30 PM 0 0 7 8 0 0 3 0 1 0 26 90020000 0 0 0 90 0 Peak Hour 0 0 21 22 0 0 20 0 5 0Count Total 0 0 21 22 0 8 14 Westbound Northbound Southbound LT TH RT LT TH RT LT 90 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W E LIONSHEAD CIR n/a 15-min Total Rolling One HourEastbound 0 5 0 0 0 008140020 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:45 PM 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 343 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 WB 19.5%0.96 NB 15.4%0.78 Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB 9.5%0.92 Date: 12/30/2021 Peak Hour Count Period: 8:15 AM 9:15 AM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min TotalUTLTTHRT SB -- TOTAL 13.2%0.91 TH RT 8:15 AM 0 0 93 5 0 10 39 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 13 32 0 0 4 0 0 0 166 0 8:30 AM 0 0 75 5 0 0 6 0 13 0 0 0 0 176 0 9:00 AM 0 0 81 10 0 0 8 0 17 0 142 0 8:45 AM 0 0 97 3 0 14 37 0 13 0 0 0 0 158 642010000001733007 Count Total 0 0 346 23 0 54 141 0 0 0 642 0 Peak Hour All 0 0 346 0 0 25 0 53 0 0 0 0 0 85 03600408 0 642 0 HV 0 0 33 2 0 2 25 0 53 0 0 02305414100 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 15%----13%4%26%--16%-HV%--10%9%- 0 0 8:30 AM 13 11 3 0 27 0 0 0 0 0 0 0 0 West North South 8:15 AM 7 9 2 0 18 0 EB WB NB SB Total East 9:00 AM 12 9 1 0 22 0 0 0 0 0 0 0 8:45 AM 3 9 6 0 18 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 Peak Hr 35 38 12 0 85 0 0 0 0 0 0 0 0Count Total 35 38 12 0 85 0 0000000 0 0 00 0 0 0 0 0 0 N W LIONSHEAD CIR S FRONTAGE RD W S FRONTAGE RD W W L I O N S H E A D CI R S FRONTAGE RD W 642TEV: 0.91PHF: 141 54 195 399 0 5325 7877 0 23 346369 166 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 344 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 18 0 8:30 AM 0 0 13 0 0 0 1 0 1 0 TH RT 8:15 AM 0 0 6 1 0 0 9 UT LT TH RT UT LT 27 0 8:45 AM 0 0 3 0 0 1 8 0 2 0 0 0 00110001 0 0 9 0 0 0 0 0 0 18 0 9:00 AM 0 0 11 1 0 0 2 0 4 0 22 85010000 0 0 0 85 0 Peak Hour 0 0 33 2 0 0 4 0 8 0Count Total 0 0 33 2 0 2 36 Westbound Northbound Southbound LT TH RT LT TH RT LT 85 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min Total Rolling One HourEastbound 0 8 0 0 0 00236004 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:15 AM 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 345 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 6 13 13 1 33 33 WB 7.5%0.91 NB 11.0%0.87 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 11.8%0.96 Date: 12/30/2021 Peak Hour Count Period: 3:45 PM 4:45 PM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min TotalUTLTTHRT SB -- TOTAL 9.5%0.95 TH RT 3:45 PM 0 0 70 11 0 20 119 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 16 105 0 0 22 0 0 0 261 0 4:00 PM 0 0 77 4 0 0 17 0 24 0 0 0 0 244 0 4:30 PM 0 0 71 6 0 0 14 0 21 0 242 0 4:15 PM 0 0 76 8 0 27 98 0 18 0 0 0 0 247 99403700000171060010 Count Total 0 0 294 29 0 80 428 0 0 0 994 0 Peak Hour All 0 0 294 0 0 63 0 100 0 0 0 0 0 94 035005013 0 994 0 HV 0 0 35 3 0 3 63 0 100 0 0 02908042800 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 13%----9%4%8%--8%-HV%--12%10%- 0 3 4:00 PM 9 7 3 0 19 0 0 0 0 0 0 3 0 West North South 3:45 PM 6 14 4 0 24 0 EB WB NB SB Total East 4:30 PM 11 7 7 0 25 0 0 8 0 0 5 8 4:15 PM 12 10 4 0 26 0 0 0 0 0 0 2 0 3 0 0 1000000 3 17 Peak Hr 38 38 18 0 94 0 0 0 0 0 0 13 0Count Total 38 38 18 0 94 0 170001303 0 0 00 0 0 3 17 0 13 N W LIONSHEAD CIR S FRONTAGE RD W S FRONTAGE RD W W L I O N S H E A D CI R S FRONTAGE RD W 994TEV: 0.95PHF: 428 80 508 394 0 10 063 16 3 10 9 0 29 294323 491 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 346 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 24 0 4:00 PM 0 0 8 1 0 0 2 0 2 0 TH RT 3:45 PM 0 0 5 1 0 1 13 UT LT TH RT UT LT 19 0 4:15 PM 0 0 11 1 0 1 9 0 3 0 0 0 0016000 0 0 7 0 0 1 0 0 0 26 0 4:30 PM 0 0 11 0 0 0 2 0 2 0 25 94060000 0 0 0 94 0 Peak Hour 0 0 35 3 0 0 5 0 13 0Count Total 0 0 35 3 0 3 35 Westbound Northbound Southbound LT TH RT LT TH RT LT 94 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W W LIONSHEAD CIR N/A 15-min Total Rolling One HourEastbound 0 13 0 0 0 00335005 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:45 PM 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 347 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 24 27 6 8 65 6564000100 0 64 Peak Hr 0 0 49 45 94 0 0 0 0 0 0 1 0Count Total 0 0 49 45 94 0 0 0 8000000 0 0 6 26 8:45 AM 0 0 9 13 22 0 0 0 0 0 0 1 0 0 12 22 0 EB WB NB SB Total East 9:00 AM 0 0 14 9 23 0 0 0 0%-11%HV%----- 0 24 8:30 AM 0 0 16 11 27 0 0 0 0 0 0 0 0 West North South 8:15 AM 0 0 10 0 0 368 142 0 18 1530044041 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 7%-50%24%-13%0%-0% Peak Hour All 0 0 0 4 1 0 368 142 0 0 9 36 0 94 000003910 0 730 0 HV 0 0 0 0 0 Count Total 0 0 0 0 0 44 0 18 153 0 730 0 184 7308638063700150200 5 40 0 204 0 9:00 AM 0 0 0 0 0 0 0 107 41 0 161 0 8:45 AM 0 0 0 0 0 11 0 80 33 0 5 30 00130000 2 46 0 181 0 8:30 AM 0 0 0 0 2 1 0 95 30 08:15 AM 0 0 0 0 0 5 0 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min TotalUTLTTHRT SB 26.3%0.89 TOTAL 12.9%0.89 TH RTUTLTTHRTUTLT WB 0.0%0.71 NB 9.6%0.86 Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB -- Date: 12/30/2021 Peak Hour Count Period: 8:15 AM 9:15 AMN S FRONTAGE RD W W LIONSHEAD COR W LIONSHEAD COR S F R O N T A G E RD W S F R O N T A G E RD W 730TEV: 0.89PHF: 15 3 18 17 1 37 2 0 4 44 48 160 0 14 2 36 8 51 1 19 8 1 0 0 00 0 0 0 64 0 1 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 348 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:15 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 94 0 Interval Start n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min Total Rolling One HourEastbound 39 10 0 9 36 0000000 9 36 0 94 0 Peak Hour 0 0 0 0 0 0 0 39 10 0Count Total 0 0 0 0 0 0 0 23 941130360000000 2 11 0 22 0 9:00 AM 0 0 0 0 0 0 0 7 2 0 27 0 8:45 AM 0 0 0 0 0 0 0 14 2 0 3 8 0000000 1 11 0 22 0 8:30 AM 0 0 0 0 0 0 0 7 3 0 TH RT 8:15 AM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 349 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 21 20 23 15 79 7979000000 0 79 Peak Hr 0 1 42 35 78 0 0 0 0 0 0 0 0Count Total 0 1 42 35 78 0 0 0 15000000 0 0 23 20 4:15 PM 0 1 13 9 23 0 0 0 0 0 0 0 0 0 13 19 0 EB WB NB SB Total East 4:30 PM 0 0 12 9 21 0 0 0 0%-13%HV%----- 0 21 4:00 PM 0 0 11 4 15 0 0 0 0 0 0 0 0 West North South 3:45 PM 0 0 6 0 0 294 87 2 27 48300780162 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 5%0%26%6%-8%0%-6% Peak Hour All 0 0 0 16 2 0 294 87 2 0 7 28 0 78 00100384 0 989 0 HV 0 0 0 0 0 Count Total 0 0 0 0 0 78 0 27 483 0 989 0 245 98968230412300230310 7 111 0 239 0 4:30 PM 0 0 0 0 4 0 0 77 22 0 256 0 4:15 PM 0 0 0 0 0 18 0 76 23 1 6 121 00240410 10 128 0 249 0 4:00 PM 0 0 0 0 5 0 0 73 19 13:45 PM 0 0 0 0 0 13 0 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min TotalUTLTTHRT SB 6.8%0.92 TOTAL 7.9%0.97 TH RTUTLTTHRTUTLT WB 1.1%0.84 NB 11.0%0.96 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB -- Date: 12/30/2021 Peak Hour Count Period: 3:45 PM 4:45 PMN S FRONTAGE RD W W LIONSHEAD COR W LIONSHEAD COR S F R O N T A G E RD W S F R O N T A G E RD W 989TEV: 0.97PHF: 48 3 27 51 2 31 2 2 16 78 94 114 0 87 29 4 38 3 56 3 2 0 0 00 0 0 0 79 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 350 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:45 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 78 0 Interval Start n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min Total Rolling One HourEastbound 38 4 0 7 28 0000100 7 28 0 78 0 Peak Hour 0 0 0 0 1 0 0 38 4 0Count Total 0 0 0 0 0 0 0 21 781110360000000 1 8 0 23 0 4:30 PM 0 0 0 0 1 0 0 12 1 0 15 0 4:15 PM 0 0 0 0 0 0 0 10 1 0 2 2 0000000 1 12 0 19 0 4:00 PM 0 0 0 0 0 0 0 5 1 0 TH RT 3:45 PM 0 0 0 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start n/a W LIONSHEAD COR S FRONTAGE RD W S FRONTAGE RD W 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 351 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 7 0 3 1 11 118000111 1 8 Peak Hour 52 34 0 3 89 0 0 0 0 0 0 1 1Count Total 52 34 0 3 89 0 0 1 0000000 1 0 2 0 8:45 AM 8 11 0 0 19 0 0 0 0 0 0 0 0 0 0 21 0 EB WB NB SB Total East 9:00 AM 15 5 0 1 21 0 0 0 -0%-HV%-9%10%0%0% 0 6 8:30 AM 18 8 0 2 28 0 0 0 0 0 0 1 0 West North South 8:15 AM 11 10 0 0 9 0 7 0 2 01522185110 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%-0%-75%11%0%18%9% Peak Hour All 0 44 500 11 0 9 0 7 0 0 0 0 3 89 03310000 4 781 0 HV 0 4 48 0 0 Count Total 0 44 500 15 2 2 185 2 0 4 781 0 185 7810300010149101 0 0 1 209 0 9:00 AM 0 4 122 3 0 0 3 0 4 0 178 0 8:45 AM 0 7 137 6 1 1 49 0 0 0 0 0 21041202 2 0 0 209 0 8:30 AM 0 10 118 2 8 0 3 0 0 08:15 AM 0 23 123 4 0 0 46 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min TotalUTLTTHRT Date: 12/30/2021 Peak Hour Count Period: 8:15 AM 9:15 AM SB 50.0%0.75 TOTAL 11.4%0.93 TH RT WB 17.0%0.93 NB 0.0%0.57 Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB 9.3%0.93 0 0 0 0 0 0 000 0 0 0 1 8 1 1 N W FOREST RD S FRONTAGE RD W S FRONTAGE RD W W F O R E S T R D S FRONTAGE RD W Dr i v e w a y 781TEV: 0.93PHF: 4 0 2 6 55 0 11 185 2 200 5112 709 1617 0 15 500 44 559 198 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 352 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 00 0 THLT 00000000 00 0 0 0 0 0 THLT 0000000 0 00000 Peak Hour 0 0Count Total 0 00000 0 0 9:00 AM 0 0 0 0 0 8:45 AM 00000008:30 AM 0 0 0 0 0 0 0 08:15 AM RT 89 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min Total Rolling One Hour 0 0 0 0 0 30033100 RTTHLT RTTHLTRT 0 0 3 89 0 Peak Hour 0 4 48 0 1 0 0 0 0 0Count Total 0 4 48 0 0 0 33 21 89000001005000 0 0 0 19 0 9:00 AM 0 1 14 0 0 0 0 0 0 0 28 0 8:45 AM 0 2 6 0 0 0 11 0 0 0 0 0 2008000 0 0 0 21 0 8:30 AM 0 0 18 0 1 0 0 0 0 0 TH RT 8:15 AM 0 1 10 0 0 0 9 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 353 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 12 1 2 16 1613000201 1 13 Peak Hour 41 22 0 0 63 0 0 0 0 0 0 2 0Count Total 41 22 0 0 63 0 0 0 2000000 0 0 1 9 4:15 PM 12 9 0 0 21 0 0 0 0 0 0 2 0 1 0 16 0 EB WB NB SB Total East 4:30 PM 12 0 0 0 12 0 0 0 -0%0%HV%-0%11%0%0% 0 1 4:00 PM 11 3 0 0 14 0 0 0 0 0 0 0 0 West North South 3:45 PM 6 10 0 0 18 2 14 0 4 4621154550 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%-0%0%0%6%0%4%0% Peak Hour All 0 6 363 5 0 18 2 14 0 0 0 0 0 63 02200000 2 982 0 HV 0 0 41 0 0 Count Total 0 6 363 6 2 11 545 4 4 2 982 0 230 98204000103133201 2 1 0 249 0 4:30 PM 0 0 86 0 0 0 3 1 6 0 263 0 4:15 PM 0 1 95 3 0 1 136 1 3 0 1 2 024138308 1 1 1 240 0 4:00 PM 0 5 95 1 0 0 6 0 1 03:45 PM 0 0 87 2 0 3 138 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min TotalUTLTTHRT Date: 12/30/2021 Peak Hour Count Period: 3:45 PM 4:45 PM SB 0.0%0.83 TOTAL 6.4%0.93 TH RT WB 3.9%0.96 NB 0.0%0.71 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 10.9%0.93 0 0 0 0 0 0 000 0 0 0 1 13 0 2 N W FOREST RD S FRONTAGE RD W S FRONTAGE RD W W F O R E S T R D S FRONTAGE RD W Dr i v e w a y 982TEV: 0.93PHF: 2 4 4 10 13 0 5 545 11 563 3832 14218 3421 0 6 363 6 375 565 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 354 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 0 0 000 0 0 0 000 0 0 0 0000 0 0 00 0 THLT 00000000 00 0 0 0 0 0 THLT 0000000 0 00000 Peak Hour 0 0Count Total 0 00000 0 0 4:30 PM 0 0 0 0 0 4:15 PM 00000004:00 PM 0 0 0 0 0 0 0 03:45 PM RT 63 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min Total Rolling One Hour 0 0 0 0 0 00022000 RTTHLT RTTHLTRT 0 0 0 63 0 Peak Hour 0 0 41 0 0 0 0 0 0 0Count Total 0 0 41 0 0 0 22 12 63000000000000 0 0 0 21 0 4:30 PM 0 0 12 0 0 0 0 0 0 0 14 0 4:15 PM 0 0 12 0 0 0 9 0 0 0 0 0 0003000 0 0 0 16 0 4:00 PM 0 0 11 0 0 0 0 0 0 0 TH RT 3:45 PM 0 0 6 0 0 0 10 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W FOREST RD Driveway 15-min Total Rolling One HourEastboundWestbound SouthboundNorthboundWestboundEastbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 355 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 1 0 0 2 2 WB 19.3%0.73 NB 26.3%0.63 Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB 7.2%0.88 Date: 12/31/2021 Peak Hour Count Period: 8:15 AM 9:15 AM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min TotalUTLTTHRT SB -- TOTAL 12.2%0.98 TH RT 8:15 AM 0 0 102 15 0 7 20 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 12 22 0 0 6 0 0 0 158 0 8:30 AM 0 0 96 11 0 0 8 0 6 0 0 0 0 155 0 9:00 AM 0 0 82 12 0 0 2 0 11 0 160 0 8:45 AM 0 0 84 12 0 8 38 0 13 0 0 0 0 152 625010000008200119 Count Total 0 0 364 50 0 35 100 0 0 0 625 0 Peak Hour All 0 0 364 0 1 35 0 40 0 0 0 0 0 76 017008012 0 625 0 HV 0 0 22 8 0 9 35 0 40 0 0 05003510001 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 30%----12%26%17%-0%23%-HV%--6%16%- 0 1 8:30 AM 10 8 4 0 22 0 0 0 0 0 0 0 0 West North South 8:15 AM 6 6 5 0 17 0 EB WB NB SB Total East 9:00 AM 9 8 7 0 24 0 0 0 0 0 0 0 8:45 AM 5 4 4 0 13 0 0 0 0 0 0 0 0 1 0 0 0000000 1 1 Peak Hr 30 26 20 0 76 0 0 0 0 0 0 0 0Count Total 30 26 20 0 76 0 1000001 0 0 00 0 0 1 1 0 0 N WESTHAVEN DR S FRONTAGE RD W S FRONTAGE RD W W E S T H A V E N DR S FRONTAGE RD W 625TEV: 0.98PHF: 100 35 135 404 0 4035 7686 1 50 364414 135 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 356 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 17 0 8:30 AM 0 0 8 2 0 0 2 0 3 0 TH RT 8:15 AM 0 0 4 2 0 2 4 UT LT TH RT UT LT 22 0 8:45 AM 0 0 4 1 0 1 3 0 3 0 0 0 0035001 0 3 5 0 0 4 0 0 0 13 0 9:00 AM 0 0 6 3 0 0 1 0 3 0 24 76030000 0 0 0 76 0 Peak Hour 0 0 22 8 0 0 8 0 12 0Count Total 0 0 22 8 0 9 17 Westbound Northbound Southbound LT TH RT LT TH RT LT 76 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min Total Rolling One HourEastbound 0 12 0 0 0 00917008 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:15 AM 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 357 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 2 1 3 3 WB 5.1%0.99 NB 13.3%0.82 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 8.3%0.92 Date: 12/30/2021 Peak Hour Count Period: 3:45 PM 4:45 PM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min TotalUTLTTHRT SB -- TOTAL 7.4%0.95 TH RT 3:45 PM 1 0 64 13 0 20 93 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 19 94 0 0 14 0 0 0 222 0 4:00 PM 0 0 68 11 0 0 15 0 16 0 0 0 0 233 0 4:30 PM 0 0 52 11 0 0 30 0 11 0 222 0 4:15 PM 0 0 75 7 0 18 92 0 16 0 0 0 0 210 8870120000016980021 Count Total 1 0 259 42 0 73 377 0 0 0 887 0 Peak Hour All 1 0 259 0 0 80 0 55 0 0 0 0 0 66 08006012 0 887 0 HV 0 0 21 4 0 15 80 0 55 0 0 04207337700 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 22%----7%21%2%--8%-HV%0%-8%10%- 0 0 4:00 PM 5 3 6 0 14 0 0 0 0 0 0 0 0 West North South 3:45 PM 7 8 4 0 19 0 EB WB NB SB Total East 4:30 PM 5 7 2 0 14 0 0 1 0 1 0 0 4:15 PM 8 5 6 0 19 0 0 0 0 0 0 0 0 0 0 0 1000000 1 1 Peak Hr 25 23 18 0 66 0 0 0 0 0 0 1 0Count Total 25 23 18 0 66 0 1000101 0 0 00 0 0 1 1 0 1 N WESTHAVEN DR S FRONTAGE RD W S FRONTAGE RD W W E S T H A V E N DR S FRONTAGE RD W 887TEV: 0.95PHF: 377 73 450 314 0 5580 13 5 11 5 0 42 259302 458 1 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 358 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 19 0 4:00 PM 0 0 4 1 0 0 1 0 3 0 TH RT 3:45 PM 0 0 5 2 0 5 3 UT LT TH RT UT LT 14 0 4:15 PM 0 0 8 0 0 4 1 0 5 0 0 0 0021001 0 4 3 0 0 1 0 0 0 19 0 4:30 PM 0 0 4 1 0 0 3 0 3 0 14 66010000 0 0 0 66 0 Peak Hour 0 0 21 4 0 0 6 0 12 0Count Total 0 0 21 4 0 15 8 Westbound Northbound Southbound LT TH RT LT TH RT LT 66 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W WESTHAVEN DR N/A 15-min Total Rolling One HourEastbound 0 12 0 0 0 00158006 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:45 PM 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 359 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 2 1 2 5 5 WB 15.1%0.80 NB 4.4%0.61 Peak Hour: 7:45 AM 8:45 AM HV %:PHF EB 6.0%0.88 Date: 12/30/2021 Peak Hour Count Period: 7:45 AM 8:45 AM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min TotalUTLTTHRT SB -- TOTAL 7.1%0.85 TH RT 7:45 AM 0 0 108 9 0 2 15 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 8 19 0 0 21 0 0 0 150 0 8:00 AM 0 0 141 6 0 0 7 0 9 0 0 0 0 169 0 8:30 AM 0 0 127 8 0 0 6 0 16 0 211 0 8:15 AM 0 0 113 5 0 7 22 0 16 0 0 0 0 184 7140800000231008 Count Total 0 0 489 28 0 19 87 0 0 0 714 0 Peak Hour All 0 0 489 0 0 42 0 49 0 0 0 0 0 51 0800103 0 714 0 HV 0 0 25 6 0 8 42 0 49 0 0 0280198700 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 6%----7%42%9%--2%-HV%--5%21%- 0 0 8:00 AM 10 4 1 0 15 0 0 0 0 0 0 0 0 West North South 7:45 AM 4 3 0 0 7 0 EB WB NB SB Total East 8:30 AM 10 6 2 0 18 0 0 0 0 0 1 2 8:15 AM 7 3 1 0 11 0 0 0 0 0 0 0 0 0 0 0 2000000 0 5 Peak Hr 31 16 4 0 51 0 0 0 0 0 0 0 0Count Total 31 16 4 0 51 0 5000000 0 0 00 0 0 0 5 0 0 N MATTERHORN CIR S FRONTAGE RD W S FRONTAGE RD W MA T T E R H O R N CI R S FRONTAGE RD W 714TEV: 0.85PHF: 87 19 106 538 0 4942 9147 0 28 489517 129 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 360 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 7 0 8:00 AM 0 0 8 2 0 0 0 0 0 0 TH RT 7:45 AM 0 0 4 0 0 2 1 UT LT TH RT UT LT 15 0 8:15 AM 0 0 5 2 0 2 1 0 1 0 0 0 0031000 0 1 5 0 0 1 0 0 0 11 0 8:30 AM 0 0 8 2 0 0 0 0 1 0 18 51010000 0 0 0 51 0 Peak Hour 0 0 25 6 0 0 1 0 3 0Count Total 0 0 25 6 0 8 8 Westbound Northbound Southbound LT TH RT LT TH RT LT 51 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min Total Rolling One HourEastbound 0 3 0 0 0 0088001 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 7:45 AM 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 361 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 4 0 0 5 5 WB 1.3%0.88 NB 1.2%0.66 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 8.7%0.89 Date: 12/30/2021 Peak Hour Count Period: 3:45 PM 4:45 PM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min TotalUTLTTHRT SB -- TOTAL 3.9%0.91 TH RT 3:45 PM 0 0 54 10 0 18 87 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 14 93 0 0 9 0 0 0 200 0 4:00 PM 0 0 71 5 0 0 12 0 19 0 0 0 0 225 0 4:30 PM 0 0 49 17 0 0 10 0 5 0 201 0 4:15 PM 0 0 67 14 0 15 114 0 9 0 0 0 0 197 823070000120920011 Count Total 0 0 241 46 1 67 386 0 0 0 823 0 Peak Hour All 0 0 241 0 0 42 0 40 0 0 0 0 0 32 0200100 0 823 0 HV 0 0 22 3 0 4 42 0 40 0 0 04616738600 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%----4%6%1%--2%-HV%--9%7%0% 0 1 4:00 PM 8 2 0 0 10 0 0 0 0 0 0 0 0 West North South 3:45 PM 5 1 0 0 6 0 EB WB NB SB Total East 4:30 PM 4 2 1 0 7 0 0 0 0 0 0 4 4:15 PM 8 1 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0000000 0 5 Peak Hr 25 6 1 0 32 0 0 0 0 0 0 0 0Count Total 25 6 1 0 32 0 5000000 0 0 00 0 0 0 5 0 0 N MATTERHORN CIR S FRONTAGE RD W S FRONTAGE RD W MA T T E R H O R N CI R S FRONTAGE RD W 823TEV: 0.91PHF: 386 67 454 282 1 4042 8211 3 0 46 241287 428 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 362 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 6 0 4:00 PM 0 0 7 1 0 0 0 0 0 0 TH RT 3:45 PM 0 0 5 0 0 0 1 UT LT TH RT UT LT 10 0 4:15 PM 0 0 7 1 0 1 0 0 0 0 0 0 0020000 0 1 1 0 0 1 0 0 0 9 0 4:30 PM 0 0 3 1 0 0 0 0 0 0 7 32000000 0 0 0 32 0 Peak Hour 0 0 22 3 0 0 1 0 0 0Count Total 0 0 22 3 0 4 2 Westbound Northbound Southbound LT TH RT LT TH RT LT 32 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W MATTERHORN CIR n/a 15-min Total Rolling One HourEastbound 0 0 0 0 0 0042001 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:45 PM 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 363 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 0 1 0 2 2 WB 10.3%0.83 NB 32.0%0.69 Peak Hour: 7:45 AM 8:45 AM HV %:PHF EB 6.0%0.93 Date: 12/30/2021 Peak Hour Count Period: 7:45 AM 8:45 AM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min TotalUTLTTHRT SB -- TOTAL 7.7%0.91 TH RT 7:45 AM 0 0 119 2 0 2 22 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 0 38 0 0 2 0 0 0 148 0 8:00 AM 0 0 140 4 0 0 1 0 2 0 0 0 0 164 0 8:30 AM 0 0 135 6 0 0 5 0 4 0 187 0 8:15 AM 0 0 122 5 0 1 27 0 3 0 0 0 0 185 6840500000135003 Count Total 0 0 516 17 0 4 122 0 0 0 684 0 Peak Hour All 0 0 516 0 0 11 0 14 0 0 0 0 0 53 01300305 0 684 0 HV 0 0 29 3 0 0 11 0 14 0 0 0170412200 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 36%----8%0%11%--27%-HV%--6%18%- 0 1 8:00 AM 9 3 3 0 15 0 0 0 0 0 0 0 0 West North South 7:45 AM 7 1 0 0 8 0 EB WB NB SB Total East 8:30 AM 6 7 3 0 16 0 0 0 0 0 1 0 8:15 AM 10 2 2 0 14 0 0 0 0 0 0 0 0 0 0 0 0000000 0 2 Peak Hr 32 13 8 0 53 0 0 0 0 0 0 0 0Count Total 32 13 8 0 53 0 2000000 0 0 00 0 0 0 2 0 0 N W GORE CREEK RD S FRONTAGE RD W S FRONTAGE RD W W G O R E C R E E K RD S FRONTAGE RD W 684TEV: 0.91PHF: 122 4 126 530 0 1411 2521 0 17 516533 133 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 364 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 8 0 8:00 AM 0 0 9 0 0 0 0 0 0 0 TH RT 7:45 AM 0 0 5 2 0 0 1 UT LT TH RT UT LT 15 0 8:15 AM 0 0 9 1 0 0 2 0 2 0 0 0 0003001 0 0 7 0 0 1 0 0 0 14 0 8:30 AM 0 0 6 0 0 0 1 0 1 0 16 53020000 0 0 0 53 0 Peak Hour 0 0 29 3 0 0 3 0 5 0Count Total 0 0 29 3 0 0 13 Westbound Northbound Southbound LT TH RT LT TH RT LT 53 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min Total Rolling One HourEastbound 0 5 0 0 0 00013003 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 7:45 AM 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 365 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 3 0 0 3 3 WB 3.2%0.84 NB 22.2%0.75 Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 7.8%0.84 Date: 12/30/2021 Peak Hour Count Period: 3:45 PM 4:45 PM UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min TotalUTLTTHRT SB -- TOTAL 5.8%0.85 TH RT 3:45 PM 0 0 72 2 0 5 96 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 1 100 0 0 7 0 0 0 179 0 4:00 PM 0 0 71 4 0 0 4 0 0 0 0 0 0 225 0 4:30 PM 0 0 64 3 0 0 5 0 1 0 184 0 4:15 PM 0 0 80 11 0 3 125 0 1 0 0 0 0 177 7650100000497008 Count Total 0 0 287 20 0 13 418 0 0 0 765 0 Peak Hour All 0 0 287 0 0 24 0 3 0 0 0 0 0 44 01100402 0 765 0 HV 0 0 22 2 0 3 24 0 3 0 0 02001341800 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 67%----6%23%3%--17%-HV%--8%10%- 0 0 4:00 PM 8 1 3 0 12 0 0 0 0 0 0 0 0 West North South 3:45 PM 4 4 0 0 8 0 EB WB NB SB Total East 4:30 PM 3 4 2 0 9 0 0 0 0 0 0 3 4:15 PM 9 5 1 0 15 0 0 0 0 0 0 0 0 0 0 0 0000000 0 3 Peak Hr 24 14 6 0 44 0 0 0 0 0 0 0 0Count Total 24 14 6 0 44 0 3000000 0 0 00 0 0 0 3 0 0 N W GORE CREEK RD S FRONTAGE RD W S FRONTAGE RD W W G O R E C R E E K RD S FRONTAGE RD W 765TEV: 0.85PHF: 418 13 431 290 0 324 2733 0 20 287307 442 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 366 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 8 0 4:00 PM 0 0 7 1 0 0 0 0 0 0 TH RT 3:45 PM 0 0 4 0 0 1 3 UT LT TH RT UT LT 12 0 4:15 PM 0 0 8 1 0 2 3 0 1 0 0 0 0001002 0 0 4 0 0 1 0 0 0 15 0 4:30 PM 0 0 3 0 0 0 1 0 0 0 9 44010000 0 0 0 44 0 Peak Hour 0 0 22 2 0 0 4 0 2 0Count Total 0 0 22 2 0 3 11 Westbound Northbound Southbound LT TH RT LT TH RT LT 44 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W W GORE CREEK RD n/a 15-min Total Rolling One HourEastbound 0 2 0 0 0 00311004 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 3:45 PM 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 367 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 2 5 1 1 9 90011009 9 0 Peak Hr 14 17 0 3 34 0 0 0 0 1 1 0 0Count Total 14 17 0 3 34 0 0 1 0000000 0 1 0 0 8:45 AM 6 1 0 1 8 0 0 0 0 0 0 0 0 5 0 10 0 EB WB NB SB Total East 9:00 AM 2 5 0 2 9 0 0 0 ---HV%-19%6%-- 2 0 8:30 AM 2 5 0 0 7 0 0 0 0 1 1 0 0 West North South 8:15 AM 4 6 0 0 0 0 0 0 37 0000114220 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --3%-6%9%-11%18% Peak Hour All 0 27 146 22 0 0 0 0 0 0 1 0 2 34 01340000 35 381 0 HV 0 5 9 0 0 Count Total 0 27 146 0 0 0 114 37 0 35 381 0 73 38100070120024600 10 0 11 101 0 9:00 AM 0 5 19 0 2 0 0 0 0 0 98 0 8:45 AM 0 10 38 0 0 0 30 0 0 0 8 0 50031800 12 0 7 109 0 8:30 AM 0 6 40 0 6 0 0 0 0 08:15 AM 0 6 49 0 0 0 29 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min TotalUTLTTHRT SB 4.2%0.86 TOTAL 8.9%0.87 TH RTUTLTTHRTUTLT WB 12.5%0.87 NB -- Peak Hour: 8:15 AM 9:15 AM HV %:PHF EB 8.1%0.79 Date: 12/30/2021 Peak Hour Count Period: 8:15 AM 9:15 AM 0 0 0 1 0 0 9 0 0 0 N RED SANDSTONE RD N FRONTAGE RD W N FRONTAGE RD W RE D SA N D S T O N E RD N FRONTAGE RD W 381TEV: 0.87PHF: 35 37 72 49 0 22 114 136 183 0 146 27173 149 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 368 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 1 0000010Peak Hour 0 0 0 0 0 0 1 0 0 1 0Count Total 0 0 0 0 0 0 0 0 1000000 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 1 TH RT LT TH RT 8:15 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 34 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min Total Rolling One HourEastbound 0 0 0 1 0 20013400 1 0 2 34 0 Peak Hour 0 5 9 0 4 0 0 0 0 0Count Total 0 5 9 0 0 0 13 9 34000101004100 0 0 1 8 0 9:00 AM 0 0 2 0 1 0 0 0 0 0 7 0 8:45 AM 0 4 2 0 0 0 0 0 0 0 0 0 0005000 0 0 0 10 0 8:30 AM 0 1 1 0 2 0 0 0 0 0 TH RT 8:15 AM 0 0 4 0 0 0 4 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 369 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 2 2 9 1 14 1400000014 14 0 Peak Hr 11 18 0 2 31 0 0 0 0 0 0 0 0Count Total 11 18 0 2 31 0 0 1 0000000 0 9 0 0 4:30 PM 3 5 0 1 9 0 0 0 0 0 0 0 0 2 0 8 0 EB WB NB SB Total East 4:45 PM 3 5 0 1 9 0 0 0 ---HV%-0%6%-- 2 0 4:15 PM 2 3 0 0 5 0 0 0 0 0 0 0 0 West North South 4:00 PM 3 5 0 0 0 0 0 0 26 0000264470 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%-4%5%-5%13% Peak Hour All 0 53 174 47 0 0 0 0 0 0 0 0 2 31 01260000 50 614 0 HV 0 0 11 0 0 Count Total 0 53 174 0 0 0 264 26 0 50 614 0 162 61400090210065900 7 0 12 162 0 4:45 PM 0 8 50 0 13 0 0 0 0 0 147 0 4:30 PM 0 17 43 0 0 0 70 0 0 0 2 0 700761400 8 0 10 143 0 4:15 PM 0 14 34 0 11 0 0 0 0 04:00 PM 0 14 47 0 0 0 53 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min TotalUTLTTHRT SB 2.6%0.63 TOTAL 5.0%0.95 TH RTUTLTTHRTUTLT WB 5.8%0.86 NB -- Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 4.8%0.93 Date: 12/30/2021 Peak Hour Count Period: 4:00 PM 5:00 PM 0 0 0 0 0 0 14 0 0 0 N RED SANDSTONE RD N FRONTAGE RD W N FRONTAGE RD W RE D SA N D S T O N E RD N FRONTAGE RD W 614TEV: 0.95PHF: 50 26 76 10 0 0 47 264 311 200 0 174 53227 314 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 370 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 31 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min Total Rolling One HourEastbound 0 0 0 0 0 20012600 0 0 2 31 0 Peak Hour 0 0 11 0 6 0 0 0 0 0Count Total 0 0 11 0 0 0 12 9 31000001002300 0 0 1 9 0 4:45 PM 0 0 3 0 1 0 0 0 0 0 5 0 4:30 PM 0 0 3 0 0 0 4 0 0 0 0 0 0002100 0 0 0 8 0 4:15 PM 0 0 2 0 1 0 0 0 0 0 TH RT 4:00 PM 0 0 3 0 0 0 4 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a RED SANDSTONE RD 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 371 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 1 0 0 1 10000001 1 0 Peak Hr 13 15 0 15 43 0 0 0 0 0 0 0 0Count Total 13 15 0 15 43 0 0 0 0000000 0 0 0 0 9:00 AM 4 4 0 3 11 0 0 0 0 0 0 0 0 1 5 11 0 EB WB NB SB Total East 9:15 AM 3 4 0 4 11 0 0 0 ---HV%-17%6%-- 0 0 8:45 AM 6 1 0 3 10 0 0 0 0 0 0 0 0 West North South 8:30 AM 0 6 0 0 0 0 0 1 44 0000132210 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total -100%16%-19%11%-8%19% Peak Hour All 0 29 131 21 0 0 0 0 1 1 7 0 7 43 01140000 37 395 0 HV 0 5 8 0 0 Count Total 0 29 131 0 0 0 132 44 0 37 395 0 107 39500012060038200 4 0 11 87 0 9:15 AM 0 9 40 0 5 0 0 0 0 0 107 0 9:00 AM 0 9 21 0 0 0 37 0 0 0 15 0 70027900 13 0 13 94 0 8:45 AM 0 8 41 0 5 0 0 0 0 18:30 AM 0 3 29 0 0 0 30 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min TotalUTLTTHRT SB 18.3%0.76 TOTAL 10.9%0.92 TH RTUTLTTHRTUTLT WB 9.8%0.91 NB -- Peak Hour: 8:30 AM 9:30 AM HV %:PHF EB 8.1%0.82 Date: 12/30/2021 Peak Hour Count Period: 8:30 AM 9:30 AM 0 0 0 0 0 0 1 0 0 0 N LIONS RIDGE LOOP N FRONTAGE RD W N FRONTAGE RD W LI O N S R I D G E LO O P N FRONTAGE RD W 395TEV: 0.92PHF: 37 44 82 51 1 21 132 153 175 0 131 29160 169 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 372 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:30 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 43 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min Total Rolling One HourEastbound 0 0 1 7 0 70011400 7 0 7 43 0 Peak Hour 0 5 8 0 4 0 0 0 0 1Count Total 0 5 8 0 0 0 11 11 43000301003100 0 0 3 11 0 9:15 AM 0 1 2 0 2 0 0 0 0 0 10 0 9:00 AM 0 2 2 0 0 0 2 0 0 0 2 0 1001000 2 0 2 11 0 8:45 AM 0 2 4 0 1 0 0 0 0 1 TH RT 8:30 AM 0 0 0 0 0 0 5 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 373 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 2 3 1 1 7 70000007 7 0 Peak Hr 7 14 0 13 34 0 0 0 0 0 0 0 0Count Total 7 14 0 13 34 0 0 1 0000000 0 1 0 0 4:45 PM 2 5 0 1 8 0 0 0 0 0 0 0 0 3 3 7 0 EB WB NB SB Total East 5:00 PM 3 3 0 4 10 0 0 0 ---HV%-4%3%-- 2 0 4:30 PM 1 3 0 5 9 0 0 0 0 0 0 0 0 West North South 4:15 PM 1 3 0 0 0 0 0 0 29 0000294440 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --17%-15%5%-3%9% Peak Hour All 0 46 178 44 0 0 0 0 0 0 5 0 8 34 01040000 52 643 0 HV 0 2 5 0 0 Count Total 0 46 178 0 0 0 294 29 0 52 643 0 142 6430003070078800 6 0 12 171 0 5:00 PM 0 6 40 0 14 0 0 0 0 0 171 0 4:45 PM 0 13 52 0 0 0 74 0 0 0 12 0 1300701100 8 0 20 159 0 4:30 PM 0 20 45 0 11 0 0 0 0 04:15 PM 0 7 41 0 0 0 72 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min TotalUTLTTHRT SB 16.0%0.72 TOTAL 5.3%0.94 TH RTUTLTTHRTUTLT WB 4.1%0.96 NB -- Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 3.1%0.86 Date: 12/30/2021 Peak Hour Count Period: 4:15 PM 5:15 PM 0 0 0 0 0 0 7 0 0 0 N LIONS RIDGE LOOP N FRONTAGE RD W N FRONTAGE RD W LI O N S R I D G E LO O P N FRONTAGE RD W 643TEV: 0.94PHF: 52 29 81 90 0 44 294 338 207 0 178 46224 346 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 374 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:15 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 34 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min Total Rolling One HourEastbound 0 0 0 5 0 80010400 5 0 8 34 0 Peak Hour 0 2 5 0 4 0 0 0 0 0Count Total 0 2 5 0 0 0 10 10 34000103003000 0 0 1 8 0 5:00 PM 0 1 2 0 2 0 0 0 0 0 9 0 4:45 PM 0 0 2 0 0 0 3 0 0 0 3 0 2002100 1 0 2 7 0 4:30 PM 0 1 0 0 1 0 0 0 0 0 TH RT 4:15 PM 0 0 1 0 0 0 2 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a LIONS RIDGE LOOP 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 375 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 2 2 20000002 2 0 Peak Hr 10 12 0 5 27 0 0 0 0 0 0 0 0Count Total 10 12 0 5 27 0 0 2 0000000 0 0 0 0 9:00 AM 2 2 0 2 6 0 0 0 0 0 0 0 0 0 0 9 0 EB WB NB SB Total East 9:15 AM 2 4 0 1 7 0 0 0 ---HV%-0%6%-0% 0 0 8:45 AM 1 2 0 2 5 0 0 0 0 0 0 0 0 West North South 8:30 AM 5 4 0 0 0 0 0 0 29 0010179150 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --10%-7%6%-6%7% Peak Hour All 0 23 168 15 0 0 0 0 0 0 3 0 2 27 01110000 29 444 0 HV 0 0 10 0 0 Count Total 0 23 168 0 1 0 179 29 0 29 444 0 123 4440005061048600 5 0 8 109 0 9:15 AM 0 10 47 0 3 0 0 0 0 0 110 0 9:00 AM 0 7 37 0 0 0 49 0 0 0 12 0 70047200 7 0 8 102 0 8:45 AM 0 5 37 0 4 0 0 0 0 08:30 AM 0 1 47 0 0 0 35 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min TotalUTLTTHRT SB 8.6%0.76 TOTAL 6.1%0.90 TH RTUTLTTHRTUTLT WB 6.2%0.89 NB -- Peak Hour: 8:30 AM 9:30 AM HV %:PHF EB 5.2%0.84 Date: 12/30/2021 Peak Hour Count Period: 8:30 AM 9:30 AM 0 0 0 0 0 0 2 0 0 0 N BUFFEHR CREEK RD N FRONTAGE RD W N FRONTAGE RD W BU F F E H R CR E E K R D N FRONTAGE RD W 444TEV: 0.9PHF: 29 29 58 38 0 15 179 195 198 1 168 23191 208 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 376 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:30 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 27 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min Total Rolling One HourEastbound 0 0 0 3 0 20011100 3 0 2 27 0 Peak Hour 0 0 10 0 1 0 0 0 0 0Count Total 0 0 10 0 0 0 11 7 27000100003100 1 0 1 6 0 9:15 AM 0 0 2 0 0 0 0 0 0 0 5 0 9:00 AM 0 0 2 0 0 0 2 0 0 0 1 0 1002000 0 0 0 9 0 8:45 AM 0 0 1 0 0 0 0 0 0 0 TH RT 8:30 AM 0 0 5 0 0 0 4 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 377 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 0 4 0 5 50011005 5 0 Peak Hr 6 12 0 7 25 0 0 0 0 1 1 0 0Count Total 6 12 0 7 25 0 0 0 0000000 0 4 0 0 4:45 PM 0 2 0 2 4 0 0 0 0 1 1 0 0 0 3 7 0 EB WB NB SB Total East 5:00 PM 3 3 0 1 7 0 0 0 ---HV%-3%2%-- 1 0 4:30 PM 2 4 0 1 7 0 0 0 0 0 0 0 0 West North South 4:15 PM 1 3 0 0 0 0 0 0 20 0000492340 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --10%-10%3%-2%3% Peak Hour All 0 40 210 34 0 0 0 0 0 0 2 0 5 25 01110000 50 846 0 HV 0 1 5 0 0 Count Total 0 40 210 0 0 0 492 20 0 50 846 0 205 846000409001241000 2 0 11 230 0 5:00 PM 0 10 48 0 8 0 0 0 0 0 209 0 4:45 PM 0 13 64 0 0 0 132 0 0 0 6 0 800120700 8 0 22 202 0 4:30 PM 0 10 58 0 9 0 0 0 0 04:15 PM 0 7 40 0 0 0 116 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min TotalUTLTTHRT SB 10.0%0.58 TOTAL 3.0%0.92 TH RTUTLTTHRTUTLT WB 2.3%0.94 NB -- Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 2.4%0.81 Date: 12/30/2021 Peak Hour Count Period: 4:15 PM 5:15 PM 0 0 1 0 0 0 5 0 0 0 N BUFFEHR CREEK RD N FRONTAGE RD W N FRONTAGE RD W BU F F E H R CR E E K R D N FRONTAGE RD W 846TEV: 0.92PHF: 50 20 70 74 0 34 492 526 230 0 210 40250 542 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 378 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 1 1 0000000Peak Hour 0 0 0 0 0 0 0 0 1 1 0Count Total 0 0 0 0 0 0 0 0 1000000 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:15 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 25 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min Total Rolling One HourEastbound 0 0 0 2 0 50011100 2 0 5 25 0 Peak Hour 0 1 5 0 1 0 0 0 0 0Count Total 0 1 5 0 0 0 11 7 25000001003000 1 0 1 4 0 5:00 PM 0 0 3 0 0 0 0 0 0 0 7 0 4:45 PM 0 0 0 0 0 0 2 0 0 0 0 0 1004000 1 0 2 7 0 4:30 PM 0 0 2 0 1 0 0 0 0 0 TH RT 4:15 PM 0 1 0 0 0 0 2 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a BUFFEHR CREEK RD 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 379 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 2 4 6 60000024 4 0 Peak Hr 10 15 0 1 26 0 0 0 0 0 0 0 2Count Total 10 15 0 1 26 0 2 2 0000000 0 2 0 0 9:00 AM 2 3 0 0 5 0 0 0 0 0 0 0 0 0 1 10 0 EB WB NB SB Total East 9:15 AM 2 4 0 0 6 0 0 0 ---HV%-0%6%-- 0 0 8:45 AM 2 3 0 0 5 0 0 0 0 0 0 0 0 West North South 8:30 AM 4 5 0 0 0 0 0 0 35 0000172470 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%-2%5%-9%0% Peak Hour All 0 54 154 47 0 0 0 0 0 0 0 0 1 26 01500000 46 508 0 HV 0 0 10 0 0 Count Total 0 54 154 0 0 0 172 35 0 46 508 0 137 5080001001600421300 6 0 14 143 0 9:15 AM 0 13 43 0 17 0 0 0 0 0 115 0 9:00 AM 0 16 46 0 0 0 44 0 0 0 11 0 80049900 8 0 8 113 0 8:45 AM 0 10 28 0 8 0 0 0 0 08:30 AM 0 15 37 0 0 0 37 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min TotalUTLTTHRT SB 1.2%0.78 TOTAL 5.1%0.89 TH RTUTLTTHRTUTLT WB 6.8%0.90 NB -- Peak Hour: 8:30 AM 9:30 AM HV %:PHF EB 4.8%0.84 Date: 12-30-2021 Peak Hour Count Period: 8:30 AM 9:30 AM 0 0 0 0 0 0 4 0 2 0 N CITY MARKET ACCESS N FRONTAGE RD W N FRONTAGE RD W CI T Y M A R K E T AC C E S S N FRONTAGE RD W 508TEV: 0.89PHF: 46 35 81 10 1 0 47 172 219 189 0 154 54208 218 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 380 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:30 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 26 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min Total Rolling One HourEastbound 0 0 0 0 0 10015000 0 0 1 26 0 Peak Hour 0 0 10 0 0 0 0 0 0 0Count Total 0 0 10 0 0 0 15 6 26000000004000 0 0 0 5 0 9:15 AM 0 0 2 0 0 0 0 0 0 0 5 0 9:00 AM 0 0 2 0 0 0 3 0 0 0 0 0 0003000 0 0 1 10 0 8:45 AM 0 0 2 0 0 0 0 0 0 0 TH RT 8:30 AM 0 0 4 0 0 0 5 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 381 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 14 6 4 2 26 2600000521 21 0 Peak Hr 8 18 0 2 28 0 0 0 0 0 0 0 5Count Total 8 18 0 2 28 0 0 2 0000000 0 4 0 0 4:45 PM 1 4 0 0 5 0 0 0 0 0 0 0 0 6 1 7 0 EB WB NB SB Total East 5:00 PM 4 4 0 1 9 0 0 0 ---HV%-1%3%-0% 9 0 4:30 PM 2 5 0 0 7 0 0 0 0 0 0 0 5 West North South 4:15 PM 1 5 0 0 0 0 0 0 57 00104241230 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%-1%3%-4%0% Peak