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Home My WebLink AboutPEC090005�� .1^.t_i*rl'Y Cti'vELCK'�.1� NT - Planning and Environmental Commisson ACTIO N F4 RM Departr�ent of Co�nmunity Develapment 75 South F��ontage Raad, Vail, Calorado 81657 tel: 97�.479.2139 fax: 970,479.2452 web: www.wailgov.com Project Name: TRANSPORTATION MASTER PLAN PEC Number: PEC090005 Project Description: VAIL TRANSPORTATION MASTER PIAN UPDATE Participants: OWNER VAIL COLORADO MUNICIPAL BLDG OZ/25/2009 75 S FRONTAGE RD VAIL CO 81657 APPLICANT TOWN OF VAIL OZ/25/2009 Phone: 970-479-2100 75 S FRONTAGE RD VAIL CO 81657 License: 463-B Project Address: 75 S FRONTAGE RD WEST VAIL Location: Legal Description: Lot: Block: Subdivision: UNPLATTED Parcel Number: 2101-064-0000-3 Comments: PEC RECOMMENDATION OF APPROVAL Motion By: KJESBO Second By: KURZ Vote: 6-0-0 Conditions: BOARD/STAFF ACTION Action: APPROVED Date of Approval: 04/27/2009 Cond: 8 (PLAN): No changes to these plans may be made without the written consent of Town of Vail staff and/or the appropriate review committee(s). Planner: Bill Gibson PEC Fee Paid: $0.00 ., . l�1� �� , . Zoning Code Amendments Application for Review by th Planning and Environmental Comm Department of Community Development 75 South Frontage Road, Vail, Colorado 81657 te1:970.479.2128 fax:970.479.2452 web: www.vailgov.com �, � - --� ;, -� , _ on FEB 2 5 2009 T�uil'N C�F �AiL General Information: All projects requiring Planning and Environmental Commission review must receive approval prior to submitting a building permit application. Please refer to the submittal requirements for the particular approval that is requested. An application for Planning and Environmental Commission review cannot be accepted until all required information is received by the Community Development Department. The project may also need to be reviewed by the Town Council and/or the Design Review Board. Type of Application and Fee: ■ ■ ■ ■ ■ ■ ■ ■ Rezoning Major Subdivision Minor Subdivision Exemption Plat Minor Amendment to an SDD New Special Development District Major Amendment to an SDD Major Amendment to an SDD (no exterior modifications) $1300 $1500 $650 $650 $1000 $6000 $6000 $1250 ❑ ❑ ❑ ❑ ❑ O ❑ ❑ Conditional Use Permit Floodplain Modification Minor E�erior Alteration Major Exterior Alteration Development Plan Amendment to a Development Plan Zoning Code Amendment Variance Sign Variance ��>>; sfc,� f%�,. ra �.u-�'►�z�s Description of the Request: !{�i,�r„finr �� (/,.�, l%run Xz✓�,�i�-� yYI��,� ��1� � �� $650 $400 $650 $800 $1500 $250 $1300 $500 $200 Location of the Proposal: Lot: Block: Subdivision: Physical Address: Parcel No.: �u^;, ; • � (y �:'`• �� • �,�� . ��• (Contact Eagle Co. Assessor at 970-328-8640 for parcel no.) Zoning: Name(s) of Owner(s): Mailing Address: Owner(s) Signature(s): NameofApplicant: ��m l%r s��r�� Mailing Address: E-mail Address: .---- i _ ;,-, � SS Phone: For Office Use Only: Fee Paid: '. Check No.: By: Meeting Date: �• cX; S• .%`t PEC No.: �"� �"' U�t �'��F Planner: /�� Project No.: � ��i • `�a; � � ` ning_ �,� �!�r�`, , ��Yy�(11'GnQ�iON 6i �r,�fOVL� (�G� !'kGlNO r� r ,n.af��: k��s6o MEMORANDUM 2�' �� Jafi= 6-a-a TO: Planning and Environmental Commission FROM: Community Development Department and Public Works Department DATE: April 27, 2009 SUBJECT: A request for a final recommendation to the Town Councii for the adoption of amendments to the Vail Transportation Master Plan, and setting forth details in regard thereto. (PEC090005) Applicant: Town of Vail, represented by Tom Kassmel Planner: Bill Gibson 1. SUMMARY The Town of Vail, in conjunction with the Colorado Department of Transportation, 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. II. DESCRIPTION OF REQUEST The applicant is proposing to consolidate and update the transportation master planning and design efforts that have been on-going for 20 years into a single master plan document. 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. III. BACKGROUND The Planning and Environmental Commission held work sessions to discuss the proposed master plan amendment at its March 23 and April 13, 2009, public hearings. IV. ROLES OF REVIEWING BODIES Master plan amendment applications will be reviewed by the Planning and Environmental Commission, and the Commission will forward a recommendation to the Town Council. The Town Council will then review the master plan amendment application. V. REVIEW CRITERIA 1. The extent to which the amendment furthers the general and specific purposes of the master plan. The proposed amendment updates 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. 1 Therefore, Staff believes the proposed regulation amendment is consistent with the purposes of the master plan. 2. The extent to which the amendment would better implement and better achieve the applicable elements of the adopted goats, objectives, and policies outlined in the Vail Comprehensive Plan and is compatible with the development objectives of the Town. The proposed amendment updates 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. Staff believes the proposed amendment better implements and achieves the adopted goals, objectives and policies of the Town's Comprehensive Plan than the existing outdated plan. 3. The extent to which the amendment demonstrates how conditions have substantially changed since the adoption of the subject regulation and how the existing regulation is no longer appropriate or is inapplicable. The last update to the Vail Transportation Master Plan was adopted in 2002. Since then, a significant volume of development activity has occurred and several future development activities are now anticipated. Many of these changes in development were not contemplated, or addressed, in the 2002 version of the master plan. 4. The extent to which the amendment provides a harmonious, convenient, workable relationship among land use regulations consistent with municipal development objectives. As noted above, the proposed amendment is intended to address how conditions have changed since the plans last update in 2002. The purpose of the proposed amendment is to guide the implementation of Vail's transportation system for the next 20 years. Staff believes the proposed text amendments will facilitate and provide a harmonious, convenient, workable relationship among land use regulations consistent with the Comprehensive Plan and development objectives. 5. Such other factors and criteria the Commission and/or Council deem applicable to the proposed text amendment. VI. STAFF RECOMMENDATION The Community Development Department recommends the Planning and Environmental Commission forwards a recommendation of approval to the Vail Town Council for the adoption of amendments to the Vail Transportation Master Plan, and setting forth details in regard thereto. Should the Planning and Environmental Commission choose to forward a recommendation of approval of this request; Community Development Department recommends the Commission pass the following motion: � "The Planning and Environmental Commission forwards a recommendation of approval to the Vail Town Council for the adoption of amendments to the Vail Transportation Master Plan, and setting forth details in regard thereto. " Should the Planning and Environmental Commission choose to forward a recommendation of approval to the Vail Town Council for the proposed amendment, the Community Development Department recommends the Commission makes the following findings: "Based upon fhe review of the criteria ouflined in Section IV of Staff's April 27, 2009, memorandum and the evidence and testimony presented, the Planning and Environmental Commission finds: That the amendment 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 objecfives of the Town; and 2. That the amendment furthers the general and specific purposes of the Transportation Master Plan; and 3. Thaf the amendment promotes the health, safety, morals, and general welfare of the Town and promotes the coordinated and harmonious development of the Town in a manner fhat conserves and enhances its natural environment and its established character as a resort and residential community of the highest quality." 3 Attachment A Vail Transportation Master Plan Attached are the contextuai changes to the proposed Vail Transportation Master Plan document based upon the Planning and Environmental Commission review and comment. In order to save on duplication and reproduction costs, Staff has attached only the edited pages as amendments to the previous document submitted on March 19, 2009. The combination of the two provides the final document, and as mentioned previously, the appendices are available digitally on the Town's web site: (http://www.vailgov.com/subpage.asp?page_id=893) 4 Attachment A Vail Transportation Master Plan Attached are the contextual changes to the proposed Vail Transportation Master Plan document based upon the Planning and Environmental Commission review and comment. In order to save on duplication and reproduction costs, Staff has attached only the edited pages as amendments to the previous document submitted on March 19, 2009. The combination of the two provides the final document, and as mentioned previously, the appendices are available digitally on the Town's web site: (http://www.vailgov.com/subpage.asp?page_id=893) Vail Transportation Master Plan Update PREFACE Purpose of the Master Plan The purpose of the Vail Transportation Master Plan is to consolidate and update the transportation planning and design efforts that have been on-going for the past 20 years. This most recent document, which is based on the existing conditions of Vail's transportation system, current trends and the anticipated growth, will guide the implementation of Vail's transportation system for the next 20 years. In order to keep the plan a viable document over this time period, continuous monitoring of the transportation system and periodic updates of the plan are needed, including periodic traffic counts and formal master plan updates. Previous transportation documents are referenced and summarized in the appendices of this document. These referenced documents remain relevant and provide additional insight and guidance for transportation planning and design purposes. The scope of each of these referenced documents focus on various transportation related topics with some overlapping subjects. The redundancy in this is deliberate to create a historical base and provide the necessary background information to predict accurate trends. It is implied that all overlapping, inconsistent information between documents shall be superseded by the most recent and relevant document. _ . This master plan is intended to provide direction for a period of time over the next 20 years. It does not convey approval for any one particular improvement, de�elopment, project, or facility. Assumptions made within this report (i.e. trip generation reductions, transit use, etc.) must be justified at the time of application for any one particular improvementldevelopment and may or may not be supported by the town or applicabie agency at time of appiication. Every improvement/development shall go through the town and other applicable agency review process prior to implementation. Adoption and Amendment of the Master Plan The Vail Transportation Master Plan was adopted by resolution No. _, Series of 2009, on , 2009, by the Vail Town Council following a recommendation to approve by the Planning and Environmental Commission. Future amendments to this master plan must be approved by resolution or motion by the Town Council following a formal recommendation by the Planning and Environmental Commission. Implementation activities and ordinances will be approved in accordance with the Town of Vail Municipal Code. � �Ft_sr�ur.c� Ci t�C�LT 5t C�LLE�rIG Page i Vail Transportation Master Plan Update The interchanges, West and Main Vail, are locations of significant traffic concentration because they serve as the access to/from I-70 and they are the only means of crossing I-70. As roundabout intersections, the ramp terminal intersections also serve through movements along the Frontage Roads which further contributes to the traffic concentration that takes place at these points. Along the Frontage Road, the other notable heavier-traveled cross-streets during peak times including: ► Lionshead Parking Structure Access — Heavier demand is due to this being a major parking facility within Town. ► Village Parking Structure Access — Heavier demand is due to this being a major parking facility within Town. ► Vail Valley Drive — Heavy demand can be attributed to activity associated with the Golden Peak lift area and associated programs that based there. ► West Vail Commercial — Numerous driveways serve the shopping area in West Vail. Individually, the traffic levels served by each driveway is less than the three heavy cross-streets stated just above, but collectively they represent a major generating center within town. Numerous other cross-streets intersect with the Frontage Roads, but many of these serve localized areas and do not carry significant levels of traffic. The Frontage Roads serve as Vail's arterial system serving the vast majority of the vehicle-miles traveled within the Town. The traffic data shown in Figure 2 approximately represent the 15`h busiest day of the ski season. From past transportation planning efforts conducted in Vail, the 15"' highest day represents a"low" of the peak days. Subsequent days of magnitude (16tn, 17tn, etc.} are not dramatically lower than the 15th day as demands levels in order tend to flatten out. Preceding days of magnitude (14"', 13th, etc.) are not as flat, and transportation demands for these days are noticeably higher. When plotted on a graph, the 15t'' highest day is approximately the "turning point" between peak days and average days. Typical transportation planning will attempt to accommodate the 30th highest hour of a year, and the 15th highest day is a bit more conservative than this in attempt to maintain a quality guest experience. The finding from previous efforts and the notion of maintaining the guest experience has led the Town to adopt the 15th highest day as the appropriate design level for transportation considerations, and all subsequent analyses presented in this report approximately represent that level of demand. 2. Intersection Levels of Service (LOS) Intersection Levels of Service (LOS) were calculated for numerous intersections including the roundabouts at the interchanges and many of the cross-street intersections and access points along the North and South Frontage Road. For nearly every case, the PM peak hour traffic was the focus of the LOS analyses. The exceptions include the Main Vail interchange and West Vail interchange intersections where the AM peak hour was also analyzed. LOS is a traffic qualitative measure described by a letter designation ranging from A to F. LOS A represents minimal or no delay while LOS F represents excessive delay. The calculations are geared toward estimating the delays for traffic movements and then converting the results to a LOS . FFt_ss�r.r, C� HOLT & ULI.��'1G Page 6 Vail Transportation Master Plan Update demand by virtue of the need to accommodate these visitors who only want to shop and the employees needed to operate the commercial activity. Other parking areas are also provided throughout town, but most are relatively small providing up to 15 spaces. Other tocations such as Ford Park and the Soccer Fields (located east of Golden Peak) can accommodate more vehicles, but these are restricted to permitted vehicles only. The Town of Vail has continued to explore means of adding public parking to the supply within the central areas of Lionshead and Vail Village. A current need of at least 400 additional spaces has been identified by the Town in attempt to reduce the number of days that the Frontage Road is pressed into service to accommodate overflow parking. The 400 spaces are needed to maintain a supply accommodating 90 percent of the demand days, a Town parking objective. This is based on many seasons of collected Frontage Road parking data. However, 1,000 additional spaces would accommodate 99 percent of the current demand days. Over the long- term (20 years), the 1,000 spaces are estimated to accommodate 90 percent of the future demand days. More detail with respect to further parking needs is described later in this report, but the Town's ultimate goal is to add 1,000 spaces for general public use to meet their 90 percent objective. C. Transit The Town of Vail operates a free bus service for residents and guests. The service is among the busiest in the state serving approximately three million riders per year. It is estimated that approximately 14 percent of Vail's residences use the transit system as a means to commute to work, based on 2000 census data, which ranks higher than most major metropolitan areas. The heaviest used route is the In-Town shuttle which continuously travels between Lionshead and Vail Village; this route makes up 60 to 70 percent of the Towns bus service ridership, and it typically °°�� Q�-served with five to seven buses; peak times can see 8 to 10 buses traveling along this route depending on time of day with headways ranging from 5 to 7 minutes. Outlying bus routes each serve a different area of Vail. The East Vail and West Vail bus routes experience the most ridership outside the In-Town Shuttle. West Vail, having a frontage road along the north and south side of I-70, is served by opposing loop services in which one West Vail route runs clockwise along the South and North Frontage Road and the other runs counter- clockwise. While these two routes have offset start times from the Transportation Center, buses along these two opposing routes cross in the Meadow Creek/Intermountain area, and this area receives relatively infrequent service (because finro opposing buses drive by at the same time). Most outlying areas are provided service every 15 to 20 minutes; the Meadow Creek/Intermountain area, in which the opposing West Vail bus routes cross, experiences service every 30 minutes, albeit with two buses. This quirk in the service is the result, in part, of limited I-70 crossings and the need to serve both sides of I-70 with transit. � FELSBI`FG � C� i-1 O L7 � Pa e 16 L.LLE��1{� g Vail Transportation Master Plan Update A cursory-level evaluation of existing retail trips was conducted by reviewing the level of traffic turning into the structures today. During the PM peak hour, the outbound traffic contains a significant amount of skier trips, so it is not appropriate to include these outbound traffic with respect to gauging trip generation rates. Inbound PM peak hour traffic contains trips associated with retail and some other uses, so while it is not 100 percent retail traffic, it does serve as an upper limit. At the Lionshead Parking Structure,150 inbound PM peak hour trips exist current; the Lionshead Village contains approximately 150,000 square feet of retail-related use. At the Village Structure, 310 vehicles entered during the PM peak hour; that village contains approximately 300,000 square feet of retail/commercial. These traffic numbers represent a 45 to 50 percent reduction in ITE shopping center trip rates if they were all retail-related, but they are not. Other trip types that are part of the inbound movements to the structures include: ► Library trips (which is open until 6:00 PM on weekends, later on weekdays) ► Dobson Ice Arena trips (which typically has a full schedule including hockey events, figure skating, lessons, and public skating) 1 Adventure Center trips. The Adventure Center provides other recreation including tubing, ski biking, snowmobiling, snowshoeing, and a trampoline, and it is remains open until 9:00 PM on weekend nights. ► Residential uses. Several residential complexes within the villages are not able to adequately park their own overnight guests, so the parking structures are used instead. At Lionshead, staff estimates that approximately 100 vehicles are parked overnight at peak times related to selected residential uses. At the Village Structure, between 200 and 300 vehicles are parked overnight related to some of the residential uses there. ► Special events. Both villages routinely host evening events such as concerts, festivals, exhibits, and other attractions. All of these attract trips beyond the retail/commercial attraction. As such, the true retail trip rate is even less that the 45 to 50 reduction quoted above. As such, using rates that equate to a 65 to 70 percent reduction for the new retail development is not inconsistent with current trip- making trends in Vail. However, using these reductions in traffic impact studies for an individual development should be used with caution and only be done in coordination with Town staff and CDOT. Again, Appendix E shows the trip estimates for each of the development areas. In total, all of the considered development could generate an additional 2,800 trips per hour during the PM peak hour. The following summarize some of the bigger trip generators (4,350 trips per hour if "pure" ITE trip generation rates were used). ► West Vail — the net increase in square footage and residential units could generate a total of 470 additional trips during the PM peak hour. This would be above and beyond the estimated 800 to 1000 trips per hour generated by the West Vail development today. ► Timber Ridge is estimated to generate an additional 180 trips per hour during the PM peak hour. ► West Lionshead (Ever Vail) has the potential of generating an additional 580 trips per hour during the PM peak hour. � FEI_SSl?2G C� FIOLT & ULLE�fIC Page 26 Vail Transportation Master Plan Update ► Lionshead Parking Structure redevelopment is estimated to generate 275 trips during the PM peak hour. ► The Lionshead Village area (excluding the Lionshead parking structure) is projected to generate an additional 490 PM peak hour trips given the collective development. The Vail Village area redevelopment is projected to generate an additional 260 PM peak hour trips given the collective development potentials. Table 3. Trip Generation Rates Trip Generation Rates (per DU for Res, per 1000 SF otherwise) Use ITE Vail-Remote Vail-Close In PM Daily Peak Daily P ak Daily Peak Residential — New 5.86 0.54 5 0.5 4 0.4 Residential — Replace NA NA 0.75 0.08 0.6 0.06 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 Figure 7 shows the 2025 total PM peak hour traffic projections at the Town's roundabout inte�sections and many of the Frontage Road cross-streets. In general, future PM peak hour traffic flows along the frontage roads are projected to increase an estimated �8--40 to 49-50 percent over existing traffic flow levels at peak times. The interchanges will experience a greater concentration in traffic with the additional trips. Major cross-streets will still include Vail Valley Drive, both parking structure access points, and West Vail accesses (if access modifications are not constructed). Moderately traveled cross-streets include all of the Lionshead Circles, Village Drive, and Forest Road (given Ever Vail redevelopment and if left intact). B. Traffic Operations Similar to the existing conditions LOS analysis, the roundabout intersections were analyzed for ideal conditions as well as for snow conditions using the same factors and adjustments mentioned before. Figure 8 shows the results of the PM peak hour analyses. Noticeable capacity deficiency highlights include: Main Vail Interchange — The north roundabout is projected to operate at a LOS F during the PM peak hour. The south roundabout is projected to function at LOS D, but several approaches are expected to operate at LOS E or LOS F. West Vail Interchange — Both roundabouts are projected to operate at LOS F during the PM peak hour. � eFi.ss�r.c; (� fio�-r � l I.�LLEVIG Page 27 Vail Transportation Master Plan Update Table 5. Main Vail Interchange North Roundabout - Alternatives Assessment Main Vail Interchange, North Roundabout LOS F projected along WB off-ramp and Spraddle Creek Approach Sno and Ideal Conditions Primary Issue(s): Major traffic conflict is between NB left turn movement (to WB I-70 and Frontage Road) and WB left turn movement from WB I-70 off-ramp. Expand to a full two lane roundabout; add northbound approach lane Realistic Capacity Improvement(s): from under I-70 (possibly reversible lane); add bypass lane from Fronta e Road to WB I-70. Supplemental Traffic Reduction Still Still need to reduce PM peak hour forecasts by 50 to 100 vehicles per Needed for LOS D on otherwise poor hour, or 2 to 4 percent. operatin a proaches(Sno ): 2025 Traffic Composition: 30°/o is from proposed development. Traffic Flow Effect Relative Cost Potential Measure (as Isolated Measure)* Total tra�c reduced by 150 to 200 High, but measure would provide 1. Add Simba Run underpass. vph (6 to 8%). other benefits as well. 2. Encourage use of East Vail Estimated ramp traffic removed is Low; would require VMS along I- between 100 and 150 vph (4 to 70 and along Bighorn Road. Interchange 60�0 Estimated traffic removed is Low; would impact parking 3.Parking Management Measures between 100 and 150 vph (3 to Policy. 5% . Estimated traffic removed is 4. Express Bus Service linking West between 50 and 100 vph (2 to Medium. Vail, Lionshead, and Vail Village 40�0 Estimated traffic removed is Low. 5. Extended Skiing Hours between 25 and 50 vph (1 to 2%). 6. Metering of Outbound Structure Estimated traffic removed is Low; toll booths already in place. Traffc (toll booths)""' between 50 and 75 vph (2 to 3%). Estimated traffic reduction of 7. Expand Regional Transit Service 1% per every three to four peak Medium to High (e.g. Summit County Front Range) �our bus tri s. Other Considerations Could reduce intersection's PM Mixed Use Trip Gen Reduction (VVV)"` peak hour traffic by another 25 v h 1% Could reduce intersection's PM Employee housing auto disincentive peak hour traffic by another 25 to (Timber Ridge) 50 vph (1 to 2°/a) * Combining measures will reduce the effect of certain measures as some mitigation measures target the same traffic "group". *" This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip-making. '�"Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration along Town roads. Meterin this outbound flow would rovide a little benefit to traffic o erations. � FFI.SfiliFG C� F1 O LT & Pa e 34 LLLEVIG g Vail Transportation Master Plan Update Table 6. Main Vail Interchange South Roundabout — Alternatives Assessment Main Vail Interchange, South Roundabout LOS F projected along WB Frontage Road Approach and along Vail Road a roach sno Primary Issue(s): Major movement is WB right turn to under i-70 (much of which is oriented to WB I-70). Largest conflict with this movement includes the combination of movements onto the EB on-ram . Realistic Capacity Improvement(s): �ncorporate second northbound lane under I-70 and re-designate WB Frontage Road lanes to utilize it (right, through/right, and left/through). Still need to reduce PM peak hour forecasts by 50 to 100 vehicles per Supplemental Traffic Reduction Still hour, or 1 to 2 percent. Additional reduction may be desirable to provide Needed for LOS D(Snowy): excess capacity for U-turns from/to the west (due to right-in/right-out access restrictions nearb . 2025 Tra�c Composition: 25% is from proposed development. Traffic Flow Effect Relative Cost Potential Measure (as Isolated Measure}* Total traffic reduced by 150 to 200 vph (3 High, but measure would 1. Add Simba Run underpass. to 4%). provide other benefits as well. Estimated ramp tra�c removed is between Low; would require VMS 2. Encourage use of East Vail 50 and 100 vph (1 to 2%). This measure along I-70 and along Interchange would also create some "shifts" in traffic gighorn Road. entering the roundabout. Estimated traffic removed is between 125 Low; would impact parking 3. Parking Management Measures and 200 vph (2 to 4%). policy. 4. Express Bus Service linking West Estimated traffic removed is Medium. Vail, Lionshead, and Vail Village between 50 and 100 vph (1 to 2%). Estimated traffic removed is between 25 Low. 5. Extended Skiing Hours and 50 vph (1%). 6. Metering of Outbound Structure Estimated traffic removed is between 100 Low; tol� booths already in Traffic (toll booths)"`� and 150 vph (2 to 3%). place. 7. Expand Regional Transit Service Estimated traffic reduction of 1% per Medium to High (e.g. Summit Caunty Front Range) every three to four peak hour bus trips. Other Considerations Could reduce intersection's PM peak hour Mixed Use Trip Gen Reduction (VVV)" traffic by 25 (<1%). Employee housing auto disincentive Could reduce intersection's PM peak hour Timber Rid e traffic b another 25 to 50 v h 1% Hospital Access onto Fr. Road " Combining measures will reduce the effect of certain measures as some mitigation measures target the same traffic "group". "" This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip-making. "`*Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration along Town roads. Meterin this outbound flow would rovide a little benefit to traffic operations. . FFi.ssur.ci C� t�OLT � Pa e35 CiLLEI'IC� g Vail Transportation Master Plan Update Table 7. West Vail Interchange North Roundabout - Alternatives Assessment West Vail Interchan e, North Roundabout LOS F projected along WB Frontage Road Approach and LOS E along SB Chamonix Drive a roach sno Primary Issue(s): Major movement is WB left turn to under I-70, to WB I-70, and NB approach to EB Frontage Road and onto WB I-70. Largest conflict involves NB left turn onto WB I-70 with the left turns from WB Frontage Road. Realistic Capacity Improvement(s): Add northbound approach lane from under I-70. Should also add SB Chamonix a roach lane. Supplemental Traffic Reduction Still Still need to reduce PM peak hour forecasts by 200 to 250 vehicles Needed for LOS D(Snowy): per hour, or 6 to 8 percent. 2025 Traffic Composition: 21 % is from proposed development. Potential Measure Traffic Flow Effect � Relative Cost (as Isolated Measure) Total traffic reduced by 400 to 450 High, but measure would provide 1. Add Simba Run underpass. vph (10 to 12%). other benefits as well. Estimated traffic removed is 2. Parking Management Measures between 25 to 50 �-vph (less Low; would impact parking policy. than 1 % 3. Express Bus Service linking West Estimated traffic removed is Vail, Lionshead, and Vail Village bo�een 75 and 100 vph (2 to Medium. 3 /o . 4. Extended Skiing Hours Estimated traffic�removed is less Low. than 25 vph (<1 /o). Low; toll booths already in place. 5. Metering of Outbound Structure Estimated traffic removed is Metering outbound West Vail Traffic (Village and LH toll between 25 and 50 vph (1 to 2%). commercial traffic may be booths)*"` beneficial. 6. Expand Regional Transit Service Estimated traffic reduction of (e.g. Summit County Front 1°lo per every three to four peak Medium to High Ran e hour bus tri s. Other Considerations Mixed Use Trip Gen Reduction Could reduce intersection's PM �� peak hour traffic by 25 to 50 vph 1% Employee housing auto disincentive Could reduce intersection's PM (Timber Ridge) peak ho�ur traffic by less than 25 v h <1 /o Could reduce intersection's PM Less West Vail Development peak hour traffic by 25 vph per 10,000 SF reduction in retail. ' Combining measures will reduce the effect of certain measures as some mitigation measures target the same traffic "group". *' This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip-making. "*Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration along Town roads. Meterin this outbound flow would rovide a little benefit to traffic o erations. � FFI_SBL`=['.C� C� t1OLT ti� Pa e38 ULLE�'1G g Vail Transportation Master Plan Update Table 8. West Vail Interchange South Roundabout - Alternatives Assessment West Vail Interchange, South Roundabout LOS F projected along EB Frontage Road Approach (relative minor) and alon EB Off-ram sno Primary Issue(s): Major movement is WB right turn to under I-70. This movement's largest conflict includes the eastbound off-ramp left turn to under I-70. Realistic Capacity Improvement(s): Add northbound approach lane from under I-70 (extended back to the south roundabout Supplementai Traffic Reduction Still Still need to reduce PM peak hour forecasts by 100 to 150 vehicles Needed for LOS D(Snowy): per hour, or 3 to 5 percent. 2025 Tra�c Composition: 21% is from proposed development. Traffic Flow Effect Relative Cost Potentiai Measure (as isolated Measure)* Total traffic reduced by 400 to 450 High, but measure would provide 1. Add Simba Run underpass. vph (14 to 16%). other benefits as well. 2. Parking Management Measures Estimated traffic removed is a Low; would impact parking policy. between 25 and 50 vph (1 to 2/o). Estimated traffic removed is 3. Express Bus Service linking West between 75 and 100 vph (3 to Medium. Vail, Lionshead, and Vail Vllage 40�0 Estimated traffic removed is less Low. 4. Extended Skiing Hours than 25 vph (<1 %). 5. Metering of Outbound Structure Estimated traffic removed is Low; toll booths already in place. Tra�c (toll booths)"`` between 25 and 50 vph (1 to 2%). 6. Expand Regional Transit Service Estimated traffic reduction of {e.g. Summit County Front 1% per every three to four peak Medium to High Ran e hour bus tri s. Other Considerations Mixed Use Trip Gen Reduction Could reduce intersection's PM �� peak hour traffic by 25 to 50 vph 1 to 2% Could reduce intersection's PM Employee housing auto disincentive peak hour traffic by less than 25 (Timber Ridge) v h <1 % Could reduce intersection's PM Less West Vail Development peak hour traffic by 25 vph per 10,000 SF reduction in retail. " Combining measures will reduce the effect of certain measures as some mitigation measures target the same traffic "group". ;* This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip-making. "''*Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration along Town roads. Meterin this outbound flow would rovide a little benefit to traffic o erations. � FFI,SBl3RC� Ci ►� �� LT � GLL��'iG Page 39 Vail Transportation Master Plan Update H. Transit + ., ��+ �n., ,.o . Growth within Vail, Eagle County, the "Front Range", and Colorado as a whole will require transit enhancements to maintain the existing percentage of transit ridership and to encourage additional transit usage in the future. This study assumes transit usage will generally maintain its existing levels of approximately 14 percent for the Town of Vail and 10 percent far Eagle County. This is reflected in the reduction taken in the number of future trips generated. The total number of future trip projected is 2800 per hour, this takes into account multi-use trips as well as multi-modal uses. This is an overall 36% reduction from the standard ITE projection of the approximately 4350 trips. Transit enhancements can be generally be categorized as follows; ► Local Transit Enhancements • Bus Capacity — Increase number of buses and service routes • Bus Service — Increase bus service, by reducing headways • Shuttle services ► Regional Transit Enhancements • "Front Range" bus service • Charter buses • Eagle (ECO), Summit and Lake County bus service 1 Other Transit Mode Enhancements • Railways (Light, High-Speed) ► Transit Incentives • Making transit • Easier • Faster - Cheaper The Town is currently coordinating with the I-70 PEIS, the RMRA Study, the I-70 Coalition and the Eagle County Collabarative ta consider Regional Transit Enhancements and Railways. The Town will need to continue callaboration with these groups and provide input to process and study. The enhancement to Vail's local transit can be directly implemented by the Town to increase service levels for guests and residents. . FF�_ss�;r.c:� C� FtC�LT 5t U L L E V i C Page 47 Vail Transportation Master Plan Update The Eagle County bus system (ECO) would also make use of the Lionshead Transportation Center. It is anticipated that demand served by ECO will grow in the future given the strong potential for growth Down Valley within Eagle County. Potential routing of this service within Vail could also be enhanced with a Simba Run underpass. I. Parking Currently, the town-owned Village Structure and the Lionshead Structure provide 2500 total spaces of public parking. Ford Park offers parking for an additional 250 vehicles during ski season supplemented with transit service to the Village; this parking is restricted to permitted vehicles only. As previously mentioned, the Town has set a goal to establish 400 additional public parking spaces for the near-term planning horizon and a total of 1000 additional public parking spaces for the long-term. These objectives are based on parking demand projections completed in 2001 that include a reduction of 44 to 48 percent for transit usage and on winter season parking data relative to the frequency of using the Frontage Road to serve overflow parking demands, and the additional parking is intended to reduce how often the Town's supply is exceeded. Frontage Road parking statistics are collected nearly every time the Frontage Road is pressed into service. The Town has established an objective to accommodate the 90'h percentile design day, which is approximately equal to the 15th busiest day during winter ski season; the 400 and 1000 space increase would meet this goal for the short-term and long- term time-frames, respectively. Location options to place the increased parking supply include the following: ► West Lionshead (Ever Vail) as part of that area's redevelopment. Between 300 and 500 additional public parking spaces are being considered as part of the West Lionshead plan (beyond parking to be dedicated to development uses). In association with this and the new lift planned for West Lionshead is the potential for a roundabout intersection onto the Frontage Road and transit facilities. ► Lionshead Structure as part of its possible redevelopment. The redevelopment of the Lionshead Structure could incorporate an additional 200 to 300 public spaces for public use (beyond the parking needed to support the proposed uses). ► Ford Park - Preliminary study conducted by the Town has yielded the possibility of adding 300 to 600 spaces at Ford Park, likely below the playing fields. The potential of constructing a roundabout at Ford Park would support the additional of parking in this area relative to access onto the Frontage Road, and transit service providing connectivity to the Village would be necessary to support this concept. Besides serving parking demands during ski season, the provision of parking at Ford Park would support event activity during the summer. The future location of the parking supply within the Main Vail area (Lionshead and Vail Village) may remain a bit out of alignment with the parking demand generators. If the development and redevelopment of Vail comes to fruition as described in this report, there will be a bit of a mismatch with respect to the placement of the parking versus the demand for the parking. Figure 10 illustrates the imbalance. . FFt_sr�r.c; Ci HOLT & ULLE�'IG Page 50 Vail Transportation Master Plan Update VI. FRONTAGE ROAD ACCESS MANAGEMENT PLAN As the Town's Transportation Plan was being developed through this process, CDOT and the Town agreed to develop an Access Management Plan (AMP) for the North and the South Frontage Road. The AMP will serve as a pianning tool for CDOT and for the Town in that it defines allowabie access from which proposed development can plan. The AMP is a document that CDOT and Town staff agree to in principal; it is not subject to a formal IGA and agency adoption. The plan is intended to show the long-term access onto the Frontage Roads. It is NOT the intent to use the plan as a means of closing access to an existing thriving use. Rather, the plan is used as a framework for new development and redevelopment of properties or possibly when a frontage road construction project (liice widening takes place). If development or redevelopment does not occur, then access will continue as it exists today, barring a safety issue. Further, the access locations are not meant to be precise. The plan shows potential access locations that are plus/minus 50 feet or so, and shifts larger than this might be possible as well. Besides showing access onto the roadway, the plan also shows each parcel's access if it is not onto the Frontage Road. Examples of this include a parcel accessing a cross-street (rather than the frontage road) or gaining access through an adjacent parcel. Further, the AMP is based on the assumption that individual parcels will remain under individual ownership. In the event that a development plan incorporates numerous individual parcels as part of a common proposal, then the access scheme needs to be carefully evaluated and could be different than what the AMP shows. The AMP is shown in Appendix G and it recognizes the elements of the plan that have been described to this point. Many of the existing access points are recognized in the plan. The most notable intersection/access change is the Simba Run underpass of I-70. This will create two major intersections onto the frontage road system. Other areas of anticipated change include the following: ► A new access to serve the Vail Valley Medical Center is shown along the South Frontage Road approximately 900 feet west of Vail Road. Additional coordinating with the Medical Center may be needed as their plans continue to evolve. Potential access consolidation should be pursued. �11 Ic�.