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Home My WebLink AboutPEC050093, PEC050094, PEC050095, DRB050640 � ■ o ar� s rossroa s Special Development District No. 39 2005 Submittal Applications and Materials SDD, CUP, Zoning Code Amendment, & Design Review Applications & Approval Action Forms PEC05-0093, 0094, & 0095 � DRB05-0640 Applicant Written Project Description and Criteria Responses Adjacent List Title Report Environmental Impact Report Traffic Report CDOT Access Permit Request � i � Cr ossroads Condomantum Assocration [431�st Meadnw Dr Ste.300 Vail,CO 81657 November 16, 20(}5 Town of Vail Community Development Department 75 S. Frontage Road Vail, CO 81657 Re: Crossraads Condominiurn Association Approv�tl To W'hom It May Concern: The Crassroad Condominium Association has reviewed and approved the proposed redevelopment p(ans for Crossroads. � Si ;:�- i� .�;'; ;:�-,. Peter ��el r'` � L0f10 3Jtid SQd��IS�0�1� TZ5L6Lb0L6 90�EL 500Z19i/ZZ LTG Policy No. CTAI50002626 Form AO/CHI �, 72106-773180 Our Order No. VC50002626 Schedule A Amount �� Property Address: 141 E. MEADOW DRIVE AND 143 E. MEADOW DRIVE VAIL CO 81657 1. Policy Date: January 15, 2004 at 5:00 P.M. 2. Name of Insured: CROSSROADS WEST ONE LLC, A COLORADO LIMITED LIABILITY COMPANY AS TO CROSSROADS I AND CROSSROADS EAST ONE LLC, A COLORADO LIMITED LIABILITY COMPANY AS TO CROSSROADS II 3. The estate or interest in the land described or referred to in this Schedule and which is covered by this policy is: A Fee Simple ` 4. Title to the estate or interest covered by this policy at the date hereof is vested in: CROSSROADS WEST ONE LLC, A COLORADO LIMITED LIABILITY COMPANY AS TO CROSSROADS I AND CROSSROADS EAST ONE LLC, A COLORADO LIMITED LIABILITY COMPANY AS TO CROSSROADS II 5. The land referred to in this policy is described as follows: SEE ATTACHED PAGE(S) FOR LEGAL DESCRIPTION This Policy valid only if Schedule B is attached.• ,..� Land Title Guarantee Company Representing Chicago Title Insurance Company LTG Policy No. CTAI50002626 Our Order No. VC50002626 LE(�3AL D�PTI CN .�;:�., . ,�.: CROSSROADS I: THAT CERTAIN COMMERCIAL CRV IN THE CROSSROADS OF VAIL, A CONDOMINIUM, IN ACCORDANCE WITH THE CONDOMINIUM DECLARATION RECORDED DECEMBER 2, 1968 IN BOOK 214 AT PAGE 261 AND THE FIRST AMENDMENT THERETO RECORDED FEBRUARY 7, 1977 IN BOOK 252 AT PAGE 353 AS SHOWN ON THAT CERTAIN CONDOMINIUM MAP OF CROSSROADS OF VAIL RECORDED DECEMBER 2, 1968 IN BOOK 214, AT PAGE 262, AND THE CORRECTED CONDOMINIUM MAP OF CROSSROADS OF VAIL RECORDED ON FEBRUARY 25, 1969 IN BOOK 214, AT PAGE 686, TOGETHER WITH THE UNDIVIDED INTERESTS THEREIN, WHICH SUCH COMMERCIAL CRV IS LOCATED ON THAT CERTAIN PARCEL OF PROPERTY MORE PARTICULARLY DESCRIBED AS FOLLOWS: A PORTION OF LOT P, BLOCK 5D VAIL VILLAGE, FIRST FILING, A SUBDIVISION IN THE TOWN OF VAIL, COUNTY OF EAGLE, STATE OF COLORADO DESCRIBED AS FOLLOWS: COMMENCING ON THE NORTHWEST CORNER OF SAID LOT P; THENCE SOUTH 79 DEGREES 46 MINUTES 00 SECONDS EAST AND ALONG THE NORTHERLY LINE OF SAID LOT P A DISTANCE OF 44.90 FEET TO THE TRUE POINT OF BEGINNING; THENCE CONTINUING ALONG THE AFORESAID COURSE A DISTANCE OF 259.07 FEET; THENCE SOUTH 10 DEGREES 09 MINUTES 34 SECONDS WEST A DISTANCE OF 274.87 FEET TO A POINT OF INTERSECTION WITH THE SOUTHERLY LINE OF SAID LOT P; THENCE ON AN ANGLE TO THE RIGHT OF 65 DEGREES 10 MINUTES 31 SECONDS AND ALONG THE SOUTHERLY LINE OF SAID LOT P AND ALONG A CURVE TO THE RIGHT HAVING A RADIUS OF 336.71 FEET, A CENTRAL ANGLE OF 22 DEGREES 04 MINUTES 55 SECONDS, AN ARC DISTANCE OF 129.77 FEET TO A POINT OF TANGENT; � THENCE NORTH 82 DEGREES 35 MINUTES 00 SECONDS WEST AND ALONG THE SOUTHERLY LINE OF SAID LOT P A DISTANCE OF 120.83 FEET TO THE SOUTHWEST CORNER OF SAID LOT P; THENCE NORTH 00 DEGREES 23 MINUTES 00 SECONDS WEST AND ALONG THE WESTERLY LINE OF SAID LOT P A DISTANCE OF 216.28 FEET; THENCE NORTH 50 DEGREES 11 MINUTES 32 SECOIVDS EAST A DISTANCE OF 44.41 FEET; THENCE NORTH 08 DEGREES 17 MINUTES 43 SECONDS EAST A DISTANCE OF 65.12 FEET TO THE TRUE POINT OF BEGINNING. CROSSROADS IL• A PORTION OF LOT P, BLOCK 5D AND TRACT C, VAIL VILLAGE, FIRST FILING, A SUBDIVISION IN THE TOWN OF VAIL, COUNTY OF EAGLE, STATE OF COLORADO, DESCRIBED AS FOLLOWS: BEGINNING AT THE NORTHEAST CORNER OF SAID LOT P, WHICH IS ALSO THE NORTHWEST CORNER OF SAID TRACT C AND A POINT ON THE SOUTHERLY LINE OF INTERSTATE HIGHWAY N0. 70 RIGHT OF WAY; THENCE SOUTH 79 DEGREES 46 MINUTES 00 SECONDS EAST 73.30 FEET ALONG SAID SOUTHERLY LINE WHICH IS ALSO THE NORTHERLY LINE OF SAID TRACT C; THENCE SOUTH 9 DEGREES 53 MINUTES 55 SECONDS WEST 111.54 FEET TO A POINT OF CURVE; THENCE 27.37 FEET ALONG THE ARC OF A 40.00 FOOT RADIUS CURVE TO THE RIGHT WHOSE CENTRAL ANGLE IS 39 DEGREES 12 MINUTES 05 SECONDS AND WHOSE LONG CHORD BEARS SOUTH 29 DEGREES 29 MINUTES 58 SECONDS WEST 26.84 FEET TO A POINT OF TANGENT; THENCE SOUTH 49 DEGREES 06 MINUTES 00 SECONDS WEST 50.99 FEET TO THE SOUTHEAST CORNER OF SAID LOT P, WHICH IS A POINT ON THE NORTHERLY LINE OF EAST MEADOW DRIVE; THENCE CONTINUING SOUTH 49 DEGREES 06 MINUTES 00 SECONDS WEST 5.36 FEET ALONG SAID NORTHERLY LINE TO A POINT OF CURVE; THENCE CONTINUING ALONG SAID NORTHERLY LINE 154.17 FEET ALONG THE ARC OF 336.71 FOOT RADIUS CURVE TO THE RIGHT WHOSE CENTRAL ANGLE IS 26 DEGREES 14 MINUTES 05 SECONDS AND WHOSE LONG CHORD BEARS SOUTH 62 DEGREES 13 MINUTES 03 SECONDS WEST 152.83; THENCE NORTH 10 DEGREES 09 MINUTES 34 SECONDS EAST 274.87 FEET TO A POINT ON SAID LTG Policy No. CTAI50002626 Our Order No. VC50002626 LEC�4L DESC�Frll CN SOUTHERLY LINE OF INTERSTATE HIGHWAY N0. 70 RIGHT OF WAY, WHICH IS THE NORTHERLY LINE OF SAID LOT P; THENCE SOUTH 79 DEGREES 46 MINUTES 00 SECONDS EAST 91.03 FEET ALONG SAID NORTHERLY LINE TO THE TRUE POINT OF BEGINNING, COUNTY OF EAGLE, STATE OF COLORADO. LTG Policy No. CTAI50002626 Form AO/CHI 72106-773180 Our Order No. VC50002626 Schedule B This policy does not insure against loss or damage (and the Company will not pay costs, attorneys' fees or expenses) which arise by reason of: General Exceptions: 1. Rights or claims of parties in possession not shown by the public records. 2. Easements, or claims of easements, not shown by the public records. 3. Discrepancies, conflicts in boundary lines, shortage in area, encroachments, and any facts which a correct survey and inspection of the premises would disclose and which are not shown by the public records. 4. Any lien, or right to a lien, for services, labor, or material heretofore or hereafter furnished, imposed by law and not shown by the public records. 5. TAXES AND ASSESSMENTS FOR THE YEAR 2003 AND SUBSEQUENT YEARS. 6. RIGHT OF PROPRIETOR OF A VEIN OR LODE TO EXTRACT AND REMOVE HIS ORE � THEREFROM SHOULD THE SAME BE FOUND TO PENETRATE OR INTERSECT THE PREMISES AS RESERVED IN UNITED STATES PATENT RECORDED JULY 12, 1899, IN BOOK 48 AT PAGE 475. 7. RIGHT OF WAY FOR DITCHES OR CANALS CONSTRUCTED BY THE AUTHORITY OF THE UNITED STATES AS RESERVED IN UNITED STATES PATENT RECORDED JULY 12, 1899, IN BOOK 48 AT PAGE 475. 8. RESTRICTIVE COVENANTS WHICH DO NOT CONTAIN A FORFEITURE OR REVERTER CLAUSE, BUT OMITTING RESTRICTIONS, IF ANY, BASED ON RACE, COLOR, RELIGION, OR NATIONAL ORIGIN, AS CONTAINED IN INSTRUMENT RECORDED AUGUST 10, 1962, IN BOOK 174 AT PAGE 179. 9. EASEMENTS, CONDITIONS, COVENANTS, RESTRICTIONS, RESERVATIONS AND NOTES ON THE RECORDED PLAT OF VAIL VILLAGE FIRST FILING. 10. UNDERGROUND RIGHT OF WAY AND EASEMENT AS GRANTED TO HOLY CROSS ELECTRIC ASSOCIATION, INC., IN INSTRUMENT RECORDED JULY 6, 1971 IN BOOK 220 AT PAGE 944. 11. THOSE PROVISIONS, COVENANTS AND CONDITIONS, EASEMENTS, AND RESTRICTIONS, WHICH ARE A BURDEN TO THE CONDOMINIUM UNIT DESCRIBED IN SCHEDULE A, AS CONTAINED IN INSTRUMENT RECORDED DECEMBER 02, 1968, IN BOOK 214 AT PAGE LTG Policy No. CTAI50002626 Form AO/CHI 3 72106-773180 Our Order No. VC50002626 Schedule B 261 AND AS AMENDED IN INSTRUMENT RECORDED FEBRUARY 07, 1977, IN BOOK 252 AT PAGE 353. 12. EASEMENTS, RESERVATIONS AND RESTRICTIONS AS SHOWN OR RESERVED ON THE RECORDED CONDOMINIUM MAP OF CROSSROADS OF VAIL. 13. EXISTING LEASES AND TENANCIES AS SHOWN ON THE CURRENT RENT ROLL. 14. THE EFFECT OF PLANTERS NOT WITHIN SUBJECT PROPERTY AS SHOWN ON SURVEY PREPARED BY EAGLE VALLEY SURVEYING, INC., DATED 4/5/95, ADDITIONAL LOCATIONS 2/10/98, JOB N0. 1101. 15. THE EFFECT OF UTILITIES NOT WITHIN EASEMENTS AS SHOWN ON SURVEY PREPARED BY EAGLE VALLEY SURVEYING, INC., DATED 4/5/95, ADDITIONAL LOCATIONS 2/10/98,JOB N0. 1101. 16. THE EFFECT OF STAIRS AND RETAINING WALLS NOT WITHIN SUBJECT PROPERTY AS SHOWN ON SURVEY PREPARED BY EAGLE VALLEY SURVEYING, INC., DATED 4/5/95, ADDITIONAL LOCATIONS 2/10/98,JOB NO. 1101. 17. THE EFFECT OF PARKING ATTENDENT ISLAND/SHACK NOT WITHIN SUBJECT PROPERTY AS SHOWN ON SURVEY PREPARED BY EAGLE VALLEY SURVEYING, INC., DATED 4/5/95, ADDITIONAL LOCATIONS 2/10/98, JOB N0. 1101. 18. DEED OF TRUST DATED JANUARY 12, 2004, FROM CROSSROADS WEST ONE LLC, A COLORADO LIMITED LIABILITY COMPANY TO THE PUBLIC TRUSTEE OF EAGLE COUNTY FOR THE USE OF WELLS FARGO BANK, N.A. TO SECURE THE SUM OF$11,130,000.00 RECORDED JANUARY 15, 2004, UNDER RECEPTION N0. 865125. 19. DEED OF TRUST DATED JANUARY 12, 2004, FROM CROSSROADS EAST ONE LLC, A COLORADO LIMITED LIABILITY COMPANY TO THE PUBLIC TRUSTEE OF EAGLE COUNTY FOR THE USE OF WELLS FARGO BANK, N.A. TO SECURE THE SUM OF $11,130,000.00 RECORDED JANUARY 15, 2004, UNDER RECEPTION N0. 865126. ITEM NOS. 1 THROUGH 3 OF THE GENERAL EXCEPTIONS ARE HEREBY DELETED. ITEM N0. 4 OF THE GENERAL EXCEPTIONS IS DELETED EXCEPT AS TO ANY LIENS RESULTING FROM WORK OR MATERIAL CONTRACTED FOR OR FURNISHED AT THE REQUEST � CROSSl�aADS REDEVELOPMENT �OVEMBER, 2005 ADJA('�;NT PROPERTY OWNER AND CSC TEXT AMEI�(�MENT PROPERTY OWNERS LIST HSE INVESTMENT PARTNERS LLC 12 VAIL RD STE 500 VAIL, CO 81657 WHITE RIVER ACQUISITION ��ORP C/O MANUEL MARTINEZ WV�' CNSLTNG GRP 905 BRICKELL BAY DR SUIT�' �30 MIAMI, FL 33131 LIPCON, CHARLES R. & IRMG<�RD -JT 430 N MASHTA DR KEY BISCAYNE, FL 33149 VAIL PBK LLC 143 E MEADOW DR STE 300 VAIL, CO 81657 � VANGALIS, ANTHONY - PEEFLES, PATRICIA E. -JT PO BOX 3007 VAIL, CO 81658 SEBOLD, DAVID L. & CYNTH�A L. -JT 7470 TULIP CT CHANHASSEN, MN 55317-933Q JOHNSON, JAMES & KAREN -JT GO RUSSELL STANDARD CU�:P PO BOX 479 BRIDGEVILLE, PA 15017 GDG CORPORATION HOLDII�II"iS LLC PO BOX 5963 VAIL, CO 81658 MG HOLDINGS LLC PO BOX 5963 VAIL, CO 81658 � KILMUR LLC �, PO BOX 2879 AVON, CO 81620 TIMBERLINE COMMERCIAL �TOLDINGS LLC 12 VAIL RD 600 VAIL, CO 81657 PALMOS, LEO 2775 IRIS AVE BOULDER, CO 80304 M.R. GATEWAY LLC 5151 COLLINS AVE STE 1727 MIAMI BEACH, FL 33140 DEER SPRING LP 1351 FREEPORT RD PITTSBURGH, PA 15238 VAIL PLAZA DEVELOPMENT 7_,LC 12 VAIL RD STE 200 VAIL, CO 81657 � VAIL DEVELOPMENT LLC 50 S SIXTH ST STE 1480 MINNEAPOLIS, MN 55402 VAIL COLORADO MUNICIPAL BLDG AUTHORITY 75 S FRONTAGE RD VAIL, CO 81657 VAIL CLINIC INC 181 W MEADOW DR VAIL, CO 81657 EVERGREEN LODGE AT VAIL �TD 250 S FRONTAGE RD VAIL, CO 81657 FLINN, LAWRENCE, JR GO FLINN ASSET MGMT THREE GREENWICH OFFICE jf�RK 2ND FLOOR GREENWICH, CT 06831 � ALTI CORP � 3862 LA JOLLA VILLAGE DR LA JOLLA, CA 92037 TRAU, CURT B. & TAMMY TtL:�TON -JT 10115 N ANNE CT MEQUON, WI 53092 Vail Gateway Plaza Condominium Association, Inc. Kevin Deighan 12 Vail Road Suite 600 Vail, CO 81657 Holiday House Condominium A�:<vciation c/o Ptarmigan Management 9 Vail Road Vail, CO 81657 Holiday House Condominium A�>;�ciation Post Office Box 5733 Vail, CO 81658 � Scorpio Condominium Associati�r. c/o Claire Rogers 27 Main Street, STE 302 Edwards, CO 81632 Alphorn Condominium Associatio:i, Inc. c/o Claire Rogers McKay & Associates PC 27 Main Street, STE 302 Edwards, CO 81632 CROSSROADS EAST ONE LLC 329 MILL CREEK CIR VAIL, CO 81657 TOWN OF VAIL C/O FINANCE DEPT 75 S FRONTAGE RD VAIL, CO 81657 AUSTRIA HAUS CONDO ASSfii INC 20 VAIL RD � VAIL, CO 81657 �, TOWN OF VAIL 75 S FRONTAGE RD VAIL, CO 81657 VILLAGE CENTER ASSOC 124 WILLOW BRIDGE RD VAIL, CO 81657 VAIL DOVER ASSOCIATES L�„�' 4148 N ARCADIA DR PHOENIX, AZ 85018 SONNENALP PROPERTIES 1N(' 20 VAIL RD VAIL, CO 81657 CROSSROADS OF VAIL CONI`OMINIUM ASSOCIATION c/o CRAIG COHN 143 EAST MEADOW DRIVE, SL�ITE 3 VAIL, CO 81657 � CROSSROADS OF VAIL CONu JMINIUM ASSOCIATION 143 EAST MEADOW DRIVE, S`�ITE 300 VAIL, CO 81657 VILLAGE INN PLAZA-PHASF V CONDOMINIUM ASSOCIATION COLORADO REGISTRATION, I;1C 880 HOMESTEAD DRIVE No. �5 Edwards, CO 81632 VILLAGE INN PLAZA-PHASE V CONDOMINIUM ASSOCIATION COLORADO REGISTRATION., TNC PO BOX 666 VAIL, CO 81658 VILLAGE INN PLAZA-PHASE �.� CONDOMINIUM ASSOCIATION 100 EAST MEADOW DRIVE S'i}� 31 VAIL, CO 81657 � �, VILLAGE INN PLAZA CONDOT�,�INIUM ASSOCIATION COLORADO REGISTRATION, ��C. 880 HOMESTEAD DRIVE,NO. 15 EDWARDS, CO 81632 VILLAGE INN PLAZA CONDOMINIUM ASSOCIATION COLORADO REGISTRATION, ?NC. POST OFFICE BOX 666 VAIL, CO 81658 VILLAGE INN PLAZA COND(!`+�INIUM ASSOCIATION 100 EAST MEADOW DRIVE I�'.�. 31 VAIL, CO 81657 AUSTRIA HAUS CONDOMINPJ;�I ASSOCIATION, INC. JOHN MILLS GO SONNENALF HOTEL 20 VAIL ROAD VAIL, CO 81657 � VAIL VILLAGE PLAZA CONDOMINIUM ASSOCIATION SALLY HANLON 385 GORE CREEK DRIVE-NO R-2 VAIL, CO 81657 VAIL VILLAGE PLAZA CONDOIv1INIUM ASSOCIATION 143 E. MEADOW DRIVE NO. s':� C/O SLIFER MANAGEMENT ('�l VAIL, CO 81657 VAIL VILLAGE PLAZA COND�:)MINIUM ASSOCIATION C/O ABPLANALP LAW OFFIC�: LLC POST OFFICE BOX 2800 VAIL, CO 81658 CDOT 4201 E. Arkansas Avenue Denver, CO 80222 Mauriello Planning Group, LLC Post Office Box 1127 Avon, CO 81620 � rOSS rOa 5 e eve o �nent , _ . , _ � _ _. _ �� ...�,.�_ . � . �� _ _ �� u.�rt � �. ,. � .� � - � _ � . : :�. _ { _ � � - � � - � � j � �. �9 �.� � �� . -- �°�" . �� " � � r�,�;�` �"�� '* ' ;�, _�. , �� -�� .�� , � , � "� �� ' . �� 1 _ � I i� r,t . 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Applications for Special Development District, Text Amendment, and Conditional Use Permit December I 2, 2005 � � � Mauriello Planning Group � Owner and Consultant Directory Owner/Applicant: Civil En�ineer Peter Knobel JR Engineering Crossroads East One, LLC 2620 East Prospect Road, Suite 190 143 East Meadow Drive Fort Collins, CO 80525 Vail, CO 81620 970-491-9888 Plannin� Traffic Consultant Mauriello Planning Group,LLC Fox Higgins Transportation PO Box 1127 PO Box 19768 Avon, CO 81620 Boulder, CO 80308-2768 970-748-0920 303-589-9011 Desi�n Architect Revenue Consultant Barnes Coy Architects Steve Thompson PO Box 763 Innovative Financial Strategies Bridgehampton,NY 11932 34215 Highway 6, Suite 205 631-537-3555 Edwards, Colorado 81631 970-926-0818 Production Architect � Davis Partnership Construction Mana�ement . 0225 Main Street,Unit C101 English &Associates, Inc. Edwards, CO 81632 12 Vail Road, Suite 700 970-926-8960 Vail, CO 81657 970-479-7500 • � Table of Contents Chapter Pa�e I. Introduction 1 II. Existing Conditions 4 III. Detailed Project Description and Zoning Analysis 9 A. Project Site and Ownership 9 B. Proposed Uses 9 C. Building Design 10 D. Commercial Floor Areas 11 E. Residential Floor Areas 11 F. Parking 11 G. Parking Leasing 12 H. Access and Circulation 12 I. Loading and Delivery 13 J. Density 13 K. Building Height 13 �` L. Setbacks 14 �'rr M. Site Coverage 15 N. Landscape Area/Streetscape 15 O. Employee Housing 16 P. Text Amendment for Bowling Alley 17 Q. Off-Site Public Improvement Plan 17 R. Condominium Rental Program 18 IV. Public Benefits of Project 21 V. Special Development District—Standards and Criteria 22 VI. Conditional Use Permit—Review Criteria 27 VII. Text Amendment for Bowling Alley—Review Criteria 30 VIII. Comprehensive Plan Goals and Direction 32 • � I. Introduction A. Summary of Request "Bringing people back to Vail"is a slogan the project team developed early during the brainstorming of the program and design of the Crossroads redevelopment plan. That statement truly reflects what this plan will achieve for the Town of Vail. In considering the numerous development scenarios for this site,the owner envisioned a project that gives back to the community by providing uses, spaces, and facilities that are needed to spark the economy of the Town and which might not otherwise ever be developed unless funded by the Town government. This exceptional project will act as an anchor within the Vail Village and will attract locals and guests year-round resulting in a vibrant retail experience throughout the East Meadow Drive area and the village as a whole. The proposed project will generate millions of dollars in property and sales tax revenues for the Town co$ers. We believe the old saying"if you build it they will come"describes exactly what this project will do for Vail. This proposed reinvestment in the Vail Village will also help Vail compete with other local and regional resorts that are spending tens of millions of dollars to update and redevelop. These significant improvements to the economy and infrastructure of Vail will help Vail and the ski area maintain its #1 ranking as a ski destination. � The Crossroads redevelopment project is being submitted as a Special Development District (SDD) to implement "creativity and flexibility" as stated in the purpose of an SDD. The proposal removes one of the Town's largest eyesores and replaces it with world-class architecture and a list of public amenities and benefits that is not rivaled by any other project in the Town. The public amenities and benefits include: • Outdoor Ice Skating Rink for public skating in winter/water-recreation feature in the spring and summer months; • New public plaza of 1/z-acre (24,000 sq. ft.) in the heart of Town for public gatherings and events that occupies approximately 20% of the property; • Public accessible restrooms at the pedestrian level; • 46,692 sq. ft. of new high quality retail and restaurant space at the pedestrian level and one floor above; • 3-screen state of the art movie theater; • 14,396 sq. ft. sports cafe/arcade and 10-lane bowling alley; � Crossroads Redevelopment 1 Mauriello Planning Group,LLC � • Relocated loading and delivery docks (Frontage Road access) available to adjacent properties; • New streetscape and pedestrian improvements on all sides of site including landscape medians in the South Frontage Road; • Buffering of I-70 highway noise from the pedestrian areas south of the project. The project also includes the construction of 65 to 73 residential dwelling units (depending on final unit configuration, but with no change in GRFA) in a world-class structure where the building mass and height is concentrated along the South Frontage Road in what appears as a series of buildings. This project is giving the Town the opportunity to reverse the downvalley trend and bring locals and guests back to Vail. This can be achieved without the Town spending a dime. This is the first project in Vail that truly gives back to the community more than it takes. • � Crossroads Redevelopment 2 Mauriello Planning Group,LLC � II. Existing Conditions A. Zone District The Crossroads property is zoned Commercial Service Center (CSC). The Crossroads property is the only site in Town that was originally zoned CSC in 1969 (later the Gateway Building and the West Star Bank Building were rezoned CSC, both are SDD's). The CSC zone district was created in 1969 (Ordinance No. 7) and was amended in 1973 to read as it does today. The zone district, as with the property itself, has not been updated in over 30 years. Subsequent to the zoning of the Crossroads property in 1990 the Town adopted the Vail Village Master Plan. The master plan recommended uses and intensity of uses exceeding that of the zoning on the property. For example, the master plan recommended that three-quarters of the Crossroads property be developed as High Density Residential and one-quarter of the property be developed as Mixed Use commercial. The plan also recommended buildings heights at 5-6 stories along the South Frontage Road and 3-4 stories along Meadow Drive. The CSC zone district was never amended to reflect these recommendations of the Master Plan. The proposed Crossroads project implements these policies rather than blindly following the outdated development parameters of the CSC zone district. � The proposed project maintains the underlying zoning but utilizes the creativity and flexibility vested in the Special Development District to encourage and permit deviations from the underlying district in light of the public benefits being proposed and in light of the direction provided in the Vail Village Master Plan. B. Fxisting Development and Uses The Crossroads property was originally developed in the 1970's as a m�ed use commercial and residential development. The current uses on the site generate a total of $180,000 in annual property tax. The following is breakdown of the current uses on-site: • 43,653 sq. ft. retail/restaurant/bar • 6,295 sq. ft. in two movie theaters • 13,520 sq. ft. office space • 106 surface parking spaces • 92 structured parking spaces • 22 Condos � Crossroads Redevelopment 4 Mauriello Planning Group,LLC Existing Peaks at 50' � �. � �,�H f��:+ �� r jl �u'" Existing �� „ � ��, �FIIlv Eave Line at `'`° �� 46' ' M - t. N ° WY°� av � �� Y � t 1, 5 � �� _ 1�.��..� ff� ' �� .: .,j�,.y� .= y �,��. '. 4 �� `Z � � T� t;_ � ` _ � , � r � � _. �, �� . �° � — iy �, �� aw { r: .e.ry �titt S�� -� i , '�* e_,� »�...��s �_..« ",�.. �'�ry �f y I �� ke� � �� '� � '»-� ° . "",t'�'°a�.�..'. ... ` �,:..+. .. �"4w�'t ,..�. ..._.. - -m-. �.n.;. W. „ .�,�,, ,�.,�� -..,, � , . ..�, „xa. .a.„-.�q PY: Existing West Building Fronting Meadow Drive � �.,�, � w��; �. : . -��_�„ F;-+•`.: .eme`" - n. . . ..-,. ...�i+.�a �� d y� , 1 � .&�,: �. ,� 'fi. � ; �� F�✓Y 3%y � � �' �' � .'� �� ); �� , � .- ,f. � �v.k'd"�L.z-�.;`aYi�+'b "� � e � ' � � � � . € � o _ j n y . ,.. . .. . . ,r�„ ,,, r„� , �, .«.: .. � i I e �� .,:� ` �� .. ... d _ . �t n . � � °� � � �'��'a � , � ':, .,�, .y� � . : ' _ '� ' .' .. � i .� ��,��_ � `�� , _ , ,� -� � -�__ ._� �- �,--,;�� • ° ""� . ;� - _.,� . :.�. � s '�'� , . - m �s. �� P ��_ _ � � . .� - ,� �. _ _ -�._ ,,.'_ , f„� ��`4C�. � �_ �- , � �_ ,�� _ ��- - _ u ,. _ •,� _ �. . . � , �.,; ,�.�.,,,�.,,, afi,,, -�. �s � � ��<- � �, �=� � �� - ,��- ,.�� r, � �,� ,,� ��, � �� s r W "�'r�^dh a,c ',�,. c ar" r 5''� �w� � � -�,..�+w.�.,. ,a,.-s�a�.•'�� s' e J Y t�y�X t � P �.t,.�A��g� t "`��'� ;:� � �-�i��'g �+"'�� ^�3k` �� z� �,"" ,y A . ..4 �'X,.'..�. "�"`�si3+�ws�r 3 � ��,��':�a� �� s Cs��a�.i��' �% i;°', �e � x�° _�"`'..: .z�.�"ui�::.�s�`.a.�..a*�.�t�d.,xi.,��..� .�s. 4 ' a,��;.v ,�'�, ' .� ,,,. ...,.,..... . ,„. � s ��^ �,.; ` '` ��fi ��"�"�"�"� ."�" � ,�c ',....�„� ��:%�s �,.,;s� �, '; a: ,a�. � . .°% �8'. '�'�l'."",.�ya'°"..�-�v e., Existing North Building and Parking Lot ` Crossroads Redevelopment 7 Mauriello Planning Group,LLC � �'�' � � � � x ., �,.� �� ... . �, , ,� �_�. � �t � � ��; �'� � � �r�»,��;" � �� -- � '�' _ �.�� .�;� ��,�° h � �` °°,� �.�, P �-,�� ;� ? �t �' t.,; � �., { � - Fv�� ` � � �.,�, .`e>, `��,�� `� r,.�za �� T' c } � "�.•�� „�.' �' � � " d ��`� �s�`;2e ,, ,f,- - ,. .,s,er,`� __ � , _.�� °. Existing Frontage Road Elevation � � �f F r �` � �L� r;2 d .y ��w; �' '_:g,`=.,. �' �t ��. q��„, � � . • � � � ' .y� � _`. W__.; / � ,`� =w,F �_ ' 9�; �:`^� � `d� �"'��'a��" �� , _, �� ' . .. �"'s+�� s !�a_�' , ,a r .� �'� ��,- � � yi� J °—�'�s:a.�•�� 5'� /' \ ` � ( �ti r'��{rd 1 +Sk .xs i''!�. �,�+ � � _, ,. ___ . . � �:��.,. .�: r, " �?��, . �-,�n,,..:. , ,:. � � �,�,, � ��- i�"� ,, .� � °-�� 6 : . ..,�,; � ,� � n _�" �~; r � � 1 " � Local delivery trucks that can be removed from street � Crossroads Redevelopment 8 Mauriello Planning Group,LLC � III. Detailed Project Description and Zoning Analysis A. Project Site and Ownership The Crossroads property, located at 143 East Meadow Drive,contains 2.643 acres of land. The site is bounded on the north by the South Frontage Road and I-70, on the east by Village Center Road, on the south by East Meadow Drive, and on the west by the Vail Village Inn. The site is now owned by two LLC's managed by Peter Knobel. All of the condominiums are either owned by the applicant or are under contract for sale to the applicant. B. Proposed Uses The plan was developed as a package that provides substantial benefits and revenues to the Town, needed outdoor plaza and gathering spaces, and entertainment uses that create excitement and activity within the village. The following is a breakdown of the proposed uses (approximate): � • 39,251 sq. ft. of retail area on pedestrian level and one floor above; • 7,441 sq. ft. of restaurant and bar area on pedestrian level and one floor above; • 14,396 sq. ft. of arcade and 10-lane bowling alley; • 11,500 sq. ft. of theater space with 3-screens and 396 seats; • 24,000 sq. ft. plaza with winter ice rink and summer water feature; • 65 to 73 dwelling units containing 197,100 sq. ft. of GRFA. .«�i °� :,i�«`��1� �'� r '� �? 3.7 �3 !;e� r �"'w�, i i �=�� ^�«�j ,..� � �. :a �°�, �� .1 , ?';k "y � t � � _ � ,: 'j �,,;=rW� ��.�.� e-,� t f� �� _ f� ' a�" �� .� Yk . F^ ..^ , y t . . i r�!k 1 - �f _ r 1 „ s y �' � � 1d . :. ` "� �� e� ` "�4.. ' �_. a'�'f� rc .� r'.,—.M,...+�� ...y ,,�. �:^._ � ��,��- � �.. . � 4'e. � Example of Retail Character � Crossroads Redevelopment 9 Mauriello Planning Group,LLC � The following is the list of uses as characterized by the CSC zone district: • Retail Shops Use by Right • Restaurants Use by Right • Bars and Nightclubs Use by Right • Professional Offices Use by Right • Outdoor Skating Rink Accessory Use • Bowling Alley (text amendment) Conditional Use • Movie Theaters Conditional Use • Meeting Rooms Conditional Use • Multiple Family Residential Conditional Use • Private Parking Club Conditional Use C. Building Design The proposed architectural theme of the building has been re-designed based on comments received through the planning process. Since the Planning and Environmental Commission unanimous vote (Apri125, 2005) to recommend approval of the project the building mass and design has been further reduced and refined. The GRFA proposed is approximately 12,000 sq. ft. less than the Apri12005 plan. We � believe the changes have improved the overall project design. The proposed building design and materials were developed with careful consideration of the alpine mountain environment,location of the property on the periphery of the village and bordering Interstate 70, and the high quality of architectural treatment that the town strives for. The design is characterized as a forward looking expression of European alpine heritage and more contemporary forms. Images of lodges, ski chalets and village centers of Austria and Switzerland,that hold such timeless beauty and charm, gave inspiration to the appearance of the project. The vernacular of the project reflects features of craftsman revival style. Architectural details yield the look of handcraftsmanship; exposed beams, rafter tails, log columns, and braces turn construction details into built-in ornamentation that tie the design back to the eanh and to the history of the log and timber architecture of the west. One important aspect of this building includes simple roof forms that are oriented north south,thus breaking the overall massing into a collection of smaller forms. The continuous movement and undulations of the ground plane and fa�ade create visual appeal and are sympathetic to the scale of a mountain village. � Crossroads Redevelopment 10 Mauriello Planning Group,LLC � D. Commercial Floor Areas The commercial floor area can be divided into six categories: retail, restaurant, bowling/arcade/sports bar, and theater. The gross floor areas are approximately: Retail: 39,251 sq. ft. Restaurant/Bar: 7,441 sq. ft. Sub-total 46,692 sq. ft. Theaters (including concessions, restrooms, BOH): 11,500 sq. ft. Bowling/Arcade: 14,396 sq. ft. Sub-total 25,896 sq. ft. Total Gross Floor Area(excluding circulation) 72,588 sq. ft. E. Residential Floor Areas The gross residential floor area of the site which does not include common areas such as circulation,parking, and pool areas is approximately 197,100 sq. ft. (a reduction � from Apri12005 approval by PEC). The residential floor area will remain the same while the number of units will depend on final unit configuration and layout. Residential floor area is an area of deviation from the underlying zoning however is consistent with the designation of High Density Residential per the Vail Village Master Plan adopted 20 years after the zone district was established. F. Parking Below is a table documenting the parking requirements for the proposed Crossroads redevelopment. The proposed development plan includes a total of 334 parking spaces to meet the parking requirements of the project including the 93 space private parking club. � Crossroads Redevelopment 11 Mauriello Planning Group,LLC � Use #of Units/S . Ft. Code Ratios Total Dwellin Units 73 1.4 102.20 Retail net 90% 35,326 0.0023 81.25 Theater seatin 3,397 0.006060606 20.59 Restaurant seatin 7,441 0.004 29.76 Bar seatin 2,232 0.004 8.93 Arcade/Bowlin 4,735 0.0023 10.89 Total 253.62 5%reduction 12.68 Net Re uired Parkin 240.94 Parkin Provided 334.00 Parkin Club Parkin 93.06 Note: Parking Calculation assumes 73 units as the worst case scenario. The parking lot will be operated with a fee structure that will allow the public to park on-site. This private parking facility will essentially free up parking within the municipal parking structures thus improving the Town's ability to accommodate skier and Vail Village parking. G. Parking Club � The owner of Crossroads will utilize the surplus parking spaces provided on-site as part of a parking club where parking spaces will be leased and/or sold. It is anticipated that owners within the building will purchase additional parking spaces as well as other owners of property within the area. As currently planned the parking club will utilize all of the parking not required for the planned uses on the site. Similar to other parking clubs in the Town, these parking spaces will allow persons who would have otherwise parked within the public parking structures,to park at Crossroads. The net impact will be to decrease demand on the Town's facilities. In any case, since the club spaces are in excess of the Town's requirements,the club will not impact the ability of the proposed uses to have adequate parking. H. Access and Circulation The primary vehicular access point for the project is located along Village Center Road near the current curb-cut. The street alignment, grades, and stacking space are drastically improved over the existing condition. There is a porte cochere for the residential condominiums accessed from the South Frontage Road for dropping off and picking up of guests. According to the tra$ic report provided, the adjacent roads ways will still operate within acceptable levels of service. � Crossroads Redevelopment 12 Mauriello Planning Group,LLC � L Loading and Delivery The Zoning Regulations require a certain number of loading berths be provided based on the uses being proposed. For a mixed-use facility such as the Crossroads redevelopment project, the maximum number of loading spaces that the regulations require is five loading benhs. The proposed plan provides five formal loading berths and opportunity for 1 additional UPS style loading spaces within the porte cochere. All of the loading for the site is accessed directly from the South Frontage Road per the Vail Village Master Plan direction and Town policy. The entire loading facility is enclosed thus reducing the noise of trucks being unloaded and eliminating any visual concerns. The loading and delivery facility will operate as part of the overall Vail Village dispersed loading program. J. Density Density is expressed as the number of residential dwelling units per acre of land. The proposed development plan includes 69 residential units (76 units in Apri12005 PEC approval) but the requested density is range from 65 — 75 without changing the GRFA. That results in a proposed density of 27.6 dwelling units/acre (assuming 73 units are constructed). The CSC zone as currently codified district allows 18 dwelling � units/acre (the Vail Village Master Plan suggests the site should be developed at high density residential). By way of comparison,the CC2 zone district (across the street at Village Center) allows 25 dwelling units per acre,the PA zone district (Sonnenalp) allows 25 dwelling units per acre,the Vail Village Inn underlying zoning allows 25 dwelling units per acre, and the density allowed in Lionshead is 35 dwelling units/acre. The Vail Village Master Plan indicates the Crossroads site as being suitable for high