Hour All 0 83 206 123 0 0 0 0 0 0 0 0 2 28 01800000 149 1,043 0 HV 0 1 7 0 0 Count Total 0 83 206 0 1 0 424 57 0 149 1,043 0 267 1,04300010040001063300 19 0 33 269 0 5:00 PM 0 27 51 0 26 0 0 0 0 0 257 0 4:45 PM 0 19 55 0 1 0 116 0 0 0 13 0 38001003100 15 0 38 250 0 4:30 PM 0 19 56 0 33 0 0 0 0 04:15 PM 0 18 44 0 0 0 102 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min TotalUTLTTHRT SB 1.0%0.97 TOTAL 2.7%0.97 TH RTUTLTTHRTUTLT WB 3.3%0.96 NB -- Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 2.8%0.93 Date: 12-30-2021 Peak Hour Count Period: 4:15 PM 5:15 PM 0 0 0 0 0 0 21 0 5 0 N CITY MARKET ACCESS N FRONTAGE RD W N FRONTAGE RD W CI T Y M A R K E T AC C E S S N FRONTAGE RD W 1,043TEV: 0.97PHF: 14 9 57 20 6 20 6 0 123 424 548 264 1 206 83289 573 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 382 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:15 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 28 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min Total Rolling One HourEastbound 0 0 0 0 0 20018000 0 0 2 28 0 Peak Hour 0 1 7 0 0 0 0 0 0 0Count Total 0 1 7 0 0 0 18 9 28000001004000 0 0 0 5 0 5:00 PM 0 1 3 0 0 0 0 0 0 0 7 0 4:45 PM 0 0 1 0 0 0 4 0 0 0 0 0 0005000 0 0 1 7 0 4:30 PM 0 0 2 0 0 0 0 0 0 0 TH RT 4:15 PM 0 0 1 0 0 0 5 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W n/a CITY MARKET ACCESS 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 383 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 4 2 7 7 20 20100000010 10 10 Peak Hr 9 13 0 3 25 0 0 0 0 0 0 0 0Count Total 9 13 0 3 25 0 0 5 2000000 0 5 2 2 9:00 AM 1 3 0 1 5 0 0 0 0 0 0 0 0 0 1 8 0 EB WB NB SB Total East 9:15 AM 2 3 0 1 6 0 0 0 ---HV%-2%4%-- 0 4 8:45 AM 3 3 0 0 6 0 0 0 0 0 0 0 0 West North South 8:30 AM 3 4 0 0 0 0 0 0 19 0000195190 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --5%-4%5%-7%0% Peak Hour All 0 59 201 19 0 0 0 0 0 0 1 0 2 25 01300000 52 545 0 HV 0 1 8 0 0 Count Total 0 59 201 0 0 0 195 19 0 52 545 0 148 54500060150056500 5 0 17 140 0 9:15 AM 0 12 54 0 7 0 0 0 0 0 135 0 9:00 AM 0 16 51 0 0 0 44 0 0 0 2 0 90057400 6 0 11 122 0 8:45 AM 0 18 45 0 3 0 0 0 0 08:30 AM 0 13 51 0 0 0 38 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min TotalUTLTTHRT SB 4.2%0.81 TOTAL 4.6%0.92 TH RTUTLTTHRTUTLT WB 6.1%0.88 NB -- Peak Hour: 8:30 AM 9:30 AM HV %:PHF EB 3.5%0.97 Date: 12/30/2021 Peak Hour Count Period: 8:30 AM 9:30 AM 0 0 0 0 0 0 10 10 0 0 N SAFEWAY W ENTRANCE N FRONTAGE RD W N FRONTAGE RD W SA F E W A Y W EN T R A N C E N FRONTAGE RD W 545TEV: 0.92PHF: 52 19 71 78 0 19 195 214 220 0 201 59260 247 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 384 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:30 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 25 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min Total Rolling One HourEastbound 0 0 0 1 0 20013000 1 0 2 25 0 Peak Hour 0 1 8 0 0 0 0 0 0 0Count Total 0 1 8 0 0 0 13 6 25000001003000 0 0 1 5 0 9:15 AM 0 0 2 0 0 0 0 0 0 0 6 0 9:00 AM 0 0 1 0 0 0 3 0 0 0 0 0 0003000 1 0 0 8 0 8:45 AM 0 0 3 0 0 0 0 0 0 0 TH RT 8:30 AM 0 1 2 0 0 0 4 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 385 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 6 0 4 4 14 144000136 6 4 Peak Hr 8 16 0 0 24 0 0 0 0 0 0 1 3Count Total 8 16 0 0 24 0 3 1 0000000 0 1 3 0 4:45 PM 1 3 0 0 4 0 0 0 0 0 0 0 0 0 0 6 0 EB WB NB SB Total East 5:00 PM 5 4 0 0 9 0 0 0 ---HV%0%0%3%-0% 4 1 4:30 PM 1 4 0 0 5 0 0 0 0 0 0 1 0 West North South 4:15 PM 1 5 0 0 0 0 0 0 27 0010484810 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%-0%2%-3%1% Peak Hour All 1 102 245 81 0 0 0 0 0 0 0 0 0 24 01510000 135 1,076 0 HV 0 0 8 0 0 Count Total 1 102 245 0 1 0 484 27 0 135 1,076 0 267 1,0760005034001172500 4 0 35 291 0 5:00 PM 0 29 57 0 19 0 0 0 0 0 255 0 4:45 PM 0 28 72 0 0 0 133 0 0 0 9 0 31001111900 9 0 35 263 0 4:30 PM 1 20 64 0 18 0 0 0 0 04:15 PM 0 25 52 0 1 0 123 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min TotalUTLTTHRT SB 0.0%0.92 TOTAL 2.2%0.92 TH RTUTLTTHRTUTLT WB 2.8%0.93 NB -- Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 2.3%0.87 Date: 12/30/2021 Peak Hour Count Period: 4:15 PM 5:15 PM 0 0 0 0 0 0 6 4 3 1 N SAFEWAY W ENTRANCE N FRONTAGE RD W N FRONTAGE RD W SA F E W A Y W EN T R A N C E N FRONTAGE RD W 1,076TEV: 0.92PHF: 13 5 27 16 2 18 3 0 81 484 566 273 1 245 102348 620 1 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 386 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:15 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 24 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min Total Rolling One HourEastbound 0 0 0 0 0 00015100 0 0 0 24 0 Peak Hour 0 0 8 0 1 0 0 0 0 0Count Total 0 0 8 0 0 0 15 9 24000000003100 0 0 0 4 0 5:00 PM 0 0 5 0 0 0 0 0 0 0 5 0 4:45 PM 0 0 1 0 0 0 3 0 0 0 0 0 0004000 0 0 0 6 0 4:30 PM 0 0 1 0 0 0 0 0 0 0 TH RT 4:15 PM 0 0 1 0 0 0 5 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A SAFEWAY W ENTRANCE 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 387 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 6 3 4 16 29 2960008015 15 6 Peak Hr 10 15 0 1 26 0 0 0 0 0 0 8 0Count Total 10 15 0 1 26 0 0 8 0000008 0 2 2 0 9:00 AM 2 4 0 1 7 0 0 0 0 0 0 0 0 3 0 7 0 EB WB NB SB Total East 9:15 AM 2 4 0 0 6 0 0 0 ---HV%-2%4%-- 2 4 8:45 AM 3 3 0 0 6 0 0 0 0 0 0 0 0 West North South 8:30 AM 3 4 0 0 0 0 0 0 12 0000225180 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%-2%4%-7%0% Peak Hour All 0 50 252 18 0 0 0 0 0 0 0 0 1 26 01500000 47 604 0 HV 0 1 9 0 0 Count Total 0 50 252 0 0 0 225 12 0 47 604 0 156 60400040120064300 4 0 12 153 0 9:15 AM 0 9 64 0 7 0 0 0 0 0 158 0 9:00 AM 0 14 64 0 0 0 52 0 0 0 2 0 110061600 2 0 12 137 0 8:45 AM 0 17 61 0 2 0 0 0 0 08:30 AM 0 10 63 0 0 0 48 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min TotalUTLTTHRT SB 1.7%0.92 TOTAL 4.3%0.96 TH RTUTLTTHRTUTLT WB 6.2%0.91 NB -- Peak Hour: 8:30 AM 9:30 AM HV %:PHF EB 3.3%0.97 Date: 12/30/2021 Peak Hour Count Period: 8:30 AM 9:30 AM 0 0 0 0 0 0 15 6 0 8 N N FRONTAGE RD W COMMERCIAL ACCESS N FRONTAGE RD W CO M M E R C I A L AC C E S S COMMERCIAL ACCESS 604TEV: 0.96PHF: 47 12 59 68 0 18 225 243 264 0 252 50302 272 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 388 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:30 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 26 0 Interval Start COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min Total Rolling One HourEastbound 0 0 0 0 0 10015000 0 0 1 26 0 Peak Hour 0 1 9 0 0 0 0 0 0 0Count Total 0 1 9 0 0 0 15 6 26000000004000 0 0 1 7 0 9:15 AM 0 0 2 0 0 0 0 0 0 0 6 0 9:00 AM 0 1 1 0 0 0 4 0 0 0 0 0 0003000 0 0 0 7 0 8:45 AM 0 0 3 0 0 0 0 0 0 0 TH RT 8:30 AM 0 0 3 0 0 0 4 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 389 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 2 8 2 3 15 152000049 9 2 Peak Hr 8 15 0 2 25 0 0 0 0 0 0 0 4Count Total 8 15 0 2 25 0 0 3 0000000 0 0 2 0 4:45 PM 1 3 0 1 5 0 0 0 0 0 0 0 4 4 0 6 0 EB WB NB SB Total East 5:00 PM 5 3 0 0 8 0 0 0 ---HV%-0%2%-- 2 0 4:30 PM 1 4 0 1 6 0 0 0 0 0 0 0 0 West North South 4:15 PM 1 5 0 0 0 0 0 0 18 0000593310 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --0%-2%2%-3%0% Peak Hour All 0 84 335 31 0 0 0 0 0 0 0 0 2 25 01500000 115 1,176 0 HV 0 0 8 0 0 Count Total 0 84 335 0 0 0 593 18 0 115 1,176 0 291 1,176000403000146600 4 0 29 315 0 5:00 PM 0 22 83 0 9 0 0 0 0 0 285 0 4:45 PM 0 17 99 0 0 0 157 0 0 0 9 0 25001351100 1 0 31 285 0 4:30 PM 0 27 78 0 5 0 0 0 0 04:15 PM 0 18 75 0 0 0 155 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min TotalUTLTTHRT SB 1.5%0.98 TOTAL 2.1%0.93 TH RTUTLTTHRTUTLT WB 2.4%0.94 NB -- Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 1.9%0.90 Date: 12/30/2021 Peak Hour Count Period: 4:15 PM 5:15 PM 0 0 0 0 0 0 9 2 4 0 N N FRONTAGE RD W COMMERCIAL ACCESS N FRONTAGE RD W CO M M E R C I A L AC C E S S COMMERCIAL ACCESS 1,176TEV: 0.93PHF: 11 5 18 13 3 11 5 0 31 593 624 353 0 335 84419 708 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 390 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:15 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 25 0 Interval Start COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min Total Rolling One HourEastbound 0 0 0 0 0 20015000 0 0 2 25 0 Peak Hour 0 0 8 0 0 0 0 0 0 0Count Total 0 0 8 0 0 0 15 8 25000000003000 0 0 1 5 0 5:00 PM 0 0 5 0 0 0 0 0 0 0 6 0 4:45 PM 0 0 1 0 0 0 3 0 0 0 0 0 1004000 0 0 0 6 0 4:30 PM 0 0 1 0 0 0 0 0 0 0 TH RT 4:15 PM 0 0 1 0 0 0 5 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start COMMERCIAL ACCESS N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 391 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 2 3 2 1 8 80000206 6 0 Peak Hr 9 19 0 2 30 0 0 0 0 0 0 2 0Count Total 9 19 0 2 30 0 0 1 0000000 0 0 0 0 9:00 AM 1 5 0 0 6 0 0 0 0 0 0 0 0 3 0 9 0 EB WB NB SB Total East 9:15 AM 2 4 0 1 7 0 0 2 ---HV%-0%3%-- 2 0 8:45 AM 3 4 0 1 8 0 0 0 0 0 0 0 0 West North South 8:30 AM 3 6 0 0 0 0 0 0 16 000026860 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --13%-0%5%-6%33% Peak Hour All 0 4 285 6 0 0 0 0 0 0 2 0 0 30 01720000 8 587 0 HV 0 0 9 0 0 Count Total 0 4 285 0 0 0 268 16 0 8 587 0 148 5870006030069200 3 0 2 146 0 9:15 AM 0 2 66 0 0 0 0 0 0 0 150 0 9:00 AM 0 1 70 0 0 0 70 0 0 0 4 0 10070300 3 0 2 143 0 8:45 AM 0 0 72 0 1 0 0 0 0 08:30 AM 0 1 77 0 0 0 59 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min TotalUTLTTHRT SB 8.3%0.67 TOTAL 5.1%0.98 TH RTUTLTTHRTUTLT WB 6.9%0.94 NB -- Peak Hour: 8:30 AM 9:30 AM HV %:PHF EB 3.1%0.93 Date: 12/30/2021 Peak Hour Count Period: 8:30 AM 9:30 AM 0 0 0 0 0 0 6 0 0 2 N COMMERCIAL ACCESS N FRONTAGE RD W N FRONTAGE RD W CO M M E R C I A L AC C E S S N FRONTAGE RD W 587TEV: 0.98PHF: 8 16 24 10 0 6 268 274 301 0 285 4289 276 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 392 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 8:30 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 30 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min Total Rolling One HourEastbound 0 0 0 2 0 00017200 2 0 0 30 0 Peak Hour 0 0 9 0 2 0 0 0 0 0Count Total 0 0 9 0 0 0 17 7 30000100003100 0 0 0 6 0 9:15 AM 0 0 2 0 0 0 0 0 0 0 8 0 9:00 AM 0 0 1 0 0 0 5 0 0 0 1 0 0003100 0 0 0 9 0 8:45 AM 0 0 3 0 0 0 0 0 0 0 TH RT 8:30 AM 0 0 3 0 0 0 6 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 393 www.idaxdata.com to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 5 2 2 10 100000604 4 0 Peak Hr 6 20 0 3 29 0 0 0 0 0 0 6 0Count Total 6 20 0 3 29 0 0 2 0000000 0 0 0 0 4:45 PM 1 5 0 0 6 0 0 0 0 0 0 4 0 1 0 9 0 EB WB NB SB Total East 5:00 PM 3 4 0 2 9 0 0 2 ---HV%-0%1%-- 1 0 4:30 PM 1 3 0 1 5 0 0 0 0 0 0 0 0 West North South 4:15 PM 1 8 0 0 0 0 0 0 8 0000690180 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --25%-10%3%-2%17% Peak Hour All 0 15 408 18 0 0 0 0 0 0 2 0 1 29 01730000 10 1,149 0 HV 0 0 6 0 0 Count Total 0 15 408 0 0 0 690 8 0 10 1,149 0 280 1,14900020500165600 3 0 3 305 0 5:00 PM 0 3 99 0 5 0 0 0 0 0 282 0 4:45 PM 0 6 102 0 0 0 186 0 0 0 2 0 100160300 1 0 1 282 0 4:30 PM 0 3 113 0 4 0 0 0 0 04:15 PM 0 3 94 0 0 0 179 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min TotalUTLTTHRT SB 16.7%0.64 TOTAL 2.5%0.94 TH RTUTLTTHRTUTLT WB 2.8%0.93 NB -- Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 1.4%0.91 Date: 12/30/2021 Peak Hour Count Period: 4:15 PM 5:15 PM 0 0 0 0 0 0 4 0 0 6 N COMMERCIAL ACCESS N FRONTAGE RD W N FRONTAGE RD W CO M M E R C I A L AC C E S S N FRONTAGE RD W 1,149TEV: 0.94PHF: 10 8 18 33 0 18 690 708 416 0 408 15423 700 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 394 www.idaxdata.com Two-Hour Count Summaries - Heavy Vehicles Two-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 4:15 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 29 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min Total Rolling One HourEastbound 0 0 0 2 0 10017300 2 0 1 29 0 Peak Hour 0 0 6 0 3 0 0 0 0 0Count Total 0 0 6 0 0 0 17 9 29000101003100 0 0 0 6 0 5:00 PM 0 0 3 0 1 0 0 0 0 0 5 0 4:45 PM 0 0 1 0 0 0 4 0 0 0 1 0 0002100 0 0 0 9 0 4:30 PM 0 0 1 0 0 0 0 0 0 0 TH RT 4:15 PM 0 0 1 0 0 0 8 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W N/A COMMERCIAL ACCESS 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 395 www.idaxdata.com to to Six-Hour Count Summaries Note: For all three-hour count summary, see next page. Total 2 2 0 1 5Peak Hour 39 33 3 0 75 0 0 0 0 0 0 0 0 5 10:45 AM 9 9 1 0 19 0 0 0 0 0 0 0 0 0 11:00 AM 9 9 2 0 20 0 0 0 0 0 0 0 0 1 10:15 AM 8 8 0 0 16 0 0 0 0 0 0 0 0 2 10:30 AM 13 7 0 0 20 0 0 0 0 0 0 0 0 2 --8%0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North HV 0 0 38 1 4 2 27 0 0 0 0 3 0 0 0 0 -11%7%4%18%7%--0%-30%-- South 0 902 0 75 0 204 902 10:45 AM 4 0 88 2 31 2 101 0 0 1 Peak Hour All 8 0 346 14 105 11 405 0 0 3 0 10 0 0 0 HV%0% 11:00 AM 1 0 86 0 25 1 85 0 0 2 0 4 0 0 0 0 0 5 0 0 0 0 0 251 0 10:30 AM 1 0 88 4 23 5 91 0 0 0 0 1 0 0 0 0 213 0 234 0 UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 10:15 AM 2 0 84 8 26 3 128 0 0 0 0 0 0 0 0 WB 6.3%0.83 NB 23.1%0.54 Peak Hour: 10:15 AM 11:15 AM HV %:PHF EB 10.6%0.98 Date: 12/30/2021 Peak Hour Count Period: 7:00 AM 1:00 PM SB -- TOTAL 8.3%0.90 Interval Start S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min Total Rolling One HourEastboundWestboundNorthboundSouthbound 0 0 00 0 0 0 5 0 0 N EVERGREEN LODGE S FRONTAGE RD W S FRONTAGE RD W EV E R G R E E N LO D G E S FRONTAGE RD W 902TEV: 0.9PHF: 405 11 521 461 105 103 1325 0 14 346368 416 8 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 396 www.idaxdata.com Six-Hour Count Summaries Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 1 1 2 1 0 3 0 2 2 2 0 1 1 0 1 0 0 3 UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min TotalUTLTTHRTTHRT 7:00 AM 0 0 31 4 17 1 30 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 27 0 30 0 0 1 0 0 0 86 0 7:15 AM 0 0 23 2 0 0 1 0 2 0 0 0 0 123 0 7:45 AM 0 0 53 2 0 0 2 0 1 0 83 0 7:30 AM 1 0 32 0 29 4 54 0 0 0 0 0 0 157 449 8:00 AM 0 0 67 0 26 0 90 0 1 0 0 0 026471000 30 6 128 0 0 0 0 0 0 186 549 8:15 AM 0 0 68 1 0 0 2 0 1 0 0 0 0 206 786 8:45 AM 4 0 79 1 0 0 4 0 2 0 237 703 8:30 AM 0 0 63 2 22 0 113 0 4 0 0 0 0 211 840 9:00 AM 2 0 69 1 18 3 96 0 2 0 0 0 026295002 23 2 90 0 0 2 0 0 0 190 844 9:15 AM 0 0 61 3 0 0 0 0 1 0 0 0 0 202 789 9:45 AM 1 0 82 1 0 0 0 0 2 0 186 793 9:30 AM 0 0 75 1 18 0 106 0 5 0 0 0 0 201 779 10:00 AM 2 0 73 0 15 0 90 0 2 0 0 0 024386002 26 3 128 0 0 0 0 0 0 183 772 10:15 AM 2 0 84 8 0 0 1 0 2 0 0 0 0 213 848 10:45 AM 4 0 88 2 0 0 0 0 1 0 251 837 10:30 AM 1 0 88 4 23 5 91 0 0 0 0 0 0 234 881 11:00 AM 1 0 86 0 25 1 85 0 5 0 0 0 0312101001 22 1 79 0 0 0 0 0 0 204 902 11:15 AM 2 0 86 1 0 0 2 0 4 0 0 0 0 172 801 11:45 AM 0 0 107 2 0 0 1 0 0 0 191 842 11:30 AM 2 0 81 0 17 2 69 0 0 0 0 0 0 188 755 12:00 PM 0 0 92 1 24 1 84 0 4 0 0 0 020055000 17 5 80 0 0 1 0 0 0 205 756 12:15 PM 0 0 97 0 0 0 0 0 3 0 0 0 0 182 778 12:45 PM 1 0 91 4 0 0 1 0 2 0 203 768 12:30 PM 1 0 86 1 15 3 73 0 3 0 0 0 0 193 783 Count Total 24 0 1,762 41 550 52 1,982 0 3 0 0 0 029458003 0 0 0 4,487 0 Peak Hour All 8 0 346 0 0 26 0 50 0 0 0 0 0 75 02700003 0 902 0 HV 0 0 38 1 4 2 3 0 10 0 0 0141051140500 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 30%----8%18%7%--0%-HV%0%-11%7%4% 0 0 7:15 AM 4 3 0 0 7 0 0 0 0 0 0 0 0 West North South 7:00 AM 5 4 0 0 9 0 EB WB NB SB Total East 7:45 AM 7 5 0 0 12 0 0 0 0 0 0 0 7:30 AM 13 7 0 0 20 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 10 11 0 0 21 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 12 5 0 0 17 0 0 0 0 0 0 0 8:45 AM 10 4 0 0 14 0 0 0 0 0 1 1 8:30 AM 12 10 0 0 22 0 0 0 0 0 0 0 0 0 0 1 9:15 AM 7 8 1 0 16 0 0 0 0 0 0 0 0 0 0 2 9:00 AM 10 5 0 0 15 0 0 0 0 0 0 0 9:45 AM 6 10 0 0 16 0 0 0 0 0 3 0 9:30 AM 11 5 0 0 16 0 0 0 0 0 0 0 0 0 0 2 10:15 AM 8 8 0 0 16 0 0 0 0 0 0 0 0 0 0 0 10:00 AM 15 7 0 0 22 0 0 0 0 0 0 0 10:45 AM 9 9 1 0 19 0 0 0 0 0 2 2 10:30 AM 13 7 0 0 20 0 0 0 0 0 0 0 0 0 0 1 11:15 AM 4 8 0 0 12 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 9 9 2 0 20 0 0 0 0 0 0 0 11:45 AM 8 6 0 0 14 0 0 0 0 0 0 1 11:30 AM 11 5 0 0 16 0 0 0 0 0 0 0 0 0 0 0 12:15 PM 6 6 0 0 12 0 0 0 0 0 0 0 0 0 0 1 12:00 PM 9 5 0 0 14 0 0 0 0 0 0 0 0 0 0 0 0 3 0 12:30 PM 12 7 0 0 19 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 397 www.idaxdata.com 0 20 5 12:45 PM 4 6 1 0 11 0 20 Peak Hr 39 33 3 0 75 0 0 0 0 0 0 0 0 0 0 0 Count Total 215 160 5 0 380 0 0 0 0 0 0 0 5000000 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 398 www.idaxdata.com Six-Hour Count Summaries - Heavy Vehicles Six-Hour Count Summaries - Bikes Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 9 0 7:15 AM 0 0 4 0 0 0 0 0 0 0 TH RT 7:00 AM 0 0 5 0 0 0 4 UT LT TH RT UT LT 7 0 7:30 AM 0 0 13 0 2 0 5 0 0 0 0 0 0003000 1 0 4 0 0 0 0 0 0 20 0 7:45 AM 0 0 7 0 0 0 0 0 0 0 0 0 0 17 56 8:15 AM 0 0 10 0 0 0 0 0 0 0 12 48 8:00 AM 0 0 12 0 0 0 5 0 0 0 0 0 0 21 70 8:30 AM 0 0 12 0 0 0 10 0 0 0 0 0 0209000 1 0 3 0 0 0 0 0 0 22 72 8:45 AM 2 0 8 0 0 0 0 0 0 0 0 0 0 15 72 9:15 AM 0 0 6 1 0 0 0 0 0 0 14 74 9:00 AM 0 0 10 0 0 0 5 0 0 0 0 0 0 16 67 9:30 AM 0 0 11 0 0 0 5 0 1 0 0 0 0206000 0 0 10 0 0 0 0 0 0 16 61 9:45 AM 0 0 6 0 0 0 0 0 0 0 0 0 0 22 70 10:15 AM 0 0 8 0 0 0 0 0 0 0 16 63 10:00 AM 1 0 14 0 1 0 6 0 0 0 0 0 0 16 70 10:30 AM 0 0 13 0 1 2 4 0 0 0 0 0 0107000 0 0 9 0 0 0 0 0 0 20 74 10:45 AM 0 0 8 1 0 0 0 0 0 0 0 0 0 20 75 11:15 AM 0 0 4 0 0 0 0 0 2 0 19 77 11:00 AM 0 0 9 0 2 0 7 0 1 0 0 0 0 12 71 11:30 AM 0 0 11 0 1 0 4 0 0 0 0 0 0107000 2 0 4 0 0 0 0 0 0 16 67 11:45 AM 0 0 8 0 0 0 0 0 0 0 0 0 0 14 56 12:15 PM 0 0 6 0 0 0 0 0 0 0 14 62 12:00 PM 0 0 9 0 1 0 4 0 0 0 0 0 0 12 56 12:30 PM 1 0 10 1 0 0 7 0 0 0 0 0 0105000 2 0 4 0 0 0 0 0 0 19 59 12:45 PM 0 0 4 0 0 0 0 0 0 0 0 0 0 380 0 Peak Hour 0 0 38 1 0 0 0 0 5 0 11 56 Count Total 4 0 208 3 21 2 137 0 1 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 75 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min Total Rolling One HourEastbound 0 3 0 0 0 04227000 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 399 www.idaxdata.com Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 12:30 PM 0 0 0 0 0 0 0 0 0 0 0 012:15 PM 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 400 www.idaxdata.com to to Five-Hour Count Summaries Note: For all three-hour count summary, see next page. Total 1 5 0 4 10Peak Hour 33 20 1 0 54 0 0 0 0 0 0 1 0 9 4:30 PM 9 1 0 0 10 0 0 0 0 0 0 0 0 0 4:45 PM 5 8 0 0 13 0 0 0 0 0 0 1 0 3 4:00 PM 10 4 1 0 15 0 0 0 0 0 0 0 0 1 4:15 PM 9 7 0 0 16 0 0 0 0 0 0 0 0 5 --5%0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North HV 1 0 31 1 1 0 19 0 0 1 0 0 0 0 0 0 -5%6%2%0%5%--10%-0%-- South 0 1,142 0 54 0 276 1,142 4:30 PM 3 0 158 7 19 2 95 0 0 1 Peak Hour All 8 0 597 18 61 11 412 0 0 10 0 25 0 0 0 HV%13% 4:45 PM 2 0 131 3 13 4 114 0 0 3 0 6 0 0 0 0 0 5 0 0 0 0 0 288 0 4:15 PM 0 0 148 2 13 3 114 0 0 1 0 7 0 0 0 0 288 0 290 0 UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 3 0 160 6 16 2 89 0 0 5 0 7 0 0 0 WB 4.1%0.92 NB 2.9%0.73 Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 5.3%0.92 Date: 12/30/2021 Peak Hour Count Period: 1:00 PM 6:00 PM SB -- TOTAL 4.7%0.98 Interval Start S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min Total Rolling One HourEastboundWestboundNorthboundSouthbound 0 0 00 0 0 0 9 1 0 N EVERGREEN LODGE S FRONTAGE RD W S FRONTAGE RD W EV E R G R E E N LO D G E S FRONTAGE RD W 1,142TEV: 0.98PHF: 412 11 484 683 61 2510 3529 0 18 597623 430 8 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 401 www.idaxdata.com Five-Hour Count Summaries Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 4 1 3 0 5 0 0 0 1 3 2 2 1 5 0 4 4 0 0 4 39 10 UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min TotalUTLTTHRTTHRT 1:00 PM 0 0 91 1 17 2 79 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 13 1 72 0 0 1 0 0 0 191 0 1:15 PM 0 0 95 1 0 0 1 0 0 0 0 0 0 180 0 1:45 PM 0 0 100 4 0 0 1 0 3 0 184 0 1:30 PM 0 0 86 1 12 1 76 0 1 0 0 0 0 220 775 2:00 PM 1 0 79 0 20 3 83 0 7 0 0 0 020881000 15 2 60 0 0 4 0 0 0 188 772 2:15 PM 0 0 99 2 0 0 0 0 2 0 0 0 0 204 794 2:45 PM 2 0 116 2 0 0 4 0 5 0 182 770 2:30 PM 1 0 107 2 22 4 59 0 0 0 0 0 0 231 805 3:00 PM 0 0 127 5 14 2 93 0 2 0 0 0 017487001 15 0 83 0 0 1 0 0 0 246 863 3:15 PM 1 0 120 2 0 0 3 0 2 0 0 0 0 272 976 3:45 PM 1 0 132 0 0 0 0 0 4 0 227 908 3:30 PM 2 0 148 2 29 7 80 0 5 0 0 0 0 245 990 4:00 PM 3 0 160 6 16 2 89 0 3 0 0 0 018288001 13 3 114 0 0 1 0 0 0 288 1,032 4:15 PM 0 0 148 2 0 0 5 0 7 0 0 0 0 290 1,111 4:45 PM 2 0 131 3 0 0 1 0 5 0 288 1,093 4:30 PM 3 0 158 7 19 2 95 0 7 0 0 0 0 276 1,142 5:00 PM 1 0 122 0 16 4 74 0 6 0 0 0 0134114003 18 4 65 0 0 0 0 0 0 225 1,079 5:15 PM 0 0 104 3 0 0 2 0 6 0 0 0 0 160 860 5:45 PM 2 0 87 2 0 0 0 0 5 0 199 990 5:30 PM 0 0 94 2 7 3 49 0 5 0 0 0 0 168 75204000015550003 Count Total 19 0 2,304 47 329 63 1,591 0 0 0 4,464 0 Peak Hour All 8 0 597 0 0 32 0 79 0 0 0 0 0 54 01900100 0 1,142 0 HV 1 0 31 1 1 0 10 0 25 0 0 018611141200 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0%----5%0%5%--10%-HV%13%-5%6%2% 0 4 1:15 PM 11 5 0 0 16 0 0 0 0 0 0 0 0 West North South 1:00 PM 3 9 0 0 12 0 EB WB NB SB Total East 1:45 PM 3 5 0 0 8 0 0 0 0 0 3 1 1:30 PM 6 4 0 0 10 0 0 0 0 0 0 0 0 0 0 5 2:15 PM 5 5 0 0 10 0 0 0 0 0 0 0 0 0 0 0 2:00 PM 7 7 0 0 14 0 0 0 0 0 0 0 2:45 PM 7 10 0 0 17 0 0 0 0 0 0 0 2:30 PM 7 7 0 0 14 0 0 0 0 0 0 0 0 0 0 1 3:15 PM 8 8 0 0 16 0 0 0 0 0 0 0 0 0 0 0 3:00 PM 12 4 0 0 16 0 0 0 0 0 0 0 3:45 PM 1 9 0 0 10 0 0 0 1 0 1 3 3:30 PM 9 5 0 0 14 0 0 0 0 0 0 0 0 0 0 1 4:15 PM 9 7 0 0 16 0 0 0 0 0 0 0 0 0 0 2 4:00 PM 10 4 1 0 15 0 0 0 0 0 0 0 4:45 PM 5 8 0 0 13 0 0 0 0 0 0 5 4:30 PM 9 1 0 0 10 0 0 0 0 0 0 0 0 0 0 4 5:15 PM 10 7 0 0 17 0 0 0 0 0 0 0 0 1 0 3 5:00 PM 12 3 0 0 15 0 0 0 0 0 0 0 5:45 PM 4 6 0 0 10 0 0 0 0 0 0 0 5:30 PM 8 3 0 0 11 0 0 0 0 0 0 0 0 0 2 0 2000000 0 35 Peak Hr 33 20 1 0 54 0 0 0 0 0 0 0 4Count Total 146 117 1 0 264 0 9000010 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 402 www.idaxdata.com Five-Hour Count Summaries - Heavy Vehicles Five-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min Total Rolling One HourEastboundWestbound 0 0 0 12 0 1:15 PM 0 0 11 0 0 0 0 0 0 0 TH RT 1:00 PM 0 0 3 0 0 0 9 UT LT TH RT UT LT 16 0 1:30 PM 0 0 6 0 0 0 4 0 0 0 0 0 0005000 0 0 5 0 0 0 0 0 0 10 0 1:45 PM 0 0 3 0 0 0 0 0 0 0 0 0 0 14 48 2:15 PM 0 0 5 0 0 0 0 0 0 0 8 46 2:00 PM 0 0 7 0 1 0 6 0 0 0 0 0 0 10 42 2:30 PM 0 0 7 0 2 0 5 0 0 0 0 0 0104000 0 0 10 0 0 0 0 0 0 14 46 2:45 PM 0 0 7 0 0 0 0 0 0 0 0 0 0 16 57 3:15 PM 0 0 7 1 0 0 0 0 0 0 17 55 3:00 PM 0 0 12 0 0 0 4 0 0 0 0 0 0 16 63 3:30 PM 0 0 9 0 4 0 1 0 0 0 0 0 0206000 1 0 8 0 0 0 0 0 0 14 63 3:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 15 55 4:15 PM 0 0 9 0 0 0 1 0 0 0 10 56 4:00 PM 0 0 9 1 1 0 3 0 0 0 0 0 0 16 55 4:30 PM 1 0 8 0 0 0 1 0 0 0 0 0 0007000 0 0 8 0 0 0 0 0 0 10 51 4:45 PM 0 0 5 0 0 0 0 0 0 0 0 0 0 15 54 5:15 PM 0 0 10 0 0 0 0 0 0 0 13 54 5:00 PM 0 0 12 0 0 0 3 0 0 0 0 0 0 17 55 5:30 PM 0 0 8 0 0 0 3 0 0 0 0 0 0007000 1 0 5 0 0 0 0 0 0 11 56 5:45 PM 0 0 4 0 0 0 0 0 0 0 10 53000000 0 0 0 264 0 Peak Hour 1 0 31 1 0 0 1 0 0 0Count Total 1 0 143 2 13 0 104 Westbound Northbound Southbound LT TH RT LT TH RT LT 54 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W EVERGREEN LODGE n/a 15-min Total Rolling One HourEastbound 0 0 0 0 0 01019001 0 0 0 0 1:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 1:00 PM 0 0 0 0 0 0 1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 403 www.idaxdata.com to to Six-Hour Count Summaries Note: For all three-hour count summary, see next page. Total 4 4 0 2 10603000001Peak Hour 39 37 0 14 90 0 0 0 2 0 0 0 8:45 AM 8 11 0 2 21 0 0 0 0 0 0 0 0 0 0 2 8:30 AM 13 12 0 6 31 0 0 0 0 0 0 0 2 2 0 1 8:15 AM 8 10 0 1 19 0 0 0 0 0 0 1 East West North South 8:00 AM 10 4 0 5 19 Total EB WB NB SB Total 11%0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB ---15%-0%50%-23%14%-- 0 0 819 0 HV 1 0 38 0 1 0 27 0 0 0 95 0 9201196400 819 Peak Hour All 2 35 493 0 0 0 0 0 0 22 14 0 0 90 0 HV%50%0%8%- 8:45 AM 0 8 109 0 1 9 0 0 204 0 33 20 0 0 30 0 3 213034160008:30 AM 1 6 123 0 0 0 1 194 0 RT 8:00 AM 0 12 137 0 0 TH RT UT LT TH RT 0 4 208 0 LT 0 0 0 0 0 19 0 8:15 AM 1 9 124 0 1 Interval Start S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min Total Rolling One Hour 0 20 10 0 0 0 UT LT TH SB 13.5%0.79 TOTAL 11.0%0.96 Eastbound Westbound Northbound Southbound UT LT TH RT UT 0 32 18 0 0 24 0 1 0 WB 20.0%0.86 NB -- Peak Hour: 8:00 AM 9:00 AM HV %:PHF EB 7.4%0.89 Date: 12/30/2021 Peak Hour Count Period: 7:00 AM 1:00 PM 0 0 0 0 0 0 0 3 6 1 N SANDSTONE UNDERPASS S FRONTAGE RD W S FRONTAGE RD W SA N D S T O N E UN D E R P A S S S FRONTAGE RD W 819TEV: 0.96PHF: 9 95 10 4 99 0 64 119 185 590 2 493 35530 130 2 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 404 www.idaxdata.com Six-Hour Count Summaries Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 6 2 2 0 4 4 0 2 2 2 4 3 6 6 1 0 4 0 4 2 2 0 4 2 62 103000160 0 23 Peak Hr 39 37 0 14 90 0 0 0 0 0 0 12 27 0 0 0 Count Total 192 158 0 69 419 0 0 0 0 0 0 212:45 PM 4 5 0 1 10 0 0 1 2 0 1 0 12:30 PM 8 8 0 0 16 0 0 0 0 0 0 0 0 0 0 0 12:15 PM 6 4 0 3 13 0 0 0 0 0 0 0 2 1 0 1 12:00 PM 9 6 0 4 19 0 0 0 0 0 0 011:45 AM 11 3 0 1 15 0 0 0 2 0 2 0 11:30 AM 8 7 0 4 19 0 0 0 0 0 0 0 0 0 0 2 11:15 AM 5 6 0 1 12 0 0 0 0 0 0 0 2 0 0 0 11:00 AM 9 7 0 3 19 0 0 0 0 0 0 010:45 AM 6 8 0 2 16 0 0 0 0 0 1 3 10:30 AM 13 4 0 4 21 0 0 0 0 0 0 1 2 0 0 2 10:15 AM 9 10 0 3 22 0 0 0 0 0 0 3 1 1 0 1 10:00 AM 8 5 0 6 19 0 0 0 0 0 0 19:45 AM 10 11 0 2 23 0 0 2 1 0 1 1 9:30 AM 12 7 0 5 24 0 0 0 0 0 0 0 1 0 0 1 9:15 AM 4 9 0 1 14 0 0 0 0 0 0 0 1 2 0 0 9:00 AM 12 7 0 6 25 0 0 0 0 0 0 08:45 AM 8 11 0 2 21 0 0 0 0 0 0 2 8:30 AM 13 12 0 6 31 0 0 0 0 0 0 0 2 0 0 1 8:15 AM 8 10 0 1 19 0 0 0 0 0 0 1 2 0 0 0 8:00 AM 10 4 0 5 19 0 0 0 0 0 0 0 1 0 1 1 7:30 AM 8 1 0 4 13 0 0 0 0 0 0 0 1 0 3 8 0 EB WB NB SB Total East 7:45 AM 4 6 0 1 11 0 0 0 ---HV%50%0%8%-50% 0 2 7:15 AM 4 5 0 1 10 0 0 0 0 0 0 1 3 West North South 7:00 AM 3 2 0 0 0 0 0 0 95 0020119640 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --15%-0%11%-23%14% Peak Hour All 2 35 493 493 0 0 0 0 3 0 14 0 0 90 02790000 9 819 0 HV 1 0 38 0 1 184 710 Count Total 17 244 1,977 0 23 0 803 0 0 0 20 0 1120362500 508 0 110 4,178 0 21 0 2 166 724 12:45 PM 0 12 78 0 29 0 0 0 0 0 174 747 12:30 PM 0 12 60 0 1 0 41 0 0 0 14 0 400383500 20 0 5 186 764 12:15 PM 0 11 72 0 34 0 0 0 0 0 198 759 12:00 PM 1 8 77 0 0 0 41 0 0 1 29 0 720313000 20 0 4 189 756 11:45 AM 1 17 80 0 31 0 0 0 0 0 191 753 11:30 AM 1 9 68 0 3 0 53 0 0 1 21 0 440383500 20 0 6 181 762 11:15 AM 1 14 73 0 27 0 0 0 0 0 195 746 11:00 AM 0 10 70 0 3 0 45 0 0 0 21 0 620532700 25 0 6 186 732 10:45 AM 2 8 76 0 29 0 0 0 0 0 200 734 10:30 AM 1 10 75 0 1 0 39 0 0 0 28 0 1200401800 22 0 7 165 704 10:15 AM 0 17 85 0 16 0 0 0 0 0 181 729 10:00 AM 0 13 74 0 0 0 33 0 0 0 14 0 600432000 30 0 4 188 742 9:45 AM 2 12 84 0 19 0 0 0 0 0 170 767 9:30 AM 2 9 82 0 1 0 41 0 0 0 17 0 310361800 31 0 2 190 805 9:15 AM 0 11 84 0 18 0 0 0 0 0 194 819 9:00 AM 1 4 100 0 0 0 34 0 0 0 22 0 110332000 30 0 3 213 780 8:45 AM 0 8 109 0 16 0 0 0 0 0 208 672 8:30 AM 1 6 123 0 0 0 34 0 0 0 19 0 410321800 24 0 1 204 546 8:15 AM 1 9 124 0 10 0 0 0 0 0 155 415 8:00 AM 0 12 137 0 0 0 20 0 0 0 22 0 71020600 11 0 2 105 0 7:45 AM 1 12 86 0 3 0 0 0 0 0 82 0 7:30 AM 1 12 69 0 0 0 7 0 0 1 13 0 1007500 14 0 2 73 0 7:15 AM 1 6 48 0 4 0 0 0 0 07:00 AM 0 2 43 0 0 0 8 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min TotalUTLTTHRTTHRTUTLTTHRTUTLT Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 405 www.idaxdata.com Six-Hour Count Summaries - Heavy Vehicles Six-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 PM 0 0 0 0 0 0 0 0 0 0 0 012:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 AM 0 0 0 0 0 0 0 0 0 0 0 011:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 AM 0 0 0 0 0 0 0 0 0 0 0 010:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30 AM 0 0 0 0 0 0 0 0 0 0 0 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 7:00 AM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 90 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min Total Rolling One HourEastbound 0 0 0 14 0 01027900 63 0 5 419 0 Peak Hour 1 0 38 0 39 0 0 0 0 1 10 58 Count Total 6 9 177 0 1 0 118 0 0 0 0 0 1004100 0 0 0 16 63 12:45 PM 0 1 3 0 3 0 0 0 0 0 13 66 12:30 PM 0 0 8 0 0 0 5 0 0 0 3 0 0003100 3 0 1 19 65 12:15 PM 0 0 6 0 1 0 0 0 0 0 15 65 12:00 PM 0 2 7 0 0 0 5 0 0 0 1 0 0003000 3 0 1 19 66 11:45 AM 1 2 8 0 2 0 0 0 0 0 12 68 11:30 AM 0 0 8 0 0 0 5 0 0 0 1 0 0006000 3 0 0 19 78 11:15 AM 0 2 3 0 1 0 0 0 0 0 16 78 11:00 AM 0 0 9 0 0 0 6 0 0 0 1 0 1006200 4 0 0 21 85 10:45 AM 0 0 6 0 1 0 0 0 0 0 22 88 10:30 AM 0 0 13 0 0 0 3 0 0 0 3 0 0006400 5 0 1 19 80 10:15 AM 0 0 9 0 0 0 0 0 0 0 23 86 10:00 AM 0 0 8 0 0 0 5 0 0 0 2 0 0008300 5 0 0 24 84 9:45 AM 2 0 8 0 1 0 0 0 0 0 14 91 9:30 AM 0 1 11 0 0 0 6 0 0 0 1 0 0007200 6 0 0 25 96 9:15 AM 0 0 4 0 2 0 0 0 0 0 21 90 9:00 AM 1 1 10 0 0 0 5 0 0 0 2 0 0106400 6 0 0 31 80 8:45 AM 0 0 8 0 2 0 0 0 0 0 19 62 8:30 AM 1 0 12 0 0 0 10 0 0 0 1 0 0007300 5 0 0 19 53 8:15 AM 0 0 8 0 0 0 0 0 0 0 11 42 8:00 AM 0 0 10 0 0 0 4 0 0 0 1 0 0004200 4 0 0 13 0 7:45 AM 0 0 4 0 0 0 0 0 0 0 10 0 7:30 AM 0 0 8 0 0 0 1 0 0 1 0 0 0003200 3 0 0 8 0 7:15 AM 1 0 3 0 2 0 0 0 0 0 TH RT 7:00 AM 0 0 3 0 0 0 0 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 406 www.idaxdata.com to to Five-Hour Count Summaries Note: For all three-hour count summary, see next page. Total 0 11 3 4 18709000002Peak Hour 34 27 0 9 70 0 0 1 1 0 2 2 4:30 PM 9 6 0 4 19 0 0 0 0 0 0 0 1 0 0 5 4:15 PM 10 7 0 2 19 0 0 0 0 0 0 1 5 0 0 0 4:00 PM 8 4 0 2 14 0 0 0 0 0 0 0 East West North South 3:45 PM 7 10 0 1 18 Total EB WB NB SB Total 6%0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB ---10%-0%0%-5%3%-- 0 0 1,094 0 HV 0 1 33 0 0 0 19 0 0 0 89 0 433040624100 1,094 Peak Hour All 0 46 266 0 0 0 0 0 0 21 9 0 0 70 0 HV%-2%12%- 4:30 PM 0 12 52 0 0 8 0 0 273 0 95 72 0 0 25 0 8 2820103620004:15 PM 0 12 72 0 0 0 14 266 0 RT 3:45 PM 0 11 74 0 2 TH RT UT LT TH RT 0 10 273 0 LT 0 0 0 0 0 18 0 4:00 PM 0 11 68 0 1 Interval Start S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min Total Rolling One Hour 0 105 45 0 0 0 UT LT TH SB 6.8%0.92 TOTAL 6.4%0.97 Eastbound Westbound Northbound Southbound UT LT TH RT UT 0 103 62 0 0 25 0 11 0 WB 4.2%0.97 NB -- Peak Hour: 3:45 PM 4:45 PM HV %:PHF EB 10.9%0.92 Date: 12/30/2021 Peak Hour Count Period: 1:00 PM 6:00 PM 0 0 0 0 0 0 0 9 7 2 N SANDSTONE UNDERPASS S FRONTAGE RD W S FRONTAGE RD W SA N D S T O N E UN D E R P A S S S FRONTAGE RD W 1,094TEV: 0.97PHF: 43 89 13 2 28 7 0 241 406 650 358 3 266 46312 449 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 407 www.idaxdata.com Five-Hour Count Summaries Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 6 1 0 1 1 1 1 1 1 0 1 0 11 3 4 4 4 6 3 3 52 189000270 0 19 Peak Hr 34 27 0 9 70 0 0 0 0 1 1 11 22Count Total 135 129 0 47 311 0 2 0 10000005:45 PM 4 5 0 3 12 0 0 1 2 0 0 3 5:30 PM 6 3 0 3 12 0 0 0 0 0 0 1 2 0 0 1 5:15 PM 4 8 0 0 12 0 0 0 0 0 0 1 2 1 0 1 5:00 PM 8 3 0 5 16 0 0 0 0 0 0 24:45 PM 4 7 0 2 13 0 0 1 1 0 2 2 4:30 PM 9 6 0 4 19 0 0 0 0 0 0 0 1 0 0 5 4:15 PM 10 7 0 2 19 0 0 0 0 0 0 1 5 0 0 0 4:00 PM 8 4 0 2 14 0 0 0 0 0 0 03:45 PM 7 10 0 1 18 1 1 1 0 0 0 0 3:30 PM 8 6 0 6 20 0 0 0 0 0 0 0 0 0 0 0 3:15 PM 7 9 0 1 17 0 0 0 0 0 0 1 0 1 0 0 3:00 PM 7 8 0 4 19 0 0 0 0 0 0 02:45 PM 8 7 0 2 17 0 0 0 1 0 0 0 2:30 PM 6 7 0 4 17 0 0 0 0 0 0 1 0 0 0 0 2:15 PM 8 9 0 1 18 0 0 0 0 0 0 0 1 0 0 1 2:00 PM 5 4 0 1 10 0 0 0 0 0 0 0 0 0 0 0 1:30 PM 7 7 0 1 15 0 0 0 0 0 0 1 0 0 2 19 0 EB WB NB SB Total East 1:45 PM 6 4 0 1 11 0 0 0 ---HV%-2%12%-0% 0 3 1:15 PM 5 6 0 2 13 0 0 0 0 0 0 0 3 West North South 1:00 PM 8 9 0 0 0 0 0 0 89 00304062410 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total --10%-0%6%-5%3% Peak Hour All 0 46 266 831 0 0 0 0 1 0 9 0 0 70 01980000 43 1,094 0 HV 0 1 33 0 0 Count Total 7 237 1,246 0 13 0 1,323 459 0 174 4,291 0 162 757000200700463300 30 0 10 195 845 5:45 PM 2 9 45 0 43 0 0 0 0 0 187 916 5:30 PM 0 12 47 0 0 0 53 0 0 0 17 0 800723400 23 0 8 213 1,011 5:15 PM 0 9 47 0 47 0 0 0 0 0 250 1,071 5:00 PM 0 13 39 0 0 0 83 0 0 0 17 0 700966700 21 0 14 266 1,094 4:45 PM 1 13 49 0 72 0 0 0 0 0 282 1,057 4:30 PM 0 12 52 0 0 0 95 0 0 0 25 0 8001036200 18 0 10 273 987 4:15 PM 0 12 72 0 62 0 0 0 0 0 273 938 4:00 PM 0 11 68 0 1 0 103 0 0 0 25 0 11201054500 28 0 14 229 875 3:45 PM 0 11 74 0 42 0 0 0 0 0 212 863 3:30 PM 0 8 62 0 0 0 75 0 0 1 25 0 1210624400 32 0 7 224 839 3:15 PM 0 14 53 0 32 0 0 0 0 0 210 784 3:00 PM 0 13 82 0 0 0 58 0 0 0 32 0 1010383400 28 0 8 217 742 2:45 PM 0 8 87 0 28 0 0 0 0 0 188 723 2:30 PM 0 14 79 0 0 0 60 0 0 0 22 0 300523900 18 0 6 169 713 2:15 PM 1 12 59 0 25 0 0 0 0 0 168 741 2:00 PM 0 9 61 0 4 0 46 0 0 0 19 0 810362500 18 0 8 198 0 1:45 PM 0 10 69 0 36 0 0 0 0 0 178 0 1:30 PM 1 15 69 0 2 0 49 0 0 0 16 0 710492300 25 0 8 197 0 1:15 PM 1 19 62 0 38 0 0 0 0 01:00 PM 1 13 70 0 0 0 42 Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min TotalUTLTTHRTTHRTUTLTTHRTUTLT Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 408 www.idaxdata.com Five-Hour Count Summaries - Heavy Vehicles Five-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0000000Peak Hour 0 0 0 0 0 0 1 0 0 1 0Count Total 0 0 0 0 0 0 0 0 0000000 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 04:15 PM 0 0 0 0 0 0 0 0 0 0 1 1 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 3:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 3:30 PM 0 0 0 0 0 0 0 0 0 0 0 03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:30 PM 0 0 0 0 0 0 0 0 0 0 0 02:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 1:00 PM 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 70 0 Interval Start S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min Total Rolling One HourEastbound 0 0 0 9 0 00019800 43 0 4 311 0 Peak Hour 0 1 33 0 43 0 0 0 0 0Count Total 0 4 131 0 0 0 86 12 52000201005000 3 0 0 12 53 5:45 PM 0 0 4 0 1 0 0 0 0 0 12 60 5:30 PM 0 0 6 0 0 0 2 0 0 0 0 0 0005300 4 0 1 16 67 5:15 PM 0 0 4 0 1 0 0 0 0 0 13 65 5:00 PM 0 0 8 0 0 0 2 0 0 0 2 0 0003400 4 0 0 19 70 4:45 PM 0 0 4 0 1 0 0 0 0 0 19 71 4:30 PM 0 1 8 0 0 0 5 0 0 0 2 0 0004300 2 0 0 14 69 4:15 PM 0 0 10 0 1 0 0 0 0 0 18 74 4:00 PM 0 0 8 0 0 0 3 0 0 0 1 0 0007300 6 0 0 20 73 3:45 PM 0 0 7 0 3 0 0 0 0 0 17 70 3:30 PM 0 0 8 0 0 0 3 0 0 0 1 0 0006300 4 0 0 19 71 3:15 PM 0 0 7 0 1 0 0 0 0 0 17 62 3:00 PM 0 0 7 0 0 0 7 0 0 0 2 0 0004300 4 0 0 17 56 2:45 PM 0 1 7 0 2 0 0 0 0 0 18 54 2:30 PM 0 0 6 0 0 0 5 0 0 0 1 0 0005400 1 0 0 10 49 2:15 PM 0 0 8 0 0 0 0 0 0 0 11 58 2:00 PM 0 0 5 0 0 0 4 0 0 0 1 0 0002200 0 0 1 15 0 1:45 PM 0 1 5 0 3 0 0 0 0 0 13 0 1:30 PM 0 0 7 0 0 0 4 0 0 0 1 0 1004200 2 0 0 19 0 1:15 PM 0 0 5 0 3 0 0 0 0 0 TH RT 1:00 PM 0 1 7 0 0 0 6 UT LT TH RT UT LT Northbound Southbound UT LT TH RT UT LT TH RT Interval Start S FRONTAGE RD W S FRONTAGE RD W N/A SANDSTONE UNDERPASS 15-min Total Rolling One HourEastboundWestbound Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 409 www.idaxdata.com to to Six-Hour Count Summaries Note: For all three-hour count summary, see next page. Total 3 3 0 5 11Peak Hour 8 16 9 0 33 0 0 0 0 0 2 5 4 0 12:15 PM 4 4 1 0 9 0 0 0 0 0 0 0 0 0 12:30 PM 0 4 3 0 7 0 0 0 0 0 2 2 1 0 11:45 AM 3 2 2 0 7 0 0 0 0 0 0 1 2 0 12:00 PM 1 6 3 0 10 0 0 0 0 0 0 2 1 0 --5%0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North HV 0 0 6 2 0 6 10 0 0 3 0 6 0 0 0 0 -4%3%0%19%4%--2%-11%-- South 0 724 0 33 0 177 724 12:15 PM 0 0 49 10 0 8 75 0 0 29 Peak Hour All 0 0 169 72 1 31 273 0 0 122 0 56 0 0 0 HV%- 12:30 PM 0 0 51 16 0 7 61 0 0 29 0 13 0 0 0 0 0 14 0 0 0 0 0 187 0 12:00 PM 0 0 36 18 0 8 70 0 0 29 0 14 0 0 0 0 175 0 185 0 UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 11:45 AM 0 0 33 28 1 8 67 0 0 35 0 15 0 0 0 WB 5.2%0.92 NB 5.1%0.89 Peak Hour: 11:45 AM 12:45 PM HV %:PHF EB 3.3%0.90 Date: 12/30/2021 Peak Hour Count Period: 7:00 AM 1:00 PM SB -- TOTAL 4.6%0.97 Interval Start N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min Total Rolling One HourEastboundWestboundNorthboundSouthbound 0 0 00 0 0 4 0 5 2 N SANDSTONE UNDERPASS