�.r,n, ��_ �rn_,rnfS n� rlc fnr 4h�a � Ga°4Cl.�.r.mo�rt ► The West Lionshead Redevelopment Plan, otherwise known as Ever Vail, entails relocating the South Frontage Road to adjacent to I-70 in the proximity to Forest Road. This along with the development planned in that area will introduce five access points onto the Frontage Road (including the Forest Road roundabout), but it will eliminate 10 accesses serving current uses. . FFLSBIir,c� C� HOLT & IiLLE�'1G Page 53 Vail Transportation Master Plan Update ► West Vail commercial uses are potential candidates for redevelopment at the future time. However, a master plan has not been finalized and there are numerous land owners in this area that still need to coordinate. However, the AMP is showing a roundabout access and additional partial movement accesses. This would eliminate other access points along the North Frontage Road. ► Timber Ridge is a planned affordable housing project located along the North Frontage Road approxims scheme�ncludes two accelsses o�ngo the Fron age RoadCreek Road. Its potential acces It shoufd further be noted that the Ever Vail development proposal is being proposed by the Town. Located in Lionshead at Forest Road, the Ever Vail de�elopment includes relocating the South Frontage Road up against I-70. 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C'r � I . !;.: - � � ' I � � .� Sn. ►� � . e .� � .��',..:. ,r „ .... _. , , _;:. ,p � �.. � � ' ,y ,-*�e �u� �, � ,NN-'�'�+�'+� ��t _ � � s�v �. r ��('�:j��'' 1�` i� r'. � ,. �a+• n3'� �' , a � �� .: *� _, I��-��__ �� '' �„�► ; \�% � � .l �- -.. � �� l��J�4m9 L�� k � �� t�LL��VI�`i VAIL TRANSPORTATION MASTER PLAN UPDATE DRAFT Prepared for: Town of Vail Public Works Department 1309 Elkhorn Drive Vail, Colorado 81657 Prepared by: Felsburg Holt 8� Ullevig 6300 South Syracuse Way, Suite 600 Centennial, CO 80111 303/721-1440 And Town of Vail Public Works Staff Project Manager: Christopher J. Fasching, PE FHU Reference No. 05-168 March 18, 2009 Vail Transportation Master Plan Update TABLE OF CONTENTS Paqe PREFACE---------------------------------------------------------------------------------------------------------- i Purpose of the Master Plan-------------------------------------------------------------------------------- i Adoption and Amendment of the Master Plan -------------------------------------------------------- i EXECUTIVESUMMARY -------------------------------------------------------------------------------------------iii I. INTRODUCTION -------------------------------------------------------------------------------------------- 1 II. EXISTING CONDITIONS --------------------------------------------------------------------------------- 4 A. Traffic Conditions---------------------------------------------------------------------------------- 4 B. Parking----------------------------------------------------------------------------------------------15 C. Transit -----------------------------------------------------------------------------------------------16 III. ANTICIPATED GROWTH -------------------------------------------------------------------------------19 A. Development --------------------------------------------------------------------------------------19 B. Parking ----------------------------------------------------------------------------------------------20 C. Inter-Relationship of the Various Modes ---------------------------------------------------22 IV. PROJECTED 2025 PM PEAK HOUR TRAFFIC CONDITIONS-------------------------------23 A. Traffic Volume Forecasts-----------------------------------------------------------------------23 B. Traffic Operations --------------------------------------------------------------------------------26 V. IMPROVEMENT ALTERNATIVES--------------------------------------------------------------------33 A. Main Vail Interchange ---------------------------------------------------------------------------33 B. West Vail Interchange---------------------------------------------------------------------------37 C. South Frontage Road — Vail Road to Ford Park------------------------------------------40 D. South Frontage Road — Vail Road to West Lionshead (Ever Vail) ------------------43 E. West Vail Redevelopment----------------------------------------------------------------------44 F. Other Improvements-----------------------------------------------------------------------------45 G. Frontage Road Cross Section-----------------------------------------------------------------45 H. Transit-----------------------------------------------------------------------------------------------46 I. Parking ----------------------------------------------------------------------------------------------48 VI. FRONTAGE ROAD ACCESS MANAGEMENT PLAN ------------------------------------------51 VI I. RECOM M E N D E D TRANS PORTATION P LAN ----------------------------------------------------52 A. Roadway Improvements------------------------------------------------------------------------52 B. Travel Demand Management -----------------------------------------------------------------61 B. Travel Demand Management -----------------------------------------------------------------62 C. Transit-----------------------------------------------------------------------------------------------62 D. Parking ----------------------------------------------------------------------------------------------66 E. Pedestrians and Trails --------------------------------------------------------------------------66 VI II. I M PROVEM E NT TRI P TH RES HO LDS --------------------------------------------------------------67 IX. I M P ROVEM E NT COST ESTI MATES ----------------------------------------------------------------70 X. OTH E R CO NSI D E RATI O NS ---------------------------------------------------------------------------73 A. Priorities --------------------------------------------------------------------------------------------73 B. Other Planning Efforts---------------------------------------------------------------------------73 C. I-70 PEIS -------------------------------------------------------------------------------------------74 D. Implementation of Recommended Plan ----------------------------------------------------74 E. Funding Sources ---------------------------------------------------------------------------------76 F. Next Steps -----------------------------------------------------------------------------------------78 � FELSBI�RC� �� fIC)LT & ULLEVIG Vail Transportation Master Plan Update LIST OF FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Paqe Town of Vail Study Area------------------------------------------------------------------------- 2 Existing Peak Season Traffic------------------------------------------------------------------- 5 Existing Levels of Service----------------------------------------------------------------------- 8 Existing Vail Bus Routes -----------------------------------------------------------------------18 Trip Assignment Distribution-------------------------------------------------------------------25 Residential "Close-in" Areas for Trip Generation-----------------------------------------27 2025 Peak Hour Traffic Projections----------------------------------------------------------28 Year 2025 Peak Hour Levels of Service----------------------------------------------------31 Vail Frontage Road Daily Traffic During Winter Peak Season------------------------32 Central Vail Parking Imbalance---------------------------------------------------------------50 Recommended Frontage Road Improvement Plan — Central Vail-------------------53 Recommended Frontage Road Improvement Plan — West Vail----------------------54 Vail Frontage Road Laneage------------------------------------------------------------------58 Vail Frontage Road Cross-Section-----------------------------------------------------------59 Year 2025 Peak Hour Traffic Projections with Recommended Plan ----------------60 Year 2025 Peak Levels of Service with Recommended Plan-------------------------61 Proposed Vail Bus Routes ---------------------------------------------------------------------64 West Vail Frontage Road Improvements---------------------------------------------------71 Main Vail Frontage Road Improvements ---------------------------------------------------72 Figure Coming Soon ----- Transportation Master Plan Preliminary Prioritization and Implementation Plan------------------------------------------------------75 LIST OF TABLES Table 1 2005-2006 Season Travel Time Summary ------------------------------------------------10 Table 2 Vail Frontage Road Accident Summary — Six Years------------------------------------13 Table 3 Trip Generation Rates---------------------------------------------------------------------------26 Table 4 Travel Time Comparison — Year 2025 Peak Season, PM Peak Hour--------------29 Table 5 Main Vail Interchange North Roundabout — Alternatives Assessment -------------34 Table 6 Main Vail Interchange South Roundabout — Alternatives Assessment-------------35 Table 7 West Vail Interchange North Roundabout — Alternatives Assessment -------------38 Table 8 West Vail Interchange South Roundabout — Alternatives Assessment-------------39 Table 9 South Frontage Road Alternatives Analysis — East of Main Vail Interchange — 2025 Traffic ---------------------------------------------------------------------41 Table 10 Vail Interchange PM Peak Hour Levels of Service (LOS)------------------------------57 Table 11 Mitigation Measure Offset; Total New Trips Equivalent --------------------------------68 � fELtiBURG C� fi C) LT & ULLEVIG Vail Transportation Master Plan Update LIST OF APPENDICES APPENDIX A TRAFFIC COUNTS APPENDIX B EXISTING LOS CALCULATIONS APPENDIX C DETAILED TRAVEL TIME DATA APPENDIX D FRONTAGE ROAD COLLISION DIAGRAMS APPENDIX E DEVELOPMENT AND TRIP GENERATION ESTIMATES APPENDIX F CONCEPTUAL LAYOUTS OF IMPROVEMENTS PLAN APPENDIX G FRONTAGE ROAD ACCESS MANAGEMENT PLAN APPENDIX H VAIL 20/20 STRATEGIC PLAN - 2009 APPENDIX I LIONSHEAD TRANSIT CENTER WHITE PAPER 2008 APPENDIX J EVALUATION OF HIGHWAY NOISE MITIGATION ALTERNATIVES FOR VAIL COLORADO - 2005 & VAIL NOISE MEASUREMENTS - Techinical Memorandum 2007 APPENDIX K LIONSHEAD MASTER PLAN - TRANSPORTATION ANALYSIS - 1998 & 2006 APPENDIX L A REPORT ON THE RECOMMENDATION OF A PREFERRED SITE FOR THE VAIL TRANSIT CENTER - 2005 APPENDIX M VAIL TUNNEL OPTIONS - SQUARE 1 DOCUMENT (DRAFT) - 2005 APPENDIX N VAIL TRANSPORTATION MASTER PLAN UPDATE - 2002 APPENDIX O VAIL VILLAGE LOADING AND DELIVERY STUDY - 1999 APPENDIX P WEST VAIL INTERCHANGE ALTERNATIVE ANALYSIS - 1996 APEENDIX Q FEASIBILITY STUDY I-70/CHAMONIX ROAD - 1996 APPENDIX R MAIN VAIL INTERCHANGE FEASIBILITY STUDY - 1995 APPENDIX S VAIL TRANSPORTATION MASTER PLAN - 1993 APPENDIX T FEASIBILITY OF A PEOPLE MOVER SYSTEM TO REPLACE THE IN-TOWN SHUTTLE BUS ROUTE - 1987 � PFLSI3URG C� IiOLT Sc ULLEVIG Vail Transportation Master Plan Update � FELSI3URG Ci HOLT 5c ULLEVIG � � � � � � • � � � � � � � � � � � � � Vail Transportation Master Plan Update PREFACE Purpose of the Master Plan The purpose of the Vail Transportation Master Plan is to consolidate and update the transportation planning and design efforts that have been on-going for the past 20 years. This most recent document, which is based on the existing conditions of Vail's transportation system, current trends and the anticipated growth, will guide the implementation of Vail's transportation system for the next 20 years. In order to keep the plan a viable document over this time period, continuous monitoring of the transportation system and periodic updates of the plan are needed, including periodic traffic counts and formal master plan updates. Previous transportation documents are referenced and summarized in the appendices of this document. These referenced documents remain relevant and provide additional insight and guidance for transportation planning and design purposes. The scope of each of these referenced documents focus on various transportation related topics with some overlapping subjects. The redundancy in this is deliberate to create a historical base and provide the necessary background information to predict accurate trends. It is implied that all overlapping, inconsistent information between documents shall be superceded by the most recent and relevant document. � This master plan is intended to provide direction for a period of time over the next 20 years. • It does not convey approval for any one particular improvement, development, project, or • facility. Every improvement shall go through the applicable town review process prior to implementation. � � � � � � � � � � � � � � � � � • � . Adoption and Arnendment of the Master Plan The Vail Transportation Master Plan was adopted by resolution No. _, Series of 2009, on , 2009, by the Vail Town Council following a recommendation to approve by the Planning and Environmental Commission. Future amendments to this master plan must be approved by resolution or motion by the Town Council following a formal recommendation by the Planning and Environmental Commission. Implementation activities and ordinances will be approved in accordance with the Town of Vail Municipal Code. � rri_sr��,t:c� �� HI�LT 6: ULLEVI(� Page i Vail Transportation Master Plan Update ii � rF�.sr��i:c, Ci II�)►_T �\ ULLEVIG Page 11 � � � � � � • Vail Transportation Master Plan Update EXECUTIVE SUMMARY • The Town of Vail continues to experience growth through new development and the redevelopment of older commercial and residential buiidings. Recently, the Town has been involved in planning � significant redevelopment projects including West Vail, Ever Vail, the Lionshead Parking Structure, � and Timber Ridge. Numerous other developments have been recently completed, recently approved, are under construction, or have made application to the Town. In addition, Town staff has � assessed the redevelopment potential for numerous other sites; the culmination of all these . development and redevelopment projects will collectively add noticeable demand (approximately 2,800 trips per hour at peak times, or approximately 25 to 30 percent increase over current Town � development trip generations) on the Town's transportation system. � � � � � � � � � � � � � � � � � � This study was initiated by the Town to assess the nature of the increased transportation demands placed on the Town's systems by all potential developmenUredevelopment as well as that from other regional growth. The study focuses on the Town's Frontage Road System, but considerations for transit service and parking are also addressed towards the development of a comprehensive plan. This study also serves to provide the following: ► Establishment of a Frontage Road improvements plan from which to develop appropriate transportation improvement projects for the Town's primary road system. ► Develop transportation demand management measures to reduce peak traffic flows during the winter. ► Develop a Frontage Road Access Management Plan with support from CDOT for all future access points along the North and South Frontage Roads. ► Identify a strategy and establish direction towards developing a Town parking plan and a transit plan given potential growth. Existing Conditions A significant amount of traffic data has been collected in support of developing this plan. The data were collected over a host of holidays and spring break time periods to reflect peak conditions. Further, roadway/intersection capacity analyses (LOS calculations) accounted for conditions indicative of mild snow and wet pavement. The analyses of existing traffic conditions led to the following findings: � ► The interchanges tend to be the most critical components in the Town's system. Besides . providing access to/from I-70, the interchanges are also the only points within Town where • traffic can cross I-70. This concentration of traffic through these bottleneck areas negatively effect travel time for drivers and for transit service. � ► At peak times, drivers are challenged to turn left onto the Frontage Road (either north or south) � from a side street. The nature of the challenge varies by cross-street and section of Frontage • Road, but there are numerous locations where drivers attempting such a left turn experience delay. Again, this effects transit operations where bus routing is required to make such turns. � � � • � � ni � FEt.su�ac, (i HULT J: l ULLEVIC� Page iil Vail Transportation Master Plan Update Parking in Vail has been a high profile issue for many years during peak times. The Town operates two parking structures capable of accommodating 2,500 vehicles. In addition, the Town has established Ford Park for permit parking and allows parking on the South Frontage only when overflow conditions occur. Frontage Road parking tends to occur 25 to 40 times per winter season depending on conditions (the Town's goal is to achieve 15 days or less per season). Additional parking is needed to better accommodate the frequency of peak days during ski season. The transit service provided by Vaii is heavily used. The Town has some of the highest ridership in the state with six outlying routes and a central "spine" route referred to as the In-Town shuttle. The East Vail outlying route often experiences capacity conditions in the morning (inbound) and in the evening (outbound) due to high demand. The two West Vail routes, which travel in a clockwise and counter-clockwise fashion through the West Vail area, provide needed mobility for areas along both sides of I-70, but the interstate is a barrier in providing efficient service to all areas in West Vail. The In-town route is by far the busiest route on the system and it provides frequent service between and within the Lionshead and Vail Village areas. Busy times see this route at capacity as the Town adds buses to maintain frequent service and increase capacity. Delays are often experienced at the Golden Peak area and at the Frontage Road within Lionshead Village (due to the need to turn left onto the Frontage Road). The location of parking areas with respect to commercial uses and ski portal usage is not in a precise balance. Much of the skiing terrain lies toward the eastern end of central Vail (Lionshead and the Village), yet over half of the parking is located in the western portion of Central Vail. Similarly, there is far more commercial use in Vail Village than in Lionshead, further adding to the unbalanced situation of parking demand and supply. Projected Conditions The Town is anticipating a significant amount of growth in the next five to ten years. Considering approved development, submitted development proposals, and potential redevelopment proposal in the future, the Town could experience an additional net 3,000 new units and an additional net new 700,000 square feet of commercial uses. The combination of this additional development is projected to add approximately 2,800 PM peak hour trips onto Vail's roadway system during peak times in the winter. The consequences of the combined traffic impact of the development will significantly impact mobility within Vail, particularly during snowy weather. Transit will also be affected negatively as buses travel along the same roadways and will pass through the same congested intersections as other traffic. Specifically, the following issues are anticipated during the peak hours of peak season: ► Long delays and long lines of vehicles stacked along the westbound off-ramp at the Main Vail interchange (attempting to enter the north roundabout), particularly during the AM peak hour iv � r-Fi_sr�;r.c; �� HC)LT �A ULLEVIC� Page IV Vail Transportation Master Plan Update ► Long delays and long lines of vehicles stacked along the westbound South Frontage Road approach at the South Main Vail interchange intersection (attempting to enter the south roundabout) ► Significant delays for motorists turning left onto the Frontage Road at numerous cross streets in the Main Vail area and in the West Vail area. ► Significant delay for motorists turning left from the Frontage Road onto Vail Valley Drive due to the peculiar stop sign configuration. (Frontage Road approaches stop while Vail Valley Drive approach does not.) ► Long delays and long lines of vehicles stacked along the westbound North Frontage Road approach at the West Vail interchange intersection (attempting to enter the north roundabout). Numerous options were considered to correct these issues. Some options were intended to address a localized issue whereas other options could address a myriad of issues. A consideration of pros and cons for options as well as other analyses, have led to the recommended plan shown in Figure ES-1 and ES -2 and the general frontage road widening scheme shown in Figures ES-3 and ES-4. One of the most crucial improvements recommended in this plan is the proposed Simba Run underpass of I-70. There are numerous mobility benefits that this improvement would provide to the Town including: ► Traffic congestion relief of the West Vail interchange roundabouts. ► Traffic congestion relief of the Main Vail interchange roundabouts. ► Increased flexibility and efficiency to provide transit service to West Vail including a potential for a"line haul" rapid service connecting the Town's major activity centers. ► Accommodation of a trail connection to serve bicycle and pedestrian activity between areas north and south of I-70. ► Improved response time for emergency vehicles. Other needed improvement considerations as part of the plan include: ► Construction of roundabouts along the North and South Frontage Road at strategic locations to accommodate minor street left turn movements onto the Frontage Road at peak times. ► Lane additions as well as signing and roadway lane striping to establish two northbound lanes under I-70 at the West Vail and Main Vail interchanges (lanes would each be 11 feet wide). ► Expansion of the north roundabout at the Main Vail interchange. v � f=EI.�RI�RC� �� ti l) L T � ULLEVIC; Page V N m � W 7 U N C � 0 O C 00 � U � � � c � � � ' c � a� o � � LL c O � �� ">O � U ', > � Q ' � � � � ��w '%� � �l J��l Ci,�� :� � U O `� m � C � V m Q . � � d � o -a a o 0 N C d U ° m U U `� � 2 � J V � � . C � C � �p � a� a p c �� o,o U � � � N o �' � n� y w 3 n N i � U � _� J � � n °� o a ' �a > > o m o � a�i m in¢� � _ LL i � � � U C � � � W � L c � '= o U 3 � � � O U � _ o � �;, � � � �p • C C � � C � Y p) C O .-. 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C � i p„ •.. 1 u � 1\ � � \ C„Qr � O � � z o � � �. � � � � � � � I � � I � � � � I � I � � / � �� I � � � I � � I � I \ \ � / :-� C C � � � � � i � o E Q� � .� U � N � Q. � .� � � � N � O � OU � � � � 0 � � O N � � C c� m z N O � � � Q L L � �^` � W � � N � — y � � W � y a. � L � � � � � Q� E N > O Q. � � c� 0 � � � C� �--� C O LL '� N � C � E 0 U � � �a z 0 � N m � � 0 D R N E 0 � c w N m � m � � 0 � 0 a N C F N i ��N� �i�`�\� ea Sa�as`o�e Pd P 4 O O J � � �P, cG -- � � W ✓% �, ^-1 -� � ,� �z� ��. _ � m � L � � �� 0 J ` �U ♦• e� � �(�� Pa P\a�e �� . �e� e��ra � � Pa e�' G�e c 0`��er '��en „�n ��d 'ua� a6p��1 � c C 0 0 0 �V .V 'U N � � � � � � � � O I U U U ' � � N C � C � (� c� J J J N J � L.L L.L II II II O C.7 J U c t � m � e'� a�� G�ti�� m@ �c rno c �° v � �0 a QOC N "' r � � C �.,m y�E�o c � a•- N ` d!= �� lC > V � C� � a c�cV OU� d C y N � d y y ;; o- c�i V N •C W Q O'C�T c !� m "m-3 inya�irn �vx F md%% l0 �— U+� zamcn �a`1 a+�e 5 0 Y U � 0 c7 � ��. Q�� G,�a�` � M � � � � W � � a� i � � � J � � LL � C� O � � � � � c� c � 0 L ��..L •� � � � � � � � � � � � � � � � � � � � � � � � � m �0 � N • m � . � 0 N • c°�i ` m • � � 0 m • 0 � m •� � > . �a z � � . � FELSBURG �� HC�LT & ULLEVIG 10' Walk 6' I . 4' 6' 12' Lane 12' Lane 6' Shoulder Shoulder Bike � � Bike � . � . 7� ..- � ___ _ �L � `� 11 12' Lane � 12' Lane � � -�---� .�'_i. �� 2-LANE CROSS-SECTION 12' Lane � ��_� 16' Lane or Me� r � 4-LANE CROSS-SECTION 16' Turn Lane & Median � 13' Lane � � �_- 4 12' Lane � �rt -. ��, � � � 6' ould Bike w 14' Accel/Decl Lane �,10' Bike Path or Thro� Lane 5-LANE CROSS-SECTION NOTE: All cross sections are subject to additional laneage with respect to turn lanes. Some adjustment may be necessary for certain locations. Figure ES-4 Vail Frontage Road Cross Sections Vail Transportation Services, OS-168, 2/16/09 Vail Transportation Master Plan Update � � � � � � • � � � � � � Vail Transportation Master Plan Update I. INTRODUCTION The Town of Vail continues to experience growth through new development and the redevelopment of older commercial and residential buildings. Recently, the Town has been involved in planning significant redevelopment projects including West Vail, Even Vail ,Timber Ridge, and the Lionshead Parking Structure Redevelopment. Numerous other developments have been recently completed, recently approved, are under construction, or are in the development review process (Appendix E shows the list of developments and redevelopments). In addition, Town staff has assessed the redevelopment potential for numerous other sites; the culmination of all these development and redevelopment projects will collectively add noticeable demand on the Town's transportation system. � This study was initiated by the Town to assess the nature of the increased transportation • demands placed on the Town's systems by all potential development/redevelopment as well as demand from regional growth. The study focuses on the Town's Frontage Road System, but � considerations for transit service and parking are also addressed towards the development of a • comprehensive plan. This study also serves to provide the following: � � � � � � � ► Establishment of a Frontage Road improvements plan from which to develop appropriate transportation improvement projects for the Town's primary road system. ► Develop transportation demand management measures to reduce peak traffic flows during the winter. ► Develop a Frontage Road Access Management Plan with support from CDOT for all future access points along the North and South Frontage Roads. ► Identify a strategy and establish direction towards developing a Town parking plan and a transit plan given potential growth. • This study addresses existing and future conditions for the North and South Frontage Road extending from the West Vail interchange to Ford Park including the West Vail and Main Vail � Interchanges. The focus of this effort has been on the South Frontage Road along the Villages • (Vail and Lionshead Village), but areas such as the West Vail commercial area and the two • primary interchanges were analyzed in a bit more detail than other areas within town. The study area is generally shown in Figure 1. � Vail recently completed a planning effort, Vail 20/20, in which the community developed a � strategic plan to improve the community. Transportation considerations were a big piece of the overall strategic plan, and the community authored a paper outlining a strategic direction for the � Town's transportation system. The five-page paper summarizes current practices/strategies, � future goals, and potential actions to achieve their vision and values. Summary "bullets" from � this effort include: ► Maintaining mobility through out Town � ` � � � � � • • � ► Discourage use of the automobile ► Manage parking demand/supply to reduce overflow parking along the Frontage Road ► Provide necessary support to maintain and embellish the area's transit services. ► Accommodate pedestrian and bicycle activity throughout town ► Reduce the negative impacts of I-70 on the Town such as noise. � FELSBL'RG �� H�)LT & ULLEVIG Page 1 y C[ � C .� � — C. L �ca .'�r �� Pea Sa�ds� � � '� � H � �=- �� d� � 5 a` � a LL � � C/i .� � 0 c � O H �4 . Vail Transportation Master Plan Update For this Master Plan effort, progress meetings were held on a regular basis with Town staff, and CDOT was involved in many of the progress meetings as well. The conduct of this study coincided with other major planning efforts within the Town of Vail. These included: ► West Lionshead Redevelopment (referred to as Ever Vail) ► West Vail Redevelopment planning ► Potential redevelopment of the Lionshead Parking Structure Regionally, other transportation planning efforts were occurring as well including: ► Interstate 70 Central Mountain Transportation Corridor Coalition, Draft Recommendations for the I-70 Mountain Corridor on Travel Demand Management prepared by the Northwest Colorado Council of Governments. The document outlines a series of travel demand management strategies designed to shift travel to outside peak times and encourage transit and high occupancy vehicle travel. ► Intermountain 2035 Regional Transportation Plan recognizes the need for the Simba Run underpass, Frontage Road improvements, an inter-modal facility, West Vail Interchange modifications, trail/pedestrian improvements, noise barriers, and various transit items on the preferred plan. However, only transit-related items were listed in the Region's Fiscally Constrained Plan. ► Eagle County Regional Transportation Authority's (ECO) Transit Vision 2030 which encourages appropriate land use patterns, local supplemental bus services, and the potential for an eventual fixed guideway service extending from Gypsum to Vail. ► I-70 Mountain Corridor Programmatic EIS which considered alternatives along I-70 from C-470 to Glenwood Springs. Within Vail, the effort recognizes the potential for a new underpass of I-70 as well as an intermodal site, and widening of I-70 af Dowd Junction. The current draft PEIS also recognizes preservation for future rail service between Denver and Vail's Transportation Center. � e-F�srua�� C� HULT & ULLEVIG Page 3 Vail Transportation Master Plan Update II. EXISTING CONDITIONS Developing a plan to solve future transportation issues first requires a solid foundation of understanding where Vail is today relative to transportation. This chapter describes current conditions. A. Traffic Conditions 1. Traffic Volumes - Peak Season Peak hour turning movement counts have been collected at numerous locations throughout Town at various peak time periods; the peak winter time periods were the focus of the collection effort. Intersection turning movement counts were collected over a variety of times including the Christmas holiday, Martin Luther King weekend, Presidents Day weekend, and Spring Break times in 2005 and 2006. AM and PM intersection turning movement counts were collected, and adjustments were made for balancing reasons between successive intersections. Figure 2 shows the existing peak season AM and PM peak hour traffic flows. These represent reconciled traffic counts which were collected over a series of peak times, raw traffic data are shown in Appendix A. The PM peak hour traffic demands tend to be greater than the AM peak hour traffic, but some of the predominant patterns are reversed. During the morning peak hour, movements tend to be oriented toward the parking structures. The interchanges experience far more traffic exiting I-70 than entering during the AM peak hour, and vice-versa during the PM peak hour. Other characteristics from the data are described as follows: The greatest point of traffic concentration within Vail is at the Main Vail South Ramps/South Frontage Road/Vail Road roundabout intersection. During the AM peak hour, approximately 2700 vehicles per hour pass through this intersection and 3200 vehicles per hour pass through it during the PM peak hour making it the busiest intersection in town. Of the peak hour traffic passing under I-70 at this interchange, over one-half of the AM traffic is from I-70 East. During the PM peak hour, over 40% is oriented to I-70 West. Between 30 and 40 percent is estimated to simply cross I-70 (both peak hours). The West Vail interchange serves a relatively significant pattern of traffic to/from Down Valley. Given this traffic pattern combined with the traffic generated by the West Vail commercial development, the West Vail north roundabout serves about 2500 vehicles per hour during the PM peak hour (only 1,150 during the AM peak hour), making it the second busiest intersection within Town. Of the PM peak hour traffic passing under I-70 at this point, approximately 10 percent is oriented to/from I-70 east, 45 percent to/from I-70 west, and 45 percent is estimated to simply be crossing I-70. The South Frontage Road carries far more traffic than the North Frontage Road. East of the Main Vail Interchange, the South Frontage Road serves nearly 2000 vehicles per hour at peak times. This is the heaviest traveled roadway segment within Town (other than I-70). Of the 2,000 vehicles per hour, approximately 30 percent are comprised of trips between the Main Vail roundabout and the Vail Village parking structure. � rE�_s��ar C� HOLT & ULLEVIG Page 4 � Be � �Jx �� ' 2 c°o%`„ V` �5 \� h ' � � ^n ,20 o�n s9 * �\ `� o! r OZy y5 B Ooi �h " N n N;�.si e s� o � � � O N� l, pN po� N � �Ob B�� 00 �N � S b� i \�£ � N y j N N E E _ > > O O d > > n U U � � .� ^ U H H � y t N C d j j O) O > _ _ � � � L U C <6 �6 i J L d d C � H y � � `- O � a a`° � � o �� z � X X X X B iE J X X N U � � 7 R% rn � LL C O N (C � Y fC d Q) .N W o° 0 �6 � e . � � 9F � OL P�o �s} \ . 15 � ' . SL � s�s� \,�/ �. . j:` s�� o � � ��Q 2 � �o� a,c^ lle�lre^ P�CN �3 5 su�y,ed �'�'i' -- N�o — p��al�a �� Fo�e�� O J eBp��l B � � Sa ds`O ep,d �\a. S'y 5p5 mo I � PFf I�e� Ped e S�S v v, S � o `� ,�O IN ��c� j e OS�� `� 9 9 o°i�� , p a 26 `�/� � 2� �; sa o� B o e o oss9 , . � Od� �9 s�'�n , sr� G � Pee s��Qe' S'cn �Ne , , Oa� •' �, aV �c�`�c^ oyv�c�� '�3� P � 4 l�l9n � a�Acy�.� yd v � el✓ � �L Peaysuoi�ii3 e 6P yl y��+ S `�- 0 o S 9F �2\ � � e P�. S � J �I�, oa� G�e g � �► I � . z peaysuoi��ry �., ' O 0J�\� gbs((bl . �iE *'o°'��,� '`an� � �,�� . � �`oi��e�� cN�� * h � �` ti`'�° � ��° � � �`Pj *1Ep ^yry�Ly e B _ ```l,a�16�06 ��"�N,�i'i l�'i%1�.� �¢ �l C��a/ • ' � a oa d,� B � ec B G•i . � c ��r 0 . OSS� ZZ] 990' , s� a o�'s B e= � � S9! � �� i9�a 5a�� 3 �6' ��s' 0 ' . . / ,� `'S `� . �� *oo� . N R .S�\ O * ui o _ S'S, B `°� \`n6' `v oo°"�� Be�' . N.�y� e � op� p �^N� d� 6�S QO `+0t � � 1 O v m ,� � � , G�a� OOl �S� 09 (SE] 1� ' ` SO<< � � Ob . � SS IOE] a0 p , � � oe°�loes .� � - os� [scl ° m is<<100 , o � [os] a � ` � � . . l l �✓ p1 � � � �J�J'/ 6' \d1�1 ^ *h��n + �mom /a .S��c'S�c� `Q�'\`'``00''1 �:�,�^o'ry Na� �O�c� � �, `ti �` 6� �'v��h� o�noo /B�'.lA �`D�' S� O �60 � �� "�' c�.� �� `9�� + a �' � , /. rnm^F � �__�� ;; � 0��°m� � � � � z y ' � �► �� ; �� _1 �[a�� l - � — '`�9 . � [z la�t �V `�.`�,``L1^� e lp9J \�l �� : � � � � � � � � � � � � � � � � � � � � � � � � � � ` � � � � � � s � � Vail Transportation Master Plan Update The interchanges, West and Main Vail, are locations of significant traffic concentration because they serve as the access to/from I-70 and they are the only means of crossing I-70. As roundabout intersections, the ramp terminal intersections also serve through movements along the Frontage Roads which further contributes to the traffic concentration that takes place at these points. Along the Frontage Road, the other notable heavier-traveled cross-streets during peak times including: ► Lionshead Parking Structure Access — Heavier demand is due to this being a major parking facility within Town. ► Village Parking Structure Access — Heavier demand is due to this being a major parking facility within Town. ► Vail Valley Drive — Heavy demand can be attributed to activity associated with the Golden Peak lift area and associated programs that based there. ► West Vail Commercial — Numerous driveways serve the shopping area in West Vail. Individually, the traffic levels served by each driveway is less than the three heavy cross-streets stated just above, but collectively they represent a major generating center within town. Numerous other cross-streets intersect with the Frontage Roads, but many of these serve localized areas and do not carry significant levels of traffic. The Frontage Roads serve as Vail's arterial system serving the vast majority of the vehicle-miles traveled within the Town. 2. Intersection Levels of Service (LOS) Intersection Levels of Service (LOS) were calculated for numerous intersections including the roundabouts at the interchanges and many of the cross-street intersections and access points along the North and South Frontage Road. For nearly every case, the PM peak hour traffic was the focus of the LOS analyses. The exceptions include the Main Vail interchange and West Vail interchange intersections where the AM peak hour was also analyzed. LOS is a traffic qualitative measure described by a letter designation ranging from A to F. LOS A represents minimal or no delay while LOS F represents excessive delay. The calculations are geared toward estimating the delays for traffic movements and then converting the results to a LOS measure (based on the Highway Capacity Manual published by the transportation Board) with the following: ► LOS A, 0-10 seconds for STOP-sign controlled movements, 0-10 for roundabouts ► LOS B, 10-15 seconds for STOP-sign controlled movements, 10-20 for roundabouts ► LOS C, 15-25 seconds for STOP-sign controlled movements, 20-35 for roundabouts ► LOS D, 25-35 seconds for STOP-sign controlled movements, 35-55 for roundabouts ► LOS E, 35-50 seconds for STOP-sign controlled movements, 55-80 for roundabouts ► LOS F, greater than 50 seconds for STOP-sign controlled movements, 80 for roundabouts ! The roundabout intersections are located at the Main Vail and West Vail interchanges, and their operation has an impact on the ease of access to/from I-70 as well as the ability to cross I-70. If � the roundabout intersections don't function well, the Town's entire transportation system suffers. � Because they are critical junctures, the levels of service were calculated for inclement weather � � • � � ��t_�.;ht;i:� C� H�)LT Sc ULLEVIG Page 6 Vail Transportation Master Plan Update conditions. Resuits for all of the LOS calculations are shown in Figure 3, and worksheets are presented in Appendix B. For the roundabouts, the software package Sidra was used to estimate the LOS's. Parameters in this software package were adjusted in attempt to calibrate delay results against delays that were observed in the field at the West Vail interchange. Further, adjustments were made to try and account for poor weather. The following adjustments were made to SIDRA as part of a roundabout calibration process: ► Lane storage lengths and diameters were adjusted to match field conditions ► Approach speeds were reduced from the default of 40 MPH to 25 MPH ► The North American Driver "environmental factor" was used (1.2) ► A peak hour factor of 0.79 was used for ideal conditions, 0.68 for snowy conditions (approximately representing a 20% loss in capacity due to snow). The lower-than-normal (15% less) peak hour factor for ideal conditions was based on the Highway Capacity Manual statement that a roundabout is at its capacity when V/C = 85% For Vail, acceptable operations were established at a LOS C or better. Typical LOS threshold objectives in larger busy urban areas are usually LOS D, sometimes LOS E, during peak hours of the day. In extreme cases, LOS F is tolerated. Smaller rural communities will tend to establish LOS C as their criterion objective relative to traffic operations along their streets. A LOS C/LOS D threshold, for peak hours during peak seasons, was chosen as the appropriate threshold for Vail given its resort stature and the desire to provide a highly functional transportation system to enhance the guest experience. Exceptions for poorer LOS that would be acceptable include inclement weather in which a LOS D/LOS E is considered acceptable. In addition, a LOS D or even worse is acceptable for a movement with extremely low traffic flows. The LOS's for the STOP-controlled intersections were calculated using the Highway Capacity Manual procedures per HCS software; no inclement weather factors were used to evaluate the stop-controlled intersections. Figure 3 shows the LOS results for existing conditions. The roundabout intersections all currently operate at acceptable LOS's with each approach being at a LOS C or better. Several of the Frontage Road cross-street intersection movements operate poorer than LOS C. Intersections with a LOS E or LOS F include: � eEi_s►i�i:c, C� fi O L T 6: ULLEVIG Page 7 � • • � • . • • � � � � • • � � • • • • • • • • • � • • • • • s � • • � • � � � � • • �' � , m � Ja ;C '1 .