density. This is an area where the proposed plan deviates from the underlying zoning however meets the intent of the Vail Village Master Plan. K. Building Height The Crossroads redevelopment plan was developed around the idea of creating a large urban plaza in the center of East Meadow Drive. The concept was to extend the intersection of East Meadow Drive and Willow Bridge Road into the Crossroads site in order to provide a venue for community events and gathering spaces for the general public. Additionally, the project was conceived as a retail center and a family entertainment complex. These community aspects of the project have required that the mass of the buildings be forced to the edges of the property on the north, east, and west. The result of creating this large urban plaza is the buildings are taller on the edges of the property. The proposed Crossroads building varies in height on the lower end from 58' at the peak of the building along Meadow Drive (appro�umately � 37'from the eave line). By way of comparison, the existing peak along Meadow Drive Crossroads Redevelopment 13 Mauriello Planning Group,LLC � is approximately 50' and the eave line is approximately 45'. The perceived height along Meadow Drive will be less than the existing building due to the revised pitch of the roof. The height of the northwest corner of the building closest to the WI Phase 3 building is proposed at approximately 81.9'from finished grade. By way of comparison, the elevation of the uppermost ridge on the VVI building is 8,251' whereas the ridge of the proposed Crossroads structure closest to VVI is at 8,259.0' for a difference of 8.7'. When you consider that there is an increase of 6' in the based grade along the South Frontage Road from the west side of the Crossroads building and the upper most ridge of the VVI Phase 3 building the actual difference in building height is only 2.7'. The highest peak of the building (the central peak of the building) as measure from finished grade along the South Frontage Road is proposed at approximately 87.57' and the eave line is at approximately 60'. The highest peak on the building measured from historic grade is 99.91' on the central building form. The Vail Village Master Plan supports the concept of allowing taller buildings along the periphery of the Village adjacent to the South Frontage Road. The Town has implemented this concept with its approval of the Vail Plaza Hotel and the Four � Season's project with buildings in the 89' to 99' height range. This is an area where the proposed plan deviates from the underlying zoning but complies with intent of the Vail Village Master Plan. L. Setbacks The building setbacks, as proposed,vary greatly over the site. Setbacks range from 150' along Meadow Drive to 0' in other areas. In order to develop a creative design for this site that responds to the topography and to the adjacent uses and to implement the Vail Village Master Plan policies, the standard 20'was used as a guideline. What emerged from the design is a multi-faceted building without continuous flat or straight walls along any property line. The only portion of the site where there is an adjacent property owner is along the west property line. Great care was taken in this area to provide generous setbacks where adjacent buildings exist especially at upper levels of the building. The other approach that was used on this project was to vary setbacks as the building moves up in height similar to the step- backs found in the Lionshead guidelines. Along the west property line, the proposed plan meets or exceeds the 20' setback except in the area where the loading dock is located. Setbacks are an area of deviation from the underlying zoning. � Crossroads Redevelopment 14 Mauriello Planning Group,LLC � M. Site Coverage Site coverage is a measure of building footprint to total lot area. A strict interpretation of the definition of site coverage would also include improvements located below grade such as structured parking. Under the strict interpretation of site coverage the proposed plan is near 100% building coverage due to the subsurface improvements. If subsurface improvements are excluded and the site is looked at from the pedestrian's perspective the site development is proposed at approximately 67.5% (77,720 sq. ft.). The CSC zone district limits site coverage to 75% of the total site area so the project is well below the standard (due to the extensive plaza space provided onsite). N. Landscape Area/Streetscape The Crossroads redevelopment project is located within the urbanized area of the Town. The site today contains only a minimal level of landscape treatment. The proposed plan was developed with the Town's pedestrianized character in mind and the Town's desire for a large public plaza as expressed in the Streetscape Master Plan and the Vail Village Master Plan. As such the bulk of the open areas on the site are � high quality hardscape areas rather than landscaped areas. The new Crossroads meets the requirement for total landscape and softscape. � Crossroads Redevelopment 15 Mauriello Planning Group,LLC � O. Employee Housing The Town of Vail has required the owners of new and redeveloped projects to provide employee housing for the incremental increase in the number of employees generated by a project. The Town,to-date, has never codified this requirement or the formula used by staff to determine the requirement. We have applied the formula traditionally used by the Town staff to this project while taking a credit for the existing uses located on the property. The formula below generates the need for 6 employee beds. The applicant will provide deed restrictions for dwelling units located within the Town of Vail reflecting the required number of beds prior to the issuance of a TCO on the project. For this calculation,the worst case scenario of 73 units was assumed even though the request allows for 65 to 73 total units. S . Ft. or Units Formula Gross Em lo ees Retail/Service Commercial 22116 0.0050 110.58 Groce 6240 0.0015 9.36 Restaurant/Loun e/Kitchen 5549 0.0050 27.745 Ni ht Club 7000 0.0050 35 Professional/Office 13520 0.0050 67.6 Bank 2748 0.0025 6.87 Multi le-Famil Units 22 0.4000 8.8 � Theater` 600 0.0050 3 Total 268.955 Proposed Crossroads Develo ment S . Ft. or Units Formula Gross Em lo ees Retail/Service Commercial 39,251 0.0050 196.255 Restaurant/Loun e 9,673 0.0050 48.365 Multi le-Famil Units 73 0.4000 29.2 Arcade* 1000 0.0050 5 Theater* 1000 0.0050 5 Bowlin " 1000 0.0050 5 Total 288.82 Net Increase in Gross Employees 19.865 30% Reduction FactorlTotal to rovide housin for 5.96 � Crossroads Redevelopment 16 Mauriello Planning Group,LLC � P. Text Amendment for Bowling Alley The zoning code does not currently define a bowling alley or list it as a permitted or conditional use in any zone district. The proposal includes an amendment to the Zoning Regulations to provide a definition of a bowling alley and list a bowling alley as a conditional use in the CSC zone district. The proposed definition is as follows: BOWLING ALLEY: A recreation and entertainment facility where the sport of bowling takes place. A bowling alley may also include accessory entertainment facilities and uses such as eating and drinking facilities, retail shops, night clubs, arcade facilities, billiards, ping pong, darts, meeting rooms, and similar uses. Q. Of j=Site Public Improvement Plan In addition to the public benefits presented in the following section, a public improvement plan has been provided. This plan clearly delineates the offsite improvements being proposed by the applicant and the financial responsibility for each area shown on the plan. � Purpose and Intent: In addition to all of the other public benefits and amenities (i.e., theater, bowling alley, loading and delivery, ice rink,public plaza, restrooms, improved TOV revenues, etc.) resulting from the redevelopment of the Crossroads property,this document identifies all of the physical public improvements and financial contributions being proposed with the project in its proposed form. Proposed Improvements: l. Frontage Road Medians-The applicant proposes to design, construct, plant, and install irrigation in the proposed South Frontage Road medians as shown on the proposed Public Improvement Plan, subject to CDOT approval. Once completed and accepted by the Town of Vail,the Town of Vail will be responsible for maintaining the medians and supplying water for irrigation. 2. Roadway Improvements -The applicant proposes to remove the existing turn- lane to Village Center Road and provide curb and gutter along the Crossroads frontage of S. Frontage Road. Additionally, the applicant proposes to narrow Village Center Road, install curb and gutter along the entire Crossroads frontage, provide streetscape pavers, and snowmelt the entire street as shown on the public improvement plan. The heating system will be installed by the applicant but the Town of Vail will provide the heat source and fund the operation of this snowmelt system. See plan for details. � Crossroads Redevelopment 17 Mauriello Planning Group,LLC � 3. Sidewalks-The a licant ro oses to desi n and construct sidewalks with PP P P � � snowmelt) along the Crossroads frontage of Village Center Road and S. Frontage Road as shown on the proposed plan. The applicant will assume the operating cost of snow melting these sidewalks. All sidewalk maintenance will be the responsibility of the Town. 4. Streetscape Improvements-The applicant proposes to design and construct the streetscape improvements located outside of the Crossroads property as shown on the public improvement plan. The applicant also proposes to design and install the snowmelt system within the public right-of-way. The Town of Vail will be responsible for the ongoing operation of the snowmelt system and shall provide its own heat source for the system. A portion of the streetscape improvements are within an area of responsibility of the Swiss Chalet/One Willow Place project. The One Willow Place project shall be responsible for paying its required share of these streetscape improvements. Some areas of streetscape improvements encroach upon adjacent properties. If the Town obtains permission for these streetscape improvements on these properties, Crossroads will fund and construct these improvements as indicated in the plan. 5. Crossroads Plaza-The applicant will construct all of the plaza and streetscape improvements shown on the Crossroads property. This plaza will contain a � snowmelt system operated and maintained by the applicant. The plaza and ice rink will be open to public access. 6. Art In Public Places -Upon approval of the Crossroads project by the Town of Vail,the applicant will work with the AIPP board to establish a public art program for the Crossroads project. Some of the public art improvements may be in the form of other streetscape improvements already indicated in the public improvement plan (i.e.,paver material and design, benches,water features, light fixtures, etc.). The applicant proposes to fund at least $1.1 in public art improvements. R. Condominium Rental Program Intent: The condominium rental program is being developed by input and direction from Stan Cope who has more than 30 years of experience with successful rental programs. The rental program is focused on three main goals,which have proven successful for Stan at the Lodge Tower, as well as numerous other high quality,tourist oriented properties: 1. Owner asset management; 2. Owner rental income; and � 3. Owner's personal usage and satisfaction. Crossroads Redevelopment 18 Mauriello Planning Group,LLC � When these three goals can be achieved, condo owners in a large condominium projects will rent units voluntarily. Currently, 75% of the units in the Lodge Tower rent and the renting owners yield 63% of the gross rental revenue. In summary,the key to achieving the above goals is to emulate the management of a �fine, high quality, luxury hotel. The management program is a hospitality program above all else. On-site management and management offices are a necessity. Top level services need to be provided to renting guests and owners alike. Great service and a first class property will attract the kind of clientele that not only can afford a fine resort but will respect the property of others. Owners become proud of being part of the resort and have confidence that their asset is being well cared for while producing a painless,welcome income to off-set their ownership expenses. The level of service to be offered includes daily or twice daily maid service, 24-hour desk and concierge, bell and valet staff, local transportation service,pre-arrival activity, ski and grocery service and premium rental equipment. An in-house y maintenance staff not only quickly provides for guests needs but corrects problems in units before they become a major problem and expense to the renting owner. Owners become confident that their arrival will be hassle free,and as enjoyable as a vacationing guest in spite of a renting guest occupying their unit the night before. � The final piece to encourage owners to rent is creating a financial structure that strongly rewards owners that rent. The cost sharing structure between the Homeowners' Association and the Rental Program needs to be an integrated program that equitably balances all of the services being offered to owners and renters alike. Properly and efficiently designed, owners will be financially rewarded for renting instead of carrying the service costs for all owners, as is the case in many condominium hospitality programs. Strategies for successful asset and rental management: 1. Client asset mana�ement. Condo owners are reluctant to rent their homes if they perceive that their asset is at risk from damage,theft, or other property degradation. When there is proper staffing to allow for daily inspections of property and proper assurance of damage replacement, condo owners feel more comfortable renting their homes. Crossroads will employ an adequate staff to insure proper property supervision and inspection to the highest level of quality. Daily maid service is made available to owners and automatically provided for guests in order to provide convenient service to the guests as well as a supervision mechanism for the management of the property. If the property is managed at the highest level of quality then owners feel comfortable � Crossroads Redevelopment 19 Mauriello Planning Group,LLC � allowing their asset to be utilized. Crossroads plans to manage the property at the highest level of quality with 24-hour on-site management, security, and client services. 2. Client rental income. Condominium management can be an expensive non-deductible expense for condo owners. The Crossroads rental program will be structured similar to that of the Lodge Tower where the overall condominium ownership expense can easily be offset by the income generated by the rental program. Additionally, condominium owners can expect net rental income reaching 63% of the total revenues from renting one's condominium. 3. Personal usa�e and satisfaction. Probably the most important aspect of a rental program is flexibility. Some owners will purchase a condominium in Vail for personal use as a higher priority to rental income. Having ones home available when one wants to use it is extremely important to the success of a rental program. An owner does not want to feel trapped by committing to certain days or weeks. To create flexibility owners are asked to set aside dates they think they may be in Vail and dates they know they will not. Owners are able to check back frequently with changes to schedules. Additionally, � management staff stays in close contact with owners when bookings are being made to make sure the owners usage is not being infringed upon. Based on Stan's experience working at the Lodge Tower, we believe that at least 50 of the 70 proposed condominiums will be successfully rented. This exceeds the predictions utilized in the revenue analysis prepared by Steve Thompson who assumed only 30%of the units would be rented. A more detailed management program will be developed in the coming months. Key Elements of Rental Program: • 24 hour front desk and concierge • High level of service to unit owners • Fee structure allowing those participating in rental program to offset management and maintenance fees and obtain rental income • Daily maid service available/required • Full-time management/rental staff located on-site � Food service delivery available from on-site restaurants • Full-time on-site security • Active marketing program for rental units locally and nationally • Participation in national condo rental/exchange club � Crossroads Redevelopment 20 Mauriello Planning Group,LLC � IV. Public Benefits of Project As stated in the introduction,the list of public benefits being proposed by this project is e�ensive. Not only are the direct community benefits such as the ice rink and the entertainment complex included in the list, but also the more indirect benefits of redevelopment in and of itself. The list below includes all of the direct and indirect public and community benefits this project has to offer the Town of Vail: • New 24,000 sq. ft. public plaza with winter ice skating/summer pop-jet fountain • Public restrooms at pedestrian level and within garage • New high quality retail and architecture in heart of Vail • Implementation of streetscape master plan recommendations • Enclosed loading and delivery facility for public use • New bus stop • New landscape medians in S. Frontage Road Public Amenities: • 3 screen movie theater with stadium seating • 10-lane bowling alley and family arcade • $1.1 million in public art � Revenue Increase: • Increase in annual revenue to the Town from $179,236 to $1.29 million. � Crossroads Redevelopment 21 Mauriello Planning Group,LLC � V. Special Development District - Standards and Criteria "The purpose of the special development district is to encourage flexibility and creativity in the development of land in order to promote its most appropriate use; to improve the design character and quality of the new development with the Town; to facilitate the adequate and economical provision of streets and utilities; to preserve the natural and scenic features of open space areas; and to further the overall goals of the community as stated in the Vail comprehensive plan." The following design criteria are used by the Town in the evaluation of a Special Development District. The proposed Crossroads redevelopment plan adequately addresses each of these criteria. Below is a summary of how the project implements each of these criteria. Please note that the entire application and submittal materials for the Crossroads Redevelopment address the criteria below in addition to the summary provided. A. Compatibility: Design compatibility and sensitivity to the immediate environment, neighborhood and adjacent properties relative to architectural design, scale, bulk, building height, buffer zones, identity, character,visual integrity and orientation. Our Analysis: � The proposed Crossroads redevelopment plan was designed to be compatible with the mountain environment and the new trends alpine architecture. While the site is not located in the area regulated by the Vail Village Urban Design Guide Plan, most of the recommendations and goals of that plan are implemented by the proposed development plan. The site is located on the periphery of the village adjacent to the South Frontage Road. The Vail Village Master Plan recommends taller buildings be concentrated along the Frontage Road and step down toward the village core. The proposed structures follow this guideline. The site is also being redeveloped in the context of recent approvals made by the Town on adjacent sites. The Vail Plaza Hotel and the Four Season projects have both been approved following the same general concept of taller buildings along the Frontage Road. However, the Crossroads project,unlike the other two,focuses more of the building bulk and mass along the Frontage Road in order to maintain a large public plaza (1/2-acre in area) along the south side of the site. The proposed plan provides generous setbacks to adjacent development located to the west of the site and the buildings are oriented to help maintain views in the area. The building was also designed to appear as several building forms. The roof ridges were turned north south to prevent a long continuous roof ridge running � Crossroads Redevelopment 22 Mauriello Planning Group,LLC � east west across the site which has been fairly common on other redevelopment projects. There are no major flat roofs proposed on this structure. The materials are of the highest quality and include Telluride Gold stacked stone, strip sandstone (laid on side),wood-like siding, dark zinc roof and siding elements,timber arches and bracing, rolled logs, heavy deck rails,planter boxes, and proportional glazing. The proposed materials are such high quality that maintenance is minimally required. The building was designed to stand the test of time and to respond to the Rocky Mountain climate and harsh conditions. A statement from the Lionshead Master Plan sums up our belief about new Vail architecture: "the architectural language...should strive to reinterpret its heritage and look to the future, instead of simply mimicking the past." The design of the building also creates an identity to stimulate visual interest and help anchor the East Meadow Drive area of Vail as a sought after destination. The design will help draw people to back to Vail and East Meadow Drive in particular. The proposed development plan is compatible with the area. The site is located across the street from the Sonnenalp redevelopment project and adjacent to the Vail Plaza Hotel redevelopment project. While the proposed building will not be the same scale as the existing three to six-story structures that make up the � remainder of the Vail Village Inn (VV�, the plan recognizes the long-term need to redevelop the remaining portions of the WI to a scale and quality reflective of current trends. B. Relationship: Uses, activity and density which provide a compatible, efficient and workable relationship with surrounding uses and activity. Our Analysis• The East Meadow Drive area is characterized by residential, lodging, and commercial development. The Vail Village Master Plan recognizes this area of Town as mixed-use commercial and high density residential. The proposed redevelopment plan responds to the uses already developed in the neighborhood and also provides a high quality mix of uses along East Meadow Drive. The proposed project provides an increase in retail and restaurant space, new movie theaters, bowling a11ey, and arcade which do not exist to this degree of quality in Vail, new public plaza spaces and amenities, and high quality residential development. The proposed uses will anchor this portion of the Vail Village and generate activity that will not only benefit the retail shops at Crossroads but all of the businesses in the surrounding area. The parking provided on this site will generate pedestrian traffic to all areas of East Meadow Drive and the village core. � Crossroads Redevelopment 23 Mauriello Planning Group,LLC � The proposed project creates a compatible, efficient, and workable relationship with surrounding uses and activities. C. Parking and Loading: Compliance with parking and loading requirements as outlined in Chapter 10 of this Title. Our Analysis• The proposed redevelopment plan meets or exceeds all of the parking and loading standards found in Chapter 10 of the Zoning Regulations. Please refer to other sections of this report and the proposed development plan for details on parking and loading. D. Comprehensive Plan: Conformity with applicable elements of the Vail Comprehensive Plan,Town policies and urban design plans. Our Analysis: The proposed Crossroads redevelopment plan complies with all relevant master planning documents and Town policies. The plan also complies with relevant sections of the Urban Design Guide Plan; however, this plan is not applicable to this site. Please refer to section VII of this report for a comprehensive review of the Town's master planning documents and policies that are � implemented by this plan. E. Natural and/or Geologic Hazard: Identification and mitigation of natural and/or geologic hazards that affect the property on which the special development district is proposed. Our Analysis• There are no natural or geologic hazards existing or mapped by the Town on the Crossroads site. F. Design Features: Site plan,building design and location and open space provisions designed to produce a functional development responsive and sensitive to natural features, vegetation and overall aesthetic quality of the community. Our Analysis• The Crossroads site has been developed for more than 30 years and therefore there are no natural features on the site and little in terms of vegetation. The proposed project was designed to reflect mountain alpine architecture, the alpine climate, and quality demanded by the Town. The project was also developed around the master plan direction and the community desire to e�ctend a public plaza into the site. The proposed plan includes a large open � plaza (nearly 20% of the area of the entire site). This 1/2-acre plaza will Crossroads Redevelopment 24 Mauriello Planning Group,LLC � improve the Town's ability to accommodate outdoor atherin s and events. g g The proposed landscape plan introduces additional trees and vegetation in meaningful locations throughout the site to improve the aesthetics of the site and the surrounding area. G. Traffic: A circulation system designed for both vehicles and pedestrians addressing on and off-site traffic circulation. Our Analysis: The Crossroads project has been designed to address three major issues within the Town: availability and adequacy of parking; pedestrian circulation and gathering; and loading and delivery. A long-standing goal of the Town is to remove loading and delivery entering the Crossroads site through E. Meadow Drive and require access directly to the South Frontage Road. The proposed plan includes a new, enclosed loading dock facility that is accessed directly from the South Frontage Road. The loading facility includes five loading berths, the maximum required by the Town Code for a mixed-use facility. The loading dock also includes a trash facility for the project. The loading dock provides access to grade on the west side of the site to allow for use by merchants on adjacent sites. � All of the parking for the site is accessed from Village Center Road. All of the parking is located below grade. The control gate for the site is located deep within the garage to prevent cars from stacking into Village Center Road. Cars exiting the facility cue within the parking structure, thus preventing any blocking of traffic on Village Center Road. Additionally,there is a porte cochere along the South Frontage Road for residential guests arriving at the site. The porte cochere will provide temporary pick-up for guests and valet parking. A traffic report is included in the Environmental Impact Report (EIR) for this project. This report indicates that all roadways adjacent to the site have excess capacity upon completion of this redevelopment project. There is no need for major roadway improvements due to the traffic generated for the proposed uses on-site. There is no vehicular access proposed to the East Meadow Drive frontage of the site. The pedestrian improvements associated with this site are extensive. Pedestrian access is provided on all adjacent roadways and between the VVI project and the Crossroads site. The applicant is proposing a significant public plaza on the site that will allow for pedestrian traffic and public gatherings. � Crossroads Redevelopment 25 Mauriello Planning Group,LLC � H. Landscaping: Functional and aesthetic landscaping and open space in order to optimize and preserve natural features, recreation, views and function. Our Analysis• The Crossroads project is currently developed with buildings, structured parking, and surface parking. There is very little existing landscaping on the property. The site is located within an urban setting which presents challenges in terms of providing landscape areas and materials. Retail,plaza areas and gathering places, and pedestrian walks all compete with landscape improvements. However,the proposed redevelopment plan for Crossroads provides significant landscape materials in strategic locations which do not interfere with retail store fronts or needed gathering spaces. The proposed hardscape areas of the site provide an aesthetic quality not currently existing in the area. The proposed development plan and landscape plan optimize the site as a gathering space, a recreation complex,and as a place to sit and view the surrounding urban fabric. I. Workable Plan: Phasing plan or subdivision plan that will maintain a workable, functional and efficient relationship throughout the development of the special development district. � Our Analysis: The project is proposed to be developed in one phase. Permits for demolition and excavation will be pursued prior to a fizll building permit being issued for the project. A condominium plat will be required prior to CO of the project. � Crossroads Redevelopment 26 Mauriello Planning Group,LLC � VI. Conditional Use Permit - Review Criteria Before acting on a conditional use permit application,the Planning and Environmental Commission (PEC) shall consider the factors with respect to the proposed conditional uses of a major arcade, bowling alley, movie theaters, meeting rooms, and multiple-family dwellings: A. The effect of the use on light and air, distribution of population, transportation facilities, utilities, schools,parks and recreation facilities, and other public facilities needs. Our Analysis• The proposed conditional uses will have little, if any, negative impact on the above referenced issues. The proposed redevelopment plan provides residential density within the urban core of Vail adjacent to the Town's transportation center, along the in-town shuttle route, and adjacent to the South Frontage Road (the major vehicular traffic route through the town). Adequate parking is being provided on the site to serve the uses proposed and help relieve the Town's parking storage at key times of the year. Given the types of uses being proposed there is no impact on the need for schools and parks within the Town. The proposed site for which the conditional uses are being proposed � provides extensive recreational amenities including a large public plaza, an outdoor ice rink, a bowling alley, and a recreation and entertainment complex. All of the necessary public facilities are already in place to serve the proposed project as the project is a redevelopment of an urban in-fill site. Any modifications to public utilities or facilities are being accommodated in the proposed development plan. B. Effect upon traffic with particular reference to congestion, automotive and pedestrian safety and convenience,traffic flow and control, access, maneuverability, and removal of snow from the street and parking areas. Our Analysis: The proposed redevelopment plan will improve the overall traffic and circulation around and on the site. Loading and delivery is being located along the South Frontage Road where it will have the least impact to the pedestrianized areas surrounding the site. Pedestrian safety is being improved with the addition of sidewalks and public plaza spaces. All parking is being located underground and all pedestrian areas are being heated so there is no need for traditional snow removal from the site. The parking areas and access ways are all being developed within the Town's standards to allow for sufficient flow and maneuverability. � Crossroads Redevelopment 2� Mauriello Planning Group,LLC � C. Effect upon the character of the area in which the proposed use is to be located, including the scale and bulk of the proposed use in relation to surrounding uses. Our Analysis: The proposed Crossroads redevelopment plan was designed to be compatible with the mountain environment and the new trends in alpine architecture. While the site is not located in the area regulated by the Vail Village Urban Design Guide Plan, most of the recommendations and goals of that plan are implemented by the proposed development plan. The site is located on the periphery of the village adjacent to the South Frontage Road. The Vail Village Master Plan recommends taller buildings be concentrated along the Frontage Road and step down toward the village core. The proposed structures follow this guideline. The site is also being redeveloped in the context of recent approvals made by the Town on adjacent sites. The Vail Plaza Hotel and the Four Season projects have both been approved following the same general concept of taller buildings along the Frontage Road. However, the Crossroads project,unlike the other two, focuses more of the building bulk and mass along the Frontage Road leaving a large public plaza (1/2-acre) along the south side of the site. � The proposed plan provides generous setbacks to adjacent development located to the west of the site and the buildings are oriented to help maintain views in the area. The building was also designed to appear as several building forms. The roof ridges were turned north south to prevent a long continuous roof ridge running east west across the site which has been fairly common on other redevelopment projects. There are no major flat roofs proposed on this structure. The materials are of the highest quality and include Telluride Gold stacked stone, strip sandstone (laid on side),wood-like siding, dark zinc roof and siding elements, timber arches and bracing, rolled logs, heavy deck rails,planter boxes, and proportional glazing. The proposed materials are such high quality that maintenance is minimally required. The building was designed to stand the test of time and to respond to the Rocky Mountain climate and harsh conditions. A statement from the Lionshead Master Plan sums up our belief about new Vail architecture: "the architectural language...should strive to reinterpret its heritage and look to the future, instead of simply mimicking the past." The design of the building also creates an identity to stimulate visual interest and help anchor the East Meadow Drive area of Vail. The design will help draw people to back to Vail and specifically East Meadow Drive. � Crossroads Redevelopment 28 Mauriello Planning Group,LLC • The proposed development plan is compatible with the area. The site is located across the street from the Sonnenalp redevelopment project and adjacent to the Vail Plaza Hotel redevelopment project. • � Crossroads Redevelopment 29 Mauriello Planning Group,LLC � VII. Text Amendment for Bowlin Alle - Review Criteria g Y Before acting on a text amendment to the Zoning Regulations, the Planning and Environmental Commission shall evaluate the following criteria: 1. The extent to which the text amendment furthers the general and specific purposes of the zoning regulations. Our Analysis: The proposed amendment will allow bowling alleys to exist within the Town of Vail. Bowling alleys are common within most communities and should be accommodated within the Town of Vail. 2. The extent to which the text amendment would better implement and better achieve the applicable elements of the adopted goals, objectives, and policies outlined in the Vail comprehensive plan and is compatible with the development objectives of the town. Our Analysis• � The proposed amendment will allow bowling alleys to be considered subject to a conditional use permit within the CSC zone district. The Vail Land Use plan specifically recommends the establishment of"entertainment facilities"within the Vail Village to promote evening activities. The proposed amendment is consistent and compatible with the Zoning Regulations and the Land Use Plan. 3. The extent to which the text 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. Our Analysis: This criterion is not applicable to the proposed amendment. 