N FRONTAGE RD W N FRONTAGE RD W SA N D S T O N E UN D E R P A S S N FRONTAGE RD W 724TEV: 0.97PHF: 273 31 305 226 1 56 12 2 17 8 10 3 0 72 169241 395 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 410 www.idaxdata.com Six-Hour Count Summaries Note: Six-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 5 1 1 0 6 1 2 3 1 1 6 2 5 4 1 0 4 2 3 3 3 0 5 UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min TotalUTLTTHRTTHRT 7:00 AM 0 0 17 17 1 1 19 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 1 7 11 0 0 6 0 0 0 61 0 7:15 AM 0 0 20 8 0 0 5 0 1 0 0 0 0 77 0 7:45 AM 0 0 30 17 0 0 4 0 12 0 58 0 7:30 AM 2 0 27 10 2 3 17 0 5 0 0 0 0 105 301 8:00 AM 0 0 35 17 0 8 25 0 12 0 0 0 011128006 1 14 33 0 0 16 0 0 0 104 344 8:15 AM 0 0 32 9 0 0 7 0 12 0 0 0 0 117 442 8:45 AM 0 0 30 15 0 0 14 0 10 0 116 402 8:30 AM 0 0 30 24 0 9 30 0 11 0 0 0 0 108 445 9:00 AM 0 0 20 17 0 16 31 0 12 0 0 0 018260016 0 8 38 0 0 14 0 0 0 105 446 9:15 AM 0 0 40 13 0 0 16 0 5 0 0 0 0 126 468 9:45 AM 0 0 41 10 0 0 14 0 10 0 129 459 9:30 AM 0 0 34 22 0 12 34 0 16 0 0 0 0 137 497 10:00 AM 0 0 28 15 0 11 51 0 15 0 0 0 009420218 0 15 41 0 0 21 0 0 0 133 525 10:15 AM 0 0 40 25 0 2 17 0 9 0 0 0 0 164 592 10:45 AM 0 0 45 17 0 0 31 0 8 0 158 554 10:30 AM 0 0 44 21 0 11 49 0 16 0 0 0 0 146 601 11:00 AM 0 0 34 15 0 11 62 0 12 0 0 0 0010380024 0 13 50 0 0 33 0 0 0 156 624 11:15 AM 1 0 40 13 0 0 20 0 14 0 0 0 0 169 640 11:45 AM 0 0 33 28 0 1 32 0 11 0 169 635 11:30 AM 0 0 35 13 2 11 64 0 19 0 0 0 0 187 681 12:00 PM 0 0 36 18 0 8 70 0 15 0 0 0 018670035 0 8 75 0 0 29 0 0 0 175 700 12:15 PM 0 0 49 10 0 0 29 0 14 0 0 0 0 177 724 12:45 PM 0 0 56 19 0 0 29 0 13 0 185 716 12:30 PM 0 0 51 16 0 7 61 0 14 0 0 0 0 185 722 Count Total 3 0 847 389 10 231 1,025 0 12 0 0 0 0012630023 0 0 0 3,247 0 Peak Hour All 0 0 169 0 5 459 0 278 0 0 0 0 0 33 01000306 0 724 0 HV 0 0 6 2 0 6 122 0 56 0 0 07213127300 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 11%----5%19%4%--2%-HV%--4%3%0% 1 0 7:15 AM 2 3 3 0 8 0 0 0 0 0 0 1 3 West North South 7:00 AM 3 2 2 0 7 0 EB WB NB SB Total East 7:45 AM 2 2 2 0 6 0 0 0 1 0 0 0 7:30 AM 6 1 0 0 7 0 0 0 0 0 0 0 1 0 0 0 8:15 AM 1 2 2 0 5 0 0 0 0 0 0 2 4 0 0 0 8:00 AM 3 5 0 0 8 0 0 0 0 0 0 0 8:45 AM 3 2 5 0 10 0 0 0 0 2 0 0 8:30 AM 5 5 2 0 12 0 0 0 0 0 0 0 0 1 0 0 9:15 AM 2 5 3 0 10 0 0 0 0 0 0 0 1 2 0 0 9:00 AM 3 5 2 0 10 0 0 0 0 0 0 1 9:45 AM 1 3 4 0 8 0 0 2 1 3 0 0 9:30 AM 4 5 2 0 11 0 0 0 0 0 0 0 1 0 1 0 10:15 AM 3 2 4 0 9 0 0 0 0 0 0 3 1 1 0 0 10:00 AM 3 4 0 0 7 0 0 0 0 0 0 1 10:45 AM 2 2 2 0 6 0 0 0 0 1 0 0 10:30 AM 4 5 1 0 10 0 0 0 0 0 0 1 2 1 2 0 11:15 AM 3 2 2 0 7 0 0 0 0 0 0 0 2 0 0 0 11:00 AM 4 5 1 0 10 0 0 0 0 0 0 0 11:45 AM 3 2 2 0 7 0 0 0 2 1 0 0 11:30 AM 1 4 2 0 7 0 0 0 0 0 0 0 0 2 1 0 12:15 PM 4 4 1 0 9 0 0 0 0 0 0 0 2 1 2 0 12:00 PM 1 6 3 0 10 0 0 0 0 0 0 0 0 0 2 2 1 0 0 12:30 PM 0 4 3 0 7 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 411 www.idaxdata.com 2 61 11 12:45 PM 4 6 1 0 11 20 0 Peak Hr 8 16 9 0 33 0 0 0 0 0 0 14 27 0 1 0 Count Total 67 86 49 0 202 0 0 0 0 0 0 1 0000254 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 412 www.idaxdata.com Six-Hour Count Summaries - Heavy Vehicles Six-Hour Count Summaries - Bikes Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 7 0 7:15 AM 0 0 1 1 0 0 2 0 0 0 TH RT 7:00 AM 0 0 0 3 1 0 1 UT LT TH RT UT LT 8 0 7:30 AM 2 0 0 4 0 0 1 0 1 0 0 0 0102002 0 0 2 0 0 2 0 0 0 7 0 7:45 AM 0 0 2 0 0 0 0 0 0 0 0 0 0 8 29 8:15 AM 0 0 1 0 0 0 0 0 0 0 6 28 8:00 AM 0 0 0 3 0 2 3 0 0 0 0 0 0 5 26 8:30 AM 0 0 1 4 0 2 3 0 0 0 0 0 0002002 1 1 0 0 0 4 0 0 0 12 31 8:45 AM 0 0 2 1 0 0 1 0 1 0 0 0 0 10 37 9:15 AM 0 0 2 0 0 0 0 0 2 0 10 35 9:00 AM 0 0 1 2 0 4 1 0 1 0 0 0 0 10 42 9:30 AM 0 0 1 3 0 2 3 0 1 0 0 0 0014002 0 1 2 0 1 2 0 0 0 11 41 9:45 AM 0 0 1 0 0 0 1 0 1 0 0 0 0 7 36 10:15 AM 0 0 1 2 0 0 0 0 0 0 8 39 10:00 AM 0 0 0 3 0 3 1 0 1 0 0 0 0 9 35 10:30 AM 0 0 2 2 0 2 3 0 2 0 0 0 0002002 0 1 1 0 0 0 0 0 0 10 34 10:45 AM 0 0 1 1 0 0 1 0 0 0 0 0 0 10 35 11:15 AM 0 0 3 0 0 0 0 0 1 0 6 32 11:00 AM 0 0 3 1 0 2 3 0 2 0 0 0 0 7 33 11:30 AM 0 0 0 1 0 2 2 0 0 0 0 0 0011002 0 1 1 0 0 1 0 0 0 7 30 11:45 AM 0 0 3 0 0 0 1 0 1 0 0 0 0 10 31 12:15 PM 0 0 3 1 0 0 0 0 3 0 7 31 12:00 PM 0 0 0 1 0 3 3 0 1 0 0 0 0 9 33 12:30 PM 0 0 0 0 0 0 4 0 1 0 0 0 0022000 0 3 3 0 0 1 0 0 0 7 33 12:45 PM 0 0 4 0 0 0 2 0 1 0 0 0 0 202 0 Peak Hour 0 0 6 2 0 1 28 0 20 0 11 37 Count Total 2 0 32 33 3 33 50 0 0 0 0 0 0 Westbound Northbound Southbound LT TH RT LT TH RT LT 33 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min Total Rolling One HourEastbound 0 6 0 0 0 00610003 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 7:00 AM 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 9:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 413 www.idaxdata.com Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0 0 12:30 PM 0 0 0 0 0 0 0 0 0 0 0 012:15 PM 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 414 www.idaxdata.com to to Five-Hour Count Summaries Note: For all three-hour count summary, see next page. Total 5 6 8 5 24Peak Hour 8 15 9 0 32 0 0 0 0 0 7 7 10 0 4:30 PM 2 3 2 0 7 0 0 0 0 0 2 2 4 0 4:45 PM 2 4 3 0 9 0 0 0 0 0 2 1 2 0 4:00 PM 3 2 1 0 6 0 0 0 0 0 1 4 0 0 4:15 PM 1 6 3 0 10 0 0 0 0 0 2 0 4 0 --4%0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total EB WB NB SB Total East West North HV 0 0 5 3 0 7 8 0 0 8 0 1 0 0 0 0 -3%5%0%13%3%-0%4%-1%-- South 0 880 0 32 0 236 880 4:30 PM 0 0 42 18 0 15 71 0 0 56 Peak Hour All 0 0 173 64 2 53 281 0 2 225 0 80 0 0 0 HV%- 4:45 PM 0 0 48 16 1 9 81 0 0 61 0 20 0 0 0 0 0 23 0 0 0 0 0 204 0 4:15 PM 0 0 34 16 1 15 77 0 2 54 0 16 0 0 0 0 215 0 225 0 UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 49 14 0 14 52 0 0 54 0 21 0 0 0 WB 4.5%0.90 NB 2.9%0.95 Peak Hour: 4:00 PM 5:00 PM HV %:PHF EB 3.4%0.93 Date: 12/30/2021 Peak Hour Count Period: 1:00 PM 6:00 PM SB -- TOTAL 3.6%0.93 Interval Start N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min Total Rolling One HourEastboundWestboundNorthboundSouthbound 0 0 00 0 0 10 0 7 7 N SANDSTONE UNDERPASS N FRONTAGE RD W N FRONTAGE RD W SA N D S T O N E UN D E R P A S S N FRONTAGE RD W 880TEV: 0.93PHF: 281 53 336 255 2 80 22 5 30 7 11 9 2 64 173237 506 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 415 www.idaxdata.com Five-Hour Count Summaries Note: Five-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 7 0 1 0 0 3 1 1 2 0 1 6 5 6 8 5 5 4 4 1 60 24 UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min TotalUTLTTHRTTHRT 1:00 PM 0 0 36 20 0 13 60 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound 0 7 61 0 0 25 0 0 0 180 0 1:15 PM 0 0 54 16 0 0 35 0 16 0 0 0 0 166 0 1:45 PM 0 0 43 21 0 1 27 0 21 0 182 0 1:30 PM 0 0 43 21 0 4 49 0 19 0 0 0 0 167 695 2:00 PM 2 0 47 14 0 9 50 0 11 0 0 0 018610022 1 4 59 0 0 35 0 0 0 158 673 2:15 PM 0 0 38 22 0 0 27 0 9 0 0 0 0 174 674 2:45 PM 1 0 41 23 0 2 22 0 18 0 175 666 2:30 PM 0 0 44 22 0 13 53 0 16 0 0 0 0 177 684 3:00 PM 0 0 36 31 0 9 59 0 18 0 0 0 0117520024 2 13 70 0 2 37 0 0 0 175 701 3:15 PM 0 0 25 23 0 0 25 0 15 0 0 0 0 208 753 3:45 PM 0 0 39 17 0 1 35 0 12 0 193 719 3:30 PM 0 0 54 26 0 16 64 0 21 0 0 0 0 208 784 4:00 PM 0 0 49 14 0 14 52 0 20 0 0 0 0019740138 1 15 77 0 2 54 0 0 0 204 813 4:15 PM 0 0 34 16 0 0 54 0 21 0 0 0 0 225 852 4:45 PM 0 0 48 16 0 0 56 0 23 0 215 835 4:30 PM 0 0 42 18 0 15 71 0 16 0 0 0 0 236 880 5:00 PM 0 0 26 18 2 12 67 0 20 0 0 0 019810061 1 8 55 0 1 33 0 0 0 185 861 5:15 PM 0 0 39 16 0 0 44 0 16 0 0 0 0 184 770 5:45 PM 0 0 47 16 0 0 35 0 16 0 165 811 5:30 PM 0 0 31 25 0 15 62 0 12 0 0 0 0 171 7050160000011530028 Count Total 3 0 816 395 10 231 1,230 0 0 0 3,748 0 Peak Hour All 0 0 173 0 10 717 0 336 0 0 0 0 0 32 0800801 0 880 0 HV 0 0 5 3 0 7 225 0 80 0 0 06425328102 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 1%----4%13%3%-0%4%-HV%--3%5%0% 1 0 1:15 PM 2 3 2 0 7 0 0 0 0 0 0 3 3 West North South 1:00 PM 3 4 4 0 11 0 EB WB NB SB Total East 1:45 PM 3 1 0 0 4 0 0 1 0 0 0 0 1:30 PM 2 4 4 0 10 0 0 0 0 0 0 0 0 0 0 0 2:15 PM 2 3 5 0 10 0 0 0 0 0 0 0 0 0 0 0 2:00 PM 1 3 2 0 6 0 0 0 0 0 0 0 2:45 PM 2 3 4 0 9 0 0 0 1 0 0 0 2:30 PM 7 8 2 0 17 0 0 0 0 0 0 1 1 1 1 0 3:15 PM 1 8 3 0 12 0 0 0 0 0 0 1 0 1 0 0 3:00 PM 2 2 1 0 5 0 0 0 0 0 0 0 3:45 PM 1 4 4 0 9 0 0 0 0 1 0 0 3:30 PM 5 4 2 0 11 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 1 6 3 0 10 0 0 0 0 0 0 1 4 0 3 0 4:00 PM 3 2 1 0 6 0 0 0 0 0 0 3 4:45 PM 2 4 3 0 9 0 0 2 2 4 0 0 4:30 PM 2 3 2 0 7 0 0 0 0 0 0 2 0 4 1 0 5:15 PM 1 1 3 0 5 0 0 0 0 0 0 2 2 1 2 0 5:00 PM 3 4 2 0 9 0 0 0 0 0 0 2 5:45 PM 5 3 0 0 8 0 0 1 2 1 0 0 5:30 PM 4 5 1 0 10 0 0 0 0 0 0 1 2 1 1 0 0000000 20 0 Peak Hr 8 15 9 0 32 0 0 0 0 0 0 20 20Count Total 52 75 48 0 175 0 00007710 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 416 www.idaxdata.com Five-Hour Count Summaries - Heavy Vehicles Five-Hour Count Summaries - Bikes Note: U-Turn volumes for bikes are included in Left-Turn, if any. Northbound Southbound UT LT TH RT UT LT TH RT Interval Start N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min Total Rolling One HourEastboundWestbound 0 0 0 11 0 1:15 PM 0 0 1 1 0 0 3 0 1 0 TH RT 1:00 PM 0 0 2 1 0 1 3 UT LT TH RT UT LT 7 0 1:30 PM 0 0 1 1 0 0 4 0 1 0 0 0 0021001 0 0 1 0 0 0 0 0 0 10 0 1:45 PM 0 0 2 1 0 0 1 0 3 0 0 0 0 6 27 2:15 PM 0 0 1 1 0 0 1 0 1 0 4 32 2:00 PM 0 0 1 0 0 1 2 0 0 0 0 0 0 10 30 2:30 PM 0 0 4 3 0 1 7 0 2 0 0 0 0003003 0 1 2 0 0 3 0 0 0 17 37 2:45 PM 0 0 2 0 0 0 2 0 0 0 0 0 0 5 41 3:15 PM 0 0 1 0 0 0 1 0 0 0 9 42 3:00 PM 0 0 0 2 0 1 1 0 1 0 0 0 0 12 43 3:30 PM 0 0 1 4 0 2 2 0 1 0 0 0 0026002 0 1 3 0 0 3 0 0 0 11 37 3:45 PM 0 0 1 0 0 0 1 0 1 0 0 0 0 6 38 4:15 PM 0 0 1 0 0 0 1 0 0 0 9 37 4:00 PM 0 0 2 1 0 1 1 0 1 0 0 0 0 10 36 4:30 PM 0 0 0 2 0 1 2 0 1 0 0 0 0033002 0 2 2 0 0 3 0 0 0 7 32 4:45 PM 0 0 2 0 0 0 2 0 0 0 0 0 0 9 35 5:15 PM 0 0 1 0 0 0 1 0 1 0 9 32 5:00 PM 0 0 1 2 0 3 1 0 0 0 0 0 0 5 30 5:30 PM 0 0 2 2 0 1 4 0 1 0 0 0 0001002 0 2 1 0 0 0 0 0 0 10 33 5:45 PM 0 0 4 1 0 0 0 0 1 0 8 32000000 0 0 0 175 0 Peak Hour 0 0 5 3 0 0 32 0 16 0Count Total 0 0 30 22 0 25 50 Westbound Northbound Southbound LT TH RT LT TH RT LT 32 0 Interval Start N FRONTAGE RD W N FRONTAGE RD W SANDSTONE UNDERPASS N/A 15-min Total Rolling One HourEastbound 0 1 0 0 0 0078008 0 0 0 0 1:15 PM 0 0 0 0 0 0 0 0 0 0 0 TH RT LT TH RT 1:00 PM 0 0 0 0 0 0 1:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 2:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 2:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 3:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0000000 Count Total 0 0 0 0 0 0 0 0 0 0 0000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 Project Manager: (415) 310-6469 project.manager.ca@idaxdata.com 417 233GO VAIL 2045 Level of Service Reports Appendix B 418 Existing AM 419 MOVEMENT SUMMARY Site: 5 [1_Vail Road & N Frontage Road AM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.0.3.9771 Reprocess the Site in this Version to see the selected Movement Class results. All results may be affected by reprocessing compared with Version 9.0 results. New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Vail Road 3a U All MCs 9 3.2 9 3.2 0.514 7.9 LOS A 3.6 91.5 0.03 0.00 0.03 31.8 3b L3 All MCs 459 3.2 459 3.2 0.514 7.9 LOS A 3.6 91.5 0.03 0.00 0.03 31.4 3 L2 All MCs 229 3.2 229 3.2 0.514 7.9 LOS A 3.6 91.5 0.03 0.00 0.03 31.1 18 R2 All MCs 10 3.2 10 3.2 0.514 7.9 LOS A 3.6 91.5 0.03 0.00 0.03 30.2 Approach 707 3.2 707 3.2 0.514 7.9 LOS A 3.6 91.5 0.03 0.00 0.03 31.3 SouthEast: I70 Off Ramp 3bx L3 All MCs 199 2.7 199 2.7 0.274 8.0 LOS A 1.0 26.8 0.60 0.60 0.60 31.3 3x L2 All MCs 4 2.7 4 2.7 0.274 8.0 LOS A 1.0 26.8 0.60 0.60 0.60 30.9 3ax L1 All MCs 37 2.7 37 2.7 0.058 6.0 LOS A 0.2 5.1 0.55 0.51 0.55 32.4 18bx R3 All MCs 2 2.7 2 2.7 0.058 6.0 LOS A 0.2 5.1 0.55 0.51 0.55 31.3 Approach 242 2.7 242 2.7 0.274 7.7 LOS A 1.0 26.8 0.59 0.59 0.59 31.4 East: Spraddle Creek Road 1 L2 All MCs 4 0.0 4 0.0 0.010 5.9 LOS A 0.0 0.9 0.58 0.48 0.58 32.5 1a L1 All MCs 2 0.0 2 0.0 0.010 5.9 LOS A 0.0 0.9 0.58 0.48 0.58 32.1 6 T1 All MCs 3 0.0 3 0.0 0.006 6.6 LOS A 0.0 0.5 0.59 0.47 0.59 34.5 Approach 10 0.0 10 0.0 0.010 6.1 LOS A 0.0 0.9 0.58 0.48 0.58 33.0 West: N Frontage Road 2 T1 All MCs 1 5.3 1 5.3 0.002 5.4 LOS A 0.0 0.1 0.53 0.33 0.53 35.1 12 R2 All MCs 241 5.3 241 5.3 0.331 8.9 LOS A 1.3 34.7 0.61 0.63 0.65 32.1 12b R3 All MCs 5 5.3 5 5.3 0.331 8.9 LOS A 1.3 34.7 0.61 0.63 0.65 31.6 Approach 248 5.3 248 5.3 0.331 8.8 LOS A 1.3 34.7 0.61 0.62 0.65 32.1 All Vehicles 1207 3.5 1207 3.5 0.514 8.1 LOS A 3.6 91.5 0.27 0.25 0.27 31.5 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. 420 Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, September 20, 2022 5:04:13 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 421 MOVEMENT SUMMARY Site: 5 [2_Vail Road & S Frontage Road AM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Vail Road 3c L2 All MCs 59 3.0 59 3.0 0.147 11.2 LOS B 0.5 11.7 0.71 0.71 0.71 28.5 3d T1 All MCs 130 3.0 130 3.0 0.521 18.7 LOS C 2.3 59.0 0.79 0.91 1.21 28.1 18a R1 All MCs 14 3.0 14 3.0 0.521 18.7 LOS C 2.3 59.0 0.79 0.91 1.21 28.1 3e R2 All MCs 91 3.0 91 3.0 0.521 18.7 LOS C 2.3 59.0 0.79 0.91 1.21 27.9 Approach 294 3.0 294 3.0 0.521 17.2 LOS C 2.3 59.0 0.78 0.87 1.11 28.1 East: Frontage Road E 1a U All MCs 3 5.6 3 5.6 0.166 5.9 LOS A 0.6 16.0 0.48 0.36 0.48 32.1 1b L2 All MCs 34 5.6 34 5.6 0.166 5.9 LOS A 0.6 16.0 0.48 0.36 0.48 32.1 1d T1 All MCs 138 5.6 138 5.6 0.166 5.6 LOS A 0.6 16.0 0.47 0.35 0.47 33.1 1e R2 All MCs 503 5.6 503 5.6 0.574 11.9 LOS B 4.9 127.9 0.65 0.56 0.93 30.4 16b R3 All MCs 26 5.6 26 5.6 0.574 9.5 LOS A 4.9 127.9 0.65 0.56 0.93 30.2 Approach 705 5.6 705 5.6 0.574 10.2 LOS B 4.9 127.9 0.61 0.51 0.82 31.0 North: Vail Road 5a U All MCs 4 2.4 4 2.4 0.257 5.6 LOS A 1.1 28.1 0.40 0.25 0.40 30.6 7b L3 All MCs 18 2.4 18 2.4 0.257 5.6 LOS A 1.1 28.1 0.40 0.25 0.40 30.6 5b L2 All MCs 261 2.4 261 2.4 0.257 5.6 LOS A 1.1 28.1 0.40 0.25 0.40 30.6 5c T1 All MCs 57 2.4 57 2.4 0.137 4.7 LOS A 0.5 13.7 0.37 0.24 0.37 34.0 5e R2 All MCs 84 2.4 84 2.4 0.137 4.7 LOS A 0.5 13.7 0.37 0.24 0.37 33.7 Approach 425 2.4 425 2.4 0.257 5.3 LOS A 1.1 28.1 0.39 0.24 0.39 31.6 NorthWest: I-70 Off Ramps 7bx L3 All MCs 23 0.5 23 0.5 0.601 14.2 LOS B 4.6 114.9 0.76 0.84 1.26 28.0 7x L2 All MCs 3 0.5 3 0.5 0.601 14.2 LOS B 4.6 114.9 0.76 0.84 1.26 28.0 7ax L1 All MCs 410 0.5 410 0.5 0.601 14.2 LOS B 4.6 114.9 0.76 0.84 1.26 28.0 14ax R1 All MCs 122 0.5 122 0.5 0.601 8.5 LOS A 4.6 114.9 0.62 0.59 0.75 31.9 14bx R3 All MCs 112 0.5 112 0.5 0.111 4.6 LOS A 0.5 12.1 0.43 0.29 0.43 33.6 Approach 670 0.5 670 0.5 0.601 11.5 LOS B 4.6 114.9 0.68 0.70 1.03 29.4 West: Frontage Road W 4a U All MCs 11 7.2 11 7.2 0.715 25.3 LOS D 4.7 123.9 0.84 1.07 1.66 25.1 4b L2 All MCs 111 7.2 111 7.2 0.715 25.3 LOS D 4.7 123.9 0.84 1.07 1.66 25.1 5a L1 All MCs 27 7.2 27 7.2 0.715 25.3 LOS D 4.7 123.9 0.84 1.07 1.66 25.1 4c T1 All MCs 314 7.2 314 7.2 0.715 21.1 LOS C 4.7 123.9 0.78 0.95 1.38 26.9 4d R2 All MCs 50 7.2 50 7.2 0.104 8.8 LOS A 0.3 8.2 0.62 0.61 0.62 31.4 422 Approach 513 7.2 513 7.2 0.715 21.2 LOS C 4.7 123.9 0.78 0.95 1.39 26.7 All Vehicles 2607 3.8 2607 3.8 0.715 12.7 LOS B 4.9 127.9 0.64 0.64 0.95 29.4 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, June 11, 2024 10:50:50 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 423 HCM 6th TWSC Vail Mobility and Transportation Master Plan 3: Big Horn Road & I-70 WB Ramp Existing AM Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 0 25 0 16 138 76 0 0 295 28 Future Vol, veh/h 0 0 0 25 0 16 138 76 0 0 295 28 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 100 - - - - - Veh in Median Storage, # - 1 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 7 7 7 6 6 6 5 5 5 Mvmt Flow 0 0 0 27 0 17 147 81 0 0 314 30 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 704 719 41 344 0 - - - 0 Stage 1 375 375 - - - - - - - Stage 2 329 344 - - - - - - - Critical Hdwy 6.705 6.605 7.005 4.19 - - - - - Critical Hdwy Stg 1 5.905 5.605 - - - - - - - Critical Hdwy Stg 2 5.505 5.605 - - - - - - - Follow-up Hdwy 3.56654.06653.3665 2.257 - - - - - Pot Cap-1 Maneuver 378 346 1006 1188 - 0 0 - - Stage 1 653 606 - - - 0 0 - - Stage 2 715 625 - - - 0 0 - - Platoon blocked, % - - - Mov Cap-1 Maneuver 329 0 1006 1188 - - - - - Mov Cap-2 Maneuver 329 0 - - - - - - - Stage 1 568 0 - - - - - - - Stage 2 715 0 - - - - - - - Approach WB NB SB HCM Control Delay, s 13.9 5.5 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTWBLn1 SBT SBR Capacity (veh/h) 1188 - 446 - - HCM Lane V/C Ratio 0.124 - 0.098 - - HCM Control Delay (s) 8.5 0.1 13.9 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0.4 - 0.3 - - 424 HCM 6th TWSC Vail Mobility and Transportation Master Plan 4: Big Horn Road & I-70 EB Ramp Existing AM Synchro 11 Report Page 2 Intersection Int Delay, s/veh 3.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 23 3 37 0 0 0 0 190 21 163 146 0 Future Vol, veh/h 23 3 37 0 0 0 0 190 21 163 146 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - 110 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 14 14 14 2 2 2 5 5 5 6 6 6 Mvmt Flow 25 3 40 0 0 0 0 204 23 175 157 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 723 734 157 - 0 0 227 0 0 Stage 1 507 507 - - - - - - - Stage 2 216 227 - - - - - - - Critical Hdwy 6.54 6.64 6.34 - - - 4.16 - - Critical Hdwy Stg 1 5.54 5.64 - - - - - - - Critical Hdwy Stg 2 5.54 5.64 - - - - - - - Follow-up Hdwy 3.626 4.126 3.426 - - - 2.254 - - Pot Cap-1 Maneuver 376 333 858 0 - - 1318 - 0 Stage 1 581 520 - 0 - - - - 0 Stage 2 792 694 - 0 - - - - 0 Platoon blocked, % - - - Mov Cap-1 Maneuver 326 0 858 - - - 1318 - - Mov Cap-2 Maneuver 326 0 - - - - - - - Stage 1 581 0 - - - - - - - Stage 2 687 0 - - - - - - - Approach EB NB SB HCM Control Delay, s 12.8 0 4.3 HCM LOS B Minor Lane/Major Mvmt NBT NBR EBLn1 SBL SBT Capacity (veh/h) - - 528 1318 - HCM Lane V/C Ratio - - 0.128 0.133 - HCM Control Delay (s) - - 12.8 8.2 - HCM Lane LOS - - B A - HCM 95th %tile Q(veh) - - 0.4 0.5 - 425 MOVEMENT SUMMARY Site: 5 [5_Chamonix Road & N Frontage Road W AM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.0.3.9771 Reprocess the Site in this Version to see the selected Movement Class results. All results may be affected by reprocessing compared with Version 9.0 results. New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Chamonix Road 3a U All MCs 3 3.1 3 3.1 0.178 4.4 LOS A 0.8 19.4 0.16 0.06 0.16 33.2 3b L3 All MCs 194 3.1 194 3.1 0.178 4.4 LOS A 0.8 19.4 0.16 0.06 0.16 32.8 3c L2 All MCs 23 3.1 23 3.1 0.178 4.4 LOS A 0.8 19.4 0.16 0.06 0.16 32.5 3d T1 All MCs 51 3.1 51 3.1 0.273 5.1 LOS A 1.3 32.5 0.17 0.07 0.17 35.1 3e R2 All MCs 308 3.1 308 3.1 0.273 5.1 LOS A 1.3 32.5 0.17 0.07 0.17 34.0 Approach 580 3.1 580 3.1 0.273 4.9 LOS A 1.3 32.5 0.17 0.07 0.17 33.6 SouthEast: I70 WB Off Ramps 2a L3 All MCs 36 1.1 36 1.1 0.067 5.1 LOS A 0.2 5.9 0.51 0.45 0.51 32.9 2c L1 All MCs 19 1.1 19 1.1 0.067 5.1 LOS A 0.2 5.9 0.51 0.45 0.51 32.1 2d R1 All MCs 40 1.1 40 1.1 0.134 6.0 LOS A 0.5 12.2 0.32 0.30 0.32 35.8 2e R3 All MCs 130 1.1 130 1.1 0.134 3.1 LOS A 0.5 12.2 0.32 0.30 0.32 34.7 Approach 223 1.1 223 1.1 0.134 4.1 LOS A 0.5 12.2 0.36 0.34 0.36 34.3 East: N Frontage Road W 1a U All MCs 3 2.3 3 2.3 0.493 9.5 LOS A 3.2 81.5 0.59 0.58 0.72 31.7 1b L2 All MCs 157 2.3 157 2.3 0.493 9.5 LOS A 3.2 81.5 0.59 0.58 0.72 31.0 1c L1 All MCs 335 2.3 335 2.3 0.493 9.5 LOS A 3.2 81.5 0.59 0.58 0.72 30.7 1d T1 All MCs 26 2.3 26 2.3 0.086 4.7 LOS A 0.3 8.1 0.43 0.33 0.43 35.4 1e R2 All MCs 54 2.3 54 2.3 0.086 4.7 LOS A 0.3 8.1 0.43 0.33 0.43 34.3 Approach 575 2.3 575 2.3 0.493 8.8 LOS A 3.2 81.5 0.57 0.55 0.68 31.3 North: Chamonix Road 5b L2 All MCs 22 5.3 22 5.3 0.190 7.5 LOS A 0.7 17.3 0.59 0.59 0.59 33.5 5c T1 All MCs 61 5.3 61 5.3 0.190 7.5 LOS A 0.7 17.3 0.59 0.59 0.59 33.5 5d R1 All MCs 42 5.3 42 5.3 0.190 7.5 LOS A 0.7 17.3 0.59 0.59 0.59 33.2 5e R2 All MCs 3 5.3 3 5.3 0.190 7.5 LOS A 0.7 17.3 0.59 0.59 0.59 32.5 Approach 128 5.3 128 5.3 0.190 7.5 LOS A 0.7 17.3 0.59 0.59 0.59 33.4 West: N Frontage Road W 4b L2 All MCs 3 9.6 3 9.6 0.005 6.6 LOS A 0.0 0.4 0.58 0.43 0.58 31.7 4c T1 All MCs 20 9.6 20 9.6 0.117 7.0 LOS A 0.5 12.8 0.53 0.53 0.53 34.5 4d R2 All MCs 29 9.6 29 9.6 0.117 7.0 LOS A 0.5 12.8 0.53 0.53 0.53 33.6 4e R3 All MCs 53 9.6 53 9.6 0.117 8.8 LOS A 0.5 12.8 0.53 0.53 0.53 33.1 426 Approach 104 9.6 104 9.6 0.117 7.9 LOS A 0.5 12.8 0.53 0.52 0.53 33.5 All Vehicles 1611 3.1 1611 3.1 0.493 6.6 LOS A 3.2 81.5 0.39 0.35 0.43 32.8 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, September 20, 2022 5:00:18 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 427 MOVEMENT SUMMARY Site: 5 [6_Chamonix Road & S Frontage Road W AM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.0.3.9771 Reprocess the Site in this Version to see the selected Movement Class results. All results may be affected by reprocessing compared with Version 9.0 results. New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Chamonix Road 3d T1 All MCs 4 15.4 4 15.4 0.047 6.5 LOS A 0.1 3.9 0.55 0.51 0.55 34.3 18a R1 All MCs 8 15.4 8 15.4 0.047 6.5 LOS A 0.1 3.9 0.55 0.51 0.55 34.0 3e R2 All MCs 17 15.4 17 15.4 0.047 6.5 LOS A 0.1 3.9 0.55 0.51 0.55 33.2 Approach 29 15.4 29 15.4 0.047 6.5 LOS A 0.1 3.9 0.55 0.51 0.55 33.6 East: S Frontage Road W 1a U All MCs 2 6.9 2 6.9 0.013 4.6 LOS A 0.0 1.1 0.46 0.32 0.46 33.2 1b L2 All MCs 8 6.9 8 6.9 0.013 4.6 LOS A 0.0 1.1 0.46 0.32 0.46 32.5 1d T1 All MCs 25 6.9 25 6.9 0.303 7.4 LOS A 1.2 31.8 0.49 0.45 0.49 34.0 1e R2 All MCs 224 6.9 224 6.9 0.303 7.4 LOS A 1.2 31.8 0.49 0.45 0.49 33.0 16b R3 All MCs 20 6.9 20 6.9 0.303 6.3 LOS A 1.2 31.8 0.49 0.45 0.49 32.5 Approach 278 6.9 278 6.9 0.303 7.3 LOS A 1.2 31.8 0.49 0.45 0.49 33.0 North: Chamonix Road 5a U All MCs 18 4.9 18 4.9 0.227 4.7 LOS A 1.0 25.5 0.13 0.05 0.13 33.8 7b L3 All MCs 68 4.9 68 4.9 0.227 4.7 LOS A 1.0 25.5 0.13 0.05 0.13 33.4 5b L2 All MCs 154 4.9 154 4.9 0.227 4.7 LOS A 1.0 25.5 0.13 0.05 0.13 33.0 5c T1 All MCs 1 4.9 1 4.9 0.227 4.7 LOS A 1.0 25.5 0.13 0.05 0.13 33.0 5e R2 All MCs 56 4.9 56 4.9 0.227 4.7 LOS A 1.0 25.5 0.13 0.05 0.13 32.0 Approach 298 4.9 298 4.9 0.227 4.7 LOS A 1.0 25.5 0.13 0.05 0.13 33.0 NorthWest: I70 EB Off Ramps 7bx L3 All MCs 246 3.0 246 3.0 0.412 8.0 LOS A 2.0 50.9 0.52 0.45 0.52 31.6 7x L2 All MCs 40 3.0 40 3.0 0.412 8.0 LOS A 2.0 50.9 0.52 0.45 0.52 31.2 7ax L1 All MCs 136 3.0 136 3.0 0.412 8.0 LOS A 2.0 50.9 0.52 0.45 0.52 30.9 14ax R1 All MCs 3 3.0 3 3.0 0.022 4.0 LOS A 0.1 2.1 0.18 0.08 0.18 35.9 14bx R3 All MCs 23 3.0 23 3.0 0.022 3.2 LOS A 0.1 2.1 0.18 0.08 0.18 34.7 Approach 448 3.0 448 3.0 0.412 7.7 LOS A 2.0 50.9 0.50 0.43 0.50 31.5 West: S Frontage Road W 4b L2 All MCs 79 4.4 79 4.4 0.185 6.8 LOS A 0.7 17.2 0.56 0.56 0.56 32.6 5a L1 All MCs 18 4.4 18 4.4 0.185 6.8 LOS A 0.7 17.2 0.56 0.56 0.56 32.2 4c T1 All MCs 39 4.4 39 4.4 0.185 6.8 LOS A 0.7 17.2 0.56 0.56 0.56 32.5 4d R2 All MCs 3 4.4 3 4.4 0.185 6.8 LOS A 0.7 17.2 0.56 0.56 0.56 31.6 428 Approach 138 4.4 138 4.4 0.185 6.8 LOS A 0.7 17.2 0.56 0.56 0.56 32.5 All Vehicles 1191 4.8 1191 4.8 0.412 6.7 LOS A 2.0 50.9 0.42 0.35 0.42 32.4 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, September 20, 2022 5:00:30 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 429 HCM 6th TWSC Vail Mobility and Transportation Master Plan 9: Ford Park Lot & S Frontage Road Existing AM Synchro 11 Report Page 3 Intersection Int Delay, s/veh 0.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 109 23 4 149 1 1 Future Vol, veh/h 109 23 4 149 1 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 360 - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 79 79 87 87 38 38 Heavy Vehicles, % 11 11 9 9 0 0 Mvmt Flow 138 29 5 171 3 3 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 167 0 319 138 Stage 1 - - - - 138 - Stage 2 - - - - 181 - Critical Hdwy - - 4.19 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.281 - 3.5 3.3 Pot Cap-1 Maneuver - - 1369 - 678 916 Stage 1 - - - - 894 - Stage 2 - - - - 855 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1369 - 675 916 Mov Cap-2 Maneuver - - - - 675 - Stage 1 - - - - 894 - Stage 2 - - - - 852 - Approach EB WB NB HCM Control Delay, s 0 0.2 9.7 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 777 - - 1369 - HCM Lane V/C Ratio 0.007 - - 0.003 - HCM Control Delay (s) 9.7 - - 7.6 0 HCM Lane LOS A - - A A HCM 95th %tile Q(veh) 0 - - 0 - 430 HCM 6th TWSC Vail Mobility and Transportation Master Plan 10: Vail Valley Drive & S Frontage Road Existing AM Synchro 11 Report Page 4 Intersection Int Delay, s/veh 14 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 124 274 50 128 0 205 0 32 0 0 0 Future Vol, veh/h 0 124 274 50 128 0 205 0 32 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - Free - - None - - None - - None Storage Length - - 0 95 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 87 87 87 87 92 90 92 90 92 92 92 Heavy Vehicles, % 2 14 14 12 12 2 13 2 13 2 2 2 Mvmt Flow 0 143 315 57 147 0 228 0 36 0 0 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 549 493 - 547 475 18 1 0 0 36 0 0 Stage 1 1 1 - 474 474 - - - - - - - Stage 2 548 492 - 73 1 - - - - - - - Critical Hdwy 7.12 6.64 - 7.22 6.62 6.22 4.23 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.64 - 6.22 5.62 - - - - - - - Critical Hdwy Stg 2 6.12 5.64 - 6.22 5.62 - - - - - - - Follow-up Hdwy 3.518 4.126 - 3.608 4.108 3.318 2.317 - - 2.218 - - Pot Cap-1 Maneuver 446 460 0 433 474 1061 1552 - - 1575 - - Stage 1 1022 872 0 553 541 - - - - - - - Stage 2 521 528 0 912 875 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 285 391 - 277 403 1061 1552 - - 1575 - - Mov Cap-2 Maneuver 285 391 - 277 403 - - - - - - - Stage 1 869 872 - 470 460 - - - - - - - Stage 2 301 449 - 763 875 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 19.4 19.7 6.7 0 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 1552 - - 391 - 277 403 1575 - - HCM Lane V/C Ratio 0.147 - - 0.365 - 0.207 0.365 - - - HCM Control Delay (s) 7.7 0 - 19.4 0 21.4 19 0 - - HCM Lane LOS A A - C A C C A - - HCM 95th %tile Q(veh) 0.5 - - 1.6 - 0.8 1.6 0 - - 431 HCM 6th TWSC Vail Mobility and Transportation Master Plan 11: East Parking & S Frontage Road Existing AM Synchro 11 Report Page 5 Intersection Int Delay, s/veh 1.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 395 334 57 276 23 3 Future Vol, veh/h 395 334 57 276 23 3 Conflicting Peds, #/hr 0 1 1 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 115 100 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 91 91 90 90 72 72 Heavy Vehicles, % 7 7 14 14 0 0 Mvmt Flow 434 367 63 307 32 4 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 802 0 868 218 Stage 1 - - - - 435 - Stage 2 - - - - 433 - Critical Hdwy - - 4.31 - 6.6 6.9 Critical Hdwy Stg 1 - - - - 5.8 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.333 - 3.5 3.3 Pot Cap-1 Maneuver - - 757 - 310 792 Stage 1 - - - - 626 - Stage 2 - - - - 658 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 756 - 284 791 Mov Cap-2 Maneuver - - - - 284 - Stage 1 - - - - 625 - Stage 2 - - - - 603 - Approach EB WB NB HCM Control Delay, s 0 1.7 18.2 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 284 791 - - 756 - HCM Lane V/C Ratio 0.112 0.005 - - 0.084 - HCM Control Delay (s) 19.3 9.6 - - 10.2 - HCM Lane LOS C A - - B - HCM 95th %tile Q(veh) 0.4 0 - - 0.3 - 432 HCM 6th TWSC Vail Mobility and Transportation Master Plan 12: Center East Parking Entrance & S Frontage Road Existing AM Synchro 11 Report Page 6 Intersection Int Delay, s/veh 1.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 833 73 23 317 45 30 Future Vol, veh/h 833 73 23 317 45 30 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 120 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 98 98 87 87 82 82 Heavy Vehicles, % 3 3 8 8 25 25 Mvmt Flow 850 74 26 364 55 37 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 924 0 1121 462 Stage 1 - - - - 887 - Stage 2 - - - - 234 - Critical Hdwy - - 4.26 - 7.3 7.4 Critical Hdwy Stg 1 - - - - 6.3 - Critical Hdwy Stg 2 - - - - 6.3 - Follow-up Hdwy - - 2.28 - 3.75 3.55 Pot Cap-1 Maneuver - - 699 - 168 488 Stage 1 - - - - 311 - Stage 2 - - - - 718 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 699 - 162 488 Mov Cap-2 Maneuver - - - - 254 - Stage 1 - - - - 311 - Stage 2 - - - - 691 - Approach EB WB NB HCM Control Delay, s 0 0.7 21.1 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 314 - - 699 - HCM Lane V/C Ratio 0.291 - - 0.038 - HCM Control Delay (s) 21.1 - - 10.4 - HCM Lane LOS C - - B - HCM 95th %tile Q(veh) 1.2 - - 0.1 - 433 HCM 6th TWSC Vail Mobility and Transportation Master Plan 15: Village Centre Drive & S Frontage Road Existing AM Synchro 11 Report Page 7 Intersection Int Delay, s/veh 0.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 908 70 6 365 24 22 Future Vol, veh/h 908 70 6 365 24 22 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 50 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 89 89 72 72 Heavy Vehicles, % 5 5 13 13 6 6 Mvmt Flow 976 75 7 410 33 31 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1051 0 1233 526 Stage 1 - - - - 1014 - Stage 2 - - - - 219 - Critical Hdwy - - 4.36 - 6.92 7.02 Critical Hdwy Stg 1 - - - - 5.92 - Critical Hdwy Stg 2 - - - - 5.92 - Follow-up Hdwy - - 2.33 - 3.56 3.36 Pot Cap-1 Maneuver - - 596 - 164 486 Stage 1 - - - - 302 - Stage 2 - - - - 785 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 596 - 162 486 Mov Cap-2 Maneuver - - - - 252 - Stage 1 - - - - 302 - Stage 2 - - - - 776 - Approach EB WB NB HCM Control Delay, s 0 0.2 17.4 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 252 486 - - 596 - HCM Lane V/C Ratio 0.132 0.063 - - 0.011 - HCM Control Delay (s) 21.5 12.9 - - 11.1 - HCM Lane LOS C B - - B - HCM 95th %tile Q(veh) 0.5 0.2 - - 0 - 434 HCM 6th TWSC Vail Mobility and Transportation Master Plan 18: Lionshead Parking & S Frontage Road Existing AM Synchro 11 Report Page 8 Intersection Int Delay, s/veh 2.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 274 81 207 235 6 17 Future Vol, veh/h 274 81 207 235 6 17 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 225 0 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 94 94 87 87 82 82 Heavy Vehicles, % 10 10 7 7 4 4 Mvmt Flow 291 86 238 270 7 21 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 377 0 1037 291 Stage 1 - - - - 291 - Stage 2 - - - - 746 - Critical Hdwy - - 4.17 - 6.44 6.24 Critical Hdwy Stg 1 - - - - 5.44 - Critical Hdwy Stg 2 - - - - 5.44 - Follow-up Hdwy - - 2.263 - 3.536 3.336 Pot Cap-1 Maneuver - - 1155 - 254 743 Stage 1 - - - - 754 - Stage 2 - - - - 465 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1155 - 202 743 Mov Cap-2 Maneuver - - - - 301 - Stage 1 - - - - 754 - Stage 2 - - - - 369 - Approach EB WB NB HCM Control Delay, s 0 4.2 11.9 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 301 743 - - 1155 - HCM Lane V/C Ratio 0.024 0.028 - - 0.206 - HCM Control Delay (s) 17.3 10 - - 8.9 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 0.1 0.1 - - 0.8 - 435 HCM 6th TWSC Vail Mobility and Transportation Master Plan 19: E Lionshead Circle & S Frontage Road Existing AM Synchro 11 Report Page 9 Intersection Int Delay, s/veh 3.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 242 124 106 135 52 56 Future Vol, veh/h 242 124 106 135 52 56 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 135 140 - 70 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 90 90 73 73 Heavy Vehicles, % 15 15 12 12 33 33 Mvmt Flow 263 135 118 150 71 77 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 398 0 649 263 Stage 1 - - - - 263 - Stage 2 - - - - 386 - Critical Hdwy - - 4.22 - 6.73 6.53 Critical Hdwy Stg 1 - - - - 5.73 - Critical Hdwy Stg 2 - - - - 5.73 - Follow-up Hdwy - - 2.308 - 3.797 3.597 Pot Cap-1 Maneuver - - 1108 - 389 706 Stage 1 - - - - 714 - Stage 2 - - - - 624 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1108 - 348 706 Mov Cap-2 Maneuver - - - - 439 - Stage 1 - - - - 714 - Stage 2 - - - - 558 - Approach EB WB NB HCM Control Delay, s 0 3.8 12.7 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 439 706 - - 1108 - HCM Lane V/C Ratio 0.162 0.109 - - 0.106 - HCM Control Delay (s) 14.8 10.7 - - 8.6 - HCM Lane LOS B B - - A - HCM 95th %tile Q(veh) 0.6 0.4 - - 0.4 - 436 HCM 6th TWSC Vail Mobility and Transportation Master Plan 20: W Lionshead Circle & S Frontage Road Existing AM Synchro 11 Report Page 10 Intersection Int Delay, s/veh 2.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 346 23 54 195 25 53 Future Vol, veh/h 346 23 54 195 25 53 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 175 - 0 90 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 96 96 78 78 Heavy Vehicles, % 10 10 20 20 15 15 Mvmt Flow 376 25 56 203 32 68 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 401 0 704 389 Stage 1 - - - - 389 - Stage 2 - - - - 315 - Critical Hdwy - - 4.3 - 6.55 6.35 Critical Hdwy Stg 1 - - - - 5.55 - Critical Hdwy Stg 2 - - - - 5.55 - Follow-up Hdwy - - 2.38 - 3.635 3.435 Pot Cap-1 Maneuver - - 1067 - 384 632 Stage 1 - - - - 657 - Stage 2 - - - - 711 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1067 - 364 632 Mov Cap-2 Maneuver - - - - 470 - Stage 1 - - - - 657 - Stage 2 - - - - 674 - Approach EB WB NB HCM Control Delay, s 0 1.9 12 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 470 632 - - 1067 - HCM Lane V/C Ratio 0.068 0.108 - - 0.053 - HCM Control Delay (s) 13.2 11.4 - - 8.6 - HCM Lane LOS B B - - A - HCM 95th %tile Q(veh) 0.2 0.4 - - 0.2 - 437 HCM 6th TWSC Vail Mobility and Transportation Master Plan 21: S Frontage Road & W Lionshead Circle Existing AM Synchro 11 Report Page 11 Intersection Int Delay, s/veh 1.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 44 4 368 142 18 153 Future Vol, veh/h 44 4 368 142 18 153 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 0 68 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 71 71 86 86 89 89 Heavy Vehicles, % 0 0 10 10 26 26 Mvmt Flow 62 6 428 165 20 172 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 640 428 0 0 593 0 Stage 1 428 - - - - - Stage 2 212 - - - - - Critical Hdwy 6.4 6.2 - - 4.36 - Critical Hdwy Stg 1 5.4 - - - - - Critical Hdwy Stg 2 5.4 - - - - - Follow-up Hdwy 3.5 3.3 - - 2.434 - Pot Cap-1 Maneuver 443 631 - - 875 - Stage 1 662 - - - - - Stage 2 828 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 433 631 - - 875 - Mov Cap-2 Maneuver 433 - - - - - Stage 1 662 - - - - - Stage 2 809 - - - - - Approach WB NB SB HCM Control Delay, s 14.5 0 1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 445 875 - HCM Lane V/C Ratio - - 0.152 0.023 - HCM Control Delay (s) - - 14.5 9.2 - HCM Lane LOS - - B A - HCM 95th %tile Q(veh) - - 0.5 0.1 - 438 HCM 6th TWSC Vail Mobility and Transportation Master Plan 22: W Forest Road & S Frontage Road Existing AM Synchro 11 Report Page 12 Intersection Int Delay, s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 44 500 15 2 185 11 9 0 7 2 0 4 Future Vol, veh/h 44 500 15 2 185 11 9 0 7 2 0 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 70 - 90 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 93 93 93 93 93 93 57 57 57 75 75 75 Heavy Vehicles, % 9 9 9 17 17 17 0 0 0 50 50 50 Mvmt Flow 47 538 16 2 199 12 16 0 12 3 0 5 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 211 0 0 554 0 0 844 847 538 855 857 205 Stage 1 - - - - - - 632 632 - 209 209 - Stage 2 - - - - - - 212 215 - 646 648 - Critical Hdwy 4.19 - - 4.27 - - 7.1 6.5 6.2 7.6 7 6.7 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.6 6 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.6 6 - Follow-up Hdwy 2.281 - - 2.353 - - 3.5 4 3.3 3.95 4.45 3.75 Pot Cap-1 Maneuver 1319 - - 945 - - 285 301 547 231 248 728 Stage 1 - - - - - - 472 477 - 695 648 - Stage 2 - - - - - - 795 729 - 389 399 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1319 - - 945 - - 275 290 547 219 239 728 Mov Cap-2 Maneuver - - - - - - 275 290 - 219 239 - Stage 1 - - - - - - 455 460 - 670 647 - Stage 2 - - - - - - 788 728 - 367 385 - Approach EB WB NB SB HCM Control Delay, s 0.6 0.1 16.1 14 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 351 1319 - - 945 - - 410 HCM Lane V/C Ratio 0.08 0.036 - - 0.002 - - 0.02 HCM Control Delay (s) 16.1 7.8 - - 8.8 - - 14 HCM Lane LOS C A - - A - - B HCM 95th %tile Q(veh) 0.3 0.1 - - 0 - - 0.1 439 HCM 6th TWSC Vail Mobility and Transportation Master Plan 23: Westhaven Drive & S Frontage Road Existing AM Synchro 11 Report Page 13 Intersection Int Delay, s/veh 2.