+ D /,D ��`�� b . � 7,, g � -;�\ a e ;t " a z � B , "� 9 R ' '. ' ' �I : P - B ' � .,4�� q 8 � 9 �, � 0 � :� .•��; -■ � � B� 8 ht Tallen ��en � 6uiy�ed � p!f �alua0 a6e�pn �j a P � 0 0 � n ,` � /-C•'' A a � �3 3 � i _. Pd W � 0 2 0 " � b . Pd � � Sacds�O�e B � ipb�ieq p,ed + � B G � � , �� ` � a Je�O�� r C � � y \ e `0 �esr , \ / B \ 8 � 0 Q� " ` '� e �6i � �p� � � � � � A� . � µPa s� '�< b b ��ee s � \ / 0��e� 0 B Q e. 8 - J a ,' �`' �a`�e `�� '� A c�� 8 a V / b �\ y ` � B m �/ � � � �� ,�ai �� 3 0 I " `�� B A � B � ,, � u ,� , � b ` � � y 0 � � o� �� F° Gr� � • � U U ` .� d m � � 0 0 � � T J J C N N � C � > > � � O _ = C C U O Y Y t0 O O � , m mt U � m a a� 3 c Dc d � � c °c o 0 a ¢o cn U Q �� o — = L W ` 8O � x ,� W J G -�� - ��> �-= �� . 7 J T ,� . � , � Q , � �t� � � �� IP]e�� 9/ � . `° � � ;� 0 e�'� '' \�. �� . � % Q � � .\ :q c� C`• i � ��. � � � ��'o � eleJ M N ` U 7 � T � W � O � � J Q) .N w r� r` \ 9ly l 9 % �/ : 0 Vail Transportation Master Plan Update ► Village Structure Access — The specific traffic operation issue here is the ability to turn left out of the structure onto the South Frontage Road. The LOS estimate at peak times is LOS E. The delay incurred by these drivers exiting the parking structure is above and beyond the delay that these drivers incur within the structure to pay the parking fee. In fact, the fee booths inside the structure tend to meter outbound traffic. Otherwise, the outbound peak hour traffic demand counts would likely be greater. ► Lionshead Structure Access — The outbound movement from the structure experiences a LOS D during peak times. Similar to the Village Structure Access intersection, these drivers are incurring additional delay beyond the LOS D due to waiting in the structure to pay the fee. ► East Lionshead Circle — The East Lionshead Circle approach to the South Frontage Road operates at LOS E during peak times. This movement includes In-Town shuttle vehicles, and this intersection's poor operations has a negative impact on the Town's transit system. ► Safeway Access — In West Vail, there are numerous access points onto the North Frontage Road serving retail uses. The access in front of the Safeway is the heavier-used access based on the traffic count data. This access approach onto the North Frontage Road operates at a LOS E during peak times. The East Lionshead Circle access operation has an effect on the In-Town Shuttle bus routes as this bus is required to turn left onto the Frontage Road as part of its normal scheduled route. The Vail Valley Drive intersection does not have any movements operating in LOS E or LOS F, but interestingly this intersection is characterized with a greater number of movements subject to delay. Total vehicular delay at this intersection is greater than many of the other intersections in Town due to the unique stop configuration. (Frontage Road approaches both stops, Vail Valley Drive approach is given the right-of-way due to grade). In addition to intersection LOS calculations, Town staff has also recorded travel times between activity areas. Staff made numerous runs between activity areas during peak and non-peak times, as well as under varying weather conditions. Table 1 summarizes average travel times between the key activity areas, and the detailed data collected are presented in Appendix C. � fFi_si;�i:c� C� f10LT & ULLEVIG Page 9 Vail Transportation Master Plan Update Table 1 2005-2006 Season Travel Time Summa Peak Season Non-Peak Season Origin/ Destination/Route Non-Peak PM Peak Non-Peak PM Peak Hour Hour Hour Hour Village Structure to Safeway South Frontage Road -Clear 7:11 -Wet 8:01 -Snow ack 7:21 12:08 North Frontage Road -Clear 5:32 5:47 -Wet 8:52 -Snow ack 5:57 8:33 I-70 -Clear 4:57 -Wet 4:32 -Snow ack Safeway to Village Structure North Frontage Road -Clear 5:40 5:56 -Wet -Snow ack Lionshead Parking Structure to Safeway South Frontage Road -Clear 4:45 4:57 5:19 -Wet 5:25 -Snow ack 4:59 4:52 North Frontage Road -Clear 5:53 -Wet 6:23 -Snowpack 10:49 6:55 I-70 -Clear 4:50 -Wet 5:17 -Snow ack Safeway to Lionshead Parking Structure South Frontage Road -Clear 4:45 5:50 -Wet -Snow ack Red Sandstone Road to Cascade WB Frontage Route -Clear 5:31 -Wet 7:25 -Snow ack 5:40 EB Frontage Route -Clear 5:32 -Wet 6:45 -Snowpack 5:51 � FELSBL'RC; C� IfULT 6; �:LLEVIG Page 10 Vail Transportation Master Plan Update 3. Accident Data Approximately six years worth of traffic accident data were compiled from the Town of Vail Police Department's records which identified 288 accidents occurring between 1999 and 2005. CDOT data were also explored, but the Town's accident records identified more accidents than CDOT's database along the Frontage Roads. It is likely that many of the accidents recorded by the Town along the Frontage Roads do not reach CDOT for inclusion in their database. As such, the Town's Police Department records were used in this analysis. The data are summarized in Table 2. Coliision diagrams of each intersection are shown in Appendix D. Observations of interest generally included: ► South Frontage Road/Matterhorn Circle — Recently, this intersection was improved to include an exclusive turn lane. This widening is thought to have provided a significant benefit to any safety issues at this intersection since the data show that most of the accidents at this location occurred in 2002 or earlier. ► West Vail Interchange, North roundabout intersection — A fairly pronounced pattern of rear-end collisions along the I-70 westbound off-ramp show up in the data. Many of these occurred with a slick roadway surface, and the downgrade of the ramp may be a contributor to this pattern of collisions as well as the shading patterns caused by the I-70 embankment. ► Vail Valley Drive — A noticeable pattern (approximately two-thirds of the accidents) at this intersection includes collisions with eastbound through movement vehicles. The collision diagram suggests that eastbound Frontage Road drivers do not always understand that they are subject to stopping and that the side-street approach has the right-of-way. ► The Main Vail Interchange experienced a fair number of accidents within the study period, but when compared against the "exposure" of traffic, the accident occurrence at this interchange is not alarming. ► Approximately 40 percent of all traffic accidents recorded along the Frontage Roads, including the roundabouts and the cross-street intersections, occurred on slick roadway surfaces. The Colorado Department of Transportation maintains accident statistics along all of its roadway facilities and typically produces average accident rate statistics stratified by facility type. The rates are determined by segment rather than by intersection and the Department typically calculates the number of accidents per million-vehicle-miles of travel for a given segment of road. As such, it is not possible to directly compare the results in Table 2 to industry standards. However it is possible to convert the data in Table 2 into segment data to allow for a comparison to CDOT data. Assumptions have been made with respect to daily traffic from the peak hour traffic counts. In addition, continuous traffic data from CDOT's files were used to estimate seasonal variations in daily traffic data toward estimating the total annual traffic served by each segment. Of the state highway locations with continuous traffic count data, US 6 near Keystone was used for this assessment with respect to seasonal variations. While a counter on I-70 near pown Junction is available and was reviewed, the I-70 traffic demands at that location peak during the summer months, whereas Vail roadways are busiest in the winter months. The US 6 permanent counter near Keystone displays seasonal patterns that are more in line with traffic demand fluctuations experienced along Vail's Frontage Roads. Therefore, the US 6 counter was used for only gauging seasonal fluctuations with respect to calculating annual accident rates for roadway segments. � E=ELtiBI RC� C� HOLT & ULLEVIG Page 11 Vail Transportation Master Plan Update The following shows the converted accident data and how it compares with CDOT data for urban minor arterial road facilities. ► N. Frontage Road, Chamonix to Buffehr Creek — 3.5 accidents/million vehicie-miles ► N. Frontage Road, Buffehr Creek to Main Vail — 3.0 accidents/million vehicle-miles ► S. Frontage Road, W. Vail Roundabout to Forest Road — 2.5 accidents/million vehicle-miles ► S. Frontage Road, Forest Rd. to Vail Road - 3.5 accidents/million vehicle-miles ► S. Frontage Road, Vail Rd. to Vail Valley Drive — 4.0 accidents/million vehicle miles Based on the most recent CDOT data available (2004), urban minor arterial state highways have experienced 3.45 accidents per million vehicle-miles of travel in 2003 and 2004. The accident rates listed above for the Frontage road segments are close to this or are less, except for the segment between Vail Road and Vail Valley Drive which is slightly higher than the CDOT data. This segment of roadway is the busiest road section in Town (other than I-70), and increased traffic increases the exposure and correspondingly the accident rate. � FEL5BUI:G C� H�)LT & ULLEVIG Page 12 Ol � � � �� ?. 41 � � � � O ' N `I.� � � O � � � � . �, � � �. � v � X .., � � � � � � �. GJ '� .,� U V � ttt O � v bA � � � O 3� w � � � N v � � E"� a� j U N � � �. N T C � � (6 � N m O � � W -p cp f!1 � � U C � � > • C � L d � -p O m .--� � � � C � � C_ O > 'j � � � U o N� � � a N E`°� �°f� �'� _ >, � V � � � � � (Vp L (q C C � � y � � U M � 0 L J (6 O N a. _ rN+ � M � � d C d— V'L � M 00 O O� O�� N � CO I� 00 �� t�.�. 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'� GJ � �i a.~+ � 0 V `. � �r � v � X .., � I � e� � � � � �r GJ '� �V V � 'C � O � GJ bA � � C�, O i, w � �s � N a� � � H � o � � ° � � � C y N � 'O � U L +r � N � (B C V d � C � � � � O � w � � y � � j � �' > U 0 � w U� O U �@ f6 (0 •- > — �.i � � w � C N f/� � 3 O O _ C �O � � � � � O C p C ` N � �'� `�L � U �p � j�� L N 7 N O Q� J@ Z> I� Cn rN+ � fn C •� d C � - C1 '� � � � O N ��L t w N O O N N Q Q� W d 01 �'' "' Y �C \° \° \° \° � \° \° y d V� � � c�'7 M � M O V 3 N 0 I� ch o0 oD �t ti � � � � a � O � M � �- � N N H d t O � O O O � � r � � 3 O 0 M � O � � � � � N � N � � � M N N � � t0 O m � � �� O � N O � M M � W � � � � � � �a _ ° o .n° p � Q � � U � L � � � � � � Y J C 7 r+ O � �,O O � C � Z � a> � cn � :� o o — �° U � � �° — � s � >-a L O � � > (n (n C � N C O � 7 � f� C 'd Z Q �� C� d J Q' � � � � R � � � :i :i � �-. > �- . � �f- � � �� Vail Transportation Master Plan Update B. Parking Currently, the Town owns and maintains two large parking structures in Main Vail. The Village Structure, located east of the Main Vail interchange, provides 1300 spaces for skiers and activity at Vail Village. During ski season, a fee is assessed to park during the day if a vehicle stays at least an hour and a half. Employees and residents have an option of purchasing seasonal parking passes, each providing a different set of privileges. Without a pass, an all-day fee is currently $25.00. This structure generally fills between 50 and 70 times per season and occasionally during summer activities (when parking is free). When full, drivers are directed to the Lionshead Parking Structure. The Village Structure also serves as the Town's Transportation Center serving as a hub for a variety of bus and transportation services. The Lionshead parking structure is located approximately one-half mile west of the Main Vail interchange. It can accommodate 1200 vehicles. During winter season, the Lionshead Structure generally fills only after the Village Structure fills. The structure fills an estimated 20 to 40 times per season, and once full, vehicles are directed to parallel-park along the South Frontage Road. An extreme peak day can sometimes see over 1000 vehicles parked along the South Frontage Road. The location of the parking supply within the Main Vail area (Lionshead and Vail Village) is not entirely in alignment with the parking demand generators. The Lionshead parking structure contains only slightly less than the Village Structure, but there is considerably more parking demand generation in the Village area. The following illustrates the imbalance: ► Village Structure • 1300 spaces of supply • 300,000 square feet of commercial services being served • Approximately 55 percent of the lift capacity • 85 percent of the skiable terrain (east of Vail Road) ► Lionshead Structure • 1200 spaces of supply • 150,000 square feet of commercial services being served • Approximately 45 percent of the lift capacity • 15 percent of the skiable terrain (west of Vail Road) The ski area is oriented easterly from the Main Vail interchange. The Vail Village parking structure is located approximately at a central point to the ski area on the mountain. The Lionshead parking structure is skewed to the west of the ski area. Because of their relative locations, skiers tend to fill the Village Structure before the Lionshead Structure. General parking demand for the Village Structure is further highlighted by the fact that there is more commercial space nearby and that the lift usage is greater than that in Lionshead (even though lift capacity is approximately balanced). The commercial space produces additional parking demand by virtue of the need to accommodate these visitors who only want to shop and the employees needed to operate the commercial activity. � FEI.SB�'RC] C� fiOLT .S. ULLEVIG Page 15 Vail Transportation Master Plan Update Other parking areas are also provided throughout town, but most are relatively small providing up to 15 spaces. Other locations such as Ford Park and the Soccer Fields (located east of Golden Peak) can accommodate more vehicles, but these are restricted to permitted vehicles only. The Town of Vail has continued to explore means of adding public parking to the supply within the centrai areas of Lionshead and Vail Village. A current need of at least 400 additional spaces has been identified by the Town in attempt to reduce the number of days that the Frontage Road is pressed into service to accommodate overflow parking. The 400 spaces are needed to maintain a supply accommodating 90 percent of the demand days, a Town parking objective. This is based on many seasons of collected Frontage Road parking data. However, 1,000 additional spaces would accommodate 99 percent of the current demand days. Over the long-term (20 years), the 1,000 spaces are estimated to accommodate 90 percent of the future demand days. More detail with respect to further parking needs is described later in this report, but the Town's ultimate goal is to add 1,000 spaces for general public use to meet their 90 percent objective. C. Transit The Town of Vail operates a free bus service for residents and guests. The service is among the busiest in the state serving approximately three million riders per year. The heaviest used route is the In-Town shuttle which continuously travels between Lionshead and Vail Village; this route makes up 60 to 70 percent of the Towns bus service ridership, and it typically serves with five to seven buses; peak times can see 8 to 10 buses traveling along this route depending on time of day with headways ranging from 5 to 7 minutes. � Outlying bus routes each serve a different area of Vail. The East Vail and West Vail bus routes • experience the most ridership outside the In-Town Shuttle. West Vail, having a frontage road along the • north and south side of I-70, is served by opposing loop services in which one West Vail route runs clockwise along the South and North Frontage Road and the other runs counter-clockwise. While � these two routes have offset start times from the Transportation Center, buses along these two � opposing routes cross in the Meadow Creek/Intermountain area, and this area receives relatively infrequent service (because two opposing buses drive by at the same time). Most outlying areas are � provided service every 15 to 20 minutes; the Meadow Creek/Intermountain area, in which the • opposing West Vail bus routes cross, experiences service every 30 minutes, albeit with two buses. This quirk in the service is the result, in part, of limited I-70 crossings and the need to serve both sides � of I-70 with transit. Existing Transit routes are presented in Figure 4. Other characteristics of the Town's bus system include: ► Heavy end-of-the-day-use of the In-Town ► shuttle as skiers utilize this service to return to their parked vehicle or residence. ► Congestion at the Golden Peak portal; this creates delay to the In-Town shuttle. This is most prevalent on Saturdays. ► Challenges with the In-Town shuttle serving the western-most reaches of Lionshead due to delays associated with turning left onto the Frontage Road (from East Lionshead Circle). ► Outlying bus routes that serve Main and West Vail are subject to passing through the interchanges which can add delay to the service due to traffic congestion. ► West Vail routes experience overloading mostly at Timber Ridge during morning hours. The West Vail Green route (which is clockwise) also experiences overloading in the evening between the West Lionshead Plaza and the residential areas west of Cascades. � rr:i.�suac �� HULT �k ULLEVIG Page 16 Vail Transportation Master Plan Update The East Vail bus route is overloaded during peak hours with inbound riders in the morning peak hours and outbound riders during the afternoon peak hours. � Fl:l.�lil'RC� C� fIOLT Sz ULLEVIG Page 17 �� \ � � '�,�ol�sv� ' 6� °'/Il \i J �.J � � � �' � � f � � � w T � u.. 1. � �:� � c4 � � �s D � �a � C � N _ c z W C.7 W J � y � G� �--� L � � � � � � N � m .� � � � +� � X W L � � Z � 0 0 � L � O i � 0 � aj Z Cn Q c � o a a �> � J O O � � � J J � Y � C — (� O � � � � � i � U � � � 'i � •� 'O � � C (n tn w c`�3 li � u) �� n ii n n n ii u n � �a = � � � m � m � N O N m U _ N � O � n C N F- i Vail Transportation Master Plan Update The Transportation Center, located atop the Village Parking Structure, is at its capacity. Besides Town routes, this Center also serves the Eagle County bus system, charter services, regional services as well as other transportation providers. The Center also serves as a location to switch out buses during the day and as a place for drivers to take a break. The increase in ridership amongst ali providers has maxed-out the facility's capacity, and potential increases in transit use in the future has the Town considering a second transportation center facility somewhere. This is discussed in a later chapter of this report. III. ANTICIPATED GROWTH A. Developrnent As mentioned, the Town initiated this effort to ascertain the impacts of foreseen and potential growth throughout the Vail Valley. The growth includes the following: ► Development that is currently under construction, ► Development that has been approved by the Town, but had not yet been constructed, ► Development that has been submitted to the Town for consideration, but not yet approved, and ► Parcels of land that have the potential for redevelopment for more density. Town staff have carefully considered parcels throughout town subject to being developed or redeveloped. While these land uses are intended to represent year 2025 conditions, the expectation is that much of the development and redevelopment assumed in this report will occur within the next five years. Appendix E shows the specific details, but overall anticipated growth can be characterized as follows: ► Approximately 3000 net new residential and hotel units ► Over 1500 rep►aced residential units ► Approximately 700,000 net square feet of retail development Areas within Town that are anticipated to experience the greatest amount of growth include the following: ► West Vail — The existing shopping center has the potential of being redeveloped to include approximately 130,000 square feet of additional commercial space than currently exists and a net increase of approximately 210 units. This is estimated to take place within ten years. ► West Lionshead (currently referred to as Ever Vail) — This includes redeveloping the Vail Resorts maintenance yards and relocating the South Frontage Road up against I-70. Current plans are still evolving, but the potential exists for approximately 590 units (although the latest proposal only includes 425), 165,000 square feet of commercial space (including 35,000 square feet of office space) and additional access to the mountain (including a new gondola). The proposal would also include additional public parking (400 spaces). This is estimated to take place within five years. ► Timber Ridge — This is a redevelopment of an employee housing complex located on the north side of I-70 approximately just west of the Post Office. This complex could include 325 new units and the redevelopment of another 198 units. This is estimated to take place within five years. � FFLSBI;RC� C� tiOLT S. ULLEVIG Page 19 � � � � Vail Transportation Master Plan Update • ► Lionshead Parking Structure — The Town is currently considering to entirely replace the • Lionshead Structure with a larger structure (adding 300 more public spaces), approximately 365 units, 70,000 square feet of commercial space, and 20,000 square feet for a conference center. � This is anticipated to take place within five years. � � � � Most of the other development considered in this report is comprised of numerous smaller parcels, many of which are located within the Lionshead area and the Vail Village area. B. Parking . The additional needed parking supply is based on historic parking counts (along the Frontage Road during peak days) and on projected demands tied to growth within the region and along the Front � Range. Since the 2000-2001 ski season, the 15th highest parking day (Vail's objective design level) . has produced anywhere from 214 to 541 number of vehicles parked along the Frontage Road (when • it is pressed into service). The annual average has ranged from 325 vehicles to 483 with an overall average of about 350 vehicles. The 10th highest day has averaged approximately 465 vehicles of � overflow parking since the 2000-2001 ski season. From this, the Town has identified the need to • establish another 400 spaces over the short-term planning horizon. The Ever Vail development project may fulfill this need, but these additional spaces would be west of the primary parking "desire" � locations. � Over the longer term, the expectation is that an increase in population and employment (locally, ` regionally, and state-wide) will only add to the parking demands that Vail will need to accommodate. • The following describes, given rough assumptions, the nature of additional parking demand in Vail i over the long-term. • ► Local Skier Merchant Passes — The Town estimates that jobs within Eagle County could approximately double by the year 2030, but that merchant pass holders may increase at a rate � less than this, say 60%. This would produce 3000 more merchant pass holders. Assuming 30 . percent use their pass on a peak day, approximately 900 new pass holder skiers would visit Vail on a peak day. Assuming 50 percent use their car at two persons per vehicles, an additional � demand of 225 parked vehicles would be generated. � � � � � Eagle County Part Time Resident — Approximately 12,000 additional units are planned throughout Eagle County; approximately 2000 of these will be affordable homes. Of the other 10,000, it is estimated that 30 percent of the homes would be occupied at peak times with an average occupancy of three people per unit. Assuming 10 to 12 percent of these people ski at Vail and 50 percent utilize their automobile with three people per vehicle, an additional demand of 175 parked vehicles would be generated. • ► Front Range Visitors — The Front Range population is projected to increase by one million persons in the next 20 years or so, and 10 to 15 percent of this increase is estimated to be skiers. � This could add 125,000 prospective skiers to the Colorado market. Currently, a peak day could • see Vail serving 0.5 percent of this market, or the equivalent of 600 to 700 additional skiers. . Assuming 95 percent reach Vail via automobile at three people per car, this component would generate an additional demand of 200 parked vehicles. � � � � � � • � � rf.��i,�i:c� �� fl�)LT & ULLEVIG Page 20 Vail Transportation Master Plan Update Employees — The number of jobs within Eagle County is projected to increase significantly by 2030. Within Vail, new development is estimated to add 3600 jobs. With 30 percent of these employees being housed within town, 2520 employees would be out of town needing transportation. Employees are also subject to shifts and do not work everyday. As such, they do not generate the concentrated parking demand that other users above might. Further, assuming 50 percent drive at two persons per vehicle, an estimated additional parking demand of approximately 325 vehicles would be generated. In considering the combination of the above four components, an estimated 925 spaces would be needed to accommodate growth over the next 20 to 25 years. When adding in the 400 spaces needed to address current parking shortfalls, a total of 1325 spaces could potentially be necessary However, a planning level of 1000 spaces is considered appropriate when considering: ► The managing of parking may be more aggressive in the future ► Some of the employee-generated parking demand may be served on-site (at the place of employment) ► A portion of the part-time residents may participate in "parking clubs" ► The potential of some double counting in the 4 components above. The long-term "targeY' of providing an additional 1000 spaces is appropriate for the Main Vail area Areas where this supply may be increased are described as follows: ► Ever Vail Redevelopment. A range of 300 to 500 public spaces have been identified for this area. The analysis presented herein assumes 400 public spaces (which is consistent with current development plans). To the extent possible, the Town should pursue as much as is reasonably possible, realizing that access to/from the Frontage Road (roundabout intersection desired) and bus stop facilities will also be necessary. ► Lionshead Structure. If this is redeveloped, a total of over 2,000 parking spaces will be provided as part of this development. Over 600 of these spaces will be dedicated to the development, but over 1,400 would be available for public use (a 200 to 300 space increase). This too, along with a possible transit center, will drive the need for one or two major intersections onto the Frontage Road, perhaps being served via a roundabout. Ford Park. Potentially, 300 to 600 net new spaces could be provided in a structure at Ford Park. Transit service connecting it to the Village would be necessary during winter, but the parking could also be used for various events at the park during other times of the year. Between these three areas, the potential exists for the Town to add far more than the minimum 400 spaces in a manner that allows the parking supply to be spread around the Main Vail area. However, most of the new spaces would be located in Lionshead or the western side of the Main Vail area. As mentioned, most skiers vie to access the mountain through Vail Village since the vast majority of the ski area's acreage is oriented to the east of the Villages. While the additional parking supply in the Main Vail area would be a boon to the Main Vail area, it may better serve the Main Vail area if most of the new supply was located in Vail Village rather than Lionshead (east rather than west). A map showing parking locations in relation to other activities is presented later in this report. � rc�_�r��i:� C� ti O L T & ULLEVIG Page 21 Vail Transportation Master Plan Update C. Inter-Relationship of the Various Modes Clearly, a cohesive transportation system requires integration of all modes of travel. Public parking areas, for example, naturally attract traffic and can experience heavy concentrations of traffic depending on size and location. In addition, the parking areas are also candidates for transit service, especiaily where parking areas are located away from prime uses. Because Vail's "base" area is large and spread across multiple villages, parking areas are also spread across the villages along the Frontage Road. So the planning for one mode affects another; parking attracts traffic and requires frequent transit service at peak times. Areas that can accommodate large amounts of parking are limited at Main Vail, so their locations are somewhat predetermined. This, in turn, shapes the traffic and transit patterns and service that is needed. The modes are also interrelated in that roadway improvements to alleviate traffic delays and congestion also help transit service as buses are part of the traffic mix. Also, the policy to manage parking and skier-drop-off activity can affect traffic and transit demands and the trade-off thereof. Vail's Transportation and Parking Committee continuously monitor parking trends and develop strategies to help alleviate parking problems within town. These strategies can have an impact on how many users are willing to drive versus utilize transit or another mode. As such, parking policy, management, and location directly impact traffic demands and transit demands. The process is dynamic. • Traffic, transit, skier drop-off and parking, while inter-related, also need to be appropriately planned with respect to the ski-area terrain location, access to the ski area, and proximity to the commercial � development. Future plans for Main Vail will increase commercial space as follows: ► Vail Village — from 300,000 to 350,000 square feet ► Lionshead Village — from 150,000 to 250,000 square feet ► West Lionshead (Ever Vail) - approximately 165,000 square feet (retail and office) In addition, West Lionshead is anticipated to be served by a new ski lift onto the mountain and this development is being planned to accommodate skier drop-off activity, particularly for charter buses and shuttles. Additional parking areas are possible at Ford Park, Lionshead Parking Structure (as part of potential redevelopment), and West Lionshead. The new lift and the new parking areas have the potential of attracting traffic to that localized area and each warrant consideration for transit service embellishments. In essence, the addition of parking, commercial space, and skier access to Main Vail and the fact that each of these will be more spread out than current conditions requires embellishments to the transportation system with respect to carrying traffic and providing transit service. � Ff:L�RLRG C� Iic1LT & ULLEVIG Page 22 Vail Transportation Master Plan Update IV. I� PROJECTED 2025 PM PEAK HOUR TRAFFIC CONDITIONS Traffic Volume Forecasts Projected traffic demands along the Frontage Road system are key to assessing and mitigating future transportation conditions. As mentioned, the PM peak hour traffic is generally heavier than the AM peak hour, with a few pattern exceptions. As such, year 2025 traffic forecasts have focused on the PM peak hour time period for analysis, with exceptions being the Main Vail and West Vail Roundabout Interchanges where cursory-level AM peak hour forecasts were developed as well. The total PM peak hour forecasts were developed with the use of a travel demand model utilizing the TRAFFIX software package. The model was developed by estimating the amount of additional PM peak hour trips for each development and redevelopment proposal, and then assigning these new trips to the street system. Forecasts then resulted from the additive nature of the new trips in combination with the existing traffic which was increased modestly (0.5% per year) to year 2025. The AM peak hour traffic was developed by applying an approximate 35 percent flat growth factor to the existing AM peak hour; the 35 percent was based on the level of growth resulting from the 2025 PM peak hour projections (as compared to existing traffic levels). Table 3 shows the trip generation rates that were used, and Figure 5 shows the trip distribution assumptions that were used in this analysis. Trip rates were based on a combination of sources including the Institute of Transportation Engineers' (ITE) Trip Generation and the Lionshead Transportation Master Plan. ITE trips rates were primarily applied to development located away from the Vail base areas. Because of the heavy transit use and the fact that much of the development is mixed and close-in (lending itself to trips made via walking), the trip generation rates used in this study are less than the ITE rates because the ITE data are intended for more typical suburban settings where commuter activity is prominent. At peak times in Vail, tourist activity is prominent. The close-in trip generation rates used in this analysis are in line with ITE's Recreational/Home category. Areas where the close-in residential trip rates were applied are shown in Figure 6. A 20 percent reduction in trip generation rates was applied for the close-in areas. The increased retail uses within the villages were also subject to reduced trip generation rates as compared to ITE's shopping center category data. A PM peak hour trip reduction of 65 percent was applied due to the following reasons: ► The retail and commercial activity, being located at the base of the ski area, is heavily dependent upon people who are already in the village for skiing purposes. ► There are many units located close to the new retail uses which tends to induce walking trips to rather than vehicular trips. ► Many of the employees of the retail uses are typically discouraged to drive themselves to work, in part due to the parking fee at the structures. A cursory-level evaluation of existing retail trips was conducted by reviewing the level of traffic turning into the structures today. During the PM peak hour, the outbound traffic contains a significant amount of skier trips, so it is not appropriate to include these outbound traffic with respect to gauging trip generation rates. Inbound PM peak hour traffic contains trips associated with retail and some other uses, so while it is not 100 percent retail traffic, it does serve as an upper limit. At the Lionshead Parking Structure,150 � FE1.`R�'FC� �� HC)LT S. ULLEVIG Page 23 � � � � Vail Transportation Master Plan Update � inbound PM peak hour trips exist current; the Lionshead Village contains approximately 150,000 square • feet of retail-related use. At the Village Structure, 310 vehicles entered during the PM peak hour; that village contains approximately 300,000 square feet of retail/commercial. These traffic numbers represent � a 45 to 50 percent reduction in ITE shopping center trip rates if they were all retail-related, but they are • not. � Other trip types that are part of the inbound movements to the structures include: ► Library trips (which is open until 6:00 PM on weekends, later on weekdays) ► Dobson Ice Arena trips (which typically has a full schedule including hockey events, figure skating, lessons, and public skating) ► Adventure Center trips. The Adventure Center provides other recreation including tubing, ski biking, snowmobiling, snowshoeing, and a trampoline, and it is remains open until 9:00 PM on weekend nights. ► Residential uses. Several residential complexes within the villages are not able to adequately park their own overnight guests, so the parking structures are used instead. At Lionshead, staff estimates that approximately 100 vehicles are parked overnight at peak times related to selected residential uses. At the Village Structure, between 200 and 300 vehicles are parked overnight related to some of the residential uses there. ► Special events. Both villages routinely host evening events such as concerts, festivals, exhibits, and other attractions. S All of these attract trips beyond the retail/commercial attraction. As such, the true retail trip rate is • even less that the 45 to 50 reduction quoted above. As such, using rates that equate to a 65 to 70 percent reduction for the new retail development is not inconsistent with current trip-making trends in . Vail. Again, Appendix E shows the trip estimates for each of the development areas. In total, all of the considered development could generate an additional 2,800 trips per hour during the PM peak hour. The following summarize some of the bigger trip generators: ► West Vail — the net increase in square footage and residential units could generate a total of 470 additional trips during the PM peak hour. This would be above and beyond the estimated 800 to 1000 trips per hour generated by the West Vail development today. ► Timber Ridge is estimated to generate an additional 180 trips per hour during the PM peak hour. ► West Lionshead (Ever Vail) has the potential of generating an additional 580 trips per hour during the PM peak hour. ► Lionshead Parking Structure redevelopment is estimated to generate 275 trips during the PM peak hour. ► The Lionshead Village area (excluding the Lionshead parking structure) is projected to generate an additional 490 PM peak hour trips given the collective development. The Vail Village area redevelopment is projected to generate an additional 260 PM peak hour trips given the collective development potentials. � r�ri_�r�ar C� 11C)LT & ULLEVIG Page 24 �.J /J �.J � � [--� � C� � w f ^ � .J � �. � � �� c 0 � � � �L �� Q� � � � .y � Q Q �L � �a T.. m 0 rn � m � N O N U � N � O � 0 n m F R i Vail Transportation Master Plan Update Table 3 Trip Generation Rates Trip Generation Rates (per DU for Res, per 1000 SF otherwise) Use ITE Vail-Remote Vail-Close In Daily P ak Daily Peak Daily P ak Residential - New 5.86 0.54 5 0.5 4 0.4 Residential - Re lace NA NA 0.75 0.08 0.6 0.06 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 Figure 7 shows the 2025 total PM peak hour traffic projections at the Town's roundabout intersections and many of the Frontage Road cross-streets. In general, future PM peak hour traffic flows along the frontage roads are projected to increase an estimated 30 to 40 percent over existing traffic flow levels at peak times. The interchanges will experience a greater concentration in traffic with the additional trips. Major cross-streets will still include Vail Valley Drive, both parking structure access points, and West Vail accesses (if access modifications are not constructed). Moderately traveled cross-streets include all of the Lionshead Circles, Village Drive, and Forest Road (given Ever Vail redevelopment and if left intact). B. Traffic Operations Similar to the existing conditions LOS analysis, the roundabout intersections were analyzed for ideal conditions as well as for snow conditions using the same factors and adjustments mentioned before. Figure 8 shows the results of the PM peak hour analyses. Noticeable capacity deficiency highlights include: ► Main Vail Interchange - The north roundabout is projected to operate at a LOS F during the PM peak hour. The south roundabout is projected to function at LOS D, but several approaches are expected to operate at LOS E or LOS F. ► West Vail Interchange - Both roundabouts are projected to operate at LOS F during the PM peak hour. �i FFLtiPI'RC; C\ 11C)LT & ULLEVIG Page 26 :� � :i CG �N� CG ,� W V% � �l ..