4. The extent to which the text amendment provides a harmonious, convenient, workable relationship among land use regulations consistent with municipal development objectives. Our Analysis• The proposed amendment will allow bowling alleys to be considered subject to a conditional use permit. The text amendment will allow the PEC to evaluate the � Crossroads Redevelopment 30 Mauriello Planning Group,LLC � relationship of the proposed bowling alley with respect to adjacent uses and the Town's development standards. The proposed amendment will allow for a harmonious,convenient, and workable relationship among land use regulations. � � Crossroads Redevelopment 31 Mauriello Planning Group,LLC � VIII. Comprehensive Plan Goals and Direction The Town's master planning documents have been analyzed with respect to the proposed redevelopment project. Below is a list of the Town's guiding documents followed by a list of goals and objectives that are consistent with the proposed redevelopment plan. Items listed in italics are of particular importance to the proposed redevelopment plan. A. Vail Land Use Plan 1. General Growth/Development 1.1 Vail should continue to grow in a controlled environment, maintaining a balance between residential, commercial and recreational uses to serve both the visitor and the permanent resident. 1.2 The quality of the environment including air,water and other natural resources should be protected as the Town grows. 1.3 The quality of development should be maintained and upgraded whenever possible. 1.4 The original theme of the old Village Core should be carried into new development � in the Village Core through continued implementation of the Urban Design Guide Plan. 1.5 Commercial strip development of the Valley should be avoided. 1.12 Vail should accommodate most of the additional growth in existing developed areas (infill areas). 2. Skier/Tourist Concerns 2.1 The community should emphasize its role as a destination resort while accommodating day visitors. 2.2 The ski area owner, the business community and the Town leaders should work together closely to make existing facilities and the Town function more effectively. 2.3 The ski area owner,the business community and the Town leaders should work together to improve facilities for day skiers. 2.4 The community should improve summer recreational and cultural opportunities to encourage summer tourism. � Crossroads Redevelopment 32 Mauriello Planning Group,LLC • 2.S The community should improve non-skier recreational options to improve year- round tourism. 3. Commercial 3.4 Commercial growth should be concentrated in existing commercial areas to accommodate both local and visitor needs. 3.S Entertainment oriented businesses and cultural activities should be encouraged in the core areas to create diversity. More night time businesses, on-going events and sanctioned "street happenings"should be encouraged. 4. Village Core/Lionshead 4.1 Future commercial development should continue to occur primarily in existing commercial areas. Future commercial development in the Core areas needs to be carefully controlled to facilitate access and delivery. 4.2 Increased density in the Core areas is acceptable so long as the existing character of each area is preserved through implementation of the Urban Design Guide � Plan and the Vail Village Master Plan. 4.3 The ambiance of the Village is important to the identity of Vail and should be preserved. (Scale, alpine character, small town feeling, mountains, natural setting, intimate size, cosmopolitan feeling, environmental quality). 5. Residential 5.1 Additional residential growth should continue to occur primarily in existing, platted areas and as appropriate in new areas where high hazards do not exist. 5.3 Affordable employee housing should be made available through private efforts, assisted by limited incentives, provided by the Town of Vail,with appropriate restrictions. 5.4 Residential growth should keep pace with the market place demands for a full range of housing types. 5.5 The existing employee-housing base should be preserved and upgraded. Additional employee housing needs should be accommodated at varied sites throughout the community. � Crossroads Redevelopment 33 Mauriello Planning Group,LLC � 6. Community Services 6.1 Services should keep pace with increased growth. 6.2 The Town of Vail should play a role in future development through balancing growth with services. 6.3 Services should be adjusted to keep pace with the needs of peak periods. � � Crossroads Redevelopment 34 Mauriello Planning Group,LLC � B. Urban Desi n Guide Plan - Limited A licabilit pP v The VVMP designates those areas that are subject to the Urban Design Guide Plan. As shown on the map below, only the frontage (first 10' or so) of the Crossroads property is subject to the Urban Design Guide Plan policies. ------ - -,-- - ----�._..,.--"�-�.�-,�-.�°.. � -- —_ _ � ,�---• _._.�e,.�---�=-_--_-�-.. _ - . ,�. ,.�.--� `�� w� .,;,,�. _ . � �..�� - -_" �"-^� ., _�--�---,_ � ".mm_� ��,- _ �;.��.. ?�-x•�� ' - �, z �._ � �:'.._�......_..--- __---*----�---"._..'____ ��U��••■•■��i�►!��,��, Area Included in Urban � �,,---� �r,,,.:.r=�=-------�--� ,� . Design Guide Plan �r"'�; ,-�.�� { • > '—'t----�� '�� ..�.�,M. _ .. _�� + ��,� ,�" �..,.,, .� � - _� �.,- � # r� � ... ��+:. �` ,.^�.��! �*,r c _..s» , ��..- v= ` - wrn ��. . *� ,��.�. : _..�.-...J �• �. n i , '1 " . ,'a ,`C.ib't:"`� . ss�`._ ,.. � ,� S�i;��'��--�.� ��, Ct��r�a41s �' `�`, `'� �� _�....._ �'°�� -��.�- � , ,-- �., �� . ,-----� �( .,�•,sn ��t � � �{` h"•c�w �«; �, ^�+,��l,y� , .�-'"w�..« �., '- � ',.e a _._ _. �,� : . .. �,"�' �. � � ~ , � �.., �' "�`�'�� ' .:� ��. � �� t-u., �. � � x:,,� ��;� � `-�� - g `.� .. ,� fi� �, �.�: `�,,,,�',.�" __. , �,:�., -.� ��,��" � � �. '`�.� , t'"�+y�X��V}'��M. ��' '�. v`�� `x.`�� '\ �+'�,�;�:�, '' '` � _. g � •,, x �� q �� , �� '�'4� �� '�T 4 ��"��a�q,?v7v.��r.`' ,r.a.. �+, i rC'�,�� . _ ,- e :;�� lf " ..;...�� .,,��,,��:� `;�J }@,:�- �, .�� , ��t �"v � �ti,j��, . �......�,.,��p�,`y � .___ •��'''1.�.�5�� .,,�\M�. �y 4 y` aF / �'w y_`^�y- > ",�:- ;, `'d�`�� ., ' � �`�`t ',�� l �*�� "� ` �'+�, ��1 y�r ,..+�c.�'��. :f "`��,".tu,,,,---�.. � *� ��s � "a��" lt� t..,� a.' . l a� . r �S-17f'--,., . .. ..�..,�`��:��Wi��. ,`.�°,}`. Master Plan Terms � Crossroads Redevelopment 35 Mauriello Planning Group,LLC ' � C. Vail Villa�e Master Plan (WMP) The Vail Village Master Plan was adopted in 1990. The plan is intended to guide the Town in developing land use regulations and policies for coordinating development by the public and private sectors. The Master Plan taken as a whole is a general guide for development and redevelopment activities in the Vail area. 1. Land Use Plan The Land Use Plan found in the VVMP recommends mixed-use commercial and medium/high density residential uses for the Crossroads site. The high density residential development is recommended along the South Frontage Road, along a portion the Village Center Road, and adjacent to the Vail Village Inn project: The proposed Crossroads redevelopment plan matches this recommended development pattern. The proposed plan is consistent with these designations. See map below. , � , � _ ,. �_.� � . . -�.. _ .-�,.,,�. _. _. � ___ •.�.. _. � _ . . _ _ _..__ � w ,. — " � -4e -- - � . '"ws.�� -�-.�.�.», a,...�..,.w„__„�; . .. '�, �� . �:� � �� Crossroads � �� High Density Residential � �-�-�-� �—; -�� T -�--��' - �__ � °. ._- ; � ,� �'`.�` .�. -. � � -~-- f . 4 L�„ . . Y�!'+ ..�..-�-:.�"'�"'_ � � . ..:..,...�..wa W � _ _ � v > .a `� .. ...,.. . . ��.�.�i• ,.� �.".:... .�-..�,r—^'..'� .yF� r � • ..... �. _..�. . ... . Y . � . � <.� S '�'rontage Road �� ' x �, ,-�-�-�..�� .. �� *` ... �� L'� ,.a�w,,•. A-+. .� ..- - ._. ' ,J'��ar t,� j --^°^.h2 r ��m� :vu � � .^. ._.'.' 'i, i�4 �-�aR...,.��...»-f .� ' �'.• t'� ..: S'�!..3 � « — '.�,rwi� ` r .rx ^Y i �„y r ij �?'� + � j ,. ;-^-a�+�}:"' � �j� y;-.f..:�a i f��C9 I i i� � � ��--- ��_��° ��, . . �; � �--5�-1 � ti 4� t _.. _- �..,�'. ��`'}� ._t � � `��1�t- 'L �td �! i: � .i � , / ._ E� . ::'..} �, •� t� }f� X� '� e f�'�i �i � 11� S1, u.... >i. A ��! ' `' �t �°r Mixed-Use �_� � ;3, �-,•�.,�_� � �. � X � � _.. '�_ _ �;; �� ` . � � '"��.�.- .� .� �� ti �,,�'� .. �� ! �t�-. s �� .. ��,��t 1 �y �✓�� `.,.,.,�,f * � � ty. -� � �� ::�5�� `��' ..,�, � � ,.;�"�sX; �+ �� _ , `-��, ��.,� � �, � �'��` �� . �``--- _ - � �` � � : �, ; � r- s.. v t i suawc �� ..� - � ,,� -� �%'� .;�'` �.. j�#.I� �j-''''� � . j{� , , '� �#..�..�i 3� , s{��. ._.,..!t.. i � � �,,, .�, �`"r"`".f.o��..,� . . .,r " i �t;t� VVMP—Land Use Plan � Crossroads Redevelopment 36 Mauriello Planning Group,LLC � 2. Open Space Plan The Open Space Plan recommends that a plaza space be created in the current parking lot of the Crossroads site. The proposed redevelopment includes a plaza that is larger than that proposed by the VVMP. See map below. �, .,:�..�=.,°°�„°" . - - _ -_�_- � �r�� - �=-._� r _ -��-�. �, r �. _ .�..r.r—r.r-'^�' �� - --.a �_..:� _ . ._ .rT"r..�d"rn..r � _ � "• � . � t-�` � . .- ^ �� ... � i Recommended Plaza S�ace � ; ' � �'� `�� P e�b� � , � � `� ; ��- „ f `��..� 5 \::: ;-�-- • x, a �.., . •� � ., � -� 'z �=� �_ _ �� . PdR�t�� ='�t � t-'� � w .*+-t i"�' '4 � ...t�... _ � . . k, 'l �-�i x•r . r � . �� . �T�s ?! .., r` � , . : „ ,y, . p . ,,,, (. �_ ° v ...` ; �� C� ,. ��- ,rw.wac�w� �,_ �: __. ��. .�-„�-.�� '"��, ti�E�`�'µ � .ti,�'"�J _ r s -'- ' y.""� ,�,,��.,,,, „'� t` l �.-._• _.�-_ S� J/ °�.�� ( ,, � ..-- ..:_ .. . � � # � �� q .5 / -- OULO�pS'� �l _--- e' �t -�.-.x, � P�A%IN�j 1tll��l V ' ��„r l, _ ��""".�""�� .,�'�4°X�,.�'-.�� VVMP—Open Space Plan 3. Parking and Circulation Plan The Parking and Circulation Plan indicates the need for a pedestrian connection to the VVI project and to the Town's parking structure. Additionally,the plan recommends a sidewalk along the Crossroads frontage of the South Frontage Road. The proposed Crossroads redevelopment plan provides for all of these pedestrian connections as well as pedestrian improvements to E. Meadow Drive and Village Center Road. The proposed redevelopment plan implements this plan. 4. Building Height Plan The Building Height Plan recommends taller buildings along the South Frontage Road and lower buildings along East Meadow Drive. The building height plan is a guiding plan and does not constitute a zoning limitation. The proposed plan concentrates the taller portions of the buildings along the South Frontage Road and has limited building mass elsewhere on the site due to the proposed pedestrian plaza which takes up nearly 40% of the site. The proposed building heights are consistent with the approvals granted to the Vail Plaza Hotel and the Four Season Hotel site. The proposed redevelopment plan is consistent with the intent and . guidance provided by the building height plan. � Crossroads Redevelopment 37 Mauriello Planning Group,LLC � 5. Action Plan Policy 1-6 states that the Crossroads property should be improved with the addition of a new pedestrian plaza where the current parking area is located today. The policy also requires that all parking requirements be met on-site and loading and delivery to the site be accessed from the South Frontage Road. The policy recommends a strong building edge on East Meadow Drive with the necessary and customary streetscape improvements. The proposed Crossroads redevelopment plan implements this policy to the fullest extent. All of the required parking is located below grade, a new pedestrian plaza is being created, the loading and delivery functions are accessed from the South Frontage Road, and the streetscape around the entire project is being improved. Policy 1-7 states that Village Center Road should be redeveloped in order to help prevent cars from accessing the pedestrian areas of Vail. The policy also requires that pedestrian access improvements be made to this road. The proposed redevelopment plan for Crossroads implements this plan by narrowing the roadway and providing sidewalks for pedestrians. A significant landscape buffer is also being provided. 6. Goals � Goals for the Vail Village area are summarized in six major goal statements. The goal statements are designed to establish a framework, or direction,for future development of the Village. The goals, along with the established objectives and policies are to be used in evaluating a proposal during the development review process. The following goals, objectives, and policies are consistent with the proposed redevelopment plan: Goal #1 Encourage high quality redevelopment while preserving the unique architectural scale of the Village in order to sustain its sense of community and identity. 1.1.1 Policy: Development and improvement projects approved in the Village shall be consistent with the goals, objectives,policies and design considerations as outlined in the Vail Village Master Plan and Urban Design Guide Plan. 1.2 Objective: Encourage the upgrading and redevelopment of residential and commercial facilities. 1.2.1 Policy: Additional development may be allowed as identified by the action plan as is consistent with the Vail Village Master Plan and Urban Design Guide Plan. � Crossroads Redevelopment 38 Mauriello Planning Group,LLC � 1.3 Ob'ective: Enhance new develo ment and redevelo ment throu h ublic P P g P improvements done by private developers working in cooperation with the Town. 1.3.1 Policy: Public improvements shall be developed with the participation of the private sector working with the Town. Goal #2 To foster a strong tourist industry and promote year-round economic health and viability for the Village and for the community as a whole. 2.1 Objective: Recognize the variety of land uses found in the 10 sub-areas throughout the Village and allow for development that is compatible with these established land use patterns. 2.1.1 Policy: The zoning code and development review criteria shall be consistent with the overall goals and objectives of the Vail Village Master Plan. 2.3 Objective: Increase the number of residential units available for short-term, overnight accommodations. 2.3.1 Policy: The development of short-term accommodation units is strongly � encouraged. Residential units that are developed above existing density levels are required to be designed or managed in a manner that makes them available for short-term overnight rental. 2.4 Objective: Encourage the development of a variety of new commercial activity where compatible with existing land uses. 2.4.1 Policy: Commercial infill development consistent with established horizontal-zoning regulations shall be encouraged to provide activity generators, accessible green spaces,public plazas, and streetscape improvements to the pedestrian network throughout the Village. 2.5 Objective: Encourage the continued upgrading, renovation and maintenance of e�usting lodging and commercial facilities to better serve the needs of our guests. 2.5.1 Policy: Recreation amenities, common areas, meeting facilities and other amenities shall be preserved and enhanced as a part of any redevelopment of lodging properties. � Crossroads Redevelopment 39 Mauriello Planning Group,LLC � 2.5.2 Policy: The Town will use the maximum flexibility possible in the interpretation of building and fire codes in order to facilitate building renovations without compromising life, health and safety considerations. 2.6 Objective: Encourage the development of affordable housing units through the efforts of the private sector. 2.6.2 Policy: Employee housing shall be developed with appropriate restrictions so as to insure their availability and affordability to the local work force. Goal #3 To recognize as a top priority the enhancement of the walking experience throughout the Village. 3.1 Obiective: Physically improve the existing pedestrian ways by landscaping and other improvements. 3.1.1 Policy: Private development projects sha11 incorporate streetscape improvements (such as paver treatments, landscaping, lighting and seating areas), along adjacent pedestrian ways. � 3.1.2 Policy: Public art shall be encouraged at appropriate locations throughout the Town. 3.1.3 Policy: Flowers,trees, water features and other landscaping shall be encouraged throughout the Town in locations adjacent to, or visible from, public areas. 3.2 Objective: Minimize the amount of vehicular traffic in the Village to the greatest extent possible. 3.2.1 Policy: Vehicular traffic will be eliminated or reduced to absolutely minimal necessary levels in the pedestrianized areas of the Village. 3.3 Objective: Encourage a wide variety of activities, events and street life along pedestrian ways and plazas. 3.3.1 Policy: The Town encourages a regulated program of outdoor street activity in predetermined locations throughout the Village. 3.3.2 Policy: Outdoor dining is an important streetscape feature and shall be encouraged in commercial infill or redevelopment projects. � Crossroads Redevelopment 40 Mauriello Planning Group,LLC � 3.4 Objective: Develop additional sidewalks,pedestrian-only walkways and accessible green space areas, including pocket parks and stream access. 3.4.2 Policy: Private development projects shall be required to incorporate new sidewalks along streets adjacent to the project as designated in the Vail Village Master Plan and/or Recreation Trails Master Plan. Goal #4 To preserve existing open space areas and expand green space opportunities. 4.1 Objective: Improve existing open space areas and create new plazas with green space and pocket parks. Recognize the different roles of each type of open space in forming the overall fabric of the Village. 4.1.1 Policy: Active recreation facilities shall be preserved (or relocated to accessible locations elsewhere in the Village) in any development or redevelopment of property in Vail Village. 4.1.2 Policy: The development of new public plazas, and improvements to existing plazas (public art, streetscape features, seating areas, etc.), shall be strongly encouraged to reinforce their roles as attractive people places. � 4.1.4 Policy: Open space improvements including the addition of accessible green space as described or graphically shown in the Vail Village Master Plan and/or Urban Design Guide Plan,will be required in conjunction with private infill or redevelopment projects. 4.2 Objective: Improve and expand the opportunity for active and passive recreational activity throughout the Village. Goal #5 Increase and improve the capacity, efficiency and aesthetics of the transportation and circulation system throughout the Village. 5.1 Objective: Meet parking demands with public and private parking facilities. 5.1.1 Policy: For new development that is located outside of the Commercial Core 1 Zone District, on-site parking shall be provided (rather than paying into the parking fund) to meet any additional parking demand as required by the Zoning Code. 5.1.3 Policy: Seek locations for additional structured public and private parking spaces. � Crossroads Redevelopment 41 Mauriello Planning Group,LLC � 5.1.5 Policy: Redevelopment projects shall be strongly encouraged to provide underground or visually concealed parking. 5.2 Objective: Encourage the use of public transportation to minimize the use of private automobiles throughout Vail. 5.2.2 Policy: The Town shall facilitate and encourage the operation of private shuttle vans outside of the pedestrianized core area. 5.4 Objective: Improve the streetscape of circulation corridors throughout the Village. 5.4.1 Policy: The Town shall work with the Colorado Division of Highways toward the implementation of a landscaped boulevard and parkway along the South Frontage Road. Goal #6 To insure the continued improvement of the vital operational elements of the Village. 6.1 Objective: Provide service and delivery facilities for existing and new � development. 6.2 Objective: Provide for the safe and efficient functions of fire,police and public utilities within the context of an aesthetically pleasing resort setting. 6.2.1 Policy: Development projects and other improvements in Vail Village shall be reviewed by respective Town departments to identify both the impacts of the proposal and potential mitigating measures. 6.2.2 Policy: Minor improvements (landscaping, decorative paving, open dining decks, etc.) may be permitted on Town of Vail land or right-of-way (with review and approval by the Town Council and Planning and Environmental Commission when applicable) provided that Town operations such as snow removal, street maintenance and fire department access and operation are able to be maintained at current levels. Special design (i.e. heated pavement), maintenance fees, or other considerations may be required to offset impacts on Town services. � Crossroads Redevelopment 42 Mauriello Planning Group,LLC � D. Vail Villa�e Urban Desi�n Guide Plan and Desi�n Considerations (UDGP) As discussed in"B" above, only the extreme periphery of the Crossroads project is located within the area covered by the UDGP. Therefore, only the edges of the project along East Meadow Drive and Village Center Road are to be considered. Below is the list of Urban Design Considerations found in the Vail Village Urban Design Guide Plan. Each of these criteria is being implemented in some form by the proposed redevelopment plan. 1. Pedestrianization/Vehicle Penetration The Design Considerations recommend differing levels of pedestrianization within the Vail Village. The goal of the plan is to create a pedestrian circulation system that is interconnected and pleasant for the pedestrian. The design plan recognizes that "vehicular traffic cannot be removed from certain streets" and therefore a "totally car-free pedestrian system is not achievable throughout the entire Village." Many streets within the Village have car, delivery, and bus traffic. For instance, Gore Creek Drive is used for access to the Gasthoff Gramshammer and the Sitzmark Lodge by delivery vehicles and guest vehicles and Bridge Street and Hanson Ranch Road are used for access by delivery vehicles and guest cars to the � Bridge Street Lodge and other residential properties. All of the guest or visitor parking for the Crossroads project enters the site from Village Center Road at a location which does not interfere with the movement of pedestrians along East Meadow Drive. All of the loading and delivery for the project is accessed directly from the South Frontage Road as suggested by the VVMP. The redevelopment of this site allows for new pedestrian access and plazas that will help to improve the life and energy along this important retail corridor. 2. Streetscape Framework The design plan recommends that streets be framed by buildings, storefronts, and landscape/open space improvements. The proposed redevelopment plan provides for a street framework with a mixture of arcades,pedestrian walks,plazas, and storefronts. The proposed plan implements many of the goals of the proposed and adopted Streetscape Master Plan and the Vail Village Master Plan including the redevelopment of the intersection of East Meadow Drive and Willow Bridge Road. 3. Street Enclosure The Urban Design Plan recommends that streets in the Vail Village be framed by buildings to create a comfortable and safe experience for pedestrians and shoppers. Enclosing street with buildings, as with Bridge Street, creates visual interest and stimulates the retail experience. The proposed redevelopment plan for Crossroads ♦r. Crossroads Redevelopment 43 Mauriello Planning Group,LLC � balances the needs for enclosure with the Town's desire for a large plaza area for events. 4. Street Edge The Design Plan recommends that buildings within the village form a strong but irregular edge to the street. The plan encourages buildings to be located at or near property lines in order to give strong definition to the pedestrian corridors. The plan also recommends breaks in buildings along a street to create visual interest. The proposed redevelopment plan provides an irregular edge to the street and creates a new pedestrian plaza and gathering place. The proposed buildings are set back in certain areas to create new plaza spaces and essentially expand the pedestrian corridor. 5. Views No adopted view corridors exist in the area on or adjacent to the Crossroads property. 6. Service and Delivery The design plan recommends that service and delivery areas be located in areas where they have the least impact on pedestrian ways. The plan also recommends � that these service areas be located underground where feasible. The proposed redevelopment plan provides loading and delivery areas within the building with direct access to the South Frontage Road as recommended by the Vail Village Master Plan. 7. Sun/Shade A sun/shade analysis has been provided with the application materials. The parameters and standards found in the design plan are generally applicable to the Village Core area (areas zoned CC1) and is less applicable to other areas, such as areas zoned CSC. Given the location of the Crossroads property on the north side of East Meadow Drive,the impacts of shade are minimal to the neighborhood. The proposed plan was laid out to capture sun and therefore the proposed retail and restaurant areas are located with great solar access. E. Streetscape Master Plan The adopted Town of Vail Streetscape Master Plan recommends the development of pedestrian improvements along the north side of East Meadow Drive and to the intersection with Willow Bridge Road. Additionally,the plan recommends changes to Village Center Road to reduce traffic from wandering into the pedestrianized areas of � Crossroads Redevelopment 44 Mauriello Planning Group,LLC � town. The primary recommendation of the plan is to create a"special events venue" at the intersection of Willow Bridge Road and Meadow Drive. The proposed Crossroads redevelopment plan implements the recommendations of the newly adopted changes to the streetscape plan. In support of the Town's recommendation to create a special event venue,the Crossroads project proposes to nearly triple the size of the plaza with the development of a pedestrian plaza on the Crossroad property. The Crossroads project will significantly enhance the streetscape of Vail. • � Crossroads Redevelopment 45 Mauriello Planning Group,LLC � � �`'' Envi ronmenta I I m act Re ort � p p � For Crossroads Redevelopment � .� � _ � �� =�fSE�•�;- �:: ��,� -� ' y i� �-R ^�,"4;.''�+ n 4,�ya'''��;� y t� a �y.. t� " . ;�, .� �" � . �y3`t ��. � 6 -.�_.�s �' �� a4 � is'�`:' - ,4 �� :4. {� *' K�, {!� . � y� , � �'��'� .I�. � ----_ ' � �� . �..� • �~i•. 1 � ' " `$ f ��Jy' v _ F _ r 17j_'�L. " .{.. ._*.� -��I. � �J+ a � � �� . �1; _ r ,p -= ; - s'� � r � ' � �-, , � - �p^� - _. - _ .'� �... •� i' y -_ �, � • _ . _ �. �.' --�' � , `, �t 4 ' a' �� e. . �-. r * � F r '�ti �� '� � . � � �� #• �. ' �r� F} io �� . .� r - �iy r - �'- e�=¢'if -.. �e� �'�� ` �_y+�� .9'F� _ ��•:*t- �� }i. ' � �' - �i � .- •��:l,- — __ - � ..-�.��, ,� '4 t.� �.�� u�. ��r . - - � �* _ .��---� �, �: ,,: - . . �_� - � �t. --___��"`�:� . � ��.,,r� - `.F ��` �. ' +�P� r '' ' ' � ��k�i� ,�. :��i - • �r� - ,; � � �r•-� � F . f �. �: � ��'t°� '' �=. � � � �-�;' . r _. � �� ¢� � . � ;� �� ,� . � Special Development District and Conditional Use Permit � Applications � December 2005 � � � Mauriello Planning Group � � ' ' � Environmental Impact Report �, For � Crossroads Redevelopment Speaal Development District �� and Conditional Use Permit Applications ! December 2005 iTh�s report was prepared by: � Dominic F. Mauriello, AICP Mauriello Planning Group, LLC PO Box I I 27 � Avon, Colorado 8 I 620 970-748-0920 � Greystone Environmental Consultants, Inc. 523 I South Quebec Street � Greenwood Village, CO 80 I I I �r Fox 1liggins Transportation Grou� � PO Box I 9768 Boulder, CO 80308 � f1P Geotech PO Drawer I 887 Silverthorne, CO 80498 � 970-468- I 989 � JR Engineering 2620 East Pros�ect Road, Suite I 90 Fort Collins, CO 80525 � 970-49 I -9888 Steve Thompson � Innovative Financial 5trategies 342 I 5 tlighway G, Suite 205 Edwards, Colorado 8I 63 I � 970-926-0818 � � � ' � Purpose of this Report: � � Th�s report has been prepared pursuant to Title I 2, Zoning Regulations, Chapter I 2, Env�ronmental Impact Reports, of the Vail Town Code. The rec�uirement for this report �s der�ved from Sect�on I 2-9A-5, Submittal Requirements, found �n the Special � Development D�strict section of the Zon�ng Regulations. Th�s report addresses s�te conditions and potential impact of the pro�osed Special Development District and cond�tional uses proposed for the Crossroads redevelopment. � � Sub�ect Property and Ownership: The property being considered �n this re�ort is a portion of Lot P, Block 5D, Vail V�Ilage � First F�I�ng currently occupied by Crossroads of Vail Condominiums and the existing commercial development. The site has a total area of 2.643 acres ( I I 5, I 29.08 sc�. ft.). The commercial properties and residential properties are currently owned by the � applicant (some of the residential properties are under contract for purchase). � Existing Conditions of Site: The Crossroads property is located in the Vail Village First Filing in Vail, Colorado. The � ,�, sub�ect property is designated by the Town of Vail Land Use Plan as being sub�ect to the Vaii Village Master Plan. The Vail Viliage Master Plan identifies the site as � appropriate for mixed-use and medium/high density residential. The zoning of the property is Commercial Service Center. � The sub�ect property is currently developed with: � • Retail and Restaurant 43,650 sq. ft. • Theater 6,300 sc�. ft. • Office I 3,500 sc�. ft. � • Storage 7>000 sq. ft. • Condominiums 22 units 1 • Surface Parking I 06 spaces • Structured Parking 92 spaces � The sub�ect property is ad�acent to three existing roadways; South Frontage Road to the north, Village Center Road to the east, and East Meadow Drive to the south. The site is not located ad�acent to any water bodies, live creeks, and streams. � The existin im rovements are over 30 ears old and in a 5tate of h sical decline. � 9 p Y p Y � Crossroads Redevelopment Page I � Mauriello Planning Group, LLC � � � �� , . - . g .,; �a ��'��,�� > ,3: ,� � � , � �` �;,. k'' • �� .;� '��.