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 364 50 35 100 35 40 Future Vol, veh/h 364 50 35 100 35 40 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 256 250 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 73 73 63 63 Heavy Vehicles, % 7 7 19 19 26 26 Mvmt Flow 414 57 48 137 56 63 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 471 0 647 414 Stage 1 - - - - 414 - Stage 2 - - - - 233 - Critical Hdwy - - 4.29 - 6.66 6.46 Critical Hdwy Stg 1 - - - - 5.66 - Critical Hdwy Stg 2 - - - - 5.66 - Follow-up Hdwy - - 2.371 - 3.734 3.534 Pot Cap-1 Maneuver - - 1007 - 400 590 Stage 1 - - - - 619 - Stage 2 - - - - 752 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1007 - 381 590 Mov Cap-2 Maneuver - - - - 475 - Stage 1 - - - - 619 - Stage 2 - - - - 716 - Approach EB WB NB HCM Control Delay, s 0 2.3 12.6 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 475 590 - - 1007 - HCM Lane V/C Ratio 0.117 0.108 - - 0.048 - HCM Control Delay (s) 13.6 11.8 - - 8.8 - HCM Lane LOS B B - - A - HCM 95th %tile Q(veh) 0.4 0.4 - - 0.1 - 440 HCM 6th TWSC Vail Mobility and Transportation Master Plan 25: Matterhorn Circle & S Frontage Road Existing AM Synchro 11 Report Page 14 Intersection Int Delay, s/veh 3.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 489 28 19 87 42 49 Future Vol, veh/h 489 28 19 87 42 49 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 770 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 88 88 80 80 61 61 Heavy Vehicles, % 6 6 15 15 4 4 Mvmt Flow 556 32 24 109 69 80 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 588 0 729 572 Stage 1 - - - - 572 - Stage 2 - - - - 157 - Critical Hdwy - - 4.25 - 6.44 6.24 Critical Hdwy Stg 1 - - - - 5.44 - Critical Hdwy Stg 2 - - - - 5.44 - Follow-up Hdwy - - 2.335 - 3.536 3.336 Pot Cap-1 Maneuver - - 926 - 387 516 Stage 1 - - - - 561 - Stage 2 - - - - 867 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 926 - 377 516 Mov Cap-2 Maneuver - - - - 377 - Stage 1 - - - - 561 - Stage 2 - - - - 844 - Approach EB WB NB HCM Control Delay, s 0 1.6 17.3 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 441 - - 926 - HCM Lane V/C Ratio 0.338 - - 0.026 - HCM Control Delay (s) 17.3 - - 9 - HCM Lane LOS C - - A - HCM 95th %tile Q(veh) 1.5 - - 0.1 - 441 HCM 6th TWSC Vail Mobility and Transportation Master Plan 26: W Gore Creek Drive & S Frontage Road Existing AM Synchro 11 Report Page 15 Intersection Int Delay, s/veh 0.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 516 17 4 122 11 14 Future Vol, veh/h 516 17 4 122 11 14 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 83 83 69 69 Heavy Vehicles, % 6 6 10 10 32 32 Mvmt Flow 555 18 5 147 16 20 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 573 0 721 564 Stage 1 - - - - 564 - Stage 2 - - - - 157 - Critical Hdwy - - 4.2 - 6.72 6.52 Critical Hdwy Stg 1 - - - - 5.72 - Critical Hdwy Stg 2 - - - - 5.72 - Follow-up Hdwy - - 2.29 - 3.788 3.588 Pot Cap-1 Maneuver - - 961 - 353 472 Stage 1 - - - - 514 - Stage 2 - - - - 803 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 961 - 351 472 Mov Cap-2 Maneuver - - - - 351 - Stage 1 - - - - 514 - Stage 2 - - - - 798 - Approach EB WB NB HCM Control Delay, s 0 0.3 14.6 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 410 - - 961 - HCM Lane V/C Ratio 0.088 - - 0.005 - HCM Control Delay (s) 14.6 - - 8.8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.3 - - 0 - 442 HCM 6th TWSC Vail Mobility and Transportation Master Plan 28: N Frontage Road & Red Sandstone Road Existing AM Synchro 11 Report Page 16 Intersection Int Delay, s/veh 2.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 27 146 114 22 37 35 Future Vol, veh/h 27 146 114 22 37 35 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 79 79 87 87 86 86 Heavy Vehicles, % 8 8 12 12 4 4 Mvmt Flow 34 185 131 25 43 41 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 156 0 - 0 397 144 Stage 1 - - - - 144 - Stage 2 - - - - 253 - Critical Hdwy 4.18 - - - 6.44 6.24 Critical Hdwy Stg 1 - - - - 5.44 - Critical Hdwy Stg 2 - - - - 5.44 - Follow-up Hdwy 2.272 - - - 3.536 3.336 Pot Cap-1 Maneuver 1388 - - - 604 898 Stage 1 - - - - 878 - Stage 2 - - - - 785 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1388 - - - 588 898 Mov Cap-2 Maneuver - - - - 588 - Stage 1 - - - - 854 - Stage 2 - - - - 785 - Approach EB WB SB HCM Control Delay, s 1.2 0 10.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1388 - - - 707 HCM Lane V/C Ratio 0.025 - - - 0.118 HCM Control Delay (s) 7.7 0 - - 10.8 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.1 - - - 0.4 443 HCM 6th TWSC Vail Mobility and Transportation Master Plan 29: N Frontage Road & Lions Ridge Loop Existing AM Synchro 11 Report Page 17 Intersection Int Delay, s/veh 3.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 29 131 132 21 44 37 Future Vol, veh/h 29 131 132 21 44 37 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 82 82 91 91 76 76 Heavy Vehicles, % 8 8 10 10 18 18 Mvmt Flow 35 160 145 23 58 49 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 168 0 - 0 387 157 Stage 1 - - - - 157 - Stage 2 - - - - 230 - Critical Hdwy 4.18 - - - 6.58 6.38 Critical Hdwy Stg 1 - - - - 5.58 - Critical Hdwy Stg 2 - - - - 5.58 - Follow-up Hdwy 2.272 - - - 3.662 3.462 Pot Cap-1 Maneuver 1374 - - - 586 848 Stage 1 - - - - 834 - Stage 2 - - - - 772 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1374 - - - 570 848 Mov Cap-2 Maneuver - - - - 570 - Stage 1 - - - - 811 - Stage 2 - - - - 772 - Approach EB WB SB HCM Control Delay, s 1.4 0 11.4 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1374 - - - 670 HCM Lane V/C Ratio 0.026 - - - 0.159 HCM Control Delay (s) 7.7 0 - - 11.4 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.1 - - - 0.6 444 HCM 6th TWSC Vail Mobility and Transportation Master Plan 30: N Frontage Road & Buffehr Creek Road Existing AM Synchro 11 Report Page 18 Intersection Int Delay, s/veh 2.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 23 168 179 15 29 29 Future Vol, veh/h 23 168 179 15 29 29 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 84 84 89 89 76 76 Heavy Vehicles, % 5 5 6 6 9 9 Mvmt Flow 27 200 201 17 38 38 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 218 0 - 0 464 210 Stage 1 - - - - 210 - Stage 2 - - - - 254 - Critical Hdwy 4.15 - - - 6.49 6.29 Critical Hdwy Stg 1 - - - - 5.49 - Critical Hdwy Stg 2 - - - - 5.49 - Follow-up Hdwy 2.245 - - - 3.581 3.381 Pot Cap-1 Maneuver 1334 - - - 544 813 Stage 1 - - - - 809 - Stage 2 - - - - 772 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1334 - - - 531 813 Mov Cap-2 Maneuver - - - - 531 - Stage 1 - - - - 790 - Stage 2 - - - - 772 - Approach EB WB SB HCM Control Delay, s 0.9 0 11.4 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1334 - - - 642 HCM Lane V/C Ratio 0.021 - - - 0.119 HCM Control Delay (s) 7.8 0 - - 11.4 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.1 - - - 0.4 445 HCM 6th TWSC Vail Mobility and Transportation Master Plan 31: N Frontage Road & Commercial Access (City Market)Existing AM Synchro 11 Report Page 19 Intersection Int Delay, s/veh 2.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 54 154 172 47 35 46 Future Vol, veh/h 54 154 172 47 35 46 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - 0 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 84 84 90 90 78 78 Heavy Vehicles, % 5 5 7 7 1 1 Mvmt Flow 64 183 191 52 45 59 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 243 0 - 0 411 191 Stage 1 - - - - 191 - Stage 2 - - - - 220 - Critical Hdwy 4.175 - - - 6.615 6.215 Critical Hdwy Stg 1 - - - - 5.415 - Critical Hdwy Stg 2 - - - - 5.815 - Follow-up Hdwy 2.2475 - - -3.50953.3095 Pot Cap-1 Maneuver 1302 - - - 585 853 Stage 1 - - - - 844 - Stage 2 - - - - 799 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1302 - - - 553 853 Mov Cap-2 Maneuver - - - - 553 - Stage 1 - - - - 798 - Stage 2 - - - - 799 - Approach EB WB SB HCM Control Delay, s 2.1 0 11.1 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1302 - - - 691 HCM Lane V/C Ratio 0.049 - - - 0.15 HCM Control Delay (s) 7.9 0.1 - - 11.1 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.2 - - - 0.5 446 HCM 6th TWSC Vail Mobility and Transportation Master Plan 33: N Frontage Road & Commercial Access (Safeway)Existing AM Synchro 11 Report Page 20 Intersection Int Delay, s/veh 2.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 59 201 195 19 19 52 Future Vol, veh/h 59 201 195 19 19 52 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 97 97 88 88 81 81 Heavy Vehicles, % 4 4 6 6 4 4 Mvmt Flow 61 207 222 22 23 64 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 244 0 - 0 459 122 Stage 1 - - - - 233 - Stage 2 - - - - 226 - Critical Hdwy 4.18 - - - 6.88 6.98 Critical Hdwy Stg 1 - - - - 5.88 - Critical Hdwy Stg 2 - - - - 5.88 - Follow-up Hdwy 2.24 - - - 3.54 3.34 Pot Cap-1 Maneuver 1305 - - - 526 900 Stage 1 - - - - 778 - Stage 2 - - - - 784 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1305 - - - 498 900 Mov Cap-2 Maneuver - - - - 498 - Stage 1 - - - - 737 - Stage 2 - - - - 784 - Approach EB WB SB HCM Control Delay, s 1.9 0 10.5 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1305 - - - 740 HCM Lane V/C Ratio 0.047 - - - 0.118 HCM Control Delay (s) 7.9 0.1 - - 10.5 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.1 - - - 0.4 447 HCM 6th TWSC Vail Mobility and Transportation Master Plan 34: N Frontage Road & Commercial Access (McDonald's)Existing AM Synchro 11 Report Page 21 Intersection Int Delay, s/veh 1.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 50 252 225 18 12 47 Future Vol, veh/h 50 252 225 18 12 47 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 97 97 91 91 92 92 Heavy Vehicles, % 3 3 6 6 2 2 Mvmt Flow 52 260 247 20 13 51 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 267 0 - 0 491 134 Stage 1 - - - - 257 - Stage 2 - - - - 234 - Critical Hdwy 4.16 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.23 - - - 3.52 3.32 Pot Cap-1 Maneuver 1287 - - - 507 890 Stage 1 - - - - 762 - Stage 2 - - - - 783 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1287 - - - 483 890 Mov Cap-2 Maneuver - - - - 483 - Stage 1 - - - - 726 - Stage 2 - - - - 783 - Approach EB WB SB HCM Control Delay, s 1.4 0 10.2 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1287 - - - 760 HCM Lane V/C Ratio 0.04 - - - 0.084 HCM Control Delay (s) 7.9 0.1 - - 10.2 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.1 - - - 0.3 448 HCM 6th TWSC Vail Mobility and Transportation Master Plan 35: N Frontage Road & Commercial Access (Hilton)(Existing AM Synchro 11 Report Page 22 Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 4 285 268 6 16 8 Future Vol, veh/h 4 285 268 6 16 8 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 93 93 94 94 67 67 Heavy Vehicles, % 3 3 7 7 8 8 Mvmt Flow 4 306 285 6 24 12 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 291 0 - 0 449 146 Stage 1 - - - - 288 - Stage 2 - - - - 161 - Critical Hdwy 4.16 - - - 6.96 7.06 Critical Hdwy Stg 1 - - - - 5.96 - Critical Hdwy Stg 2 - - - - 5.96 - Follow-up Hdwy 2.23 - - - 3.58 3.38 Pot Cap-1 Maneuver 1260 - - - 523 856 Stage 1 - - - - 718 - Stage 2 - - - - 834 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1260 - - - 521 856 Mov Cap-2 Maneuver - - - - 521 - Stage 1 - - - - 715 - Stage 2 - - - - 834 - Approach EB WB SB HCM Control Delay, s 0.1 0 11.4 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1260 - - - 599 HCM Lane V/C Ratio 0.003 - - - 0.06 HCM Control Delay (s) 7.9 0 - - 11.4 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0.2 449 MOVEMENT SUMMARY Site: 101 [38_Evergreen Lodge & S Frontage Road AM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Evergreen Lodge 3 L2 All MCs 3 8.0 3 8.0 0.019 4.8 LOS A 0.1 1.5 0.46 0.34 0.46 23.0 18 R2 All MCs 11 8.0 11 8.0 0.019 4.8 LOS A 0.1 1.5 0.46 0.34 0.46 23.1 Approach 14 8.0 14 8.0 0.019 4.8 LOS A 0.1 1.5 0.46 0.34 0.46 23.1 East: S Frontage Road 1u U All MCs 117 8.0 117 8.0 0.223 4.2 LOS A 1.0 27.1 0.08 0.02 0.08 22.9 1 L2 All MCs 12 8.0 12 8.0 0.223 4.2 LOS A 1.0 27.1 0.08 0.02 0.08 22.9 6 T1 All MCs 450 8.0 450 8.0 0.223 4.2 LOS A 1.0 27.1 0.08 0.02 0.08 23.5 Approach 579 8.0 579 8.0 0.223 4.2 LOS A 1.0 27.1 0.08 0.02 0.08 23.3 West: S Frontage Road 5u U All MCs 9 8.0 9 8.0 0.178 4.7 LOS A 0.7 19.6 0.28 0.14 0.28 23.4 2 T1 All MCs 384 8.0 384 8.0 0.178 4.7 LOS A 0.7 19.6 0.28 0.14 0.28 23.5 12 R2 All MCs 16 8.0 16 8.0 0.178 4.7 LOS A 0.7 19.6 0.28 0.14 0.28 23.5 Approach 409 8.0 409 8.0 0.178 4.7 LOS A 0.7 19.6 0.28 0.14 0.28 23.5 All Vehicles 1002 8.0 1002 8.0 0.223 4.4 LOS A 1.0 27.1 0.17 0.07 0.17 23.4 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, June 11, 2024 3:57:40 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 450 MOVEMENT SUMMARY Site: 101 [39_Sandstone Underpass & S Frontage Road AM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph East: S Frontage Rd 1u U All MCs 2 11.0 2 11.0 0.161 4.3 LOS A 0.7 19.6 0.16 0.05 0.16 32.8 6 T1 All MCs 124 11.0 124 11.0 0.161 4.3 LOS A 0.7 19.6 0.16 0.05 0.16 33.5 16 R2 All MCs 67 11.0 67 11.0 0.161 4.3 LOS A 0.7 19.6 0.16 0.05 0.16 33.2 Approach 193 11.0 193 11.0 0.161 4.3 LOS A 0.7 19.6 0.16 0.05 0.16 33.4 North: Sandstone Underpass 7 L2 All MCs 99 11.0 99 11.0 0.101 4.2 LOS A 0.4 11.1 0.29 0.15 0.29 31.0 14 R2 All MCs 9 11.0 9 11.0 0.101 4.2 LOS A 0.4 11.1 0.29 0.15 0.29 31.4 Approach 108 11.0 108 11.0 0.101 4.2 LOS A 0.4 11.1 0.29 0.15 0.29 31.1 West: S Frontage Rd 5u U All MCs 2 11.0 2 11.0 0.500 8.7 LOS A 3.3 90.9 0.42 0.20 0.42 22.2 5 L2 All MCs 36 11.0 36 11.0 0.500 8.7 LOS A 3.3 90.9 0.42 0.20 0.42 22.2 2 T1 All MCs 514 11.0 514 11.0 0.500 8.7 LOS A 3.3 90.9 0.42 0.20 0.42 22.4 Approach 552 11.0 552 11.0 0.500 8.7 LOS A 3.3 90.9 0.42 0.20 0.42 22.4 All Vehicles 853 11.0 853 11.0 0.500 7.1 LOS A 3.3 90.9 0.35 0.16 0.35 25.2 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, June 11, 2024 2:32:46 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 451 MOVEMENT SUMMARY Site: 101 [40_Sandstone Underpass & N Frontage Road AM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Sandstone Underpass 3 L2 All MCs 126 5.0 126 5.0 0.169 4.8 LOS A 0.8 19.8 0.36 0.20 0.36 22.5 18 R2 All MCs 58 5.0 58 5.0 0.169 4.8 LOS A 0.8 19.8 0.36 0.20 0.36 22.6 Approach 184 5.0 184 5.0 0.169 4.8 LOS A 0.8 19.8 0.36 0.20 0.36 22.5 East: N Frontage Rd 1u U All MCs 1 5.0 1 5.0 0.274 5.6 LOS A 1.4 36.7 0.34 0.17 0.34 29.5 1 L2 All MCs 32 5.0 32 5.0 0.274 5.6 LOS A 1.4 36.7 0.34 0.17 0.34 29.5 6 T1 All MCs 281 5.0 281 5.0 0.274 5.6 LOS A 1.4 36.7 0.34 0.17 0.34 30.0 Approach 314 5.0 314 5.0 0.274 5.6 LOS A 1.4 36.7 0.34 0.17 0.34 29.9 West: N Frontage Rd 2 T1 All MCs 174 5.0 174 5.0 0.196 4.3 LOS A 1.0 25.0 0.15 0.04 0.15 30.7 12 R2 All MCs 74 5.0 74 5.0 0.196 4.3 LOS A 1.0 25.0 0.15 0.04 0.15 30.5 Approach 248 5.0 248 5.0 0.196 4.3 LOS A 1.0 25.0 0.15 0.04 0.15 30.6 All Vehicles 746 5.0 746 5.0 0.274 5.0 LOS A 1.4 36.7 0.28 0.13 0.28 27.9 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, June 11, 2024 2:57:47 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 452 Existing PM 453 MOVEMENT SUMMARY Site: 5 [1_Vail Road & N Frontage Road PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.0.3.9771 Reprocess the Site in this Version to see the selected Movement Class results. All results may be affected by reprocessing compared with Version 9.0 results. New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Vail Road 3a U All MCs 13 2.9 13 2.9 0.864 20.5 LOS C 18.7 478.1 0.08 0.01 0.08 27.2 3b L3 All MCs 910 2.9 910 2.9 0.864 20.5 LOS C 18.7 478.1 0.08 0.01 0.08 26.9 3 L2 All MCs 262 2.9 262 2.9 0.864 20.5 LOS C 18.7 478.1 0.08 0.01 0.08 26.7 18 R2 All MCs 5 2.9 5 2.9 0.864 20.5 LOS C 18.7 478.1 0.08 0.01 0.08 26.0 Approach 1191 2.9 1191 2.9 0.864 20.5 LOS C 18.7 478.1 0.08 0.01 0.08 26.9 SouthEast: I70 Off Ramp 3bx L3 All MCs 184 0.0 184 0.0 0.378 13.4 LOS B 1.6 39.7 0.75 0.81 0.99 29.3 3x L2 All MCs 5 0.0 5 0.0 0.378 13.4 LOS B 1.6 39.7 0.75 0.81 0.99 29.0 3ax L1 All MCs 72 0.0 72 0.0 0.164 10.7 LOS B 0.6 14.0 0.71 0.71 0.71 30.4 Approach 261 0.0 261 0.0 0.378 12.6 LOS B 1.6 39.7 0.74 0.79 0.92 29.6 East: Spraddle Creek Road 1 L2 All MCs 5 11.1 5 11.1 0.036 10.5 LOS B 0.1 2.8 0.72 0.72 0.72 30.4 1a L1 All MCs 8 11.1 8 11.1 0.036 10.5 LOS B 0.1 2.8 0.72 0.72 0.72 30.0 6 T1 All MCs 7 11.1 7 11.1 0.021 11.9 LOS B 0.1 1.6 0.75 0.75 0.75 31.8 Approach 20 11.1 20 11.1 0.036 10.9 LOS B 0.1 2.8 0.73 0.73 0.73 30.7 West: N Frontage Road 2 T1 All MCs 1 5.0 1 5.0 0.002 8.1 LOS A 0.0 0.2 0.65 0.50 0.65 33.6 12 R2 All MCs 202 5.0 202 5.0 0.426 14.4 LOS B 1.9 48.2 0.74 0.83 1.06 29.7 12b R3 All MCs 14 5.0 14 5.0 0.426 14.4 LOS B 1.9 48.2 0.74 0.83 1.06 29.3 Approach 217 5.0 217 5.0 0.426 14.4 LOS B 1.9 48.2 0.74 0.83 1.06 29.7 All Vehicles 1688 2.8 1688 2.8 0.864 18.4 LOS C 18.7 478.1 0.27 0.24 0.34 27.6 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint 454 effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, September 20, 2022 5:04:15 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 455 MOVEMENT SUMMARY Site: 5 [2_Vail Road & S Frontage Road PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Vail Road 3c L2 All MCs 37 1.3 37 1.3 0.098 11.2 LOS B 0.3 7.8 0.73 0.73 0.73 28.6 3d T1 All MCs 214 1.3 214 1.3 0.705 29.2 LOS D 3.9 97.4 0.88 1.07 1.58 24.9 18a R1 All MCs 15 1.3 15 1.3 0.705 29.2 LOS D 3.9 97.4 0.88 1.07 1.58 24.9 3e R2 All MCs 72 1.3 72 1.3 0.705 29.2 LOS D 3.9 97.4 0.88 1.07 1.58 24.7 Approach 339 1.3 339 1.3 0.705 27.3 LOS D 3.9 97.4 0.86 1.03 1.49 25.2 East: Frontage Road E 1b L2 All MCs 45 5.4 45 5.4 0.541 15.8 LOS C 3.0 77.2 0.75 0.83 1.15 28.4 1d T1 All MCs 346 5.4 346 5.4 0.541 14.0 LOS B 3.0 77.2 0.72 0.77 1.03 29.7 1e R2 All MCs 717 5.4 717 5.4 1.235 137.0 LOS F 62.9 1640.0 1.00 3.59 8.31 11.2 16b R3 All MCs 113 5.4 113 5.4 1.235 131.7 LOS F 62.9 1640.0 1.00 3.59 8.31 11.2 Approach 1221 5.4 1221 5.4 1.235 97.8 LOS F 62.9 1640.0 0.91 2.69 5.98 14.1 North: Vail Road 5a U All MCs 4 2.6 4 2.6 0.300 7.1 LOS A 1.2 31.6 0.54 0.42 0.54 30.0 7b L3 All MCs 38 2.6 38 2.6 0.300 7.1 LOS A 1.2 31.6 0.54 0.42 0.54 30.0 5b L2 All MCs 228 2.6 228 2.6 0.300 7.1 LOS A 1.2 31.6 0.54 0.42 0.54 30.0 5c T1 All MCs 47 2.6 47 2.6 0.184 6.2 LOS A 0.7 18.1 0.51 0.41 0.51 33.3 5e R2 All MCs 107 2.6 107 2.6 0.184 6.2 LOS A 0.7 18.1 0.51 0.41 0.51 33.0 Approach 425 2.6 425 2.6 0.300 6.8 LOS A 1.2 31.6 0.53 0.41 0.53 31.0 NorthWest: I-70 Off Ramps 7bx L3 All MCs 13 1.2 13 1.2 0.486 13.3 LOS B 2.5 64.1 0.72 0.80 1.06 28.2 7ax L1 All MCs 275 1.2 275 1.2 0.486 13.3 LOS B 2.5 64.1 0.72 0.80 1.06 28.2 14ax R1 All MCs 76 1.2 76 1.2 0.486 9.0 LOS A 2.5 64.1 0.64 0.65 0.72 31.7 14bx R3 All MCs 98 1.2 98 1.2 0.126 5.9 LOS A 0.5 12.9 0.56 0.46 0.56 32.9 Approach 462 1.2 462 1.2 0.486 11.0 LOS B 2.5 64.1 0.67 0.70 0.90 29.6 West: Frontage Road W 4a U All MCs 30 3.8 30 3.8 0.885 35.1 LOS E 13.0 334.1 0.98 1.45 2.70 22.4 4b L2 All MCs 295 3.8 295 3.8 0.885 35.1 LOS E 13.0 334.1 0.98 1.45 2.70 22.4 5a L1 All MCs 134 3.8 134 3.8 0.885 35.1 LOS E 13.0 334.1 0.98 1.45 2.70 22.4 4c T1 All MCs 295 3.8 295 3.8 0.885 22.5 LOS C 13.0 334.1 0.81 1.03 1.72 26.3 4d R2 All MCs 126 3.8 126 3.8 0.199 8.0 LOS A 0.7 18.1 0.60 0.55 0.60 31.8 Approach 880 3.8 880 3.8 0.885 27.0 LOS D 13.0 334.1 0.87 1.18 2.07 24.6 All Vehicles 3326 3.6 3326 3.6 1.235 48.0 LOS E 62.9 1640.0 0.81 1.56 3.09 20.2 456 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, June 11, 2024 10:54:14 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 457 HCM 6th TWSC Vail Mobility and Transportation Master Plan 3: Big Horn Road & I-70 WB Ramp Existing PM Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 0 38 4 18 146 60 0 0 173 22 Future Vol, veh/h 0 0 0 38 4 18 146 60 0 0 173 22 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 100 - - - - - Veh in Median Storage, # - 1 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 4 4 4 3 3 3 Mvmt Flow 0 0 0 42 4 20 160 66 0 0 190 24 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 588 600 33 214 0 - - - 0 Stage 1 386 386 - - - - - - - Stage 2 202 214 - - - - - - - Critical Hdwy 6.63 6.53 6.93 4.16 - - - - - Critical Hdwy Stg 1 5.83 5.53 - - - - - - - Critical Hdwy Stg 2 5.43 5.53 - - - - - - - Follow-up Hdwy 3.519 4.019 3.319 2.238 - - - - - Pot Cap-1 Maneuver 455 414 1033 1342 - 0 0 - - Stage 1 657 609 - - - 0 0 - - Stage 2 831 725 - - - 0 0 - - Platoon blocked, % - - - Mov Cap-1 Maneuver 399 0 1033 1342 - - - - - Mov Cap-2 Maneuver 399 0 - - - - - - - Stage 1 576 0 - - - - - - - Stage 2 831 0 - - - - - - - Approach WB NB SB HCM Control Delay, s 13.3 5.7 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTWBLn1 SBT SBR Capacity (veh/h) 1342 - 497 - - HCM Lane V/C Ratio 0.12 - 0.133 - - HCM Control Delay (s) 8 0.1 13.3 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0.4 - 0.5 - - 458 HCM 6th TWSC Vail Mobility and Transportation Master Plan 4: Big Horn Road & I-70 EB Ramp Existing PM Synchro 11 Report Page 2 Intersection Int Delay, s/veh 3.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 17 7 118 0 0 0 0 193 13 53 158 0 Future Vol, veh/h 17 7 118 0 0 0 0 193 13 53 158 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - 110 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 1 1 1 2 2 2 6 6 6 2 2 2 Mvmt Flow 18 7 123 0 0 0 0 201 14 55 165 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 483 490 165 - 0 0 215 0 0 Stage 1 275 275 - - - - - - - Stage 2 208 215 - - - - - - - Critical Hdwy 6.41 6.51 6.21 - - - 4.12 - - Critical Hdwy Stg 1 5.41 5.51 - - - - - - - Critical Hdwy Stg 2 5.41 5.51 - - - - - - - Follow-up Hdwy 3.509 4.009 3.309 - - - 2.218 - - Pot Cap-1 Maneuver 544 480 882 0 - - 1355 - 0 Stage 1 774 684 - 0 - - - - 0 Stage 2 829 727 - 0 - - - - 0 Platoon blocked, % - - - Mov Cap-1 Maneuver 522 0 882 - - - 1355 - - Mov Cap-2 Maneuver 522 0 - - - - - - - Stage 1 774 0 - - - - - - - Stage 2 795 0 - - - - - - - Approach EB NB SB HCM Control Delay, s 10.4 0 2 HCM LOS B Minor Lane/Major Mvmt NBT NBR EBLn1 SBL SBT Capacity (veh/h) - - 812 1355 - HCM Lane V/C Ratio - - 0.182 0.041 - HCM Control Delay (s) - - 10.4 7.8 - HCM Lane LOS - - B A - HCM 95th %tile Q(veh) - - 0.7 0.1 - 459 MOVEMENT SUMMARY Site: 5 [5_Chamonix Road & N Frontage Road W PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.0.3.9771 Reprocess the Site in this Version to see the selected Movement Class results. All results may be affected by reprocessing compared with Version 9.0 results. New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Chamonix Road 3a U All MCs 2 2.2 2 2.2 0.304 5.5 LOS A 1.5 37.2 0.23 0.11 0.23 32.7 3b L3 All MCs 366 2.2 366 2.2 0.304 5.5 LOS A 1.5 37.2 0.23 0.11 0.23 32.4 3c L2 All MCs 23 2.2 23 2.2 0.304 5.5 LOS A 1.5 37.2 0.23 0.11 0.23 32.0 3d T1 All MCs 41 2.2 41 2.2 0.253 5.2 LOS A 1.2 29.9 0.23 0.11 0.23 35.1 3e R2 All MCs 267 2.2 267 2.2 0.253 5.2 LOS A 1.2 29.9 0.23 0.11 0.23 34.0 Approach 699 2.2 699 2.2 0.304 5.4 LOS A 1.5 37.2 0.23 0.11 0.23 33.1 SouthEast: I70 WB Off Ramps 2a L3 All MCs 36 1.4 36 1.4 0.082 5.9 LOS A 0.3 7.1 0.56 0.54 0.56 32.5 2b L2 All MCs 4 1.4 4 1.4 0.082 5.9 LOS A 0.3 7.1 0.56 0.54 0.56 32.1 2c L1 All MCs 19 1.4 19 1.4 0.082 5.9 LOS A 0.3 7.1 0.56 0.54 0.56 31.8 2d R1 All MCs 46 1.4 46 1.4 0.177 7.2 LOS A 0.7 17.5 0.34 0.34 0.34 35.4 2e R3 All MCs 170 1.4 170 1.4 0.177 3.8 LOS A 0.7 17.5 0.34 0.34 0.34 34.3 Approach 274 1.4 274 1.4 0.177 4.8 LOS A 0.7 17.5 0.38 0.38 0.38 34.0 East: N Frontage Road W 1a U All MCs 10 1.5 10 1.5 0.955 42.2 LOS E 27.6 697.7 1.00 1.96 3.65 22.0 1b L2 All MCs 185 1.5 185 1.5 0.955 42.2 LOS E 27.6 697.7 1.00 1.96 3.65 21.6 1c L1 All MCs 638 1.5 638 1.5 0.955 42.2 LOS E 27.6 697.7 1.00 1.96 3.65 21.5 1d T1 All MCs 52 1.5 52 1.5 0.149 6.0 LOS A 0.6 14.3 0.53 0.49 0.53 34.7 1e R2 All MCs 67 1.5 67 1.5 0.149 6.0 LOS A 0.6 14.3 0.53 0.49 0.53 33.6 Approach 953 1.5 953 1.5 0.955 37.6 LOS E 27.6 697.7 0.94 1.78 3.26 22.5 North: Chamonix Road 5b L2 All MCs 38 4.3 38 4.3 0.306 13.6 LOS B 1.1 28.3 0.75 0.80 0.91 30.6 5c T1 All MCs 35 4.3 35 4.3 0.306 13.6 LOS B 1.1 28.3 0.75 0.80 0.91 30.5 5d R1 All MCs 57 4.3 57 4.3 0.306 13.6 LOS B 1.1 28.3 0.75 0.80 0.91 30.3 5e R2 All MCs 1 4.3 1 4.3 0.306 13.6 LOS B 1.1 28.3 0.75 0.80 0.91 29.7 Approach 131 4.3 131 4.3 0.306 13.6 LOS B 1.1 28.3 0.75 0.80 0.91 30.4 West: N Frontage Road W 4b L2 All MCs 6 11.0 6 11.0 0.019 11.0 LOS B 0.1 1.4 0.73 0.72 0.73 29.9 4c T1 All MCs 25 11.0 25 11.0 0.208 11.9 LOS B 0.9 24.4 0.72 0.72 0.72 32.0 4d R2 All MCs 41 11.0 41 11.0 0.208 11.9 LOS B 0.9 24.4 0.72 0.72 0.72 31.1 460 4e R3 All MCs 53 11.0 53 11.0 0.208 15.2 LOS C 0.9 24.4 0.72 0.72 0.72 30.7 Approach 125 11.0 125 11.0 0.208 13.2 LOS B 0.9 24.4 0.72 0.72 0.72 31.0 All Vehicles 2182 2.4 2182 2.4 0.955 20.3 LOS C 27.6 697.7 0.62 0.95 1.64 27.3 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, September 20, 2022 5:00:27 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 461 MOVEMENT SUMMARY Site: 5 [6_Chamonix Road & S Frontage Road W PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.0.3.9771 Reprocess the Site in this Version to see the selected Movement Class results. All results may be affected by reprocessing compared with Version 9.0 results. New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Chamonix Road 3d T1 All MCs 14 14.8 14 14.8 0.046 6.0 LOS A 0.1 3.8 0.53 0.47 0.53 34.6 18a R1 All MCs 2 14.8 2 14.8 0.046 6.0 LOS A 0.1 3.8 0.53 0.47 0.53 34.2 3e R2 All MCs 13 14.8 13 14.8 0.046 6.0 LOS A 0.1 3.8 0.53 0.47 0.53 33.5 Approach 30 14.8 30 14.8 0.046 6.0 LOS A 0.1 3.8 0.53 0.47 0.53 34.0 East: S Frontage Road W 1a U All MCs 6 3.3 6 3.3 0.027 4.4 LOS A 0.1 2.4 0.44 0.32 0.44 33.5 1b L2 All MCs 18 3.3 18 3.3 0.027 4.4 LOS A 0.1 2.4 0.44 0.32 0.44 32.7 1d T1 All MCs 55 3.3 55 3.3 0.513 10.3 LOS B 3.6 92.0 0.60 0.66 0.82 32.6 1e R2 All MCs 420 3.3 420 3.3 0.513 10.3 LOS B 3.6 92.0 0.60 0.66 0.82 31.7 16b R3 All MCs 13 3.3 13 3.3 0.513 9.4 LOS A 3.6 92.0 0.60 0.66 0.82 31.3 Approach 512 3.3 512 3.3 0.513 10.0 LOS A 3.6 92.0 0.60 0.64 0.81 31.8 North: Chamonix Road 5a U All MCs 7 4.9 7 4.9 0.215 4.7 LOS A 0.9 23.5 0.20 0.09 0.20 34.0 7b L3 All MCs 51 4.9 51 4.9 0.215 4.7 LOS A 0.9 23.5 0.20 0.09 0.20 33.6 5b L2 All MCs 145 4.9 145 4.9 0.215 4.7 LOS A 0.9 23.5 0.20 0.09 0.20 33.2 5c T1 All MCs 9 4.9 9 4.9 0.215 4.7 LOS A 0.9 23.5 0.20 0.09 0.20 33.2 5e R2 All MCs 60 4.9 60 4.9 0.215 4.7 LOS A 0.9 23.5 0.20 0.09 0.20 32.2 Approach 271 4.9 271 4.9 0.215 4.7 LOS A 0.9 23.5 0.20 0.09 0.20 33.1 NorthWest: I70 EB Off Ramps 7bx L3 All MCs 214 3.0 214 3.0 0.387 7.7 LOS A 1.8 46.4 0.52 0.45 0.52 31.7 7x L2 All MCs 42 3.0 42 3.0 0.387 7.7 LOS A 1.8 46.4 0.52 0.45 0.52 31.4 7ax L1 All MCs 135 3.0 135 3.0 0.387 7.7 LOS A 1.8 46.4 0.52 0.45 0.52 31.0 14ax R1 All MCs 8 3.0 8 3.0 0.033 4.1 LOS A 0.1 3.1 0.23 0.12 0.23 35.8 14bx R3 All MCs 29 3.0 29 3.0 0.033 3.3 LOS A 0.1 3.1 0.23 0.12 0.23 34.6 Approach 428 3.0 428 3.0 0.387 7.4 LOS A 1.8 46.4 0.49 0.42 0.49 31.7 West: S Frontage Road W 4b L2 All MCs 64 6.3 64 6.3 0.152 6.3 LOS A 0.5 13.9 0.54 0.52 0.54 32.6 5a L1 All MCs 25 6.3 25 6.3 0.152 6.3 LOS A 0.5 13.9 0.54 0.52 0.54 32.3 4c T1 All MCs 26 6.3 26 6.3 0.152 6.3 LOS A 0.5 13.9 0.54 0.52 0.54 32.6 4d R2 All MCs 1 6.3 1 6.3 0.152 6.3 LOS A 0.5 13.9 0.54 0.52 0.54 31.7 462 Approach 116 6.3 116 6.3 0.152 6.3 LOS A 0.5 13.9 0.54 0.52 0.54 32.5 All Vehicles 1358 4.0 1358 4.0 0.513 7.7 LOS A 3.6 92.0 0.48 0.45 0.56 32.1 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, September 20, 2022 5:04:20 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 463 HCM 6th TWSC Vail Mobility and Transportation Master Plan 9: Ford Park Lot & S Frontage Road Existing PM Synchro 11 Report Page 3 Intersection Int Delay, s/veh 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 241 0 0 159 31 3 Future Vol, veh/h 241 0 0 159 31 3 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 360 - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 89 89 90 90 85 85 Heavy Vehicles, % 4 4 8 8 0 0 Mvmt Flow 271 0 0 177 36 4 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 271 0 448 271 Stage 1 - - - - 271 - Stage 2 - - - - 177 - Critical Hdwy - - 4.18 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.272 - 3.5 3.3 Pot Cap-1 Maneuver - - 1258 - 572 773 Stage 1 - - - - 779 - Stage 2 - - - - 859 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1258 - 572 773 Mov Cap-2 Maneuver - - - - 572 - Stage 1 - - - - 779 - Stage 2 - - - - 859 - Approach EB WB NB HCM Control Delay, s 0 0 11.6 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 585 - - 1258 - HCM Lane V/C Ratio 0.068 - - - - HCM Control Delay (s) 11.6 - - 0 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh) 0.2 - - 0 - 464 HCM 6th TWSC Vail Mobility and Transportation Master Plan 10: Vail Valley Drive & S Frontage Road Existing PM Synchro 11 Report Page 4 Intersection Int Delay, s/veh 3.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 219 260 29 204 0 370 0 43 0 0 0 Future Vol, veh/h 0 219 260 29 204 0 370 0 43 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - Free - - None - - None - - None Storage Length - - 0 95 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 87 87 87 90 90 90 86 86 86 92 92 92 Heavy Vehicles, % 2 6 6 9 9 2 4 2 4 2 2 2 Mvmt Flow 0 252 299 32 227 0 430 0 50 0 0 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1000 911 - 1012 886 25 1 0 0 50 0 0 Stage 1 1 1 - 885 885 - - - - - - - Stage 2 999 910 - 127 1 - - - - - - - Critical Hdwy 7.12 6.56 - 7.19 6.59 6.22 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.56 - 6.19 5.59 - - - - - - - Critical Hdwy Stg 2 6.12 5.56 - 6.19 5.59 - - - - - - - Follow-up Hdwy 3.518 4.054 - 3.581 4.081 3.318 2.236 - - 2.218 - - Pot Cap-1 Maneuver 222 270 0 211 276 1051 1609 - - 1557 - - Stage 1 1022 887 0 330 354 - - - - - - - Stage 2 293 348 0 860 881 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver - ~ 195 - - ~ 200 1051 1609 - - 1557 - - Mov Cap-2 Maneuver - ~ 195 - - ~ 200 - - - - - - - Stage 1 740 887 - 239 256 - - - - - - - Stage 2 24 252 - 616 881 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 7.2 0 HCM LOS - - Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 1609 - - - - - 200 1557 - - HCM Lane V/C Ratio 0.267 - - - - - 1.133 - - - HCM Control Delay (s) 8.1 0 - - 0 - 153.4 0 - - HCM Lane LOS A A - - A - F A - - HCM 95th %tile Q(veh) 1.1 - - - - - 11 0 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 465 HCM 6th TWSC Vail Mobility and Transportation Master Plan 11: East Parking & S Frontage Road Existing PM Synchro 11 Report Page 5 Intersection Int Delay, s/veh 38.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 408 215 18 557 272 71 Future Vol, veh/h 408 215 18 557 272 71 Conflicting Peds, #/hr 0 12 12 0 5 5 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 115 100 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 95 95 Heavy Vehicles, % 5 5 6 6 0 0 Mvmt Flow 439 231 19 599 286 75 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 682 0 1093 237 Stage 1 - - - - 451 - Stage 2 - - - - 642 - Critical Hdwy - - 4.19 - 6.6 6.9 Critical Hdwy Stg 1 - - - - 5.8 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.257 - 3.5 3.3 Pot Cap-1 Maneuver - - 886 - ~ 225 771 Stage 1 - - - - 614 - Stage 2 - - - - 528 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 876 - ~ 216 759 Mov Cap-2 Maneuver - - - - ~ 216 - Stage 1 - - - - 607 - Stage 2 - - - - 514 - Approach EB WB NB HCM Control Delay, s 0 0.3 175.5 HCM LOS F Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 216 759 - - 876 - HCM Lane V/C Ratio 1.326 0.098 - - 0.022 - HCM Control Delay (s) 218.6 10.3 - - 9.2 - HCM Lane LOS F B - - A - HCM 95th %tile Q(veh) 15.7 0.3 - - 0.1 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 466 HCM 6th TWSC Vail Mobility and Transportation Master Plan 12: Center East Parking Entrance & S Frontage Road Existing PM Synchro 11 Report Page 6 Intersection Int Delay, s/veh 3.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 584 66 20 809 123 38 Future Vol, veh/h 584 66 20 809 123 38 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 120 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 98 98 81 81 Heavy Vehicles, % 4 4 4 4 12 12 Mvmt Flow 635 72 20 826 152 47 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 707 0 1124 354 Stage 1 - - - - 671 - Stage 2 - - - - 453 - Critical Hdwy - - 4.18 - 7.04 7.14 Critical Hdwy Stg 1 - - - - 6.04 - Critical Hdwy Stg 2 - - - - 6.04 - Follow-up Hdwy - - 2.24 - 3.62 3.42 Pot Cap-1 Maneuver - - 874 - 184 614 Stage 1 - - - - 444 - Stage 2 - - - - 579 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 874 - 180 614 Mov Cap-2 Maneuver - - - - 307 - Stage 1 - - - - 444 - Stage 2 - - - - 566 - Approach EB WB NB HCM Control Delay, s 0 0.2 28.3 HCM LOS D Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 348 - - 874 - HCM Lane V/C Ratio 0.571 - - 0.023 - HCM Control Delay (s) 28.3 - - 9.2 - HCM Lane LOS D - - A - HCM 95th %tile Q(veh) 3.4 - - 0.1 - 467 HCM 6th TWSC Vail Mobility and Transportation Master Plan 15: Village Centre Drive & S Frontage Road Existing PM Synchro 11 Report Page 7 Intersection Int Delay, s/veh 1.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 631 93 13 937 102 68 Future Vol, veh/h 631 93 13 937 102 68 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 50 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 87 87 97 97 94 94 Heavy Vehicles, % 6 6 5 5 0 0 Mvmt Flow 725 107 13 966 109 72 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 832 0 1288 416 Stage 1 - - - - 779 - Stage 2 - - - - 509 - Critical Hdwy - - 4.2 - 6.8 6.9 Critical Hdwy Stg 1 - - - - 5.8 - Critical Hdwy Stg 2 - - - - 5.8 - Follow-up Hdwy - - 2.25 - 3.5 3.3 Pot Cap-1 Maneuver - - 777 - 158 591 Stage 1 - - - - 418 - Stage 2 - - - - 574 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 777 - 155 591 Mov Cap-2 Maneuver - - - - 288 - Stage 1 - - - - 418 - Stage 2 - - - - 564 - Approach EB WB NB HCM Control Delay, s 0 0.1 19.7 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 288 591 - - 777 - HCM Lane V/C Ratio 0.377 0.122 - - 0.017 - HCM Control Delay (s) 24.9 11.9 - - 9.7 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 1.7 0.4 - - 0.1 - 468 HCM 6th TWSC Vail Mobility and Transportation Master Plan 18: Lionshead Parking & S Frontage Road Existing PM Synchro 11 Report Page 8 Intersection Int Delay, s/veh 4.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 396 32 44 385 96 224 Future Vol, veh/h 396 32 44 385 96 224 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 225 0 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 90 90 Heavy Vehicles, % 8 8 5 5 0 0 Mvmt Flow 430 35 48 418 107 249 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 465 0 944 430 Stage 1 - - - - 430 - Stage 2 - - - - 514 - Critical Hdwy - - 4.15 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.245 - 3.5 3.3 Pot Cap-1 Maneuver - - 1081 - 293 629 Stage 1 - - - - 660 - Stage 2 - - - - 605 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1081 - 280 629 Mov Cap-2 Maneuver - - - - 408 - Stage 1 - - - - 660 - Stage 2 - - - - 578 - Approach EB WB NB HCM Control Delay, s 0 0.9 15.2 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 408 629 - - 1081 - HCM Lane V/C Ratio 0.261 0.396 - - 0.044 - HCM Control Delay (s) 16.9 14.4 - - 8.5 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 1 1.9 - - 0.1 - 469 HCM 6th TWSC Vail Mobility and Transportation Master Plan 19: E Lionshead Circle & S Frontage Road Existing PM Synchro 11 Report Page 9 Intersection Int Delay, s/veh 4.