� �1 w .T, � �:� �a� � o � � �`� c �o � p�a4suo � �_ a��ai� peaysuoi��3 y�d• a Sa�as�o�e% �e pa0� = ��p� �� p� �al Ua� a,�p��l P�i I!�n � � a��ai� suoi��M � c� a� �� c o� J � �U es��d � Fo� - ` ca c � o L }� � (� �i L � � � � c.� n .� � L O N «s a� L Q � . i a� � 0 U c� � � a� � .N a� � � 0 � c 0 � � J � � � c z W C7 W J �a = 0 Z 0 N m � 0 N U ` � � � s a m �= � > r � c / �� o � o • aa E 2 rn c"J.� � � Ja ; a ii .o � � o �n a "�o :._ � d �� V U O� F E L ' . 08b � °' � � � Z > � o � �n � 4 = o c I Q � � 'U L O (�J � � N � _ � a a� � Y �N� a � J � . �r Sl � Ob( n n u N o� ¢ e � = x O �N Op W X B ?F � o� C7 X ,�Ol `o J Obs � o I� ^ � N p ^O �J � SF - /' SbL �el ��S � 0 � 0 20 h e ^ v' * �L P�oj pS��c��' 2/ �6 ! 'o� e��o 8 E ��\s�s m rn° M Talle� Pen (,t��'`N � 1 �� 16 �p � �PS � �� o� 6mgied /� ��U d � 5`P ^ �^ - pb�al�aOa Foie 6pN�,� B � � O d !\ �OO � 5� dsio�eP e � a �sE 5 �PFf I�e� Ped ♦ S m° � B ry , , �S 5 �OI� s o � �n�0 v S�S � e O �� / � � , "�5p � S' .�� ` OS'�a � 00 � pc^ �/^ry �� ' � S e o �0�� 06,� / +B �� e 6� ��'� � 5ra o oea4sooe� �`�� . �, . • `Pe �� .n�A ,� \ �`n�s' SS',c, ;S '`o o,� h o Qd � � ^ y � a�on� a, `� p S�` peeysuoi� -3 e P o Oasd B d �e � wPa y � \ / S� G�ee os � ��{ � � � � � S -3 a�aiip � �o��er �.. , 0p9 peaUSUOi��M 0�� ' � � S�[ O � ' �� 2p5 .�LgS� � R� ��n /nP'(�N�` '�,.^�y e - �� ryo5 , ` s� � �n * �n.�� r S � _ ��e �. � �`S � B r $ � ' Sa S B G\� 0 `�u°� 0 r 006 �O ,` s�!`v a6'9\ e ., c. � N � � , ,Ap a� ��o a �' gog � � � . � �o� ��e� � o 0 0 � soZ � 650 ` �� 5 B 3 �o, a� : �o 'ao �^ *^p B S r C ,f�9 ��i �c^r S�` � ' � u� � N� �, , 5,5+�, pc� e O 0 0 � � � � 9y0, + o�` ��"� . o�+O n � � 2� Gram S� 50l �S r. � 0 l t • � S L rZ5 6'� �s � ' ' OEZ -� � OOl .�05 SOZ u�irn S2� \ Sl � b j ' �y � . � , � ' fp� O ,O �L�rym In�imv�i� O��S '{ ��0 y0 1. �`� O s�� : �� o �a�� ;�� 9 0 �s�� a n � �� 'r ��► � I- > /' \ r-_ Sa S _ _ ' a.`Op '. �S2 �v ._- - ^ � �a i Vail Transportation Master Plan Update ► Cross-street intersections that are projected to have a LOS F left turn movement include: • Village Parking Structure Access • Lionshead Parking Structure Access • Vail Valley Drive (left FROM the Frontage Road) ► Cross-street intersections that are projected to have a LOS E left turn movement include: • West Vail commercial accesses • East Lionshead Circle (which impacts the heavily-traveled In-Town shuttle bus service) • Village Center Drive • West Lionshead Circle LOS E and LOS F were described in Chapter Two with respect to corresponding motorist delay levels. These poor LOS's indicate that mobility within Vail will be severely limited during busy times. This impacts not only private automobile users within town, but it also will have a significant impact on the Town's ability to provide transit service. Given poor weather conditions, many drivers will be frustrated traveling within Vail, thereby exacerbating a visitor's resort experience. In addition to intersection LOS's, travel time estimates between Safeway and the Village Parking Structure, as well as Safeway and the Lionshead Structure, have been developed for the PM peak hour of projected Year 2025 conditions as follows in Table 4. Table 4 Travel Time Comparison - Year 2025 Peak Season, PM Peak Hour Safeway to Village Village Structure to Structure Safewa North South North South Safeway to Cascade Red LH LH Structure to Red Sandstone Route Route Route Route Structure to Safeway Sandstone to Cascade Existing Ideal 5:30 6:30 6:00 8:00 5:00 5:00 5:30 5:30 Snowy 7:30 9:00 8:30 10:30 5:00 5:00 6:30 6:45 2025 (without any improvements) Ideal 6:30 7:30 8:30 10:00 7:00 13:00 6:00 6:00 Snowy g:00 12:30 15:00 14:00 10:00 17:00 8:45 7:15 � rei_sr��ac� C� IfC)LT & ULLEVIG Page 29 Vail Transportation Master Plan Update As shown, travel time within Vail during peak times could increase by as much as 12 minutes depending on conditions and routing. Much of the additional delay will occur at the intersections where LOS's are anticipated to be poor Beyond the comparisons shown in Table 4, travel time estimates were also developed between Cascade Village and West Vail. Given the LOS results of Figure 8(and corresponding delays), year 2025 snowy conditions would require 8 to 10 minutes of travel between these two areas. These trips would experience significant travel delay would be incurred at the West Vail interchange roundabouts and through turning onto the Frontage Road. In addition to the peak hour projections, daily traffic projections were developed along the frontage roads which is shown on Figure 9. The daily traffic is shown as a means of quickly comparing the order of magnitude changes in traffic due to growth, as well as the resulting demands due to implementing the recommended plan (discussed later in this report). � rFi_�r��i:r C� IIOLT & ULLEVIG Page 30 a� . T , g B � � � � '� • ' �' � � ' �' 4 a 1 . � Q e ' � B e j p,oj ..�' P B ''�= � B � ' c M 4aqe^ ��e^ � 6uiyied • / - pa'elua.� a6elq� il'I/Ii'� Peays opl a��ii� - peaqsuoi�-3 3 apiiO 7 � �� . � , � i � .-�, a 0 � e \\�,% � � � ��= ��.> I. J � ■v Sa OS`o�e Pd. aed 8 ' "�\ � a ■ � �i � �� p � �, 1 � a e \�/ • � � � 0 b n � ��v �'�• a � n c 3 ° � .�Pd� N N � E E _ > > O O N > > a U U � _ _ � N f6,� S] U � t` m E r > > � Z % O O C C � = SL O C Y Y U lU U N N � N H a d c y � � -. d v� a ¢� � � �� G Z e O W X X � J � i� � -� °' B o �� e° a �ra S�es f• �� ob � B 6 U B P O W F O 2 c � � �r� B • eeµPa. ��o � •� , ` e� s � �� . � R e ■ � � � . �'� �. � - Q' � � � �� 8 P c``� o c �s y�\ei �/ � e B 3 ' /\` � � a �� '�. 9 0 e - c a` c� ram� G � e C 1 �� O Q e . �, w � •. � � 0 � W � �� / = ti � � � y U > > rn � LL � O N J O _ Y cC � � N O N cc > �� i -A C �"`N� � � N � r,��J U �U ea Sa�as`o�e Pd P � r� O � O c0 ��n � T � u �j P� :; � :; cG -- �H� L^ ,� Ci: 'I• ,� ^� � ._1 Li. � � �:.. _ 1--�rti � 00 0 �00 0 N � O � � T T Z T T `14� / F°�eS�Pa. 3 � N c� c a � a� 000 °�� O O O � � O�ln Q� 0�000 �I� T u 4+ � � Qt . �e�` ei 3� e5�,�a '`\� Pa. P\aAe �06, � = pao� ,_,O \ 000 �,a 0�1 � N G�ee�- � ur ��gr� r�r� � �J �00 M �falle� ��n O � O 6u��aed � ri n T r u�+ p� �aJUa � a6p�� O O O 000 cc �n o� i u�n ai ao r: r N N 000 u� _��M ��'M r N N u� 8��11'J Peaysuoil 3 �r� o°o°o � M O � � � r T u� 3 a��ai� �peaysuoi� M O O O O O O I� et u'� O I� M r T T u ti.+ �e� � a� G�� 0 Y U 5a�e�a� � � � U U � � � T � .-�-� � � C � � N� c � 'o o �o � � L � � � � �Q a.� ~ N � N O � � N� N�� a w }� }� � n ii n Z X X X � X X X J X X � O O O O O O � � � � � M r N N u� �� . O�\� Gra� Q� U C :►= O i `F" N � � CC3 � � � � � . � c� c� p a� � � c� � o�C c a� � � � � C � O � LL p .� � O O O O O O O�llO N00� r T T u ti.+ �a : 0 N � 0 � � � � a N c m � > � Vail Transportation Master Plan Update V. IMPROVEMENT ALTERNATIVES Based on the traffic operations presented in the previous section, improvement alternatives were developed and analyzed relative to their impact on the criticai street system components within Town The critical consideration areas inciude the following: ► Main Vail Interchange ► West Vail Interchange ► South Frontage Road from Vail Road to Ford Park (Village Frontage) ► South Frontage Road from Vail Road to Forest Road (Lionshead Frontage) ► West Vail Redevelopment Area Alternatives were identified and analyzed for each of these criticai areas to determine the most appropriate alternative (or combination of alternatives) to mitigate projected traffic demands. A. Main Vail Interchange Numerous peak hour traffic patterns are served by this interchange, and many are in direct conflict with each other. The predominant PM peak hour traffic pattern consists of movements from the Village Structure Frontage Road "leg" to the westbound I-70 on-ramp. But other noticeably heavy patterns during the PM peak hour include movements between the Lionshead leg and the eastbound on ramp, the westbound off ramp and the South Frontage Road (both directions) and movements simply crossing I-70. Additionally, a major pattern during the AM peak hour is westbound I-70 traffic exiting the freeway and turning south heading to the parking structure. Alternatives that were considered to alleviate poor LOS's can be categorized as either capacity improvements, travel demand measures, or provision for alternative routes. Tables 5 and 6 were developed to clarify the issues associated with each of the interchange's roundabouts during the PM peak hour. The tables show realistic improvements as well as supplemental mitigation considerations to achieve acceptable LOS's. Table 5 presents material associated with the north roundabout and Table 6 presents information relative to the south roundabout. � rt:i.tir��ac; C� tiOLT & ULLEVIG Page 33 Vail Transportation Master Plan Update Table 5 Main Vail Interchange North Roundabout - Alternatives Assessment Main Vail Interchange, North Roundabout LOS F projected along WB off-ramp and Spraddle Creek A roach Snow and Ideal Conditions Primary Issue(s): Major traffic conflict is between NB left turn movement (to WB I-70 and Frontage Road) and WB left turn movement from WB I-70 off-ram . Expand to a full two lane roundabout; add northbound approach Realistic Capacity Improvement(s): lane from under I-70 (possibly reversible lane); add bypass lane from Fronta e Road to WB I-70. Supplemental Traffic Reduction Still Still need to reduce PM peak hour forecasts by 50 to 100 Needed for LOS D on otherwise vehicles per hour, or 2 to 4 percent. oor o eratin a roaches Snow : 2025 Traffic Composition: 30% is from proposed development. Potential Measure Traffic Flow Effect * Relative Cost (as Isolated Measure) Total traffic reduced by 150 to 200 High, but measure would 1. Add Simba Run underpass. vph (6 to 8%). provide other benefits as well. 2. Encourage use of East Vail Estimated ramp traffic removed is Low; would require VMS Interchange between 100 and 150 vph (4 to along I-70 and along 6% . Bi horn Road. Estimated traffic removed is Low; would impact parking 3.Parking Management Measures between 100 and 150 vph (3 to Policy. 5% . 4. Express Bus Service linking West Estimated traffic removed is Vail, Lionshead, and Vail Village between 50 and 100 vph (2 to Medium. 4 /o . 5. Extended Skiing Hours Estimated traffic removed is o Low. between 25 and 50 vph (1 to 2/o). 6. Metering of Outbound Structure Estimated traffic removed is Low; toll booths already in Traffic (toll booths)''" between 50 and 75 vph (2 to 3%). place. Other Considerations Mixed Use Trip Gen Reduction Could reduce intersection's PM �WV�„ peak hour traffic by another 25 v h 1% Employee housing auto disincentive Could reduce intersection's PM (Timber Ridge) peak hour traffic by another 25 to 50 v h 1 to 2% '' Combining measures will reduce the effect of certain measures as some mitigation measures target the same traffic "group". '* This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip- making. "�Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration alon Town roads. Meterin this outbound flow would rovide a little benefit to traffic o erations. � PI:I_�BCRC; C� IIULT 6: ULLEVIG Page 34 Vail Transportation Master Plan Update Table 6 Main Vail Interchange South Roundabout - Alternatives Assessment Main Vail Interchange, South Roundabout LOS F projected along WB Frontage Road Approach and along Vail Road a roach snow . Primary Issue(s): Major movement is WB right turn to under I-70 (much of which is oriented to WB I-70). Largest conflict with this movement includes the combination of movements onto the EB on-ram . Realistic Capacity Improvement(s): Incorporate second northbound lane under I-70 and re-designate WB Frontage Road lanes to utilize it (right, through/right, and left/through). Still need to reduce PM peak hour forecasts by 50 to 100 vehicles per Supplemental Traffic Reduction Still hour, or 1 to 2 percent. Additional reduction may be desirable to Needed for LOS D(Snowy): provide excess capacity for U-turns from/to the west (due to right- in/ri ht-out access restrictions nearb . 2025 Traffic Composition: 25% is from proposed development. Potential Measure Traffic Flow Effect * Relative Cost (as Isolated Measure) Total traffic reduced by 150 to 200 vph (3 High, but measure would 1. Add Simba Run underpass. to 4%). provide other benefits as well. Estimated ramp traffic removed os Low; would require VMS 2. Encourage use of East Vail between 50 and 100 vph (1 to 2/o). This along I-70 and along Interchange measure would also create some "shifts gighorn Road. in traffic entering the roundabout. 3. Parking Management Measures Estimated traffic remov ed is between Low; would impact parking 125 and 200 vph (2 to 4/o). policy. 4. Express Bus Service linking West Estimated traffic removed is Medium. Vail, Lionshead, and Vail Village between 50 and 100 vph (1 to 2%). 5. Extended Skiing Hours Estimated traff�ic removed is between 25 Low. and 50 vph (1 /o). 6. Metering of Outbound Structure Estimated traffic removed is between Low; toll booths already in Traffic (toll booths)'`'`'` 100 and 150 vph (2 to 3%). place. Other Considerations Mixed Use Trip Gen Reduction Could reduce intersection's PM peak (WV)** hour traffic by 25 (<1 %). Employee housing auto disincentive Could reduce intersection's PM peak Timber Rid e hour traffic b another 25 to 50 v h 1% Hospital Access onto Fr. Road " Combining measures will reduce the effect of certain measures as some mitigation measures target the same traffic "group". "" This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip- making. ***Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration alon Town roads. Meterin this outbound flow would rovide a little benefit to traffic o erations. � Ffl.�hl_'RC; C� fiOLT b: ULLEVIG Page 35 Vail Transportation Master Plan Update Improvements that show promise for the Main Vail interchange's PM peak hour operation include: Simba Run Underpass. This improvement is estimated to attract 3 to 4 percent of the traffic passing through the south roundabout and 6 to 8 percent of the traffic traveling through the north roundabout. The Simba Run Underpass would provide some needed relief to the Main Vail interchange by giving local drivers another option to cross I-70. This is a relatively expensive improvement, and the relief it provides to the Main Vail Interchange alone is probably not enough justification for its construction. However, the Simba Run underpass would provide other benefits such as: • Provide significant relief to the West Vail interchange intersections, • Provide a safe means of crossing I-70 to serve pedestrians and bicyclists, • Allow a greater level of flexibility for the Town's bus system, which would increase the system's efficiency, • Allow faster response time for emergency vehicles � ► Widening/enhancing the roundabouts (particularly the north roundabout) to establish continuous • double lanes carrying traffic from the Village South Frontage Road "leg" to the I-70 West on-ramp • "leg". Signing will be crucial with this improvement to clearly guide motorists through the interchange. The roadway below I-70 would need to be striped and signed to clearly show two � northbound lanes and one southbound lane. There is 34 feet of width allowing for three 11 feet . lanes. A potential embellishment could be the provision for the center lane to be reversed during the AM peak hour through dynamic traffic control planning involving temporary barriers and signs, � but both roundabouts will need to be properly designed to accommodate this potential. Providing � a full four lanes under I-70 would be an ideal long-term consideration when the I-70 bridges are replaced by CDOT (which may not be for many years given CDOT's favorable Sufficiency Rating , of these bridges being in the low 90's). Alternatives that involve parking management could collectively make a difference as well. With the Town "core" located right at the interchange and much of the public parking associated with "core" activity (skiing, dining, shopping, etc.), the ability to manage afternoon traffic spikes generated from the parking structures can lessen some of the concentration of traffic experienced at the Main Vail interchange. Management could also include providing real-time information to guests with respect to travel conditions along I-70 and/or existing the structures. Guests may opt to stay in town longer after a day of skiing if they learn about real time congestion problems prior to reaching their vehicle. There may be other parking policy and/or economic consequences in applying these management techniques, but properly managing the parking could have an impact on peak traffic demands. Encourage use of the East Vail interchange via dynamic signing can also remove an element of the traffic from the Main Vail interchange. The primary means of conveying information to drivers would be via dynamic signing upon exit of the Village Parking Structure and along westbound I-70 prior to the East Vail interchange. The one drawback of this alternative is that it would place more traffic along the Frontage Road east of Ford Park, but this section of Frontage Road has excess capacity as a two-lane road given that it carries less than one-half of the traffic the other Frontage Road segments carry. This alternative would be most effective to relieve the AM peak hour time period by intercepting traffic arriving from Vail Pass (which is significant during the AM Period) and will be essential to accommodating AM peak hour concentrations of traffic exiting I-70 from the east. Intelligent Transportation System (ITS) mitigation measures should be implemented to � rt.t_�t>�i:c� �� H�)LT & ULLEVIG Page 36 Vail Transportation Master Plan Update the extent possible to optimize existing transportation infrastructure. Providing public parking at Ford Park would complement the notion of encouraging usage of the East Vail interchange. Another consideration listed in Table 6, but not specifically quantified, is the modification of the Hospital's access. The Vail Valley Medical Center is currently served by Meadow Drive via Vail Road. As such, nearly ali of its traffic impacts the south roundabout intersection along the Vail Road (south) leg. The Center is in the planning process to reconfigure its facility such that it might have an access directly onto the Frontage Road west of the roundabout, across from the Municipal Center. This would "shift" some of this facility's traffic out of the south roundabout and off of the south roadway "leg" which is projected to operate at a poor LOS. This scheme requires coordination with the other nearby uses' access points, but it could offer a small dose of traffic relief to the heavily-used south roundabout. B. West Vail Interchange The predominant movements through this interchange during the PM peak hour include movements from the North Frontage Road and from the South Frontage Road to westbound I-70. AM peak hour traffic patterns illustrate the reflection, but the magnitude of traffic during the AM peak hour is much less than that of the PM peak hour based on the existing counts. Part of this phenomenon is due to the commercial activity in West Vail (north side of I-70) which is a more significant generator during the PM peak hour than during the AM peak hour. The PM peak hour major movements all merge within the north roundabout, and the north roundabout intersection is the most challenging component of the interchange complex. Like the Main Vail interchange bridges, the West Vail I-70 bridges have a very high Sufficiency Rating, and CDOT is not likely to replace these any time soon. Tables 7 and 8 show the effectiveness of various alternatives on the PM peak hour operations of this interchange. A key improvement for this interchange is the establishment of two northbound lanes under I-70 from the south side and maintaining two continuous lanes to westbound I-70 (through the roundabout). Like the Main Vail interchange, there is adequate width to accommodate these (35 feet, allowing for three 11 feet lanes), but striping and signing enhancements will be necessary to clearly convey this lane configuration to drivers. Also, the southbound Chamonix approach into the roundabout should be widened to include two entering lanes. The nature of the West Vail area being removed from the skiing "core" of Vail results in less effectiveness of the travel demand measures considered in the Main Vail interchange alternatives analysis (including managing traffic demand from the parking structures). The most effective mitigation measure for West Vail would be the construction of a Simba Run underpass. This improvement would remove 10 to 12 percent of the PM peak hour traffic utilizing the interchange complex. � rFi_sr��:c; C� HOLT 6: ULLEVIG Page 37 Vail Transportation Master Plan Update Table 7 West Vail Interchange North Roundabout - Alternatives Assessment West Vail Interchan e, North Roundabout LOS F projected along WB Frontage Road Approach and LOS E alon SB Chamonix Drive a roach snow . Primary Issue(s): Major movement is WB left turn to under I-70, to WB I-70, and NB approach to EB Frontage Road and onto WB I-70. Largest conflict involves NB left turn onto WB I-70 with the left turns from WB Fronta e Road. Realistic Capacity Improvement(s): Add northbound approach lane from under I-70. Should also add SB Chamonix a roach lane. Supplemental Traffic Reduction Still Still need to reduce PM peak hour forecasts by 200 to 250 Needed for LOS D(Snowy): vehicles per hour, or 6 to 8 percent. 2025 Traffic Composition: 21 % is from proposed development. Potential Measure Traffic Flow Effect * Relative Cost (as Isolated Measure) Total traffic reduced by 400 to 450 High, but measure would 1. Add Simba Run underpass. vph (10 to 12%). provide other benefits as well. Estimated traffic removed is Low; would impact parking 2. Parking Management Measures between 25 to 50 vpd (less than policy. 1% 3. Express Bus Service linking West Estimated traffic removed is Vail, Lionshead, and Vail Village between 75 and 100 vph (2 to Medium. 3 /o . 4. Extended Skiing Hours Estimated traffic�removed is less Low. than 25 vph (<1 /o). 5. Metering of Outbound Structure Low; toll booths already in Traffic (Village and LH toll Estimated traffic removed is o place. Metering outbound booths)''`* between 25 and 50 vph (1 to 2/o). West Vail commercial traffic ma be beneficial. Other Considerations Mixed Use Trip Gen Reduction Could reduce intersection's PM �WV�** peak hour traffic by 25 to 50 vph 1% Employee housing auto disincentive Could reduce intersection's PM (Timber Ridge) peak hour traffic by less than 25 v h <1% Could reduce intersection's PM Less West Vail Development peak hour traffic by 25 vph per 10,000 SF reduction in retail. " Combining measures will reduce the effect of certain measures as some mitigation measures target the same traffic "group". " This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip- making. ""Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration alon Town roads. Meterin this outbound flow would rovide a little benefit to traffic o erations. � PFL�RI R�� C� HC)LT 6c ULLEVIG Page 38 Vail Transportation Master Plan Update Table 8 West Vail Interchange South Roundabout - Alternatives Assessment West Vail Interchange, South Roundabout LOS F projected along EB Frontage Road Approach (relative minor and alon EB Off-ram snow . Primary Issue(s): Major movement is WB right turn to under I-70. This movemenYs largest conflict includes the eastbound off-ramp left turn to under I- 70. Realistic Capacity Improvement(s): Add northbound approach lane from under I-70 (extended back to the south roundabout Supplemental Traffic Reduction Still Still need to reduce PM peak hour forecasts by 100 to 150 Needed for LOS D(Snowy): vehicles per hour, or 3 to 5 percent. 2025 Traffic Composition: 21 % is from proposed development. Potential Measure Traffic Flow Effect * Relative Cost (as Isolated Measure) Total traffic reduced by 400 to 450 High, but measure would 1. Add Simba Run underpass. vph (14 to 16%). provide other benefits as well. 2. Parking Management Measures Estimated traffic removed is o Low; would impact parking between 25 and 50 vph (1 to 2/o). policy. 3. Express Bus Service linking West Estimated traffic removed is Vail, Lionshead, and Vail Village between 75 and 100 vph (3 to Medium. 4 /o . 4. Extended Skiing Hours Estimated traffic removed is less Low. than 25 vph (<1 %). 5. Metering of Outbound Structure Estimated traffic removed is Low; toll booths already in Traffic (toll booths)*"" between 25 and 50 vph (1 to 2%). place. Other Considerations Mixed Use Trip Gen Reduction Could reduce intersection's PM �WV�*, peak hour traffic by 25 to 50 vph 1 to 2% Employee housing auto disincentive Could reduce intersection's PM (Timber Ridge) peak hour traffic by less than 25 v h <1% Could reduce intersection's PM Less West Vail Development peak hour traffic by 25 vph per 10,000 SF reduction in retail. * Combining measures will reduce the effect of certain measures as some mitigation measures target the same traffic "group". " This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip- making. ""�Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration alon Town roads. Meterin this outbound flow would rovide a little benefit to traffic o erations. � FFI.ShI Rc� /� fi O LT & l ULLEVIG Page 39 Vail Transportation Master Plan Update As mentioned, the Simba Run underpass would be an expensive improvement. It would provide some benefit to the Main Vail interchange, but it would provide far more traffic operations benefit to the West Vail interchange. In addition, this underpass's provision for a third crossing of I-70 provides more flexibility for transit service and bus routing as well as provision for pedestrians and bicycles. A more detailed Simba Run Feasibility Study should be considered to fully flush out all pros, cons, and impacts associated with this potential improvement project. C. South Frontage Road - Vail Road to Ford Park This stretch of the South Frontage Road is characterized as being the heaviest traveled segment of Frontage Road in Town Qust east of Vail Road) and by having heavy cross-street movements, namely the Village Parking Structure and Vail Valley Drive (also known as Blue Cow Chute). Further, the Vail Valley Drive intersection is characterized by a unique stop-sign configuration in which approaches along the Frontage Road are stopped and Vail Valley Drive traffic approaching the intersection is provided the right-of-way. This is unique in that it is the only Frontage Road intersection in Town with this traffic control configuration. As mentioned, some of the accidents that have occurred at this intersection appear to be caused in part by this unique configuration and the fact that drivers traveling along the Frontage Road do not expect the need to stop. Other intersections which exist within this stretch of roadway include bus and top-level parking access points to the Village Structure as well as Village Center Road located just west of the Village Structure. Much of the Frontage Road is five lanes wide, but it narrows to a two-lane section east of Vail Valley Drive. • Numerous alternatives (and sub-alternatives) were considered to better accommodate traffic demands along this stretch of Frontage Road. Some of the alternatives were intended to mitigate localized � deficiencies like tough-to-make left turn movements onto the Frontage Road. Others are intended to . mitigate forecasted deficiencies like traffic generated by a potential major parking area at (or under) Ford • Park. Also, the considered concepts look to alleviating some of the difficult left turn movements from the side streets by allowing (or forcing) these drivers to turn right, travel a short distance, and then make use ! of a new roundabout to u-turn back west, effectively making a left turn onto the Frontage Road. Table 9 shows the alternatives and intersection sensitivity LOS results for each alternative. From the table, it can be seen that 2-lane roundabouts would function well along this stretch of the South Frontage Road. However, this size of roundabout requires a significant amount of space (150 feet minimum diameter). Preliminary roundabout layouts showed that this concept would not properly fit between I-70 and the Parking Structure unless allowance was made to encroach into I-70. Potentially, grade adjustments could be made to I-70 and/or the Frontage Road to accommodate vertical design issues, but the horizontal encroachment of a roundabout into the I-70 mainline would likely not be accepted by CDOT or FHWA officials. The notion of encroaching into the "development side" of the frontage road also offers challenges by virtue of the existing parking structure. This would not be an easy facility to move to allow for more space. Other locations along the frontage roads have similar challenges in that the freeway constrains widening on one side and development on the other. The development side of the frontage roads can also pose grade challenges with respect to the served cross-street. But in light of the freeway, all improvements along the frontage roads should not encroach beyond the "B" line of I-70. Other considerations for this stretch of Frontage Road include: ► Heavy left turn movements from the Village Structure ► Unique traffic control configuration for the Frontage Road/Vail Valley Drive intersection, due in part to the steep upward grade to the Frontage Road (and eliminating a high flow of traffic stopped on a slick roadway approach slope). The potential that Ford Park may be the site of additional parking supply in the future. � FELSBURG C� lic)LT & ULLEVIG Page 40 Vail Transportation Master Plan Update Table 9 South Frontage Road Alternatives Analysis - East of Main Vail Interchange - 2025 Traffic Intersection PM Peak Hour Level of Service Alternative Village Village B�Ue New Vail Center Structure Chute Valley Dr. No Action E F F na Signal or Manual Traffic Control at Village Structure E B F na Alt 1 a- Roundabout at Vail Valley Drive E F D na Alt 1 b- Same as 1a, but make Village Structure 3/4 F(A if 2 movement (forcing left outs to turn right and u-turn E C lane Na through roundabout) roundab out Alt 1c- Same as 1a, but make Village Center Drive E(A if 2 3/4 movement (forcing left outs to turn right and u- C F �ane Na turn through roundabout) roundab out Alt 2a- One Way Vail Valley Drive with new connection onto Frontage Road near Ford Park E F A F (new bridge over Gore Creek with one way eastbound circulation Alt 2b- Same as 2a but with one-lane roundabout intersection for the new one-way out intersection E F A D near Ford Park Alt 3a- Roundabout at Village Structure (2-lane) E A F Na Alt 3b- Same as 3a, but make Village Center Drive 3/4 movement (forcing left outs to turn right and u- C A F Na turn throu h roundabout F" F* Alt 3d- Same as 3b, but also make Vail Valley Drive (NB right (A if 2 lane 3/4 movement and add another roundabout at west C A Turn roundabo end of Ford Park to accommodate U-turns. onl ut Recommended Alternative (see below)— Ford Park Roundabout,'/ quarter movement of Vail Valley C B A N/A Drive with Lane Addition to Ford Park, Police Control at Villa e Structure Access � FfL�G�RC, �� tiOLT 6: ULLEVIG Page 41 Vail Transportation Master Plan Update Given the host of considerations, constraints, and projected traffic operations, the following plan components are recommended relative to the South Frontage Road, east of Vail Road: ► Roundabout at Ford Park to serve as a means of "u-turning" (eastbound to westbound) and to potentially serve a future parking structure. ► Restrict the Vail Valley Drive to three-quarter movement (no left out) and add a continuous right turn lane along the South Frontage Road (along the Wren's frontage) allowing for free-flow right turn movements from Vail Valley Drive onto the Frontage Road and extending to Ford Park (and the new roundabout). • ► Provide police officer traffic control at the Village Parking Structure during the PM peak hours on • peak days of activity. This would effectively serve as a manual traffic signal (but without lights, poles, mast arms, etc.). � ► Leave the Village Center Drive intersection as it exists. Drivers attempting to turn left onto the � Frontage Road at this location might experience some delay at peak times, but there is the option � to instead turn right and travel to the roundabout at Ford Park to "U-turn". This left turn movement is not anticipated to be heavy. � � � � � � � � This recommended alternative creates "out of the way travel" for motorists attempting to go westbound along the South Frontage Road from Vail Valley Drive or any other access between Vail Valley Drive and the recommended Ford Park roundabout. Though the perception of this additional travel time inconvenience may seem to be onerous, it is outweighed by the safety and traffic operations improvements. The majority of accidents which occur at this intersection are due to the odd configuration at this intersection and driver expectation. Due to the high volume of thru movement traffic crossing the Frontage Rd., requiring Frontage Rd traffic to stop, the LOS for the Frontage Rd. during peak times is currently at a C and D with the future expected to worsen to D and F. The recommended alternative improves the existing and future LOS for the Frontage Road. to an A and lowers the LOS on Vail Valley Drive from an A to a B. � The need to travel out of the way is not new to Vail. Vail is a community divided by the interstate with ` only two points for crossing; and therefore today it is the norm for many motorists to have to backtrack and drive out of the way to get from one side of the interstate to the other (i.e. traveling � from Red Sandstone area to Lionshead area). This new imposed movement at Vail Valley Drive will • be similar, yet on a much lesser scale. It may be expected to cause frustration at first, but become the norm within time. It is estimated that the additional length of travel is approximately 1800 feet or � 60 seconds of additional travel time assuming an average speed of 20 mph. Options 2a and 2b consider a new traffic pattern allowing only one way traffic along Vail Valley Drive, exiting to the east via a new bridge over Gore Creek at the east end of Ford Park. This option minimizes the conflicts at the current Vail Valley Drive and S. Frontage Rd. intersection, however these options incur far more "out of the way travel". It is estimated that the additional travel would be approximately 4800 feet or an additional 2 minutes and 40 seconds. These options also require a long span bridge over Gore Creek that would double or triple the cost of the improvements. The recommended plan is estimated to be approximately $3 million, with the majority of these costs being burdened by any expansion of Ford Park (i.e. Parking, Recreational or Cultural facilities). � FELSRI'IiG Ci IfC1LT & ULLEVIG Page 42 Vail Transportation Master Plan Update This plan provides the benefits of: ► Converting the South Frontage Road/Vail Valley Drive intersection into a more conventional type of intersection that would provide for free flow along the Frontage Road approaches (and a potentially safer intersection). ► Alleviating the poor LOS of turning left out of the parking structure. ► Providing a major access point for Ford Park to serve its activities including events and potentially increased parking (for skiers). D. South Frontage Road - Vail Road to West Lionshead (Ever Vail) This stretch of roadway is also heavily traveled at peak times, especially the segment just west of Vail Road. The major access onto this stretch of road serves the Lionshead Structure. The cross-section of the road at the Vail Road roundabout is five lanes, but this transitions to two lanes west of the Municipal Center (approximately 1000 feet west of Vail Road). As part of the Lionshead Master Plan adopted by the Town in 1998, the section of frontage road west of the Municipal Center is planned to be widened to include a westbound bike lane (also to be used for overflow parking), a center median for left turn movements, and a continuous accel/decel eastbound right turn lane (although two continuous westbound lanes are included as far west as Lionshead Parking Structure). Projected traffic levels along this stretch of the South Frontage Road are on the order of 14,000 to 15,000 vehicles per day during peak times (as was shown in Figure 9). Between the daily traffic projections and the peak hour projections, widening of much of the frontage road system is required as the traffic demand levels would support the need for four or five lanes of traffic. Further, adequate width is needed to accommodate snow storage during the winter. The planned frontage road cross-section within the Lionshead area is discussed later in the report. Moderately traveled cross-streets in this stretch of roadway include both West Lionshead Circle intersections as well as East Lionshead Circle. The intersection at East Lionshead Circle is also a critical consideration in the master planning of the Frontage Road because it serves Vail's busiest bus route; the In-Town shuttle. These buses are required to turn left onto the Frontage Road from East Lionshead Circle to cover the western Lionshead area, but this can be a difficult left turn movement to make during peak times due to heavy traffic flows along the Frontage Road. Other considerations that play into developing a plan for this stretch of the Frontage Road include the potential redevelopment of the West Lionshead area and associated realignment of the Frontage Road adjacent to I-70. The Ever Vail development proposal is currently under consideration by the Town and it includes this Frontage Road realignment. Further, the Lionshead Parking Structure is proposed to be redeveloped to include more parking, residential uses, commercial, and potentially community uses, as mentioned. As part of the Ever Vail development proposal, a section of the South Frontage Road is planned to be realigned up against I-70. Discussions between Town and CDOT staff have revealed the need to recognize a legally established Barrier Line (B-Line) along the south side of I-70. With the realignment and the widening of the remainder of the South Frontage Road, the ultimate Frontage Road width cannot impede beyond the B-Line. All future planning and engineering of the South Frontage Road expansion needs to recognize this. The north-side South Frontage Road right-of-way line could coincide with the B-Line, but it cannot extend beyond it. Given these considerations and all of the past planning, improvement alternatives were not specifically considered for this stretch. Rather, the following guidance has been provided to development planners: � r-Ei_ssur.c� �i tiOLT & ULLEVIG Page 43 Vail Transportation Master Plan Update West Lionshead Area (Ever Vail) — With the Frontage Road likely being realigned adjacent to I- 70 (in the Forest Road area), the potential exists to incorporate a major intersection in the form of a roundabout. This intersection could be located such that it connects Forest Road and West Lionshead Circle into a common intersection. Potentially, the Forest Road leg could also be a major access for the West Lionshead redevelopment. This would help mitigate that redevelopmenYs traffic impacts and at the same time better serve the difficult left turn movement onto the South Frontage Road from West Lionshead Circle. Two existing intersections could be consolidated into one, served by a roundabout. Lionshead Structure Redevelopment — If this entails a total demolition and reconstruction of the current structure, the potential exists to combine its primary access with East Lionshead Circle as a roundabout intersection. This design would better serve the Lionshead Structure in terms of accommodating left turn movements onto the South Frontage Road. This design would also better accommodate left turn movements from East Lionshead Circle onto the Frontage Road, including In-Town shuttle bus movements. The fact that this redevelopment entails an entire "re- do" of the facility could also lend itself to explore grade-separating movements into or out of the parking area from/to the Frontage Road. The exact configuration of the roundabout at the East Lionshead Circle intersection should be defined at the time the precise redevelopment plan is considered. • ► Hospital Redevelopment — Specific plans are continuing to take shape for the Hospital. The facility is currently located along West Meadow Street which provides all of its access. The site � does have frontage onto the South Frontage Road, but there are grade difference challenges. ! Redevelopment plans may include the incorporation of an access onto the South Frontage Road . which would at least require an assessment of the Frontage Road width at that location. This access would relieve traffic from Vail Road and reduce the amount of peak hour trips entering the � Main Vail Roundabout. These concepts have been forwarded to the appropriate development design teams for possible integration into their respective plans. E. West Vail Redevelopment Numerous access options were considered during the planning of the West Vail redevelopment located on the north side of I-70 just east of the West Vail Interchange. A few alternatives that were considered and their dispositions were as follows: ► Access Chamonix Lane along the north side of the development. This concept would rely on other intersections to access the North Frontage Road, namely Chamonix Road into the northern leg of the West Vail roundabout and Buffehr Creek Road. However, encouraging most of the redevelopment's traffic onto Chamonix Lane (located along the backside of the West Vail commercial development) will change that roadways local character. Analysis has also revealed that focusing too much West Vail redevelopment traffic into the roundabout via the north leg (Chamonix Road) would be problematic. As mentioned, the two major traffic streams from the South Frontage Road and from the North Frontage Road to I-70 west merge at this point within the roundabout creating very few gaps for traffic entering the roundabout from the north. ► A series of access points along the West Vail Frontage. This would be similar as exists today for this center. Analysis has indicated that the South Frontage Road's increase in traffic over time will create greater difficulty for drivers attempting to turn left onto the South Frontage Road. Because of this increased difficulty and the potential for increased left turn movements onto the Frontage Road, this option was not pursued. � r�ri.