�� , „ _ .�° �. „ �� _ ��"''.�� ,,+R�'.. _ � � , r�" �� " }fi .� � � � �t �� F ..,, '�;:� �� r. � � .� �^ f ��. � � �� :.� ��.ti �r i_ . > � � °�° �� '` .�� :,.��,�''�"` � � A 1� �� „ �� ,� �� ,: . � � '�„ � � . �, ' a''s�"«�. ''�w ` + '� �� ;�-� "- ` : .,� �} • �;. � m» � r�, � �.��'� :� � �� °�� . ,. � � . �� -�_, ,�,� 3» A;'� +�`�.°. �.. �. � � �a.. # � «��"-.'h �` � y �*. � �" � , � �' �.�y -., � �';. : � �� t� � .•w° �� ' r ,�� : r�. � t�t .r'Ww �. . ,y�'; � x $, � �:�� a.:^+a °x'". ss� � �� a.� .' : < , �.. Y ,E's 13t � ��s'�#.r �'F! �4��ir . �' . ! t. �� A! �'4��. � y.. ¢� '� �'' ,�.n,* ..F g.,.P 3'v �,r �*=y1,# �€,,.�2+'r � �.,,c.d' � . . . �.' j .. �. � ' �_ ' ' �' #� �\'�"mr` �"� , .. �¢,��,,; °� . ��' � ,�'.`(� � � ~� »� � Y.L.. � !: y� � �Jry . {''`ti ' �" • ^ �£� �� `�',, k� �y+ � � � �'' � � � � � ; � ,. w . °�` ° ` „ .P _h . � , �� 4p. � � f" + ' � � '� � _ � .�. a+„j �• ,. & - �' < c - z „ . , � .. . . ,. .� ., `_. <,. ,.s .:� -° �.; � .... • � � :�.. i: .,„ 1 . . ...._. ..... �a ,... . .., . .... � Aerial View of Site � � Overview of Pro�ect: The proposed redevelopment of the Crossroads site includes the demolition of all of the � existing improvements and replacement with the following (approximates): • 334 below grade structured parking spaces � • 3-Screen theater ( I I ,625 sc�. ft.) • I O-lane bowling alley/sports bar/arcade ( I 4,396 sc�. ft.) 1 • 46,692 sc�. ft. of retail and restaurant uses • Public plaza of �/2-acre containing an ice rink/summer water feature • 70 resident�al dweliing units � Refer to application materials and plans for a complete analysis and c�uantitative summary of the proposed pro�ect. � The pro�ect is proposed to begin construction in the spring of 2007 and be completed in a 2-year timeframe. � � � Crossroads Redevelopment Page 2 � Mauriello Planning Group, LLC , � hydrologic and Biotic Conditions: � � Due to the developed condition of the s�te, there are no wetiands or w�ldl�fe on the site. There are several existing Aspen, Evergreen, and Cottonwood trees on the property. � Atmospheric, Noise, and Odor Conditions: � m ri i n r n i i n f r the r e e el ment on the site The at osphe c, no se, a d odo co d t o s o p o�os d d v o� � are analyzed in detail in the Air, Noise, and Odor Impact Assessment, prepared by Greystone Environmental Consultants, Inc. included in the appendix of this report. This report concludes that the proposed development of the sub�ect property will have I�ttle � long-term and short-term impacts on the atmospheric, noise, and odor conditions of the site and surrounding area. The re�ort also states that the proposed building will provide a highway noise buffer to village area. ' Geologic Conditions: � There are no eolo ic hazards or conditions ma ed b the Town that affect the sub ect 9 9 pp Y J property. The Crossroads site and this area of the Town of Vail is not mapped by the � � United States Department of Agriculture Soil Conservation District. � Soil and Vegetation Characteristics: � The entire site, except for some small pockets of landscaping are either covered w�th buildin95 or pavement. A subsoil study was performed by hP Geotech on November I O, 2003. The study and results are contained in the appendix of this report. The report � finds the site suitable for development. The vegetation �ocated on the sub�ect property is shown on the topogra�hic survey � submitted with the appl�cations. There are limited areas containing vegetation. The vegetat�on that ex�sts on the s�te was i�kely planted by the prev�ous developer 20+ � years ago. Vegetat�on is generally limited to Aspen, Evergreen, and Cottonwood trees and areas of grass. ' Visual Conditions: � The Town of Vail does not regulate views in this area of the Town. Therefore, potential impacts to private views on surrounding land are not a criterion that the Town uses to � evaluate a development proposal in this area. �r. � Crossroads Redevelopment Page 3 � Maunelio Planning Group, LLC � i � The proposed structures to be developed on the sub�ect property have been designed � w�th h�gh c�ual�ty materials and design to reflect the mountain character of the area. Setbacks are provided around the property to reduce the impacts of building on ad�acent properties. The redevelopment of this property will �mprove the visual � cond�t�on of the site and the area. The proposed building will be visible from public streets and ad�acent properties. � Land Use Conditions: � The proposed land use conditions of the �roperty are indicated on the proposed development plan. The proposed land uses are included �n the overv�ew of the pro�ect � section of this report. � Grculation and Transportation Conditions: The circulation and transportation conditions for the proposed development on the site � are analyzed in detail in the Traffic Report, pre�ared by Fox tliggins Transportation Group �ncluded in the appendix of this report. This report concludes that the proposed traffic generated by the development of the sub�ect property can be accommodated � � within the existing roadway system without appreciably increasing the level of service of the surrounding roadways. Refer to the report provided for a full detail of traffic counts � and level of service considerations. � Population Characteristics: The site is currently developed with 22 dwelling units of various configurations. If it is � assumed that the existing dwell�ng units are occupied as a full-t�me residence, 22 dwelling units would produce a population of 52.8 persons (according to the Town overview provided on its web page which predicts household size at a 2.4 persons). � The proposed develo�ment is expected to have a�proximately 70 dwelling units and �f �t is assumed these are occupied on a full-time basis, a population of I 68 persons can be ' expected. The I�kelihood of a full-t�me population �s very low given resort context and location of the s�te. ' Economic Impacts: � The Town of Vail revenue and economic impacts of the proposed redevelopment are included in the report provided in the index. � ' Crossroads Redevelopment Page 4 ' Mauriello Planning Group, LLC � iAlternatwe Development Scenarios: � � A variety of develo�ment scenarios were studied for this site. Many of the development scenarios were not pursued due to the lack of community benef�t or economic feasibility. The proposed alternative leverages dollars from the residentiai development on this site ' to make the necessary economic (theaters, retail, and recreation uses) and physical amenities (public plaza with ice rink and streetscape improvements) to the Town poss�ble. � Analysis of Impacts: The analysis of impacts of the proposed development �s included in the reports found �n � the appendix of th�s report. It should be noted that there may be slight variations in the program numbers used by consultants included in this report. These variations are minimal and do not affect the overall conclusions of this re�ort. It is the conclusion of ' this report and the attachments that: I . The impacts to the environment and ad�acent uses from the proposed � development will be minimal with no adverse �mpacts proposed; 2. The proposed amen�ties offset any �mpacts to the commun�ty w�th regard to � ,� buildin9 height and mas5; � 3. Alternative development scenarios have been cons�dered and evaluated and impacts from the proposed development plan are no greater than those on alternat�ve development scenar�os; � 4. Short-term impacts to the area are related to construction activities will be present. These im�acts can be minimized by adhering to Town of Vail � regulations and employing best management practices during the construction of this pro�ect. Long-term �mpacts of the proposed development due to the increase in vehicle trips will be minimal and within state and local standards; � 5. There will be no irreversible environmental chan es from im lementation of the 9 p ' proposed development plan; and 6. The proposed development program will have economic growth inducing � impacts. The new development will improve the revenues to the Town in terms of sales tax and property tax and will attract additional visitors to the Vail Village which will help to invigorate the economy of the Town. � � � Crossroads Redevelopment Page 5 � Mauriello Planning Group, LLC � � Ap�endix � � Revenue Analysis Air, Noise, and Odor Impact Assessment � Traffic Re ort p , Drainage Report � Soils and Foundation investigation � , � � � � � � � � � � � , Crossroads Redevelopment Page 6 � Mauriello Planning Group, LLC ' � � The followin includes projections and comparisons to what existed or what was 1 g generated from the development site in 2003 and 2004. � Property Tax Revenue from Residential and Commercial Development The current development is made up of 22 individually owned condominiums with a total 1 square footage of approximately 27,091 and assessed value of 913,240. Property tax revenue currently paid to the Town of Vail, using the base assessment rate of 4.69 mills is $4,283. The assessment rate used for residential property is 7.69% of actual value. The � proposed development will be made up of 70 condominiums with a total square footage of 198,767. Using an average sales price of$769 - $1,000 a square foot the proposed condos would generate in the range of$55,100 - $71,700 in Town of Vail property tax � revenue. The commercial portion of crossroads is currently 65,092 square feet and generates ' $24,085 in property tax for Vail. Commercial space is assessed by Eagle County based upon the value of the lease with the tenant. The new development will include 72,088 � square feet of commercial space. The estimated property tax revenue for Vail from this space is estimated to be between $20,900 and $38,600, which is based upon a mixed use lease rate of $10 per sq. ft. for underground space and between $30 and $60 per sq. Ft. for above ground space. Th� average rate per square foot assessed by Eagle County in � ,,r, 2004 for all Crossroads properties was $29 per square foot. ' Sales Tax Revenue from Retail, Food and Beverage, and Lodging The current retail establishments in crossroads generate approximately $111,000 in sales tax revenue for the Town of Vail. Total existing retail square footage is approximately � 25,814 square feet including 6,240 for the market. The balance of the retail square footage is made up of 3,712 vacant space, 11,702 is leased to galleries and the balance, � 4,160 to other types of shops. The present retail establishments in crossroads is generating on average $4.14 per square foot in sales tax for the Town. Galleries of the type in crossroads generally do not generate much sales tax for the Town of Vail since � most of the art sold is shipped out of Town, thus avoiding application of the local sales tax. � The proposed development would include approximately 19 retail stores totaling 39,251 square feet and a 3,275 square foot convenience grocery market. Based upon a survey (using sales tax data from the Town of Vail) of what Vail Village retail stores currently � generate in sales tax per sq. ft., we estimated that stores in the new development could generate between $13� and$20 in sales tax per sq. ft. There must be a good mix of retail stores to generate the estimated sales tax. The estimated sales tax from the 21 retail � � � Crossroads is currently generating$13 per sq. ft. in sales tax from retail stores excluding the present � galleries. � , � stores, the market and concession sales at the theaters are between $514,200 and �, $789,000. � The restaurant and bar/night clubs in crossroads make up 12,549 sq. ft. in the present � development and generate $40,000 in sales tax. There are 188 seats in the two crossroads restaurants. The new development would include 3 restaurants with a total of 300 seats, a bar and restaurant associated with the arcade with 136 seats and a bar serving the 1 nightclub and bowling alley with 110 seats. The estimated annual sales tax revenue from restaurants and bars in the new development is estimated to be between $90,000 - $120,000 or $300 - $400 per seatz. The $300 - $400 per seat in sales tax revenue is � based upon a survey of what similar restaurants and bars with a liquor license are currently generating in Vail Village. � The 22 condominiums that exist today are owned individually. If a condo owner in the past rented out their unit it was not part of a formal on-site rental program. The owners of the proposed 70 condominiums will have an opportunity to rent out their units on a � short-term basis. A front desk will be provided to accommodate this function. Therefore, we estimate that there will be sales tax generated for the Town from the rental of the condominiums. The assumptions used to estimate sales tax generated has been � adapted over time from the Lionshead Redevelopment Plan done in 2000. The assumptions are as follows: average daily rental rate of$800, occupancy rate of between 15% and 25% (generates between 4,380 and 6,388 room nights), and a 7.4% sales tax on � ;� lodging revenue. Based on these assumptions this generates sales tax from lodging ranging from $226,900—378,000. ' The guests staying in the 70 condos will generate sales tax from retail purchases and restaurant and bar use. The assumptions used to estimate the amount of sales tax generated from the condos include: average spending per person a day, $100 -$140 � (excluding lodging), 4 people per room at a 30% occupancy (generates 30,660 visitor nights), a 4.5% sales tax rate, 20% of non-lodging expenses are spent out of the Town of � Vail. Based upon the above assumptions annual sales tax generated from guests in the condos generates between $110,376 and 154,526 using $100 and $140 per day spending, respectively. To account for possible duplication m our estimates this number has been � cut in half since these revenues may be counted twice, in the estimate of what specific retail and restaurants may generate and in what the guests staying in the condos may generate from retail and restaurant spending. ' The guest-spending rate of$100 a day on all but lodging is made up of$125 in winter and $70 in summer. Approximately, 70% of the Towns sales tax is generated in the ' winter, months of November through April. The winter rate includes the value of a lift ticket, which the Town gets 4% on all sales of lift tickets used on Vail mountain. The Vail Valley Tourism and convention bureau estimates that the average guest spends $171 � in winter and $92 in summer per day on non-lodging expenses, this averages out to be $147 per day. RRC Associates estimates that $127 in winter and $66 in summer is spent � '`The Town of Vail Sales tax department calculates what restaurants and bars yield in sales tax per seat. � � , ` per day,per person, averaging $100 a day. RRC's winter estimate is made up of$41 � spent on retail, $26 on food &beverage, and $60 for a lift ticket. � Other Commercial Amenities � The proposed development includes a new theatre complex with 4 screens with 640 seats and a bowling alley and arcade. This projection does not try to project the financial opportunities these amenities may bring to the Town. These amenities should help to 1 support the other commercial activities, and build synergy within the area. Real Estate Transfer Tax & Other Revenues � The other revenues that will be enerated from the redevelo ment of cross roads include g P Real Estate Transfer Tax and building revenues. The amount of one time transfer tax � generated from the sale of the condominiums ranges from $1,811,000 to $2,355,000. There will be ongoing transfer tax revenue when units are sold. ' � , � � � � � r � � � � � ' Q , � � � o � � � � � � M � N O � oN0 � , � > V � 6� � O O N c'� M � (n t� � r- 00 O 00 ti C7 l!7 C � CO r- 00 I� 00 t� � �- � (0 � CO M N N � � � � U � � a a� r� oti o0000 � > � o � � 000r- c� � +_� 00 f� tn M O 6) N � 6� � p� (6 � � l!7 � CD � O N � I� f� (0 L U c �n O X U ' � 0 0 0 0 0 0 0 0 0 � � O � O O O O N N � � N V�i > � 00 O � O CO f� � � � O ' t� M � 0�0 � M � M � � � Q" � - � O � � r- N � � > � Q "a _ � � O � O O O O O O O O O � � ..�.. � � � � O N O � N �M �M 0 cn � � O CO '� O CD � (O N L O � � N I� � O) N t!') OO CO U Q � tn N oO � , O C � � O U � � ch �n o0 o ao ao cO � � N O M a0 � 0�0 N � 7 � � a0 O � O � � � � N N � M � � � i � � � � �, U ' � � � � � � N �, N cxa � Q H, � � ~ � � o ~ � Q � E � Irr � ,cn o m o � > d � Cn N � � � m � '�'' � �a o � o � � � � �� w � � a�i � �o � �otS cya � � � E H � in �� F�- � O � LL � � U � � � � E- x � � � � o Q � o � � � � � N � � � i ' ' � ' � , � i�► • N V�' O � O CO CO o0 � Li � f� � 00 O� � M O . M � O� I� � �— N � � � N � Q � � N � (0 � O � � � � � � � � N .� O CD � � � � � � � � c— (O � M Z L L L � r '3 '3 3 � M M � � � O 6� � O �A o0 � N � � N � � O N ti O N � � � � CO t() � � CO N N t� � � � � C N � � i � � � .-, � U ca � �� a� � � � � � � � � � N � lO � N � � � L Q� Z � � , � O N N � LL � �- N O �- ■" N � > � c � Q (n °� c � a � � � m L � � � � Q C�6 -p c � 2 � � � � � � .n 'cv � O •� o � �� —�j � a�i � � � c a� }, Q � ca U) � c� L fn w o0 4 � � _ � � � rn � o a� °c_' aa� � +.i' Q � �� N � Z � � � m •3 �� U U � c� � om � m � u� m � Q � , ' �„ REPORT , ' ' � AIR, NOISE, AND ODOR IMPACT ASSESSMENT VAIL CROSSROADS REDEVELOPMENT PROJECT VAIL, COLORADO I FOR THE ENVIRONMENTAL IMPACT REPORT � ,� Pre ared or: P .f � Mauriello Planning Group,LLC PO Box 1127 Avon, Colorado 81620 ' , Prepared by: , Greystone Environmental Consultants 5231 South Quebec Street Greenwood Village, Colorado 80111 , ' November 2005 � � , � ' I TABLE OF CONTENTS � ' Summary of Report.......................................................................................................................................ii 1.0 Introduction...................................................................................................................................1-1 2.0 Analysis of Air Quality.................................................................................................................2-1 ' 2.1 Existing Air Quality and Atmospheric Conditions..........................................................2-1 2.2 Air Quality Regulations...................................................................................................2-2 2.2.1. Colorado Air Emission Source Regulations.......................................................2-2 , 2.2.2. Colorado Air Quality Regulations for Demolition Activities.............................2-2 2.3 Town of Vail Air Emission Source Regulations..............................................................2-3 2.4 Potential Impacts to Air Quality from Demolition..........................................................2-3 � 2.4.1. Emissions of Fugitive Dust.................................................................................2-3 2.4.2. Asbestos-Containing Material............................................................................2-3 2.4.3. Lead-Based Paint................................................................................................2-3 ' 2.5 Construction Phase Impacts.............................................................................................2-4 2.5.1. Earth-Moving and Material Handling Activities................................................2-4 2.5.2. Unpaved Travel Surfaces....................................................................................2-5 � 2.5.3. Paved Travel Surfaces........................................................................................2-5 2.5.4. Tailpipe Emissions from Diesel-Fueled Earth-Moving Equipment...................2-5 2.5.5. Summary of Impacts During Construction Phase..............................................2-5 2.6 Operation Phase Impacts..................................................................................................2-6 � 3.0 Noise.............................................................................................................................................3-1 3.1 Existing Noise Background.............................................................................................3-1 3.2 Noise Regulations in the Town of Vai1............................................................................3-1 3.3 Noise Impacts During Construction Phase......................................................................3-2 �r 3.4 Noise Impacts from Operation Phase ..............................................................................3-3 3.5 Noise Mitigation from Operation Phase..........................................................................3-3 � 4.0 Odor..............................................................................................................................................4-1 4.1 Colorado Odor Regulations.............................................................................................4-1 4.2 Vail Odor Regulations.....................................................................................................4-1 � 4.3 Odor Impacts During Construction Phase .......................................................................4-1 4.4 Operation Phase Impacts..................................................................................................4-1 5.0 References.....................................................................................................................................5-1 � TABLES ' Table 1 Typical Construction Noise Levels..................................................................................3-2 Table 2 Predicted Noise Near Construction Activities.................................................................3-2 Table 3 Typical Automobile Noise Levels...................................................................................3-3 ' � ' i 1 � 1739-Vail-Gossroads-EIR_(1 L21.05) 1 ' I SUMMARY OF REPORT �. � This report describes an evaluation of impacts to air, odor, and noise for Vail Crossroads shopping center redevelopment project. The report was developed to describe local atmospheric conditions, including existing air, noise and odor, applicable local and state regulations, potential construction and operation � impacts, and mitigation measures. Short-term impacts to air quality may occur during the construction phase of the project. These impacts ' would result in temporary increases in levels of airborne particulates and tailpipe emissions. Impacts are predicted to be small and can be successfully mitigated. Impacts to air quality from the operation phases are expected to be insignificant. � Short-term impacts to noise will occur during the construction phase of the project. Operation of heavy equipment will result in noise levels typical of construction. However, the anticipated noise is predicted to � be within the limits set by the Town of Vail. Noise will also occur from increased vehicle traffic associated with the operation phase of the project; however, impacts are not expected to be significant relative to existing ambient noise levels. , Odor impacts are expected to be limited to the construction phase of the project. Temporary odors may result from diesel exhaust and short-term construction. Odor impacts would also be related to meteorological conditions that would affect dispersal of the exhaust. ' ' • � � , ' 1 ' ' • , � 1739-Vail-Crossroads-EIR_(11.21.05) 11 Vail Crossroads Environmental Report ' I 1.0 INTRODUCTION � � This report is intended to be an element of an Environmental Impact Report developed pursuant to Title 12 of the Vail Town Code,Zoning Regulations, Chapter 12, Environmental Impact Reports (EIR). � The elements required of the EIR covered by this report include: • Local atmospheric conditions, such as air shed characteristics � • Potential air emissions • Any potential changes in or impacts to air quality • Other environmental conditions such as noise and odor , • Any potential changes in or impacts to noise or odor The impacts to air, noise, and odar that are associated with the redevelopment of Vail Crossroads are , assessed in this report. A summary of the project is provided below. The Vail Crossroads redevelopment project is the complete removal of the existing development and the construction of new residential, office, and retail space and a subsurface parking area. Existing , development includes commercial office and retail space and residential dwelling units currently housed in two multi-story buildings. The western building includes a full basement level and the eastern building includes two below-grade parking levels.Asphalt surrounds the buildings. � � The existing uses include an above ground parking structure containing 80 parking spaces; large surface parking lots containing another 118 parking spaces; office, retail, and restaurant space encompassing � 71,000 square feet; 22 dwelling units encompassing 35,000 square feet; and a two-screen movie theater. � The proposed use includes the construction of a building and site that will be approximately six stories ' high along the South Frontage Road and an additional two-stories coming out of the grade on the retail frontage of the building. The proposed use includes a subsurface parking area with parking to serve the proposed uses and a parking club; 70 dwelling units; approximately 75,000 sq. ft. of retail, restaurant, and � entertainment uses, including a 3-screen movie theater; and outdoor public plaza which include an ice rink in the winter and water feature in the summer; and other streetscape improvements. The total surface disturbance of the project is approximately 2.6 acres. Refer to the development plans for a more detailed breakdown of uses and improvements. � The property is bounded by East Meadow Drive to the south, Village Center Road to the east, Frontage Road to the north and by the Village Inn Plaza Condominiums to the west. The Interstate 70 (I-70) ' corridor is approximately 200 feet north of the project. ' , ' . , � Vail Crossroads 1739-Vail-Crossroads-EIR_(11.21.05) 1-1 Environmental Report , I 2.0 ANALYSIS OF AIR QUALITY �r► � This section of this report discusses existing air quality for the project area, regulations for the control of air pollutant emissions, and potential air quality impacts from the construction and operation of the project. � 2.1 EXISTING AIR QUALITY AND ATMOSPHERIC CONDITIONS � Air quality concerns in the Western Slope Air Quality Region of Colorado are primarily associated with elevated ambient air concentrations of particulate matter with an aerodynamic diameter less than 10 micrometers (PM,o) during the winter months. These elevated levels of PM�o are related to seasonal � sources such as wood stoves, fireplaces and road sanding. They are also related to atmospheric inversions where dense, cold air within mountain valleys becomes trapped below a warmer layer of air. Little or no air moves during inversions and pollutants within the trapped air cannot disperse out of the valley. � Inversions typically occur during the winter and usually do not last for more than a week. Inversions can also occur during the early morning hours at other times of the year, but usually break up shortly after sunrise. ' When inversions are not present, wind patterns in the Vail valley would be primarily down-valley and up- valley and would follow the predominant geographical features. Down-valley winds would typically � occur during the morning, and up-valley winds would typically occur in the afternoon. Controlled and uncontrolled burns that take place during seasons other than winter can also affect ambient concentrations of PMio, as well as other regulated air pollutants. � � The state regulatory standards or thresholds for concentrations of PM�o in ambient air are: , • 150 micrograms per cubic meter(Ng/m3) for 24-hour averages, and • 50 Ng/m3 for annual averages. � All Colorado communities are currently in attainment of all National Ambient Air Quality Standards (CDPHE 2004). Attainment means that the area is in compliance with the federal Clean Air Act. Standards for air quality are stricter in nonattainment areas than in attainment areas. � Monitoring data for Vail were reviewed. The U.S. Environmental Protection Agency (EPA) reports that ambient concentrations of PMio have been monitored in Vail since 1993 at 846 Forest Road (EPA 2004). ' Over this period, monitoring has shown that EPA standards have not been exceeded and has shown a decreasing trend in both 24-hour maximum and annual average concentrations. Records for monitoring of other criteria pollutants - nitrogen oxides (NOx), sulfur dioxide (SOz), carbon monoxide (CO), ozone, and lead-were not found for Eagle County. � In addition to emissions of PMio, combustion sources such as vehicles, gas heaters, and wood stoves can also produce emissions of other regulated pollutants such as NOx, CO, SOZ, and volatile organic � compounds (VOCs). In general, air quality issues that are associated with these pollutants are limited to heavily populated and industrial areas where numerous emission sources can generate high ambient concentrations. , • ' Vail Crossroads ' 1739-Vail-Crossroads-EIR_(11.21.05) 2-1 Environmental Report ' 2.0 Anahsis ofAir Qua7ity ' Air quality near the proposed site would also be affected by the proximity of Interstate-70 (I-70), which is � near the proposed Vail Crossroads redevelopment project in Vail. Commercial and non-commercial vehicle traffic on I-70 may contribute both fugitive dust (PMi�) and tailpipe emissions (NOx, CO, SOZ, � and VOCs)to the local ambient air. i�. �- 2.2 AIR QUALITY REGULATIONS � Colorado air quality regulations cover most activities that generate emissions of air pollutants. These ' regulations are enforced by the Colorado Department of Public Health and Environment's (CDPHE) Air Pollution Control Division. 