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 288 111 101 366 136 122 Future Vol, veh/h 288 111 101 366 136 122 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 135 140 - 70 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 91 91 86 86 Heavy Vehicles, % 11 11 5 5 10 10 Mvmt Flow 303 117 111 402 158 142 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 420 0 927 303 Stage 1 - - - - 303 - Stage 2 - - - - 624 - Critical Hdwy - - 4.15 - 6.5 6.3 Critical Hdwy Stg 1 - - - - 5.5 - Critical Hdwy Stg 2 - - - - 5.5 - Follow-up Hdwy - - 2.245 - 3.59 3.39 Pot Cap-1 Maneuver - - 1123 - 288 718 Stage 1 - - - - 731 - Stage 2 - - - - 519 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1123 - 259 718 Mov Cap-2 Maneuver - - - - 369 - Stage 1 - - - - 731 - Stage 2 - - - - 468 - Approach EB WB NB HCM Control Delay, s 0 1.9 16.8 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 369 718 - - 1123 - HCM Lane V/C Ratio 0.429 0.198 - - 0.099 - HCM Control Delay (s) 21.9 11.2 - - 8.6 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 2.1 0.7 - - 0.3 - 470 HCM 6th TWSC Vail Mobility and Transportation Master Plan 20: W Lionshead Circle & S Frontage Road Existing PM Synchro 11 Report Page 10 Intersection Int Delay, s/veh 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 294 29 80 428 63 100 Future Vol, veh/h 294 29 80 428 63 100 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 175 - 0 90 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 91 91 87 87 Heavy Vehicles, % 12 12 8 8 11 11 Mvmt Flow 306 30 88 470 72 115 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 336 0 967 321 Stage 1 - - - - 321 - Stage 2 - - - - 646 - Critical Hdwy - - 4.18 - 6.51 6.31 Critical Hdwy Stg 1 - - - - 5.51 - Critical Hdwy Stg 2 - - - - 5.51 - Follow-up Hdwy - - 2.272 - 3.599 3.399 Pot Cap-1 Maneuver - - 1190 - 272 699 Stage 1 - - - - 715 - Stage 2 - - - - 505 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1190 - 252 699 Mov Cap-2 Maneuver - - - - 364 - Stage 1 - - - - 715 - Stage 2 - - - - 468 - Approach EB WB NB HCM Control Delay, s 0 1.3 13.6 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 364 699 - - 1190 - HCM Lane V/C Ratio 0.199 0.164 - - 0.074 - HCM Control Delay (s) 17.3 11.2 - - 8.3 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 0.7 0.6 - - 0.2 - 471 HCM 6th TWSC Vail Mobility and Transportation Master Plan 21: S Frontage Road & W Lionshead Circle Existing PM Synchro 11 Report Page 11 Intersection Int Delay, s/veh 2.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 78 16 294 87 27 483 Future Vol, veh/h 78 16 294 87 27 483 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 0 68 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 84 84 96 96 92 92 Heavy Vehicles, % 1 1 11 11 7 7 Mvmt Flow 93 19 306 91 29 525 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 889 306 0 0 397 0 Stage 1 306 - - - - - Stage 2 583 - - - - - Critical Hdwy 6.41 6.21 - - 4.17 - Critical Hdwy Stg 1 5.41 - - - - - Critical Hdwy Stg 2 5.41 - - - - - Follow-up Hdwy 3.509 3.309 - - 2.263 - Pot Cap-1 Maneuver 315 736 - - 1135 - Stage 1 749 - - - - - Stage 2 560 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 307 736 - - 1135 - Mov Cap-2 Maneuver 307 - - - - - Stage 1 749 - - - - - Stage 2 545 - - - - - Approach WB NB SB HCM Control Delay, s 20.6 0 0.4 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 341 1135 - HCM Lane V/C Ratio - - 0.328 0.026 - HCM Control Delay (s) - - 20.6 8.3 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) - - 1.4 0.1 - 472 HCM 6th TWSC Vail Mobility and Transportation Master Plan 22: W Forest Road & S Frontage Road Existing PM Synchro 11 Report Page 12 Intersection Int Delay, s/veh 1.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 6 363 6 11 545 5 18 2 14 4 4 2 Future Vol, veh/h 6 363 6 11 545 5 18 2 14 4 4 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 70 - 90 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 93 93 93 96 96 96 71 71 71 83 83 83 Heavy Vehicles, % 11 11 11 4 4 4 0 0 0 0 0 0 Mvmt Flow 6 390 6 11 568 5 25 3 20 5 5 2 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 573 0 0 396 0 0 998 997 390 1010 1001 571 Stage 1 - - - - - - 402 402 - 593 593 - Stage 2 - - - - - - 596 595 - 417 408 - Critical Hdwy 4.21 - - 4.14 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.299 - - 2.236 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 957 - - 1152 - - 224 246 663 220 245 524 Stage 1 - - - - - - 629 604 - 496 497 - Stage 2 - - - - - - 494 496 - 617 600 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 957 - - 1152 - - 217 242 663 209 241 524 Mov Cap-2 Maneuver - - - - - - 217 242 - 209 241 - Stage 1 - - - - - - 625 600 - 493 492 - Stage 2 - - - - - - 482 491 - 592 596 - Approach EB WB NB SB HCM Control Delay, s 0.1 0.2 19.1 19.9 HCM LOS C C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 303 957 - - 1152 - - 253 HCM Lane V/C Ratio 0.158 0.007 - - 0.01 - - 0.048 HCM Control Delay (s) 19.1 8.8 - - 8.2 - - 19.9 HCM Lane LOS C A - - A - - C HCM 95th %tile Q(veh) 0.6 0 - - 0 - - 0.1 473 HCM 6th TWSC Vail Mobility and Transportation Master Plan 23: Westhaven Drive & S Frontage Road Existing PM Synchro 11 Report Page 13 Intersection Int Delay, s/veh 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 259 42 73 377 80 55 Future Vol, veh/h 259 42 73 377 80 55 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 256 250 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 99 99 82 82 Heavy Vehicles, % 8 8 5 5 13 13 Mvmt Flow 282 46 74 381 98 67 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 328 0 811 282 Stage 1 - - - - 282 - Stage 2 - - - - 529 - Critical Hdwy - - 4.15 - 6.53 6.33 Critical Hdwy Stg 1 - - - - 5.53 - Critical Hdwy Stg 2 - - - - 5.53 - Follow-up Hdwy - - 2.245 - 3.617 3.417 Pot Cap-1 Maneuver - - 1215 - 334 731 Stage 1 - - - - 741 - Stage 2 - - - - 569 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1215 - 314 731 Mov Cap-2 Maneuver - - - - 419 - Stage 1 - - - - 741 - Stage 2 - - - - 534 - Approach EB WB NB HCM Control Delay, s 0 1.3 13.8 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 419 731 - - 1215 - HCM Lane V/C Ratio 0.233 0.092 - - 0.061 - HCM Control Delay (s) 16.2 10.4 - - 8.2 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 0.9 0.3 - - 0.2 - 474 HCM 6th TWSC Vail Mobility and Transportation Master Plan 25: Matterhorn Circle & S Frontage Road Existing PM Synchro 11 Report Page 14 Intersection Int Delay, s/veh 2.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 241 46 67 386 42 40 Future Vol, veh/h 241 46 67 386 42 40 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 770 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 89 89 88 88 66 66 Heavy Vehicles, % 9 9 1 1 1 1 Mvmt Flow 271 52 76 439 64 61 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 323 0 888 297 Stage 1 - - - - 297 - Stage 2 - - - - 591 - Critical Hdwy - - 4.11 - 6.41 6.21 Critical Hdwy Stg 1 - - - - 5.41 - Critical Hdwy Stg 2 - - - - 5.41 - Follow-up Hdwy - - 2.209 - 3.509 3.309 Pot Cap-1 Maneuver - - 1242 - 315 745 Stage 1 - - - - 756 - Stage 2 - - - - 555 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1242 - 296 745 Mov Cap-2 Maneuver - - - - 296 - Stage 1 - - - - 756 - Stage 2 - - - - 521 - Approach EB WB NB HCM Control Delay, s 0 1.2 17.2 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 419 - - 1242 - HCM Lane V/C Ratio 0.297 - - 0.061 - HCM Control Delay (s) 17.2 - - 8.1 - HCM Lane LOS C - - A - HCM 95th %tile Q(veh) 1.2 - - 0.2 - 475 HCM 6th TWSC Vail Mobility and Transportation Master Plan 26: W Gore Creek Drive & S Frontage Road Existing PM Synchro 11 Report Page 15 Intersection Int Delay, s/veh 0.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 287 20 13 418 24 3 Future Vol, veh/h 287 20 13 418 24 3 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 84 84 84 84 75 75 Heavy Vehicles, % 8 8 3 3 22 22 Mvmt Flow 342 24 15 498 32 4 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 366 0 882 354 Stage 1 - - - - 354 - Stage 2 - - - - 528 - Critical Hdwy - - 4.13 - 6.62 6.42 Critical Hdwy Stg 1 - - - - 5.62 - Critical Hdwy Stg 2 - - - - 5.62 - Follow-up Hdwy - - 2.227 - 3.698 3.498 Pot Cap-1 Maneuver - - 1187 - 292 647 Stage 1 - - - - 668 - Stage 2 - - - - 553 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1187 - 287 647 Mov Cap-2 Maneuver - - - - 287 - Stage 1 - - - - 668 - Stage 2 - - - - 544 - Approach EB WB NB HCM Control Delay, s 0 0.2 18.3 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 306 - - 1187 - HCM Lane V/C Ratio 0.118 - - 0.013 - HCM Control Delay (s) 18.3 - - 8.1 0 HCM Lane LOS C - - A A HCM 95th %tile Q(veh) 0.4 - - 0 - 476 HCM 6th TWSC Vail Mobility and Transportation Master Plan 28: N Frontage Road & Red Sandstone Road Existing PM Synchro 11 Report Page 16 Intersection Int Delay, s/veh 2.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 53 174 264 47 26 50 Future Vol, veh/h 53 174 264 47 26 50 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 93 93 86 86 63 63 Heavy Vehicles, % 5 5 6 6 3 3 Mvmt Flow 57 187 307 55 41 79 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 362 0 - 0 636 335 Stage 1 - - - - 335 - Stage 2 - - - - 301 - Critical Hdwy 4.15 - - - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy 2.245 - - - 3.527 3.327 Pot Cap-1 Maneuver 1180 - - - 440 705 Stage 1 - - - - 722 - Stage 2 - - - - 748 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1180 - - - 416 705 Mov Cap-2 Maneuver - - - - 416 - Stage 1 - - - - 683 - Stage 2 - - - - 748 - Approach EB WB SB HCM Control Delay, s 1.9 0 13 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1180 - - - 570 HCM Lane V/C Ratio 0.048 - - - 0.212 HCM Control Delay (s) 8.2 0 - - 13 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.2 - - - 0.8 477 HCM 6th TWSC Vail Mobility and Transportation Master Plan 29: N Frontage Road & Lions Ridge Loop Existing PM Synchro 11 Report Page 17 Intersection Int Delay, s/veh 2.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 46 178 294 44 29 52 Future Vol, veh/h 46 178 294 44 29 52 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 86 86 96 96 72 72 Heavy Vehicles, % 3 3 4 4 16 16 Mvmt Flow 53 207 306 46 40 72 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 352 0 - 0 642 329 Stage 1 - - - - 329 - Stage 2 - - - - 313 - Critical Hdwy 4.13 - - - 6.56 6.36 Critical Hdwy Stg 1 - - - - 5.56 - Critical Hdwy Stg 2 - - - - 5.56 - Follow-up Hdwy 2.227 - - - 3.644 3.444 Pot Cap-1 Maneuver 1201 - - - 417 681 Stage 1 - - - - 699 - Stage 2 - - - - 711 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1201 - - - 396 681 Mov Cap-2 Maneuver - - - - 396 - Stage 1 - - - - 664 - Stage 2 - - - - 711 - Approach EB WB SB HCM Control Delay, s 1.7 0 13.4 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1201 - - - 541 HCM Lane V/C Ratio 0.045 - - - 0.208 HCM Control Delay (s) 8.1 0 - - 13.4 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.1 - - - 0.8 478 HCM 6th TWSC Vail Mobility and Transportation Master Plan 30: N Frontage Road & Buffehr Creek Road Existing PM Synchro 11 Report Page 18 Intersection Int Delay, s/veh 2.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 40 210 492 34 20 50 Future Vol, veh/h 40 210 492 34 20 50 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 81 81 94 94 58 58 Heavy Vehicles, % 2 2 2 2 10 10 Mvmt Flow 49 259 523 36 34 86 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 559 0 - 0 898 541 Stage 1 - - - - 541 - Stage 2 - - - - 357 - Critical Hdwy 4.12 - - - 6.5 6.3 Critical Hdwy Stg 1 - - - - 5.5 - Critical Hdwy Stg 2 - - - - 5.5 - Follow-up Hdwy 2.218 - - - 3.59 3.39 Pot Cap-1 Maneuver 1012 - - - 300 526 Stage 1 - - - - 568 - Stage 2 - - - - 691 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1012 - - - 283 526 Mov Cap-2 Maneuver - - - - 283 - Stage 1 - - - - 536 - Stage 2 - - - - 691 - Approach EB WB SB HCM Control Delay, s 1.4 0 16.9 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1012 - - - 422 HCM Lane V/C Ratio 0.049 - - - 0.286 HCM Control Delay (s) 8.7 0 - - 16.9 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0.2 - - - 1.2 479 HCM 6th TWSC Vail Mobility and Transportation Master Plan 31: N Frontage Road & Commercial Access (City Market)Existing PM Synchro 11 Report Page 19 Intersection Int Delay, s/veh 4.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 83 206 424 123 57 149 Future Vol, veh/h 83 206 424 123 57 149 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - 0 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 93 93 96 96 97 97 Heavy Vehicles, % 3 3 3 3 1 1 Mvmt Flow 89 222 442 128 59 154 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 570 0 - 0 731 442 Stage 1 - - - - 442 - Stage 2 - - - - 289 - Critical Hdwy 4.145 - - - 6.615 6.215 Critical Hdwy Stg 1 - - - - 5.415 - Critical Hdwy Stg 2 - - - - 5.815 - Follow-up Hdwy 2.2285 - - -3.50953.3095 Pot Cap-1 Maneuver 995 - - - 374 617 Stage 1 - - - - 649 - Stage 2 - - - - 738 - Platoon blocked, % - - - Mov Cap-1 Maneuver 995 - - - 336 617 Mov Cap-2 Maneuver - - - - 336 - Stage 1 - - - - 583 - Stage 2 - - - - 738 - Approach EB WB SB HCM Control Delay, s 2.8 0 17.4 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 995 - - - 501 HCM Lane V/C Ratio 0.09 - - - 0.424 HCM Control Delay (s) 9 0.3 - - 17.4 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0.3 - - - 2.1 480 HCM 6th TWSC Vail Mobility and Transportation Master Plan 33: N Frontage Road & Commercial Access (Safeway)Existing PM Synchro 11 Report Page 20 Intersection Int Delay, s/veh 3.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 102 245 484 81 27 135 Future Vol, veh/h 102 245 484 81 27 135 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 87 87 93 93 92 92 Heavy Vehicles, % 2 2 3 3 0 0 Mvmt Flow 117 282 520 87 29 147 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 607 0 - 0 939 304 Stage 1 - - - - 564 - Stage 2 - - - - 375 - Critical Hdwy 4.14 - - - 6.8 6.9 Critical Hdwy Stg 1 - - - - 5.8 - Critical Hdwy Stg 2 - - - - 5.8 - Follow-up Hdwy 2.22 - - - 3.5 3.3 Pot Cap-1 Maneuver 967 - - - 266 698 Stage 1 - - - - 539 - Stage 2 - - - - 671 - Platoon blocked, % - - - Mov Cap-1 Maneuver 967 - - - 228 698 Mov Cap-2 Maneuver - - - - 228 - Stage 1 - - - - 462 - Stage 2 - - - - 671 - Approach EB WB SB HCM Control Delay, s 3 0 15.4 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 967 - - - 520 HCM Lane V/C Ratio 0.121 - - - 0.339 HCM Control Delay (s) 9.2 0.4 - - 15.4 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0.4 - - - 1.5 481 HCM 6th TWSC Vail Mobility and Transportation Master Plan 34: N Frontage Road & Commercial Access (McDonald's)Existing PM Synchro 11 Report Page 21 Intersection Int Delay, s/veh 2.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 84 335 593 31 18 115 Future Vol, veh/h 84 335 593 31 18 115 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 94 94 98 98 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 93 372 631 33 18 117 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 664 0 - 0 1020 332 Stage 1 - - - - 648 - Stage 2 - - - - 372 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 921 - - - 233 664 Stage 1 - - - - 483 - Stage 2 - - - - 667 - Platoon blocked, % - - - Mov Cap-1 Maneuver 921 - - - 203 664 Mov Cap-2 Maneuver - - - - 203 - Stage 1 - - - - 422 - Stage 2 - - - - 667 - Approach EB WB SB HCM Control Delay, s 2.2 0 14.7 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 921 - - - 508 HCM Lane V/C Ratio 0.101 - - - 0.267 HCM Control Delay (s) 9.3 0.4 - - 14.7 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0.3 - - - 1.1 482 HCM 6th TWSC Vail Mobility and Transportation Master Plan 35: N Frontage Road & Commercial Access (Hilton)(Existing PM Synchro 11 Report Page 22 Intersection Int Delay, s/veh 0.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 15 408 690 18 8 10 Future Vol, veh/h 15 408 690 18 8 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 91 91 93 93 64 64 Heavy Vehicles, % 1 1 3 3 17 17 Mvmt Flow 16 448 742 19 13 16 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 761 0 - 0 1008 381 Stage 1 - - - - 752 - Stage 2 - - - - 256 - Critical Hdwy 4.12 - - - 7.14 7.24 Critical Hdwy Stg 1 - - - - 6.14 - Critical Hdwy Stg 2 - - - - 6.14 - Follow-up Hdwy 2.21 - - - 3.67 3.47 Pot Cap-1 Maneuver 853 - - - 213 576 Stage 1 - - - - 389 - Stage 2 - - - - 720 - Platoon blocked, % - - - Mov Cap-1 Maneuver 853 - - - 208 576 Mov Cap-2 Maneuver - - - - 208 - Stage 1 - - - - 379 - Stage 2 - - - - 720 - Approach EB WB SB HCM Control Delay, s 0.4 0 17.2 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 853 - - - 322 HCM Lane V/C Ratio 0.019 - - - 0.087 HCM Control Delay (s) 9.3 0.1 - - 17.2 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0.1 - - - 0.3 483 MOVEMENT SUMMARY Site: 101 [38_Evergreen Lodge & S Frontage Road PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Evergreen Lodge 3 L2 All MCs 10 5.0 10 5.0 0.051 5.7 LOS A 0.2 4.2 0.53 0.47 0.53 22.8 18 R2 All MCs 26 5.0 26 5.0 0.051 5.7 LOS A 0.2 4.2 0.53 0.47 0.53 22.9 Approach 36 5.0 36 5.0 0.051 5.7 LOS A 0.2 4.2 0.53 0.47 0.53 22.8 East: S Frontage Road 1u U All MCs 62 5.0 62 5.0 0.186 4.0 LOS A 0.8 21.7 0.09 0.02 0.09 23.2 1 L2 All MCs 11 5.0 11 5.0 0.186 4.0 LOS A 0.8 21.7 0.09 0.02 0.09 23.2 6 T1 All MCs 420 5.0 420 5.0 0.186 4.0 LOS A 0.8 21.7 0.09 0.02 0.09 23.6 Approach 494 5.0 494 5.0 0.186 4.0 LOS A 0.8 21.7 0.09 0.02 0.09 23.5 West: S Frontage Road 5u U All MCs 8 5.0 8 5.0 0.253 5.0 LOS A 1.2 31.2 0.22 0.09 0.22 23.3 2 T1 All MCs 609 5.0 609 5.0 0.253 5.0 LOS A 1.2 31.2 0.22 0.09 0.22 23.5 12 R2 All MCs 18 5.0 18 5.0 0.253 5.0 LOS A 1.2 31.2 0.22 0.09 0.22 23.4 Approach 636 5.0 636 5.0 0.253 5.0 LOS A 1.2 31.2 0.22 0.09 0.22 23.5 All Vehicles 1165 5.0 1165 5.0 0.253 4.6 LOS A 1.2 31.2 0.18 0.07 0.18 23.5 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, June 11, 2024 4:03:25 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 484 MOVEMENT SUMMARY Site: 101 [39_Sandstone Underpass & S Frontage Road PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph East: S Frontage Rd 1u U All MCs 3 6.0 3 6.0 0.541 8.3 LOS A 4.4 114.8 0.30 0.10 0.30 31.1 6 T1 All MCs 419 6.0 419 6.0 0.541 8.3 LOS A 4.4 114.8 0.30 0.10 0.30 31.7 16 R2 All MCs 248 6.0 248 6.0 0.541 8.3 LOS A 4.4 114.8 0.30 0.10 0.30 31.5 Approach 670 6.0 670 6.0 0.541 8.3 LOS A 4.4 114.8 0.30 0.10 0.30 31.6 North: Sandstone Underpass 7 L2 All MCs 92 6.0 92 6.0 0.169 6.2 LOS A 0.7 17.9 0.53 0.41 0.53 30.8 14 R2 All MCs 44 6.0 44 6.0 0.169 6.2 LOS A 0.7 17.9 0.53 0.41 0.53 31.1 Approach 136 6.0 136 6.0 0.169 6.2 LOS A 0.7 17.9 0.53 0.41 0.53 30.9 West: S Frontage Rd 5 L2 All MCs 47 6.0 47 6.0 0.274 5.5 LOS A 1.4 37.2 0.29 0.13 0.29 22.9 2 T1 All MCs 274 6.0 274 6.0 0.274 5.5 LOS A 1.4 37.2 0.29 0.13 0.29 23.1 Approach 322 6.0 322 6.0 0.274 5.5 LOS A 1.4 37.2 0.29 0.13 0.29 23.1 All Vehicles 1128 6.0 1128 6.0 0.541 7.2 LOS A 4.4 114.8 0.33 0.15 0.33 28.5 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, June 11, 2024 2:39:50 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 485 MOVEMENT SUMMARY Site: 101 [40_Sandstone Underpass & N Frontage Road PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Sandstone Underpass 3u U All MCs 2 4.0 2 4.0 0.305 6.2 LOS A 1.6 40.9 0.42 0.24 0.42 22.2 3 L2 All MCs 242 4.0 242 4.0 0.305 6.2 LOS A 1.6 40.9 0.42 0.24 0.42 22.2 18 R2 All MCs 86 4.0 86 4.0 0.305 6.2 LOS A 1.6 40.9 0.42 0.24 0.42 22.3 Approach 330 4.0 330 4.0 0.305 6.2 LOS A 1.6 40.9 0.42 0.24 0.42 22.2 East: N Frontage Rd 1u U All MCs 2 4.0 2 4.0 0.493 8.8 LOS A 2.9 93.7 0.59 0.45 0.72 27.1 1 L2 All MCs 57 4.0 57 4.0 0.493 8.8 LOS A 2.9 93.7 0.59 0.45 0.72 27.1 6 T1 All MCs 302 45.0 302 45.0 0.493 12.6 LOS B 2.9 93.7 0.59 0.45 0.72 27.2 Approach 361 38.3 361 38.3 0.493 11.9 LOS B 2.9 93.7 0.59 0.45 0.72 27.2 West: N Frontage Rd 2 T1 All MCs 186 4.0 186 4.0 0.205 4.6 LOS A 1.0 26.2 0.21 0.08 0.21 30.6 12 R2 All MCs 69 4.0 69 4.0 0.205 4.6 LOS A 1.0 26.2 0.21 0.08 0.21 30.4 Approach 255 4.0 255 4.0 0.205 4.6 LOS A 1.0 26.2 0.21 0.08 0.21 30.5 All Vehicles 946 17.1 946 17.1 0.493 8.0 LOS A 2.9 93.7 0.43 0.28 0.48 25.9 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, June 11, 2024 2:58:49 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 486 Future 2045 PM 487 MOVEMENT SUMMARY Site: 5 [1_Vail Road & N Frontage Road 2045+P PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Vail Road 3a U All MCs 13 2.9 13 2.9 0.982 7.7 LOS A 185.1 4735.1 1.00 1.00 1.00 29.5 3b L3 All MCs 1010 2.9 1010 2.9 0.982 7.7 LOS A 185.1 4735.1 1.00 1.00 1.00 29.5 3 L2 All MCs 325 2.9 325 2.9 0.982 7.7 LOS A 185.1 4735.1 1.00 1.00 1.00 29.5 18 R2 All MCs 5 2.9 5 2.9 0.982 7.7 LOS A 185.1 4735.1 1.00 1.00 1.00 29.9 Approach 1354 2.9 1354 2.9 0.982 7.7 LOS A 185.1 4735.1 1.00 1.00 1.00 29.5 SouthEast: I70 Off Ramp 3bx L3 All MCs 222 0.0 222 0.0 0.523 19.5 LOS C 2.2 55.4 0.83 0.89 1.07 25.7 3x L2 All MCs 5 0.0 5 0.0 0.523 19.5 LOS C 2.2 55.4 0.83 0.89 1.07 25.7 3ax L1 All MCs 120 0.0 120 0.0 0.319 15.6 LOS C 1.2 28.8 0.79 0.82 0.88 27.4 Approach 347 0.0 347 0.0 0.523 18.2 LOS C 2.2 55.4 0.81 0.87 1.00 26.3 East: Spraddle Creek Road 1 L2 All MCs 5 11.1 5 11.1 0.064 19.2 LOS C 0.1 3.4 0.78 0.78 0.78 26.0 1a L1 All MCs 8 11.1 8 11.1 0.064 19.2 LOS C 0.1 3.4 0.78 0.78 0.78 26.0 6 T1 All MCs 7 11.1 7 11.1 0.035 20.4 LOS C 0.1 2.0 0.80 0.80 0.80 27.5 Approach 20 11.1 20 11.1 0.064 19.6 LOS C 0.1 3.4 0.79 0.79 0.79 26.5 West: N Frontage Road 2 T1 All MCs 1 5.0 1 5.0 0.003 10.2 LOS B 0.0 0.2 0.70 0.56 0.70 31.5 12 R2 All MCs 300 5.0 300 5.0 0.789 39.0 LOS E 4.2 109.8 0.90 1.12 1.69 22.1 12b R3 All MCs 14 5.0 14 5.0 0.789 39.0 LOS E 4.2 109.8 0.90 1.12 1.69 22.0 Approach 315 5.0 315 5.0 0.789 38.9 LOS E 4.2 109.8 0.90 1.12 1.69 22.1 All Vehicles 2035 2.8 2035 2.8 0.982 14.5 LOS B 185.1 4735.1 0.95 1.00 1.11 27.6 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. 488 SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Thursday, September 28, 2023 4:49:54 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 489 MOVEMENT SUMMARY Site: 5 [2_Vail Road & S Frontage Road 2045+P PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Vail Road 3c L2 All MCs 37 1.3 37 1.3 0.120 13.9 LOS B 0.4 9.2 0.78 0.78 0.78 27.7 3d T1 All MCs 214 1.3 214 1.3 0.843 49.1 LOS E 5.4 136.0 0.95 1.27 2.17 20.4 18a R1 All MCs 15 1.3 15 1.3 0.843 49.3 LOS E 5.4 136.0 0.95 1.27 2.17 20.4 3e R2 All MCs 72 1.3 72 1.3 0.843 49.3 LOS E 5.4 136.0 0.95 1.27 2.17 20.3 Approach 339 1.3 339 1.3 0.843 45.3 LOS E 5.4 136.0 0.93 1.21 2.02 21.0 East: Frontage Road E 1b L2 All MCs 45 5.4 45 5.4 0.657 21.0 LOS C 4.2 110.7 0.81 0.97 1.42 26.7 1d T1 All MCs 410 5.4 410 5.4 0.657 18.3 LOS C 4.2 110.7 0.77 0.89 1.25 28.1 1e R2 All MCs 826 5.4 826 5.4 1.504 250.9 LOS F 110.2 2873.6 1.00 5.26 13.63 7.1 16b R3 All MCs 140 5.4 140 5.4 1.504 246.2 LOS F 110.2 2873.6 1.00 5.26 13.63 7.1 Approach 1421 5.4 1421 5.4 1.504 177.2 LOS F 110.2 2873.6 0.93 3.86 9.67 9.4 North: Vail Road 5a U All MCs 4 2.6 4 2.6 0.460 10.0 LOS A 2.7 67.7 0.64 0.59 0.83 28.9 7b L3 All MCs 97 2.6 97 2.6 0.460 10.0 LOS A 2.7 67.7 0.64 0.59 0.83 28.9 5b L2 All MCs 293 2.6 293 2.6 0.460 10.0 LOS A 2.7 67.7 0.64 0.59 0.83 28.9 5c T1 All MCs 47 2.6 47 2.6 0.215 6.8 LOS A 0.8 21.2 0.54 0.45 0.54 32.9 5e R2 All MCs 122 2.6 122 2.6 0.215 6.8 LOS A 0.8 21.2 0.54 0.45 0.54 32.6 Approach 564 2.6 564 2.6 0.460 9.0 LOS A 2.7 67.7 0.61 0.55 0.74 29.9 NorthWest: I-70 Off Ramps 7bx L3 All MCs 13 1.2 13 1.2 0.687 23.5 LOS C 4.4 110.9 0.83 1.05 1.57 25.1 7ax L1 All MCs 341 1.2 341 1.2 0.687 23.5 LOS C 4.4 110.9 0.83 1.05 1.57 25.1 14ax R1 All MCs 76 1.2 76 1.2 0.687 11.3 LOS B 4.4 110.9 0.70 0.72 0.78 30.9 14bx R3 All MCs 136 1.2 136 1.2 0.188 7.1 LOS A 0.8 19.8 0.61 0.52 0.61 32.4 Approach 566 1.2 566 1.2 0.687 17.9 LOS C 4.4 110.9 0.76 0.88 1.24 27.2 West: Frontage Road W 4a U All MCs 30 3.8 30 3.8 1.442 226.1 LOS F 88.1 2268.6 1.00 4.87 13.62 7.9 4b L2 All MCs 351 3.8 351 3.8 1.442 226.1 LOS F 88.1 2268.6 1.00 4.87 13.62 7.9 5a L1 All MCs 268 3.8 268 3.8 1.442 226.1 LOS F 88.1 2268.6 1.00 4.87 13.62 7.9 4c T1 All MCs 374 3.8 374 3.8 1.442 119.8 LOS F 88.1 2268.6 0.85 2.81 7.27 12.5 4d R2 All MCs 126 3.8 126 3.8 0.241 10.2 LOS B 0.8 21.2 0.65 0.64 0.65 30.9 Approach 1150 3.8 1150 3.8 1.442 167.8 LOS F 88.1 2268.6 0.91 3.74 10.13 9.8 All Vehicles 4040 3.6 4040 3.6 1.504 117.3 LOS F 110.2 2873.6 0.86 2.72 6.73 12.5 490 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Thursday, September 28, 2023 4:52:12 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 491 HCM 6th TWSC Vail Mobility and Transportation Master Plan 3: Big Horn Road & I-70 WB Ramp Future Plus Project PM Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 0 40 4 18 149 60 0 0 173 22 Future Vol, veh/h 0 0 0 40 4 18 149 60 0 0 173 22 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 100 - - - - - Veh in Median Storage, # - 1 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 91 91 91 91 91 91 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 4 4 4 3 3 3 Mvmt Flow 0 0 0 44 4 20 164 66 0 0 190 24 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 596 608 33 214 0 - - - 0 Stage 1 394 394 - - - - - - - Stage 2 202 214 - - - - - - - Critical Hdwy 6.63 6.53 6.93 4.16 - - - - - Critical Hdwy Stg 1 5.83 5.53 - - - - - - - Critical Hdwy Stg 2 5.43 5.53 - - - - - - - Follow-up Hdwy 3.519 4.019 3.319 2.238 - - - - - Pot Cap-1 Maneuver 450 410 1033 1342 - 0 0 - - Stage 1 651 604 - - - 0 0 - - Stage 2 831 725 - - - 0 0 - - Platoon blocked, % - - - Mov Cap-1 Maneuver 393 0 1033 1342 - - - - - Mov Cap-2 Maneuver 393 0 - - - - - - - Stage 1 568 0 - - - - - - - Stage 2 831 0 - - - - - - - Approach WB NB SB HCM Control Delay, s 13.6 5.8 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTWBLn1 SBT SBR Capacity (veh/h) 1342 - 487 - - HCM Lane V/C Ratio 0.122 - 0.14 - - HCM Control Delay (s) 8.1 0.1 13.6 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0.4 - 0.5 - - 492 HCM 6th TWSC Vail Mobility and Transportation Master Plan 4: Big Horn Road & I-70 EB Ramp Future Plus Project PM Synchro 11 Report Page 2 Intersection Int Delay, s/veh 3.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 17 7 121 0 0 0 0 196 15 53 160 0 Future Vol, veh/h 17 7 121 0 0 0 0 196 15 53 160 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - 110 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 1 1 1 2 2 2 6 6 6 2 2 2 Mvmt Flow 18 7 126 0 0 0 0 204 16 55 167 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 489 497 167 - 0 0 220 0 0 Stage 1 277 277 - - - - - - - Stage 2 212 220 - - - - - - - Critical Hdwy 6.41 6.51 6.21 - - - 4.12 - - Critical Hdwy Stg 1 5.41 5.51 - - - - - - - Critical Hdwy Stg 2 5.41 5.51 - - - - - - - Follow-up Hdwy 3.509 4.009 3.309 - - - 2.218 - - Pot Cap-1 Maneuver 540 476 880 0 - - 1349 - 0 Stage 1 772 683 - 0 - - - - 0 Stage 2 826 723 - 0 - - - - 0 Platoon blocked, % - - - Mov Cap-1 Maneuver 518 0 880 - - - 1349 - - Mov Cap-2 Maneuver 518 0 - - - - - - - Stage 1 772 0 - - - - - - - Stage 2 792 0 - - - - - - - Approach EB NB SB HCM Control Delay, s 10.5 0 1.9 HCM LOS B Minor Lane/Major Mvmt NBT NBR EBLn1 SBL SBT Capacity (veh/h) - - 810 1349 - HCM Lane V/C Ratio - - 0.186 0.041 - HCM Control Delay (s) - - 10.5 7.8 - HCM Lane LOS - - B A - HCM 95th %tile Q(veh) - - 0.7 0.1 - 493 MOVEMENT SUMMARY Site: 5 [5_Chamonix Road & N Frontage Road W 2045+P PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Chamonix Road 3a U All MCs 2 2.2 2 2.2 0.410 6.7 LOS A 2.3 58.2 0.29 0.13 0.29 29.9 3b L3 All MCs 496 2.2 496 2.2 0.410 6.7 LOS A 2.3 58.2 0.29 0.13 0.29 29.9 3c L2 All MCs 23 2.2 23 2.2 0.410 6.7 LOS A 2.3 58.2 0.29 0.13 0.29 29.9 3d T1 All MCs 70 2.2 70 2.2 0.357 6.3 LOS A 1.9 48.3 0.29 0.13 0.29 33.2 3e R2 All MCs 360 2.2 360 2.2 0.357 6.3 LOS A 1.9 48.3 0.29 0.13 0.29 32.9 Approach 951 2.2 951 2.2 0.410 6.5 LOS A 2.3 58.2 0.29 0.13 0.29 31.1 SouthEast: I70 WB Off Ramps 2a L3 All MCs 36 1.4 36 1.4 0.119 9.0 LOS A 0.4 10.0 0.66 0.66 0.66 29.3 2b L2 All MCs 4 1.4 4 1.4 0.119 9.0 LOS A 0.4 10.0 0.66 0.66 0.66 29.3 2c L1 All MCs 19 1.4 19 1.4 0.119 9.0 LOS A 0.4 10.0 0.66 0.66 0.66 29.3 2d R1 All MCs 68 1.4 68 1.4 0.262 17.0 LOS C 1.1 27.2 0.40 0.39 0.40 33.4 2e R3 All MCs 223 1.4 223 1.4 0.262 4.1 LOS A 1.1 27.2 0.40 0.39 0.40 33.1 Approach 349 1.4 349 1.4 0.262 6.7 LOS A 1.1 27.2 0.44 0.43 0.44 32.4 East: N Frontage Road W 1a U All MCs 10 1.5 10 1.5 1.357 184.7 LOS F 93.2 2359.2 1.00 4.58 11.87 9.1 1b L2 All MCs 255 1.5 255 1.5 1.357 184.7 LOS F 93.2 2359.2 1.00 4.58 11.87 9.1 1c L1 All MCs 729 1.5 729 1.5 1.357 184.7 LOS F 93.2 2359.2 1.00 4.58 11.87 9.1 1d T1 All MCs 52 1.5 52 1.5 0.206 7.8 LOS A 0.8 19.4 0.60 0.55 0.60 32.5 1e R2 All MCs 85 1.5 85 1.5 0.206 7.8 LOS A 0.8 19.4 0.60 0.55 0.60 32.2 Approach 1131 1.5 1131 1.5 1.357 163.3 LOS F 93.2 2359.2 0.95 4.09 10.51 10.0 North: Chamonix Road 5b L2 All MCs 53 4.3 53 4.3 0.489 20.9 LOS C 1.8 47.0 0.82 0.91 1.16 26.5 5c T1 All MCs 67 4.3 67 4.3 0.489 20.9 LOS C 1.8 47.0 0.82 0.91 1.16 27.0 5d R1 All MCs 61 4.3 61 4.3 0.489 20.9 LOS C 1.8 47.0 0.82 0.91 1.16 27.0 5e R2 All MCs 1 4.3 1 4.3 0.489 20.9 LOS C 1.8 47.0 0.82 0.91 1.16 26.8 Approach 182 4.3 182 4.3 0.489 20.9 LOS C 1.8 47.0 0.82 0.91 1.16 26.8 West: N Frontage Road W 4b L2 All MCs 6 11.0 6 11.0 0.025 15.0 LOS C 0.1 1.6 0.75 0.75 0.75 27.1 4c T1 All MCs 25 11.0 25 11.0 0.281 25.9 LOS D 1.0 27.8 0.75 0.79 0.89 28.5 4d R2 All MCs 41 11.0 41 11.0 0.281 25.9 LOS D 1.0 27.8 0.75 0.79 0.89 28.4 4e R3 All MCs 53 11.0 53 11.0 0.281 13.0 LOS B 1.0 27.8 0.75 0.79 0.89 28.3 Approach 125 11.0 125 11.0 0.281 19.6 LOS C 1.0 27.8 0.75 0.78 0.89 28.3 494 All Vehicles 2739 2.3 2739 2.3 1.357 72.9 LOS F 93.2 2359.2 0.64 1.89 4.62 16.5 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Thursday, September 28, 2023 4:54:09 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 495 MOVEMENT SUMMARY Site: 5 [6_Chamonix Road & S Frontage Road W 2045+P PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Chamonix Road 3d T1 All MCs 14 14.8 14 14.8 0.074 10.0 LOS A 0.2 4.8 0.61 0.61 0.61 31.4 18a R1 All MCs 2 14.8 2 14.8 0.074 10.0 LOS A 0.2 4.8 0.61 0.61 0.61 31.4 3e R2 All MCs 13 14.8 13 14.8 0.074 10.0 LOS A 0.2 4.8 0.61 0.61 0.61 31.1 Approach 30 14.8 30 14.8 0.074 10.0 LOS A 0.2 4.8 0.61 0.61 0.61 31.3 East: S Frontage Road W 1a U All MCs 6 3.3 6 3.3 0.033 5.3 LOS A 0.1 2.8 0.51 0.42 0.51 30.5 1b L2 All MCs 18 3.3 18 3.3 0.033 5.3 LOS A 0.1 2.8 0.51 0.42 0.51 30.5 1d T1 All MCs 55 3.3 55 3.3 0.814 24.7 LOS C 11.1 284.9 0.93 1.19 2.08 26.1 1e R2 All MCs 575 3.3 575 3.3 0.814 24.7 LOS C 11.1 284.9 0.93 1.19 2.08 26.0 16b R3 All MCs 13 3.3 13 3.3 0.814 22.0 LOS C 11.1 284.9 0.93 1.19 2.08 25.9 Approach 667 3.3 667 3.3 0.814 24.0 LOS C 11.1 284.9 0.92 1.16 2.02 26.1 North: Chamonix Road 5a U All MCs 7 4.9 7 4.9 0.295 5.4 LOS A 1.4 35.9 0.23 0.09 0.23 30.9 7b L3 All MCs 130 4.9 130 4.9 0.295 5.4 LOS A 1.4 35.9 0.23 0.09 0.23 30.9 5b L2 All MCs 165 4.9 165 4.9 0.295 5.4 LOS A 1.4 35.9 0.23 0.09 0.23 30.9 5c T1 All MCs 9 4.9 9 4.9 0.295 5.4 LOS A 1.4 35.9 0.23 0.09 0.23 31.5 5e R2 All MCs 60 4.9 60 4.9 0.295 5.4 LOS A 1.4 35.9 0.23 0.09 0.23 31.3 Approach 371 4.9 371 4.9 0.295 5.4 LOS A 1.4 35.9 0.23 0.09 0.23 30.9 NorthWest: I70 EB Off Ramps 7bx L3 All MCs 309 3.0 309 3.0 0.645 13.9 LOS B 6.5 165.2 0.75 0.78 1.27 27.6 7x L2 All MCs 42 3.0 42 3.0 0.645 13.9 LOS B 6.5 165.2 0.75 0.78 1.27 27.6 7ax L1 All MCs 233 3.0 233 3.0 0.645 13.9 LOS B 6.5 165.2 0.75 0.78 1.27 27.6 14ax R1 All MCs 8 3.0 8 3.0 0.034 5.9 LOS A 0.1 3.4 0.28 0.13 0.28 34.7 14bx R3 All MCs 29 3.0 29 3.0 0.034 3.1 LOS A 0.1 3.4 0.28 0.13 0.28 34.2 Approach 621 3.0 621 3.0 0.645 13.3 LOS B 6.5 165.2 0.72 0.74 1.21 27.9 West: S Frontage Road W 4b L2 All MCs 64 6.3 64 6.3 0.218 9.7 LOS A 0.7 17.7 0.63 0.62 0.63 29.5 5a L1 All MCs 25 6.3 25 6.3 0.218 9.7 LOS A 0.7 17.7 0.63 0.62 0.63 29.5 4c T1 All MCs 26 6.3 26 6.3 0.218 9.7 LOS A 0.7 17.7 0.63 0.62 0.63 30.1 4d R2 All MCs 1 6.3 1 6.3 0.218 9.7 LOS A 0.7 17.7 0.63 0.62 0.63 29.9 Approach 116 6.3 116 6.3 0.218 9.7 LOS A 0.7 17.7 0.63 0.62 0.63 29.7 All Vehicles 1805 3.9 1805 3.9 0.814 15.3 LOS C 11.1 284.9 0.68 0.75 1.26 27.9 496 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Thursday, September 28, 2023 4:54:58 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 497 HCM 6th TWSC Vail Mobility and Transportation Master Plan 9: Ford Park Lot & S Frontage Road Future Plus Project PM Synchro 11 Report Page 3 Intersection Int Delay, s/veh 0.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 316 0 0 212 31 3 Future Vol, veh/h 316 0 0 212 31 3 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 360 - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 89 89 90 90 85 85 Heavy Vehicles, % 4 4 8 8 0 0 Mvmt Flow 355 0 0 236 36 4 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 355 0 591 355 Stage 1 - - - - 355 - Stage 2 - - - - 236 - Critical Hdwy - - 4.18 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.272 - 3.5 3.3 Pot Cap-1 Maneuver - - 1171 - 473 693 Stage 1 - - - - 714 - Stage 2 - - - - 808 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1171 - 473 693 Mov Cap-2 Maneuver - - - - 473 - Stage 1 - - - - 714 - Stage 2 - - - - 808 - Approach EB WB NB HCM Control Delay, s 0 0 13.1 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 487 - - 1171 - HCM Lane V/C Ratio 0.082 - - - - HCM Control Delay (s) 13.1 - - 0 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh) 0.3 - - 0 - 498 HCM 6th TWSC Vail Mobility and Transportation Master Plan 10: Vail Valley Drive & S Frontage Road Future Plus Project PM Synchro 11 Report Page 4 Intersection Int Delay, s/veh 3.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 325 288 32 289 0 411 0 47 0 0 0 Future Vol, veh/h 0 325 288 32 289 0 411 0 47 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - Free - - None - - None - - None Storage Length - - 0 95 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 87 87 90 90 92 86 92 86 92 92 92 Heavy Vehicles, % 2 6 6 9 9 2 4 2 4 2 2 2 Mvmt Flow 0 374 331 36 321 0 478 0 55 0 0 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1145 1012 - 1172 985 28 1 0 0 55 0 0 Stage 1 1 1 - 984 984 - - - - - - - Stage 2 1144 1011 - 188 1 - - - - - - - Critical Hdwy 7.12 6.56 - 7.19 6.59 6.22 4.14 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.56 - 6.19 5.59 - - - - - - - Critical Hdwy Stg 2 6.12 5.56 - 6.19 5.59 - - - - - - - Follow-up Hdwy 3.518 4.054 - 3.581 4.081 3.318 2.236 - - 2.218 - - Pot Cap-1 Maneuver 177 ~ 235 0 164 ~ 241 1047 1609 - - 1550 - - Stage 1 1022 887 0 290 ~ 318 - - - - - - - Stage 2 243 ~ 312 0 798 881 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver - ~ 163 - - ~ 167 1047 1609 - - 1550 - - Mov Cap-2 Maneuver - ~ 163 - - ~ 167 - - - - - - - Stage 1 707 887 - 201 ~ 220 - - - - - - - Stage 2 - ~ 216 - 462 881 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 7.3 0 HCM LOS - - Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 1609 - - - - - 167 1550 - - HCM Lane V/C Ratio 0.297 - - - - - 1.923 - - - HCM Control Delay (s) 8.2 0 - - 0 -$ 482.7 0 - - HCM Lane LOS A A - - A - F A - - HCM 95th %tile Q(veh) 1.3 - - - - - 24.2 0 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 499 HCM 6th TWSC Vail Mobility and Transportation Master Plan 11: East Parking & S Frontage Road Future Plus Project PM Synchro 11 Report Page 5 Intersection Int Delay, s/veh 110.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 541 264 19 682 320 72 Future Vol, veh/h 541 264 19 682 320 72 Conflicting Peds, #/hr 0 12 12 0 5 5 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 115 100 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 95 95 Heavy Vehicles, % 5 5 6 6 0 0 Mvmt Flow 582 284 20 733 337 76 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 878 0 1372 308 Stage 1 - - - - 594 - Stage 2 - - - - 778 - Critical Hdwy - - 4.19 - 6.6 6.9 Critical Hdwy Stg 1 - - - - 5.8 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.257 - 3.5 3.3 Pot Cap-1 Maneuver - - 746 - ~ 151 694 Stage 1 - - - - 520 - Stage 2 - - - - 456 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 737 - ~ 145 683 Mov Cap-2 Maneuver - - - - ~ 145 - Stage 1 - - - - 514 - Stage 2 - - - - 441 - Approach EB WB NB HCM Control Delay, s 0 0.3 $ 545.7 HCM LOS F Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 145 683 - - 737 - HCM Lane V/C Ratio 2.323 0.111 - - 0.028 - HCM Control Delay (s) $ 666 10.9 - - 10 - HCM Lane LOS F B - - B - HCM 95th %tile Q(veh) 28.4 0.4 - - 0.1 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 500 HCM 6th TWSC Vail Mobility and Transportation Master Plan 12: Center East Parking Entrance & S Frontage Road Future Plus Project PM Synchro 11 Report Page 6 Intersection Int Delay, s/veh 4.