�r,�ac� �� IIC)LT 6: ULLEVIG Page 44 Vail Transportation Master Plan Update The option that is being recommended includes the establishment of a maior access intersection, perhaps in the form of a roundabout. A traffic signal has been raised as a possibility for this major intersection, but the overall community has maintained that traffic signals should not be used in Vail. The precise location of the roundabout can be made in concert with the redevelopment program as needed. Beyond this, a right-in/right out access could possibly be provided on either side of the roundabout intersection, subject to intersection spacing and the closure of the existing access points. The final plan should be clearly coordinated with redevelopment planning efforts and it would likely result in fewer access points onto the North Frontage Road than exist today. F. Other Irnprovefnents Sub-sections A through E in this chapter provided analytic information for mitigation measures for the critical sections with Vail. Beyond these, other cross-street intersection improvements are needed as well based on the projected traffic volumes. These are described as follows: Simba Run Underpass Roundabouts — As mentioned, there would be a benefit of providing another crossing of I-70. Several intersection configuration options were assessed for the Simba Run underpass intersections onto the Frontage Roads. Options included straight tee intersections as well as an angled crossing that would favor a continuous traffic flow between the North Frontage Road west leg and the South Frontage Road east leg (with the two frontage Road legs "teeing" into this continuous frontage road). LOS analyses clearly favored roundabout intersections as minor street left turn movements in the other two options were projected to operate at a LOS F. As single-lane roundabouts, the Simba Run intersections are projected to operate at a LOS D under snowy conditions during the PM peak hour. While single-lane roundabouts would be appropriate, certain movements should be provided with a by-pass lane to ensure adequate operation at peak times. These assessments should be pursued further as part of a Simba Run underpass feasibility study. ► Based on the State Hiqhwav Access Code, turn lanes should be added at the intersections of: • North Frontage Road/Red Sandstone Road — right turn lane and center left turn lane. • North Frontage Road/Lionsridge Loop — center left turn lane • North Frontage Road/Buffehr Creek — center left turn lane One other consideration in Frontage Road improvements is the access into Red Sandstone Elementary School. The Frontage Road is two lanes at this location, and there is a concentration of turning movements before and after school. This condition is prevalent when school is in session and involves bus turning activity as well as private vehicles. Because the turning movements are fairly concentrated due to school activity, a center left turn lane should also be considered at the school's entrance. G. Frontage Road Cross Section Some of the frontage roads segments will need to be widened to accommodate higher concentrations of traffic and other activities. The fundamental characteristics of these cross-sections involve the following (See Figure 14): . FELSBI;RC; C� IiC)LT & ULLEVIG Page 45 Vail Transportation Master Plan Update ► A minimum 6' paved shoulders along two lane sections of the Frontage Rd. to accommodate adequate shoulders to meet CDOT minimum standards and to function as shared bicycle lanes. ► A continuous auxiliary lane along the developed side of the roadway, where required in high density areas, the commercial cores. This lane will serve as a continuous right-turn acceleration and deceleration lane for high traffic access points. ► A left turn lane for access points where necessary, along with raised medians in the high density commercial core areas to provide access control and provide landscape areas for signage, wayfinding and aesthetics. ► A combined 10-foot at grade paved shoulder/shared bicycle/overflow parallel parking lane on the freeway side of the frontage road in the village commercial core areas. This will provide safe accommodations for muitiple uses including; break down lane, maintenance bypass lane, bicycle lane, and for emergency overflow parking in the near term; designed so that it may be converted into an additional thru lane if needed in the future, if traffic warrants and overflow parking is no longer an issue. Parking on the development side of the roadway should be prohibited as it wil� create sight distance problems for vehicles pulling out of the side-streets attempting to turn onto the Frontage Road. Further, the clear zones required along the development-side of the frontage roads to accommodate an access and provide for some sight distance would greatly reduce the amount of parallel parking that could be provided. ► A 10' raised and separated multi-use recreational path along the development side of the Frontage Rd. This wide cross-section is intended to accommodate winter conditions when spill-over parking occurs most frequently as well as summer conditions when bicycling (and not spill-over parking) is more prevalent. Later in the report, these characteristics are "captured" as part of a 5-lane cross- section prototype. H. Transit Growth within Vail and within Eagle County will require enhancements to Vail's transit service for guests and residents. In addition, the construction of certain roadway improvements, such as the Simba Run underpass of I-70, provides increased routing options for Town buses. The areas of Town that could experience the most growth, and hence the most potential for transit demand increases, are West Vail, Timber Ridge, West Lionshead, throughout the Lionshead Village, and throughout Vail Village. Realizing all of this, options for service could include the following: � ► Establishment of a"line-haul" service entailing the routing of buses between the West Vail . commercial center, Timber Ridge, West Lionshead, Lionshead, and the Village (and possibly Ford • Park). The Simba Run Underpass would be key for this service, and then the complementary bus routes would "feed" those riders to the Line Haul route, thus providing those who reside away � from the Line Haul route. Service to West Vail and to outlying areas north of I-70 could be focused around a new transit center at Lionshead, perhaps on the North Day Lot. As mentioned, the Village Transportation Center is at its capacity, and the Town is pursuing another site within Lionshead as a means of relief. The Lionshead Transit Center could be that site in which the Sandstone route, the Lionsridge Loop route, and potential opposing-loop West Vail routes are based. Riders served by these routes destined to the Village or Golden Peak could transfer to the In-Town shuttle at the Lionshead Transportation Center. To supplement the additional demand placed on the In-Town Shuttle, a high frequency express route could be provided connecting the two transportation � F E_i.ssuac C� IIC�LT 6c l LLEVIG Page 46 Vail Transportation Master Plan Update centers as well as West Lionshead given the parking and new ski lift planned in that area; this could effectively be referred to as a Village Express route. With the possibility of four bus routes terminating at the Lionshead Transportation Center rather than the Village Transportation Center and with the potential for significant parking supply taking place at Ford Park, supplemental service to the already heavily used In-Town Shuttie makes sense. During the day, the In-Town shuttle could run from the Lionshead Mall (on the southwest corner of the Lionshead Parking Structure) to Golden Peak. In addition, a separate "extension" shuttle service between Ford Park and Golden Peak could be provided given the potential of additional parking spaces that may be provided at Ford Park. An "extension" service route could also be provided at the west end connecting West Lionshead (Ever Vail) to the Lionshead Mall. In the evening, both of these "extension" services could be discontinued, and the routing of the In- Town shuttle could be extended from West Lionshead to Ford Park. Golden Peak could be served via the golf course route in the evening. Without the Simba Run underpass, transit service within Vail will continue to be similar as it exists today; there is limited routing flexibility in serving future demands. A line-haul system is not possible without omitting at least one of the major interstate crossing bottlenecks and adding travel time by forcing buses to pass through interchanges. The Lionshead Transportation Center would be more effective with the Simba Run underpass as the Center would be better suited to serve West Vail, both sides of I-70. The better suited that the Lionshead Transportation Center can be, the more relief it can provide to the Village Transportation Center. A Simba Run feasibility study should be pursued to better understand the pros and cons of this improvement, but one advantage includes the synergy it helps build with a new Transportation Center at Lionshead. There will be a genuine need to establish a transportation center in Lionshead. Today, Lionshead is a major hub including a gondola and ski lift, a major parking structure, and tourist-oriented commercial space, and condominium units. Recent redevelopment such as the Arrabelle and planned redevelopment, as described in the Lionshead Master Plan and contemplated redevelopment at the Lionshead Parking Structure will establish Lionshead as a near equal rival to the activity in Vail Village. Currently, the Lionshead Village area is anticipated to see approximately 1500 net new units and 290,000 additional square feet of non-residential development given current plans. With the potential to construct a new underpass of I-70 at Simba Run, a Lionshead Transportation Center will be in a much better position than the VTC to serve as the ski-area access hub for western Vail with respect to transit; the synergy that could be developed by a Lionshead transit center and the Simba Run Underpass together will be an extraordinary enhancement to transit service in West Vail A Lionshead Transportation Center will also provide needed redundancy to VTC. Today, it is not uncommon for the VTC to experience more buses on-site than bus-spaces. The VTC is also a designated area for bus drivers to take a break. Regulations require drivers to park their vehicle and rest at minimum specified intervals, and the VTC has historically served in this capacity. Vail is ideal for ECO service driver breaks given that Vail is the terminus of many ECO routes. With the potential of more service, regionally and locally, there will be greater demand for a dedicated driver break area. The VTC will not be able to accommodate all services, all routes, and all driver break activity in the future. Another means is necessary to relieve the VTC; a Lionshead Transportation Center would be able to provide this relief to the VTC. So, the need for a Lionshead Transportation Center is driven by: ► The need to provide a high level of transit service to a dense area of activity within Vail. ► The intent to leverage the future Simba Run underpass to vastly improve the nature of transit service connecting western Vail to Central Vail. � Fe�s�ur.c C� HOLT 5: ULLEVIG Page 47 Vail Transportation Master Plan Update ► The need to relieve the VTC of some of its transit-related demands with respect to regional routes and driver break areas. ► The need to "clean up" significant conflicts which occur at the Lionshead Mali/Lionshead Parking Structure entry area, particularly with pedestrian activity. ► The desire to better accommodate hotel shuttles. ► The desire to better establish an official, organized skier drop off area. � The Town may also want to explore the possibility of using different sized buses. Some routes clearly • experience major spikes in demand that might be better served with higher-capacity buses. Increased • frequency could also be a consideration, but too many buses along a particular route eventually results in dimensioning returns and becomes a waste of resources. • With an additional Transportation Center at Lionshead and an additional means of crossing I-70 � (Simba Run Underpass), there are numerous options for the Town. As is the case today, routing will � be dynamic and adjustments will need to be made every season in response to changing conditions • within the Town. � The Eagle County bus system (ECO) would also make use of the Lionshead Transportation Center. It � is anticipated that demand serv�d by ECO will grow in the future given the strong potential for growth Down Valley within Eagle County. Potential routing of this service within Vail could also be enhanced , with a Simba Run underpass. � I. Parking � � Currently, the town-owned Village Structure and the Lionshead Structure provide 2500 total spaces of � public parking. Ford Park offers parking for an additional 250 vehicles during ski season supplemented with transit service to the Village; this parking is restricted to permitted vehicles only. � As previously mentioned, the Town has set a goal to establish 400 additional public parking spaces • for the near-term planning horizon and a total of 1000 additional public parking spaces for the long- term. These objectives are based on winter season parking data relative to the frequency of using the � Frontage Road to serve overflow parking demands, and the additional parking is intended to reduce • how often the Town's supply is exceeded. Frontage Road parking statistics are collected nearly every time the Frontage Road is pressed into service. The Town has established an objective to � accommodate the 90th percentile design day, which is approximately equal to the 15th busiest day • during winter ski season; the 400 and 1000 space increase would meet this goal for the short-term and long-term time-frames, respectively. � Location options to place the increased parking supply include the following: ► West Lionshead (Ever Vail) as part of that area's redevelopment. Between 300 and 500 additional public parking spaces are being considered as part of the West Lionshead plan (beyond parking to be dedicated to development uses). In association with this and the new lift planned for West Lionshead is the potential for a roundabout intersection onto the Frontage Road and transit facilities. ► Lionshead Structure as part of its possible redevelopment. The redevelopment of the Lionshead Structure could incorporate an additional 200 to 300 public spaces for public use (beyond the parking needed to support the proposed uses). � rri.�r�,i:c, �� HULT 6: ULLEVIG Page 48 Vail Transportation Master Plan Update ► Ford Park - Preliminary study conducted by the Town has yielded the possibility of adding 300 to 600 spaces at Ford Park, likely below the playing fields. The potential of constructing a roundabout at Ford Park would support the additional of parking in this area relative to access onto the Frontage Road, and transit service providing connectivity to the Village would be necessary to support this concept. Besides serving parking demands during ski season, the provision of parking at Ford Park would support event activity during the summer. The future location of the parking supply within the Main Vail area (Lionshead and Vail Village) may remain a bit out of alignment with the parking demand generators. If the development and redevelopment of Vail comes to fruition as described in this report, there will be a bit of a mismatch with respect to the placement of the parking versus the demand for the parking. Figure 10 illustrates the imbalance. As mentioned, the ski area is oriented easterly from the Main Vail interchange. The Vail Village parking structure is approximately located at a central point to the ski area on the mountain. The Lionshead parking structure is skewed to the west of the ski area, and the West Lionshead (Ever Vail) is skewed to the west even more-so. Because of their relative locations, skiers tend to fill the Village Structure before the Lionshead Structure. Additional parking provided in the Main Vail area would better serve the Town if it can be located to the east. However, the location of parking must also be balanced with site opportunities to provide it. Currently, the most promising opportunities to gain parking supply is via the Lionshead Parking Structure redevelopment, Ever Vail and Ford Park. Two of these three are located to the west, a bit aside from the skiable terrain. While the Town should look to capitalize on these opportunities, the Town should also pursue parking opportunities in the eastern area of Main Vail to better balance supply and demand locations. An improved balance translates into less travel within and between the Vail areas (much of which would need to be served by transit service). The provision of additional parking supply in the eastern reaches of Central Vail would also support a travel demand recommendation that entails encouraging usage of the East Vail interchange and the Main Vail interchange (discussed more later in report). � r-e�sF��ac; C� fio�r �: ULLEVIG Page 49 �� M.. ,� W f r-, � ^� -/ �l CJ.x� �:� �ed � p�a4su��d O/� O O � o M � O ,--� � N �_ a��ai� peaysuoi��3 � �`�., �I�/ pao�l C C M �a//p� �� p� -�aaua� a,��,�1 �/S��a. W C3 a J J � J � w f.7 a J J � G a W _ N Z O J � m U (� � � O 0 � O � O O � O O o 0 � � � � r c� oD � � . � * li � (/) '� T p� � � U � � H Q L Y—�—�—ca a � � U E � . U � J � � � 1 � � o 0 � O � � � Q O � � O � O � N 0 O O 0 N G Z W cs W J o }' T � � O L � � •� � � � ' a� V c C� C� .� � � C Y i CCS � .� � t� � C � U a � � 0 � a � o U a (0 Q � (n N � U C � d Y � (0 � � C U i � � � Q' d � p� C � O � � W Q II II � '� X � X � � X � _ �a � 0 Z rn 0 � N m � 0 m � � 0 � a c m � m > Vail Transportation Master Plan Update VI. FRONTAGE ROAD ACCESS MANAGEMENT PLAN As the Town's Transportation Plan was being developed through this process, CDOT and the Town agreed to develop an Access Management Plan (AMP) for the North and the South Frontage Road. The AMP will serve as a planning tool for CDOT and for the Town in that it defines allowable access from which proposed development can plan. The AMP is a document that CDOT and Town staff agree to in principal; it is not subject to a formal IGA and agency adoption. The plan is intended to show the long-term access onto the Frontage Roads. It is NOT the intent to use the plan as a means of closing access to an existing thriving use. Rather, the plan is used as a framework for new development and redevelopment of properties. If development or redevelopment does not occur, then access will continue as it exists today, barring a safety issue. Further, the access locations are not meant to be precise. The plan shows potential access locations that are plus/minus 50 feet or so, and shifts larger than this might be possible as well. Besides showing access onto the roadway, the plan also shows each parcel's access if it is not onto the Frontage Road. Examples of this include a parcel accessing a cross-street (rather than the frontage road) or gaining access through an adjacent parcel. Further, the AMP is based on the assumption that individual parcels will remain under individual ownership. In the event that a development plan incorporates numerous individual parcels as part of a common proposal, then the access scheme needs to be carefully evaluated and could be different than what the AMP shows. The AMP is shown in Appendix G and it recognizes the elements of the plan that have been described to this point. Many of the existing access points are recognized in the plan. The most notable intersection/access change is the Simba Run underpass of I-70. This will create two major intersections onto the frontage road system. Other areas of anticipated change include the following: ► A new access to serve the Vail Valley Medical Center is shown along the South Frontage Road approximately 900 feet west of Vail Road. Additional coordinating with the Medical Center may be needed as their plans continue to evolve. Potential access consolidation should be pursued. ► The redevelopment of the Lionshead Parking Structure will alter the access for this site. Specifically, a"front door" access is being proposed as well as a major access to the parking area at approximately the current location. One the major differences is that the parking access may include a grade-separated ramp for the westbound left turn in movement. A planned roundabout at the East Lionshead Circle intersection onto the South Frontage Road will also serve access needs for this redevelopment. ► The West Lionshead Redevelopment Plan, otherwise known as Ever Vail, entails relocating the South Frontage Road to adjacent to I-70 in the proximity to Forest Road. This along with the development planned in that area will introduce five access points onto the Frontage Road (including the Forest Road roundabout), but it will eliminate 10 accesses serving current uses. ► West Vail commercial uses are potential candidates for redevelopment at the future time. However, a master plan has not been finalized and there are numerous land owners in this area that still need to coordinate. However, the AMP is showing a roundabout access and additional partial movement accesses. This would eliminate other access points along the North Frontage Road. ► Timber Ridge is a planned affordable housing project located along the North Frontage Road approximately equidistant between Lions Ridge Loop and Buffehr Creek Road. Its potential access scheme includes two accesses onto the Frontage Road. � rFLS�ua� Ci Hc�LT & ULLEVIG Page 51 Vail Transportation Master Plan Update VII. RECOMMENDED TRANSPORTATION PLAN From the analysis shown in the previous chapters, a Town Transportation Plan has been developed and is presented in this chapter. The Plan is comprised of several elements including: ► Roadway Improvements ► Parking ► Transit ► Travel Demand Management Considerations ► Access Management Plan ► Cost Estimates and Potential Funding Sources A. Roadway Irnprovements Figure 11 conceptually shows recommended roadway improvements needed to accommodate travel demands within the Main Vail area and Figure 12 conceptually presents improvements that would be planned for West Vail. The major components include the following: � 1. The Simba Run Underpass • This is a critical component to serve Vail's traffic needs in that it provides some relief to the Main Vail Interchange and a fair amount of relief to the West Vail interchange. Additional benefits realized from � this improvement include the provision for an additional pedestrian crossing of I-70 and a dramatic + increase in bus routing flexibility within Town. This underpass of I-70 will greatly improve mobility within Vail and it benefits all modes of travel. Traffic-wise, this improvement will provide moderate relief to the Main Vail interchange approximately improving operations by one-half a LOS (some approaches more than others). It's most significant traffic operations benefit is realized at the West Vail Interchange in which peak hour operations have the potential of improving by up to two Levels of Service at peak times. The grade-separation of I-70 will provide for crossing capability without relying on the interchanges where traffic concentrations occur due to I-70 access. This underpass is anticipated to reduce traffic by approximately five percent and 12 percent, respectively, at the Main Vail and West Vail interchanges. Further, the increased ease of crossing I-70 would reduce total travel along the Frontage Road system. � rr_i_�e� i:c, �� HOLT & ULLEVIG Page 52 Vail Transportation Master Plan Update Figure 11 Recommended Frontage Road Improvement Plan - Central Vail ; �� 0 9cl �c.m � > o �� n � m��' � m 3 o � � F m n gi��o3 ' d o � m � Q�m _ p m � � o � o g g . g 3 �?�, m s n'=� �' c � m ° � : a � � � oOapc ,o' ?t o � cc C7 O � � d d � � cD � °m n. � � a < � c� � � � N T N 'V C C = � G � r�F��i��r.�, �� fi O LT & ULLEVIG _-;� a'`= °: � a o 'm v�° 2 m ,°c. Y. � � � o m° � f 9 c 0°3' � a�u'� d�s P :� �� $S: r� g� g � �� .� � e e 3 o5 � �S • Va�l Rd. o � \ m �� D L � c�i CQUa9e N V� or�Pe', o � � pt n� E s � �� 5 i^ � � N D � m: ' pm • s p j m � ° o � n � � S� �,C//9e � � � er•UQ e �en , y '_ ti2�� . �` ��' � � B � a� a°� �o F$Q � a= °o� :� ��• � m m m ^ 3 � ^a� ;�� 8� �o �'sm p ^� u �o. a o $ 3 � = o ' � 3 �mq �im � __m � d o ��= oon =`o Q A � � x � n u� 0 �T Y g' :g` o � �� _ �;- � "- g o � ioQ � o � s °s'9 m � n �' �a� a j 9 �� .- �, _ mm �' � ^rc^ Page 53 C � ao c Q- a� N a�i � �v <0 V C � �a � � o N y N V V V Q L% d y '�A L VJ O �� c� �[–> x ,� w r^,� '-, J ,� � � � �:� c �- N � � O � � � � o � E � � � _ 0 � L ' W � � � �}T � W .v, � � � �� 'a= U Q � � � fn (LS � � � p U � �- U � � tc1 O ppo b �aa�� J k C 0 E m U m � � � � c� c — o � U U N (B <n O � � Q � Q Q ccf � �� ( 1 O � 1 " � �/ � z I �. � ` I � \ I 'r" i• \� I � � \ I r.., C e \ � y �C i�r , �1 � � O � � �. c � � a'' � �a 1 � � � � pr a, � p �"'•. �� Z o 1 \ L 1 \ '� � � ' \ 1 � � I I � � � I / � � � � I � I � � � � I � \ � \ � \� i �: C C � � � N � > � O � Q� � .� U � 4% i Q � � i � � � � O � OU � a � � � � 0 � y 0 N � � C c� m Z N O � � � N ' a. � � � � � � � N � — r � C� 4� C� � � � N � N � LL � � � � N > O Q � � c� 0 � Q� � c� �-+ C 0 LL � � � C � � 0 U � � �a z Vail Transportation Master Plan Update Transit-wise, the Simba Run underpass would provide an excellent opportunity to enhance service and increase efficiency. The areas served by the West Vail routes are awkward given major origins and destinations along both sides of I-70. Buses, like all traffic, are forced to cross I-70 at the Main Vail and the West Vail interchanges, and the circular routing through town is cumbersome. The underpass would allow for a host of route revisions resulting in far fewer vehicle-miles of bus travel required for service level (or better). With major activity centers possible along the North Frontage Road west of the new underpass as well as along the South Frontage Road east of the new underpass, the potential exists to establish a"spine" or line-haul" service connecting all of these centers. Other routes within town would then "feed" into the line-haul service. Pedestrian-wise, the Simba Run underpass would provide a crucial link between the north and south sides of I-70. Pedestrian activity has been known to take place across I-70 at-grade near the Simba Run location. It is an extremely unsafe situation when pedestrians are crossing the high-speed freeway. Fencing barrier exists along both sides of I-70, but openings in the fences are often created (illegally) allowing pedestrian activity to cross the interstate. The Simba Run underpass would mitigate this issue. Further, the Simba Run underpass would provide an excellent means for bicyclists to cross I-70, allowing riders an alternative to pedaling through the roundabout interchanges. The crossing could reduce bicycle/pedestrian travel by as much as four miles (depending on the specific origin/destination along either side of I-70). The one drawback of the Simba Run underpass is iYs expense. This is the most costly element in the Transportation Plan. However, it is also an improvement that provides a significant level of benefit to the Town's mobility for all modes of travel. As a next step, the Town should undertake a more detailed feasibility study to fully appreciate the impacts, costs, benefits, and potentially identify a means of funding. A schematic layout of the Simba Run underpass is shown as part of Appendix F. 2. Main Vail Interchange Roundabout Enhancements. The key enhancement at this interchange is to establish two continuous lanes from the east leg of the South Frontage Road to the I-70 west on-ramp. Signing, striping for two northbound lanes under I-70, and enlargement of the north roundabout are the primary elements to this improvement. These improvements would greatly alleviate poor Levels of Service improving the overall LOS to LOS E from LOS F during snowy conditions. This improvement alone is not adequate to mitigate traffic impacts, but it serves as a piece of the ultimate transportation plan in attempt to achieve acceptable conditions at this interchange. 3. West Vail Interchange Roundabout Enhancements These improvements include establishing two northbound lanes under I-70 and entering the north roundabout. Also, a desirable improvement addition to this includes adding a second southbound entry lane along Chamonix Road subject to acquiring right-of-way. These improvements would help alleviate poor Levels of Service (improving to LOS E from LOS F during snowy conditions) for the westbound North Frontage Road approach along the south roundabout and the westbound off-ramp approach at the north roundabout as well as the southbound Chamonix approach into the north roundabout. These improvements alone are not adequate to mitigate traffic impacts given future traffic demands, but they serve as a piece of the ultimate transportation plan an in attempt to achieve acceptable conditions. � fELtilil Rc� �� tiC)LT & ULLE\�IC; Page 55 Vail Transportation Master Plan Update 4. Other Frontage Road Roundabouts Roundabouts should be constructed at strategic cross-street locations where volumes are relatively high and poor minor-street left-turn movements level of service are projected (if left under stop-sign control). The roundabouts alleviate the poor left-turn operations. Locations include: ► Ford Park (in association with parking additions) ► Lionshead Parking Structure redevelopment ► West Lionshead redevelopment (Ever Vail) ► Simba Run Underpass (both intersections, one onto the North Frontage Road and one onto the South Frontage Road) ► West Vail commercial redevelopment These roundabouts should be adequate with one circulating lane provided that bypass lanes are provided to serve the heavier movements. 5. Roadway Widening Roadway widening is also needed at selected locations to accommodate projected volumes and/or improve safety. Locations include: ► Vail Valley Drive to Ford Park - This widening, to a 4-lane section, entails adding a second eastbound lane and is in conjunction with the three-quarter movement restriction at South Frontage Road/Vail Valley Drive and the roundabout at Ford Park. ► Municipal Center to West Lionshead — This widening, to a 5-lane section, is consistent with current plans by the Town and would better tie Lionshead activity areas with the Main Vail interchange. ► Turn-lane additions at North Frontage Road/Buffehr Creek Road, North Frontage Road/ Lionsridge Loop, and North Frontage Road/Red Sandstone Road. Turn lane additions may also be appropriate at development accesses pending the developmenYs precise nature. Timber Ridge may be one example. Also, there is a need for a left turn lane at the Red Sandstone Elementary School. As part of these improvements, it may be desirable to incorporate raised islands for reasons of aesthetics. ► Shoulder widening along existing/future 2-lane sections of Frontage Rd. should occur to bring the Frontage Rd. up to current CDOT safety standards and provide for a shared bicycle lane. Given the improvements presented as part of this plan, intersection levels of service should be at acceptable levels. Figure 13 shows a color-coded map of the frontage road system symbolizing general widening needs based on a number of considerations and Figure 14 shows the prototypical cross-section of each. Traffic loading was one such consideration in which sections anticipated to serve less than 12,000 vpd were prime candidates to be left as two lanes with cross-streeUdrive way turn lanes at necessary. Four lane roads were identified as those of segments serving volumes greater than 12,000 vpd and/or needing additional width to accommodate short sections of additional lanes. An example of this includes the South Frontage Road segment between Vail Valley Drive and Fort Park, where an additional auxiliary lane is provided. The five-lane cross-section is intended for the highest traveled segments in Town where there is also other activity, like the need to provide overflow parking and the need to accommodate relatively high cross-street traffic loadings. The five-lane category is intended for the segments adjacent to the active Lionshead and Vail Village areas. Figure 15 shows the projected PM peak hour traffic given the recommended plan improvements, and Figure 16 shows the corresponding LOS results. All improvements are schematically shown in Appendix F. � rFi_�r��i:c, C� 11�)LT & ULLEVIG Page 56 Vail Transportation Master Plan Update Table 10 shows a summary of the LOS changes for the interchange intersections given the growth to 2025 and growth with recommended improvements. The table shows that the interchanges would be congested with the anticipated growth, but that implementing the recommended improvements plan would help aileviate much of it. Table 10 Vail Interchange PM Peak Hour Levels of Service (LOS) Main Main West West Scenario Vail Vail Vail Vail North South North South Existing (Ideal) B A B B Existing (Snow) B A B C 2025 Do Nothing (Ideal) F B C F 2025 Do Nothing (Snow) F D F F 2025 w/Improvements (Ideal) B B B B 2025 w/Improvements (Snow) D D C D � rE�sr,�r.r Ci li�)LT & ULLEVIG Page 57 ��N� �;`��-- Pa: Pea �a�as`o�e M `' � � � � � � W .,� u..l !!: ,� ^� .�i �1 L�c. Z ._% �:. � m � L j �� c � 0 J � �U � e� �� Pa� �\a�e Q� . �e�` estra 3� i Pa• e�' G�e rt Jyye v�e,� „�� 6 !��ed ua� a�e//!�l G Z W C7 W J � � c p o 0 U `� .� � � � � a� � � � � � � � � p � O (� U U � � N � C C � � c� J J J N � � L.L L.L II II II v c 0 � � � � e'` a�� ti� �c rno c �° � �° 3�a � O @ a�c 3.d d y�E�o C7Q'_ ' y O G� N N � ` �� f0 > V � C� � a c�� cU OU� d C y V N � N y Y Q- U U y C N Q O� C T c�m "R-3 fnyd� VD= Hf6 d �= ZQ t�of� s�a`1 aye 5 0 Y U � `o c� � O�\�Q�. Gra� M � �- c�a i � � C Qi (� ji J � C� O � � � c� � c 0 L �..L .� � �a = � � 0 � � � 0 d a� � 0 � n � c F > ; � FELSBURG �� HOLT & ULLEVIG 10' Walk 6' 12' Lane 12' Lane 6' oulder Should Bike � � Bike �� ' �_ _,, � � ° e 12' Lane � 2-LANE CROSS-SECTION 12' Lane � .' � � . 16' Lane � 12' Lane 6' or Me ian Sh luo d � � Bike � � � �' __� ; � � � � 4-LANE CROSS-SECTION 6' 4' 12' Lane 16' Turn Lane & Median 13' Lane 14' Accel/Decl Lane 10' Bike Path Parking hldr. � � or Thro� Lane Bike Lane � /_�� 5-LANE CROSS-SECTION NOTE: All cross sections are subject to additional laneage with respect to turn lanes. Some adjustment may be necessary for certain locations. 