2.2.1. Colorado Air Emission Source Regulations � Some lar e construction, ro�ects are re uired to file an Air Pollution Emission Notice (APEN) for g P J 9 construction sources that would generate fugitive dust (Colorado Air Qualiry Control Commission, � Regulation Number 3, Part A.II). Activities that would be exempt from this rule include "disturbance of surface areas for the purposes of land development, which do not exceed 25 contiguous acres and which do not exceed six months in duration." Vail Crossroads redevelopment project is not exempt from this ' rule because of the anticipated length of construction. The construction phase for this project is anticipated to be longer than 6 months. An APEN must therefore be filed with CDPHE. The APEN must include a dust control plan that addresses how dust will be kept to a minimum at the construction site. � The developer must prevent visible emission, off-property transport, and off-vehicle transport of particulate matter for the sites' activities, haul roads, and haul trucks. � 2.2.2. Colorado Air Quality Regulations for Demolition Activities ... General impacts to air quality from demolition are regulated under Colorado Air Quality Control ' Commission Regulations 1, 3, 8, and 19. CDPHE enforces these regulations. • Regulation 1.III.D.2.h regulates emissions of fugitive dust from demolition. , • Regulation 3.II, which covers the criteria for filing APENs, may require an APEN to be filed for demolition that involves .asbestos. Whether an APEN is required, CDPHE will require . compliance for demolition that involves asbestos under Regulation 8, Part B. Regulation 8, Part ' B specifies the procedures and notifications required for asbestos abatement and removal. This rule will affect demolition of any structure that contains asbestos. ' • Regulation 8, Part C regulates emissions of lead. Although this regulation does not address demolition specifically, it is applicable to any source that has the potential for emissions of lead. � • Regulation 19 regulates abatement of lead-based paint. This regulation would apply if the structures are occupied by children or are target housing (in general, target housing means it was constructed befare 1978 other than a zero-bedroom dwelling or any housing for the elderly or a ' person with a disability). If the structures that are proposed for demolition do not meet these criteria, then this regulation would not be applicable. If the structures meet these criteria, then abatement, under controlled conditions to reach certain clearance levels for lead in soil, may be ' required. � s Vail Crossroads ' 1739-Vail-Crossroads-EIR_(11.21.05) 2-2 Environmental Report , 1.0 Analrsis of Air QualiN I 2.3 TOWN OF VAIL AIR EMISSION SOURCE REGULATIONS �.. � Title 5, Chapter 3, Air Pollution Control, of the Vail Town Code regulates air quality in Vail. In general, these rules regulate the use of solid fuel burning devices, gas appliances, and gas log fireplaces in dwelling units, accommodation units, restricted dwelling units, and common areas. Devices that burn � solid fuel are required to be certified in addition to other specific requirements listed in these rules. 2.4 POTENTIAL IMPACTS TO AIR QUALITY FROM DEMOLITION � Potential impacts to air quality from demolition will depend on the type of materials contained in the structures and on the demolition operating procedures. Older buildings may contain asbestos and lead- � based paints. Operating procedures that would minimize the generation of fugitive dust would be � recommended during demolition. �q 2.4.1. Emissions of Fugitive Dust � It is recommended that the Control Measures and Operating Procedures under Regulation 1.III.D.2.h be implemented, wherever feasible and economically reasonable, to minimize generation of fugitive dust ' during demolition. The measures and procedures cited in this regulation include: • Wetting down, including pre-watering of the work surface, � • Removal of dirt and mud deposited on improved streets and roads, and • Wetting down, washing, or covering haulage equipment when necessary to minimize emissions of fugitive dust during loading and transit. � �,► Fugitive dust from some demolition may be difficult to control. The general strategy for demolition should consider minimizing generation of fugitive dust. t2.4.2. Asbestos-Containing Material � Existing structures scheduled for demolition were constructed in 1970. Structures built before 1979 have the potential to contain asbestos-containing materials (ACM). Because of the age of the structures, there is potential that they were constructed using ACM. � If asbestos is found in the structures, CDPHE will require an inspection followed by abatement befare demolition can begin. Asbestos is not considered a hazardous waste and is handled as a solid waste, but ' must be disposed of at landfills that accept asbestos. After asbestos has been properly abated, it is not considered an issue for impacts to ambient air. However, in addition to precautions before demolition, special precautions must also be taken during � demolition. w 2.4.3. Lead-Based Paint � Structures built before 1978 have the potential to contain lead-based paint. Because of the age of the structures, there is potential that they were constructed using lead-based paint. If the structures scheduled ' for demolition contain lead-based paint, it is expected that demolition would generate insignificant emissions of lead because the lead would predominantly remain in the refuse material, where it would be � retained on the painted surfaces or in large flakes of paint that would not disperse into the air. Abrasive � Vail Crossroads ' 1739-Vail-Crossroads-EIR_(11.21.05) 2-3 Environmental Report � 2.0 AnalysisofArrQuali�y� � activities, such as sanding or sawing of materials coated with lead-based paint, may have the potential to � result in small amounts of emissions of lead. � In general, emissions of lead that result from demolition of structures that contain lead-based paint may not be specifically regulated; however, precautions are recommended for these activities. It is recommended, if feasible, that the Control Measures and Operating Procedures under Regulation � 1.III.D.2.h be implemented. In addition, appropriate health and safety measures must be taken during demolition to protect worker � exposure to any potential hazardous air pollutant emissions. 2.5 CONSTRUCTION PHASE IMPACTS � During the construction phase of Vail Crossroads redevelopment, sources of air ollution will include P fugitive dust from earth-moving and material handling, vehicle traffic on paved and unpaved surfaces, � and tailpipe emissions from diesel-powered earthmoving equipment. Impacts from these sources will be limited to the construction period and are not expected to affect the overall air quality of the area. Emissions of dust will vary day to day, depending on the level of activity, the specific activity, and ' meteorological conditions. Emissions will not be continuous and will have a definable beginning and end. In addition, because of the small area of the site where construction will occur and because these impacts can be minimized by applying control measures, it is expected that any impacts will be minimal and � should not exceed Colorado's ambient air quality standards. �tir 2.5.1. Earth-Moving and Material Handling Activities � � ,,�,, Fugitive dust will be generated from rough grading, excavation, cut-and-fill operations, and material storage and handling. These emissions can result from both the transfer of materials and from wind � erosion. Material that would typically be susceptible to wind erosion would be dry or freshly disturbed surfaces. � Subsoil and foundations were investigated for the Vail Crossroads project. A summary of subsurface conditions is presented here to characterize soil and existing fill. The investigation of the subsoil and foundations for the proposed commercial and residential development of Crossroads (HP Geotech, 2003) characterizes the existing fill as typically loose to medium dense and consisting of a mixture of clay, sand � and gravel with cobbles and boulders. Below the fill, the subsoil consist of dense, slightly clayey to clayey, sandy gravel with cobbles and boulder to the varying depths explored in the borings. Thick sandy clay lense was encountered at one boring. Drilling was difficult in the dense gravel and fill with auger � equipment due to the presence of cobbles and boulders. Practical drilling refusal was encountered in several borings. Medium dense, silty to very silty sand was found below the gravel in one boring. It will likely be necessary to control wind-blown dust by wet suppression for the type of loose particle �; sand, silt and sandy clay described here. The investigation did not report the potential for radon gas, however in the subsurface strata of mountain terrain radon is likely, but low. Radon is therefore not ' considered a concern. Fugitive dust from material handling and excavations can be managed to comply with local regulations. , Emissions of fugitive dust from the type of construction described here are commonly controlled by wet suppression, wind speed reduction via wind barriers, covering storage piles and slopes, compaction of soil, and by minimizing the disturbance of storage piles. � � Vail Crossroads � 1739-Vail-Crossroads-EIR_(11.21.05) 2-4 Environmental Report � 2.0 Anulvsis ofAir Quality I � 2.5.2. Unpaved Travel Surfaces �. � Emissions of fugitive dust are also generated when a vehicle travels across an unpaved surface. The force of the wheels on the road surface pulverizes surface materials, and particles are lifted and dropped from the rolling wheels. Mechanical turbulence created by the vehicles is also a factor in generating fugitive � dust plumes. The quantity of emissions is a factor of both surface silt and water content and vehicle weight. Emissions of fugitive dust from unpaved road surfaces are also caused by wind erosion. � The heavily traveled unpaved surfaces such as on-site access roads, parking lots, and laydown areas can be watered as necessary to minimize dust generation during the construction phase. A schedule of surface treatment such as regular watering will reduce fugitive dust by as much as 50 percent. Surface improvements, such as paving or adding gravel or slag to an unpaved road will decrease dust emissions. � Limiting vehicle speed, weight, and the number of vehicles on the road will also control emissions from unpaved roads. Rain and snowfall can also act as natural mitigation measures. ' 2.5.3. Paved Travel Surfaces Emissions of dust from paved roads occur when vehicles travel over loose material that has been � deposited on the paved surface and then is re-entrained. Traffic passing from unpaved surfaces to paved roadways can create both mud and dirt deposits on the paved surface (referred to as "track out"), generating additional emissions of road dust. Again, the quantity of emissions is a factor of surface � material, silt and water content,and vehicle weight. Control measures for paved surfaces are typically both preventative and mitigative. Preventative control � measures prevent material from being deposited onto the surface. These measures include minimizing ;,�, "track out" by periodic washing of the unpaved or paved surfaces of intersections, gravelling road entryways, washing vehicle wheels, and covering truckloads. Mitigative measures attempt to remove ' material that has been deposited on road surfaces, such as using street sweepers to periodically clean paved surfaces or water flushing. Other control measures can include limiting vehicle speed and weight and the number of vehicles on the road. Because of the limited scope of roads at construction sites, � mitigative measures can be used successfully. " 2.5.4. Tailpipe Emissions from Diesel-Fueled Earth-Moving � Equipment � Tailpipe emissions from diesel-fueled earthmoving equipment may result in a temporary increase of ' concentrations of PMio and other pollutants in ambient air. Diesel exhaust from heavy equipment may accumulate in the area during inversions and contribute a short-term local impact to air quality. High e�chaust velocities and temperatures will augment dispersal of pollutants in tailpipe emissions; thus, ground-level concentrations of these pollutants near the proposed development site will be minimal. � 2.5.5. Summa of Im acts Durin Construction Phase rY P 9 � In summary, emissions of fugitive dust will be generated from earth moving and material handling, vehicle traffic on paved and unpaved surfaces. Tailpipe emissions will be generated from diesel-fueled construction equipment. Dust emissions can be mitigated by wet suppression, soil compaction, ' minimizing disturbance of storage piles, adding gravel to or paving unpaved surfaces, limiting vehicle speed,weight, and the number of vehicles on the road,minimizing "track out," and street sweepers. � � Vail Crossroads ' 1739-Vail-Crossroads-EIR_(I 1.21.05) 2-5 Environmental Report , 2.0 AnalysisofArrQualilv � Fugitive dust and tailpipe emissions will be limited to the construction period. It is expected that impacts � from fugitive dust and tailpipe emission will be minimal because construction areas are small and control � measures can be applied. � 2.6 OPERATION PHASE IMPACTS � � Operation of Vail Crossroad redevelopment project may have a small impact on local air quality because of the anticipated small increase in vehicular traffic, boilers, emergency generators, and cooling and ' cooking exhaust associated with the project. A small increase in the local population is expected along with a small rise in vehicle traffic in the area. This additional vehicle traffic may result in slight increases in fugitive dust and tailpipe emissions. rRoads will be paved to mitigate fugitive dust emissions from vehicle traffic. Paved roads can also be cleaned periodically to reduce the accumulation of surface material that would generate fugitive dust. ' Tailpipe emissions from the additional vehicles may also result in slight increases of PM,o as well as of other pollutants, but the additional impact on local air quality is expected to be minimal relative to � contributions from vehicle traffic on I-70 and general vehicle traffic in the Town of Vail. No wood-burning devices will be associated with the project. � It is anticipated that small boilers and emergency generators will be associated with the project. Depending on the size and operating schedules of this equipment, it may be necessary to file one or more � APENs with the State of Colorado. Boilers with a capacity of 5 million British thermal units Btu per hour will require an APEN. Emergency generators with a horsepower (hp) rating greater than 260 or that � operate more than 250 hours per year or with a horsepower rating of more than 180 and that operate more than 100 hours per year also require an APEN. All combustion flue gases would be vented through 1 devices that meet standard practice for air pollution control. Overall, this equipment should not significantly alter the local air quality. � Cooking exhaust will be properly vented in accordance with industry standards. Exposed soil areas will be revegetated as construction progresses, mitigating emissions of fugitive dust � during operation. � , ' , • , Vail Crossroads 1 1739-Vail-Crossroads-EIR_(11.21.05) 2-6 Environmental Report � � 3.0 NOISE � � This section of this report discusses existing background noise for the project area, regulations for the control of noise, and potential noise impacts from the construction and operation of the project. � 3.1 EXISTING NOISE BACKGROUND � Noise standards and sound measurement equipment have been designed to account for the sensitivity of human hearing to different frequencies. This varying sensitivity is accommodated by applying "A- Weighted" correction factors. This correction de-emphasizes the very low and very high frequencies of sound in a manner similar to the response of the human ear. The primary assumption is that the A- � weighted decibel (dBA) is a good correlation to a human's subjective reaction to noise. In general, an urban residential area at night is 40 dBA; a residential area during the day is 50 dBA; a �' typical construction site is 80 dBA; a subway train at 20 feet is 90 dBA; and a jet takeoff at 200 feet is � 120 dBA. � The project will be located approximately 200 feet south of I-70. An analysis of noise in the Vail area (Washington 2001) estimated existing and future noise levels throughout the Vail Valley. Assuming that the primary source of noise in this area is I-70, this analysis estimated that the maximum 1-hour average � noise level near the proposed location is currently 61.9 dBA and is expected to increase to 63.9 dBA by � the year 2020. � 3.2 NOISE REGULATIONS IN THE TOWN OF VAIL � � Title 5, Public Health and Safety, Chapter 1 (5-1-7,Noise Prohibited) of the Vail Town Code (Vail 2004) � regulates sources of noise. The Crossroads Redevelopment project is zoned as Commercial Service Center. The Commercial Service Center District is intended to provide sites for general shopping and commercial facilities serving the Town, together with limited multiple-family dwelling and lodge uses as may be appropriate without interfering with the basic commercial functions of the District. � The regulated noise level for sources located on private property is established at the boundary of the property. Sources in all residential areas, except areas zoned for high density multiple-family (HDMF) � development, are limited to a maximum of 55 decibels from 7:00 a.m. to 11:00 p.m. and 50 decibels from 11:00 p.m. to 7:00 a.m. Construction is allowed up to 90 decibels from 7:00 a.m. to 7:00 p.m. ' These rules also regulate noise from motor vehicles. These rules apply at all times. Vehicles less than 10,000 pounds gross vehicle weight, are limited to 80 decibels at a distance of 25 feet. Vehicles greater than 10,000 pounds are limited to 90 decibels at a distance of 25 feet. It is unlawful for any person to idle � or permit the idling of the engine of any truck or any motor vehicle for a period in excess of 20 minutes. It is also unlawful for any person to permit any idling of an engine of any unattended truck or any motor vehicle except for refrigeration vehicles within the Lionshead Mixed Use 1, Lionshead Mixed Use 2, � Commercial Core 1 or the Commercial Core 2 zone Districts of Vail. A permit is required for a business or corporation to operate sound-amplifying equipment. � • ' � Vail Crossroads 1739-Vail-Crossroads-EIR (11.21.05) 3-1 Environmental Report � 3.0 Noi.re ' I 3.3 NOISE IMPACTS DURING CONSTRUCTION PHASE �r• � Table 1 presents typical noise levels for construction equipment at a distance of 15 meters (45 feet) (Crocker 1982). These values assume the equipment is operating at full power. � TABLE 1 TYPICAL CONSTRUCTION NOISE LEVELS Equipment Category Noise Level at , 45 ft (dBA) Dum Truck 88 Portable Rock Drill 88 � Concrete Mixer Truck 85 Pneumatic tool 85 Grader 85 � Front-End Loader 84 Mobile Crane 83 Excavator 82 ' Backhoe 81 Dozer 78 Generator 78 � The typical noise 45 feet from a construction site would be approximately 85 dBA because the construction equipment can be spread throughout a construction site and may not be operating , concurrently. This value and the data presented above indicate that there will be a temporary increase in � �r ambient noise that will be limited to the construction phase of the project. The propagation of noise depends on many factors including atmospheric conditions, ground cover, and the presence of any natural � or man-made bamers. As a general rule, noise decreases by approximately 6 dBA with every doubling of the distance from the source (Bell 1982). Therefore, noise levels at various distances from the construction site can be predicted and are shown in Table 2. � TABLE 2 PREDICTED NOISE NEAR CONSTRUCTION ACTIVITIES � Distance from Predicted Noise � � Construction Site (meters) Level (dBA) 15 85' � 30 79 60 73 120 67 � 240 61 1 Values calculated from typical noise level at 15 meters from a construction site. ' Noise generated by the project would occur only during construction and the activities will be intermittent. Noise from construction will not be generated during nighttime hours. Noise from ' construction will be temporary and will briefly add to existing highway noise. Construction will be completed in a timely manner. As long as construction takes place within the prescribed regulatory period � of 7:00 a.m. to 7:00 p.m., the resulting noise should be within the local noise limit of 90 decibels for � construction. ' Vail Crossroads 1739-Vail-Crossroads-EIR (11.21.05) 3-2 Environmental Report ' 3.0 Noise � 3.4 NOISE IMPACTS FROM OPERATION PHASE � , The impacts to noise during the operation phase will be related predominantly to increased automobile traffic. Table 3 (USDOT 1995) presents typical noise levels for automobiles at a distance of 15 meters (45 feet)at speeds ranging from 50 miles per hour(mph)to 70 mph. ' TABLE 3 TYPICAL AUTOMOBILE NOISE LEVELS � Speed (mph) Noise at 45 ft (dBA) 50 62 55 64 ' 60 65 65 66.5 70 68 ' The increase in the o ulation ma result in a sli ht rise in traffic alon Town of Vail roads. Traffic noise PP Y g g is a combination of traffic density and vehicle speed. The resulting increase in vehicle noise from traffic, ' which would be much less dense and slower than the highway traffic, would be barely perceptible over the existing ambient noise that is dominated by vehicle noise from I-70 and general traffic in the Town of Vail. Moreover, construction of the 100-foot tall building along Frontage Road may act as a barrier to � noise generated from I-70. 3.5 NOISE MITIGATION FROM OPERATION PHASE ' �r. The increase in noise caused by operation of the proposed development project is predicted to be minimal and barely perceptible over existing ambient noise. Therefore, noise mitigation is not necessary. ' South of the project location, the project structures will act as a barrier for noise generated by I-70 and frontage road traffic. ' ' � � ' , • � ' Vail Crossroads 1739-Vail-Gossroads-EIR (11.21.05) 3-3 Environmental Report ' � 4.0 ODOR � , This section of this report discusses regulations for the control of odor, and potential noise impacts from the construction and operation of the project. , 4.1 COLORADO ODOR REGULATIONS ' Colorado Air Quality Control Regulation No. 2.A.1 regulates odors in residential and commercial areas. This regulation states, "it is a violation if odars are detected after the odorous air has been diluted with seven(7) or more volumes of odor free air." � 4.2 VAIL ODOR REGULATIONS The Town of Vail evaluates odor associated with construction and development under Title 12, Zoning � Regulations, Chapter 12,Environmental Impact Reports, of the Vail Town Code. 4.3 ODOR IMPACTS DURING CONSTRUCTION PHASE ' Temporary impacts to odor from the construction hase ma result from exhaust ases from diesel P Y g equipment or from short-term construction activities such as roofing applications. As with air pollutant � emissions from this equipment, dispersal of odars would be augmented by high exhaust velocities and temperatures and would also be related to various meteorological factars, such as wind speed and wind direction, that would limit or enhance dispersal of these odors. � �. Because construction is expected to occur during the daytime when there would be better conditions for odor dispersal,potential impacts to odor from construction would be limited. ' 4.4 OPERATION PHASE IMPACTS � The activities associated with operation of the redevelopment project in Vail are not expected to result in any significant impacts to odor. The types of activities that may be related to minimal sources of temporary odor would include storage of garbage, food preparation and handling, and exhaust gases from � additional vehicle traffic. Sewage from the development will be handled by the Eagle River Water and Sanitation District sewage ' treatment plant, thus eliminating the potential for odors related to sewage at each location. � , , • ' ' Vail Crossroads 1739-Vail-Crossroads-EIR (11.21.05) 4-1 Environmental Report , � 5.0 REFERENCES �irrr• _ ' Bell, Lewis H. 1982. Industrial Noise Control, Fundamentals and Applications,Marcel Dekker, Inc.,New York,New York. ' Colorado Department of Public Health and Environment(CDPHE), Air Pollution Control Division. 2004. Attainment/Maintenance Plans for Colorado Communities [Web page]. Located at http://www.cdphe.state.co.us/ap/attainmaintain.asp. Accessed: March 18, 2004. ' Crocker, M.J., Kessler, F.M. 1982. Noise and Noise Control, Volume II. CRC Press, Inc., Chemical Rubber Company, Cleveland, OH. � Hepworth-Pawlak Geotechnical, Inc. (HP Geotech). 2003. Subsoil Study for Foundation Design Proposed Commercial and Residential Development Crossroads of Vail, Vail, Colorado. November 10. � � U.S. Department of Transportation (USDOT), Federal Highway Administration, Office of Environment and Planning, Noise and Air Quality Branch. 1995. Highway Traffic Noise Analysis and Abatement Policy and Guidance, June. ' U.S. Environmental Protection A enc EPA . 2004. AirData Monitar Summa Re ort Ea le Coun g Y � ) � rY P , g h', Colorado [Web page]. Located at http://w�vw.epa.�ov/air/data/monsum.html?co�08037 � �Eagle%20Co�C0. Accessed: March 18, 2004. EPA. 1995. Compilation of Air Pollutant Emission Factors, AP-42, Fifth Edition, Volume I: Stationary Point and Area Sources, section updates (2002) [Web page]. Located at: �+�r► http://www.epa.gov/ttn/chief/ap42/. � Vail Town Code (Vail). 2004. Title 5, Public Health and Safety, Chapter 1 (5-1-7,Noise Prohibited), Vail Colorado. [Web page]. Located at: http://66.113.195.234/CONaiUindex.htm. Accessed: March 29, 2004. , Washington Infrastructure (Washington). 2001. 2001 Noise Study.Prepared for the Town of Vail. ' , � ' ' • � � Vail Crossroads 1739-Vail-Gossroads-EIR (I1.21.05) 5-1 Environmental Report � � CROSSROADS REDEVELOPMENT PROJECT TOWN OF VAIL� COLORADO � � U dated T p RAFFI C I M PACT STU DY � 1 - � � ' _ N w I� • �onta e Rd. � � �� ' 1t � � ~ � _ -� �-C1 I� �� . � �- _ �Villag�� / � ' in ri�. 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BOX 1 9768, B�LJLDER� CO 80308-2768 ' PH❑NE: 303.652.3571 FAX: 303.772.2329 � Crossroads Redevelopment Project(FH#04008) Updated Traffic impact Study L • ' ' TABLE OF CONTENTS ' 1.0 INTRODUCTION AND EXECUTIVE SUMMARY.................................................3 ' 2.0 PROJECT DESCRIPTION ...................................................................................5 ' 3.0 EXISTING TRAFFIC CONDTIONS ......................................................................5 3.1 Circulation Network...........................................................................................5 ' 3.2 Existing Traffic Volumes ...................................................................................5 3.3 Intersection Capacity Analysis ..........................................................................6 � 4.0 FUTURE YEAR BACKGROUND ANALYSIS .......................................................7 4.1 Future Year Background Traffic Volumes.........................................................7 4.2 Intersection Capacity Analysis ..........................................................................7 � � � 5.0 SITE SPECIFIC ANALYSIS..................................................................................8 ' 5.1 Trip Generation............ ...............................................................................8 5.2 Trip Distribution and Assignment.................................................................... 10 5.3 Intersection Capacity Analysis ........................................................................ 10 � 5.4 CDOT Access Spacing Standards.................................................................. 11 5.5 CDOT Auxiliary Lane Warrant Analysis .......................................................... 12 5.6 Intersection and Roadway Impacts................................................................. 12 � 5.7 Site Access and Circulation ............................................................................ 13 6.0 CONCLUSIONS AND RECOMMENDATIONS................................................... 14 ' ' ' ' � , Fox Higgins Transportation Group, LLC Page 1 November 8, 2005(rev) ' , Crossroads Redevelopment Project(FH#04008) Updafed Traffic Impact Study � . ' ' LIST OF TABLES ' Table 1 —Winter Evening Peak Hour Intersection Level of Service Summary.............. 16 Table 2 —Weekday Trip Generation Estimate............................................................... 17 Table 3 — I-70 S. Frontage Road Auxiliary Lane Summary .......................................... 18 ' ' ' LIST OF FIGURES � Figure 1 — Vicinity Map.................................................................................................. 19 �. Figure 2 — Site and Access Plan ...................................................................................20 Figure 3 — Existing Traffic Volumes............................................................................... 21 Figure 4 — Year 2007 Background Traffic Volumes.......................................................22 � � Figure 5 — Year 2025 Background Traffic Volumes.......................................................23 Figure 6 — Net Site Added Traffic Volumes...................................................................24 ' Figure 7 — Year 2007 Background + Net Site Added Traffic Volumes...........................25 Figure 8 — Year 2025 Background + Net Side Added Traffic Volumes.......................... 26 ' ' APPENDIX tCDOT Review Comments Level of Service Definitions Intersection Capacity Worksheet ' ' ' � ' Fox Higgins Transportation Group, LLC Page 2 November 8,2005 (rev) ' ' Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � � , 1.0 INTRODU T C ION AND EXECUTIVE SUMMARY ' This traffic impact study has been prepared by the Fox Higgins Transportation Group, LLC for the proposed Crossroads Redevelopment Project in Vail Village. The purpose ' of this study is to identify any potential traffic impacts and to recommend traffic mitigation measures that may be needed with development of the site as proposed. This study is an update to the traffic impact study prepared by Fox Higgins dated � August 4, 2005. Since completion of the prior traffic study, comments from CDOT were received on the study in a letter dated September 12, 2005 by Devin Drayton. A copy of the comment letter is contained in the Appendix for reference. This updated study � addresses CDOTs comments. A primary CDOT comment related to the need for more information to support the ' assumptions made in the study. This study includes support and back up information for all assumptions including but not limited to trip generation, reduction factors, site traffic distribution, and background growth factors. In addition, review and approval of � all assumptions in the traffic study were undertaken by the Town's consulting traffic r� engineer prior to use in the study. We feel the information contained in this study is �, soundly based. � � This study reviews existing, 2007 near term, and 2025 long term future traffic conditions with the proposed site development. Since the proposed development and adjacent ' roadway network experience peak traffic demands during the winter evening peak periods, the winter PM peak hour was analyzed for site specific impacts. � The project involves the redevelopment of the existing Crossroads mixed-use site � located on the southwest corner of the S. Frontage Road and Village .Center Road ��: intersection. The renovated land uses are very similar to existing uses with ,slight � increases in site square footages. The mix of retail and residential uses on site is anticipated to generate approximately 70 new one-way trips occurring during the weekday evening peak hour period. It was determined that the existing street network , with planned modifications can sufficiently serve the net site added traffic volumes with minimal effects. The removal of the separate eastbound right-turn lane and restriping the northbound approach to allow for a separate left-turn and shared left-right turn lane ' at the Village Center Road / S. Frontage Road intersection will result in acceptable operations and only slight increases in vehicle delays over existing conditions. ' However, the Town prefers striping on Village Center Road at the South Frontage Road intersection to remain as is today with separate turn lanes. Town staff would also prefer that a pork chop type median section be introduced at this intersection on S. Frontage ' Road to provide better separation of left-turning vehicles and storage in the median for northbound left-turn movements. The following key points summarize our findings. � ' � Fox Higgins Transportation Group, LLC Page 3 November 8, 2005 (rev) ' � Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � � � • net increase in traffic by this project to the adjacent roadway system is negligible when considering the high traffic volumes along the Frontage Road � � • adjacent intersections will continue to operate at a level of service A overall which is at or similar to existing operations ' • other than the changes proposed in the plan (largely restriping/signing), no roadway improvements are necessary to accommodate the proposed ' redevelopment based on intersection operations and capacities (i.e., roundabout or other capacity improvements are not required) ' • traffic counts applied in this study represent a worst-case (higher than average) condition and therefore the report should be considered very conservative in its evaluation (i.e., 90% of the year traffic volumes will be dramatically less) , • number of vehicles queuing on Village Center Road will increase slightly due to the high volumes of traffic traveling past the intersection on the S. Frontage Road � (i.e., largely traffic to and from the Town's parking structure) � �, • CDOT access code criteria warrants are met for an eastbound right-turn � deceleration and westbound left-turn deceleration lane at S. Frontage Road / '"'r Village Center Road intersection; a westbound left-turn lane exists; the existing eastbound right-turn lane is planned for removal based on Town staff requests to ' reduce unnecessary traffic access to the village area; based on CDOT warrant criteria, a variance request to remove the eastbound right-turn deceleration lane � at Village Center Road would be necessary �` • CDOT minimum access spacing requirements along the Frontage Road of 150 �,,.;; feet are satisfied at all but the truck delivery access due to its close proximity to � the parking garage access to the west; because the right-turn only drop-off and pick-up access points essentially act as one driveway and are spaced in excess ' of 150 feet from the Village Center Road to the east and parking garage access to the west, the drop-off and pick-up access points meet CDOT spacing requirements; delivery access will experience such low traffic volumes and is not � anticipated to result in interruptions in traffic flows along the Frontage Road; in either case, a variance request for the delivery access location will be required based on CDOT access spacing � � ' � ' Fox Higgins Transportation Group, LLC Page 4 November 8,2005(rev) ' ' Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study , � 2.0 PROJECT DESCRIPTION � � The project site is located at the southwest corner of the I-70 South Frontage Road / � Village Center Road intersection. A vicinity map is shown on Figure 1. The site is � currently occupied by a mix of uses and planned for redevelopment with similar uses that enhance the vitality of this area. ' The proposed site access is similar to existing with the exception of a truck delivery access and pick-up/drop-off access planned along S. Frontage Road. The planned , redevelopment of the Crossroads site will result in similar traffic characteristics when compared to existing uses. The site and access plan is shown on Figure 2. ' 3.0 EXISTING TRAFFIC CONDTIONS ' 3.1 Circulation Network The site is located within the Vail Village retail area and the ski area. Access to the site currently exists via a driveway connection to Village Center Road located approximately � 200 feet south of S. Frontage Road. The location of the primary site access will remain with the redevelopment project. The Village Center Road and S. Frontage Road � intersection is controlled by a stop sign on the side street approach. S. Frontage Road � ,`, is a five-lane roadway (two-way center left-turn lane in median) with a posted speed limit of 25 miles per hour (mph). Village Center Road is a two-lane roadway with a ' posted speed limit of 15 mph. Village Center Road connects to Meadow Drive where vehicular access is limited and pedestrian accessibility is strongly encouraged. Two outbound lanes (separate left-turn and right-turn) exist along Village Center Road at the � S. Frontage Road intersection. 