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 766 66 20 982 123 38 Future Vol, veh/h 766 66 20 982 123 38 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 120 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 98 98 81 81 Heavy Vehicles, % 4 4 4 4 12 12 Mvmt Flow 833 72 20 1002 152 47 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 905 0 1410 453 Stage 1 - - - - 869 - Stage 2 - - - - 541 - Critical Hdwy - - 4.18 - 7.04 7.14 Critical Hdwy Stg 1 - - - - 6.04 - Critical Hdwy Stg 2 - - - - 6.04 - Follow-up Hdwy - - 2.24 - 3.62 3.42 Pot Cap-1 Maneuver - - 735 - ~ 118 527 Stage 1 - - - - 347 - Stage 2 - - - - 520 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 735 - ~ 115 527 Mov Cap-2 Maneuver - - - - 238 - Stage 1 - - - - 347 - Stage 2 - - - - 506 - Approach EB WB NB HCM Control Delay, s 0 0.2 46.8 HCM LOS E Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 273 - - 735 - HCM Lane V/C Ratio 0.728 - - 0.028 - HCM Control Delay (s) 46.8 - - 10 - HCM Lane LOS E - - B - HCM 95th %tile Q(veh) 5.2 - - 0.1 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 501 HCM 6th TWSC Vail Mobility and Transportation Master Plan 15: Village Centre Drive & S Frontage Road Future Plus Project PM Synchro 11 Report Page 7 Intersection Int Delay, s/veh 2.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 813 95 13 1110 105 68 Future Vol, veh/h 813 95 13 1110 105 68 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 50 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 87 87 97 97 94 94 Heavy Vehicles, % 6 6 5 5 0 0 Mvmt Flow 934 109 13 1144 112 72 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1043 0 1587 522 Stage 1 - - - - 989 - Stage 2 - - - - 598 - Critical Hdwy - - 4.2 - 6.8 6.9 Critical Hdwy Stg 1 - - - - 5.8 - Critical Hdwy Stg 2 - - - - 5.8 - Follow-up Hdwy - - 2.25 - 3.5 3.3 Pot Cap-1 Maneuver - - 645 - ~ 101 505 Stage 1 - - - - 325 - Stage 2 - - - - 518 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 645 - ~ 99 505 Mov Cap-2 Maneuver - - - - 223 - Stage 1 - - - - 325 - Stage 2 - - - - 508 - Approach EB WB NB HCM Control Delay, s 0 0.1 27.3 HCM LOS D Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 223 505 - - 645 - HCM Lane V/C Ratio 0.501 0.143 - - 0.021 - HCM Control Delay (s) 36.3 13.3 - - 10.7 - HCM Lane LOS E B - - B - HCM 95th %tile Q(veh) 2.5 0.5 - - 0.1 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 502 HCM 6th TWSC Vail Mobility and Transportation Master Plan 18: Lionshead Parking & S Frontage Road Future Plus Project PM Synchro 11 Report Page 8 Intersection Int Delay, s/veh 7.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 536 59 105 500 122 297 Future Vol, veh/h 536 59 105 500 122 297 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 225 0 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 90 90 Heavy Vehicles, % 8 8 5 5 0 0 Mvmt Flow 583 64 114 543 136 330 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 647 0 1354 583 Stage 1 - - - - 583 - Stage 2 - - - - 771 - Critical Hdwy - - 4.15 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.245 - 3.5 3.3 Pot Cap-1 Maneuver - - 924 - 167 516 Stage 1 - - - - 562 - Stage 2 - - - - 460 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 924 - 146 516 Mov Cap-2 Maneuver - - - - 278 - Stage 1 - - - - 562 - Stage 2 - - - - 403 - Approach EB WB NB HCM Control Delay, s 0 1.6 25.3 HCM LOS D Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 278 516 - - 924 - HCM Lane V/C Ratio 0.488 0.64 - - 0.124 - HCM Control Delay (s) 29.7 23.5 - - 9.4 - HCM Lane LOS D C - - A - HCM 95th %tile Q(veh) 2.5 4.5 - - 0.4 - 503 HCM 6th TWSC Vail Mobility and Transportation Master Plan 19: E Lionshead Circle & S Frontage Road Future Plus Project PM Synchro 11 Report Page 9 Intersection Int Delay, s/veh 6.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 442 124 113 495 150 135 Future Vol, veh/h 442 124 113 495 150 135 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 135 140 - 70 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 91 91 86 86 Heavy Vehicles, % 11 11 5 5 10 10 Mvmt Flow 465 131 124 544 174 157 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 596 0 1257 465 Stage 1 - - - - 465 - Stage 2 - - - - 792 - Critical Hdwy - - 4.15 - 6.5 6.3 Critical Hdwy Stg 1 - - - - 5.5 - Critical Hdwy Stg 2 - - - - 5.5 - Follow-up Hdwy - - 2.245 - 3.59 3.39 Pot Cap-1 Maneuver - - 966 - 182 581 Stage 1 - - - - 616 - Stage 2 - - - - 432 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 966 - ~ 159 581 Mov Cap-2 Maneuver - - - - 280 - Stage 1 - - - - 616 - Stage 2 - - - - 377 - Approach EB WB NB HCM Control Delay, s 0 1.7 25.8 HCM LOS D Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 280 581 - - 966 - HCM Lane V/C Ratio 0.623 0.27 - - 0.129 - HCM Control Delay (s) 36.9 13.5 - - 9.3 - HCM Lane LOS E B - - A - HCM 95th %tile Q(veh) 3.8 1.1 - - 0.4 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 504 HCM 6th TWSC Vail Mobility and Transportation Master Plan 20: W Lionshead Circle & S Frontage Road Future Plus Project PM Synchro 11 Report Page 10 Intersection Int Delay, s/veh 2.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 461 29 80 571 63 100 Future Vol, veh/h 461 29 80 571 63 100 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 175 - 0 90 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 91 91 87 87 Heavy Vehicles, % 12 12 8 8 11 11 Mvmt Flow 480 30 88 627 72 115 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 510 0 1298 495 Stage 1 - - - - 495 - Stage 2 - - - - 803 - Critical Hdwy - - 4.18 - 6.51 6.31 Critical Hdwy Stg 1 - - - - 5.51 - Critical Hdwy Stg 2 - - - - 5.51 - Follow-up Hdwy - - 2.272 - 3.599 3.399 Pot Cap-1 Maneuver - - 1025 - 171 557 Stage 1 - - - - 594 - Stage 2 - - - - 426 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1025 - 156 557 Mov Cap-2 Maneuver - - - - 281 - Stage 1 - - - - 594 - Stage 2 - - - - 389 - Approach EB WB NB HCM Control Delay, s 0 1.1 16.6 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 281 557 - - 1025 - HCM Lane V/C Ratio 0.258 0.206 - - 0.086 - HCM Control Delay (s) 22.2 13.1 - - 8.8 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 1 0.8 - - 0.3 - 505 HCM 6th TWSC Vail Mobility and Transportation Master Plan 21: S Frontage Road & W Lionshead Circle Future Plus Project PM Synchro 11 Report Page 11 Intersection Int Delay, s/veh 3.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 78 16 461 87 27 626 Future Vol, veh/h 78 16 461 87 27 626 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - 0 68 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 84 84 96 96 92 92 Heavy Vehicles, % 1 1 11 11 7 7 Mvmt Flow 93 19 480 91 29 680 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1218 480 0 0 571 0 Stage 1 480 - - - - - Stage 2 738 - - - - - Critical Hdwy 6.41 6.21 - - 4.17 - Critical Hdwy Stg 1 5.41 - - - - - Critical Hdwy Stg 2 5.41 - - - - - Follow-up Hdwy 3.509 3.309 - - 2.263 - Pot Cap-1 Maneuver 200 588 - - 977 - Stage 1 624 - - - - - Stage 2 475 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 194 588 - - 977 - Mov Cap-2 Maneuver 194 - - - - - Stage 1 624 - - - - - Stage 2 461 - - - - - Approach WB NB SB HCM Control Delay, s 37.5 0 0.4 HCM LOS E Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 219 977 - HCM Lane V/C Ratio - - 0.511 0.03 - HCM Control Delay (s) - - 37.5 8.8 - HCM Lane LOS - - E A - HCM 95th %tile Q(veh) - - 2.6 0.1 - 506 HCM 6th TWSC Vail Mobility and Transportation Master Plan 22: W Forest Road & S Frontage Road Future Plus Project PM Synchro 11 Report Page 12 Intersection Int Delay, s/veh 81.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 108 418 6 11 606 87 18 2 14 116 4 138 Future Vol, veh/h 108 418 6 11 606 87 18 2 14 116 4 138 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 70 - 90 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 93 93 93 96 96 96 71 71 71 83 83 83 Heavy Vehicles, % 11 11 11 4 4 4 0 0 0 0 0 0 Mvmt Flow 116 449 6 11 631 91 25 3 20 140 5 166 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 722 0 0 455 0 0 1465 1425 449 1395 1386 677 Stage 1 - - - - - - 681 681 - 699 699 - Stage 2 - - - - - - 784 744 - 696 687 - Critical Hdwy 4.21 - - 4.14 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.299 - - 2.236 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 840 - - 1095 - - 107 137 614 ~ 120 144 456 Stage 1 - - - - - - 444 453 - 434 445 - Stage 2 - - - - - - 389 424 - 435 450 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 840 - - 1095 - - 59 117 614 ~ 101 123 456 Mov Cap-2 Maneuver - - - - - - 59 117 - ~ 101 123 - Stage 1 - - - - - - 383 390 - 374 441 - Stage 2 - - - - - - 242 420 - 360 388 - Approach EB WB NB SB HCM Control Delay, s 2 0.1 71.5 $ 421.6 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 99 840 - - 1095 - - 174 HCM Lane V/C Ratio 0.484 0.138 - - 0.01 - - 1.786 HCM Control Delay (s) 71.5 10 - - 8.3 - -$ 421.6 HCM Lane LOS F A - - A - - F HCM 95th %tile Q(veh) 2.1 0.5 - - 0 - - 22.3 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 507 HCM 6th TWSC Vail Mobility and Transportation Master Plan 23: Westhaven Drive & S Frontage Road Future Plus Project PM Synchro 11 Report Page 13 Intersection Int Delay, s/veh 3.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 353 56 96 503 92 70 Future Vol, veh/h 353 56 96 503 92 70 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 256 250 - 0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 99 99 82 82 Heavy Vehicles, % 8 8 5 5 13 13 Mvmt Flow 384 61 97 508 112 85 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 445 0 1086 384 Stage 1 - - - - 384 - Stage 2 - - - - 702 - Critical Hdwy - - 4.15 - 6.53 6.33 Critical Hdwy Stg 1 - - - - 5.53 - Critical Hdwy Stg 2 - - - - 5.53 - Follow-up Hdwy - - 2.245 - 3.617 3.417 Pot Cap-1 Maneuver - - 1099 - 228 640 Stage 1 - - - - 665 - Stage 2 - - - - 472 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1099 - 208 640 Mov Cap-2 Maneuver - - - - 326 - Stage 1 - - - - 665 - Stage 2 - - - - 430 - Approach EB WB NB HCM Control Delay, s 0 1.4 17.3 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) 326 640 - - 1099 - HCM Lane V/C Ratio 0.344 0.133 - - 0.088 - HCM Control Delay (s) 21.7 11.5 - - 8.6 - HCM Lane LOS C B - - A - HCM 95th %tile Q(veh) 1.5 0.5 - - 0.3 - 508 HCM 6th TWSC Vail Mobility and Transportation Master Plan 25: Matterhorn Circle & S Frontage Road Future Plus Project PM Synchro 11 Report Page 14 Intersection Int Delay, s/veh 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 349 46 67 524 42 40 Future Vol, veh/h 349 46 67 524 42 40 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 770 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 89 89 88 88 66 66 Heavy Vehicles, % 9 9 1 1 1 1 Mvmt Flow 392 52 76 595 64 61 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 444 0 1165 418 Stage 1 - - - - 418 - Stage 2 - - - - 747 - Critical Hdwy - - 4.11 - 6.41 6.21 Critical Hdwy Stg 1 - - - - 5.41 - Critical Hdwy Stg 2 - - - - 5.41 - Follow-up Hdwy - - 2.209 - 3.509 3.309 Pot Cap-1 Maneuver - - 1121 - 216 637 Stage 1 - - - - 666 - Stage 2 - - - - 470 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1121 - 201 637 Mov Cap-2 Maneuver - - - - 201 - Stage 1 - - - - 666 - Stage 2 - - - - 438 - Approach EB WB NB HCM Control Delay, s 0 1 25 HCM LOS D Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 302 - - 1121 - HCM Lane V/C Ratio 0.411 - - 0.068 - HCM Control Delay (s) 25 - - 8.4 - HCM Lane LOS D - - A - HCM 95th %tile Q(veh) 1.9 - - 0.2 - 509 HCM 6th TWSC Vail Mobility and Transportation Master Plan 26: W Gore Creek Drive & S Frontage Road Future Plus Project PM Synchro 11 Report Page 15 Intersection Int Delay, s/veh 0.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 395 20 13 418 24 3 Future Vol, veh/h 395 20 13 418 24 3 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 84 84 84 84 75 75 Heavy Vehicles, % 8 8 3 3 22 22 Mvmt Flow 470 24 15 498 32 4 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 494 0 1010 482 Stage 1 - - - - 482 - Stage 2 - - - - 528 - Critical Hdwy - - 4.13 - 6.62 6.42 Critical Hdwy Stg 1 - - - - 5.62 - Critical Hdwy Stg 2 - - - - 5.62 - Follow-up Hdwy - - 2.227 - 3.698 3.498 Pot Cap-1 Maneuver - - 1064 - 244 546 Stage 1 - - - - 582 - Stage 2 - - - - 553 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1064 - 239 546 Mov Cap-2 Maneuver - - - - 239 - Stage 1 - - - - 582 - Stage 2 - - - - 542 - Approach EB WB NB HCM Control Delay, s 0 0.3 21.4 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 255 - - 1064 - HCM Lane V/C Ratio 0.141 - - 0.015 - HCM Control Delay (s) 21.4 - - 8.4 0 HCM Lane LOS C - - A A HCM 95th %tile Q(veh) 0.5 - - 0 - 510 HCM 6th TWSC Vail Mobility and Transportation Master Plan 28: N Frontage Road & Red Sandstone Road Future Plus Project PM Synchro 11 Report Page 16 Intersection Int Delay, s/veh 2.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 53 281 347 47 26 50 Future Vol, veh/h 53 281 347 47 26 50 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 93 93 86 86 63 63 Heavy Vehicles, % 5 5 6 6 3 3 Mvmt Flow 57 302 403 55 41 79 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 458 0 - 0 847 431 Stage 1 - - - - 431 - Stage 2 - - - - 416 - Critical Hdwy 4.15 - - - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy 2.245 - - - 3.527 3.327 Pot Cap-1 Maneuver 1087 - - - 331 622 Stage 1 - - - - 653 - Stage 2 - - - - 664 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1087 - - - 310 622 Mov Cap-2 Maneuver - - - - 310 - Stage 1 - - - - 612 - Stage 2 - - - - 664 - Approach EB WB SB HCM Control Delay, s 1.3 0 15.5 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1087 - - - 463 HCM Lane V/C Ratio 0.052 - - - 0.261 HCM Control Delay (s) 8.5 0 - - 15.5 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0.2 - - - 1 511 HCM 6th TWSC Vail Mobility and Transportation Master Plan 29: N Frontage Road & Lions Ridge Loop Future Plus Project PM Synchro 11 Report Page 17 Intersection Int Delay, s/veh 2.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 46 285 377 44 29 52 Future Vol, veh/h 46 285 377 44 29 52 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 86 86 96 96 72 72 Heavy Vehicles, % 3 3 4 4 16 16 Mvmt Flow 53 331 393 46 40 72 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 439 0 - 0 853 416 Stage 1 - - - - 416 - Stage 2 - - - - 437 - Critical Hdwy 4.13 - - - 6.56 6.36 Critical Hdwy Stg 1 - - - - 5.56 - Critical Hdwy Stg 2 - - - - 5.56 - Follow-up Hdwy 2.227 - - - 3.644 3.444 Pot Cap-1 Maneuver 1116 - - - 312 608 Stage 1 - - - - 637 - Stage 2 - - - - 622 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1116 - - - 294 608 Mov Cap-2 Maneuver - - - - 294 - Stage 1 - - - - 600 - Stage 2 - - - - 622 - Approach EB WB SB HCM Control Delay, s 1.2 0 16 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1116 - - - 440 HCM Lane V/C Ratio 0.048 - - - 0.256 HCM Control Delay (s) 8.4 0 - - 16 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0.2 - - - 1 512 HCM 6th TWSC Vail Mobility and Transportation Master Plan 30: N Frontage Road & Buffehr Creek Road Future Plus Project PM Synchro 11 Report Page 18 Intersection Int Delay, s/veh 2.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 45 210 631 38 20 50 Future Vol, veh/h 45 210 631 38 20 50 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 81 81 94 94 58 58 Heavy Vehicles, % 2 2 2 2 10 10 Mvmt Flow 56 259 671 40 34 86 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 711 0 - 0 1062 691 Stage 1 - - - - 691 - Stage 2 - - - - 371 - Critical Hdwy 4.12 - - - 6.5 6.3 Critical Hdwy Stg 1 - - - - 5.5 - Critical Hdwy Stg 2 - - - - 5.5 - Follow-up Hdwy 2.218 - - - 3.59 3.39 Pot Cap-1 Maneuver 888 - - - 239 431 Stage 1 - - - - 483 - Stage 2 - - - - 681 - Platoon blocked, % - - - Mov Cap-1 Maneuver 888 - - - 221 431 Mov Cap-2 Maneuver - - - - 221 - Stage 1 - - - - 447 - Stage 2 - - - - 681 - Approach EB WB SB HCM Control Delay, s 1.6 0 21.4 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 888 - - - 339 HCM Lane V/C Ratio 0.063 - - - 0.356 HCM Control Delay (s) 9.3 0 - - 21.4 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0.2 - - - 1.6 513 HCM 6th TWSC Vail Mobility and Transportation Master Plan 31: N Frontage Road & Commercial Access (City Market)Future Plus Project PM Synchro 11 Report Page 19 Intersection Int Delay, s/veh 4.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 83 206 574 123 57 149 Future Vol, veh/h 83 206 574 123 57 149 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - 0 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 93 93 96 96 97 97 Heavy Vehicles, % 3 3 3 3 1 1 Mvmt Flow 89 222 598 128 59 154 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 726 0 - 0 887 598 Stage 1 - - - - 598 - Stage 2 - - - - 289 - Critical Hdwy 4.145 - - - 6.615 6.215 Critical Hdwy Stg 1 - - - - 5.415 - Critical Hdwy Stg 2 - - - - 5.815 - Follow-up Hdwy 2.2285 - - -3.50953.3095 Pot Cap-1 Maneuver 869 - - - 300 504 Stage 1 - - - - 551 - Stage 2 - - - - 738 - Platoon blocked, % - - - Mov Cap-1 Maneuver 869 - - - 265 504 Mov Cap-2 Maneuver - - - - 265 - Stage 1 - - - - 487 - Stage 2 - - - - 738 - Approach EB WB SB HCM Control Delay, s 3 0 23.5 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 869 - - - 403 HCM Lane V/C Ratio 0.103 - - - 0.527 HCM Control Delay (s) 9.6 0.3 - - 23.5 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0.3 - - - 3 514 HCM 6th TWSC Vail Mobility and Transportation Master Plan 33: N Frontage Road & Commercial Access (Safeway)Future Plus Project PM Synchro 11 Report Page 20 Intersection Int Delay, s/veh 3.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 120 371 601 114 27 135 Future Vol, veh/h 120 371 601 114 27 135 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 87 87 93 93 92 92 Heavy Vehicles, % 2 2 3 3 0 0 Mvmt Flow 138 426 646 123 29 147 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 769 0 - 0 1197 385 Stage 1 - - - - 708 - Stage 2 - - - - 489 - Critical Hdwy 4.14 - - - 6.8 6.9 Critical Hdwy Stg 1 - - - - 5.8 - Critical Hdwy Stg 2 - - - - 5.8 - Follow-up Hdwy 2.22 - - - 3.5 3.3 Pot Cap-1 Maneuver 841 - - - 181 619 Stage 1 - - - - 455 - Stage 2 - - - - 588 - Platoon blocked, % - - - Mov Cap-1 Maneuver 841 - - - 142 619 Mov Cap-2 Maneuver - - - - 142 - Stage 1 - - - - 357 - Stage 2 - - - - 588 - Approach EB WB SB HCM Control Delay, s 3 0 21.1 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 841 - - - 397 HCM Lane V/C Ratio 0.164 - - - 0.444 HCM Control Delay (s) 10.1 0.7 - - 21.1 HCM Lane LOS B A - - C HCM 95th %tile Q(veh) 0.6 - - - 2.2 515 HCM 6th TWSC Vail Mobility and Transportation Master Plan 34: N Frontage Road & Commercial Access (McDonald's)Future Plus Project PM Synchro 11 Report Page 21 Intersection Int Delay, s/veh 2.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 107 434 680 81 18 115 Future Vol, veh/h 107 434 680 81 18 115 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 94 94 98 98 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 119 482 723 86 18 117 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 809 0 - 0 1245 405 Stage 1 - - - - 766 - Stage 2 - - - - 479 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 812 - - - 166 595 Stage 1 - - - - 419 - Stage 2 - - - - 589 - Platoon blocked, % - - - Mov Cap-1 Maneuver 812 - - - 133 595 Mov Cap-2 Maneuver - - - - 133 - Stage 1 - - - - 335 - Stage 2 - - - - 589 - Approach EB WB SB HCM Control Delay, s 2.6 0 18.3 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 812 - - - 405 HCM Lane V/C Ratio 0.146 - - - 0.335 HCM Control Delay (s) 10.2 0.7 - - 18.3 HCM Lane LOS B A - - C HCM 95th %tile Q(veh) 0.5 - - - 1.4 516 HCM 6th TWSC Vail Mobility and Transportation Master Plan 35: N Frontage Road & Commercial Access (Hilton)(Future Plus Project PM Synchro 11 Report Page 22 Intersection Int Delay, s/veh 1.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 60 503 781 37 8 10 Future Vol, veh/h 60 503 781 37 8 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 91 91 93 93 64 64 Heavy Vehicles, % 1 1 3 3 17 17 Mvmt Flow 66 553 840 40 13 16 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 880 0 - 0 1269 440 Stage 1 - - - - 860 - Stage 2 - - - - 409 - Critical Hdwy 4.12 - - - 7.14 7.24 Critical Hdwy Stg 1 - - - - 6.14 - Critical Hdwy Stg 2 - - - - 6.14 - Follow-up Hdwy 2.21 - - - 3.67 3.47 Pot Cap-1 Maneuver 770 - - - 141 525 Stage 1 - - - - 340 - Stage 2 - - - - 597 - Platoon blocked, % - - - Mov Cap-1 Maneuver 770 - - - 124 525 Mov Cap-2 Maneuver - - - - 124 - Stage 1 - - - - 298 - Stage 2 - - - - 597 - Approach EB WB SB HCM Control Delay, s 1.5 0 24.2 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 770 - - - 215 HCM Lane V/C Ratio 0.086 - - - 0.131 HCM Control Delay (s) 10.1 0.5 - - 24.2 HCM Lane LOS B A - - C HCM 95th %tile Q(veh) 0.3 - - - 0.4 517 MOVEMENT SUMMARY Site: 101 [38_Evergreen Lodge & S Frontage Road 2045+P PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Evergreen Lodge 3 L2 All MCs 14 5.0 14 5.0 0.112 7.7 LOS A 0.3 8.9 0.60 0.58 0.60 22.3 18 R2 All MCs 49 5.0 49 5.0 0.112 7.7 LOS A 0.3 8.9 0.60 0.58 0.60 22.5 Approach 63 5.0 63 5.0 0.112 7.7 LOS A 0.3 8.9 0.60 0.58 0.60 22.4 East: S Frontage Road 1u U All MCs 62 5.0 62 5.0 0.261 4.6 LOS A 1.3 33.3 0.11 0.03 0.11 23.1 1 L2 All MCs 32 5.0 32 5.0 0.261 4.6 LOS A 1.3 33.3 0.11 0.03 0.11 23.1 6 T1 All MCs 596 5.0 596 5.0 0.261 4.6 LOS A 1.3 33.3 0.11 0.03 0.11 23.4 Approach 690 5.0 690 5.0 0.261 4.6 LOS A 1.3 33.3 0.11 0.03 0.11 23.4 West: S Frontage Road 5u U All MCs 8 5.0 8 5.0 0.347 6.1 LOS A 1.8 47.7 0.29 0.13 0.29 23.1 2 T1 All MCs 822 5.0 822 5.0 0.347 6.1 LOS A 1.8 47.7 0.29 0.13 0.29 23.2 12 R2 All MCs 22 5.0 22 5.0 0.347 6.1 LOS A 1.8 47.7 0.29 0.13 0.29 23.2 Approach 853 5.0 853 5.0 0.347 6.1 LOS A 1.8 47.7 0.29 0.13 0.29 23.2 All Vehicles 1606 5.0 1606 5.0 0.347 5.5 LOS A 1.8 47.7 0.23 0.10 0.23 23.3 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, June 11, 2024 4:43:28 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 518 MOVEMENT SUMMARY Site: 101 [39_Sandstone Underpass & S Frontage Road 2045+P PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph East: S Frontage Rd 1u U All MCs 3 6.0 3 6.0 0.708 11.6 LOS B 8.5 221.6 0.47 0.16 0.47 29.8 6 T1 All MCs 568 6.0 568 6.0 0.708 11.6 LOS B 8.5 221.6 0.47 0.16 0.47 30.3 16 R2 All MCs 303 6.0 303 6.0 0.708 11.6 LOS B 8.5 221.6 0.47 0.16 0.47 30.1 Approach 874 6.0 874 6.0 0.708 11.6 LOS B 8.5 221.6 0.47 0.16 0.47 30.2 North: Sandstone Underpass 7 L2 All MCs 144 6.0 144 6.0 0.284 8.8 LOS A 1.2 30.6 0.64 0.54 0.64 29.6 14 R2 All MCs 48 6.0 48 6.0 0.284 8.8 LOS A 1.2 30.6 0.64 0.54 0.64 29.9 Approach 193 6.0 193 6.0 0.284 8.8 LOS A 1.2 30.6 0.64 0.54 0.64 29.7 West: S Frontage Rd 5 L2 All MCs 51 6.0 51 6.0 0.393 7.2 LOS A 2.3 59.6 0.42 0.22 0.42 22.5 2 T1 All MCs 384 6.0 384 6.0 0.393 7.2 LOS A 2.3 59.6 0.42 0.22 0.42 22.7 Approach 434 6.0 434 6.0 0.393 7.2 LOS A 2.3 59.6 0.42 0.22 0.42 22.7 All Vehicles 1501 6.0 1501 6.0 0.708 10.0 LOS A 8.5 221.6 0.48 0.23 0.48 27.5 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, June 11, 2024 6:43:01 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 519 MOVEMENT SUMMARY Site: 101 [40_Sandstone Underpass & N Frontage Road 2045 +P PM (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Sandstone Underpass 3u U All MCs 2 4.0 2 4.0 0.410 8.3 LOS A 2.2 57.3 0.58 0.39 0.58 21.7 3 L2 All MCs 302 4.0 302 4.0 0.410 8.3 LOS A 2.2 57.3 0.58 0.39 0.58 21.7 18 R2 All MCs 86 4.0 86 4.0 0.410 8.3 LOS A 2.2 57.3 0.58 0.39 0.58 21.8 Approach 390 4.0 390 4.0 0.410 8.3 LOS A 2.2 57.3 0.58 0.39 0.58 21.7 East: N Frontage Rd 1u U All MCs 2 4.0 2 4.0 0.675 15.1 LOS C 6.7 221.7 0.79 0.86 1.38 25.0 1 L2 All MCs 57 4.0 57 4.0 0.675 15.1 LOS C 6.7 221.7 0.79 0.86 1.38 25.0 6 T1 All MCs 391 45.0 391 45.0 0.675 19.5 LOS C 6.7 221.7 0.79 0.86 1.38 25.1 Approach 451 39.6 451 39.6 0.675 18.8 LOS C 6.7 221.7 0.79 0.86 1.38 25.1 West: N Frontage Rd 2 T1 All MCs 301 4.0 301 4.0 0.345 5.9 LOS A 2.0 52.6 0.25 0.09 0.25 30.0 12 R2 All MCs 128 4.0 128 4.0 0.345 5.9 LOS A 2.0 52.6 0.25 0.09 0.25 29.8 Approach 429 4.0 429 4.0 0.345 5.9 LOS A 2.0 52.6 0.25 0.09 0.25 30.0 All Vehicles 1270 16.6 1270 16.6 0.675 11.3 LOS B 6.7 221.7 0.54 0.46 0.75 25.3 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Tuesday, June 11, 2024 4:46:54 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_06112024.sip9 520 Future 2045 PM Mitigated 521 MOVEMENT SUMMARY Site: 5 [2_Vail Road & S Frontage Road 2045+P PM_Mit (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Vail Road 3c L2 All MCs 37 1.3 37 1.3 0.649 41.9 LOS E 2.6 66.5 0.93 1.06 1.49 21.6 3d T1 All MCs 214 1.3 214 1.3 0.649 39.1 LOS E 2.6 66.8 0.92 1.06 1.49 22.3 18a R1 All MCs 15 1.3 15 1.3 0.649 36.5 LOS E 2.6 66.8 0.91 1.06 1.49 23.0 3e R2 All MCs 72 1.3 72 1.3 0.649 36.5 LOS E 2.6 66.8 0.91 1.06 1.49 22.9 Approach 339 1.3 339 1.3 0.649 38.7 LOS E 2.6 66.8 0.92 1.06 1.49 22.4 East: Frontage Road E 1b L2 All MCs 45 5.4 45 5.4 1.012 74.5 LOS F 15.6 407.0 1.00 1.92 4.16 16.5 1d T1 All MCs 407 5.4 407 5.4 1.012 74.5 LOS F 15.6 407.0 1.00 1.92 4.16 16.6 1e R2 All MCs 826 5.4 826 5.4 1.500 206.4 LOS F 90.8 2368.1 0.94 4.16 11.11 8.3 16b R3 All MCs 140 5.4 140 5.4 1.500 247.3 LOS F 90.8 2368.1 1.00 5.00 13.64 7.1 Approach 1418 5.4 1418 5.4 1.500 169.1 LOS F 90.8 2368.1 0.97 3.53 9.15 9.7 North: Vail Road 5a U All MCs 4 2.6 4 2.6 0.460 10.0 LOS A 2.6 67.1 0.64 0.59 0.82 28.9 7b L3 All MCs 97 2.6 97 2.6 0.460 10.0 LOS A 2.6 67.1 0.64 0.59 0.82 28.9 5b L2 All MCs 293 2.6 293 2.6 0.460 10.0 LOS A 2.6 67.1 0.64 0.59 0.82 28.9 5c T1 All MCs 47 2.6 47 2.6 0.215 6.9 LOS A 0.8 21.2 0.54 0.45 0.54 32.9 5e R2 All MCs 122 2.6 122 2.6 0.215 6.9 LOS A 0.8 21.2 0.54 0.45 0.54 32.6 Approach 564 2.6 564 2.6 0.460 9.0 LOS A 2.6 67.1 0.61 0.54 0.74 29.9 NorthWest: I-70 Off Ramps 7bx L3 All MCs 13 1.2 13 1.2 0.687 23.5 LOS C 4.3 108.9 0.84 1.04 1.54 25.1 7ax L1 All MCs 341 1.2 341 1.2 0.687 23.5 LOS C 4.3 108.9 0.84 1.04 1.54 25.1 14ax R1 All MCs 76 1.2 76 1.2 0.687 11.3 LOS B 4.3 108.9 0.70 0.72 0.78 30.9 14bx R3 All MCs 136 1.2 136 1.2 0.188 7.1 LOS A 0.8 19.8 0.61 0.52 0.61 32.4 Approach 566 1.2 566 1.2 0.687 17.9 LOS C 4.3 108.9 0.76 0.87 1.21 27.2 West: Frontage Road W 4a U All MCs 30 3.8 30 3.8 0.705 24.8 LOS C 4.9 125.9 0.84 1.06 1.63 24.5 4b L2 All MCs 351 3.8 351 3.8 0.705 24.8 LOS C 4.9 125.9 0.84 1.06 1.63 24.5 5a L1 All MCs 268 3.8 268 3.8 0.705 24.8 LOS C 4.9 125.9 0.84 1.06 1.63 24.9 4c T1 All MCs 374 3.8 374 3.8 0.705 23.3 LOS C 5.0 128.6 0.83 1.05 1.62 26.4 4d R2 All MCs 126 3.8 126 3.8 0.705 22.8 LOS C 5.0 128.6 0.83 1.05 1.62 26.5 Approach 1150 3.8 1150 3.8 0.705 24.1 LOS C 5.0 128.6 0.83 1.06 1.62 25.4 All Vehicles 4036 3.6 4036 3.6 1.500 73.0 LOS F 90.8 2368.1 0.85 1.83 4.07 16.5 522 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Friday,September 29, 2023 2:36:25 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_Mit_11292023.sip9 523 MOVEMENT SUMMARY Site: 5 [5_Chamonix Road & N Frontage Road W 2045+P PM_Mit (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: Existing Design Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: Chamonix Road 3a U All MCs 2 2.2 2 2.2 0.411 6.7 LOS A 2.3 58.3 0.30 0.13 0.30 29.9 3b L3 All MCs 496 2.2 496 2.2 0.411 6.7 LOS A 2.3 58.3 0.30 0.13 0.30 29.9 3c L2 All MCs 23 2.2 23 2.2 0.411 6.7 LOS A 2.3 58.3 0.30 0.13 0.30 29.9 3d T1 All MCs 70 2.2 70 2.2 0.358 6.3 LOS A 1.9 48.4 0.29 0.13 0.29 33.2 3e R2 All MCs 360 2.2 360 2.2 0.358 6.3 LOS A 1.9 48.4 0.29 0.13 0.29 32.9 Approach 951 2.2 951 2.2 0.411 6.5 LOS A 2.3 58.3 0.30 0.13 0.30 31.1 SouthEast: I70 WB Off Ramps 2a L3 All MCs 36 1.4 36 1.4 0.119 9.0 LOS A 0.4 10.0 0.66 0.66 0.66 29.3 2b L2 All MCs 4 1.4 4 1.4 0.119 9.0 LOS A 0.4 10.0 0.66 0.66 0.66 29.3 2c L1 All MCs 19 1.4 19 1.4 0.119 9.0 LOS A 0.4 10.0 0.66 0.66 0.66 29.3 2d R1 All MCs 68 1.4 68 1.4 0.262 17.0 LOS C 1.1 27.3 0.40 0.39 0.40 33.4 2e R3 All MCs 223 1.4 223 1.4 0.262 4.1 LOS A 1.1 27.3 0.40 0.39 0.40 33.1 Approach 349 1.4 349 1.4 0.262 6.7 LOS A 1.1 27.3 0.44 0.43 0.44 32.4 East: N Frontage Road W 1a U All MCs 10 1.5 10 1.5 0.399 10.9 LOS B 1.9 49.0 0.68 0.68 0.86 28.7 1b L2 All MCs 255 1.5 255 1.5 0.399 10.9 LOS B 1.9 49.0 0.68 0.68 0.86 28.7 1c L1 All MCs 729 1.5 729 1.5 1.183 113.8 LOS F 56.5 1429.2 1.00 3.36 8.17 12.7 1d T1 All MCs 52 1.5 52 1.5 1.183 113.8 LOS F 56.5 1429.2 1.00 3.36 8.17 12.8 1e R2 All MCs 85 1.5 85 1.5 1.183 113.8 LOS F 56.5 1429.2 1.00 3.36 8.17 12.7 Approach 1131 1.5 1131 1.5 1.183 89.7 LOS F 56.5 1429.2 0.92 2.73 6.46 14.6 North: Chamonix Road 5b L2 All MCs 53 4.3 53 4.3 0.563 27.2 LOS D 2.1 54.0 0.86 0.97 1.29 24.7 5c T1 All MCs 67 4.3 67 4.3 0.563 27.2 LOS D 2.1 54.0 0.86 0.97 1.29 25.1 5d R1 All MCs 61 4.3 61 4.3 0.563 27.2 LOS D 2.1 54.0 0.86 0.97 1.29 25.1 5e R2 All MCs 1 4.3 1 4.3 0.563 27.2 LOS D 2.1 54.0 0.86 0.97 1.29 25.0 Approach 182 4.3 182 4.3 0.563 27.2 LOS D 2.1 54.0 0.86 0.97 1.29 25.0 West: N Frontage Road W 4b L2 All MCs 6 11.0 6 11.0 0.030 18.0 LOS C 0.1 1.8 0.78 0.78 0.78 26.2 4c T1 All MCs 25 11.0 25 11.0 0.326 32.0 LOS D 1.2 33.0 0.79 0.87 1.08 27.1 4d R2 All MCs 41 11.0 41 11.0 0.326 32.0 LOS D 1.2 33.0 0.79 0.87 1.08 27.0 4e R3 All MCs 53 11.0 53 11.0 0.326 14.9 LOS B 1.2 33.0 0.79 0.87 1.08 26.9 Approach 125 11.0 125 11.0 0.326 23.7 LOS C 1.2 33.0 0.79 0.86 1.07 26.9 524 All Vehicles 2739 2.3 2739 2.3 1.183 43.2 LOS E 56.5 1429.2 0.63 1.33 2.96 20.9 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Friday,September 29, 2023 2:32:49 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_Mit_11292023.sip9 525 HCM 6th TWSC 10: Vail Valley Drive & S Frontage Road 06/12/2024 2045+P PM - Mitigated Vail Mobility and Transportation Master Plan 2:38 pm 07/26/2023 2045 Plus Project PM Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 553 288 32 928 0 458 Future Vol, veh/h 553 288 32 928 0 458 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - Yield - None - Free Storage Length - 0 95 - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 87 87 90 90 86 86 Heavy Vehicles, % 6 6 9 9 4 4 Mvmt Flow 636 331 36 1031 0 533 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 636 0 - - Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - 4.19 - - - Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - 2.281 - - - Pot Cap-1 Maneuver - - 915 - 0 0 Stage 1 - - - - 0 0 Stage 2 - - - - 0 0 Platoon blocked, % - - - Mov Cap-1 Maneuver - - 915 - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0.3 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) - - - 915 - HCM Lane V/C Ratio - - - 0.039 - HCM Control Delay (s) 0 - - 9.1 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) - - - 0.1 - 526 HCM 6th TWSC 12: Center East Parking Entrance & S Frontage Road 06/12/2024 2045+P PM - Mitigated Vail Mobility and Transportation Master Plan 2:38 pm 07/26/2023 2045 Plus Project PM Synchro 11 Report Page 2 Intersection Int Delay, s/veh 1.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 871 66 20 1210 0 161 Future Vol, veh/h 871 66 20 1210 0 161 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 120 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 98 98 81 81 Heavy Vehicles, % 4 4 4 4 12 12 Mvmt Flow 947 72 20 1235 0 199 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1019 0 1641 510 Stage 1 - - - - 983 - Stage 2 - - - - 658 - Critical Hdwy - - 4.18 - 7.04 7.14 Critical Hdwy Stg 1 - - - - 6.04 - Critical Hdwy Stg 2 - - - - 6.04 - Follow-up Hdwy - - 2.24 - 3.62 3.42 Pot Cap-1 Maneuver - - 665 - 82 483 Stage 1 - - - - 301 - Stage 2 - - - - 451 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 665 - 80 483 Mov Cap-2 Maneuver - - - - 198 - Stage 1 - - - - 301 - Stage 2 - - - - 437 - Approach EB WB NB HCM Control Delay, s 0 0.2 17.6 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 483 - - 665 - HCM Lane V/C Ratio 0.412 - - 0.031 - HCM Control Delay (s) 17.6 - - 10.6 - HCM Lane LOS C - - B - HCM 95th %tile Q(veh) 2 - - 0.1 - 527 HCM 6th TWSC 15: Village Centre Drive & S Frontage Road 06/12/2024 2045+P PM - Mitigated Vail Mobility and Transportation Master Plan 2:38 pm 07/26/2023 2045 Plus Project PM Synchro 11 Report Page 3 Intersection Int Delay, s/veh 1.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 813 95 13 1215 0 173 Future Vol, veh/h 813 95 13 1215 0 173 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 50 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 87 87 97 97 94 94 Heavy Vehicles, % 6 6 5 5 0 0 Mvmt Flow 934 109 13 1253 0 184 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1043 0 1642 522 Stage 1 - - - - 989 - Stage 2 - - - - 653 - Critical Hdwy - - 4.2 - 6.8 6.9 Critical Hdwy Stg 1 - - - - 5.8 - Critical Hdwy Stg 2 - - - - 5.8 - Follow-up Hdwy - - 2.25 - 3.5 3.3 Pot Cap-1 Maneuver - - 645 - 93 505 Stage 1 - - - - 325 - Stage 2 - - - - 485 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 645 - 91 505 Mov Cap-2 Maneuver - - - - 216 - Stage 1 - - - - 325 - Stage 2 - - - - 475 - Approach EB WB NB HCM Control Delay, s 0 0.1 16.2 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h) - 505 - - 645 - HCM Lane V/C Ratio - 0.364 - - 0.021 - HCM Control Delay (s) 0 16.2 - - 10.7 - HCM Lane LOS A C - - B - HCM 95th %tile Q(veh) - 1.7 - - 0.1 - 528 MOVEMENT SUMMARY Site: 101 [19_S Frontage Rd & E Lionshead Cir_2045+P_Mit (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: E Lionshead Cir 3 L2 All MCs 205 3.0 205 3.0 0.511 12.0 LOS B 3.5 90.1 0.73 0.70 1.01 28.9 18 R2 All MCs 185 3.0 185 3.0 0.511 12.0 LOS B 3.5 90.1 0.73 0.70 1.01 29.1 Approach 390 3.0 390 3.0 0.511 12.0 LOS B 3.5 90.1 0.73 0.70 1.01 29.0 East: S Frontage Rd 1 L2 All MCs 146 3.0 146 3.0 0.713 14.2 LOS B 11.4 291.5 0.77 0.62 1.09 28.6 6 T1 All MCs 621 3.0 621 3.0 0.713 14.2 LOS B 11.4 291.5 0.77 0.62 1.09 29.1 Approach 767 3.0 767 3.0 0.713 14.2 LOS B 11.4 291.5 0.77 0.62 1.09 29.0 West: S Frontage Rd 2 T1 All MCs 523 3.0 523 3.0 0.590 10.2 LOS B 4.8 121.7 0.56 0.29 0.56 31.0 12 R2 All MCs 154 3.0 154 3.0 0.590 10.2 LOS B 4.8 121.7 0.56 0.29 0.56 30.8 Approach 677 3.0 677 3.0 0.590 10.2 LOS B 4.8 121.7 0.56 0.29 0.56 31.0 All Vehicles 1833 3.0 1833 3.0 0.713 12.3 LOS B 11.4 291.5 0.69 0.51 0.88 29.7 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Friday,September 29, 2023 2:17:57 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_SignalMit_11292023.sip9 529 MOVEMENT SUMMARY Site: 101 [21_S Frontage Rd & W Lionshead Cir_2045 +P_Combined_Mit (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.3.210 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh.Dist ] veh/h %veh/h %v/c sec veh ft mph South: S Frontage Rd 3 L2 All MCs 170 3.0 170 3.0 0.459 10.8 LOS B 2.8 72.4 0.70 0.64 0.89 29.4 8 T1 All MCs 183 3.0 183 3.0 0.459 10.8 LOS B 2.8 72.4 0.70 0.64 0.89 29.9 18 R2 All MCs 1 3.0 1 3.0 0.459 10.8 LOS B 2.8 72.4 0.70 0.64 0.89 29.7 Approach 354 3.0 354 3.0 0.459 10.8 LOS B 2.8 72.4 0.70 0.64 0.89 29.7 East: W Lionshead Cir 1 L2 All MCs 1 3.0 1 3.0 0.170 8.0 LOS A 0.7 16.7 0.64 0.58 0.64 31.4 6 T1 All MCs 85 3.0 85 3.0 0.170 8.0 LOS A 0.7 16.7 0.64 0.58 0.64 32.0 16 R2 All MCs 17 3.0 17 3.0 0.170 8.0 LOS A 0.7 16.7 0.64 0.58 0.64 31.7 Approach 102 3.0 102 3.0 0.170 8.0 LOS A 0.7 16.7 0.64 0.58 0.64 31.9 North: S Frontage Rd 7u U All MCs 2 3.0 2 3.0 0.732 15.7 LOS C 12.6 322.0 0.84 0.78 1.36 28.3 7 L2 All MCs 33 3.0 33 3.0 0.732 15.7 LOS C 12.6 322.0 0.84 0.78 1.36 28.3 4 T1 All MCs 118 3.0 118 3.0 0.732 15.7 LOS C 12.6 322.0 0.84 0.78 1.36 28.7 14 R2 All MCs 591 3.0 591 3.0 0.732 15.7 LOS C 12.6 322.0 0.84 0.78 1.36 28.5 Approach 744 3.0 744 3.0 0.732 15.7 LOS C 12.6 322.0 0.84 0.78 1.36 28.5 West: RoadName 5u U All MCs 2 3.0 2 3.0 0.528 9.1 LOS A 3.8 97.3 0.51 0.27 0.51 29.8 5 L2 All MCs 379 3.0 379 3.0 0.528 9.1 LOS A 3.8 97.3 0.51 0.27 0.51 29.8 2 T1 All MCs 95 3.0 95 3.0 0.528 9.1 LOS A 3.8 97.3 0.51 0.27 0.51 30.3 12 R2 All MCs 124 3.0 124 3.0 0.528 9.1 LOS A 3.8 97.3 0.51 0.27 0.51 30.1 Approach 600 3.0 600 3.0 0.528 9.1 LOS A 3.8 97.3 0.51 0.27 0.51 29.9 All Vehicles 1801 3.0 1801 3.0 0.732 12.1 LOS B 12.6 322.0 0.69 0.57 0.94 29.4 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. 