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Travel Deynand Manageynent Measures should also be pursued to reduce spikes in traffic demands, especially for the Main Vail Interchange. Considerations include: ► Encouragement of drivers to use the East Vail interchange, through dynamic signing, when the Main Vail interchange is operating at its capacity. This will be critical toward alleviating operational issues during the AM peak hour. ► Look to meter outbound traffic from the Parking Structures. This occurs some today in the form of toll booths with drivers needing to stop and pay upon exit. Assuming this continues, the outbound metering will continue as well. ► Ski passes can also be used to help control demand on peak days. The Town should work closely with Vail Resorts on this so as to not encourage inexpensive skiing at times when high travel demands are anticipated. � ► Provision of real-time information to skiers about conditions along I-70 and/or within town (such as • how long of a wait to exit the parking structure) could also help manage traffic demand during the afternoon. Again, the Town and Vail Resorts should coordinate to determine an efficient and � effective means to inform skiers at the end of the day as to current conditions. If drivers are . forewarned about congested conditions, they may tend to naturally "spread ouY' over time and be less concentrated at peak times. � � � � � � � ► Explore parking management options in which potential fee incentives are applied for drivers who avoid entering and leaving during peak hours. ► Encouraging all potential ride-sharing services including van pools, bus pools, and any other specialized transit to serve major travel "markets " including employees, clubs, Front Range areas, and Down Valley. C. Transit • With Growth occurring in West Vail, Timber Ridge, West Lionshead, Lionshead Village, Vail Village, and potentially Ford Park (in the form of parking supply), establishing a line-haul transit system that � directly connects these major activity centers with frequent service would be beneficial. The In-Town � Route would essentially remain as-is with the potential for some adjustment at the east end and the • west end with variations pending time of day. Other outlying routes would be geared toward moving people to and from the primary line-haul route. A key consideration for this line-haul concept to function is the Simba Run underpass. This construction improvement is essential to the line-haul concept by routing buses past each of the key activity centers without the need for back-tracking. This improvement also builds synergy with a future proposed Lionshead Transportation Center. This would then be best situated to serve Lionshead and West Vail with this underpass. As the ability of the Lionshead Transportation Center is increased to serve as a transit hub for the west half of Vail, more relief can be provided to the heavily-used Village Transportation Center. Other routing options can be developed, but the provision of the Simba Run underpass provides routing flexibility within town and would result in service efficiencies. � rE��t;�r:c, C� H�� L T S: ULLEVIG Page 62 Vail Transportation Master Plan Update Figure 17 shows a potential bus routing system map of Vail. As previously suggested, the plan would take advantage of the new Simba Run underpass of I-70. A brief description of each potential route fol lows: ► In-Town Shuttle — This route would be similar to the current routing, but one key, and time saving, change would include eliminating the western-most leg to West Lionshead Circle. This would eliminate the need to turn onto the Frontage Road; the In-town shuttle would be entirely off of the Frontage Road during peak times. West Lionshead Circle could be served by an exclusive shuttle extension route until a roundabout at East Lionshead Circle onto the South Frontage Road is completed. Time-of-day routing adjustments could be made such that the In-town shuttle's eastern terminus is Ford Park (given additional parking that would be provided there) once ski activity is completed for the day and Golden Peak is no longer a high-demand area (in the evening). ► East Vail and Golf Course — Both of these routes would remain similar as they exist today. The Vail Transportation Center would continue to serve as the hub terminus for these routes. Additional overflow service should be considered for East Vail at peak times. ► Ford Park — This route is intended to transport users parked at Ford Park to the Vail Transportation Center. This route would remain as it exists today, but the frequency of service may be increased pending the construction of additional parking supply at this area. After peak hours, this route could be served by a re-routing of the In-Town shuttle. A variation could include a shuttle to Golden Peak. ► West Vail/Main Vail Frontage Road — This route would be the "Line Haul" previously referenced in this report. Buses along this route would simply travel directly between the Vail Transportation Center and the West Vail commercial area. Major stops along the route would include the planned Transportation Center at Lionshead, West Lionshead (Ever Vail), and Timber Ridge. The Simba Run underpass is a crucial improvement needed for this route to make sense and be efficient. ► West Vail South — This route would run along the South Frontage Road from the Vail Transportation Center west with stops at the redeveloped Lionshead Parking Structure, North Day Lot, and West Lionshead. Further west, this route would stay on the south side of I-70 also serving Cascade Village, West Gore Creek Drive, and Intermountain. To provide transit service across I-70, this route would cross at the West Vail interchange and terminate at the West Vail commercial area before turning around and back-tracking to the Vail Transportation Center (or the Lionshead Transportation Center) via the South Frontage Road. � F[l.tifil.'1:c; C� tiOLT S; ULLEVIG Page 63 CJ � J �..J x ��-> L=� � L.i.l U. ,� .-] � C1-. _i, � �:� u 5 � � � Y d � � r � � � a.. � � O � � 'ti cn � m .� � � a� � 0 n 0 L � � � O � � � C � � � � Q � � Q x � � � � � Z W (n i Y Cn C — — — � U � � � � � i � � � � � � � � W c'3 ii � in �� II II II II II II II II C �W � ! W J �a � 0 Z rn � N � � 0 a m U ) N N C O N O a m � m > Vail Transportation Master Plan Update West Vail North — This route would parallel the West Vail South route in that it would utilize the North Frontage Road. However, it would also utilize the South Frontage for a portion of its travel. This too would stop at the redeveloped Lionshead Parking Structure, North Day Lot, West Lionshead, Timber Ridge, and the West Vail commercial area. However, it wouid also serve the Lionsridge area and the residential areas in West Vail on the north side of I-70. This route also requires the Simba Run underpass to efficiently connect with the major stop areas. Sandstone — This route would be remain as it exists today which includes service between the Vail Transportation Center and the Red Sandstone Road area. The ECO service to Vail would also be able to take advantage of the Simba Run underpass. Potentially, ECO routes could access the Town via the West Vail interchange with programmed stops at the West Vail commercial area, Timber Ridge, West Lionshead, the redeveloped Lionshead Structure, and the Vail Transportation Center. This potential ECO routing would mimic the "line haul" concept previously described. In addition to regular transit service, charter bus, private shuttle and van services, and general passenger drop-off and pick up facilities need to be enhanced to handle the current need and future growth. Each of these types of services will need to be accommodated at the new Lionshead Transit Center, and at appropriate future Mountain/ Major Destination Portal hubs. Portal hub recommendations include; ► West Vail Commercial Redevelopment: Hub shall accommodate 3 town of Vail (TOV) bus routes, ECO bus routes, 2-3 shuttle/vans, 4-6 passenger vehicle drop-offs ► Cascade Ski Lift: Hub shall accommodate 1 TOV bus route, ECO bus routes, 1-2 shuttle/vans, 3 passenger vehicle drop-offs ► West Lionshead Development (Ever Vail): Hub shall accommodate the In-Town Bus, 2-3 TOV bus routes, ECO bus routes, accommodate15-20 Charter buses during a typical day,3-5 shuttle/vans, 20-25 passenger vehicle drop-offs. This location should provide premier charter bus services, providing arrival services, restrooms, lockers, a meet & greet location, guest information, etc... ► E. Lionshead Circle / Concert Hall Plaza: Hub shall compliment the new recommended transit center accommodating the In-Town Bus, TOV bus routes, and 4-6 shuttle/vans. ► Gold Peak: Hub shall maintain existing sevices including the In-Town bus, 1 TOV bus route, 1-2 Charter buses when needed, 2-3 shuttles and 20-27 passenger vehicle drop-offs. Currently DEVO drops off in this location, the Town should continue to work with Vail Resorts in providing a better location or a better managed operation to accommodate the influx of passenger vehicle drop-offs and pick —up that occur in this location. The congestion it causes creates significant delay along Vail Valley Drive during the AM and PM peak drop-off times. ► Ford Park: Hub shall accommodate 3 TOV bus routes, 2-3 Charter Buses, 2-3 shuttle/vans, and 10-15 passenger vehicle drop-offs A more detailed study to verify the above Portal Hub recommendations at these locations will need to be completed by the Town prior to any implementation. The study will need to take into account the aforementioned potentia� recommendations in conjunction with transit service frequency as well as look at other configurations that may accommodate the transit demand. � rFts�3� ac; �i � ► �� _,- �: ULLEVIG Page 65 � � � � � � Vail Transportation Master Plan Update D. Parking � The Town should look to expand the pubiic parking supply within Main Vail to reduce the frequency of • Frontage Road use for overflow parking. Based on accommodating a 90th percentile and based on Frontage Road parking data over the past few ski seasons, 400 new spaces should be developed over � the short term. Over the long term, 1000 additional spaces (600 more) should be developed in Main Vail. • To the extent possible, more new public spaces should be located in the eastern sections of the Main Vail area. Potential locations include: ► West Lionshead (up to 400 additional spaces) ► Lionshead Parking Structure (as part of its redevelopment; possible net gain of 300 spaces) ► Ford Park (at least 300 additional spaces, and possibly more if the above-mentioned locations do not include an increase) The addition of these parking areas, along with additional commercial and skier access would "spread out" Vail's base area to approximately 1.6 miles of frontage. Because of the increased density, activity, and distance, the Town's transportation system within and to the Main Vail area clearly needs to be enhanced to support these activities through the combination of roadway improvements and transit service enhancements. A more detailed parking study to verify these locations and the associated number of additional spaces will need to be completed by the Town prior to any implementation. The study will need to take into account the aforementioned potential recommendations as well as looking at alternative locations, transit incentives, in combination with parking management solutions that may alleviate the parking situation, which may include outlying lots with bus service. E. Pedestrians and Trails Vail maintains a system of trails to accommodate pedestrian and bicycle activity throughout town. Multi- use routes are provided along the 12-mile long Gore Valley Trail (GVT) on the south side of town, the 2 3/4-mile long North Recreation Path (NRP) along the north side of town as well as several short "spur" trails. These trails combine detached recreation paths, attached bike lanes and residential streets to provide pedestrian and bicycle friendly routes to most areas of the town. In the spirit of maintaining a multi-modal transportation system, a goal of the trail system is to offer safe and efficient non-motorized routes for both recreational and commuting purposes. The recommended Simba Run underpass will provide an important pedestrian and bicycle connection across I-70. In particular, the connection will serve pedestrian activity between the Timber Ridge employee housing development and the ski area. The Town's Recreational Master Plan recommends bike lanes along all Frontage Roads in the town. The following recommended roadway guidelines (Figure 14) accommodate this goal: ► Widened paved shoulders along all 2-lane sections of roadways to provide a shared bicycle lane in each direction. • ► Continuous auxiliary lanes in the 4 and 5-lane sections of roadways to be used as shared bicycle ways. Vail's peak biking season, the spring, summer and Fall, falls opposite of the peak traffic � season, winter, when the auxiliary lanes are most used by vehicles and least by bicyclists. This � � � FFl tiRl;h(� • �� fIl1LT & ULLEVIG � Page 66 Vail Transportation Master Plan Update helps minimize bicycle/vehicular conflicts in the auxilary lanes. A well defined signage program wiil need be installed to make bicyclists and motorists aware of the "Share the Road" policy. ► A 10' wide shared shoulder/parking/bicycle lane along the I-70 side of the Frontage Roads in the proposed 5-lane sections of Frontage road to provide a shared bike way. Similar to the auxiliary lanes the parking/motorists conflicts are minimized as the peak seasons of each are opposite. Again a visible "Share the Road" signage program should be installed. ► A 10' wide multi-use recreational raised and/or separated path shall be provided along the entire lengths of the highest traffic volume sections of the Frontage Roads, specifically from the Dowd Junction path at the west most end of town to Ford Park along the South Frontage Rd. and from the north West Vail Roundabout to the north Main Vail Roundabout along the North Frontage Road. VIII. IMPROVEMENT TRIP THRESHOLDS The preceding analysis and resulting Transportation Plan is based on future development throughout Town. The total PM peak hour trip generation of all new development is estimated to be 2,800 trips. The recommended plan was based on the premise of achieving acceptable Levels of Service at the critical locations within town. This chapter of the report is intended to provide a sense as to the effectiveness of each improvement toward alleviating a projected poor Level of Service measured against an equivalent trip generation associated with new development. Three critical operationa� traffic components are considered here including: ► Main Vail interchange, North roundabout, WB I-70 Off-ramp approach ► Main Vail interchange, South roundabout, WB Frontage Road approach ► West Vail interchange, North roundabout, WB Frontage Road approach The effectiveness is measured in terms of the equivalent offset in total PM peak hour trip generation. In other words, each improvement can offset a certain amount of traffic impact from new development measured in total trip generation. Estimates of the effectiveness were based on a series of sensitivity LOS analyses given varying degrees of trip generation from the new developments (i.e. portions of the 2000 new trips estimated). Table 10 shows the effectiveness of each improvement, and the bottom row of the table shows the needed trip offset to achieve a LOS D under snowy conditions. The structure of Table 10 is a menu allowing one to pick and choose measures, summing the effectiveness offset values to achieve the figures in the bottom row. All values are given in terms of ranges as these are gross estimates. It should also be noted that actual values will vary depending on where within town development takes place. In addition, values may decrease as more improvements are considered. The north roundabout at the Main Vail interchange is a component requiring the greatest amount of trip "offseY' to achieve a LOS D. Only 200 to 300 total PM peak hour trips from new development could occur before LOS E is reached, so 1700 to 1800 new PM peak hour trips need to be offset by improvements (given that all new development will generate nearly 2,800 PM peak hour trips). From Table 10, improving the roundabout and establishing two northbound lanes under I-70 at this interchange would be the single most effective measure for the WB I-70 off-ramp approach. But this alone would not offset enough impact to achieve LOS D; other measures would also be required such as the Simba Run underpass and/or a combination of other items listed. � rrt_sr�ac, C� HC�LT 5; ULLEVIG Page 67 Vail Transportation Master Plan Update Table 11 Mitigation Measure Offset; Total New Trips Equivalent Effective PM Peak Hour Tri Generation Offset Main Vail Interchange N►est Vail Potential Measure Interchan e North Roundabout South Roundabout North Roundabout WB I-70 Off-Ramp WB Frontage Road WB Frontage Road A roach A roach A roach 1. Expand Main Vail North 1400-1500 0 0 Roundabout 2. Add NB Lane Under I-70 (Incorporated in 500-600 300-400 at both interchan es Measure 1 3. Simba Run Underpass 500-600 200-300 1200-1300 4. Encourage Use of East Vail 300-400 100-200 0 Interchan e 5. Parking Management 300-500 250-350 100-200 Measures 6. Express Bus Service �Z� 200-250 100-150 200-300 7. Extend Ski Hours 100-150 50-100 <50 8. Meter Outbound Parking 150-200 150-200 100-150 Structure Traffic Target — Number of Trips from New Development to Offset to 1700-1800 600-700 1000-1100 Maintain LOS D During Snowy Conditions �3� '� Values in columns represent the effectiveness of the improvement in terms of total generated PM peak hour trips from new development. Values will vary for each of the three critical traffic approaches listed below depending on the specific location of a new development proposal and based on how many of the improvements are packaged together (the effectiveness of each improvement will lessen as the number of ineasures/improvements to be implemented increase). �2� Measure requires Simba Run underpass for best results. �3� Values in this row show the objective amount of PM peak hour trips that need to be offset by the improvements above or through reducing the level of planned development. Total PM peak hour trips from new development are estimated to be 2,800 when built out. At the Main Vail South Roundabout, establishing the second northbound lane under I-70 (and installing appropriate striping and signing to take full advantage this improvement) would be the most effective offsetting measure, but again at least one other measure would also be needed. At West Vail, the Simba Run underpass is really the only measure that would produce enough effectiveness to alleviate a LOS E. Based on operations at the West Vail north roundabout, Table 10 indicates that the Simba Run underpass should be in place by the time that three-eighths of the proposed development is completed (bottom row shows the need to offset 1,000 to 1,100 trips out of the 2,800 total peak hour trips projected). � re�.�r�ac, C� IicILT s: ULLEVIG Page 68 Vail Transportatiori Master Plan Update As an example in applying Table 10, suppose a developmenUredevelopment proposal is estimated to generate a total of 400 PM peak hour trips. If mitigation measures were to be applied so as to offset the impact of these trips on the interchange roundabouts listed in the table, then one would select the appropriate mitigation measures such that the offset values sum to 400. Table 10 would suggest that the impact of these 400 total trips could be offset at the Main Vail North roundabout via encouraging other traffic to use the East Vail interchange (Number 4, 300-400 trip offset effectiveness). However, this measure would only offset about one-half the impact at the South Roundabout intersection, so one may also choose to provide Express Bus Service (Number 6, 100-150 trip equivalent) and extend ski hours (Number 7, 50-100 trip offset equivalent) to fully mitigate the traffic impact of the development at the south roundabout. With respect to these three offsetting measures for the West Vail roundabout, Numbers 3, 6, and 8 would fall just short of offsetting the impact of a 400-trip development. One other measure would be required, perhaps Parking Management Measures (Number 5, 100-200 trip offset). Another application of the table is to use it in assessing a particular improvement, say the Simba Run Underpass. If the Town is able to advance this improvement, then enough trip offset would be in place to offset the impacts of 1200 to 1300 trips per hour from new development at the West Vail Roundabout. However, this improvement would "buy" less impact offset at the Main Vail roundabouts. The table is intended to be guide. Clearly, the location of the development will have an effect on the relative impact to the roundabouts listed, so some engineering judgment is required in the table's application. Also, the table only addresses the PM peak hour. As previously shown, there is one notable operational issue anticipated during the AM peak hour in 2025; the north roundabout intersection at the Main Vail interchange. The crucial mitigation measure to alleviate this issue is to encourage approximately one-half of these trips to exit I-70 at East Vail (rather than Main Vail) through the use of variable message signs placed along I-70. � rEi_se.�, ac� C� fiOLT & ULLEVIG Page 69 Vail Transportation Master Plan Update IX. IMPROVEMENT COST ESTIMATES Planning level construction cost estimates have been developed for the Frontage Road improvements. These have been grouped into Frontage Road sections and include the improvement recommendations presented here as well as other maintenance activities such as overlays. Figures 18 and 19 show the improvements, their cost, potential funding sources and a rough estimate as to the appropriate timing. These figures were developed by Vail's Public Works staff. The figures break the frontage road system up into numerous segments, and the improvements calied out also include other enhancements to such has recreational paths and medians to be integrated into the overall improvement. Center roadway medians are only shown adjacent to the commercial core areas, West Vail, Lionshead and Vail Village where: ► Traffic volumes tend to be highest ► Cross-street movements are most significant ► Delineation and direction are most critical to motorist Raised medians can provide safety and aesthetic benefits to the traveling public, but they also create increased challenges with respect to maintenance including snow removal. As such, their application is limited to those segments in which tourist activity is the greatest (and so are the traffic loadings). i Besides costs, the figures also identify potential participation by nearby development as well as to a general timing for the improvement as to the time frame of when it should be built. This time frame is � based partially on need and partially on the timing of development, when the development � participation can be realized. The total cost for the program improvements is approximately $63 • million in 2007 dollars (2009 costs could be approximately 20 to 25 percent higher). The Simba Run underpass would be the single most costly improvement. However, this improvement would deliver � significant benefit to the Town as this report has identified. The nomemclature in figures 18 and 19 can be further generally defined as the following; ► Cost: Estimated cost based on 2007 construction costs seen in Vail. Estimates are provided by the Town of Vail staff, with supporting information being provided by FHU ► Development Funding: Provides potential funding sources other than the Town of Vail or CDOT budgets ► Improvement: Provides a brief description of general type of Improvement that is recommended by this plan: Safety: Recommends a safety type of improvement (i.e. shoulder widening, guardrail) Rec. Path: Recommends a recreational path improvement (i.e. bike lane / adjacent path) Min. Std: Recommends the road to be brought up to Minimum CDOT standards (shoulders) Turn Lanes: Requires additional turn lanes Capacity: Requires capacity improvements (additional lanes / roundabout) Roundabouf: Roundabout recommended Access: Recommended access improvements Medians: Recommends medians for access control and aesthetics Underpass: Recommends a new underpass Inferchange Improvements: Recommends interchange improvements ► Timing: Provides an estimate timeframe that the recommended improvements should be implemented � FEL�RI;RC� �� HOLT 6c ULLEVIG Page 70 � � Q � N E a � ~ U � N y � � O � N � �` O � N O � � Q - � � o � D in � z ° d o C - 0 � ? � � �- J i� m !A m C � � lJJ � N � � � a � e� � CC � U CL e C {A C L � C � O � > p) � � O c ul > C d � C� � LL � f- � � � cG - � F�'a�w �:^� -� � � wza �:� C -"'a ca U] � tA « � c � N ..-. � C N� 16 � °- U � � o � C � � C � O � � O � � - J � N N Z � 2 Q � � a � C � � � U U � U W � � v� c � � � � a rn a� o c > a� � o °� in > c p`_ E U � �i � F- y y N v �` 01 -O � p Q � 2 _ O ,C � � U N � ,, �, a � m -� � o o � O J �LL (�6 N � � j � -C N j o� U o I- a� �� C Y � y C.� y� � O N '- � C � (A - - ?`-O l4 ~ O f6 � U � �- a � -� � % � N N i� Y fq N a � � � � N C O i. 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OTHER CONSIDERATIONS A. Priorities Improvements in this pian may require time to implement as funding becomes available. Roadway construction inciuding the underpass will take time to fund. As such, the lower cost travel demand management measures should be pursued first. These include parking pricing policies and encouragement to use the East Vail Interchange. These should be the simplest measures to implement and "test" for effectiveness. Relative to improvement priorities, the Simba Run underpass provides a wide variety of benefits to Vail's Transportation system. Traffic-wise, this improvement relieves both interchanges, provides an option to cross I-70, provides for a pedestrian crossing of I-70, provides greater flexibility in routing Town buses, allows emergency response agencies to react quicker, and it allows for a planned Lionshead Transportation Center to better serve the community and relieve the heavily-used Village Transportation Center. Also, securing funding, obtaining necessary approvals, design, and eventual construction will take time. As such, the Town should consider moving ahead with the approval and clearance processes for the Simba Run underpass. This may best be done by first conducting a more detailed Simba Run Underpass Feasibility Study to better understand and quantify all of the benefits, disadvantages, impacts, and costs associated with this project B. Other Planning Efforts Additional planning studies may be required for various pieces of this plan. Improvements or actions that impact any portion of I-70 or the right-of-way thereof may be subject to State and Federal approval procedures. Modifications to the interchanges are subject to CDOT's Policy Directive 1601 which may require a feasibility study. Environmental clearance will also likely be required for interchange modifications as defined in CDOT's Policy Directive 1601 and in the National Environmental Policy Act (NEPA). Transportation Improvements that impact Ford Park may also be subject to 4F regulations and procedures. Longer term, the ideas have been raised to perhaps dramatically change I-70 through Town. The thought is based on the potential of utilizing the space that I-70 currently occupies for development as the value of this property may more than offset the costs of reconfiguring I-70. Two ideas have been raised. One includes "cut and cover" in which I-70 would be depressed in its current alignment and structural decking would be placed atop of I-70. The other idea includes the potential of re-routing I- 70 under Vail Mountain south of Town. Far more study is needed to determine if either of these is feasible, but in the event that one of these options is approved and funding is identified, the Town's transportation plan should be updated. Under either one of these scenarios, I-70 would no longer be the barrier that it is currently, allowing a host of options transportation-wise. In addition, an assessment should be made to determine if, and what, type of east-west roadway would be needed through the Town. If either of these ideas becomes eminent, any improvement recommended in this plan should be reviewed carefully before implementation to ensure it would still be warranted. � rF t.�t;t, i:c� �i f��►_T �: ULLEVIG Page 73 Vail Transportation Master Plan Update C. I-70 PEIS CDOT has issued a draft of the I-70 PEIS document for public review. This effort considers an extended length of I-70 from C-470 to Glenwood Springs including through the Town of Vail. Results of the effort identify the potential for rail service from Denver to the Vail Transportation Center. In addition, the Town of Vail is a member of the I-70 Coalition and is in full support of the Coalitions actions with respect to the PEIS and the future of I-70. Their latest activity can be found at http://www.i70solutions.orq. A Record of Decision (ROD) is anticipated in year 2011. Further, the Town is a member of the Rocky Mountain Rail Authority and is participating in their high speed Rail Feasibility Study which is expected to be completed by Summer of 2009. Currently the rail study has identified Vail as a potential rail station site. The addition of a high speed rail from Denver, thru Vail and beyond will have a dynamic effect on transportation and transit in Vail. An additional study will be required to determine the impacts on Vail of such an improvement. D. Irnplernentation of Recommended Plan The recommended plan is mainly driven by the anticipated growth and development of Vail. The timeline for implementation also is driven by development. The major infrastructure improvements; ie. The Frontage Road widenings, the construction of roundabouts and roundabout improvements, and the Simba Run Underpass, will need to occur along side the anticipated developments. , Other ancillary improvements, noted as safety, minimum standards, or recreational path • improvements should be done regardless of development in a timely fashion, as these types of improvements are not necessarily development driven and are existing needs. � • A preliminary prioritization and implementation plan is provided in Figure 20 (currenfly provided as a separate document to be discussed with the Town Council and to be inc/uded in the plan once � adopted). It should be noted that this figure assumes all of the major anticipated development occurs • and occurs in a timeframe as outlined. The cost estimates provided in Figures 18 and 19 have been transferred to this chart and further broken down into the major funding sources; Town of Vail capital � budget, Town of Vail RETT budget, Tax Increment Financing, traffic impact fees, developer required � improvements, and CDOT funding. These funding sources are generalized and limited. Each • project, or section of road system, will have a detailed in depth funding scenario completed prior to implementation. The detailed funding scenario will finalize exactly how the projects will be funded, � analyze the master plan assumptions, and look at any additional funding mechanisms. � rFi_�h��ar C� HOLT & ULLEVIG Page 74 Vail Transportation Master Plan Update Figure 20 Figure Coming Soon ----- Transportation Master Plan Preliminary Prioritization and Implementation Plan � rEt_;r�ac, C� fi�)LT �\ ULLEVIG Page 75 Vail Transportation Master Plan Update E. Funding Sources To fund these transportation system improvements, the Town must rely on some of the following funding mechanisms and sources. • Colorado Department of Transportation (CDOT) • Federal Agencies (Federal Transit Asministration, Federal Highway Administration) • Private Developers • Town of Vail Traffic Impact Fees (revised and codified) • Tax Increment Financing (TIF) — Town has a$15 Million Bonding capacity at this time • Real Estate Transfer Tax (RETT) — for landscaped areas and paths • Town's Capital Budget • Vail Resorts Inc. $4.3 million parking commitment • Conference Center Fund of $9.3 million for possible reallocation if approved by voters • Selling or leasing development rights on Town of Vail land identified in the Lionshead Master Plan and the western south side of the Village Parking Structure • Required voter approved initiatives o Tax Increases o Improvement Districts o Bonding or refinance the Town debt after 2012 CDOT All of the roadways & interchanges discussed in this memo are under the jurisdiction of the Colorado Department of Transportation. The Vail Frontage Roads are the number —five - priority of the Intermountain Transportation Planning area for Region 3;. However, only the first four projects are currently scheduled to be funded between 2005-2035 given all the other regional priorities. Simba Run is listed as a project in the I-70 PEIS. In addition, interchange improvements may be cleared independently of the overall project if there is no mainline roadway improvements associated around them, similar to the Edwards roundabout scheduled interchange project. Once the overall PEIS record of decision is released in �2011, individual projects may apply for funding. The cost of the PEIS in 2005 was estimated in excess of $4 billion and to date only $1.8 billion is earmarked for the next 25 years. CDOT schedules asphalt overlays for the frontage roads approximately every 15 years. The next overlay was scheduled for 2009 but has since been pushed out to 2013. It is advantageous to the Town of Vail to widen shoulders for vehicular and bicycle safety and make other frontage road improvements prior to any overlay to take advantage of a CDOT funded overlay of the whole road. When the overlay is completed the overall project will have a finished look and be a better road in the long run. � rE_i_�►3�ar C� II��LT & L LLEVIG Page 76 Vail Transportation Master Plan Update CDOT has recently proposed we accept $11 million to take over the 11 miles of Frontage roads that run thru Vail. This would give ownership to Vail, making the Town responsible for all the maintenance and capital costs going forward. Currently the Town receives $115,000 per year from CDOT to perform snow removal and minor pothole maintenance. CDOT is currently responsible for all capital improvements, including maintenance overlays and reconstruction costs. Federal Aqencies The Town of Vail has been awarded $ 2.4 million in 2008 and $ 235,000 in 2009 for a Lionshead Transit Center. It is unlikely the remaining $4 million will be awarded in 2010 which would complete the town's three year requested and funded amount of $7 million dollars. The Town of Vail is in line to collect an estimated $2-4 million for the proposed Lionshead transit center. It was originally scheduled to be released over a three year period starting in Federal FY 2008, however since no specific project was designated it will now have to be completely released to a viable project in 2010. The Town is obligated to contribute a match of at least 20%, or $0.4 to $0.8 million. Mike Rose, Transit Manager, went to Washington D.C. as part of the Colorado Association Transit Agencies delegation to finalize the request. Private Developers It is anticipated that all of the developer impacted roads will be constructed by a consortium of developers over time. The main contributors will be the Lionshead Parking Structure, West Lionshead (Ever Vail) development, Strata, Evergreen, Four Seasons, Solaris, Arrabelle, and the Ritz. As well as, the Timberline Lodge (Roost) and west vail commercial. Traffic Impact Fees The Town to date has assessed traffic impact fees in excess of over $3.5 million. Many developers have constructed improvements in lieu of paying fees to the Town . The Town has available $584,000 of unallocated dollars for traffic impact mitigation. If they continue to follow the current approach, the Town will end up with few dollars to fund the cost of a Simba Run or Main Vail interchange improvements. Increasing the traffic impact fee would allow the Town to collect additional dollars to offset the cost of the future improvements. Relying on traffic impact fees to offset the cost of the improvements is relative to timing. Both the Lionshead Parking Structure and West Lionshead (Ever Vail) developments are expected to create significant transportation improvements. The value of the fee would be significantly less than the value of the improvements. Additionally, these developments will greatly influence the need for Simba Run and Main Vail. West Vail on the other hand would not have to construct significant improvements relative to the size of project that could be developed and therefore could generate more impact fee dollars to be used elsewhere. However, this would most likely be the last place for significant development, again thus causing a timing issue. The Town is currently under contract for a traffic fee Nexus study, however it is currently on hold until the recommended improvements are adopted. The nexus study is critical for two reasons: one to determine if any adjustment should be made to the current fee, and two, to officially codify the traffic impact fee requirements. Tax Increment Financing (TIF) Using Tax Increment Financing to bond the cost of the projects meets the needs we have addressed above and most of the projects fall under legitimate use of Tax Increment Financing. Again, timing is critical as bonds can only be let with a payback period that expires in 2025. For each year that passes, the payback period is shortened by one year. There may be a need to modify the boundaries � rFt.,u��t:c� C� li�)LT S: ULLEVIG Page 77 � � � � � � � � Vail Transportation Master Plan Update of the current Urban Renewal District. There are also streetscape costs not included in the above that may also need to be funded by a portion of TIF. The Town Finance Department has estimated the town's TIF bonding capacity at approximately $15 million at this time � Real Estate Transfer Tax (RETT) • RETT has and will continue to be used to make improvements to the trail system along all of the frontage roads. In addition, the Town has used RETT for landscaping the medians along the frontage � roads. A large percentage of the cost of the work outside the development area can be attributed to • the cost of the recreational enhancement to the roadway. In addition, the cost of providing parking for • park and recreation uses is a use of RETT. The RETT can also be bonded against. A significant portion of streetscape has been funded with RETT in the past. There are current and future projects � planned for the use of RETT funds for recreation enhancement projects. � � � � � � � � � � � � � � � � � � � � � � � � � � r • � Capital Budget Previous presentations have shown little or no ability to fund projects from the capital account beyond the capital maintenance to extend the life of existing infrastructure. In 2012, the town makes its final debt payment on its current bonds. The payments have been about $ 2.5 million per year. F. Next Steps • Adopt the 2009 Vail Transportation Master Plan • Complete the Nexus study in 2009 for a traffic impact fee to codify the current practice and adjust the fee if desired based on the new transportation need and cost information • Complete the Lionshead Transit study in 2009 • Prepare a Simba Run and Main Vail interchange feasibility study in 2009. • Prepare a Ford Park Parking Feasibility Master Plan study in 2009 • Continue to participate and complete the Rocky Mountain Rail Authority Rail Study • Continue to coordinate long term transportation planning effort with ECO and Eagle County (Expansion of ECO transit / Regional Rail study) • Present a comprehensive list of all the projected costs for all projects and begin to compare this to a comprehensive list of funding sources • Expand the Urban Renewal boundaries to allow tax increment financing to be used from West Vail to Main Vail along the frontage roads, interchanges and the location of Simba Run underpass • Lobby the Department of Transportation to participate in the funding of these roadway improvements. The ability to have "shovel ready" projects, as funding scenarios are always changing, is a proactive step in competing for funding. This allows completion of the Vail's master transportation improvements plan to be more of a reality. • Install permanent traffic counters at the roundabout interchanges to monitor trip trends � rri_�t;�i:�, C� HC)LT & ULLEVIG Page 78 Vail Transportation Master Plan Update � rE�sr�ac; C� HOLT & ULLEVIG Vail Transportation Master Plan Update APPENDIX A TRAFFIC COUNTS � rE►.se,� ac �� II�1LT & ULLEVIG Appendix A Vail Transportation Master Plan Update � r��r�ii� �� HOLT 6c ULLEVIG Vail Transportation Master Plan Update APPENDIX B EXISTING LOS CALCULATIONS � e-F�sru►:�, �� H�)LT & ULLEVIG Appendix B Vail Transportation Master Plan Update � FELtiBURG C� fiOLT S; ULLEVIG Vail Transportation Master Plan Update APPENDIX C DETAILED TRAVEL TIME DATA � FEI.