3.2 Existing Traffic Volumes . Existing peak hour traffic volumes used in this analysis were obtained in part from the Town's Transportation Master Plan Update�. Since completion of the master plan, updated existing traffic volumes were collected in December 2004 on a peak winter , weekday when the adjacent roadways are experiencing peak conditions. Traffic volumes were also collected in January 2005 during the Martin Luther King holiday weekend to sample ultra peak traffic conditions. After review of the existing traffic � volumes and through discussions with the Town's transportation engineer at FHU, it was determined that the higher traffic volume scenario at the Frontage Road / Village � Center Drive intersection occurred during the December 2004 weekday counts. ' � Transqortation Master Plan Update-Traffic Model,Washington Infrastructure Services, July 2002. � ' Fox Higgins Transportation Group, LLC Page 5 November 8, 2005(rev) ' � Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � � Therefore, Fox Higgins was directed to use the peak weekday counts for this study to � represent a worst-case higher traffic volume scenario analysis. � Since the site access intersection was only counted during the January 2005 counts, the weekday peak hour traffic volumes at the site access point along Village Center Road were estimated based on the same distribution patterns observed in January ' 2005. It should be noted that the December 2004 counts on Village Center Road may be higher than normal due to construction traffic activity taking place at the time of the count. �r 3.3 Intersection Capacity Analysis The site access intersection and the intersection of S. Frontage Road / Village Center � Road were reviewed to determine baseline or existing operations and identify any capacity constraints. The existing evening peak hour volumes are over 40% higher than the morning peak hour volumes at the Frontage Road / Village Center Road ' intersection. Therefore, only the evening peak hour period was analyzed to represent the higher side street and mainline traffic conditions. In determining the operational characteristics of an intersection, "Levels of Service" (LOS) A through F are applied, � with LOS A indicating very good operations and LOS F indicating congested operations. �" The intersection LOS is represented as a delay in seconds per vehicle for the �,: intersection as a whole and for critical turning movements. Criteria contained in the � Highway Capacity Manual (HCM)2 was applied to the study area intersections in order � to determine existing levels of service during the weekday evening peak hour period. tMedian width along the Frontage Road allows a teft-turning vehicle from the side street approach intersections to conduct a two-step movement by crossing the eastbound � Frontage Road traffic then merge into the westbound traffic flows when adequate gaps occur. This movement is commonly seen at the parking structure access just to the east of Village Center Road as vehicles exit the structure to merge into the Frontage Road traffic. The intersection capacity software allows for a modeling of this traffic movement by selecting the median type and number of vehicles that can store in the median. The existing two-way left-turn lane in the median area of Frontage Road west ' of Village Center Road has space for at least two vehicles to stage in the median opening. Modeling the Frontage Road /Village Center Road intersection in this manner will result in more accurate vehicle delays and levels of service to those currently ' occurring at the intersection. The results of the LOS calculations are summarized in Table 1. The intersection level ' of service worksheets show the traffic volumes and are attached for reference. The , Z Hiqhway Caqacitv Manual, Highway Research Board Special Report 209, Transportation Research Board, � National Research Council, 2001. Synchro v. 6 software utilized. ' � Fox Higgins Transportation Group, LLC Page 6 November 8, 2005(rev) , � Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � � data in Table 1 illustrates that the intersections are currently functioning at acceptable � levels during the peak hour periods (LOS A range overall) with the all of the individual approaches also operating acceptably (LOS A-D). Worst-case vehicle queue lengths � are also shown in the table. For comparison purposes, 20 feet is typically used for standard vehicle length plus any gapping in between queuing vehicles. The side street left-turn approach at Village Center Road to the S. Frontage Road intersection is � expected to experience the highest vehicle delays as this approach to a 5-lane facility is required to yield to all oncoming traffic at the intersection. Average vehicle queue lengths of 25 feet or approximately one vehicle with operations in the LOS C range � occur on the side street left-turn approach at the Frontage Road/Village Center Road ,� intersection. This queue length and LOS are expected at the side street approaches to higher volume streets such as the S. Frontage Road corridor as vehicles entering this � corridor must yield to all oncoming traffic. No improvements are warranted to the � existing street system. All vehicle queues are typical and are not backing into any existing access points away from the S. Frontage Road / Village Center Road � intersection. � 4.0 FUTURE YEAR BACKGROUND ANALYSIS r�r 4.1 Future Year Background Traffic Volumes � The existing traffic volumes discussed in the previous section were used as a basis for �"'� forecasting the short term (Year 2007) and long term (Year 2025) background and site- added scenarios. It is anticipated that the project site will be built out and occupied � within the next two years or by Year 2007. � The Town's transportation plan and past modeling efforts identify that minimal traffic increases, if any, are anticipated in the next 20 years adjacent to the site. Any traffic increases are most likely associated with site redevelopments such as this one that � result in slight increases in turning movement volumes at primary access intersections. Annual growth rate projections contained in the Transportation Plan Update for the S. Frontage Rd. were utilized to forecast the short and long term background traffic growth � in the study area. Based on these forecasts, a 5% increase was assumed over the next 20 years and applied to the existing volumes to forecast the future year background volumes. The Year 2007 and Year 2025 background winter weekday evening peak hour traffic volumes were calculated based on the growth rate, and are shown on Figure �; 4 and Figure 5, respectively. � 4.2 Intersection Capacity Analysis Intersection capacity anafyses were conducted with the Year 2007 and Year 2025 background winter weekday peak hour traffic volumes using the HCM methodology � � , Fox Higgins Transportation Group, LLC Page 7 November 8, 2005 (rev) ,� � ' Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � � previously described. The intersection LOS calculation worksheets are attached in the � Appendix. The intersection LOS are summarized for each location in Table 1. � The data in the level of service summary table illustrates that, with the forecast Year 2007 and Year 2025 background PM peak hour volumes, study area intersections will continue to operate acceptably (LOS A overall). The existing lane configuration at both � study area intersections was applied to the future year background scenarios. � 5.0 SITE SPECIFIC ANALYSIS 5.1 Trip Generation � Trip generation estimates and comparisons were made to determine the traffic characteristics of the existing uses and the proposed uses of the site. The weekday trip rates contained in the Institute of Transportation Engineers (ITE) Trip Generation � manual3 were applied to estimate traffic for the site. Demolition and replacement of existing uses is planned. For comparison purposes, the following assumptions were used to estimate traffic generation of the site development. � Existin Land Uses: � • 50,000 square feet of retail space � • 13,520 square feet of office space �"' • movie theater with 350 seats � 22 vacation condominium units � • surface parking on south side of building • 31 leased parking spaces � Crossroads Redevelopment Land Uses: • 40,620 square feet of retail space � • 5,000 square feet of quality restaurant space � • 21,500 square foot area for ice rink • 14,600 square feet of bowling alley/bar space � • movie theater with 405 seats • 68 vacation condominium units • parking garage under building with 100 spaces available for lease , Although the planned ice rink is not expected to generate new trips to the area, the ITE trip rates for ice skating rinks were applied to this use. The ITE ice rink use is more of � an enclosed stand-alone facility oriented for sports and entertainment with spectator seating, locker rooms, arcades, and refreshments. The ice rink planned on the site is a � 3 Trip Generation 7`h Edition, Institute of Transportation Engineers, 2003. � � � Fox Higgins Transportation Group, LLC Page 8 November 8, 2005(rev) , , Crossroads Redevelopment Project(FH#04008) Updated Traffic impact Study � � small outdoor seasonal use of plaza space in the winter, where it will be a water � fountain in the summer. The ice rink will primarily attract pedestrian traffic from the village area. Given this, a reduction from the ITE trip rate of 75% was applied to more � accurately estimate actual vehicular traffic generated by the ice rink versus foot traffic in +� the winter. The 100 rental parking spaces on site are anticipated to be leased to adjacent � merchants/ businesses to meet employee parking demands. It was assumed that the leased parking spaces would be assigned to adjacent merchants, and would have � minimal turnover during the 4-5:00 P.M. peak hour period based on hours of operation and work schedules. The ITE trip rates for a park-n-ride facility with a 50% multi-use factor for little turnover were applied to the leased parking spaces to estimate traffic for this use. This should be a conservative traffic generation considering the adjacent � business employee trips are currently occurring and this would be somewhat of a double counting. � Because the site is within a pedestrian friendly commercial core area with access to transit, there will be a reduction in actual vehicular trips to/from the site due to transit � and pedestrian activity. This is a common occurrence experienced at many core areas in mountain communities referred to as multi-purpose or multi-use trip making. The multi-use trip factors applied to this development are contained in the trip generation table. Slightly higher multi-use trip factors are applied to retail uses to account for pass- � .. by type traffic attraction (whether pedestrian or vehicular) in this core area. The period analyzed in this study is during the highest traffic periods of the year on a peak winter � weekday. During this peak period, less primary trips are made in the Vail village area as parking is limited. Instead, more trips are linked to one another, where a skier will also dine or shop after skiing before leaving the area. By assuming 60-70% of all the � site traffic is new to the area during the highest period of the day, a conservative estimate is being made especially when considering the availability of free transit adjacent to the site. The interaction between mixed uses has been documented by the � Town in the past. In fact, the Town concluded that a 30% reduction in parking spaces for uses in the village area is acceptable to meet demands. The factors applied in this analysis to account for the multi-use factors are consistent with Town data in the ' development revisions for the adopted parking requirements. It is important to note that application of the factors listed above has a/so been verified � by comparing the existing site's driveway volumes to the exisfing uses. The existing site uses are generating almost exactly the traffic estimated for the existing uses when application of the multi-use factors are made. To further justify the use of � trip reduction factors, data collected in Steamboat Springs, Breckenridge, Park City, and other ski towns have evidenced a 30% to 70% reduction in trips when compared to the rates contained in the ITE trip generation manual. This is due to shuttle services � provided from airport to resort destination, shuttle and bus service from site to � � Fox Higgins Transportation Group, LLC Page 9 November 8,2005 (rev) � ' Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � � community, pedestrian circulation network provided to/from the site to the ski areas that � promotes walkability and non-vehicular modes of access, and mix of complimentary uses on many of the sites studied. In addition, the reduction factors applied in this study �, were reviewed and agreed upon by the Town's traffic engineer prior to application for � this site. � Based on the above assumptions, the net site trip generation has been calculated and is presented in Table 2. When compared to the existing uses currently on site, it is estimated that the proposed land uses will result in a net increase in traffic from the � existing uses of approximately 660 daily one-way trips with 70 trips occurring during the winter weekday evening peak hour period. � 5.2 Trip Distribution and Assignment The estimated traffic volumes presented in Table 2 were distributed onto the ad�acent street network based on existing and anticipated land use and traffic patterns in the ' area. These distribution percentages have been verified by existing turning movements at the site access driveway on Village Center Road, as well as the turning volumes at S. Frontage Road and Village Center Road. Site distribution percentages for the net new � trips to the area are as follows: � ■ Oriented to/from the west along the S. Frontage Rd. = 55% � ■ Oriented to/from the east along the S. Frontage Rd. = 40% � ■ Oriented to/from the south along Village Center Rd. = 5% � The net site added traffic volumes were assigned to the study area roadway network and intersections according to the percentages shown above. The site generated traffic � volumes were then assigned to the study area intersections and are presented on Figure 6. � 5.3 Intersection Capacity Analysis The site generated traffic volumes were added to the Year 2007 and Year 2025 baseline traffic volumes to determine any impacts associated with the development of ' the project. The Year 2007 and Year 2025 PM peak hour volumes with net site added trips are illustrated on Figure 7 and Figure 8, respectively. � The Town has requested that modifications to the existing S. Frontage Road section be made as part of this project. The modifications include constructing a raised median section along the entire site frontage, as well as the elimination of a separate eastbound Lright-turn lane at the Village Center Road intersection. In addition, the outbound (northbound) approach on Village Center Road at the Frontage Road intersection may be restriped as part of this development to allow for a shared left-right lane and a ! separate left-turn lane, similar to the exiting approach to the public parking structure � � � Fox Higgins Transportation Group, LLC Page 10 November 8, 2005(rev) � , Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � �' east of this intersection. The intersection was analyzed with and without these land � geometry modifications to determine the sensitivity to the intersection operations with forecast traffic volumes. � � The study area intersection levels of service were calculated using the HCM methodology discussed previously with the addition of site generated peak hour traffic � volumes and roadway modifications to the Year 2007 and 2025 background volumes. The results are shown in Table 1. Intersection level of service worksheets are attached in the Appendix. The two-step left-turn lane modeled in the existing conditions at the � Frontage Road / Village Center Road intersection would also occur in the proposed conditions. � The data in the level of service summary table illustrates that, with the forecast future weekday peak hour volumes which should be considered conservative, the study area intersections will continue to operate acceptably overall (LOS A). Increases in side � street vehicle delays at the Village Center Road / S. Frontage Road intersection will occur, but the overall intersection will function acceptably. Vehicle queue lengths will increase at the northbound left-turn approach to the intersection, but worst case � queuing will be contained within turn lane lengths and will not extend into adjacent �„ access points. � 5.4 CDOT Access Spacing Standards � � The S. Frontage Road corridor is within the jurisdiction of the Colorado Department of Transportation (CDOT) and thus requires compliance with CDOT access code criteria4. ,� The State has established criteria for roadways to enhance safety and access along their corridors. The CDOT criteria becomes effective on an existing use if the use � changes its site traffic by 20% or more. Because the net site added traffic is anticipated to increase by more than 20%, the CDOT access code criteria would apply to the proposed site expansion. � In Section 4.4 of the Code, it is noted that minimum spacing between access points to the Frontage Road is based on the sight distance criteria. The sight distance criteria for � a roadway with a posted speed of 25 mph is 150 feet. Therefore, the minimum spacing between edges of access points or intersections is 150 feet based on CDOT criteria. � Because the right-turn only drop-off and pick-up access points essentially act as one driveway and are spaced in excess of 150 feet from the Village Center Road to the east and parking garage access to the west, the drop-off and pick-up access points meet � CDOT spacing requirements. The delivery access is the only access point that does not meet the minimum 150-foot spacing requirement based on its close proximity to the � 4 State Hiqhway Access Code, State of Colorado,August 31, 1998. � � Fox Higgins Transportation Group, LLC Page 11 November 8,2005 (rev) � , Crossroads Redevelopment Project(FH#04008) Updated Tra�c tmpact Study � � � existing parking garage access to the west. The delivery access witl experience such low traffic volumes and is not anticipated to result in interruptions in traffic flows along the Frontage Road. However, CDOT access spacing requirements will not be met, and � thus a variance request for the delivery access location will be required. � 5.5 CDOT Auxiliary Lane Warrant Analysis � The forecast traffic volumes at the site access intersections along the Frontage Road and the Village Center Road intersection were reviewed to determine auxiliary lane requirements based on current CDOT access code criteria. The CDOT criteria for � assigned category ratings of F-R or Frontage Road require left-turn deceleration lanes with peak hour volumes above 25 vehicles when the posted speed limit is less than 40 miles per hour. Right-turn deceleration lane warrants are met when greater than 50 • � vehicles conduct a right-turn into the access point during a peak 60-minute period. CDOT design criteria for a 25 mph roadway designated as a Frontage Road requires deceleration lanes to include vehicle storage and a taper ratio of 7.5:1. The auxiliary tlane summary at the site accesses and Village Center Road intersection along the S. Frontage Road are listed in Table 3. � A review of the forecast 2025-plus-site generated peak hour volumes and the CDOT warrant criteria determined that turn lanes will not be warranted at the delivery access � nor the ingress only drop-off/pick-up access along the Frontage. At the intersection of S. Frontage Road / Village Center Road, both right-turn and left-turn deceleration lanes � are warranted. A left-turn deceleration lane currently exists in the median area which � serves as a two-way left-turn lane and is in excess of the required 160 feet in length. The eastbound right-turn lane exists today, but Town staff has requested this lane be removed to discourage traffic from turning south onto Village Center Road. Should an � eastbound right-turn lane be constructed at Village Center Road, it should be 190 feet in length (90-foot taper and 100-foot full width lane) to meet CDOT design standards. A variance request for the removal of the eastbound right-turn lane would be required � based on CDOT warrant criteria. Again, the site vicinity intersections are projected to operate efficiently with the proposed lane configuration modifications at adjacent intersections (no eastbound right-turn lane at Village Center Road). � 5.6 Intersection and Roadway Impacts If the existing lane configuration and striping remains in place with development of this , site (ie. separate eastbound right-turn lane), the overall intersection delays are expected to increase by 30% from baseline operations. The northbound left-turn queue length will increase to 40 feet with 2025 background-plus-site volumes from existing 25 feet � queue. If only the eastbound right-turn lane is removed as desired by Town staff and the northbound approach remains with separate left and right lanes, the intersection � delay is projected at 1.9 seconds overall in 2025 with 26 seconds of delay and 45-foot queue lengths in the northbound left-turn lane. With restriping of the northbound � 1 �" Fox Higgins Transportation Group, LLC Page 12 November 8,2005 (rev) , ! Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � � approach to allow for a separate left-turn and shared left-right turn lanes along with � removal of the separate eastbound right-turn lane, the capacity of the northbound left- `�` turn movement is increased and vehicle delays/queues are reduced to levels similar to *.i: those experienced today. The planned modifications with removal of the � eastbound right-turn lane and restriping of the northbound approach will result in the best operations with site added traffic, as only slight increases over existing � operations is anticipated. The restriping of the northbound approach would result in similar intersection operations as currently occurs at the parking structure exit just to the east of Village Center Road where two outbound left-turn lanes are permitted. '� Another consideration related to the removal of the exclusive eastbound right-turn lane at the Village Center Road / S. Frontage Rd. intersection is a possible future restriction � of private vehicular traffic on Meadow Drive to create a more pedestrian-friendly environment. The Town of Vail has concerns that the exclusive right-turn lane along the Frontage Road encourages some traffic (those not familiar with Vail Village) to turn onto � Village Center Road looking for parking or routes into the Village center. In a scenario where Meadow Drive is pedestrian/transit only and serving high volumes of pedestrians, these vehicles would need to turn around to head back to the Frontage Rd. This � movement may potentially cause conflicts with pedestrian or other traffic particularly if drivers are unfamiliar about the area and their route. As identified previously, side street approach delays are expected at multi-lane roadway � �r► intersections. The net site added volumes will be sufficiently served by the adjacent street network without resulting in additional modifications. ' There has been some discussion regarding modifying the traffic control of the S. Frontage Road and Village Center Road intersection from side street stop control to � modern roundabout control. This intersection has physical limitations to the north and on the corners due to the existing I-70 eastbound on-ramp, development on the existing south side, and slopes to the south on Village Center Road. Traffic volumes on Village Center Road are less than 10% of the total approach volumes on S. Frontage Road during the peak hour periods. Typically, roundabouts are constructed at intersections that have more of a balanced approach flow. In addition, the side street approach � delays are not considered out of the ordinary or requiring improvements to the intersection. � 5.7 Site Access and Circulation The proposed access and circulation plan will provide for acceptable access for all � modes of traffic. The pick-up and drop-off access along the S. Frontage Road is anticipated to function acceptably as minimal traffic volumes of less than 5 vehicles in an hour are forecast to utilize this access point. The primary vehicular site access is � along Village Center Road approximately 200 feet south of S. Frontage Road. This � � � Fox Higgins Transportation Group, LLC Page 13 November 8, 2005(rev) � � Crossroads Redevelo ment Pro'ect FH#04008 r i t p � ( ) Updated T aff c Impact S udy ' � accesses the site's parking garage under the building. This is the same access � driveway location currently serving the existing site uses. � A right-turn delivery only access is proposed along S. Frontage Road on the site's western boundary. Traffic volumes from deliveries are expected to be low and not to occur when the adjacent roadway is experiencing peak traffic conditions. The delivery , access is within close proximity to an existing access to the Vail Village Inn. As noted on the site plan on Figure 2, the proposed median on the S. Frontage Rd. should be extended west to restrict movements at the truck access to right-in and right-out. This � will minimize any potential conflicts at the access location. There may be 1 or 2 delivery vehicles accessing the site during the morning peak period on a typical weekday. During the morning peak hour, traffic volumes on the adjacent street network are � significantly less than the weekday and Saturday afternoon peak period. A comment was made by CDOT relating to delivery trucks that may exit destined to the , west and be forced to make a u-turn at intersections east of the site. Delivery routes will be planned in advance based on accessibility along the route. The delivery trucks will also serve areas to the east, and thus, will plan their route accordingly. The event of a � u-turn along the Frontage Road will be rare to none. � � 6.0 CONCLUSIONS AND RECOMMENDATIONS � � The Crossroads project involves the redevelopment of a building containing a mix of ' uses in the Vail village area. The site is located on the southwest corner of the S. Frontage Road / Village Center Road intersection. This traffic study reviews existing, short term Year 2007 future, and long term Year 2025 future traffic conditions at the site � access and adjacent intersections during peak winter weekday evening periods. The � mix of retail and residential uses on site is anticipated to generate approximately 70 new one-way trips occurring during the weekday evening peak hqur period. The new traffic �" increases associated with redevelopment of the site were reviewed. It was determined � that the existing street network with planned modifications can sufficiently serve the net site added traffic volumes with minimal effects. The removal of the separate eastbound � right-turn lane and restriping the northbound approach to allow for a separate left-turn and shared left-right turn lane at the Village Center Road / S. Frontage Road intersection will result in acceptable operations and only slight increases in vehicle � delays over existing conditions. The following key points summarize our findings. � �,. • net increase in traffic by this project to the adjacent roadway system is negligible � when considering the high traffic along the Frontage Road , • adjacent intersections will continue to operate at a level of service A overall which is at or similar to existing operations � � � Fox Higgins Transportation Group, LLC Page 14 November 8,2005 (rev) � � Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study ' � � • other than the changes proposed in the plan (largely restriping/signing), no � roadway improvements are necessary to accommodate the proposed � redevelopment based on intersection operations and capacities (i.e., roundabout � or other capacity improvements are not required) � • traffic counts applied in this study represent a worst-case (higher than average) condition and therefore the report should be considered very conservative in its evaluation (i.e., 90% of the year traffic volumes will be dramatically less) „ • number of vehicles queuing on Village Center Road will increase slightly due to the high volumes of traffic traveling past the intersection on the S. Frontage Road � (i.e., largely traffic to and from the Town's parking structure) • CDOT access code criteria warrants are met for an eastbound right-turn ' deceleration and westbound left-turn deceleration lane at S. Frontage Road / Village Center Road intersection; a westbound left-turn lane exists; the existing eastbound right-turn lane is planned for removal based on Town staff requests to � reduce unnecessary traffic access to the village area; based on CDOT warrant criteria, a variance request to remove the eastbound right-turn deceleration lane at Village Center Road would be necessary � `"�"'` • CDOT minimum access spacing requirements along the Frontage Road of 150 feet are satisfied at all but the truck delivery access due to its close proximity to � the parking garage access to the west; because the right-turn only drop-off and pick-up access points essentially act as one driveway and are spaced in excess of 150 feet from the Village Center Road to the east and parking garage access � to the west, the drop-off and pick-up access points meet CDOT spacing requirements; delivery access will experience such low traffic volumes and is not anticipated to result in interruptions in traffic flows along the Frontage Road; in � either case, a variance request for the delivery access location will be required` based on CDOT access spacing � ' ' ' � � Fox Higgins Transportation Group, LLC Page 15 November 8, 2005 (rev) � , FHd04008 Crossroads Redevelopment Project Tra(fc Impad SWdy 11/9/2005 ' � ' , FOX - � -+ t......o...r�n., a.o.,. � Table 1 - Winter Evening Peak Weekday Level of Service Summary Intersedion and Existing � Critical M6vements Delay LOS Queue(a) STOP SIGN CONTROL S.Frontage Rd./Village Ctr.Rd. 1.3 A -- Westbound Left 9.8 A 5 feet � NoAhbound Left 19.9 C 25 feet Northbound Right 11.5 8 10 feef Village Ctr.Rd./Site Access 2.6 A -- � Eastbound Left 9.9 A 5 feet Northbound Left 0.5 A 0/eet 2007+Site Gen.Tre�c � Intersection and Year 2007 Background w/Existing Lane Config. wlo EB Right(b) w/o EBR and wl NB Restripe(c) Critical Movements Delay LOS Queue(a) Delay LOS Queue(a) Delay LOS Queue(a) Delay LOS Queue(a) STOP SIGN CONTROL '� S.Frontage Rd./Village Ctr.Rd. 1.3 A -- 1.7 A - 1.8 I A -- 1.7 A -- � � Westbound Left 9.9 A 5 feet 10.1 8 5/eef 10.1 ! 