530 SIDRA INTERSECTION 9.1 | Copyright © 2000-2023 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: FEHR AND PEERS | Licence: NETWORK / FLOATING | Processed: Wednesday, December 6, 2023 5:17:06 PM Project: C:\Users\syamagata\OneDrive -Fehr & Peers\Desktop\Projects\Vail\Sidra\Vail Roundabouts_SignalMit_11292023.sip9 531 234 Full Page Maps Appendix C 532 GO VAIL 2045 Figure 34: Current Speed Limits in Vail 533 GO VAIL 2045 Figure 44: Vail Transit Winter Bus Routes 534 GO VAIL 2045 Figure 47: Transit Vision 535 GO VAIL 2045 Figure 51: Existing Pedestrian & Bicycle Network 536 GO VAIL 2045 Figure 52: Existing Sidewalks 537 GO VAIL 2045 Figure 58: Three Proposed Road Diet Locations 538 GO VAIL 2045 Figure 64: Existing Pedestrian & Bicycle Corridors 539 GO VAIL 2045 Figure 65: Future Pedestrian & Bicycle Facilities 540 GO VAIL 2045 Figure 72: Vail Roundabouts 541 GO VAIL 2045 Figure 86: Parking Recommendations 542 AGENDA ITEM NO. 5.2 Item Cover Page DATE:July 2, 2024 TIME:30 min. SUBMITTED BY:Carlie Smith, Finance ITEM TYPE:Action Items AGENDA SECTION:Action Items (6:15pm) SUBJECT:Ordinance No. 08, Series of 2024, First Reading, An Ordinance Making Budget Adjustments to the Town of Vail General Fund, Capital Projects Fund, Real Estate Transfer Tax Fund, Housing Fund, Dispatch Services Fund, and Timber Ridge Fund of the 2024 Budget for the Town of Vail, Colorado; and Authorizing the Said Adjustments as Set Forth Herein; and Setting Forth Details in Regard Thereto (6:30pm) SUGGESTED ACTION:Approve, approve with amendments, or deny Ordinance No. 08, Series of 2024, upon first reading. PRESENTER(S):Carlie Smith, Finance Director and Jake Shipe Budget Analyst VAIL TOWN COUNCIL AGENDA ITEM REPORT ATTACHMENTS: 240702 2nd Supplemental Budget Ord #8- 2nd Supplemental 2024 1st Reading 543 TO: Vail Town Council FROM: Finance Department DATE: July 2nd, 2024 SUBJECT: Second Supplemental Appropriation of 2024; 1st Reading of Ordinance 8, Series of 2024 I.SUMMARY During Tuesday evening’s session, you will be asked to approve the first reading of Ordinance No. 8 making supplemental appropriations and adjustments to the 2024 budget. II.DISCUSSION General Fund Budgeted revenues in the General Fund are increased by $132,207. All revenue increases are related to reimbursements and savings for the following expenditures: •A $75,000 High Visibility Enforcement (HVE) grant from the Colorado Department of Transportation will reimburse other Eagle County agencies and Town of Vail police department personnel for costs related to impaired driving enforcement. •An increase of $15,346 in expenditures for activities funded by the Mountain Safe Department of Justice grant. These funds will be used towards program interns and a media awareness campaign. The Town was awarded a total of $150,000 over a three- year period (2022-2024). The Mountain Safe initiative aims to establish a countywide, collaborative program between justice and health services, focusing on targeted interventions for victims and offenders. The total budget expenditures for 2024 will be $53,007, fully offset by grant reimbursements. •Utilization of $4,200 Friends of the Library funds, which will be used to increase costs for the Champagne celebration catering ($4,000) and participation in Dolly Parton’s early literacy program ($1,200). Budgeted expenditures in the General Fund are proposed to increase by $271,256 of which $132,407 will be offset by corresponding revenue reimbursements as listed above. The remaining $139,049, includes: •A re-appropriation of $100,000 for the Eco-Trails Dowd Junction Council Contribution specifically designated toward the Vail to Minturn spur section of the Eagle Valley Trail. The contribution was approved by the Council during the 2023 budget process. This portion of the trail was recently finalized in 2024. 544 -2 - •$30,000 request from the Police Department for uniform cold-weather uniform jackets for the Vail Police Department. The PD last purchased jackets in 2017. •$15,160 for increased license fees for the Brazos eCitation and eCrash systems due to a change in the vendor contract licensing structure moving from a shared license model to a per-device model. •$12,500 for parking messaging cones related to the reduction of overflow parking on the South Frontage Road (approved by Council on April 16th) •$4,050 to build an e-ticketing software solution to integrate with our current system to meet state-reporting requirements. •A $15,000 increase in expenditures for the Transit Route Optimization planning, offset by $15,000 in savings from the Transportation Master Plan within the Capital Projects Fund. •A transfer of $2,880 to the Real Estate Transfer Tax fund to fund volunteer incentives for the May 2nd Clean-Up Day. This will be directly offset by a reduction in contingency funds within the General Fund and has no net impact on total expenditures. The above adjustments to the General Fund budget result in an estimated fund balance of $29.0 million by the end of 2024, or 47% of annual revenues in a normal year. Capital Projects Fund Budgeted revenues will be adjusted by $250,000 for the Colorado Energy Office Geothermal design grant recently awarded to the town for the Vail Civic Area Geothermal District project, including the snowmelt system. Expenditures related to the geothermal project total $400,000, with $250,000 funded by the grant. The remaining $150,000 of funding for design costs are being shifted from the sustainable snowmelt boiler replacement placeholder. This has no impact on the current budget. Aside from the $400,000 geothermal design costs listed above, staff is requesting to adjust 2024 expenditures by a total of $921,272, which includes the following: •$936,272 for the re-appropriation of the Enforcer Aerial Ladder Truck purchased in 2023 but to be delivered in 2024. Due to the timing of the delivery, the payments must be recorded in 2024 for accounting accuracy. This is a timing change only, and 2023 actual expenditures have been reduced by the same amount. •A $15,000 reduction in the Transportation Master Plan budget, to offset the $15,000 Transit Route Optimization increase in the General Fund. All the above adjustments will result in an estimated fund balance of $29.4 million by the end of 2024. Real Estate Transfer Tax (RETT) Fund Budgeted revenues in the RETT Fund will be adjusted by $87,880. All revenue increases are related to reimbursements for the following expenditures: •$55,000 reimbursement from Eagle County for wildland fire risk mitigation. •A $30,000 donation from Vicki and Kent Logan will be used towards acquiring the artist in residency Broel sculpture. The total cost of the sculpture is $60,000. The remaining $30,000 is funded by Art in Public Places funds. •$2,880 for a transfer from the General Fund towards volunteer incentives for the Community Clean Up day held on May 2nd. 545 -3 - RETT fund expenditures are proposed to increase by a net total of $122,880, of which $87,880 will be reimbursed as listed above. The remaining $35,000 is requested for an increase in cost for stormwater maintenance expenditures related to semiannual gutter bin cleaning and pesticide monitoring. The springtime cleaning cost more than anticipated. The $35,000 funding request will go towards the fall cleaning. The above adjustments will result in an estimated fund balance of $7.1 million at the end of 2024. Across the 5-year plan, the RETT Fund is projected to reach its lowest fund balance of $2.2M in 2028. Housing Fund Housing Fund revenues are proposed to increase by $625,000 for the estimated revenue related to the re-sale of Pitkin Creek Unit #3B. This is a placeholder, and the exact sale price has yet to be determined. This is directly offset by an increase in expenditures of $785,444 for the purchase of this unit. The “buy-down” variance between the purchase price and estimated re-sale price of $160,444 will utilize Vail InDeed funds. Staff will true this up based on the actual sales price in a later supplemental. Housing Fund expenditures are proposed to increase by a net total of $50,000 to re- appropriate 2023 budget funds for the final Residences at Main Vail opportunity fee payment from 2023 due to timing of the payment. The above adjustments will result in an estimated fund balance of $1.1 million at the end of 2024. Marketing Fund The Marketing fund reflects the re-allocation of budgeted expenditures between the Education and Enrichment, Visitor Draw, Recreation Events, and Signature Events categories based on the actual 2024 sponsorship allocations supported by the Committee on Special Events (CSE) and Event Funding Committee. This has a net-zero impact on the total budgeted expenditures. Dispatch Services Fund Dispatch Services Fund expenditures are proposed to increase by a total of $208,600. This includes the following: •$194,200 for the addition of a Mobile Responder functionality to the current Computer- Aided Dispatch (CAD) software. This tool allows agencies to track the location of their units, as well as gain situational awareness of all open incidents in their area of operations. This addition will be funded by reserves that have been built up over time and has been agreed upon by all user agencies of the Vail Public Safety Communications Center. •$14,400 for additional fiber cabling charges for the required link to the State of Colorado Digital Trunked Radio (DTR) system, which has undergone a change from analog to digital. The above adjustments will result in an estimated fund balance of $2.0 million at the end of 2024. Timber Ridge Fund Timber Ridge Fund expenditures are proposed to increase by a total of $4,650 for closing costs related to the CDOT Land Parcel acquisition. 546 Proposed 2024 1st 2024 2nd 2024 Budget Supplemental Amended Supplemental Amended Revenue Local Taxes: 40,850,000$ 40,850,000$ 40,850,000$ Sales Tax Split b/t Gen'l Fund & Capital Fund 62/38 62/38 Sales Tax 25,327,000 25,327,000 25,327,000 Property and Ownership 8,445,000 8,445,000 8,445,000 Ski Lift Tax 6,675,000 6,675,000 6,675,000 Franchise Fees, Penalties, and Other Taxes 1,901,156 1,901,156 1,901,156 Licenses & Permits 2,832,032 2,832,032 2,832,032 Intergovernmental Revenue 3,244,333 33,850 3,278,183 128,007 3,406,190 HVE Enforcement Grant ($75.0K), Mountain Safe Grant ($53.0K) Transportation Centers 8,930,196 8,930,196 8,930,196 Charges for Services 1,029,992 (2,098) 1,027,894 1,027,894 Fines & Forfeitures 204,116 204,116 204,116 Earnings on Investments 500,000 500,000 500,000 Rental Revenue 1,757,238 32,028 1,789,266 1,789,266 Miscellaneous and Project Reimbursements 518,199 (79,199) 439,000 4,200 443,200 Utilization of Friends of Library donations ($4.2K) Total Revenue 61,364,262 (15,419) 61,348,844 132,207 61,481,051 Expenditures Salaries 28,477,724 39,195 28,516,919 88,000 28,604,919 HVE Enforcement grant costs ($75.0K), Interns funded by Mountain Safe grant ($13.0K) Benefits 8,940,570 15,242 8,955,812 8,955,812 Subtotal Compensation and Benefits 37,418,294 54,437 37,472,731 88,000 37,560,731 Contributions and Welcome Centers 307,200 307,200 307,200 Childcare Program Funding 250,000 250,000 250,000 All Other Operating Expenses 12,503,275 453,379 12,956,654 80,376 13,037,030 Cold-weather uniform jackets for PD ($30.0K); Brazos eCitation and eCrash license fees ($15.2K); increase in Transit Rout Optimization planning ($15.0K); parking messaging cones ($12.5K); e-ticketing software solution ($4.0K), Friends of Library-funded programs ($4.2K); Mountain Safe Media Awareness ($2.3K); Reduction in contingency funds to use towards Clean Up Day(-$2.8K) Heavy Equipment Operating Charges 3,352,626 3,352,626 3,352,626 Heavy Equipment Replacement Charges 1,193,175 6,875 1,200,050 1,200,050 Dispatch Services 691,448 691,448 691,448 Total Expenditures 55,716,018 514,691 56,230,709 168,376 56,399,085 Surplus (Deficit) from Operations 5,648,244 (530,110) 5,118,135 (36,169) 5,081,966 TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES AND CHANGES IN FUND BALANCE GENERAL FUND 54 7 Proposed 2024 1st 2024 2nd 2024 Budget Supplemental Amended Supplemental Amended TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES AND CHANGES IN FUND BALANCE GENERAL FUND One-Time Items: Planning Projects Transit Route & Operations Planning (75,000) (75,000)(75,000) VLMD Transfer for Destination Stewardship Mgmt. Plan 200,000 200,000 200,000 Destination Stewardship Mgmt. Plan (213,815)(13,500) (227,315)(227,315) Civic Area/Dobson Master Plan (350,000)(350,000)(350,000) West Vail Master Plan (98,029) (98,029)(98,029) Contingency (25,000)(25,000)(25,000) Contributions Funded with Reserves ECO Trail- Eagle Valley Trail Contribution (Minturn)(100,000)(100,000)Re-appropriate ECO Trail Council Contribution from 2023 Net Increase /(Decrease) due to One- Time Items: (388,815) (186,529) (575,344) (100,000) (675,344) Transfer to Marketing & Special Events Fund (2,600,000) (2,600,000) (2,600,000) Transfer to RETT (Booth Heights Acquisition)(3,750,000) (3,750,000) (3,750,000) Transfer to/from Other Funds (48,363) (48,363)(2,880)(51,243)Transfer to RETT fund for Clean-Up Day incentives ($2.9K) Transfer from RETT 13,500 13,500 13,500 Transfer from Other Funds - Timber Ridge Transfer to TR for Site and Podium (23,749,840) (2,472,500) (26,222,340) (26,222,340) Transfer to TR for Building A Subsidy (4,300,000) (4,300,000) (4,300,000) Surplus (Deficit) Net of Transfers and One-Time Items (25,390,411) (6,974,002) (32,364,412) (139,049) (32,503,461) Beginning Fund Balance 61,523,240 61,523,240 61,523,240 Ending Fund Balance 36,132,829$ 29,158,828$ 29,019,779$ As % of Annual Revenues 59%48%47% EHOP balance included in ending fund balance - not spendable 1,542,414$ 16,299$ 1,558,713$ 1,558,713$ 54 8 Proposed 1st 2024 2nd 2024 2024 Supplemental Amended Supplemental Amended 2025 2026 2027 2028 Revenue Total Sales Tax Revenue:40,850,000$ -$ 40,850,000$ -$ 40,850,000$ 41,667,000$ 42,500,000$ 43,775,000$ 45,088,000$ 2024: Down 1% from 2023 Forecast (Includes estimates to Residences Inn), 2025/2026: 2% increase, 2027/2028: 3% Increase Sales Tax Split between General Fund & Capital Fund 62/38 62/38 62/38 62/38 62/38 62/38 Sales tax split 62/38 Sales Tax - Capital Projects Fund 15,523,000$ -$ 15,523,000$ -$ 15,523,000$ 15,833,000$ 16,150,000$ 16,635,000$ 17,133,000$ Updated projections based on YTD actuals, with remainder of the year down 8% from PY; 2% down from 2022 in total; Sales tax split 62/38 Use Tax 2,040,000 - 2,040,000 - 2,040,000 2,081,000 2,123,000 2,165,000 2,208,000 Based on 5-year average; 2024 - 2028: 2% Increase Franchise Fee 205,000 921,672 1,126,672 - 1,126,672 209,000 213,000 217,000 221,000 2024: Utilize 1% Franchise Fee for Holy Cross underground utilities project Federal Grant Revenue - 3,464,882 3,464,882 - 3,464,882 - - - - 2024: Re-appropriate Hickenlooper/Bennet Federal grant award for two electric buses ($1.65M); and 5339 (B) Federal Grant towards two electric buses ($1.8M) Other State Revenue 750,000 2,600,276 3,350,276 250,000 3,600,276 - - - - 2024: MMOF grant towards Mobility Hub Design ($750K); Re-appropriate CDOT grant towards four electric buses ($2.0M), CDOT grant towards four electric bus chargers ($255.7K), remaining MMOF Grant for l&d and bollards($164.4K), fleet charging station grant ($30K); Colorado Energy Office grant towards the design of Geothermal Energy project ($250K) Lease Revenue 172,270 - 172,270 - 172,270 172,270 172,270 172,270 180,884 Per Vail Commons commercial (incr. every 5 years) Project Reimbursement 558,562 215,875 774,437 - 774,437 - - - - 2024: Utilize Holy Cross Enhancement Fund for HCE Underground Utility Project; Total balance $774,437 Timber Ridge Loan repayment 468,933 - 468,933 - 468,933 468,977 3,537,404 - - 2026: Payoff of Timber Ridge Loan using proceeds of new Timber Ridge unit sales Earnings on Investments and Other 289,610 - 289,610 - 289,610 341,734 51,961 59,031 51,334 0.7% returns assumed on available fund balance; Total Revenue 20,007,375 7,202,705 27,210,080 250,000 27,460,080 19,105,981 22,247,635 19,248,301 19,794,218 Expenditures Facilities Facilities Capital Maintenance 469,500 473,487 942,987 - 942,987 265,000 360,000 370,800 381,924 2024 includes: PW 30% roof replacement ($75K), Buzzard Park repairs ($75K), Buzzard Park roof repairs ($50K), transit office windows and doors ($25K), PW overhead garage door ($50K), PW carpet replacement ($50K); Additional funds for Transit Office Air Handler Engineering and Library Air Handler Engineering using 2023 savings from Municipal Complex Maintenance ($473.5K) 2025 includes: Fire Station II Overhead garage doors ($25K), Library Boiler Replacement ($25K); 2026 includes: Lionshead Transit Center Repairs ($50K), Buzzard Park washer/dryer replacement ($15K); Transit Office carpet replacement ($15K); 2027 includes: Lionshead transit center exterior stain ($45k), Lionshead welcome center 1st floor and Grandview flooring replacement ($100k), PW Shop & Bus Barn Roofing 30% ($75K), PW Shop boiler replacement ($35K), ford park lift station pump ($40K); 2028 includes: Fire Station II Sloped Roof Replacement ($50K), public works administration hot water heater replacement ($40K), vail valley drive lift station ($40k); Municipal Complex Maintenance 260,000 1,025,000 1,285,000 - 1,285,000 267,800 275,834 284,109 292,632 2024: Re-appropriate remaining funds for Muni HVAC Replacement ($1.0M); 2025-2028: 3% annual increase Building Energy Enhancement Projects 25,000 25,000 50,000 - 50,000 25,000 25,000 25,000 25,000 2024: Re-appropriate funds for planned energy enhancements to Town buildings; 2024 - 2028: Placeholder for energy enhancements specific to Town buildings Public Works Building Maintenance - 180,000 180,000 - 180,000 - 100,000 - - 2024: Re-appropriate funds towards PW Admin exterior building paint, furnace relocation, and window replacement ($180K) 2026: Roof Replacement ($100K) Welcome Center/Grandview Capital Maintenance 25,000 96,778 121,778 - 121,778 25,000 25,750 26,523 27,318 2024: Re-appropriate furniture upgrade in Lionshead welcome center ($83.7K); Use savings of $13K from Welcome Center displays to go towards furniture upgrades; 2024 - 2028: Annual Maintenance ($25k) Welcome Center display upgrades - - - - - - - - - Purchase of Employee Rental Units 2,000,000 1,224,136 3,224,136 - 3,224,136 2,000,000 2,000,000 2,500,000 2,500,000 2024-2028: Placeholder for purchase of TOV employee housing stock; 2024: Re-appropriate funds towards continuing purchase of TOV employee housing stock ($1.2M) Employee Rental Capital Maintenance 150,000 130,000 280,000 280,000 150,000 75,000 75,000 75,000 2024-2028: Capital Maintenance budget for town owned rental units; 2024: Re-appropriate window replacement Buffehr Creek #6A and #4A ($47.2K) and roof replacement at the Hamlet unit ($72.8K) Geothermal Energy System - - 400,000 400,000 1,500,000 - 3,000,000 - 2024: Utilize placeholder for efficient snowmelt boiler replacements towards the Geothermal Project design, planning, and construction ($150.0K); $250.0K additional design funds offset by grant from Colorado Energy Office; 2025: Placeholder for geothermal component of snowmelt boiler replacement ($1.5M); 2027: Placeholder for geothermal component of snowmelt boiler replacement ($3.0M); Snowmelt Boilers Replacement 1,000,000 1,111,634 2,111,634 (150,000) 1,961,634 1,000,000 - 500,000 - 2024-2027: Placeholder for replacement of BTU boilers at end of life Arrabelle Snowmelt Boilers - 190,000 190,000 - 190,000 - - - - 2024: Re-appropriate funds towards Arabelle Boiler Replacement - Shared with Vail Resorts ($190.0K) Donovan Pavilion Remodel 50,000 - 50,000 - 50,000 - 25,000 - - 2024/2026: Capital Maintenance Placeholders Mountain Plaza Elevator Renovation - - - - - 100,000 - - - 2025: Mountain plaza elevator renovation (shared cost with Vail Resorts) Vail Mobility Hub Expansion 1,500,000 - 1,500,000 - 1,500,000 - 2,000,000 - - 2024: Design for Vail Mobility Hub (VTRC) Expansion ($750K MMOF match grant); 2026: Placeholder for future grant match to construction expansion Fire Sprinkler Upgrades at Bus Barn 500,000 100,000 600,000 - 600,000 - - - - 2024: Update Fire Sprinkler system in bus barn to accommodate needs of expanded electric bus fleet ($500k); Re- appropriate design funds for sprinkler system updates ($100K) Public Works Shops Expansion - 114,543 114,543 - 114,543 - - - - Re-appropriate funds towards architectural feasibility and planning for identified phase two expansion opportunities ($114.5K) Total Facilities 5,979,500 4,670,578 10,650,078 250,000 10,900,078 5,332,800 4,886,584 6,781,432 3,301,874 Parking TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES, AND CHANGES IN FUND BALANCE CAPITAL PROJECTS FUND 549 Proposed 1st 2024 2nd 2024 2024 Supplemental Amended Supplemental Amended 2025 2026 2027 2028 TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES, AND CHANGES IN FUND BALANCE CAPITAL PROJECTS FUND Parking Structures 1,040,000 - 1,040,000 - 1,040,000 1,287,000 1,275,000 1,315,000 1,405,000 2024-2028: Various repairs including deck topping replacement, expansion joint repairs, ventilation, HVAC, plumbing and other structural repairs Parking Entry System / Equipment - 327,191 327,191 - 327,191 - - - 1,045,500 2024: Re-appropriate $114.8K for remaining parking system replacement costs; 2028: Placeholder for parking system update Red Sandstone Parking Structure 70,000 - 70,000 - 70,000 - 50,000 - - 2024: $70K structure resealing; 2026: $50K Concrete patch replacement Total Parking 1,110,000 327,191 1,437,191 - 1,437,191 1,287,000 1,325,000 1,315,000 2,450,500 Transportation Bus Shelters 30,000 202,583 232,583 - 232,583 30,000 30,000 30,000 30,000 2024 - 2028: Bus shelter annual maintenance ($30K); 2024: Re-appropriate funds for Bus Shelter Additions in East Vail ($202.6K) Replace Buses - 7,850,000 7,850,000 - 7,850,000 - - - - 2024: Re-appropriate $7.9M funds for six bus replacements with electric models - Offset by grant funding ($9.6M) Bus Wash Equipment - 650,000 650,000 - 650,000 - - - - 2024: Re-appropriate Bus Wash Replacement ($300K); Increase in cost for bus wash replacement, offset by 2023 savings in Facility Maintenance and Bus Replacements ($350K) Bus Transportation Management System - - - - - - - - 1,000,000 2028: Replacement for Bus Management System ($1.0M) Bus Sign Replacement - 15,025 15,025 - 15,025 - - - - 2024: Re-appropriate $15.0 remaining funds for electric bus signage replacement project Traffic Impact Fee and Transportation Master Plan Updates - 48,943 48,943 (15,000) 33,943 - - - - 2024: Re-appropriate remaining funds to finalize and adopt Go Vail 2045 ($48.9K); 2024: Utilize savings from Transportation Master Plan for the Bus Route Optimization plan. Hybrid / Electric Bus Battery Replacement - 165,000 165,000 - 165,000 - 360,000 - 500,000 2024: Re-appropriate $165K contingency for hybrid bus battery failure; 2026: Scheduled replacement placeholder; Estimated life of 6 years; While batteries are passed their lifecycle replacement has not been needed as of yet; 2028: $500,000 Placeholder for Electric Bus Battery Replacement Bus Camera System - - - - - - 290,000 - - 2026: Replace current fleet of 33 buses with updated camera surveillance system. In 2026 the camera system will be 11 years old and reaching end of life Electric bus chargers and electrical service rebuild 600,000 393,783 993,783 - 993,783 - - - - 2024: $600K New charging station placeholders for additional electric buses added to fleet; Re-appropriate $393.8K for electric bus charging infrastructure project Total Transportation 630,000 9,325,334 9,955,334 (15,000) 9,940,334 30,000 680,000 30,000 1,530,000 Road and Bridges Capital Street Maintenance 1,640,000 - 1,640,000 - 1,640,000 1,450,000 1,743,000 1,457,000 2,145,000 2024 includes surface seal ($310K); asphalt mill overlay ($550K); Drainage Improvement ($105k) Street Light Improvements 75,000 365,000 440,000 - 440,000 75,000 80,000 80,000 80,000 2023: Re-appropriate street light replacements, town now has electrical supervisor to complete work $290K; Town-wide street light replacement; 2024 - 2025: Annual Town-wide street light replacement ($75K); 2026 - 2028: $80K annual Town-wide street light replacement ($80K); 2024: Re-appropriate street light improvements ($365K) Slifer Plaza/ Fountain/Storm Sewer - 70,714 70,714 - 70,714 - - - - 2024: Re-appropriate $70.7k towards water quality smell issues not completed in 2023 Vail Health / TOV Frontage Road improvements - 235,317 235,317 - 235,317 - - - - 2024: Re-appropriate funds for the remaining project: widen sidewalk at Vail International ($235.3K) Neighborhood Bridge Repair - 1,085,599 1,085,599 - 1,085,599 - 500,000 - - 2024: Re-appropriate funds for complete on going projects at Nugget Ln, Lupine Dr, Bighorn Rd at Pitkin and Bighorn Creeks, as well as scour mitigation at Main Gore Dr and Chamonix Rd ($1.1M); 2026: Kinnikinnick East Bridge Rehabilitation Seibert Fountain Improvements - 27,082 27,082 - 27,082 - 100,000 - - 2024: Re-appropriate funds for fountain upgrades ($27.0K) not complete in 2023; 2026: Placeholder for pump replacement Roundabout Lighting Project - 1,236,697 1,236,697 - 1,236,697 - 2,000,000 - - 2026: New lighting at the West Vail roundabout. Current light poles will be replaced with 30' LED light poles and would incorporate smart transportation equipment such as traffic cameras ($2M); 2024: Re-appropriate funds to complete lighting project at Town Center ($1.2M) Neighborhood Drainage Master Plan Update - - - - - 350,000 - - - 2025: Develop Town Drainage Master Plan to be consistent with new East Vail Drainage Master Plan & updated rainfall intensities Neighborhood Road Reconstruction - 1,588,809 1,588,809 - 1,588,809 - - 1,000,000 - 2024: Re-appropriate funds for Meadow Dr culvert lining project, culvert replacement on Black Gore Dr, design for drainage improvements at Meadow Dr/Meadow Ln ($1.6M) 2027: East Vail Road Drainage Improvements West Lionshead Circle Crosswalk - - - - - - 100,000 650,000 - 2026/2027: $750K for crosswalk at Lionshead place East Vail Interchange Underpass Sidewalk - - - - - - - 750,000 - 2027: Request from the Planning and Environmental Commission to construct a pedestrian sidewalk beneath the East Vail interchange; pedestrian count study at the underpass is recommended to be completed before the start of this project. Project deferred from 2020 to 2027; 2027: Request from the Planning and Environmental Commission to construct a pedestrian sidewalk beneath the East Vail interchange; pedestrian count study at the underpass is recommended to be completed before the start of this project. Project deferred from 2020 to 2027 Vail Village Streetscape/Snowmelt Repair 1,500,000 1,433,961 2,933,961 - 2,933,961 - 1,250,000 - - 2024 - 2026: Replacement of 18 yr. old streetscape and snowmelt infrastructure (piping) in Vail Village; Re-appropriate funds for ongoing Vail Village Streetscape/Snowmelt repair ($1.4M) Vail Road Sidewalk Construction - - - - - 100,000 1,000,000 - - 2025: Sidewalk construction on Vail Rd. between Beaver Damn and Forest Rd. ; 2025/2026: Sidewalk construction on Vail Rd. between Beaver Dam and Forest Rd. East Mill Creek Culvert Replacement - - - - - - - 100,000 1,000,000 2025: Replace the metal pipe culvert from Vail Valley drive from Gold Peak to Manor Vail; 2027/2028: Replace the metal pipe culvert from Vail Valley drive from Gold Peak to Manor Vail Sandstone Creek Culvert Replacement at Vail View - - - - - - - 100,000 1,000,000 2025: Replace the metal pipe culvert at Sandstone Creek and Vail View Drive; 2027/2028: Replace the metal pipe culvert at Sandstone Creek and Vail View Drive Lionshead Streetscape/Snowmelt Replacement (VRA)- 250,000 250,000 - 250,000 - - - - 2024: Re-appropriate funds for the completion of 18 yr. old streetscape and snowmelt infrastructure replacement ($250k) Total Road and Bridge 3,215,000 6,293,179 9,508,179 - 9,508,179 1,975,000 6,773,000 4,137,000 4,225,000 550 Proposed 1st 2024 2nd 2024 2024 Supplemental Amended Supplemental Amended 2025 2026 2027 2028 TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES, AND CHANGES IN FUND BALANCE CAPITAL PROJECTS FUND Technology Town-wide camera system 30,000 - 30,000 - 30,000 50,000 50,000 25,000 25,000 $30K Annual maintenance; 2024-2028: Annual maintenance Audio-Visual capital maintenance 150,000 - 150,000 - 150,000 100,000 50,000 50,000 50,000 Annual maintenance / replacement of audio-visual equipment in town buildings such as Donovan, Municipal building, Grand View, LH Welcome Center; Replacement cycle every 3-5 years Cybersecurity 125,000 - 125,000 - 125,000 125,000 125,000 125,000 125,000 Annual 'Investment in cybersecurity, to keeps up with the ongoing changes that are required to maintain a safe and secure computing environment (previously budgeted in software licensing); 2023: Includes additional firewall purchase; Annual 'Investment in cybersecurity, to keep up with the ongoing changes that are required to maintain a safe and secure computing environment (previously budgeted in software licensing) - $125k Software Licensing 865,000 - 865,000 - 865,000 890,950 917,679 945,209 973,565 Annual software licensing and support for town wide systems (3% Annual Increase) Hardware Purchases 75,000 - 75,000 - 75,000 85,000 85,000 85,000 85,000 2024-2028: Workstation replacements (20-25 per year) Website and e-commerce 70,000 - 70,000 - 70,000 67,500 157,500 67,500 67,500 2024-2028: Annual website maintenance ($60K); 2024: New Website ADA Compliance Tool Implementation ($10K); 2025-2028: Website ADA Compliance Tool Continuation ($7,500); 2026: Placeholder to reevaluate current system and assess the need to upgrade ($90k) Fiber Optics / Cabling Systems in Buildings 50,000 745,626 795,626 - 795,626 50,000 50,000 50,000 50,000 2024-2028: Repair, maintain & upgrade cabling/network Infrastructure ($50K); 2024: Re-appropriate funds towards ongoing construction costs for network upgrade ($595.6K); Increase for higher than expected engineering costs ($150K) Network upgrades 150,000 - 150,000 - 150,000 150,000 125,000 50,000 50,000 Computer network systems - replacement cycle every 3-5 years ($50K); Additional labor costs related to network replacement ($15K); Annual Computer network systems - replacement cycle every 3-5 years Data Center (Computer Rooms)150,000 - 150,000 - 150,000 150,000 150,000 150,000 150,000 2024-2028: $150K data center maint Data Center equipment replacement 1,750,000 - 1,750,000 - 1,750,000 - - - - 2024: Replacement of data center main stacks ($1.75M) Broadband (THOR)110,000 - 110,000 - 110,000 125,000 125,000 125,000 125,000 2024-2028: Annual Broadband Expenses Business Systems Replacement - 90,000 90,000 - 90,000 30,000 100,000 30,000 - 2024: Re-appropriate funds for HR performance management system ($17.5K) and budget software ($40K); Budget software price increase funded with 2023 savings from other business systems ($32.5K) 2025/2027: $30K every other year for parking system upgrades; 2026: Placeholder for Business System Replacements ($100k) Total Technology 3,525,000 835,626 4,360,626 - 4,360,626 1,823,450 1,935,179 1,702,709 1,701,065 Public Safety Public Safety System / Records Mgmt. System (RMS) - - - - - 660,000 - - - Town's portion of Dispatch Records Management system Public Safety IT Equipment 40,000 - 40,000 -40,000 35,000 35,000 35,000 35,000 Annual Maint/Replacement of PD IT Equipment including patrol car and fire truck laptops and software used to push information to TOV and other agencies; TOV portion of annual Intergraph software maintenance; ; Annual Maintenance/Replacement of PD IT Equipment including patrol car and fire truck laptops and software used to push information to TOV and other agencies; Public Safety Equipment 140,600 48,363 188,963 - 188,963 140,600 117,000 117,000 117,000 Axon body camera system ($125K in 2024-2025; $102K in 2026-2028); Flock LPR Cameras ($15K annually); 2024: Reappropriate Acquisition of two police K9s ($41.0K) and associated vehicle modifications ($7.4k) Terradyne Public Safety Vehicle 145,000 - 145,000 - 145,000 - - - - 2024: $145,000 for the Town of Vail contribution towards the acquisition of a terradyne armored vehicle by the Eagle County Special Operations Unit (Maintenance cost to be funded by the Town of Avon) Fire Safety Equipment - - - - - 45,000 51,000 368,000 230,000 2025: $45K knox box system replacement/upgrade; 2026: $16K drone expansion; $35K Extrication Equipment; 2027: Self Contained Breathing Apparatus Replacement ($368k); 2028: Heavy Hydraulic Extrication Equipment Replacement ($130K); Special Rescue Trailer Replacement ($50K); Fire Hose Replacement ($50K) Thermal Imaging Cameras - - - - - - 15,000 - 15,860 For the purchase of 3 cameras (2019,2020,2022) which will allow firefighters to see through areas of smoke, darkness, or heat barriers; 2026/2028: Placeholders for thermal camera replacement ($15K) Event Equipment - 6,007 6,007 - 6,007 - - - - 2024: Purchase of additional storage container for Santa's Village ($6.0K) Radio Equipment replacement/expansion 720,000 (720,000) - - - 1,020,000 - - - Replacements of radios for PW, PD and Fire (approximately every 5 years); 2024: Defer fire department radio replacement to 2025 Fire Truck Replacement - 787,037 787,037 936,272 1,723,309 - - 1,030,000 - 2024: Re-appropriate remaining costs for Type 3 Engine Upfitting ($19.2K), Aerial Apparatus Upfitting ($760.4K); Re- appropriate Enforcer Aerial Ladder Truck received in 2024 ($936.3K); 2027: E3 Regular Fire Engine Replacement ($1.0M) Total Public Safety 1,045,600 121,407 1,167,007 936,272 2,103,279 1,900,600 218,000 1,550,000 397,860 Community and Guest Service Children's Garden of Learning Temporary Facility Relocation - 32,248 32,248 - 32,248 - - - - 2024: Re-appropriate $32.2K towards ongoing gutter and heat tape repairs and replacements Pepi's Memorial - - - - - - - - - Loading and Delivery Capital - 126,815 126,815 - 126,815 - - - - 2024 includes 3 club car purchases, in addition to the four purchased in 2023 Energy Enhancements 52,500 61,630 114,130 - 114,130 110,000 138,000 264,000 200,000 2024-2028: Installation of EV stations to meet increased demand. There is potential for grants to offset the initial capital cost of the equipment and installation; 2024: Re-appropriate funds for Public Works Shop EV Chargers and electrical service upgrade ($61.6K) Pedestrian Safety Enhancements - 366,213 366,213 - 366,213 200,000 2,000,000 - - 2024: Re-appropriate $16K for lighting crossing at Safeway; $350K Construction of RRFB Pedestrian Crossing at Safeway; 2025/2026 Pedestrian Improvements through Main Vail Underpass 551 Proposed 1st 2024 2nd 2024 2024 Supplemental Amended Supplemental Amended 2025 2026 2027 2028 TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES, AND CHANGES IN FUND BALANCE CAPITAL PROJECTS FUND Bollard Installation Project - 483,536 483,536 - 483,536 - - - Installation of retractable and standard bollards throughout the Vail & Lionshead Villages and Ford Park ($650K) offset by $250K MMOF Grant in 2023; Re-appropriate funds for ongoing bollard installation project less $45K in funds shifted to loading and delivery project ($483.5K) Civic Area Redevelopment- Dobson - 3,896,275 3,896,275 - 3,896,275 50,350,000 - - - 2024: Re-appropriate funds for ongoing Dobson Redevelopment project ($3.9M); 2025: Placeholder for