�BURG Ci II�ILT & ULLEVIG Appendix C Vail Transportation Master Plan Update � FELSBURG Ci fiC�LT 6: ULLEVIG Vail Transportation Master Plan Update � FELtiBURG C� fIC�LT �k ULLEVIG APPENDIX D FRONTAGE ROAD COLLISION DIAGRAMS Appendix D Vail Transportation Master Plan Update � FtiLtiBURG Ci fl�)LT 5; ULLEVIG Vail Transportation Master Plan Update APPENDIX E DEVELOPMENT AND TRIP GENERATION ESTIMATES � FELSBURG C� 11�1LT Sc ULLEVIG Appendix E Vail Transportation Master Plan Update � FFLSftURG C� li �) LT � ULLEVIG Vail Transportation Master Plan Update APPENDIX F CONCEPTUAL LAYOUTS OF IMPROVEMENTS PLAN � FFL�RL;RI� �� HC�LT �c ULLEVIG Appendix F Vail Transportation Master Plan Update � r-r:i.s�ur.c C� H�)LT St ULLEVIG Vail Transportation Master Plan Update APPENDIX G FRONTAGE ROAD ACCESS MANAGEMENT PLAN � FFI.tiRI RC� �� fl�)LT S: ULLEVIG Appendix G Vail Transportation Master Plan Update � FFi_sr��r.r Ci fiOLT .k ULLEVIG North I-70 Frontage Road Access Number Mile Post 5ide Description Location Current Use/Configuration Proposed Use/Configuration 1 17332 Left Former Wendy's Restaurant Access 300 feet west of West Full movement, Closed-down Full movement, Mixed Use Vail Interchange Fast Food Restaurant Development 2 17335 Left Former Service Station Access 160 feet west of West Full Movement Closed upon redevelopment and Vail Interchange the ability to have cross access with Access point #1 3 173.38 Both Chamonix Road West Vail Interchange Roundabout - Full Movement Roundabout - Full Movement 4 173.41 Left Commercial Use 90 feet east of West Full Movement Right In/Right Out, Restricted Vail Interchange Movement 5 173.44 Left Commercial Use, Hotel/Motel 260 feet east of West Full Movement Right In/Right Out, Restricted Vail Interchange Movement 6 173.48 Left Commercial Use, Hotel/Motel 560 feet east of West Full Movement 3/4 Movement Vaillnterchange 7 173.54 Left Commercial Use 810 feet east of West Full Movement Right In/Right Out, Restricted Vail Interchange Movement g 173.60 Left Commercial Use 1,160 feet east of Full Movement Closed West Vail Interchange 9 173.65 Left Commercial Use 1,430 feet east of Full Movement Roundabout - Full Movement West Vail Interchange 10 173.70 Left Commercial Use 1,685 feet east of Full Movement Right In/Right Out, Restricted West Vail Interchange Movement 11 173.74 Left Commercial Use 1,900 feet east of Full Movement Full Movement West Vail Interchange 12 ��3 8� left Zermatt Lane Zermatt Lane Full Movement Full Movement, but Convert to 3/4 Movement If Safety Conditions Warrant 13 »3 83 Left Commercial Use 100 feet east of Full Movement Closed Zermatt Lane 14 »3 88 Left Playground/Park Access 310 feet east of Full Movement Full Movement Zermatt Lane 15 173.96 Left Buffehr Creek Road Buffehr Creek Road Full Movement Full Movement 16 173.99 Left Commercial Use 170 feet east of Full Movement Closed - Provide Access to Meadow Buffehr Creek Road Ridge Rd instead 17 174.04 Left Commercial Use, Hotel/Motel 400 feet east of Full Movement Convert to Fuli Movement Out Only Buffehr Creek Road lg 174.06 Left Commercial Use, Hotel/Motel 540 feet east of Full Movement Convert to Full Movement In Only Buffehr Creek Road 19 174.39 Left Commercial Use 0.43 miles east of Full Movement Full Movement Buffehr Creek Road Zp 174.52 Left Residential 0.58 miles east of Full Movement Full Movement Buffehr Creek Road Z1 174.54 Left Residential 0.60 miles east of Full Movement Closed - Buffehr Creek Road Zlq 174.59 Left Residential 0.65 miles east of N/A Full Movement - Transit Only Buffehr Creek Road 22 174.63 Left Residential 0.70 miles east of Full Movement Full Movement Buffehr Creek Road Z3 174.73 Left Residential 0.25 miles west of Full Movement Full Movement - If Possible Connect Lions Ridge Loop to Future Simba Ru� Underpass Roundabout 24, Otherwise Shift West 24 »4 �$ Left Simba Run Resorts (Future Simba 0.21 miles west of Full Movement Roundabout - Full Movement Run Underpass) Lions Ridge Loop L:\05168\Access Plan Table\Vail Access Plan Complete Table DRAFT update.xis 24A �74_81 Left Residential 0.18 miles west of Full Movement Full Movement - If Possible Connect Lions Ridge Loop to Future Simba Run Underpass Roundabout 24, Otherwise Shift East 25 ��4 92 Left Commercial - Vail Run 250 feet west of Lions Full Movement Closed - Provide Access to Lions Ridge Loop Ridge Loop instead 26 ��4 g� Left Lions Ridge, Loop Lions Ridge Loop Full Movement Full Movement 27 175.04 Left Residential 160 feet west of Red Full Movement Closed - Provide Access through Sandstone Road adjoining property to Red Sandstone Road Zg 175.07 Left Red Sandstone Rd Red Sandstone Rd Full Movement Full Movement 29A ��5» Left N/A 500 feet east of Read N/A Full Movement- New Sandstone Road Playground/Park Access if 29 is closed Zg 175.20 Left Playground/Park Access 710 feet east of Red Full Movement Full Movement - Close Access if Sandstone Road parcel integrates with neighboring development to the east 30 ��524 Left Commercial Use 0.17 miles east of Red full Movement 3/4 Movement Sandstone Road 31 175.32 Left Commercial - Condos 0.23 miles east of Red Full Movement Full Movement Sandstone Road 3z 175.36 Left Red Sandstone Elementary School 0.31 miles east of Red Full Movement - Out Only Full Movement - Out Only Sandstone Road 33 175.39 Left Red Sandstone Elementary School 033 miles east of Red Full Movement - In Only Full Movement - In Only Sandstone Road 34 175.52 Left Commercial - Condos 0.46 miles east of Red Full Movement Full Movement Sandstone Road 35 175.86 Left Middle Creek Village 0.20 miles west of Vail Fuil Movement Full Movement Rd 36 175.89 Left Middle Creek Village 910 feet west of Vail Full Movement Inbound Bus Use Only Rd 37 175.93 Left Middle Creek Village 510 feet west of Vail Full Movement Full Movement Rd 3g 176.02 goth Vail Rd Vail Rd Roundabout - Full Movement Roundabout - Full Movement L:\05168\Access Plan Table\Vail Access Plan Complete Table DRAFT update.xls South 1-70 Frontage Road Access Number Mile Post Side Description Location Current Use/Configuration Proposed Use/Configuration 39 173.38 Both Chamonix Road West Vail Interchange Full Movement, Roundabout Roundabout - Full Movement 40 173.50 Right Service Station 550 feet east of West Full Movement/ Service Station Full Movement/Service Station Vail Interchange 41 173.52 Right Service Station 680 feet east of West Full Movement/ Service Station Convert to 3/4 Movement Upon Vail Interchange Redevelopment of Site (Close When No Longer a Service Station) 42 173.63 Right W. Gore Creek Drive W. Gore Creek Drive Full Movement Full Movement 43 »3 �$ Right W. Haven Drive W. Haven Drive Full Movement Full Movement 44 »3 85 Right W. Haven Drive W. Haven Drive Full Movement 3/4 Movement q5 174.01 Right Residential 260 feet west of full Movement Full Movement Matterhorn Circle 46 174.05 Right Matterhorn Circle Matterhorn Circle Full Movement Full Movement 47 174.15 Right Donovan Park Access 420 feet east of Full Movement Full Movement Matterhorn Circle 4g 174.57 Right Westhaven Drive Westhaven Drive Full Movement Full Movement qg 174.78 Both Future Simba Run Underpass 0.25 miles east of N/A Roundabout - Full Movement Westhaven Drive 50 174 85 Left Commercial Use 0.25 miles west of Full Movement Closed Forest Rd 51 »4 9� Both Commercial Use 805 feet west of Forest Full Movement Full Movement, Align Left and Right Rd Accesses 5Z 174.96 Right Commercial Use 475 feet west of Forest Full Movement Full Movement Rd 53 15 �� Both Commercial Use 300 feet west of Forest Full Movement Full Movement Rd 54 175.06 Both Forest Rd & Commercial Use on Left Forest Rd Full Movement Full Movement 55 175.13 Right W lionshead Circle W Lionshead Circle Full Movement Full Movement 56 17520 Right Commercial - Vail Spa Condos 490 feet east of W Full Movement Right In/Right Out Movements Lionshead Circle 57 175.Z$ Right Commercial - Lionshead Inn, Vail 200 feet west of W N/A Right In/Right Out Movements Chophouse, Lionshead Circle 5g 175.32 Right W Lionshead Circle W Lionshead Circle Full Movement Full Movement - Convert to 3/4 Movement when operations transfer to �os F. 59 175.38 Right Commercial - Condos 480 feet east of W Full Movement Full Movement - Convert to 3/4 Lionshead Circle Movement when Roundabout installed at 60 60 175.52 Right E Lionshead Circle E Lionshead Circle Full Movement Roundabout - Full Movement 61 175.59 Rlght N/A 415 feet east of E N/A Full Movement Lionshead Circle 6Z 175.68 Right Commercial - Parking Structure 805 feet east of E Full Movement Full Movement - Major Intersection Lionshead Circle 63 �75.80 Right N/A 0.22 miles west of Vail N/A Full Movement Rd 64 ��5_83 Both Commercial Use 900 feet west of Vail Fu�l Movement Right In/Right Out Movements, Rd Both Sides 65 175.88 Both Vail Valley Medical Center 740 feet west of Vail Full Movement Full Movement - Atempt to align Rd accesses from both sides upon redevelopment 66 175.93 Right Vail P�aza Hotel 400 feet west of Vail N/A Add Access - Right In/Right Out Rd Movements 67 �75.95 Both Commercial Use 270 feet west of Vait Full Movement Full Movement Rd 68 ��6_�2 Both Vail Rd Vail Rd Roundabout- Full Movement Roundabout- Full Movement 6g 776.05 Right Commercial Use 120 feet east of Vail Full Movement Right In/Right Out Movements Rd 70 �76 12 Right Commercial Use 450feet east of Vail Full Movement Full Movement Rd L:\05168\Access Plan Table\Vail Access Plan Complete Table DRAFT update.xls 71 176.13 Right N/A 500 feet east of Vail N/A Right In/Right Out Movements Rd 7z 176.15 Right N/A 600 feet east of Vail N/A Right In Only Rd 73 � �6 �$ Right N/A 725 feet east of Vail N/A Right Out Only Rd 74 ��6 z� Right Village Center Dr Village Center Dr Full Movement Full Movement 75 17623 Right Commercial - Parking Lot 130 feet east of Village Full Movement Transit Only, In Only Center Dr 76 ��626 Right Commercial - Parking Lot 250 feet east of Village Full Movement Full Movement Center Dr 77 176.29 Right Commercial - Parking Lot 550 feet east of Village Full Movement Full Movement Center Dr 7g 176.39 Right Commercial - Parking Structure 870 feet east of Village Full Movement Full Movement - Major Intersection Center Dr 79 176.42 Right E Meadow Dr E Meadow Dr Full Movement 3/4 Movement - Subject to Roundabout at 86 gp 176.45 Right Utility Access? 103 feet east of E Full Movement Right In/Right Out Movements - Meadow Dr Subject to Roundabout at 86 gl 176.11 Right Commercial - Condos 310 feet east of E Full Movement Right In/Right Out Movements - Meadow Dr Subject to Roundabout at 86 g2 176.48 Right Commercial - Condos 400 feet east of E Full Movement Right In/Right Out Movements - Meadow Dr Subject to Roundabout at 86 g3 176.53 Right Commercial Use 510 feet east of E Full Movement Closed Meadow Dr gq 176.55 Right Commercial - Wren 660 feet east of E Full Movement Right In/Right Out Movements - Meadow Dr Subject to Roundabout at 86 g5 176.57 Right Gerald Ford Park - Service Rd Access West end Gerald Ford Full Movement Right In/Right Out Movements - Park Subject to Roundabout at 86 86 176.62 Right N/A Gerald Ford Park N/A Roundabout - Full Movement Location To Be Determined 87 176.80 Right Gerald Ford Park Access 0.40 miles east of E Full Movement In Only - Future Configuration To Be Meadow Dr Determined gg 176.84 Right Gerald Ford Park Access 0.44 miles east of E Full Movement Out Only - Future Configuration To Meadow Dr Be Determined g9 176.89 Right Gerald Ford Park Access 0.49 miles east of E Full Movement Closed Meadow Dr L:\05168\Access Plan Table\Vail Access Plan Complete Table DRAFT update.xls � � . :r MATC�iLINE SEE _SHT. 2 � � � � � �� O na � R11 �o a � �U Q �+Z 3 � � O Z � -� v oV '� � � r�i w Q O� �a °�a w3� � � w�n� mww ' � J V X J Q W \ . 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ULLEVIG Vail Transportation Master Plan Update APPENDIX I LIONSHEAD TRANSIT CENTER WHITE PAPER - 2008 � FELSR�'R�) �� ti��LT S: �'LLEVIG Appendix I Vail Transportation Master Plan Update � FELSB�'R�� C111��LT & ULLEVIG Vail Transportation Master Plan Update APPENDIX J EVALUATION OF HIGHWAY NOISE MITIGATION ALTERNATIVES FOR VAIL COLORADO - 2005 & VAIL NOISE MEASUREMENTS - Technical Memorandum 2007 � f�t.i,�r� ac, C� 11C)LT �; ULLEVIG Appendix J Vail Transportation Master Plan Update � fEI.SBURG Ci ti�)LT 6; ULLEVIG Vail Transportation Master Plan Update � rEi_�r�;�:r C� H�)LT 6: ULLEVIC; APPENDIX K LIONSHEAD MASTER PLAN - TRANSPORTATION ANALYSIS -1998 & 2006 Appendix K Vail Transportation Master Plan Update � FFLtiR�'RC� C� HOLT Jc ULLEVIG Vail Transportation Master Plan Update APPENDIX L A REPORT ON THE RECOMMENDATION OF A PREFERRED � fF1.�RL Rc) C� H�)LT S: ULLEVIG SITE FOR THE VAIL TRANSIT CENTER - 2005 Appendix L Vail Transportation Master Plan Update � FELSBI RG �� HC)LT & ULLEVIG Vail Transportation Master Plan Update APPENDIX M VAIL TUNNEL OPTIONS - SQUARE 1 DOCUMENT (DRAFT) - 2005 � ►�Fi_�Ei��ar C� H�)LT 6: ULLEVIG Appendix M Vail Transportation Master Plan Update � FEI.tiI3LI�G �i f��►.T � ULLEVIG Vail Transportation Master Plan Update APPENDIX N VAIL TRANSPORTATION MASTER PLAN UPDATE - 2002 � FFL�I;�'RC� �i ��,►_T � ULLEVIG Appendix N Vail Transportation Master Plan Update � FELSBL'R�� C� I10LT & ULLEVIG Vail Transportation Master Plan Update APPENDIX O VAIL VILLAGE LOADING AND DELIVERY STUDY -1999 � f�ELSt3� RC; �� II��LT & ULLEVI(; Appendix O Vail Transportation Master Plan Update � eei_sr��r.c� /� H C) L T S: l ULLEVIG Vail Transportation Master Plan Update APPENDIX P WEST VAIL INTERCHANGE ALTERNATIVE ANALYSIS -1996 � FHISBURG �� tiOLT Sc ULLEVIG Appendix P Vail Transportation Master Plan Update � rF�_�r��ar �� ti �l LT �\ ULLEVIG Vail Transportation Master Plan Update APPENDIX Q FEASIBILITY STUDY i-70/CHAMONIX ROAD -1996 � f�EL�RI'RC� �� fl�)LT & ULLEVIG Appendix Q Vail Transportation Master Plan Update � Fei.sr��r.c:� C� HL�LT Sc ULLEVIG Vail Transportation Master Plan Update APPENDIX R MAIN VAIL INTERCHANGE FEASIBILITY STUDY -1995 � FFI_SI;I RC� �i f, �, �_,- � ULLEVIG Appendix R Vail Transportation Master Plan Update . E=ELS[�l, R�� Ci,��LT �. ULLfiVIG Vail Transportation Master Plan Update � E�FLtiftLR�� C� IIULT S; l'LLEVIG APPENDIX S VAIL TRANSPORTATION MASTER PLAN -1993 Appendix S Vail Transportation Master Plan Update � r-F�.ss�r.c C� Ii��LT & ULLEVIG Vail Transportation Master Plan Update APPENDIX T FEASIBILITY OF A PEOPLE MOVER SYSTEM TO REPLACE THE IN-TOWN SHUTTLE BUS ROUTE -1987 � FFLSBURG �� fiCILT 5c ULLEVIC; Appendix T Vail Transportation Master Plan Update � FEL�RCRG �� HIILT 6: ULLEVIG ✓ MEMORANDUM TO: Planning and Environmental Commission FROM: Public Works Department DATE: March 23, 2009 SUBJECT: Transportation Master Plan Update The Town of Vail, in conjunction with the Colorado Department of Transportation, is in the process of updating the Vail's Transportation Master Plan in response to the on- going and projected increases in development activity, along with results of the past master planning processes and pending redevelopment plans, including the Vail 20/20, the Lionshead Masterplan, the Vail Village Masterplan, The West Vail Redevelopment Plan, Timber Ridge Redevelopment Plan, and EverVail. Background The Town of Vail adopted the first Vail Transportation Master Plan in 1993. Additional studies insued as a direct result of the Master Plan including; (See Attached Summary finding of each) The Main and West Vail Roundbout studies in 1996 & 1998 respectively, The Lionshead Master Plan — Transportation Analysis in 1998, the Vail Village Loading and Delivery Study in 1999, and the Vail Transportation Master Plan Update in 2002. Since 2002, the Town has seen unprecedented growth and development that has and will continue to impact Transportation throughout Vail. As a result the Town is in the process of updating the Vail Transporation Master Plan once again. The Town has prepared a model taking into account the projected development that is foreseen over the next twenty years. In addition to the development growth, a modest background growth figure was added to represent general growth in the Vail Valley and the Front Range. The culmination of the future growth is expected to increase traffic in Vail by 25%-30%, more specifically adding 2800 net new vehicular trips through Town in the PM peak hour. The trips can be approximately attributed to the following percentages: West Vail Redevelopment 25% Remaining Lionshead 19% EverVail 17-21 % Lionshead Parking Structure 20% Vail Village 6% Timber Ridge 12% These growth figures and traffic trips were inserted into an overall transportation model which identified where the existing transportation system needs improvements to accommodate the future demand. Suggested improvements to meet the future demand and maintain the level of services desired were then conceptually developed. These improvements are discussed below and broken down into three categories: l. Roadways & Interchanges: Includes recommended improvements for the North and South Frontage Roads and the necessary interchanges ll. Parking: Includes recommendations for parking management and required distribution of parking to meet the future parking demand. lll. Transit and Visitor/Skier Drop off : Inlcudes recommendations for mitigation of the potentiai impact new development will have on our transit service and visitor/mountain portals. This includes bus routing, transit centers/hubs, charter bus/Shuttle/Taxi/passenger drop-off areas. Preliminary cost estimates for the capital costs of the roadway and interchange transportation improvement projects have also been developed along with possible funding mechanisms. Improvements that are expected to be funded by certain new developments have also been identified. TRANSPORTATION SYSTEM IMPROVEMENTS I. Roadways and Interchanges. Roadway improvements can be divided into two categories; Development Impacted; and Non-development Impacted. The Development Impacted roads are those heavily affected by development and will require major capacity improvements and are expected to be largely funded by development. These generally require auxiliary lanes to accommodate turning movement from and onto the Frontage Roads. Due to the numerous access points along the Frontage Roads in the Vail Village, Lionshead and West Vail Commercial areas, the auxiliary lanes become continuous for long stretches and can function as thru lanes during peak times. Medians are also suggested in these areas to better control access and to provide an aesthetically pleasing area to break up the large amounts of required asphalt. The Non-Development Impacted roads are those requiring safety, functional and recreational improvements regardless if new development happens or not. These roads require bike path improvements, wider shoulders, left turn lanes, and drainage improvements. More specifc recommendations will be presented. The major interchanges directly affected by new development growth include Main Vail and West Vail interchanges, which will operate poorly in the future if no improvements are made, specifically in times of inclement weather. To better understand the operations and sensitivity of the roundabout to the future growth a traffic operations analysis was completect for each existing roundabout. The study takes snowy weather into account, as it typically further restricts traffic operations and typically occurs at our peak traffic time, the winter ski season. The future recommended improvement plan increases the level of service in each roundabout to the adopted Vail 20/20 standards of LOS C in optimal conditions and LOS D in snowy conditions. The recommended plan helps to relieve some of the pressure placed on the function of these interchanges via a new underpass, the Simba Run underpass, and capacity improvements at the Main Vail and West Vail Interchanges. Other recommended interchange improvements will be presented. II. Parking As was presented to the Town Council previously the number of required net new public parking spaces above any development requirement is 400 spaces now and a total of 1000 spaces in the future. It is staff's recommendation to disperse the number of available public spaces similarly to the uphill loading of the mountain. This loading is expected to be a little less than 50 % from Golden Peak and Vail Village and slightly more than 50 % from Lionshead and West Lionshead. The future commercial mix should 2 trend approximately 55 % Vail Village and 45 % Lionshead and West Lionshead. Added into this mix is the activity hub of the Ford Amphitheatre and the desire of the Vail Recreation District to program the fields into a major special event venue. Our thought two years ago was that the new parking balance be met in the following manner and priority: • 400 net new spaces provided at West Lionshead (Ever Vail) as a first priority • 300 net new public spaces at Lionshead Parking Structure as a second priority • 300 net new spaces at Ford Park as a third priority This may need to change somewhat do to current events. We will be reevaluating this in greater detail with a Ford Park Parking feasibility master plan. We expect to start this feasibility study this spring. Depending on the final retail and office requirements at West Lionshead (Ever Vail), constructing too many spaces at Ever Vail would be detrimental to the overall parking balance. Year-round managed paid parking should be seriously considered once the LH parking structure is complete, since the cost to maintain the new structures will be more than today, and the cost of transit service will increase without any increase in revenue. It is a goal to have parking revenues and ski lift tax pay for the total cost of parking and transit. We will provide a graphic presentation on our recommended dispersed approach to parking. III. Transit 8� Passenger/Skier Drop-Off Transit Centers The increased demand from the new development will put tremendous pressure on the routes serving areas west of the current Village Transportation Center (VTRC). The current VTRC handles 900 bus arrivals and departures per day at peak times and is over capacity. The peak times place over 20 town of Vail buses, with a capacity of 1200 people per hour, and 12-14 ECO buses, or up to 600 people per hour. The demand for additional berths will require that we expand the transit center or add an additional center. Future projections estimate the Town could see a 50%-100% increase in use and ECO a doubling or tripling in use during peak times. We have identified that Lionshead is the best location for a new transportation center. Our analysis recommends that a rebuilt Lionshead Parking structure would be the best location of the Lionshead Transit Center. If for some reason this project does not come to fruition, the second choice was to enclose a transit center was on the North Day Lot, however after an extensive design effort and cost analysis the North Day Lot has since been ruled out. The current development plans proposed for the North Day Lot by Vail Resorts include employee housing and an enhanced skier drop-off area that replaces the Lionshead Place skier drop-off removed by the Arrabelle project and provides a location for the skier drop-off that currently illegally occurs at East Lionshead Circle. A Transit Center should be constructed to include multiple bus service from multiple carriers (TOV, ECO, Charter), shuttle services, van, taxi and limosine services and general passenger drop- off and pick-up. It also needs to include facilities to provide guest services, and driver services needs, similar to what occurs at the VTRC. The Town has just released an Request for Proposals (RFP) to study the feasibility and provide design for a Transit Center in Lionshead in an alternate location other than the Lionshead parking structure, since the timeline of LH parking structure is unknown and well into the future. Potential sites include the East Lionshead Circle Bus Stop and/or in combination with an enhanced transportation impovements at the Concert Hall Plaza Bus Stop area, or other possible combinations that may be an outcome of the Lionshead Transit Center study. Transit improvements in these locations could function in the interm as a transit center and in the long term future as a Portal / Destination transportation hub or be available for development per the Lionshead master Plan, when and if the Lionshead Parking Strucuture is redeveloped with a larger Transit Center. Portal / Destination Transportation Hubs &Passenger/Skier Drop-off In addition to an additional Transit Center at Lionshead it is recommended that any of the future proposed parking structures and/or major development centers have Portal / Destination transportation hubs. These locations would include the West Lionhead (Ever Vail), the West Vail Commercial area, Ford Park, and a location adjacent to the Lionshead mall either at the East portal at East Lionshead Circle or at the West portal at Concert Hall Plaza or a combination of the two with the completed skier drop off improvements at the North Day Lot. A Portal / Destination transportation hub location should be constructed to allow for shuttle drop off, quick vehicle drop off and convenient transit service, similar to what occurs at Golden Peak. 4 In general, to accommodate the above, it is recommended that the following existing and future facilities be constructed or be maintained to accommodate the interdependent intermodal needs of the resort community: Transit Buses Shuttles Passenger/Skier Location In- Outer Line ECO Charter � Private Van/ Quick Short Tow Lying Haul Fut. Front Hotel/ Taxi Drop-Off Term n Range Condo Servic (<15 Parking Buses Shuttles e Min) (30 Min) West Vail Fire X X Station/Housin West Vail X X X X X X X Commercial Timber Ridge X X X Cascade X X X X Ever Vail X X X X X X X X X Concert Hall Plaza X TBD TBD TBD TBD TBD North Day Lot X East Lionshead X TBD TBD TBD TBD TBD Circle Lionshead Parking X X X X X X X X X Structure(Preferred (street Ultimate Location) Level) Vail Village Transit X X X X X X X X X Center (street Level) Hansen Ranch X X Road Gold Peak X X X X X X Ford Park X X X TBD X X X X X X— Use to be served at Transit Location TBD — To be determined pending RFP/Study on the Lionshead Transit Center 8� Ford Park MP �Transit Center Portal / Destination Transpo�tation Hub As with any ski resort community, skier drop-off plays an important role in traffic circulation and the overall resort experience. It is critical to have this opportunity at every mountain portal, whether it be by shuttle van, taxi, or passenger vehicle. Similar to other drop-off facilities, like train stations, the RMRA suggests a good estimate for the number of spaces needed is 2%-5% of the available parking spaces. In Vail, we currently have 2750 parking spaces with an immediate need for 400 spaces, totaling 3150. Assuming 3% of 3150, Vail will need �95 spaces excluding those needed for private programs (DEVO, Ski Club Vail, etc...) Transit Service Outlying demand for service will be greatest to the west with the following major destinations; Ford Park, Village Transportation Center, Lionshead Transporation Center, West Lionshead(Ever Vail), Timber Ridge and West Vail Commercial seeing the greatest riderships. These developments should be designed as transit oriented developments to encourage transit use. To meet the demand, a West Vail line haul route can be provided very efficiently once Simba Run Underpass is constructed. It is anticipated that hybrid electric articulated buses would run this route with frequent headways (bus spacing). The cost of the articulated buses would be an increase over what is currently budgeted for future bus replacement. In addition there would need to be modifications at the bus storage and maintenance area to accommodate the vehicles. We have looked at this service using conventional buses verses the articulated buses and determined the capital investment outperforms the increase in operational costs needed to meet the same demand. PRELIMINARY COSTS Preliminary construction costs have been estimated for the road and interchange improvements based on 2007 construction costs. In general since that time construction costs indexes have increased 25%-30%, a new index for the 2009 construction season will be applied to the costs when it is determined. The improvement costs are approximately $63 million, with approximately $38 million being future development driven (2007 dollars). FUNDING SOURCES To fund these transportation system improvements, the Town must rely on some of the following mechanisms;, ,,,), ,, and Other Funding Sources. These mechanisms are expanded upon below. • Colorado Department of Transportation (CDOT) • Federal Agencies • Private Developers • Traffic Impact Fees • Tax Increment Financing (TIF) — Town has a$15 Million Bonding capacity • Real Estate Transfer Tax (RETT) — for landscaped areas and paths • Town's Capital Budget • Vail Resorts Inc. $4.3 million parking commitment • Conference Center Fund of $9.3 million for reallocation • Selling or leasing development rights on Town of Vail land identified in the Lionshead Master Plan and the western south side of the Village Parking Structure • Tax Increase • Improvement Districts • Bonding or refinance the Town debt after 2012 NEXT STEPS • Adopt the 2009 Vail Transpotation Master Plan based on PEC's final recommendation (�April) • Complete the Lionshead Transit study (Proposals due 3/16/09) • Prepare a Simba Run and Main Vail interchange feasibility study in 2009. • Prepare a Ford Park Parking Feasibility Master Plan study in 2009 3 • Continue to participate and complete the Rocky Mountain Rail Authority Rail Study • Continue to coordinate long term transportation planning effort with ECO and Eagle County (Expansion of ECO transit / Regional Rail study) • Complete the Nexus study for a traffic impact fee to codify the current practice and adjust the fee if desired based on the new transportation need and cost information • Present a comprehensive list of all the projected costs for all projects and begin to compare this to a comprehensive list of funding sources • Expand the Urban Renewal boundaries to allow tax increment financing to be used from West Vail to Main Vail along the frontage roads, interchanges and the location of Simba Run underpass • Lobby the Department of Transportation to participate in the funding of these roadway improvements • Install permanent traffic counters at the roundabout interchanges to monitor trip trends 7 ADDITIONAL INFORMATION The following additional information has been provided for your review: - Copy of the Vail Transportation Master Plan Main Document *Appendices available upon request and upon final recommendation* -The Simba Run Underpass Summary of Benefits White Paper 2008 -The Vail Transportation Panning Document Summary -The Outline of the Presentation for 3/23 The Simba Run Underpass Summary of Benefits — White Paper September 9, 2008 The Simba Run Underpass is a critical component to serve Vail's traffic needs in that it provides some relief to the Main Vail Interchange and a fair amount of relief to the West Vail interchange. Additional benefits realized from this improvement include the provision for an additional pedestrian crossing of I-70 and a dramatic increase in bus routing flexibility within Town. This underpass of I-70 will greatly improve mobility within Vail and it benefits all modes of travel. Traffic-wise, this improvement will provide moderate relief to the Main Vail interchange approximately improving operations by one-half a LOS (some approaches more than others). It's most significant traffic operations benefit is realized at the West Vail Interchange in which peak hour operations have the potential of improving by up to two Levels of Service. The grade- separation of I-70 will provide for crossing capability without relying on the interchanges where traffic concentrations occur due to I-70 access. This underpass is anticipated to reduce traffic by approximately five percent and 12 percent, respectively, at the Main Vail and West Vail interchanges. Further, the increased ease of crossing I-70 would reduce total travel along the Frontage Road system and reduce travel through the existing interchanges, thus extending their functional life and reducing the level of needed interchange improvements. Transit-wise, the Simba Run underpass would provide an excellent opportunity to enhance service and increase efficiency. The areas served by the West Vail routes are awkward given major origins and destinations along both sides of I-70. Buses, like all traffic, are forced to cross I-70 at the Main Vail and the West Vail interchanges, and the circular routing through town is cumbersome. The underpass would allow for a host of route revisions resulting in far fewer vehicle- miles of bus travel required for service. With major activity centers possible along the North Frontage Road west of the new underpass as well as along the South Frontage Road east of the new underpass, the potential exists to establish a "spine" or line-haul" service connecting all of these centers. Other routes within town would then "feed" into the line-haul service. The improved transit mobility will have a positive impact on the frontage roads and interchange system by increasing transit ridership thereby decreasing vehicular traffic demand on the system. Pedestrian-wise, the Simba Run underpass would provide a crucial link between the north and south sides of I-70. Pedestrian activity has been known to take place across I-70 at-grade near the Simba Run location. It is an extremely unsafe situation when pedestrians are crossing the high-speed freeway. Fencing barrier exists along both sides of I-70, but openings in the fences are often created (illegally) allowing pedestrian activity to cross the interstate. The addition of an underpass pedestrian connection will minimize exposure to fatal 7 pedestrian/vehicular incidents that have occurred along I-70. Further, the Simba Run underpass would provide an excellent means for bicyclists to cross I-70, allowing riders an alternative to pedaling through the roundabout interchanges. The crossing could reduce bicycle/pedestrian travel by as much as four miles (depending on the specific origin/destination along either side of I-70). The one drawback of the Simba Run underpass is it's expense. This is the most costly element in the Transportation Plan. However, it is also an improvement that provides a significant level of benefit to the Town's mobility for all modes of travel. As a next step, the Town should undertake a more detailed feasibility study to fully appreciate the impacts, costs, benefits, and potentially identify a means of funding. 10 TOWN OF VAIL TRANSPORTATION PLANNING DOCUMENTS SUMMARY Vail Transportation Master Plan 1993 • Reduce Vehicular and Loading/Delivery in the Village • Consider Ford Park, West Day Lot, North Day Lot and expansion of Lionshead Parking Structure for additional public parking • Consider high-capacity bus service, Low Floor buses or people-mover between Village and Lionshead • Modify out lying bus routes to be more efficient • Extensive review of Main Vail and West Vail 4-Way stop interchanges. Recommends to construct underpass in the vicinity of Simba Run. • Consider Vail Valley Drive as one way with new bridge connection just east of Ford Park • Widen Frontage road and implement left turn lanes at needed intersections with the Frontage Roads • Add 6' lane bike lanes on all Frontage Roads Main Vail and West Vail Roundabout Specific Studies (1994 8�1996) • Implemented Roundabouts to ease congestions from 4-way stops, delay the need for Simba Run Underpass. Lionshead Masterplan — Transportation Analysis 1998 & 2006 Updates • Recommendation of widened Frontage Rd from Main Vail to future Simba Run Underpass, to include medians, left turn lanes, and continuous right-in/right out lane, and widened shoulder/parking lane. • Recommended Lionshead Transit Center at North Day Lot or a redeveloped LH Parking Structure • Suggests Simba Run Underpass as need for capacity at roundabouts increases. •Suggests roundabouts at W. LH Development and E. LH Circle. • Indicates need to increase public parking by up to 400 spaces. Vail Village Loading & Delivery Study 1999 • Expands upon needs and solutions for reducing or eliminating Loading/Delivery vehicles in the Village Vail Transportation Master Plan Update 2002 • Expanded detail of Loading/Delivery Facilities in the Village in light of the Font Door Project and the 1999 Vail Village L/D Study. • Expanded study on high capacity buses and people movers. Implemented Low floor buses, NEXTbus system. • Reevaluated and made recommendations for out lying bus routes and a Lionshead Intermodal Transit Center • Coordination with railway system proposals (IMC-Inter-Mountain Connection, CIFGA-CO Intermountain Fixed Guideway Authority) • Creation of a Noise Contour map and model, indicating noise levels throughout the Town and possible abatement. • Investigated preliminary considerations for burying I-70 under its existing alignment • Coordination with the Programmatic Environmental Impact Statement for I-70 from Denver to Glenwood Springs 11 • Creation of a traffic model to forecast traffic based on development expectations at the time. Vail Tunnel Options — Square 1 Document (Draft) 2005 •A preliminary document exploring the considerations needed to be addressed if I-70 were to be tunneled thru Vail I-70 PEIS (2004-Present) • Considers future traffic model predictions in the Denver to Glenwood Springs I-70 corridor. • Discusses the considerations needed for the implementation of Rail/Mass Transit system along the I-70 Corridor and highway widening Lionshead Transit Center Preferred Site 2005 8� White Paper 2008 • Provides additional analysis for a LH Transit Center. Recommends Redeveloped Parking Strucutre or North Day Lot Simba Run Underpass Benefits White Paper 2008 • Provides summary of transportation benefits of Simba Run Underpass Vail 20/20 Strategic Plan 2007 8� 2009 Vail Transportation Master Plan Update 2009 • Updates traffic model based on the recent Billion Dollar Development surge. • Provides specific traffic improvements for the Frontage Roads to handle current and future development -Main Vail and West Vail Roundabout Improvements, Simba Run Underpass-For vehicle capacity, bus route efficiency and pedestrian crossing, Widening of the Frontage Roads, Ford Park Roundabout (w/ Parking), West Vail Safeway Roundabout (w/ West Vail Redevelopment), Turn lanes and Landscape Medians • Coordinates future access points with CDOT. Provides Buy-in from CDOT. • Recommends future bus routes, including a line haul route with Simba Run Underpass • Recommends the addition of 400 public parking spaces in the short term and 1000 in the long term with locations at: Ford Park, Lionshead Parking structure expansion, Evervail, • Recommends an Intermodal Transit Center at Lionshead and a hub at Evervail 12 Vail Transportation Master Plan Presentation March 23r`�, 2009 I. Intro (5 Minutes) A. Intent of overview and expectations of PEC B. Future Meetings II. Big Picture Overview (5 Minutes) A. Transportation and growth statewide B. State initiatives (RMRA, PEIS, Coalition) C. Regional growth (ECO,Collaboration) D. How it all impacts Vail III. Vail Traffic (40 Minutes) A. Existing Conditions B. Anticipated Growth C. Projected Traffic Volumes and Operations/LOS D. Improvement Alternative E. Recommended Plan F. Improvement Timing/Thresholds G. Access Management Plan IV. Intermodal Interdependency — Plan Overview (10 Minutes) A. 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CQ � r-•- r+ �p -.� � � � � O r"1_ � � �--t- � ._.. . — � � � �. �"E� � � � � � � � � a � ` / � � � � � a � • 1 � 3.�� 1 `!■ � � � � � � � � z � � � � � � � � � • � '1 � � � � 0 -� � � � � � � � � � �- � � � � � � . _ _. � � • � '1 � 0 `�'i c.i� _. � � � � � � � � � � � — �: � � � � � � • � � � V♦ � � � � � � � � �. � � � � � � -� 0 � � �- � � � � � � � �` � � � 1 -.