8 5 feet 10.1 8 5 feet Northbound Left 20.6 C 25/eet 22.9 C 35 feet 23.9 �I C 35 feet 21.1 C 20 feet Northbound Right 11.6 8 10/eet 11.8 8 15 feet 12.4 � B 15/eet 15.9 C 25 feet , Village Ctr.Rd./Site Access_ __ 3.4 A Eastbound Left 10.5 8 15/eet I Northbound Left 0.9 A 0 feet � 2025+Site Gen.Tra�c Intersection and Year 2025 Background w/Existing Lane Config. w/o EB Right(b) wlo EBR and wl NB Restripe(c) � Critical Movements Delay LOS Queue(a) Delay LOS Queue(a) Delay j LOS Queue(a) Delay , LOS Queue(a) STOP SIGN CONTROL S.Frontage Rd./Village Ctr.Rd. 1.4 A -- 1.9 A - 1.9 � A -- 1.9 A -- � Westbound Left 10.1 B 5 feet 10.3 B f0 feet 10.3 B f0 feet 10.3 B 10 feet Northbound Left 21.9 C 30 feet 24J C 40 feet 25.8 'I D 45 feet 22.4 C 25 feet NoRhbound Right 11_8 B 10(eet 12.0 B 15 feet 12.7 I B 15 feet 16.6 C 30 feet L Village Ctr.Rd./Site Access 3.3 A - Eastbound Left lOJ 8 15leet Northbound Left 0.8 A 0/eet � Delay represented in average seconds per vehicle. 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W z Q �' ,-_, _"--=-�-- � a C� � � ' ' W a°� ; ❑ � a �I � � pl � a y �3� z o � °v , <p - o x � � x x � a j , � Wi' a � � I � N U N � Q z 'o < a , � � � � 1 n ' � APPENDIX �r.. � CDOT Review Comments Level of Service Definitions Intersection Capacity Worksheets � � � f � � � • � � t :� � � � • � ' 1 of 18 � ' CDOT Review Comments � � ' , � � , � r • t � � � � � � � 1 • � 2of18 � �� L��1 V �� EPARTMENT OF TRANSPQRTATION �� Traffrc i�Safety 5ection � 222 Soutn 6�"Street,Room 100 Gra�d Jundlon,Colorada 815DT � (97fl)2dB�7230 � Septernber i 2,2005 Timothy Halopoff,PE � 2620 E,Prospect Road, Suite 190 Fort Colliuois CO, S�S25 � Re: �tate A9ghw�y Acc�vs Pcrinit Applieation Ref#s OS-�79 T�r�c�m�act Stndy-Review comnaents �roasroads ItedevelQpme�t Praj�ct � Th�purpose U:fthi��l�t�t''xs C�"�rfS'rttsyc�r�th�tf,`DO'�'�vilt-r��ddmon�al�.f-r�rrm�ian t�proccss this . permit. This�ppliration x+evt'.�w process has ended until we ret.eive responses to CT�I'�"s r.omments. � O�QG�W0 i'�CB�V�y0ux CO�U'1�.tttS�(�rCS3ing Our c�ncerns,the 45 day re�view process wili start over. R3 Traffic Comments � 1) 'X'he s�dy does not include tl3e required executive summary. Z} Redevelopment wiIl cause a 50%increase in ttaffic fram current canditions. � 3) We need much more detail a�ad bac�up for all thc assum�tions in this stucty�including trip '`" generation,trip distrtibution,tra�c growt�,mocle split;etc. Wc need a copy of the Towt�'s ��z�anspoirtatioz� Master Ylan � 4} This praposal will require 3 or 4 access pernaits,depending on how we permit the frant dnor drop o£�'�oad(� 1-ways ox 2 2-ways}. `�'he tdwn will be the permitt�e for VilI�ge C.enter Road and tl�e P�PertY owner will be the permitt�e for the r�est. � 5) 'I'hE study indicates tha�t the Town requested l�ne ch�nges at the Frontage RoadNillage C�nter Road irrtersection and the study�valua�tes the operatao�al'smpact of tk��se chang�s. R.egardless of the source,CI)OT retains the right to approve intersection iane changes bn our system. 6) 'Y'ha study d4e�r�qt nddre�$$NAC requirements�uch ns number,type, and spacing of access poit�ts � —this inFormat'ron must be added for auc cor�siderntion. 7) The prc�posed delivery�ccess is evaluated as a right-in,rigl�t-out but it will be very near to a z�edian. opening so it will 1ike1�operate as a fu11 movement access. The study should�ddress the options of � closing tla�s m�dian oper�ixag az�d shQUld addrass how the out of direction vehicles will return to their original rautc(locarion and opert�tions ofU-turns,ctc). $) The append.ix pages shou.(d be nunnbered X of Y so we know if we have all.t�e sheets. � If I can be of an further assistance leas�call. Y P iSincerelY, �_.,..��.�' � Devin Drayton Region 3 A,ccess Tec;hx��:x�.m � Devin.Dz�aykon�a dot.state.co.us � Cc: Steve Tuttle,PE �age � o£� � � �� ' '� Level of Service Definitions � HCM LOS Definitions � � � � � � � � • . . � � � � � � � � � r 4of ,8 � c r �X —► � T R A N 5 P O R T A T I O N G R O U P �� LEVEL OF SERVICE DEFINITIONS � � In rating roadway and intersection operating conditions with existing or future traffic volumes, "Levels � of Service" (LOS) A through F are used, with LOS A indicating very good operation and LOS F indicating poor operation. Levels of service at signalized and unsignalized intersections are closely associated with vehicle delays experienced in seconds per vehicle. More complete level of service � definitions and delay data for signal and stop sign controlled intersections are contained in the following table for reference. � � � Level Delay in seconds per vehicle(a) of Service Rating Signalized Unsignalized Definition Low vehicular traffic volumes; primarily free flow operations. Density is low � A 0.0 to 10.0 0.0 to 10.0 and vehicles can freely maneuver within the traffic stream. Drivers are able to maintain their desired speeds with little or no delay. Stable vehicular traffic volume flow with potential for some restriction of B 10.1 to 20.0 10.1 to 15.0 operating speeds due to traffic conditions. Vehicle maneuvering is only rr slightly restricted. The stopped delays are not bothersome and drivers are not subject to appreciable tension. � Stable traffic operations,however the ability for vehicles to maneuver is more C 20.1 to 35.0 15.1 to 25.0 restricted by the increase in traffic volumes. Relatively satisfactory operating speeds prevail, but adverse signal coordination or longer vehicle queues cause delays along the corridor. � Approaching unstable vehicular traffic flow where small increases in volume D 35.� to 55.0 25.1 to 35.0 could cause substantial delays. Most drivers are restricted in ability to maneuver and selection of travel speeds due to congestion. Driver comfort � and convenience are low, but tolerable. Traffic operations characterized by significant approach delays and average � travel speeds of one-half to one-third the free flow speed. Vehicular flow is E 55.1 to 80.0 35.1 to 50.0 unstable and there is potential for stoppages of brief duration. High signal densiry,extensive vehicle queuing,or corridor signal progression/timing are the typical causes of vehicle delays at signalized corridors. � Forced vehicular traffic flow and operations with high approach delays at F >80.0 >50.0 critical intersections. Vehicle speeds are reduced substantially and stoppages may occur for short or long periods of time because of � downstream congestion. � (a) Delay ranges based on 2000 Highway Capacity Manual criteria. � • � � 5 0�� ' � �,, Intersection Capacity Worksheets � � ' � � � � � � � � � � � ' � • � � 6 of 18 � HCM Unsignalized Intersection Capacity Analysis 8/4/2005 1: Site Access &Village Ctr. Rd. � � � � I i � � � Nft�vement EBL EBR NBL NBT SBT SBR � p ' �:� � ' ` ` ' ` �� ':: Lane Configurations '� � � Sign Control Stop Free Free ��_��M�t��,,#��;�- �� Grade 0% 0% 0% � Volume (veh/h) 63 5 5 78 67 54 ��" °'`� _ ; Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) � � 66 5 5 82 71 57 �� .�� `,. " � � � �. _.,.s�. �� ,��.� ��: < Pedestrians Lane Width (ft) ; � �� ,.��., _ �� ;. ,: ,,. . .,._.. Walking Speed (ft/s) � � Percent Blockage � _ :��.,��..,��"� � .�.,�r,��,�� .,� ,._ �.. _ ,�_. .._ M... . j.� Right turn flare (veh) � Median type None � �-� �� `, � '� ��` ��,`«�q�� , � �,( �'�� ' �° 5.� � ��. ..�... ... n v��'dc �f%"S-'Y"9�'P . , . . .`8e�°�V.'� ..,� ,�w$r�. �....,, . -.. � Median storage veh) Upstreamsignal (ft) , a� �..:;��s�.�.��:.:f, �., ..,�` ,..� , .��w.l�� ,�� 1 pX, platoon unblocked vC, conflicting volume 192 99 127 ��';��,� �-�� `�� vC1, stage 1 conf vol vC2, stage 2 conf vol �'�'��`��'�fi.�..:� .��"��"�.��`��_:<,.�� .�� W �� vCu, unblocked vol 192 99 127 tC, single (s) 6.4 � 6.2 4.1 ��.� �� '��`� � � _ , . .��v�.�� . . . �a ,�.� .°'� ,��-..�.. ,�� r� � tC, 2 stage (s) � tF(s) 3.5 3.3 2.2 ,��_M�� ._ _ '��" �� ,� �`, .��:� .� .:��,,`�°�� ,_N p0 queue free % 92 99 100 cM capacity(veh/h) 794 957 1459 "" � � � � a, ., �._�er.. . ''r Clitection,Lane`# EB 1, NB 'E „ SB 1 : =, . _, _ ,. _. � __.. � Volume Total 72 87 127 � Volume Left 66 5 0 Volume Right 5 0 57 �, , _.�o-M. ,.� __w. ,...,._� .,_ ,�d _rY_,..._ b,: �,�� :��_m;. ...�.�z�., �.�.. cSH 805 1459 1700 � Volume to Capacity 0.09 0.00 0.07 ""�'" X � . " .. . t .�- � .. ��,�u� r: � Queue Length 95th (ft) 7 0 0 Control Delay(s) 9.9 0.5 0.0 � `'�� ` � � , " . Lane LOS A A Approach Delay(s) 9.9 0.5 0.0 �'��"`� ��°�d �� -�,.r�` ��" �; _ � � Approach LOS A . £ . �� ; �: � I�i�, ectian Sia�im��.��,�� -,Y.. Average Delay 2.6 Intersection Capacity Utihzation 18.7°/a ICU Level of Service A Analysis Period (min) 15 � < , _..:.. .. .,�. ....� �M. , . _,�,-..,.F�� #04008 -Crossroads Redevelopment Vail TIS Existing -Winter PM Peak Fox Higgins Transportation Group , 7 of 18 � HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � � � � � � � � I��uefYi�r�t �� EBT EBR WBL WBT NBL NBR ; `''" �� ° �°1�`�+`'� � ��°� a. � Lane Configurations �� '� � Sign Control Free Free Stop � - �.. ,._.,..��,�.:�;<��, ._s..� M .�,��,�::�_��.�:�.,�.,� �,.. Grade 0% 0% 0% � Volume (veh/h) 708 73 48 1124 73 68 ��"��<' �, '�,�;�-� �� ' �� Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 � Hourly flow rate(vph) 745 77 51 1183 77 72 ��-�°,"��. �-�'�`��t}�g � h�;v< Pedestrians ��- ��,;�� _ Lane Width (ft) �� " � �, � ,� :��. � �� . _ ... �,� _ , ._ Walking Speed (ft/s) Percent Blocka e �.�� .�� ,��,- .„ .. ��, .��u�,�° � � 9 ,'��.r�,.__ _ `��`�°_: '`'�` '� � �,.�_�. ._ ,E, . Right turn flare (veh) " Median type ��"`"�� '��,;;� TWLTL �.�,� „��x�.��;..w,� ��.,�� . � �. ,� , R Sr. ,�.:�e ,a " Median storage veh) 2 U stream si nal ft ��`�; � , �= �� ° �,� ,;�z �� ,,� ., , , , .�:;; � P 9 ( ) �, .�, . _ �� :-� �,. �. pX, platoon unblocked vC, conflicting volume =�� = '�� , �r,� , 822 '1438 373 , . �� vC1, stage 1 conf vol 745 � � � �� _ a vC2, stage 2 conf vol �� , 693 � � �,,�,_ � ,�,��„��`� �_ � vCu, unblocked vol 822 1438 373 tC, single (s) � ,.��.� 4.1 6.8 6.9 �:��. ��'`��` r�� ;, � tC, 2 stage (s) 5.8 .� 4;n� < ,-� � � �� ,�x �r" tF (s) � �aa,, r 2.2 3.5 3.3 0 :� . _��, .. ,�, � ?'��'. p0 queue free % 94 76 89 " cM capacity(veh/h) 803 317 625 .� ,..z .. . M ., ., . � '"'� Direct�on,Lan��, ��.�. � �'!' EB 2 EB�= WB''t°: WB 2 WB 3 ., ';„ � NB ;-': Volume Total 373 373 77 51 592 592 77 72 � Volume Left 0 0 0 51 0 0 77 0 Volume Right 0 0 77 0 0 0 0 72 ,��'� cSH 1700 1700 1700 803 1700 1700 317 625 � Volume to Capacity 0.22 0.22 0.05 0.06 0.35 0.35 0.24 0.11 �� ' �� ' Queue Length 95th (ft) 0 0 0 5 0 0 23 10 f Y { � Control Delay(s) 0.0 0.0 0.0 9.8 0.0 0.0 19.9 11.5 ��; �� e �� .� Lane LOS A C B Approach Delay(s) 0.0 0.4 15.9 � 3 �`�.,�,,. '�'`,, � � Approach LOS C 1��hrt� .., e ; . > ��,.,�, :=. � Average Delay 1.3 Intersection Capacity Utilization 41.8°/a ICU Level of Service A Analysis Period (min) 15 � �_, . _ . �e� _ � .._ <<�.,� . �_ _ � �� ,�,��,� � � � � #04008 - Crossroads Redevelopment Vail TIS Existing -Winter PM Peak Fox Higgins Transportation Group � 8of18 � HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. ' � � � � � � � _,, � 11�t�yeixient ;,.��'�.., ,��BT EBR Vtt�L WBT NBL NBR � �� :.M1 A... .i, i _"____ _.____. -__ 4w Lane Configurations �� ` Sign Control Free Free Stop a �,�.�.��W�.�.,.n ,�._...,N .x..�;:�.�.,��.., xn_�,�.t�.:��,r��t". Grade 0% 0% 0% Volume(veh/h) 725 75 50 1150 75 70 �� ' � =F� �� ?��'f�°" � r�=� �� . � Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 763 79 53 1211 79 74 �,r ° �{ ,h .� ,: ��"',� ,�� .�s.; � Pedestrians Lane Width (ft) � -�. � .��°�,��t �� :, � �� x..��:�� ` �- ..,,., �, , T _ . ._�. ,�.,A.e�, �F. .. Walking Speed (ft/s) , � � � Percent Blockage „� , °, .,_. �� '�`� � �� ,_�� ._ ,, ,�. �"� , � ' �� ". � r. >�. . ��.t��,e .x. ..,I� C,?'.s�.� ",�,�^tr� � �:,.� -�� Right turn flare (veh) 'r' Median type � . a,� �, . � TWLTL .`�,��`,°�.� �� s �.,';� , _ �. ..�. �. # �,.. Median storage veh) 2 �� Upstream signal (ft) � �y �` �� '�� -��`��; �� '` �.:�° � pX, platoon unblocked �� -°�� _ ��`��.�:a.�. , �!' vC, conflicting volume 842 1474 382 �� "k ``�� :` �:�,��; "� `;� � vC1, stage 1 confvol ' 763 � � � �� g ��' €"��,.�"�"„z; �� +�g�� vC2, sta e 2 conf vol ,��,:� 711 �; �� , ,� .� vCu, unblocked vol 842 1474 382 . ,. .�;. � tC, single (s) ��. . „ _ 4.1 6.8 6.9 � _ �� '��ti z ��,�' �°„:�� :� __ ,� .�� .� tC, 2 stage (s) 5.8 , . . ,. � tF (s) �� s r xN 2.2 3.5 3.3 �:. i . � .._. _ _ , . . . �� p0 queue free% 93 74 88 � cM capacity (veh/h) 789 309 616 . .. ., �" �•" t�irectii�n;:Lar�. � � � . ." .. `.�.�. E�3�3 .W��.�11lE�2, W�3 = ,�„ v _r_. Volume Total 382 382 79 53 605 605 79 74 � Volume Left 0 0 0 53 0 0 79 0 Volume Right 0 0 79 0 0 0 0 74 �""y„ � y � cSH 1700 1700 1700 789 1700 1700 309 616 � Volume to Capacity 0.22 0.22 0.05 0.07 0.36 0.36 0.26 0.12 ��.�� ` Queue Length 95th (ft) 0 0 0 5 0 0 25 10 � � Control Delay(s) 0.0 0.0 0.0 9.9 0.0 0.0 20.6 11.6 �;;�� =� : Lane LOS � A C B Approach Delay(s) . 0.0 0.4 16.3 - Y � Approach LOS C ��"�,. .,� , ��. �, �� Average Delay 1.3 Intersection Capacity Utilization 42.6% ICU Level of Sernce A Analysis Period (min) 15 � � � � �` � , > �� , w �. .. .�,,,., �:;f =.,_��_. _��,_ �. ., s�� ' ' r � � � #04008 - Crossroads Redevelopment Vail TIS Year 2007 Background -Winter PM Peak Fox Higgins Transportation Group � 9 of 18 � HCM Unsignalized Intersection Capacity Analysis 8/4/2005 1: Site Access&Village Ctr. Rd. ' } � � I � � � � � �,_ ,H� .. _ � Movement �.:.,.,� ��s i�� EBR � NBL NBT SBT�,� �SBR Lane Configurations ►� �' '�, � Sign Control Stop Free Free ��,�,;,;_ ,., �ro,�___ ��_ _ a _,: �_ r_� Grade 0% 0% 0% Volume(veh/h) 100 10 10 80 75 85 e '-��;�m�;��'��:��.-�_ *� �� .. �°� � � Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 � Houriy flow rate (vph) 105 11 11 84 79 89 � :�,��"��,� � � . .�,,` .,. . Y. ,. .�.r�S,� ''l` -t �� . . � Pedestrians _ Lane Width ft '� � � � ) � �-��'..��`; .� , �` .` �.�'� ��'<.: Walking Speed (ft/s) Percent Blocka e � �� '�� "�` "�� ' �� _ . ,. � _ _ �� , a <, , _ 9 � �..�� ;:y.�k. .�skti� �� . � �1 �,� - Right turn flare (veh) ,� � �� , � 'n' Median type None :�'��.�: �� ,��.� _�.��_. , ,�. <�., Median storage veh) U stream si nal ft "� � 4 ��a�� ' '`,� �� '" � � ,��fr �� ; P 9 � ) _.�,� , �,,-��. ��. 4��`�� t ..n�= a��. ,��:`,.'�� r pX, platoon unblocked vC, conflictin volume 229 124 168 � � ' 9 �� '� ��' _ � r �.��; �� , m -, m r.�� .. ,''� .�. . _ _ � vC1, stage 1 conf vol vC2, stage 2 conf vol �? ��,� �`��"`� � � � � �� ' #�,.r.,. _ .;. � �� .��m�',?c��s>� ��...,�.�.:�� ,��',��'- vCu, unblocked vol 229 124 168 tC, single(s) 6.4 6.2 4.1 , ' , ��,� `, .��"�. � ,� �. � . . „�� c�� k f'�� . a r� � tC, 2 stage (s) � tF (s) � 3.5 3.3 2.2 .,��, � T �,� a��, ��.�, �� ,�: f ; r� , .. , '` �. , �,�.. ��`.�. � _x_ m� � .�,< p0 queue free % 86 99 99 cM capacity(veh/h) 754 927 1409 ' �' "" [�#r�ectic�i�-�Lan�'��,��- .E&'1:,. iVB� '� S��1 Volume Total 116 95 168 � Volume Left 105 11 0 Volume Right 11 0 89 "� ��"' ,�r�� .., . �k�; cSH 767 1409 1700 � Volume to Capacity 0.15 0.01 0.10 �� ',��,�;�F'��„:j . � ,�, t,�V V��.. ,� �,� e �.>> � �,� �.�� Queue Length 95th (ft) 13 1 0 � � Control Delay(s) 10.5 0.9 0.0 ., �,.��~ �. . , ,,, , ,�. �`.� � �` Lane LOS B A � APProach Delay(s) 10.5 0.9 0.0 `�'�. � , _ ��`�� > � �. ;;� ��° �,� � �. . ..� Approach LOS B :: � � , y,�� 1�� .�< , � y, , � Average Delay 3.4 Intersection Capacity Utilization 25.4% ICU Level of Service A Analysis Period (min) 15 I �� ' � � ...� . . �_ d��r s .�. ��.� � � � � #04008-Crossroads Redevelopment Vail TIS Year 2007 + Site-Winter PM Peak, Existing Configuration Fox Higgins Transportation Group � 10 of 18 � HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � � � � � � � � �etti�ri� : � . '��iT,r EBR V�� WBT NBL NBR '. � , � �,, :�., " Lane Configurations �� '� �� ` Sign Control Free Free Stop - �:s��,�.f, ,�,..�,�•�,.>��,. �, .,��..�:�:��:�,�., Grade 0% 0°/a 0% Volume(veh/h) 720 95 65 1145 95 85 �,;,�,�� , �'� � �� '� �� '� Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 758 100 68 1205 100 89 M� ' . _ �.° ., ,��. _ .. � � Pedestrians '+€r��r , �,, r��, .: Lane Width (ft) �� _ . � t. ..,,� . ' � :�. � ,� . �.,.�, � Walking Speed (ft/s) , �, Percent Blockage � � : .:� ,��" , -. r�`x�r.... .��£:x �� _� ...� �, ��"} ;� . ��.A. Right turn flare (veh) " Median type �`�� :�� . .,,�,.�� TWLTL �� -� °�`�� :. � . . .. 1��: µA..� .. ... . Median storage veh) 2 Upstream signal (ft) ` �"�` � � � �� °°� i� „;a� �. , �;`�� `,�.�' �. �: _ . � pX, platoon unblocked vC, conflicting volume �> `��„� g��° 858 1497 379 � �� '�� vC1, stage 1 conf vol 758 vC2, stage 2 conf vol s ��' 739 �;�� :,�-� ��-'�- ��'�� g �.,� �� ,�,� ,�rv. � �� .,..�� vCu, unblocked vol 858 1497 379 tC, single(s) �, :`��;� 4.1 6.8 6.9 ,�:� : n �� - �� ,�;�� tC, 2 stage (s) 5.8 'r tF (s) " 2.2 3.5 3.3 , ��._ . & . 9 p0 queue free % 91 67 86 cM capacity (veh/h) 779 299 619 �' "'� t7'irecticSrrs'Lane::#� � ��,.,..a.. � � � _ _., , � .. , _ ,..��„EE��.,.WB.'f.,.WB 2�,�,W��,. �2 �, , : Volume Total 379 379 100 68 603 603 100 89 � Volume Left 0 0 0 68 0 0 100 0 Volume Right 0 0 100 0 0 0 0 89 � _ � cSH 1700 1700 1700 779 1700 1700 299 619 � Volume to Capacity 0.22 022 0.06 0.09 0.35 0.35 0.33 0.14 ` '" Queue Length 95th (ft) 0 0 0 7 0 0 36 13 � `� Control Delay(s) 0.0 0.0 0.0 10.1 0.0 0.0 22.9 11.8 Lane LOS � B C B : � Approach Delay(s) 0.0 0.5 17.7 ��"�� Approach LOS C � �� ti� , � �:, � . i��.tr�t ��; .°�..- Average Delay 1.7 Intersection Capacity Utilization 43.6% ICU Level of Service A Analysis Period (min) 15 � �,,�M ��._�a .., �,��,�.a, �...,, . . ��`�:� ��,_ . .�� .;�;�� n �� #04008-Crossroads Redevelopment Vail TIS Year 2007 + Site-Winter PM Peak, Existing Configuration Fox Higgins Transportation Group � 11 of 18 , HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � � � � � � � � � „ _ _ `�,��retl��tit -, ;� �;�:-,.'EB� ��EBR WBL WBT ;�NB� NBR '" � Lane Configurations �'� '� �� ' Sign Control Free Free Stop ,�,w�:`,.,.�'.. ae.�au.w�k'w'a'�&:a�s.�cs..x�„',r;ke�.c,`:�"'�°.�.:'��a:t�.a,s�:'r:,u��-> Grade 0% 0% 0% Volume (veh/h) 720 95 65 1145 95 85 ` N ,�� z�<y` � ` �� _ . � ��uti. � . . � , � Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate(vph) 758 100 68 1205 100 89 „ � �� ''�� -� �. s � � .,`�. .� . Pedestrians � Lane Width (ft) � _. . _. ,. �"�� . . � Walking Speed (ft/s) � Percent Blockage � �� "� ' � '� � � €.�m:.� � a�,.„�, ��>,� � _ � Right turn flare (veh) "" Median type .� � ��; TWLTL �y�.�.� ��,. � �;:� ,t ��. �� _ Median storage veh) 2 Upstream signal (ft) } `��`�� . ��`�� -��,�•..�,.-�..,-�-��s � pX, platoon unblocked vC, conflicting volume , 858 1547 429 .� ��; �y � � a e � . vC1, stage 1 confvol 808 � vC2, stage 2 conf vol �� 739 � �, � �, � Y�� ' �� vCu, unblocked vol 858 1547 429 tC, single (s) � _'� 4.1 6.8 6.9 " , � ' �.�.� v. � tC, 2 stage (s) 5.8 �w � '��;� ' �-`� '��,�� ,, .fw � z , ,�.,. � tF (s) , , 2.2 3.5 3.3 ' � � �� , �� ., . . p0 queue free % 91 65 84 cM capacity (veh/h) 779 289 574 �" "� E7irectior�y�ane:#��, f_ . <<. v „,F.� ,�� w�=�: wa�..uu�� _�_. Volume Total 505 353 68 603 603 900 89 � Volume Left 0 0 68 0 0 100 0 Volume Right 0 100 0 0 0 0 89 , � s`Ssdh.W.3�1i }u, ,...,.a`N , . . L'^m . cSH 1700 1700 779 1700 1700 289 574 . ,, , ., � Volume to Capacity 0.30 0.21 0.09 0.35 0.35 0.35 0.16 � ;; �� ,�� `�� ° �. , .�: � .,s_ Queue Length 95th (ft) 0 0 7 0 0 37 14 .r _. Control Delay (s) 0.0 0.0 10.1 0.0 0.0 23.9 12.4 �� Lane LOS B C B Approach Delay(s) �0.0 0.5 18.5 �;� ..� ,��,�:,..�_F ,: ��:,� � Approach LOS C 1�i�i�t s � �.. _,,. ;: �� Average Delay 1.8 Intersection Capacity Utilization 43.6% ICU Level of Service A Analysis Period (min) 15 � � � '� ' ;�� . ,e�_ � _ _ ,,�.., . .wa.,�ri ��„ .,.... ..�,°�� , � � � � #04008 - Crossroads Redevelopment Vail TIS Year 2007 + Site-Winter PM Peak,w/o EB Right Fox Higgins Transportation Group � 12 of 18 � HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � � � � � � � � . ... �.� .. � Movement ��:=.EBT> EBR WBL WBT: NBL NBR Lane Configurations �'� � �� " Si n Control Free Free Sto � 9 P �� `:�,.�s.�„��.,.��, _�,,��.�.�� ,_,,. Grade 0% 0% 0% Volume veh/h 720 95 65 1145 95 85 ` � �" '�`�� ' ( ) ,. , �.,.:� � � . � Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 � � Hourly flow rate (vph) 758 100 68 1205 100 89 � `�`�,,�� ;�� ',��,��r� � Pedestrians Lane Width (ft) ��'� j � P71» .. ;:�. ...�. . .. �.,.�. ... ,sr 3,;. � .:.. �..� . ..,.t Walking Speed (ft/s) �, Percent Blockage " � "� � �� v , ,�a�€ ., �;� , _.s. ,�� _ ��, ... _. ,,.��.; ,.. . ,, . �..,�,,.�. Right turn flare (veh) , �., .,. .��. "" Median type , :.�� ... , �� TWLTL . . .., . �,. �. � . � Median storage veh) 2 . � � Upstream signal (ft) :r�� y = . �r pX, platoon unblocked , ,. . .� _ . vC, conflicting volume ` .y, �:" 858 1547 429 �r; „_,,, � ; � vC1, stage 1 conf voi 808 vC2, stage 2 conf vol �, 739 ' �� . ��. � �� vCu, unblocked vol 858 1547 429 �� tC, single�S) r� �...�,. 4.1 6.8 6.9 ,.�� ., ;;��,..��x,.��.. '� � tC, 2 stage (s) 5.8 '" tF (s) �"��` � � � 2.2 3.5 3.3 ; � �� ' �- � �, Y -:ri,�.�. �..: . `, . . . . . p0 queue free % _ 91 65 84 ` cM capacity (veh/h) 779 289 574 ' �" ''� 13irection,�a�e# � . . _ �� WB::� °:WB 2 =WB 3 NB t "I� _, _ Volume Total 505 353 68 603 603 67 123 � Volume Left 0 0 68 0 0 67 33 Volume Right 0 100 0 0 0 0 89 _ � r�,.� � A_, _µ,4x„ ..�,_g��y cSH 1700 1700 779 1700 1700 289 453 � Volume to Capacity 0.30 0.21 0.09 0.35 0.35 0.23 0.27 � �� "�. �� .�a� ,,w �,. , �.�.: � Queue Length 95th (ft) 0 0 7 0 0 22 27 Control Delay (s) 0.0 0.0 10.1 0.0 0.0 21.1 15.9 � �� ` n�� t:_e -�__ � Lane LOS B C C Approach Delay (s) 0.0 0.5 17.7 ��= f,3�,� ,�, � � Approach LOS C l�tt�4�e`t... . S�it�'t'. � Average Delay 1.7 Intersection Capacity Utilization 43.7% ICU Level of Senrice A Analysis Period (min) 15 � � j �} . � _z.�.,. � , .,;y:..„„ :.: . ,..��{ . .; .._� ,: „, . . � � � � #04008-Crossroads Redevelopment Vail TIS Year 2007 + Site-Winter PM Peak, w/o EBR&w/NB Restripe Fox Higgins Transportation Group � 13 of 18 , HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. ' � � � � � � � e ._, _ . ,w v � 1V�'vet�i�r►t ;; ��,; EBT EBR-� ��L WBT �E3L.F r.N��,;� Lane Configurations �� '� � " Sign Control Free Free Stop , ' 4� ��.�.._.��:,��.� ;��;��...�✓....�. ,.��.. Grade 0% 0% 0% �� , �� ,� � ,��- � Volume(veh/h) 750 80 55 1180 80 75 � � ��,��`�� ° °� ��, � Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 789 84 58 1242 84 79 3 u _ . _ n. �� Pedestrians � Lane Width (ft) _ _y� : Walking Speed (ft/s) � Percent Blockage " '� ' �'' . � ` . �� .� �,a. . � ..,,a, , �� Right turn flare (veh) � "' Median type � : � '.� � '`�� TWLTL ` . ,.�__�, >,�� . .. .rh. , . � . � �. � � ��. Median storage veh) 2 ��. _ Upstream signal (ft) ��:r�x n d�,b�� '�u. � � ,.,�.� � ,.�.. ,.��., . ..� � pX, platoon unblocked vC, conflicting volume � 874 1526 395 � ` �� , � � vC1, stage 1 conf vol 789 � vC2, sta e 2 conf vol � <� ;� 737 �� . � 9 „ ,� :�. „ � �.... . -�..�;.�v, � �s . ..�, as vCu, unblocked vol 874 1526 395 tC, single(s) �� 4.1 6.8 6.9 �. .. _ � tC, 2 stage (s) 5.8 , . � tF (s) � '�� 2.2 3.5 3.3 � '� � , :„ . p0 queue free % 92 72 87 cM capacity (veh/h) �� 768 296 604 �� '� �� ► ,. ��. '� Direct�ar��.arie# . � �� EB:�=-WB 1 ° 11V8 2;�;V11��,, ;`.,: Volume Total 395 395 84 58 621 621 84 79 � Volume Left 0 0 0 58 0 0 84 0 Volume Ri ht 0 0 84 0 0 0 0 79 9 �.�:��..�,.�,��..� �<_. � .:.,�;� cSH 1700 1700 1700 768 1700 1700 296 604 � �r Volume to Ca acit 0.23 0.23 0.05 0.08 0.37 0.37 0.28 0.13 `'� `�.� P Y �;..' � Queue Length 95th (ft) 0 0 0 6 0 0 29 11 Control Delay(s) 0.0 0.0 0.0 10.1 0.0 0.0 21.9 11.8 _ Lane LOS B C B Approach Delay(s) 0.0 0.4 17.1 �'�� °�� ,� �� x�,., Approach LOS C Ill��tS�.'4''��q St! E.�� Average Delay 1.4 tntersection Capacity Utilization 43.7% ICU Level of Service A Analysis Period (min) 15 � .....�. .,,� .,�.�.... .. �,. . A_,..r�� ,,, ., ,..r..� ;,�,;,..��.r w��' `�`�� ,.. � � � � #04008-Crossroads Redevelopment Vail TIS Year 2025 Background -Winter PM Peak Fox Higgins Transportation Group � 14 of 18 � HCM Unsignalized Intersection Capacity Analysis 8/4/2005 1: Site Access &Village Ctr. Rd. � � � � I # � �,, �: ,. �n , ,.. w_, �-�. _�� . ,,, �.. � ,.�_; „r�:t�;.�- � m�, EB� ��'EBR NBL NBT .� _ �Y ��-� � Lane Configurations � � '� "' Sign Control Stop Free Free ' .v,��_�_ _w.,..�.�.� .�. ��,.��...�;��,� Grade 0% 0% 0% �� Volume (veh/h) 100 10 10 90 85 85 , : ��..��: � � '��.� �� Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 105 11 11 95 89 89 ;'�� "�� ,.,. ��'` . ' .. ,� � Pedestrians Lane Width (ft) �'' ��; i'�`��' . �`�� : . , , , ..� � <.a: Walking Speed (ft/s) _ . P@fCeflt B�OC�Cage � . � r' , r ''� ^� °' �� : u ��,�� T ,�.��.�'�� .��x. �,, < . re,... .,� . ., �. -�. �� .��,.,a�� Right turn flare (veh) � � �rn` Mediantype None ,.'' �� . � s ��.� u��y`�� s..��.��.. . . �,��Y:. Median storage veh) l� � � „� . � . . ,_ �, Upstream signal (ft) � �� .� T��.w _ , , �� ,� _� � ...� :��_�� pX, platoon unblocked vC, conflicting volume 250 134 179 �� -` � � vC1, stage 1 conf vol vC2, stage 2 conf vol ,��6�.��,� �� ,��,�aF�,`a:. ��,�>„��., � � �,��..�,�� vCu, unblocked vol 250 134 179 tC, sin le s 6.4 6.2 4.1 ��` �� 'r�`� � � � . .�� _ . .x �� , 9 ( ) . � �_ � � e , � tC, 2 stage (s) �,.. � tF (s) 3.5 3.3 2.2 p0 queue free.% 86 99 99 , , '' cM capacity(veh/h) 733 915 1397 � '�' �irectioii;,Lane#�,. _° E&'f; NB 1 S�7''� ' � Volume Total 116 105 179 � Volume Left 105 11 0 Volume Right 11 0 89 � ` � w �.<. ,_�. � ,,, ., ��.�., ., _ ,.��. � ,, cSH 746 1397 1700 . �t Volume to Capacity 0.16 0.01 0.11 � . ��:.��.,�_. >� �,�.:. � � �. . Queue Length 95th (ft) 14 1 0 � Control Delay(s) 10.7 0.8 0.0 � ` q , �: , _ . Lane LOS B A � ApProach Delay (s) 10.7 0.8 0.0 ' � � =�� _ _, ��„�.. Approach LOS B l�n�ersect�o��timmar5r�� .y�. � . _. . Average Delay 3.3 Intersection Capacity Utilization 25.9% ICU Level of Service A Analysis Period (min) 15 � � � �� _ , _ Ns � , �. , � , � #04008 -Crossroads Redevelopment Vail TIS Year 2025 + Site -Winter PM Peak, Existing Configuration Fox Higgins Transportation Group � 15 of 18 � HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � � � � � � � � < _� , �� .� ., ., . s�� lovement � � ;� EBT EBR WBl. � WBT NBL NBR R Lane Configurations �� '� Sign Control Free Free Stop � �s;��.��,.��„z,. ,��.�,�,.,,��.:,.��,��,��,.�; Grade 0% 0% 0% Volume(vehlh) 745 100 70 1175 100 90 �� rw � �ti�_ � _ � Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 784 105 74 1237 105 95 � � ' •�' ` � �.-, � _.. ��;,�.. . � LaneSWidth (ft) �" .��.�,.�'��.• �,�°��. . ��` Walking Speed (ft/s) e � Percent Blockage �'�� _ �,,{��,q�' " °�'"� ` ��`_: ��,'�;�� ° `� ',P. . ...',Ffi�>��&��'�+.�r� L.�.+ ,l+.. „FYJV�?w�t�fi.E �..,e!n - Right turn flare (veh) � fd:>i'r =- ,�a'�+F a au � y �� ..yr+..�. � �r.d'� .F�a ;'"$�1+' Median type �„��- �,� �� , TWLTL � .�� . ��.�;�, „�;�� Median storage veh) � 2 Upstream signal (ft) ��`� �,'�y�' { ��w�� ,�A� �� `'�'� ��«�„ �► pX, platoon unblocked vC, conflicting volume �"� ' 889 1550 392 "��' ' ��;`�y �"�"`'� � ''��,Y �,:. � vC1, stage 1 conf vol 784 vC2, stage 2 conf vol „w�,�. 766 �,�� ,� " _ �� , �a,;�,� vCu, unblocked vol 889 1550 392 # " ��'��. . ., tC, single(s) `��e�q � 4.1 6.8 6.9 Y `�"� �� y�� tC, 2 stage (s) �� ; 5.8 � ,�x� .. �, � .� � . . "' tF (s) �� ., _ ;� � ,��-��<. ��^�� t . �� , , 2.2 3.5 3.3 � p0 queue free °/a 90 63 84 cM capacity(veh/h) 758 287 607 �► ..► �r-.._ ,� .K ��, ,, � C�irection;�arie# .:��,�- ��,��; E�3 WB 1, VUB Z WB=3: NB`,_ . , � ; Volume Total 392 392 105 74 618 618 105 95 � Volume Left 0 0 0 74 0 0 105 0 Volume Right 0 0 105 0 0 0 0 95 .�_ ,.,�. �:.��.,.,��. cSH 1700 1700 1700 758 1700 1700 287 607 � Volume to Capacity 0.23 0.23 0.06 0.10 0.36 0.36 0.37 0.16 ,�"`� � � Queue Length 95th (ft) 0 0 0 8 0 0 41 14 Control Delay(s) 0.0 0.0 0.0 10.3 0.0 OA 24.7 12.0 �� ."� � �� Lane LOS B C B Approach Delay (s) 0.0 0.6 18.7 � �'��F,�; ,,�-r ,� �, i�l ��'� t Approach LOS C ��S��t�Cti��Ut��Ct�� , � �� ,., ��_ �� Average Delay 1.9 Intersection Capacity Utilization 44J% ICU Level of Service A Analysis Period (min) 15 ' `'; <., . ��;� , ', �` - �., � ,=.s, . ,�n . _ � �_ � . _ � � � � #04008-Crossroads Redevelopment Vail TIS Year 2025 + Site -Winter PM Peak, Existing Configuration Fox Higgins Transportation Group � 16 of 18 � HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. i -. � �- � � � � �g , .; T . �� , r . . . .. . ,p�r�m��t.' � EBT EBR WBL WBT NBL NBR , � y � Lane Configurations �'�, � �� ►� � '� Sign Control Free Free Stop „F,�� w „��4„„�rt��,,�,.��,�� Grade 0% 0% 0% Volume (veh/h) 745 100 70 1175 100 90 ,�� ` " °` `" � ��# �'�� Y� � ��r � Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 784 105 74 1237 105 g5 x�: �� " ��`�`� ' � . ��"�� .�r. � ��.,��H3,�«�� .... ,< �� Pedestrians Lane Width (ft) �;�' `� �� " �x _'��¢.. � .. �� ., .�,. . a�+... Walking Speed (ft/s) Percent Blockage �"��,.�:� ,._-''� m ��.. . _��,�..�,�� .��;�� " � Right turn flare (veh) " Median tYPe ��zl>�°�, .u� . �'�_, . TWLTL � A"��` � f s"�� .F�� , �'� .. � .r, �.t : � � Median storage veh) 2 -�t a .� . 2 �:�� '�} �G F \ : �,y'�. Upstream signal (ft) ,��.�,� ��;_ �°� �� 1 pX, platoon unblocked vC, conflicting volume �':��'" 889 1603 445 ��,� 4 ,�� s a . ��'�,�x3 ,,.'�x.... . � vC1, stage 1 conf vol � 837 vC2, stage 2 conf vol �� 766 �� '��:� �� ;,, , � : . � � ��_�,.,P. � .�;��,. ��,�;�: vCu, unblocked vol 889 1603 445 tC, single(s) „ ��h .��.: 4.1 6.8 6.9 � �.. ��` ° �,.�'��,�„ ,� ��,.z � tC, 2 stage (s) 5.8 �� tF (s) �"��e,� 2.2 3.5 3.3 �`��+ �,a� �` ��;� .,, � p0 queue free °to 90 62 83 cM capacity(veh/h) 758 277 561 ' � �.. .N�, _. _-. �_... . C7��ect�on;'Carie# ,�. , : WB:'f WB 2 WB 3 NB 't. ��i� - .. � Volume Total 523 367 74 618 618 105 95 � Volume Left 0 0 74 0 0 105 0 Volume Right 0 105 0 0 0 0 95 rq � m„ �, _� _ � cSH 1700 1700 758 1700 1700 277 561 � Volume to Capacity 0.31 0.22 0.10 0.36 0.36 0.38 0.17 � �� ` �"' �"' � � ' Queue Length 95th (ft) 0 0 8 0 0 43 15 � Control Delay(s) 0.0 0.0 10.3 0.0 0.0 25.8 12.7 °�� a _ Lane LOS � B D B �z. �� a „ � Approach Delay (s) 0.0 0.6 19.6� � � ��,�� Approach LOS C s��t� �"� �� ,� , .. . .�t��Y .,• _:� � Average Delay 1.9 Intersection Capacity Utilization 44.7% ICU Level of Service A Analysis Period (min) 15 � � �t ��, � � :� .,�,. .,.. . � ,.:.�� f� .. � �,.. _ ..,<.,,,...., . � ��..�.:., ,._.., � � � � #04008 -Crossroads Redevelopment Vail TIS Year 2025 + Site -Winter PM Peak,w/o EB Right Fox Higgins Transportation Group � 17 of 18 � HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � � � � � � � � Movement ` EBT EBR WBL WBT NBL NBR �''' " � , Lane Configurations �'� ►� �� ` Sign Control Free Free Stop r;��j ,„�,��,��„�,� , ,. ,��;;; Grade 0% 0% 0% Volume (veh/h) 745 100 70 1175 100 90 � �`�� x ��` �` "-� . � ��'� ,� . .�� Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 n��. ��. Hourly flow rate (vph) 784 105 74 1237 105 95 , ",�- . n ._ f , � Pedestrians LL Lane Width (ft) .