Civic Area Redevelopment / Dobson Underground Utility improvements 1,700,000 2,487,838 4,187,838 -4,187,838 - - - - 2024: Underground HCE from Main Vail to East Vail in conjunction with fiber conduit ($1.7M) offset by reimbursement above; Re-appropriate unspent 2023 funds towards project ($2.5M) Guest Services Enhancements/Wayfinding - 759,416 759,416 - 759,416 - 800,000 1,200,000 1,200,000 2024: Re-appropriate funds to complete wayfinding signs project ($8.1K); Re-appropriate ongoing parking and transit signage update project ($751.3K); 2026: VMS Replacements; 2027: Updated Wayfinding Signage Program Electric Vehicle Pilot Program - 78,615 78,615 - 78,615 - - - - 2024: Re-appropriate purchase of Ford F150 lightning for pilot testing. Vehicle Expansion 133,000 193,815 326,815 - 326,815 - 60,000 - - 2024: 2 PD take-home vehicles, final stage of program implementation ($133k); 2026: Additional Vehicle for Deputy Chief of Community Risk Reduction Position ($60k) Total Community and Guest Service 1,885,500 8,486,401 10,371,901 - 10,371,901 50,660,000 2,998,000 1,464,000 1,400,000 Total Expenditures 17,390,600 30,059,716 47,450,316 1,171,272 48,621,588 63,008,850 18,815,763 16,980,140 15,006,300 Other Financing Sources (Uses) Debt Service Payment (1,158,592) - (1,158,592) - (1,158,592) (1,157,048) (1,155,240) (1,153,620) (1,200,000) Annual Debt Payment for PW Shops; Debt Payment for PW Shops Transfer from Vail Reinvestment Authority 200,000 4,341,840 4,541,840 - 4,541,840 14,545,870 6,233,304 6,285,961 6,527,702 2023: $4.0M placeholder for Dobson renovation; $1.5M Streetscape/Snowmelt Replacement, $1.0M Civic Area Plan, $20K Lionshead parking Landscaping, $235K to complete Frontage Rd Improvements ($250K less $15K reimbursement from Vail Health), $82K to complete CGL boulder wall; 2024: Lionshead Parking Structure Maintenance ($200K); 2024: Re-appropriate transfer from VRA for Dobson renovation ($3.8M); Children's Garden of Learning Relocation ($32.2K); Frontage Road Enhancements ($220.1K); Lionshead Streetscape/Snowmelt Repairs ($250.0K); 2025/2026: Improvements to S. Frontage Rd Medians ($200K); 2025 - 2028: Dobson Transfer to Housing Fund (2,500,000) - (2,500,000) - (2,500,000) (2,500,000) (2,500,000) (2,500,000) (2,500,000) 2024-2028: $2.5M Transfer to Housing Fund for Vail InDeed program Transfer from Marketing Fund - 6,007 6,007 - 6,007 - - - - 2024: Re-appropriate transfer from the Marketing Fund for Kringle Krossing Storage Container Transfer from General Fund - 48,363 48,363 - 48,363 11,000,000 - - - 2024: Re-appropriate Transfer from Police Seizure Funds to cover K-9 acquisitions ($41K) and K9 Vehicle mods (7K); 2025: Transfer from General Fund towards Dobson Total Other Financing Sources and Uses (3,458,592) 4,396,210 937,618 - 937,618 21,888,822 (2,421,936) (3,367,659) 2,827,702 Revenue Over (Under) Expenditures (841,817) (18,460,801) (19,302,618) (921,272) (20,223,890) (22,014,047) 1,009,937 (1,099,499) 7,615,620 Beginning Fund Balance 49,660,965 49,660,965 49,660,965 29,437,075 7,423,028 8,432,965 7,333,466 Ending Fund Balance 48,819,148 30,358,347 29,437,075 7,423,028 8,432,965 7,333,466 14,949,086 552 Proposed 1st 2024 2nd 2024 2024 Supplemental Amended Supplemental Amended 2025 2026 2027 2028 Revenue Real Estate Transfer Tax 7,000,000$ -$ 7,000,000$ -$ 7,000,000$ 7,000,000$ 7,140,000$ 7,283,000$ 7,429,000$ 2025 flat; 2026-2028 2.0% annual increase Golf Course Lease 175,151 - 175,151 - 175,151 176,903 178,672 180,458 182,263 Annual lease payment from Vail Recreation District; Rent income funds the "Recreation Enhancement Account" below; Annual lease payment from Vail Recreation District; annual increase will be based on CPI; New rate effective 2020 with lease signed in 2019; Rent income funds the "Recreation Enhancement Account" below Intergovernmental Revenue 270,000 495,960 765,960 55,000 820,960 30,000 30,000 30,000 30,000 2024-2028: $30K lottery proceeds used annual for park projects; 2024: $240K CDPHE Grant for water quality projects; 2024: Re- appropriate Eco Trails Reimbursement for Dowd Junction ($150.0K) and remaining ERWSD Reimbursement for Dowd Junction ($312.2K); Re-appropriate remaining CDPHE Water Quality Grant ($22.9K); Re-appropriate unused potion of CPW Bear Education Grant ($10.8K); Eagle County reimbursement for wildfire risk reduction ($55.0K) Project Reimbursements 75,000 - 75,000 - 75,000 - - - - 2024: Evergreen Redevelopment Project Reimbursement for Middle Creek Restoration Fund ($75K) Donations - - - 30,000 30,000 - - - - 2024: Logan donation towards Artist in Residency sculpture acquisition Recreation Amenity Fees 10,000 - 10,000 - 10,000 10,000 10,000 10,000 10,000 $10K annually Bag Fees 50,000 47,800 97,800 - 97,800 50,000 50,000 50,000 50,000 2024: Re-appropriate utilization of bag fee towards recycling center catwalk replacement ($9.0K); Utilize bag fees for Zero Hero Waste Program ($38.8K) Earnings on Investments and Other 68,667 - 68,667 - 68,667 211,375 42,332 24,983 20,683 2024-2028: 0.7% return assumed Total Revenue 7,648,818 543,760 8,192,578 85,000 8,277,578 7,478,278 7,451,004 7,578,441 7,721,946 Expenditures Management Fee to General Fund (5%)350,000 - 350,000 - 350,000 350,000 357,000 364,150 371,450 5% of RETT Collections - fee remitted to the General Fund for administration; Increase based on YTD collections ($30K); 5% of RETT Collections - fee remitted to the General Fund for administration Wildland Forest Health Management 695,415 - 695,415 30,000 725,415 730,186 766,695 805,030 845,281 Wildland Operations; 2024: Personnel and supply costs reimbursed by Eagle County for wildfire risk reduction ($30.0K) Wildland Fire Equipment - - - - - - - 13,000 53,800 2027: Wildland hose ($13.0K); 2028: VHF radio replacement ($53.8K) Wildfire Mitigation 10,000 - 10,000 25,000 35,000 10,000 10,000 10,000 10,000 2024-2028: $10K annually to support wildfire mitigation projects as identified in the 2020 Vail Community Wildfire Protection Plan; Burn prep and fuels reduction on Bald Mountain Road funded by Eagle County($25.0K) Fire Free Five - Rebate Program 100,000 73,189 173,189 - 173,189 100,000 - - - 2024-2025: $100K annually for the Fire Free Five Community Assistance Program provides funding to community members for the implementation of defensible space within the first five feet of the building; 2024: Re-appropriate remaining funds towards ongoing Fire Free Five rebate program ($73.2K) Wildland Fire Shelter 17,500 (17,500) - - - - 17,500 - - 2024: Wildland shelter safety device; Deferred to 2026; 2026: Placeholder for wildland shelter safety Fire Free Five - TOV Implementation 50,000 30,000 80,000 - 80,000 - - - - 2024: $50K Continuation of Fire Free Five at TOV facilities; Re-appropriate $30K towards ongoing Fire Free Five projects Total Wildland 872,915 85,689 958,604 55,000 1,013,604 840,186 794,195 828,030 909,081 Parks Annual Park and Landscape Maintenance 2,377,001 - 2,377,001 - 2,377,001 2,402,635 2,448,311 2,474,714 2,521,760 Annual: Ongoing path, park and open space maintenance, project mgmt. Includes trail host program ($20K) Park / Playground Capital Maintenance 179,000 40,000 219,000 - 219,000 186,500 169,000 170,000 169,000 2024: Re-appropriate funds towards improvements of deteriorating wooden structures at Sunbird Park ($40.0K) Tree Maintenance 125,000 - 125,000 - 125,000 85,000 85,000 85,000 85,000 Annual on going pest control, tree removal and replacements in stream tract, open space, and park areas Street Furniture Replacement 35,000 72,000 107,000 - 107,000 35,000 35,000 35,000 35,000 2024: $72K to replace blue Covid picnic tables with a more aesthetically pleasing option Village Art Landscape Enhancements - 25,000 25,000 - 25,000 - - - - 2024: Re-appropriate funds for the planting bed at Squash Blossom on Bridge Street ($25K) Stephens Park Safety Improvements - 19,904 19,904 - 19,904 - - - - 2024: Re-appropriate funds for remaining equipment cost ($4.9K); Installation of a split-rail fence between park and frontage road ($15.0K) Ford Park- Betty Ford Way Pavers - 50,000 50,000 - 50,000 - - - - 2023: $116K for remaining project costs under contract; Construction of new concrete unit paver roadway, new steel guardrail, stream walk intersection improvement, and landscaping improvements. This project would be coordinated with BFAG; 2024: Re- appropriate funds towards grading and landscape final touch up at streamwalk entrance and guardrail ($50.0K) Ford Park Enhancement: Priority 3 Landscape area - 5,946 5,946 - 5,946 - - - - 2023: Re-appropriate $5.9K for landscaping at the Nature Center bridge; 2024: Re-appropriate $5.9K towards on-going landscape repairs and plant material replacement Ford Park Playground Improvements 268,000 229,804 497,804 - 497,804 - 300,000 - - 2023: $243K Safety Improvements to the Ford Park play area including wooden bridge to boulder area, expansion to toddler area, ADA upgrades, and replacement of a safety net; 2024: Completion of safety improvements to the Ford Park play area; Re- appropriate $229.8K to go towards safety improvements at Ford Park playground Ford Park Picnic Shelter - - - - - - 350,000 - - 2026: Replace Ford Park picnic shelter Ford Park Master Plan Capital Design 200,000 - 200,000 - 200,000 - - - - 2024: Design for ADA compliant routes and Tennis Center renovation Turf Grass Reduction 150,000 - 150,000 - 150,000 - - - - 2024: Continuation of Turf Grass Reduction projects at Main Vail and West Vail Roundabouts and Municipal Building Donovan Park Improvements - 20,000 20,000 - 20,000 - - - 2024: Re-appropriate funds to complete rock garden renovations ($20.0K) Willow Park Drainage Improvements - - - - - - 125,000 - - 2026: Improvements to drainage and inefficient irrigation system Pirateship Park Improvements 300,000 - 300,000 - 300,000 - - - - 2024: Safety improvements: replace wood siding and add climber Donovan Park Playground Safety Improvements - - - - - - 275,000 - - 2026: Replace decks, worn equipment , etc. TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES, AND CHANGES IN FUND BALANCE REAL ESTATE TRANSFER TAX FUND 553 Proposed 1st 2024 2nd 2024 2024 Supplemental Amended Supplemental Amended 2025 2026 2027 2028 TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES, AND CHANGES IN FUND BALANCE REAL ESTATE TRANSFER TAX FUND Gore Creek Promenade Rehabilitation - 408,897 408,897 (40,000) 368,897 750,000 - - - 2025: Planning, design, and rehabilitation of the Gore Creek Promenade caused by excessive guest visitation. Project would include expansion of heated paver walkways, ground-level wood picnic deck, artificial lawn area, landscape enhancements, and a stream walk connection to the Covered Bridge Pocket Park (Deferred from 2023); 2024: Re-appropriate funds for ongoing project; design work for this project to take place in 2024 ($409K); Shift funds to clean steps between Children's Fountain and Gore Creek Promenade ($40.0K) Steps between Gore Creek Promenade and Children's Fountain - - - 40,000 40,000 - - - - 2024: Tree removal and landscaping on steps from Children's Fountain to Gore Creek Promenade ($40.0K) Lionshead Skate Park Capital Maintenance - - - - 50,000 - - 2025: Replacement of Lionshead skate park fencing ($50K) reimbursed by the Vail Reinvestment Authority Slifer Fountain Feature Four Repair 75,000 - 75,000 75,000 - - - - 2024: Repair plumbing leak in feature supply line in Slifer Plaza ($75k) Buffehr Creek Park Safety Improvements - - - - - - - 400,000 2028: Replacement 20-yr old playground equipment with custom build deferred from 2025 to 2028 Ellefson Park Safety Improvements - - - - - - 350,000 - 2027: Replacement 15-yr old playground equipment with custom build (deferred from 2025 to 2027) Total Parks 3,709,001 871,551 4,580,552 - 4,580,552 3,809,135 3,787,311 3,514,714 3,210,760 Rec Paths and Trails Rec. Path Capital Maintenance 150,000 25,000 175,000 - 175,000 85,000 85,000 85,000 85,000 Annual Capital maintenance of the town's recreation path system ($85k); 2024: Recreation path improvements ($65k); 2024: Re- appropriate funds towards shouldering improvements ($25K) Recreation Path Safety Improvements 75,000 - 75,000 - 75,000 - - - - 2024: Design of recreation path safety improvements ($75K) Bike Safety 10,000 - 10,000 - 10,000 10,000 10,000 10,000 10,000 $10K annual cost for bike safety programs Bike Path Signage - 46,081 46,081 - 46,081 - - - - 2024: Re-appropriate funds towards replacement of bike wayfinding signage, striping, and etiquette signage town-wide Pedestrian Bridge Projects 550,000 332,988 882,988 - 882,988 - - - 400,000 2024: $550K for pedestrian overpass; Re-appropriate $333.0K for pedestrian overpass rehab Gore Valley Trail Reconstruction - - - - - 80,000 - 80,000 - 2025/2027: Placeholders for Gore Valley Trail Maintenance East Vail Interchange Improvements - 204,543 204,543 - 204,543 - - - - 2024: Re-appropriate funds for development of a landscape improvement plan due to landscaping and drainage issues ($204.6K) Dowd Junction repairs and improvements - 817,663 817,663 - 817,663 - - - - 2024: Re-appropriate funds for ongoing restabilitzation of Dowd Junction retaining wall ($817.7K) Portalet Enclosures 45,000 8,130 53,130 - 53,130 - - - - Re-appropriate funds for installation of screens received in 2023 ($8.1K) Booth Lake Trailhead Parking Restroom - 2,500 2,500 - 2,500 - - - - 2024: Re-appropriate funds for final landscaping costs ($2.5K) Total Rec Paths and Trails 830,000 1,436,905 2,266,905 - 2,266,905 175,000 95,000 175,000 745,000 Recreational Facilities Golden Peak Pickleball Sound Barriers - 1,498 1,498 - 1,498 - - - - 2024: Re-appropriate funds for purchase of remaining panels ($1.5K) Nature Center Operations 112,654 - 112,654 - 112,654 116,033 119,514 121,905 124,343 Nature Center operating costs(Contract with Walking Mountains) Nature Center Capital Maintenance 8,064 - 8,064 - 8,064 26,291 4,990 14,098 - 2024: path and walkway repairs ($8.1K); 2025: signage ($16.6K); regravel access road ($9.8K); 2026: benches and tables; 2027: Slope roofing ($14.1K); Nature Center Redevelopment - 383,522 383,522 - 383,522 - - - - 2024: Re-appropriate $383.5K for further planning and design for a nature center remodel; Nature Center Construction is currently unfunded Total Recreational Facilities 120,718 385,020 505,738 - 505,738 142,324 124,504 136,003 124,343 Environmental Environmental Sustainability 824,626 (13,500) 811,126 2,880 814,006 865,857 909,150 975,608 1,002,338 2024: Annual operating expenditures for Environmental department (4.25 FTEs); includes $50K for hard-to=recycle events, professional dues to organizations such as CC4CA, Climate Action Collaborative, etc.; $14k sustainability intern, $14K Waste Education intern; $14K Water Quality Intern; 2024: Eliminate one intern position and use savings towards a transfer to General Fund to increase budget and scope of Destination Stewardship Management Plan ($13.5K reduction); Clean-up day volunteer incentives ($2.9K) Recycling and Waste Reduction Programs 95,500 104,900 200,400 - 200,400 100,275 105,289 110,553 116,081 2024: Continue Compost Residential Expansion ($15k); Love Vail Website ($8k); Recycling and Composting Hauls to Eagle County ($25k); Recycling Compliance and Education ($7.5k); Actively Green ($40k); Re-appropriate funds towards business compost program funds ($24.0K), residential compost program funds ($24.0K), and ball cup program funds ($12.1K); $6.0K in additional funding for ball cup order of 12oz cups; Continuation of Zero Hero Waste program ($38.8K) - Funded through bag fees Recycling Center Catwalk Replacement - 16,500 16,500 - 16,500 - - - - 2024: Re-appropriate catwalk replacement at recycling center ($16.5K) - Funded with $9K of bag fees Ecosystem Health 234,017 375,000 609,017 - 609,017 235,218 246,979 259,328 272,294 2024: CC4CA Retreat Host Community ($18k); Open Lands Plan Implementation ($32k); Strategic Plan Rollout / Completion ($10k); Sustainable Destination Recertification & Fees ($20k); Sustainable Destination Reporting, Travel, Program ($25k); USFS Front Ranger Program ($29k); Wildlife Habitat Improvements, Wildlife Forum ($100k); Re-appropriate funds towards Dowd Junction Safe Passage Study partnership with CDOT ($175.0K), wildlife habitat improvements ($100.0K), biodiversity study ($50.0K), and ongoing Protect Wildlife bear campaign ($36.8K); additional funds for ongoing Protect Wildlife bear campaign ($13.2K) Energy & Transportation 122,500 15,000 137,500 - 137,500 102,375 107,494 112,868 118,512 2024-2028: Energy Smarts ($40K); Sole Power ($5K); Sole Power App ($50K); Greenhouse Gas Inventory ($25K); Energy-related education and outreach ($2.5K); 2024: Car share feasibility study ($15.0K) E-Bike Programs 243,000 - 243,000 - 243,000 255,150 267,908 281,303 295,368 E-Bike Share$225K; E-Bike Ownership program ($18K); $15K for E-Bike Rebate program E-Bike Share Infrastructure - 14,711 14,711 - 14,711 - - - - E-Bike Share Infrastructure- Gravel pads and bike racks; 2024: Re-appropriate funds for additional gravel pads and bike racks ($14.7K) 554 Proposed 1st 2024 2nd 2024 2024 Supplemental Amended Supplemental Amended 2025 2026 2027 2028 TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES, AND CHANGES IN FUND BALANCE REAL ESTATE TRANSFER TAX FUND Streamtract Education/Mitigation 30,000 - 30,000 - 30,000 30,000 30,000 30,000 30,000 2024 - 2028: Annual streamtract education programming such as "Lunch with Locals" landscape workshops ($50k), City Nature Challenge and storm drain art Water Quality Infrastructure - 195,007 195,007 - 195,007 - - - - 2024: Re-appropriate funds for ongoing water quality infrastructure project ($195.0K) Water Quality Maintenance 285,000 - 285,000 35,000 320,000 216,300 222,789 229,473 236,357 2024-2028: Annual cleaning and draining of frog gutter bins ($150k) and water quality vaults ($60k); 2024: Placeholder for updated water quality study ($75K); 2024: Increase in cost of cleaning of frog gutter bins and water quality vaults based on higher- than-expected spring-time cleaning costs ($35K) Streambank Mitigation - 35,000 35,000 - 35,000 - - - - 2024: Re-appropriate funds for streambank planting project ($35K) Middle Creek Restoration Fund 75,000 - 75,000 - 75,000 - - - - 2024: The Evergreen redevelopment project is required to provide a restoration plan for Middle Creek. The property is owned by the Town of Vail. The Town will fund the restoration plan and be reimbursed by the developer (reimbursement included above) Private Streambank Mitigation Program 80,000 - 80,000 - 80,000 50,000 50,000 50,000 50,000 2024 - 2028: Private Streambank Mitigation Program Booth Heights Open Space - 18,778,754 18,778,754 - 18,778,754 - - - - 2024: Re-appropriate acquisition of Booth Heights parcel for open space ($17.6M); Increase acquisition cost for additional legal fees ($1.1M) Gore Creek Interpretive Signage - 222,165 222,165 - 222,165 - - - - 2024: Re-appropriate funds towards ongoing project ($190.5K); New request of $32K for Gore Creek signage using savings from the 2023 streambank restoration project for increased costs Energy Efficiency Performance Contract 150,000 - 150,000 - 150,000 - - - - 2024: Placeholder for an energy audit to facilitate an Energy Efficiency Performance Contract. Total Environmental 2,139,643 19,743,537 21,883,180 37,880 21,921,060 1,855,175 2,089,608 2,049,133 2,120,950 Art Public Art - Operating 188,525 - 188,525 - 188,525 197,951 207,849 218,241 229,153 2024 - 2028: Art in Public Places programming and operations Public Art - General program / art 60,000 83,167 143,167 30,000 173,167 60,000 60,000 60,000 60,000 2024: Re-appropriate funds to purchase sculptures, artwork, art programs and events ($423.2K); Utilize funds for Art Space Studio construction ($360K); Logan donation towards Broel sculpture acquisition- see corresponding revenue above; 2024-2028: Annual funds purchase sculptures, artwork, art programs and events; remainder is re-appropriated each year to accumulate enough funds. ($60k) Public Art - Winterfest 30,000 49,383 79,383 - 79,383 30,000 30,000 30,000 30,000 2024: Re-appropriate donated funds towards 2024 Winterfest program; 2024-2028: $30K Winterfest budget. Seibert Memorial Statue- Maintenance - 11,692 11,692 - 11,692 - - - - 2024: Re-appropriate donated funds towards upkeep of sculpture ($11.7K) Art Space - 1,420,375 1,420,375 - 1,420,375 - - - - 2024: Re-appropriate funds towards construction of Art Space Studio in Ford Park ($760.4K); $660K cost increase funded by $360K of General Program Art Funds and $300K of 2023 RETT savings Artist In Residency - Operating 30,000 - 30,000 - 30,000 62,500 62,500 62,500 62,500 2024 - 2028: Operating costs for artist in residency program utilizing the new Art Space Artist In Residency - Capital Art Acquisitions 20,000 - 20,000 - 20,000 37,500 37,500 37,500 37,500 2024 - 2028: Capital art acquisition costs associated with artist in residency program. Total Art 328,525 1,564,617 1,893,142 30,000 1,923,142 387,951 397,849 408,241 419,153 Community Council Contribution: Betty Ford Alpine Garden Support 79,195 - 79,195 - 79,195 76,142 76,142 76,142 77,665 Annual operating support of the Betty Ford Alpine Gardens; annual increase to follow town's general operating annual increase Council Contribution: Eagle River Watershed Support 42,000 - 42,000 - 42,000 42,840 42,840 42,840 43,697 Annual support of the Eagle River Watershed Council programs Council Contribution: Trail Alliance 17,500 - 17,500 - 17,500 - - - - 2024: Adopt A Trail Council Contribution for trails in or bordering the Town Total Contributions 138,695 - 138,695 - 138,695 118,982 118,982 118,982 121,362 VRD-Managed Facilities & Maintenance Recreation Enhancement Account 175,151 364,170 539,321 - 539,321 176,903 178,672 180,458 182,263 Annual rent paid by Vail Recreation District; to be re-invested in asset maintenance; 2024: Re-appropriate funds to be re-invested in maintenance ($354.9K); Additional $9.3K for lease payment collected over budget Recreation Facility Maintenance 22,000 - 22,000 - 22,000 22,000 22,000 22,000 22,000 facility maintenance Synthetic Turf Replacement - 472,000 472,000 - 472,000 - - - - 2024: Re-appropriate funds towards synthetic turf replacement ($472K) Golf Clubhouse 13,708 (1,224) 12,484 - 12,484 131,323 64,060 - 58,319 2024: Heat tape replacement ($13.7K); 2025: circulation pumps ($98.0K), clubhouse parking lot mill & overlay ($23.9K), clubhouse signage ($9.4K); 2026: Stucco/stone ($37.3K), wood trim ($26.8K); 2028: Clubhouse exterior door replacement ($32.2K), Clubhouse parking lot mill & overlay ($26.2K) Athletic Field Restroom/Storage Building - 1,000,000 1,000,000 - 1,000,000 - - - - 2024: Re-appropriate $1.0M for the replacement of existing restroom/concession with new 2000 sq. ft. restroom/storage building. Golf Course - Other 22,020 410,049 432,069 - 432,069 3,954 237,660 169,325 33,359 2024: Maintenance building Gas Fired Heater ($6.5k); Maintenance building overhead radiant heating ($12.9k); Maintenance building wood privacy fencing ($2.7k); 2024: Re-appropriate $410K for completion of golf course projects; 2025: Maintenance building asphalt driving and parking area; 2026: Maintenance building streambank restoration ($234.1K) exterior doors ($3.5K); 2027: Split costs: 1st hole path planking ($77.6K); 1st hole bridge planking and stone veneer ($53.4K); 2nd hole bridge planking ($14.2K), 11th hole ped bridges ($18.9K); 2028: Maintenance building stucco ($25.2K), Maintenance building asphalt ($4.7K), Maintenance building wood privacy fencing ($3.4K) Drainage Improvements & Fence near Golf Maintenance Building 295,410 - 295,410 - 295,410 - - - - 2024: Drainage and grading improvements and fence repair near golf maintenance building ($295K) Dobson Ice Arena 17,336 626,395 643,731 - 643,731 118,815 - - - 2024: Wood trim repairs ($11.3), chemical feed system repairs ($6.0K); 2025: Boiler and circulation system ($77.2K), Water filtration issues ($27.6K); Exhaust Stacks ($3.7K); 2024: Re-appropriate funds towards repairs not completed in 2023 ($626.4K) 555 Proposed 1st 2024 2nd 2024 2024 Supplemental Amended Supplemental Amended 2025 2026 2027 2028 TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES, AND CHANGES IN FUND BALANCE REAL ESTATE TRANSFER TAX FUND Ford Park / Tennis Center Improvements 13,261 137,593 150,854 - 150,854 54,166 1,462,552 - - 2024: Furnace, hot water tank, baseboards replacement ($13.3K); Re-appropriate funds towards incomplete projects ($137.6K) 2025: Wood siding and windows ($54.2K); 2026 includes a rebuild of tennis courts, retaining walls, and court fencing Athletic Fields 9,362 107,185 116,547 - 116,547 99,319 - 26,704 - 2024: Asphalt parking lot repairs ($9.3K); Re-appropriate grading and drainage repairs ($108.2K); 2025: Asphalt parking lot ($99.3K); 2027: Asphalt parking lot repairs ($11.1K), wood structure paint ($9.3K), wood trim, post, & beam repair ($6.2k) Gymnastics Center - 219,399 219,399 - 219,399 59,041 - - - 2024: Re-appropriate ongoing repairs from 2023 ($354.9K); 2025: Furnace ($27.6K), Elevator ($27.6K); concrete stairs and walkways (3.0K); Total VRD-Managed Facilities & Maintenance 568,248 3,335,567 3,903,815 - 3,903,815 665,520 1,964,944 398,487 295,941 Total Expenditures 9,057,745 27,422,886 36,480,631 122,880 36,603,511 8,344,273 9,729,393 7,992,739 8,318,040 Other Financing Sources (Uses) Transfer from/(to) General Fund for Booth Heights (282,199) 3,844,699 3,562,500 - 3,562,500 (200,056) (200,056) (200,056) (200,056) Payback of funds for Booth Heights acquisition costs over 20 years, 2024-2043 - $5.64M; 2024: Re-appropriate transfer of a loan from the General Fund for the acquisition of the Booth Heights Parcel ($5.6M) Transfer from/(to) General Fund - Other - (13,500) (13,500) 2,880 (10,620) - - - - 2024: Transfer to General Fund for increase in budget and scope of Destination Stewardship Management Plan; Transfer from General Fund for Clean-Up Day volunteer incentives Revenue Over (Under) Expenditures (1,691,126) (23,047,927) (24,739,053) (35,000) (24,774,053) (1,066,052) (2,478,445) (614,354) (796,151) Beginning Fund Balance 31,887,550 31,887,550 31,887,550 7,113,497 6,047,445 3,569,000 2,954,646 Ending Fund Balance 30,196,424$ 7,148,497$ 7,113,497$ 6,047,445$ 3,569,000$ 2,954,646$ 2,158,495$ 556 TOWN OF VAIL PROPOSED AMENDED 2024 BUDGET SUMMARY OF REVENUE, EXPENDITURES AND CHANGES IN FUND BALANCE HOUSING FUND Proposed 2024 1st 2024 2nd 2024 Budget Supplemental Amended Supplemental Amended Revenue Housing Sales Tax 4,950,000$ 4,950,000$ 4,950,000$ Transfer in from Capital Projects Fund 2,500,000 2,500,000 2,500,000 Workforce Housing Sales 475,000 475,000 625,000 1,100,000 Estimated resale revenue for Pitkin Creek #3B (Placeholder) Total Revenue 7,450,000 475,000 7,925,000 625,000 8,550,000 Expenditures Housing Programs InDeed Program 2,500,000 680,089 3,180,089 (160,444) 3,019,645 Utilize $160.4K from InDeed placeholder to purchase Pitkin Creek #3B above estimated resale revenue Buy Down Housing 106,891 106,891 106,891 Future Purchases 1,500,000 1,500,000 1,500,000 Pitkin Creek Unit #14A 4,000 4,000 4,000 Pitkin Creek Unit #3B 785,444 785,444 Utilize resale revenue of $625K and $160.4M of InDeed funds to purchase Pitkin Creek #3B Construction Housing Projects Timber Ridge Redevelopment 80,920 80,920 80,920 W. Middle Creek Development 3,892,046 3,892,046 3,892,046 W. Middle Creek Development Legal Fees Contingency 50,000 50,000 50,000 Residences at Main Vail Opportunity Fee - 50,000 50,000 Re-appropriation of remaining RMV opportunity fee Land Purchases for future Housing CDOT Parcel Acquisition Placeholder 5,920,000 5,920,000 5,920,000 Eagle-Vail Parcel Placeholder 50,000 50,000 50,000 Total Expenditures 2,500,000 12,283,946 14,783,946 675,000 15,458,946 Operating Income 4,950,000 (11,808,946) (6,858,946) (50,000) (6,908,946) Other Finance Sources (Uses Transfer to Timber Ridge- Site and Podium (9,000,000) (93,105) (9,093,105) (9,093,105) Transfer to Timber Ridge- CDOT Land Acquisition (1,715,000) (1,715,000) (1,715,000) Total Other Finance Sources (Uses)(9,000,000) (1,808,105) (10,808,105) - (10,808,105) Surplus (Deficit) Net of Transfers and One-Time Items (4,050,000) (13,617,051) (17,667,051) (50,000) (17,717,051) Beginning Fund Balance 18,784,163 18,784,163 18,784,163 Ending Fund Balance 14,734,163$ 1,117,111$ 1,067,111$ 557 TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES AND CHANGES IN FUND BALANCE VAIL MARKETING & SPECIAL EVENTS FUND Proposed Proposed 2024 1st 2024 2nd 2024 Budget Supplemental Amended Supplemental Amended Revenue Business Licenses 345,000$ 345,000$ 345,000$ Transfer in from General Fund 2,600,000 2,600,000 2,600,000 Earnings on Investments 250 250 250 Total Revenue 2,945,250 - 2,945,250 - 2,945,250 Expenditures Commission on Special Events (CSE) :4 CSE Surveys 54,000 54,000 54,000 Education & Enrichment 154,530 154,530 (18,030) 136,500 Visitor Draw 684,648 684,648 50,622 735,270 Recreation 75,000 75,000 49,000 124,000 Signature Events 1,095,252 1,095,252 (81,592) 1,013,660 Town Produced Events:801,000 (6,007) 794,993 794,993 NYE/4th of July Display 58,000 58,000 58,000 Ambient Event Funding: Music in the Villages 237,978 237,978 237,978 Collection Fee - General Fund 17,250 17,250 17,250 Total Expenditures 3,177,658 (6,007) 3,171,651 - 3,171,651 Other Financing Sources (Uses) Transfer to Capital Projects Fund -(6,007) (6,007) (6,007) Revenue Over (Under) Expenditures (232,408) - (232,408) - (232,408) Beginning Fund Balance 347,609 347,609 347,609 Ending Fund Balance 115,201$ 115,201$ 115,201$ 558 Proposed 2024 2nd 2024 Budget Supplemental Amended Revenue E911 Board Revenue 1,167,993$ 1,167,993$ Interagency Charges 1,598,162 1,598,162 Town of Vail Interagency Charge 691,448 691,448 Earnings on Investments and Other 5,000 5,000 Total Revenue 3,462,603 - 3,462,603 Expenditures Salaries & Benefits 2,867,907 2,867,907 Operating, Maintenance & Contracts 613,342 14,400 627,742 Additional fiber cabling charges ($14.4K) Capital Outlay - 194,200 194,200 Mobile Responder functionality add-on to CAD software ($194.2K) Total Expenditures 3,481,249 208,600 3,689,849 Revenue Over (Under) Expenditures (18,646) (208,600) (227,246) Transfer In from General Fund Beginning Fund Balance 2,237,191 2,237,191 Ending Fund Balance 2,218,545$ 2,009,945$ TOWN OF VAIL PROPOSED AMENDED 2024 BUDGET SUMMARY OF REVENUE, EXPENDITURES, AND CHANGES IN FUND BALANCE DISPATCH SERVICES FUND 559 Proposed 2024 1st 2024 2nd 2024 Budget Supplemental Amended Supplemental Amended Revenue Rental Income 466,438$ 466,438$ 466,438$ Other Income 3,681 3,681 3,681 Total Revenue 470,119 - 470,119 470,119 Expenditures Operating, Maintenance & Contracts 171,872 125,624 297,496 297,496 Contingency 50,000 50,000 50,000 Total Expenditures 171,872 175,624 347,496 347,496 Operating Income 298,247 (175,624) 122,623 122,623 Non-operating Revenues (Expenses) Interest on Investments 12,500 12,500 12,500 Loan Principal Repayment to Capital Projects Fund (401,508) (401,508) (401,508) Interest Payment to Capital Projects Fund (61,447) (61,447) (61,447) Total Non-operating Revenues (Expenses)(450,455) - (450,455) (450,455) Site/Podium/Land Transfer from Housing Fund- CDOT Land Acquisition 1,715,000 1,715,000 1,715,000 CDOT Land Acquisition (1,715,000) (1,715,000) (4,650) (1,719,650) Recording fees for acquisition ($4.7K) Site and Podium- Timber Ridge Redevelopment (32,749,840) (2,529,363) (35,279,203) (35,279,203) Redevelopment Legal Fee Contingency (50,000) (50,000) (50,000) Transfer from Housing Fund- Site and Podium 9,000,000 93,105 9,093,105 9,093,105 Transfer from General Fund- Site and Podium 23,749,840 2,472,500 26,222,340 26,222,340 Total Site and Podium - (13,758) (13,758) (18,408) Building A- Debt Service Loan from GF for Subsidy 4,300,000 4,300,000 4,300,000 Building D - Purchase Price (5,847,933) (5,847,933) (5,847,933) Total Building A- Debt Service (1,547,933) - (1,547,933) (1,547,933) Revenue Over (Under) Expenditures (1,700,141) (189,382) (1,889,523) (1,894,173) Beginning Fund Balance 2,898,789 2,979,783 2,979,783 Ending Fund Balance 1,198,648$ 1,090,260$ 1,085,610$ TOWN OF VAIL 2024 PROPOSED AMENDED BUDGET SUMMARY OF REVENUE, EXPENDITURES AND CHANGES IN FUND BALANCE TIMBER RIDGE FUND 560 Ordinance No. 8, Series of 2024 ORDINANCE NO. 8 SERIES OF 2024 AN ORDINANCE MAKING BUDGET ADJUSTMENTS TO THE TOWN OF VAIL GENERAL FUND, CAPITAL PROJECTS FUND, REAL ESTATE TRANSFER TAX FUND, HOUSING FUND, DISPATCH SERVICES FUND, AND TIMBER RIDGE FUND OF THE 2024 BUDGET FOR THE TOWN OF VAIL, COLORADO; AND AUTHORIZING THE SAID ADJUSTMENTS AS SET FORTH HEREIN; AND SETTING FORTH DETAILS IN REGARD THERETO. WHEREAS, contingencies have arisen during the fiscal year 2024 which could not have been reasonably foreseen or anticipated by the Town Council at the time it enacted Ordinance No. 24, Series of 2023, adopting the 2024 Budget and Financial Plan for the Town of Vail, Colorado; and, WHEREAS, the Town Manager has certified to the Town Council that sufficient funds are available to discharge the appropriations referred to herein, not otherwise reflected in the Budget, in accordance with Section 9.10(a) of the Charter of the Town of Vail; and, WHEREAS, in order to accomplish the foregoing, the Town Council finds that it should make certain budget adjustments as set forth herein. NOW, THEREFORE, BE IT ORDAINED, BY THE TOWN COUNCIL OF THE TOWN OF VAIL, COLORADO that: 1. Pursuant to Section 9.10(a) of the Charter of the Town of Vail, Colorado, the Town Council hereby makes the following budget adjustments for the 2024 Budget and Financial Plan for the Town of Vail, Colorado, and authorizes the following budget adjustments: General Fund $ 271,256 Capital Projects Fund 1,171,272 Real Estate Transfer Tax Fund 122,880 Housing Fund 675,000 Dispatch Services Fund 208,600 Timber Ridge Fund 4,650 Interfund Transfers (2,880) Total $ 2,450,778 2. If any part, section, subsection, sentence, clause or phrase of this ordinance is for any reason held to be invalid, such decision shall not affect the validity of the remaining portions of this ordinance; and the Town Council hereby declares it would have passed this ordinance, and each part, section, subsection, sentence, clause or phrase thereof, regardless of the fact that any one or 561 Ordinance No. 8, Series of 2024 more parts, sections, subsections, sentences, clauses or phrases be declared invalid. 3. The Town Council hereby finds, determines, and declares that this ordinance is necessary and proper for the health, safety, and welfare of the Town of Vail and the inhabitants thereof. 4. The repeal or the repeal and reenactment of any provision of the Municipal Code of the Town of Vail as provided in this ordinance shall not affect any right which has accrued, any duty imposed, any violation that occurred prior to the effective date hereof, any prosecution commenced, nor any other action or proceedings as commenced under or by virtue of the provision repealed or repealed and reenacted. The repeal of any provision hereby shall not revive any provision or any ordinance previously repealed or superseded unless expressly stated herein. 5. All bylaws, orders, resolutions, and ordinances, or parts thereof, inconsistent herewith are repealed to the extent only of such inconsistency. This repealer shall not be construed to revise any bylaw, order, resolution, or ordinance, or part thereof, theretofore repealed. INTRODUCED, READ, APPROVED, AND ORDERED PUBLISHED ONCE IN FULL ON FIRST READING this 2nd day of July 2024, and a public hearing shall be held on this Ordinance on the 16th day of July, 2024, at the regular meeting of the Town Council of the Town of Vail, Colorado, in the Municipal Building of the town. _______________________________ Travis Coggin, Mayor ATTEST: ___________________________ Stephanie Kauffman, Town Clerk 562