� � � � � 0 -� � � o- � � � � � � � � � � z c� � � � � c� � � � � ' \ � MEMORANDUM TO: Vail Town Council FROM: Public Works Department DATE: March 3`d,2009 SUBJECT: Transportation Master Plan Update The Town of Vail, in conjunction with the Colorado Department of Transportation, is in the process of updating the Vail's Transportation Master Plan in response to the on- going and projected increases in development activity, along with results of the past master planning processes and pending redevelopment plans, including the Vail 20/20, the Lionshead Masterplan, the Vail Village Masterplan, The West Vail Redevelopment Plan, Timber Ridge Redevelopment Plan, and EverVail. Background The Town of Vail adopted the first Vail Transportation Master Plan in 1993. Additional studies insued as a direct result of the Master Plan including; (See Attached Summary finding of each) The Main and West Vail Roundbout studies in 1996 & 1998 respectively, The Lionshead Master Plan — Transportation Analysis in 1998, the Vail Village Loading and Delivery Study in 1999, and the Vail Transportation Master Plan Update in 2002. Since 2002, the Town has seen unprecedented growth and development that has and will continue to impact Transportation throughout Vail. As a result the Town is in the process of updating the Vail Transporation Master Plan once again. An executive summary of the report is attached. The Town has prepared a model taking into account the projected development that is foreseen over the next twenty years. In addition to the development growth, a modest background growth figure was added to represent general growth in the Vail Valley and the Front Range. The culmination of the future growth is expected to increase traffic in Vail by 25%-30%, more specifically adding 2800 net new vehicular trips through Town in the PM peak hour. The trips can be approximately attributed to the following percentages: West Vail Redevelopment 25% Remaining Lionshead 19% EverVail 17-21 % Lionshead Parking Structure 20% Vail Village 6% Timber Ridge 12% These growth figures and traffic trips were inserted into an overall transportation model which identified where the existing transportation system needs improvements to accommodate the future demand. Suggested improvements to meet the future demand and maintain the level of services desired were then conceptually developed. These improvements are discussed below and broken down into three categories: l. Roadways & Interchanges: Includes recommended improvements for the North and South Frontage Roads and the necessary interchanges ll. Parking: Includes recommendations for parking management and required distribution of parking to meet the future parking demand. 111. Transit and Visitor/Skier Drop off : Inlcudes recommendations for mitigation of the potential impact new development will have on our transit service and visitor/mountain portals. This includes bus routing, transit centers/hubs, charter bus/Shuttle/Taxi/passenger drop-off areas. Preliminary cost estimates for the capital costs of the roadway and interchange transportation improvement projects have also been developed along with possible funding mechanisms. Improvements that are expected to be funded by certain new developments have also been identified. TRANSPORTATION SYSTEM IMPROVEMENTS I. Roadways and Interchanges. Roadway improvements can be divided into two categories; Development Impacted; and Non-development Impacted. The Development Impacted roads are those heavily affected by development and will require major capacity improvements and are expected to be largely funded by development. These generally require auxiliary lanes to accommodate turning movement from and onto the Frontage Roads. Due to the numerous access points along the Frontage Roads in the Vail Village, Lionshead and West Vail Commercial areas, the auxiliary lanes become continuous for long stretches and can function as thru lanes during peak times. Medians are also suggested in these areas to better control access and to provide an aesthetically pleasing area to break up the large amounts of required asphalt. The Non-Development Impacted roads are those requiring safety, functional and recreational improvements regardless if new development happens or not. These roads require bike path improvements, wider shoulders, left turn lanes, and drainage improvements. More specifc recommendations will be presented. The major interchanges directly affected by new development growth include Main Vail and West Vail interchanges, which will operate poorly in the future if no improvements are made, specifically in times of inclement weather. To better understand the operations and sensitivity of the roundabout to the future growth a traffic operations analysis was completed for each existing roundabout. The study takes snowy weather into account, as it typically further restricts traffic operations and typically occurs at our peak traffic time, the winter ski season. The future recommended improvement plan increases the level of service in each roundabout to the adopted Vail 20/20 standards of LOS C in optimal conditions and LOS D in snowy conditions. The recommended plan helps to relieve some of the pressure placed on the function of these interchanges via a new underpass, the Simba Run underpass, and capacity improvements at the Main Vail and West Vail Interchanges. Other recommended interchange improvements will be presented. II. Parking As was presented to the Town Council previously the number of required net new public parking spaces above any development requirement is 400 spaces now and a total of 1000 spaces in the future. It is staff's recommendation to disperse the number of available public spaces similarly to the uphill loading of the mountain. This loading is � expected to be a little less than 50 % from Golden Peak and Vail Village and slightly more than 50 % from Lionshead and West Lionshead. The future commercial mix should trend approximately 55 % Vail Village and 45 % Lionshead and West Lionshead. Added into this mix is the activity hub of the Ford Amphitheatre and the desire of the Vail Recreation District to program the fields into a major special event venue. Our thought two years ago was that the new parking balance be met in the following manner and priority: • 400 net new spaces provided at West Lionshead (Ever Vail) as a first priority • 300 net new public spaces at Lionshead Parking Structure as a second priority • 300 net new spaces at Ford Park as a third priority This may need to change somewhat do to current events. We will be reevaluating this in greater detail with a Ford Park Parking feasibility master plan. We expect to start this feasibility study this spring. Depending on the final retail and office requirements at West Lionshead (Ever Vail), constructing too many spaces at Ever Vail would be detrimental to the overall parking balance. Year-round managed paid parking should be seriously considered once the LH parking structure is complete, since the cost to maintain the new structures will be more than today, and the cost of transit service will increase without any increase in revenue. It is a goal to have parking revenues and ski lift tax pay for the total cost of parking and transit. We will provide a graphic presentation on our recommended dispersed approach to parking. I11. Transit 8 Passenger/Skier Drop-Off Transit Centers The increased demand from the new development will put tremendous pressure on the routes serving areas west of the current Village Transportation Center (VTRC). The current VTRC handles 900 bus arrivals and departures per day at peak times and is over capacity. The peak times place over 20 town of Vail buses, with a capacity of 1200 people per hour, and 12-14 ECO buses, or up to 600 people per hour. The demand for additional berths will require that we expand the transit center or add an additional center. Future projections estimate the Town could see a 50%-100% increase in use and ECO a doubling or tripling in use during peak times. We have identified that Lionshead is the best location for a new transportation center. Our analysis recommends that a rebuilt Lionshead Parking structure would be the best location of the Lionshead Transit Center. If for some reason this project does not come to fruition, the second choice was to enclose a transit center was on the North Day Lot, however after an extensive design effort and cost analysis the North Day Lot has since been ruled out. The current development plans proposed for the North Day Lot by Vail Resorts include employee housing and an enhanced skier drop-off area that replaces the Lionshead Place skier drop-off removed by the Arrabelle project and provides a location for the skier drop-off that currently illegally occurs at East Lionshead Circle. A Transit Center should be constructed to include multiple bus service from multiple carriers (TOV, ECO, Charter), shuttle services, van, taxi and limosine services and general passenger drop- off and pick-up. It also needs to include facilities to provide guest services, and driver services needs, similar to what occurs at the VTRC. The Town has just released an Request for Proposals (RFP) to study the feasibility and provide design for a Transit Center in Lionshead in an alternate location other than the Lionshead parking structure, since the timeline of LH parking structure is unknown and well into the future. Potential sites include the East Lionshead Circle Bus Stop and/or in combination with an enhanced transportation impovements at the Concert Hall Plaza Bus Stop area, or other possible combinations that may be an outcome of the Lionshead Transit Center study. Transit improvements in these locations could function in the interm as a transit center and in the long term future as a Portal / Destination transportation hub or be available for development per the Lionshead master Plan, when and if the Lionshead Parking Strucuture is redeveloped with a larger Transit Center. Porfal / Destination Transportation Hubs �Passenger/Skier Drop-off In addition to an additional Transit Center at Lionshead it is recommended that any of the future proposed parking structures and/or major development centers have Portal / Destination transportation hubs. These locations would include the West Lionhead (Ever Vail), the West Vail Commercial area, Ford Park, and a location adjacent to the Lionshead mall either at the East portal at East Lionshead Circle or at the West portal at Concert Hall Plaza or a combination of the two with the completed skier drop off improvements at the North Day Lot. A Portal / Destination transportation hub location should be constructed to allow for shuttle drop off, quick vehicle drop off and convenient transit service, similar to what occurs at Golden Peak. 4 In general, to accommodate the above, it is recommended that the following existing and future facilities be constructed or be maintained to accommodate the interdependent intermodal needs of the resort community: Transit Buses Shuttles Passen er/Skier Location In- Outer Line ECO Charter 8� Private Van/ Quick Short Tow Lying Haul Fut. Front Hotel/ Taxi Drop-Off Term n Range Condo Servic (<15 Parking Buses Shuttles e Min 30 Min West Vail Fire X X Station/Housin West Vail X X X X X X X Commercial Timber Ridge X X X Cascade X X X X Ever Vail X X X X X X X X X Concert Hall Plaza X TBD TBD TBD TBD TBD North Day Lot X East Lionshead X TBD TBD TBD TBD TBD Circle _ -- - -- _ -- - -- --- --------- - ----- _ - — --- -- - — — Lionshead Parking X X X X X X X X X Structure(Preferred (street Ultimate Locationj ce�e�� Vail Village Transit X X X X X X X X X Center (srreet Level Hansen Ranch X X Road Gold Peak X X X X X X Ford Park X X X TBD X X X X X X- Use to be served at Transit Location TBD - To be determined pending RFP/Study on the Lionshead Transit Center & Ford Park MP _ - �Transit Center Portal / Destination Transportation Hub As with any ski resort community, skier drop-off plays an important role in traffic circulation and the overall resort experience. It is critical to have this opportunity at every mountain portal, whether it be by shuttle van, taxi, or passenger vehicle. Similar to other drop-off facilities, like train stations, the RMRA suggests a good estimate for the number of spaces needed is 2%-5% of the available parking spaces. In Vail, we currently have 2750 parking spaces with an immediate need for 400 spaces, totaling 3150. Assuming 3% of 3150, Vail will need �95 spaces excluding those needed for private programs (DEVO, Ski Club Vail, etc...) Transit Service Outlying demand for service will be greatest to the west with the following major destinations; Ford Park, Village Transportation Center, Lionshead Transporation Center, West Lionshead(Ever Vail), Timber Ridge and West Vail Commercial seeing the greatest 5 riderships. These developments should be designed as transit oriented developments to encourage transit use. To meet the demand, a West Vail line haul route can be provided very efficiently once Simba Run Underpass is constructed. It is anticipated that hybrid electric articulated buses would run this route with frequent headways (bus spacing). The cost of the articulated buses would be an increase over what is currently budgeted for future bus replacement. In addition there would need to be modifications at the bus storage and maintenance area to accommodate the vehicles. We have looked at this service using conventional buses verses the articulated buses and determined the capital investment outperforms the increase in operational costs needed to meet the same demand. PRELIMINARY COSTS Preliminary construction costs have been estimated for the road and interchange improvements based on 2007 construction costs. In general since that time construction costs indexes have increased 25%-30%, a new index for the 2009 construction season will be applied to the costs when it is determined. The improvement costs are approximately $63 million, with approximately $38 million being future development driven (2007 dollars). FUNDING SOURCES To fund these transportation system improvements, the Town must rely on some of the following mechanisms;, ,,,), ,, and Other Funding Sources. These mechanisms are expanded upon below. • Colorado Department of Transportation (CDOT) • Federal Agencies � Private Developers • Traffic Impact Fees • Tax Increment Financing (TIF) - Town has a$15 Million Bonding capacity • Real Estate Transfer Tax (RETT) - for landscaped areas and paths • Town's Capital Budget • Vail Resorts Inc. $4.3 million parking commitment • Conference Center Fund of $9.3 million for reallocation • Selling or leasing development rights on Town of Vail land identified in the Lionshead Master Plan and the western south side of the Village Parking Structure • Tax Increase • Improvement Districts • Bonding or refinance the Town debt after 2012 NEXT STEPS • Adopt the 2009 Vail Transpotation Master Plan based on PEC's final recommendation (-April) • Complete the Lionshead Transit study (Proposals due 3/16/09) • Prepare a Simba Run and Main Vail interchange feasibility study in 2009. • Prepare a Ford Park Parking Feasibility Master Plan study in 2009 6 • Continue to participate and complete the Rocky Mountain Rail Authority Rail Study • Continue to coordinate long term transportation planning effort with ECO and Eagle County (Expansion of ECO transit / Regional Rail study) • Complete the Nexus study for a traffic impact fee to codify the current practice and adjust the fee if desired based on the new transportation need and cost information • Present a comprehensive list of all the projected costs for all projects and begin to compare this to a comprehensive list of funding sources • Expand the Urban Renewal boundaries to allow tax increment financing to be used from West Vail to Main Vail along the frontage roads, interchanges and the location of Simba Run underpass • Lobby the Department of Transportation to participate in the funding of these roadway improvements • Install permanent traffic counters at the roundabout interchanges to monitor trip trends 7 ADDITtONAL INFORMATION The following additional information has been provided for your review: -Executive Summary of the Vail Transportation Master Plan -The Simba Run Underpass Summary of Benefits White Paper 2008 -The Vail Transportation Panning Document Summary -The Outline of the Presentation for 3/3 0 VAIL TRANSPORTATION MASTER PLAN UPDATE Prepnrer� for: Town of Vail Public Works Department 1309 Elkhorn Drive Vail, Colorado 81657 Prepared ti�: Felsburg Holt 8� Ullevig 6300 South Syracuse Way, Suite 600 Centennial, CO 80111 303/721-1440 Project Manager: Christopher J. Fasching, PE FHU Reference No. 05-168 January 2009 Vail Transportation Master Plan Updc�te TABLE OF CONTENTS Paqe E X E C U TI V E S U M M ARY-------------------------------------------------------------------------------------------- i I. I N TRO D U C TI O N-------------------------------------------------------------------------------------------1 I I. E X I STI N G C O N D I TI O N S--------------------------------------------------------------------------------- 4 � ,Tr V. W VII. VIII. IX. � A. Traffic Conditions ---------------------------------------------------------------------------------4 B. Parking --------------------------------------------------------------------------------------------15 C. Transit--------------------------------------------------------------------------------------------- 16 ANTICIPATED GROWTH------------------------------------------------------------------------------18 A. Development-------------------------------------------------------------------------------------18 B. Parking --------------------------------------------------------------------------------------------19 C. Inter-Relationship of the Various Modes -------------------------------------------------- 21 PROJECTED 2025 PM PEAK HOUR TRAFFIC CONDITIONS------------------------------ 22 A. Traffic Votume Forecasts --------------------------------------------------------------------- 22 B. Traffic Operations------------------------------------------------------------------------------- 25 IMPROVEMENT ALTERNATIVES --------------------•-------------------------------------•------- 32 A. B. C. D. E. F. G H. I. Main Vail Interchange ------------------------------------------------------------------------- 32 West Vail Interchange ------------------------------------------------------------------------- 36 South Frontage Road — Vail Road to Ford Park----------------------------------------- 39 South Frontage Road — Vail Road to West Lionshead (Ever Vail)------------------ 41 West Vail Redevelopment--------------------------------------------------------------------43 Other Improvements --------------------------------------------------------------------------- 43 Frontage Road Cross Section --------------------------------------------------------------- 44 Transit--------------------------------------------------------------------------------------------- 44 Parking-------------------------------------------------------------------------------------------- 46 FRONTAGE ROAD ACCESS MANAGEMENT PLAN ----------------------------------------- 49 R E C O M M E N D E D T RAN S PO RTATI O N P LAN --------------------------------------------------- 50 A. Roadway Improvements ---------------------------------------------------------------------- 50 B. Travel Demand Management---------------------------------------------------------------- 59 C. Transit--------------------------------------------------------------------------------------------- 59 D. Parking -------------------------------------------------------------------------------------------- 62 E. Pedestrians and Trails------------------------------------------------------------------------- 62 I M P ROV E M E N T T R I P TH R E S H O L D S------------------------------------------------------------- 63 I M P RO V E M E N T C O ST E STI M AT E S--------------------------------------------------------------- 66 O T H E R C O N S I D E RATI O N S-------------------------------------------------------------------------- 69 A. Priorities------------------ B. Other Planning Efforts C. I-70 PEIS ---------------- 69 69 70 � FELSI�URG C� HOLT & ULLEVIC Vail Trarisportation Master Plau Update LIST OF FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Paqe Townof Vail Study Area ------------------------------------------------------------------------2 Existing Peak Season Traffic ------------------------------------------------------------------5 Existing Levels of Service ----------------------------------------------------------------------8 Existing Vail Bus Routes---------------------------------------------------------------------- 17 Trip Assignment Distribution ----------------------------------------------------------------- 24 Residential "Close-in" Areas for Trip Generation---------------------------------------- 26 2025 Peak Hour Traffic Projections -------------------------------------------------------- 27 Year 2025 Peak Hour Levels of Service -------------------------------------------------- 30 Vail Frontage Road Daily Traffic During Winter Peak Season----------------------- 31 Central Vail Parking Imbalance ------------------------------------------------------------- 48 Recommended Frontage Road Improvement Plan — Central Vail ------------------ 51 Recommended Frontage Road Improvement Plan — West Vail--------------------- 52 Vail Frontage Road Laneage ---------------------------------------------------------------- 55 Vail Frontage Road Cross-Section --------------------------------------------------------- 56 Year 2025 Peak Hour Traffic Projections with Recommended Plan --------------- 57 Year 2025 Peak Levels of Service with Recommended Plan------------------------ 58 Proposed Vail Bus Routes-------------------------------------------------------------------- 61 West Vail Frontage Road Improvements ------------------------------------------------- 67 Main Vail Frontage Road Improvements-------------------------------------------------- 68 LIST OF TABLES Table 1. 2005-2006 Season Travel Time Summary ----------------------------------------------- 10 Table 2. Vail Frontage Road Accident Summary — Six Years----------------------------------- 13 Table 3. Trip Generation Rates------------------------------------------------------------------------- 25 Table 4. Travel Time Comparison — Year 2025 Peak Season, PM Peak Hour ------------- 28 Table 5. Main Vail Interchange North Roundabout — Alternatives Assessment------------- 33 Table 6. Main Vail Interchange South Roundabout — Alternatives Assessment ------------ 34 Table 7. West Vail Interchange North Roundabout — Alternatives Assessment ------------ 37 Table 8. West Vail Interchange South Roundabout — Alternatives Assessment------------ 38 Table 9. South Frontage Road Alternatives Analysis — East of Main Vail Interchange — 2025 Traffic-------------------------------------------------------------------- 40 Table 10. Mitigation Measure Offset; Total New Trips Equivalent ------------------------------- 64 � FELSI3URG C� HOLT S� ULLEVIG Vail Trayisportation Mnster Plan Upclate LIST OF APPENDICES APPENDIX A TRAFFIC COUNTS APPENDIX B EXISTING LOS CALCULATIONS APPENDIX C DETAILED TRAVEL TIME DATA APPENDIX D FRONTAGE ROAD COLLISION DIAGRAMS APPENDIX E DEVELOPMENT AND TRIP GENERATION ESTIMATES APPENDIX F CONCEPTUAL LAYOUTS OF IMPROVEMENTS PLAN APPENDIX G FRONTAGE ROAD ACCESS MANAGEMENT PLAN � FELSI�URG Ci HOLT 6c ULLEVIG Vail Tra�isportatiori Mastcr Plan Updatc � FELSI3URG C� HOLT Sc ULLEVIG Vcril Transportation Mnster Plnn Upc�c�te EXECUTIVE SUMMARY The Town of Vail continues to experience growth through new development and the redevelopment of older commercial and residential buildings. Recently, the Town has been involved in planning significant redevelopment projects including West Vail, Ever Vail, the Lionshead Parking Structure, and Timber Ridge. Numerous other developments have been recently completed, recently approved, are under construction, or have made application to the Town. In addition, Town staff has assessed the redevelopment potential for numerous other sites; the culmination of all these devetopment and redevelopment projects will collectively add noticeable demand (approximately 2,800 trips per hour at peak times, or approximately 25 to 30 percent increase over current Town development trip generations) on the Town's transportation system. This study was initiated by the Town to assess the nature of the increased transportation demands placed on the Town's systems by all potential developmenUredevelopment as well as that from other regional growth. The study focuses on the Town's Frontage Road System, but considerations for transit service and parking are also addressed towards the development of a comprehensive plan. This study also serves to provide the following: ► Establishment of a Frontage Road improvements plan from which to develop appropriate transportation improvement projects for the Town's primary road system. ► Develop transportation demand management measures to reduce peak traffic flows during the winter. ► Develop a Frontage Road Access Management Plan with support from CDOT for all future access points along the North and South Frontage Roads. ► Identify a strategy and establish direction towards developing a Town parking plan and a transit plan given potential growth. Existirtg Cortditions A significant amount of traffic data has been collected in support of developing this plan. The data were collected over a host of holidays and spring break time periods to reflect peak conditions. Further, roadway/intersection capacity analyses (LOS calculations) accounted for conditions indicative of mild snow and wet pavement. The analyses of existing traffic conditions led to the following findings: ► The interchanges tend to be the most critical components in the Town's system. Besides providing access to/from I-70, the interchanges are also the only points within Town where traffic can cross I-70. This concentration of traffic through these bottleneck areas negatively effect travel time for drivers and for transit service. ► At peak times, drivers are challenged to turn left onto the Frontage Road (either north or south) from a side street. The nature of the challenge varies by cross-street and section of Frontage Road, but there are numerous locations where drivers attempting such a left turn experience delay. Again, this effects transit operations where bus routing is required to make such turns. � FELSt3URG Ci HOLT 6� ULLEVIG Page i Vail Tf•ansportatiori Mast-er Pla�i Update Parking in Vail has been a high profile issue for many years during peak times. The Town operates two parking structures capable of accommodating 2,500 vehicles. In addition, the Town has established Ford Park for permit parking and allows parking on the South Frontage only when overflow conditions occur. Frontage Road parking tends to occur 25 to 40 times per winter season depending on conditions (the Town's goal is to achieve 15 days or less per season). Additional parking is needed to better accommodate the frequency of peak days during ski season. The transit service provided by Vail is heavily used. The Town has some of the highest ridership in the state with six outlying routes and a central "spine" route referred to as the In-Town shuttle. The East Vail outlying route often experiences capacity conditions in the morning (inbound) and in the evening (outbound) due to high demand. The two West Vail routes, which travel in a clockwise and counter-clockwise fashion through the West Vail area, provide needed mobility for areas along both sides of I-70, but the interstate is a barrier in providing efficient service to all areas in West Vail. The In-town route is by far the busiest route on the system and it provides frequent service between and within the Lionshead and Vail Village areas. Busy times see this route at capacity as the Town adds buses to maintain frequent service and increase capacity. Delays are often experienced at the Golden Peak area and at the Frontage Road within Lionshead Village (due to the need to turn left onto the Frontage Road). The location of parking areas with respect to commercial uses and ski portal usage is not in a precise balance. Much of the skiing terrain lies toward the eastern end of central Vail (Lionshead and the Village), yet over half of the parking is located in the western portion of Central Vail. Similarly, there is far more commercial use in Vail Village than in Lionshead, further adding to the unbalanced situation of parking demand and supply. Projected Coriditio�is The Town is anticipating a significant amount of growth in the next five to ten years. Considering approved development, submitted development proposals, and potential redevelopment proposal in the future, the Town could experience an additional net 3,000 new units and an additional net new 700,000 square feet of commercial uses. The combination of this additional development is projected to add approximately 2,800 PM peak hour trips onto Vail's roadway system during peak times in the winter. The consequences of the combined traffic impact of the development will significantly impact mobility within Vail, particularly during snowy weather. Transit will also be affected negatively as buses travel along the same roadways and will pass through the same congested intersections as other traffic. � FEI_SI3URC; C� 11 O LT & ULLEV[G Page ii Vail Trarisportatio�r Mnster Plan Uprinte Specifically, the following issues are anticipated during the peak hours of peak season: ► Long delays and long lines of vehicles stacked along the westbound off-ramp at the Main Vail interchange (attempting to enter the north roundabout), particularly during the AM peak hour ► Long delays and long lines of vehicles stacked along the westbound South Frontage Road approach at the South Main Vail interchange intersection (attempting to enter the south roundabout) ► Significant delays for motorists turning left onto the Frontage Road at numerous cross streets in the Main Vail area and in the West Vail area. ► Significant delay for motorists turning left from the Frontage Road onto Vail Valley Drive due to the peculiar stop sign configuration. (Frontage Road approaches stop while Vail Valley Drive approach does not.) ► Long delays and long lines of vehicles stacked along the westbound North Frontage Road approach at the West Vail interchange intersection (attempting to enter the north roundabout). Numerous options were considered to correct these issues. Some options were intended to address a localized issue whereas other options could address a myriad of issues. A consideration of pros and cons for options as well as other analyses, have led to the recommended plan shown in Figure ES-1 and ES -2 and the general frontage road widening scheme shown in Figures ES-3 and ES-4. One of the most crucial improvements recommended in this plan is the proposed Simba Run underpass of I-70. There are numerous mobility benefits that this improvement would provide to the Town including: ► Traffic congestion relief of the West Vail interchange roundabouts. ► Traffic congestion relief of the Main Vail interchange roundabouts. ► Increased flexibility and efficiency to provide transit service to West Vail including a potential for a"tine haul" rapid service connecting the Town's major activity centers. ► Accommodation of a trail connection to serve bicycle and pedestrian activity between areas north and south of I-70. ► Improved response time for emergency vehicles. Other needed improvement considerations as part of the plan include: ► Construction of roundabouts along the North and South Frontage Road at strategic locations to accommodate minor street left turn movements onto the Frontage Road at peak times. ► Lane additions as well as signing and roadway lane striping to establish two northbound lanes under I-70 at the West Vail and Main Vail interchanges (lanes would each be 11 feet wide). r Expansion of the north roundabout at the Main Vaif interchange. � FELSI3URG C� ti O L T 6� ULLEVIG Page iii The Simba Run Underpass Summary of Benefits — White Paper September 9, 2008 The Simba Run Underpass is a critical component to serve Vail's traffic needs in that it provides some relief to the Main Vail Interchange and a fair amount of relief to the West Vail interchange. Additional benefits realized from this improvement include the provision for an additional pedestrian crossing of I-70 and a dramatic increase in bus routing flexibility within Town. This underpass of I-70 will greatly improve mobility within Vail and it benefits all modes of travel. Traffic-wise, this improvement witl provide moderate relief to the Main Vail interchange approximately improving operations by one-half a LOS (some approaches more than others). It's most significant traffic operations benefit is realized at the West Vail Interchange in which peak hour operations have the potential of improving by up to two Levels of Service. The grade- separation of I-70 will provide for crossing capability without relying on the interchanges where traffic concentrations occur due to I-70 access. This underpass is anticipated to reduce traffic by approximately five percent and 12 percent, respectively, at the Main Vail and West Vail interchanges. Further, the increased ease of crossing I-70 would reduce total travel along the Frontage Road system and reduce travel through the existing interchanges, thus extending their functional life and reducing the level of needed interchange improvements. Transit-wise, the Simba Run underpass would provide an excellent opportunity to enhance service and increase efficiency. The areas served by the West Vail routes are awkward given major origins and destinations along both sides of I-70. Buses, like all traffic, are forced to cross I-70 at the Main Vail and the West Vail interchanges, and the circular routing through town is cumbersome. The underpass would allow for a host of route revisions resulting in far fewer vehicle- miles of bus travel required for service. With major activity centers possible along the North Frontage Road west of the new underpass as well as along the South Frontage Road east of the new underpass, the potential exists to establish a "spine" or line-haul" service connecting all of these centers. Other routes within town would then "feed" into the line-haul service. The improved transit mobility will have a positive impact on the frontage roads and interchange system by increasing transit ridership thereby decreasing vehicular traffic demand on the system. Pedestrian-wise, the Simba Run underpass would provide a crucial link between the north and south sides of I-70. Pedestrian activity has been known to take place across I-70 at-grade near the Simba Run location. It is an extremely unsafe situation when pedestrians are crossing the high-speed freeway. Fencing barrier exists along both sides of I-70, but openings in the fences are often created (illegally) allowing pedestrian activity to cross the interstate. The addition of an underpass pedestrian connection will minimize exposure to fatal 9 pedestrian/vehicular incidents that have occurred along I-70. Further, the Simba Run underpass would provide an excellent means for bicyclists to cross I-70, allowing riders an alternative to pedaling through the roundabout interchanges. The crossing could reduce bicycle/pedestrian travel by as much as four miles (depending on the specific origin/destination along either side of I-70). The one drawback of the Simba Run underpass is it's expense. This is the most costly element in the Transportation Plan. However, it is also an improvement that provides a significant level of benefit to the Town's mobility for all modes of travel. As a next step, the Town should undertake a more detailed feasibility study to fully appreciate the impacts, costs, benefits, and potentially identify a means of funding. 10 TOWN OF VAIL TRANSPORTATION PLANNING DOCUMENTS SUMMARY Vail Transportation Master Plan 1993 • Reduce Vehicular and Loading/Delivery in the Village • Consider Ford Park, West Day Lot, North Day Lot and expansion of Lionshead Parking Structure for additional public parking • Consider high-capacity bus service, Low Floor buses or people-mover between Village and Lionshead • Modify out lying bus routes to be more efficient • Extensive review of Main Vail and West Vail 4-Way stop interchanges. Recommends to construct underpass in the vicinity of Simba Run. • Consider Vail Valley Drive as one way with new bridge connection just east of Ford Park • Widen Frontage road and implement left turn lanes at needed intersections with the Frontage Roads • Add 6' lane bike lanes on all Frontage Roads Main Vail and West Vail Roundabout Specific Studies (1996 8�1998) • Implemented Roundabouts to ease congestions from 4-way stops, delay the need for Simba Run Underpass. Lionshead Masterplan — Transportation Analysis 1998 & Updates • Recommendation of widened Frontage Rd from Main Vail to future Simba Run Underpass, to include medians, left turn lanes, and continuous right-in/right out lane, and widened shoulder/parking lane. • Recommended Lionshead Transit Center at North Day Lot or a redeveloped LH Parking Structure • Suggests Simba Run Underpass as need for capacity at roundabouts increases. •Suggests roundabouts at W. LH Development and E. LH Circle. • Indicates need to increase public parking by up to 400 spaces. Vail Village Loading & Delivery Study 1999 • Expands upon needs and solutions for reducing or eliminating Loading/Delivery vehicles in the Village Vail Transportation Master Plan Update 2002 • Expanded detail of Loading/Delivery Facilities in the Village in light of the Font Door Project and the 1999 Vail Village L/D Study. • Expanded study on high capacity buses and people movers. Implemented Low floor buses, NEXTbus system. • Reevaluated and made recommendations for out lying bus routes and a Lionshead Intermodal Transit Center • Coordination with railway system proposals (IMC-Inter-Mountain Connection, CIFGA-CO Intermountain Fixed Guideway Authority) • Creation of a Noise Contour map and model, indicating noise levels throughout the Town and possible abatement. • Investigated preliminary considerations for burying I-70 under its existing alignment • Coordination with the Programmatic Environmental Impact Statement for I-70 from Denver to Glenwood Springs 11 • C�eation of a traffic model to forecast traffic based on development expectations at the time. Vail Tunnel Options — Square 1 Document (Draft) 2005 • A preliminary document exploring the considerations needed to be addressed if I-70 were to be tunneled thru Vail I-70 PEIS (2004-Present) • Considers future traffic model predictions in the Denver to Glenwood Springs I-70 corridor. • Discusses the considerations needed for the implementation of Rail/Mass Transit system along the I-70 Corridor and highway widening Lionshead Transit Center White Paper & LH Master Plan Update 2008 • Provides additional analysis for a LH Transit Center. Recommends Redeveloped Parking Strucutre or North Day Lot Simba Run Underpass Benefits White Paper 2008 • Provides summary of transportation benefits of Simba Run Underpass Vail Transportation Master Plan Update 2009 • Updates traffic model based on the recent Billion Dollar Development surge. • Provides specific traffic improvements for the Frontage Roads to handle current and future development -Main Vail and West Vail Roundabout Improvements, Simba Run Underpass-For vehicle capacity, bus route efficiency and pedestrian crossing, Widening of the Frontage Roads, Ford Park Roundabout (w/ Parking), West Vail Safeway Roundabout (w/ West Vail Redevelopment), Turn lanes and Landscape Medians • Coordinates future access points with CDOT. Provides Buy-in from CDOT. • Recommends future bus routes, including a line haul route with Simba Run Underpass • Recommends the addition of 400 public parking spaces in the short term and 1000 in the long term with locations at: Ford Park, Lionshead Parking structure expansion, Evervail, • Recommends an Intermodal Transit Center at Lionshead and a hub at Evervail 12 Vail Transportation Master Plan Unpdate Presentation March 3"�, 2009 1:15pm I. Intro (5 Minutes) A. Intent of overview ancl expectations of Council B. Future Meetin�s (PEC/Adoption) 11. Big Picture Overview (l0 Minute.�) A. Transportation and growth statewide B. State initiatives (RMRA, PEIS, Coalition) C. Regional growth (ECO,Collaboration) D. How it all impacts Vail III. Vail Traftic (30 Minutes) A. Existing Conditions B. Anticipated Growth C. Projected Tr�ffic Volumes and Operations/LOS D. [mprovement Alternative E. Recommended I'lan F. Improvement Timing/Thresliolds G. Access Man�gement Plan IV. Intermodal Interdepeiidency — Pl�n Overview (10 Miitrites) A. Transit, Parking and Skier Drop Off, How it all comes together V. Bike Ways along the rrontage Rd (S Minutes) VL Other Impacts of' Recommended Plan (10 Mi�u�tes) A. Approved Developments & Timing B. Lighting C. Signage-VMS D. Wayfinding E. 1Vlaintenance (Suininer/Winter) VII. Next Steps A. Simba Run Underpass Feasibility Study B. Adopt Master Plan by Resolution C. Traftic impact fee nexus study based on recommended plan