�y� °� �. �,��:. lM;.; , . ... :.d�/ 4✓�.\J�a,kN` ... ..., � ,. . � ..f, . Walking Speed (ft/s) � �, Percent Blockage �� ,��N�;� _�_�. , x �� `�`'�`.F.��._ �� .x.,,,,.�� ,��-�' s�,x_. �;..� , �.�� '� , Right turn flare(veh) "' Median type �� f "'`� < � TWLTL `�� ,� , ��. ��. ��, . . ..... ..,.�,�x a ��.,; . .��.., . _, F�;�.,. Median storage veh) 2 Upstream signal (ft) " =` K � ��`��- � �� ' �': >.; .,�.r �.,;�� .�`��t, . � pX, platoon unblocked vC conflicting volume `.��-�,;� 889 1603 445 � ��, �' �� a� ,� � �� " �,�� > �� c� , ��s't�.�. '�,�1�r . ., _ � vC1, stage 1 conf vol 837 ,�,, z,��: .� �� ,�.� . � vC2, stage 2 conf vol .�� .�.��: 766 .., �� :��f,��. �,��F. ._�� .: ,�`�: vCu, unblocked vol 889 1603 445 , 9 � ) .� �� 4.1 6.8 6.9 � ~�� `�" � ��,�� .w 4 tC sin le s ��..,.� . < � ��,. __�� .�.,�eb;�,�"` . � � tC, 2 stage (s) 5.8 ■' tF(s} � �..>�� - 2.2 3.5 3.3 � �;xti . � � �d . ,s� p0 queue free % 90 62 83 cM capacity (veh/h) 758 277 561 � '� D'irection, Lane# ,�� WB 1 WB 2 WB 3�.�;,,NB 1 I� Volume Total � 523 367 74 618 618 70 130 � Volume Left 0 0 74 0 0 70 35 Vofume Right 0 105 0 0 0 0 95 y�, F y q� �rvrg$�ry:%�;��}��, cSH 1700 1700 758 1700 1700 277 439 � Volume to Capacity 0.31 0.22 0.10 0.36 0.36 0.25 0.30 e _ y � , � : °� � Queue Length 95th (ft) 0 0 8 0 0 25 31 Control Delay (s) 0.0 0.0 10.3 0.0 0.0 22.4 16.6 : >,. ._ Lane LOS � B C C � Approach Delay(s) 0.0 0.6 18.6 `��3�-�� 4� --- , � � � � .,� Approach LOS C int�i��ii�n�� ,„.: . . A.. -� � =.,.. . ,,.: � Average Delay 1.9 Intersection Capacity Utilization 44.8% ICU Level of Service A Analysis Period (min) 15 � _ _... .. _�,��,_ ,_�.�_._�_.x ��;w.._ .._�_..:�,��`� �� .�. � � � � #04008 - Crossroads Redevelopment Vail TIS Year 2025 + Site -Winter PM Peak, w/o EBR&w/NB Restripe Fox Higgins Transportation Group � 18 of 18 , � � � , Crossroads Redevelopment � PRELIMINARY � DRAINAGE AND EROSION CONTROL REPORT � � Pre ared for: P �� Crossroads, LLC Mr. Michael English & Peter Knobel, Owners � One Crossroads = � �,, Vail, Colorado 81657 � Prepared by: . - . . � JR Engineerin g 2620 E. Prospect Road, Suite 190 � Fort Collins, Colorado 80525 �p0 REG�� (970)491-9888 �p . •••.•••••. 9 o ..•j�,MESy�.,F C� �y "��A� ' ` O: :� 37953 ;e December 7, 2005 L ; � �''� � ••'� � ��SS/OHA�.�Q� Timoth J. Halo off P.E. y p , Exp. 10/31/2007 1 Job Number 39393.00 � � � , � � � � December 7, 2005 , Mr. Chad Salli � Town of Vail Department of Public Works - Engineering 1329 Elkhorn Drive � Vail, CO 81657 RE: Crossroads Drainage Report � Dear Chad: � We are pleased to submit to you for your review and approval this revised preliminary Drainage Report for Crossroad Redevelopment Project. All computations within this report have been completed in compliance with the Town of Vail drainage criteria and the Urban Drainage Criteria � Manual where applicable. � �+r .. We geatly appreciate your time and consideration in reviewing this preliminary submittal. Please, ' feel free to contact me with any questions or comments that you may have. � Sincerely, ! ` � —� . Timothy J. H poff, . Lead Project Engineer ' ' ' ' • , � ! i � 1 � � � 1. INTRODUCTION � i 1.1 Project Description � The Crossroads Property is located in Lot P, Block 5-D, Vail Village First Filing, in the Town of Vail, Eagle County, Colorado. The Crossroads Property is bounded on the south by East Meadow Drive, on the east by Village Center Drive, on the north by the South � i Frontage Road, and on the west by the Vail Village Inn property. A location map is provided in Appendix A. i 1.2� � Existing Site Characteristics The project site includes approximately 2.64 acres of land. The majority of the Crossroads I Property is developed and covered with impervious surfaces(i.e.asphalt,concrete,rooftop) with a relatively small portion of the area being landscaped and covered in native grasses. � � � As a part of this project a portion of East Meadow Drive, Village Center Road, and South I � Frontage Road along the south, east and north property frontages, respectively, are � � anticipated to be reconstructed to accommodate drainage improvements. I � � 1.3 Purpose and Scope of Report This report defines the proposed drainage plan for Crossroads. The plan includes ` consideration of all on-site and if applicable,tributary off-site runoff. The plan addresses the hydrologic ramifications associated with the development of the Crossroads Property and ' identifies the proposed storm facilities that will allow this project to develop without � impacting downstream properties. . 1.4 Design Criteria , This report was prepared to meet or exceed the submittal requirements established in the ; Town of Vail Drainage Design Criteria and Construction Standards. Where applicable,the � criteria established in the "Urban Storm Drainage Criteria Manual" (UDFCD) dated June, ' 2001 developed by the Denver Regional Council of Governments has been utilized. � � � � � � Drainagc and Emsion Control Rcport pa�� Crossroads Devclopmcnt � � August 9��,2004 +ir�' l � � ' � ' � i � ,� I 1.5 Master Drainage Basin I�,,, The Crossroads property lies within the study area of the "Drainage Report for the Vail j ' Streetsca e Draina e Im rovements" com leted b Muller En 7ineerin 7 Com an Inc. ' P g � P Y b b P Y, , � dated January l7`h, 1992. This study was used as a guidance tool to check the exiting , � conditions and to develop the proposed conditions. � I ' ' Z. HISTORIC (EXISTING) DRAINAGE � For th�s analysis, based on existing topography, the Crossroads property was considered as one historic drainage basin labeled H-1,slightly modified from that suggested in the Muller ( . report.(refer attached drawings). The Rational Method was then used to detennine the 10- year, 25-year and 100-year historic flows for each basin. ' � Basin H-1 consists of 3.75 acres and encompasses the entire Crossroads property as well as small portions of the adjacent roads and property. Flows in this basin primarily consist of ; on-site flows via overland flow in a southerly direction to East Meadow Drive at slopes that range from 4.0% within the paved parking areas to 60% along the grassed sloped area just '; south of the South Frontage Road. Secondary flows consist of gutter flows in the south and west direction along Village center Road and East Meadow Drive. Once these flows concentrate in the southwestern portion of the basin,they are conveyed westerly into existing ""' inlets and storm sewer which eventually outfalls into Gore Creek. Any overflow flow continues westerly along East Meadow Drive to Vai] Road and then eventually into Gore ' Creek. The Rational Method was used to detennine the l 0-yr, 25-year and l 00-yr historic I flows at Design Point 1 to be 1 l.3 cfs, 13.7, and 18.3 cfs, respectively. i 3. LOCAL DEVELOPED DRAINAGE DESI�N � � 3.l Method The Rational Method was used to deterrnine the l 0-year,25-year and 100-year flows for the I sub-basins indicated in this drainage report. According to the Town of Vail code the Storm ; Sewer drainage facilities are requird to be designed to convey the 25-year peak flow. " However due to the relatively small basin areas and small flows the drainage facilities were able to be designed for the 100 yr storm. 7'he hydrologic calculations are found in Appendix B of this report. Drainage and Erosion Control Rcport Page 2 Crossroads Development � August 9�h,2004 i .: l � . } � 3.2 General Flow Routing 1� The proposed flow routing will convey storm drainage flows from the site south to Gore Creek. The Fronta 7e R � � d. flows w�il be carned �nto a new storm sewer located along � � Crossroads western property line. These flows will then enter into the existing storm sewer � � system along the western portion of East Meadow Drive and daylight into Gore Creek via � Vail Rd. The storm drainage flows from Village Center Rd., a portion of East Meadow '1 Drive,and Willow Bridge will enter a proposed storm sewer sytem running along the north ; side of East Meadow Drive east of Willow Bridge Rd. and then run along the west side of � 1 Willow Bridge Rd.,ultimately daylighting at Gore Creek. The on-site storm drainage flows I �� will flow to the adjacent streets and enter the aforementioned storrn sewer systeins. (See � Drawing) � I i 3.3 Proposed Drainage Plan A qualitative summary of the drainage patterns within each sub-basin and at each design � point is provided in the following paragraphs. Certain basins are combined for discussion ' purposes where practicable, and discussed relative to the design point to which the sub- � basins drain. Discussions of the detailed design methodologies for the drainage facilities � � identitied in this section are included in the following sections. Please refer to the drainage plan included with this report for basin locations. � � � Basin A, totalin�about 1.85 acres, is located along the north side of the Frontage Rd. The � runoff basin A flows wil]be conveyed via overland flow to the Frontage Rd. and gutter flow � to design points 1, where they will enter an inlet and be directed into the proposed storm sewer system along the western Crossroads property line. .�. Basin B, totaling about 1.27 acres, is located along the south side of the Frontage Rd. and includes the northern portion of the Crossroads site. The runoff basin B flows will be conveyed via overland flow to the Frontage Rd. and gutter flow to design points 2, where i they will enter an inlet and be directed into the proposed storm sewer system along the western Crossroads property line. 1 .,,. Basin D,totaling about 0.12 acres,is located along the northwest side of the Crossroads site. The runoff basin D flows will be conveyed via a swale to design points 3, where they will enter an inlet and be directed into the proposed storm sewer system along the western Crossroads property line. Drainage and Erosion Control Rcport Pagc 3 � Gossroads Development August 9►h,2004 i ► f �l I Basin E,totaling about 1.43 acres,encompasses the ma'orit ofthe Crossroads site includin � l � J Y � the middle and southwestern portion of the site. The runoff basin E flows will be conveyed ! ' via overland flow and gutter flow to design points 4, where they will enter an inlet and be directed into the existing storm sewer system along the western portion of East Meadow I Drive. Basin C,totaling about 0.70 acres, is located along the south side of the Frontage Rd., and s includes the east side of Village Center Rd. The runoff basin C flows will be conveyed via � overland and gutter flow to design points 5, where they will enter an inlet and be directed i into the proposed storm sewer system along East Meadow Drive. � � , Basin F,totaling about 0.45 acres, is located along the eastern side of the Crossroads site, � and includes the west side of Village Center Rd. The runoff basin F flows will be conveyed via overland and gutter flow to design points 6,where they will enter an inlet and be directed � into the proposed storm sewer system along East Meadow Drive. '' � Basin H,totaling about 0.I 2 acres, is located along the southeastern side of the Crossroads ' site, and includes a portion of the north side of East Meadow Drive. The runoff basin H -� : flows will be conveyed via overland and gutter flow to design points 8,where they will enter � „�, an inlet and be directed into the proposed storm sewer system along East Meadow Drive. , i Basin I, totaling about 0.33 acres, is located along a portion of the south side of East � Meadow Drive. The runoff basin I flows will be conveyed via overland and gutter flow to design points 7,where they will enter an inlet and be directed into the proposed storm sewer system along East Meadow Drive. Basin G, totaling about 0.45 acres, is located along the southeastern portion of the � Crossroads site. The runoff basin G flows will be conveyed via overland and gutter flow to design points 9,where they will enter an inlet on East Meadow Drive and be directed into the '• proposed storm sewer system along Willow Bridge Rd. � Basin J,totaling about 0.23 acres,is located along the west side of Willow Bridge Rd. The runoff basin J flows will be conveyed via overland and gutter flow to design points l 2,where they will enter an inlet and be directed into the proposed storm sewer system that crosses Witlow Bridge Rd. near Gore Creek Bridge. Drainage and Erosion Control Repon Page 4 � Crossroads Development August 9�h,2004 I � 1 i l � Basin K, totaling about 0.34 acres,is located along the east side of Willow Bridge Rd. The I � runoff basin K flows will be conveyed via overland and gutter flow to design points 1 l, � where they will enter an inlet and be directed into the proposed storm sewer system that lcrosses WilIow Bridge Rd. near Gore Creek Bridge. � � � I 3.4 Hydrologic Analysis of the Proposed Drainage Conditions �� The Rational Method was used to deterrnine the 10-year,25-year and 100-year peak runoff �� values for each sub-basin. Runoff coefficients were assigned using the USDCM Manual. The Rational Method is given by: � { Q =CrCIA (1) � I� � where Q is the maximum rate of runoff in cfs, A is the total area of the basin in acres, C�is the storm frequency adjustment factor, C is the runoff coefficient, and I is the rainfall � � intensity in inches per hour for a stonn duration equal to the time of concentration. The frequency adjustment factor, Cf, is l.0 for the initial 10-year storm and 1.00 for the major ; 100-year storm. The runoff coefficient is dependent on land use or surface characteristics. ` The rainfall intensity is selected from Rainfall Intensity Duration Curves for the Town of � .�.► Vail. In order to utilize the Rainfall Intensity Duration Curves, the time of concentration is required. The following equation is used to deterrnine the time of concentration � � I � t�=t,+t� (2) � I � where t� is the time of concentration in minutes, t; is the initial or overland flow time in minutes,and t,is the conveyance travel time in minutes. The initial or overland itow time is calculated with the USDCM Manual equation: 1 t; _ [1.87(l.l - CC�)L0.5��s�o.;; �3� � � � � where L is the length of overland flow in feet (limited to a maximum of 500 feet), S is the ,� average slope of the basin in percent, and C and C�are as defined previously. In order to compute the peak Q at a junction where a confluence occurs, let QA, TA, I � n correspond to the tributary area with the longer time of concentration, and Q,�, T,,, IB Drainage and Erosion Control Report Pagt 5 � Crossroads Development August 9�h,2004 � � i 1 1 ► correspond to the tributary area with the shorter time of concentration and T I � QN� t�� P Icorrespond to the peak Q and time of concentration. j � � � If the tributary areas have the same time of concentration,the tributary Q's are added direct]y � � to obtain the combined peak Q. � I � ' Qr— Qn+ Qa Ti,=TA =TB : If the tributary areas have different times of concentration, the s�naller of the tributary Q's i must be corrected as follows: (1) The usual case is where the tributary area with the lon�er time of concentration has the � larger Q. In this case,the smaller Q is corrected by a ratio of the intensities and added to the larger Q to obtain the combined peak Q. The tabling is then continued downstream using the • longer time of concentration. � Qr— Qn +Qa * I„/Ia T�=TA � (2) In some cases,the tributary area with the shorter time of concentration has the larger Q. i ' In this case,the smaller Q is corrected by a ratio of the times of concentration and added to � the larger Q to obtain the combined peak Q. The tabling is then continued downstream using the shorter time of concentration. ; I Qr— Qa+QA * TD�TA T�=TB � All hydrologic calculations associated with the sub-basins shown on the attached drainage plan are included in Appendix B of this report. ' 4. HYDRAULIC ANALYSIS � � 4.1 Allowable Street Capacity ! � The theoretical street and gutter capacity was calculated using Manning's equation for open ' channel f]ow. Allowable gutter flows and maximum street capacities for both the initial and major storms were estimated and evaluated based on the specifications set forth in the USDCM Manual. During the 100 year storm,runoffwas contained within the road section. See the street capacity calculations in Appendix C. Drainage and Erosion Control Report Page 6 Crossroads Development I � August 9�h,2004 r � i : i � 1 l l� 4.2 Inlet Sizing i , ' Most inlets were sized using the computer program created by USDCM is used for all inlets. l Computer output files for the inlet sizing are provided in Appendix D of this report. All ; '� inlets were designed to intercept the 100-year peak flows. All inlet locations are shown on ' � the utility plans for the construction of this project. Inlet sizing calculations are tocated in I ' Appendix D. � 4.3 Storm Sewer System � 1 For the storm pipe design, the computer program StormCAD, developed by Haestad Methods, Inc. was used. The software uses the rational method to route flows through the + pipe such that we do not assume that all inlets are peaking at the same time. The user inputs � the area of the tributary basin and its respective coefficient of runoff as well as the time of concentration for the basin. The software is then given an IDF table to calculate flows and � route the flows through the pipe network. 1 � ,,,,,, StormCAD considers whether a storm pipe is under inlet or outlet control and if the flow is � � - uniform, varied, or pressurized and applies the appropriate equations(Manning's, Kutter's, ; � Hazen-Williams, etc). StonnCAD also takes into account tailwater effects and hydraulic ! � losses that are encountered in the storm structures. I StormCAD calculates the losses through an inlet or manhole by allowin�the user to assign a � coefficient for the equation, i h�= K*(VZ/2g) i Where hL=headloss K=headloss coefficient V=average velocity (ft/s) � i g=gravitational constant(32.2 ft/s2) � The storm pipe desi�n was perforrned for the complete construction of the Crossroads i devetopment and all calculations are provided in Appendix E of this report. Drainage and Erosion Control Report �,age� � � Crossroads Devclopment ' August 9�h,20U4 � � ! �1 . 6. EROSION CONTR � OL 6.1 Erosion and Sediment Control Measures Erosion and sedimentation will be controlled on-site by use of silt fences,straw bale barriers, inlet protection, sediment traps,gravel construction entrances,and seeding and mulch. The measures are designed to limit the overall sediment yield increase due to construction as required by the Town of Vail and the Colorado Department of Public Health and Environment (CDPHE). During overlot and finaI grading the soil will be roughened and furrowed perpendicular to the prevailing winds. Straw bale dikes will be placed along ; proposed swales. Erosion control effectiveness, rainfall performance calculations and a � construction schedule are provided in Appendix H. The developer will be required to obtain a CDPHE construction storm water discharge permit and remain in compliance with it. � 6.2 Dust Abatement During the performance of the work required by these specifications or any operations appurtenant thereto, whether on right-of-way provided by the City or elsewhere, the contractor shall furnish all labor,equipment,materials,and means reyuired. The Contractor � shall carry out proper eff cient measures wherever and as necessary to reduce dust nui sance, and to prevent dust nuisance that has originated from his operations from causing harm to j � +�► any public or private dwellings,or causing nuisance to any persons. The Contractor will be held liable for any damage resulting from dust originatin� from his operations under these specifications on right-of-way or elsewhere. Erosion control effectiveness, rainfall � performance calculations and a eonstruction schedule will be provided during final submittal. 6.3 Tracking Mud on City Streets I It is unlawful to track or cause to be tracked mud or other debris onto city streets or rights-of- � way unless so approved by the Engineer. Wherever construction vehicles access routes or intersect paved public roads,provisions must be made to minimize the transport of sediment �� (mud) by runoff or vehicles tracking onto the paved surface. Stabilized construction � entrances are required per the detail shown on the Erosion Control Plan, with base matei�ial � consisting of 6" coarse aggregate. The contractor will be responsible for clearing mud tracked onto city streets on a daily basis. w, .I � 6.4 Maintenance All temporary and permanent erosion and sediment control practices must be maintained and repaired as needed to assure continued performance of their intended function. Straw Drainage and Erosion Control Report �,�g�g � Crossroads Development Augwt 9th,2004 �l bale dikes or silt fences will re uire eriodic re lacement. Sediment tra s � 9 P p p (beh�nd straw bale barriers)shall be cleaned when accumulated sediments equal approximately one-halfoftrap i storage capacity. Maintenance is the responsibility of the developer. , 6.5 Permanent Stabilization A vegetative cover shall be established within one and one-halfyears on disturbed areas and , soil stockpiles not otherwise pennanently stabilized. Ve�etation shall not be considered established until a ground cover is achieved which is demonstrated to be mature enough to control soil erosion to the satisfaction of the City Inspector and to survive severe weather conditions. ' , ; l � - � � � I I I � I - . � ' � ; I � I � Drainage and Erosion Control Report Page 9 � � Crossroads Developme.�►�t August 9�h,2004 I �.. � i l � � 7. REFERENCES 1. Town of Vail Town Code 2. Urban Drainage and Flood Control District, "Urban Storm Drainage Criteria Manual", Volumes 1 and 2,dated June 2001,and Volume 3,dated September 1999. � . . Drainage and Erosion Control Report Page 10 � Crossroads Development August 9th�2ppq I � � i l � • 1 r 1 � APPENDIX A MAPS AND FIGURES .�. I � I .. � Drainage and Erosion Control RcEwrt April 13,2004 'Trail Head Property Appendices I � � i �1 1 • i � l � APPENDIX B HYDROLOGIC CALCULATIONS � 1 r I � Drainage and Erosion Control Rcport April 13,2004 1 �, Trail Head Property Appendices � I � � HISTORIC FLOWS 1 � � • � i � I � Drainage and Erosion Control Report August 9� ,2004 I � Crossroads Redcvelopment Appendices � i � �o� � T N .� �� C �0 •�� .� � dU 1 r y O , a LL �� W O N t0 ` N AF'" y N � O N Q a �2 Q � � io W � a � � W � .� a ( � a; � � t0 V ¢ ^ o o <U v�i Q ` o � 00 '- y � Q S o '� � � � C n O O Z Q � ry N � � � � p7 � � Q .0 y � I W � fp � N N � V U � O 'V tn O � W Q == �n �n � V V � d � V ,C C C y� V � M � ] W Q �n i n � 4_ � V J f D � U � � O O O O a Q �' � rn � N C V y W rf0 � °' y2 � v c 3 � .c � s V „� c tn j � ° �3 � t - � oV } Q LLa � g o � ca� d3 O w �- u� c� � � V' � v� Q � Q w o�i o�i � �V `t � > ZC� C Z � r7 f0 � 7 'O O � O N a � O � O � U o V O � � (� M � �' "� Q w u) in d � � � (0 � v � � � ~ � Q ri ri E � (�p c o � � ; � N = � a N �O � o Q II It �� 11 M � E c�o ° � UQ � ¢ � 2 " o -� °� Q s o � � � � •- o c C,� � � � � IQ- � ci n r N `� ��.". c x � qCj � O Q :°_ ri oi 'U W i � 4] �t U y ~ � II C.+ �•, E- � � � � U a� o � n z O � �' � � ¢ Q � � vmi pC o\° m � _ ° � z � � � -o � � W � 0 � v � ° U zz ¢ � � � � v � E E z � Q � � � E E � z V O � F'_' V U W � � a �U � � � o a N X 3 0 c U 'C O I N I � O M�� T M W iY C� � � �� - �'_� � � � mm � ��no .��y [ � u- � �U `►o r � a�° ui O y � Y I N Q � � W C.' 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O_ ` a- '�p -�p �� - � II II �� ` II C'1 U U .�� Q Q n � U LL � � Z m.� '- Q L � � p p � � � � � = U � � ° i v ~ � V �+ W � � � W � � � 11 C� M f'� �C � 0 (� j. � � F. O 'y C x ¢ � � � 0 a O � L� � ¢ � ►a LL C. � � � O �� cq W M � � O y � � ° `u °° T � � � N V � � O "' N M O r- � U � O O C p W ' � �' � J " m r N � O � � � � � a •• � � � � o I � � " E � � � � � � a,, W a C'� ° � Q ° � 0 Z " � 0 � � U " ° �� O � � � � � � � � o _ d � � � � a '° � � � ` � a A � a c � _ � ' N C � W C I � O � o a � ► � � �i � DEVELOPED FLOWS � .�. � 1 � l � � Drainage and Erosion Control Report August 9� ,2004 Crossroads Redevelopment Appendices �IJR Engineering 2620 E. Prospect Rd..Ste.190 -� Fort Coilins.CO 8525 � PROPOSED RUNOFF COEFFICIENTS 8 % IMPERVIOUS - � LOCATION: Crossroads u1 Vui! �I "ROJECT NO: 39393.00 COMPUTATIONS BY: TEK DATE: S/2/2004 �*I Recommended Runoff Coefficients from Design Criteria � Recommended%Impervious from Urban Storm Drainage Criteria Manual Runoff coe�cient C Roof/Paved Surfaces 0.95 Landscape Surfaces 0.30 �ESIGN SUBBASIN TOTAL TOTAL ROOF PAVED LANDSCAPE % Avg.RunoH POINT DESIGNATION AREA AREA AREA AREA AREA Impervious CoeHecient (ac.) (sq.ft) (sq.ft) (sq.ft) (sq.ft) C 1 A 1.85 80,586 0 29,265 51,321 36% 0.54 2 B 1.27 55,321 21,950 24,140 9,231 83% 0.84 3 D 0.12 5,227 1,185 0 4,042 23% 0.45 4 E 1.43 62,291 37,750 22,350 2,191 96°� 0.93 � 5 C 0.7D 30,492 0 18,000 12,492 59°h 0.68 6 F 0.45 19,602 5,900 71,300 2,402 88% 0.87 � 7 1 0.33 14,375 4,400 9,475 500 97% 0.93 j 8 H 0.12 5,227 0 4.500 727 86% �.86 i9 G 0.45 19,602 2,150 • 16,500 952 95% 0.92 � � 17 K 0.34 14,810 3,000 10,800 1,010 93% 0.91 12 J 0.23 10,019 2,200 7,200 619 94°h 0.91 total 7.29 317,553.79 78,535.00 153,530.00 85,488.79 �IIS -Calculated C coefficients 8�% Impervious are area weighted C=E(CiAi)/At Ci= runoff coe�cient for specific area,Ai Ai =areas of surface with runoff coefficient of Ci n= number of different surfaces to consider At=total area over which C is applicable;the sum of all Ai's l � �.. 3939300f1ow.xls � l �� l � � � � � �`�° •U �� c �'o I nU o z a,° �` ui � Y l " � � � W � � �000 00000 00 � J f� �(I N 1n 4� tri 1n N � �(j �ry Q Y C � LL �E O (")O� aD W Of 1� �D N O O c0 � + C N .- (V � fV '- � O C M ? °DE� N � a ;,u m �,� � � W O O O o o p O O O O O U I� J O o 0 0 o O o 0 0 o p � O O O C O O O O O O O =Q .fQ. �i' (V W N f7 f") N O a� N (O (D N U m F �� I� � C� M �A t7 N N N c7 (h K u � N O T h 01 R N � fh � N 11 Z^ h Y7 e- Q C N N N t7 1'7 C") � + � } � C �O) [O �" O a°D0 O a�0 O N � � < N � f`� N O � O N fV � 0 Q � E v LL � J Z Z � N 01 <O 01 � <D W tD t+) f7 O Z �� N fV N � [") V M 1'1 � N N � a � � s H V m oo �no 00000 00 � C t N N C') N N N N N N N N � F Q C C j O O O O O O � O O O O � Z � � 0 O O O O O O O O O p p W � �� 0 U � V R O O O O O h O O O LL Z � N N O .� tD � h vi .�. 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II � • V A *= o � o 0000 00 ^ � � C rai S� c�J Q v N. � 'O + .U.. ♦ .� LL: N J " C C� :� F- x -� > � � U a U � p �, � E E ? � •c � U < y Qm Q !D 0 W U LL — 2 U' Y -� Q � ^ • E Q -(L-. �'` � � � H t DO � �y [, O 5 �"" p u) j r' �-. aa � 0 ° �7 " n n @ y ( ? W v ._. .. � " {` ; m � F= o �� m' � (n O � N t7 c N t0 1� a0 OI ^ � oio ° a � rn � JR Engineering 2620 E.Prospect Rd..Ste.19( - Fort Collins,CO 8052' RATIONAL METHOD PEAK RUNOFF (Town of Vail, 10-Yr Storm) �. LOCn?iO�d. Cs�c..srnads ut Vui! PROJECT I�O: 39393.00 co�ivurnno�s ev: TEK DATE: 8�2/2004 10 yr storm, Cf= 1.00 DIREC7 RUNOFF TOTAL Design Tributary A C C( tc i �(10) Sub-basin Pant (ac) (min) (in/hr) (cfs) � A 1.85 0.54 7.5 3.10 3.07 Z B 1.27 0.84 5.0 3.55 3.79 3 D 0.12 0.45 5.0 3.55 0.19 4 E 1.43 0.93 5.0 3.55 4.71 5 C 0.70 0.68 5.0 3.55 1.70 6 F 0.45 0.87 5 0 3.55 1.39 � � 0.33 0.93 5.0 3.55 1.09 B H 0.72 0.86 5.0 3.55 0.37 9 G 0.45 0.92 5.0 3.55 1.47 11 K 0.34 0 91 5.Q 3.55 1.09 �Z � 0.23 0.91 5.0 3.55 0.74 l �. �,� Q=C�CiA ' � Q=peak discharge(cfs) � C=runoff coefficient C�=frequency adjustment factor i=rainfall intensity(in/hr)from Town of Vail IDF curve A=drainage area(acres) � r � � .. 3939300flow.xls �` I JR Engineering 2620 E.Prospect Rd.,Ste.19( FoA CoRins,CO 8052: ,l RATIONAL METHOD PEAK RUNOFF (Town of Vail,25-Yr Storm) 1�. LOCATION: Crnssroads u�Vail PROJECTNO: 39393.00 ,� ro�rurnnoxsev: TEK DATE: S!2/2004 25 yr storm, Cf= 1.00 DIRECT RUNOFF TOTAL Design Tributary A C Ct tc i Q(25) Sub-basin Pant (ac) (min) (in/hr) (cfs) � A 1.85 0.54 7.5 3.75 3.�2 � Z B 1.27 0.84 5.0 4.30 4.60 3 D 0.12 0.45 5.0 4.30 0.23 4 E 1.43 0.93 5.0 4.30 5.70 � 5 C 0.70 � 0.68 5.0 4.3D 2.06 6 f 0.45 •0 87 5A 4.30 1.68 � � 0.33 0.93 5.0 4.30 1.32 8 H 0.12 0.86 5.0 4.30 0.44 9 G 0.45 0.92 5.0 4.30 1.76 11 K 0.34 0 91 5.0 4.30 1.32 �Z J 0.23 0.91 5.0 4.30 0.90 � � � � Q=C�CIA � Q=peak discharge(cfs} rr C=runoff coefficient C{=frequency adjustment factor i=rainfail in[ensity(in/hr)from Town of Vail IDF curve A=drainage area(acres) � � • 3939300flow.xls JR Engineering 2620 E.ProsDect Rd.,Ste.19( Fort Collins,CO 8052° RATIONAL METHOD PEAK RUNOFF (Town of Vail, 100-Yr Storm) � LOCATION: Crossroads ut F'ai! PROJECT NO: 39393.00 co�nri:rnno�sev: TEK DATE: 8/2i2004 100 yr storm, C!= 1.00 DIRECT RUNOFF TOTAL Design Tributary A C Cf tc i p(100) Sub-basin PoiM (ac) (min) (in/hr) (cts) 7 A 1.85 0.54 7.5 5.00 4.96 2 B 1.27 0.84 5.0 5.75 8.75 3 O 0.12 0.45 5.0 5.75 0 37 4 E 1.43 0.93 5.0 5.75 7.62 5 C 0.70 0.68 5.0 5.75 2.75 6 F 0.45 0.87 5.0 5.75 2.25 � I D.33 0.93 5.0 5.75 1.76 8 H 0.12 0.86 5.0 5.75 0.59 9 G 0.45 0.92 5.0 5.75 2.38 71 K 0.34 0.91 5 0 5.75 1.77 12 J 0.23 0.91 5.0 5.75 1.20 ' Q=C�Ctf1 Q=peak discharge(cfs) rr C=runoff coefficient C�=frequency adjustment factor i=rainfall intensity(in/hr)ftom Town of Vail fDF curve A=drainage area(acres) � r � � � � 3939300flow.xis � � � 0 � 00 � O � t") cD �0 M a0 cD V a0 N � � � N (O O 1� N N O N S "' 0 �n � n co c� � .- n r� v ao r> rn ti N C1 ch '7 O u� N � p � p c^ Q � O � M � 00 N f� h a V tn O h. �D � �7 M c'� O V O e- p � O W ° � �n000 00000 00 � E J � � � � � � � � � � � v m a � � } � � � 000 00000 00 � � �£ � � � � � � � � � � � a � � � 5} � � _ �, 000 00000 00 � � '� r• ui vi �ri �n �ri ui �ri �ri �ri vi Q, � � N �- W a � � Q � � � � � � � � � � m � � Z � o a o 0 0 0 0 0 0 0 0 � � � � � � � � � � m � � = � � p � o000 00000 00 W � O a � o � � � � � � � � � � � � � � o000 oa000 00 a m Cl N h N M O u� ('7 � ln s{ � O� � CO N R f� � M R ('7 N N � < o � o0000 00 ,� � � �� J � � Q m O w U � — = C� Y � � � � O h c ! m c F N 'p � N ry V N CO h a0 � N .�. o a I SnowMelt � SNOW MELT PEAK RUNOFF (Town of Vail,25-Yr, 100-Yr Storm) � LOCATION: Crossroads ut D'ui! PROJECT NO: 39393.00 COkiPGTATIq\S BY: TEK DATE: 8-2'2004 Design Tributary Area SnowMelt SnowMelt Q�25)tot Q(100)tot Sub-basin cfslacre cts/acre Point (ac) 25 YR 100 YR (cfs) (cis) � A 1.85 0 067 0.080 0.1 p.1 2 B 1.27 0.067 0.080 0.1 0.1 3 � 0.12 0 067 0.080 0.0 0.0 4 E 143 0.067 0.080 0.1 0.1 5 C 0.70 0.067 0.080 0.0 0.1 6 F 0.45 O.D67 0.080 0.0 0 0 � � 0.33 0.067 0.080 0.0 0.0 8 H 0.12 0.067 0.080 0.0 0.0 9 G 0.45 0.067 0.080 0.0 0.0 �� K 0.34 0.067 0.080 0.0 0.0 12 � 0.23 0.067 0.080 0.0 0.0 TOTAL 7.29 OS Q.6 +�r. � � I tlrr � � .� Page 8 ! APPENDIX C STREET CAPACITY CALCULATIONS � 1 .. � Drainage and Erosion Control Report August 9� ,2004 Crossroads Redevelopmer►t Appendices i� ', GUTTER CONVEYANCE CAPACITY _ � Project= 39393 ,l Inlet ID= DP-1 South Frontage Rd.(North Side) f T ' Street Top of Curb or �.,�_W_�_____._ _T____� � Allowable Depth � x i Crown ' — �_ _ ' i ; T� �':��T'7?;--_ T;.'�T-� ! � �Q W.�,�/ Q �•i ,-:-/,.��- : l H � Y I \�:\'y�,�"x / S `� i ' , d , � x � _�— � \ I j aj � � � � --L----L-- 1-- G'� i � Street Geometry utl Design Discharge in the Gutter Q,= 5.0 cfs � Gutter Width(Cannot Be Less Than Any Grate Width) W= 2.00 ft ,,,. Gutter Depression,if Composite Gutter a= 2.0 inches Street Transverse Slope Sx= 0.0200 ft/ft I Street Longitudinal Slope So= 0.0240 tVft Manning's Roughness n= 0.020 a.. � G�tter Gonveyance Geometn,t Gutter Cross Slope SW= 0.1033 fUft i�r ater Spread Width T= 10.9 ft Water Depth without Gutter Depression y= 2.6 inches �) Water Depth with a Gutter Depression d= 4.6 inches � Gutter Conveyance Calculations by HEC-22 Method � Spread for Side Flow on the Street(T-W) T,= 8.9 ft ` Discharge outside the Gutter Section W,carried in Section Tx Qx= 2.1 cfs Gutter Flow to Design Flow Ratio by FHWA HEC-22 method(Eq.ST-7) Eo= 0.57 Oischarge within the Gulter Section W Q„,= 2.9 cfs � otal Flow Rate by HEC-22 Method QT= 5.0 cfs Equivalent SUeet Transverse Slope SB= 0.0675 fUft � Flow Area AS= 1.4 sq ft � Flow Velocity V - 5- 3.7 fps �' V;d prOduCt V,'d= 1.4 ft`/S � NOTE: V,'d product should be less than 6.0 for minor event and less than 8.0 for major event. � � � � � � 3939300-UD-DP-1.xls, Street Hy 8/2/2004, 120 PM � i � 1 GUTTER CONVEYANCE CAPACITY _ � � Project= 39393 Inlet ID= DP-2 South Frontage Rd.(South Side) r" ;� -T —`i Street Top of Curb or :.�_W._ _ ___ -TX__�___.—� Crown I AIlowable Depth ' i 7- ' Yr i ��-_. \.-\...�/-7 j:�-_- -�j; r,��+T.__, � . � �QW.�i/,Qx/:/,� ,�"= � � � � I i __ i Y ; \��. H d \�\� �' � SX � r � �� I �— �. � , a ; �,, i --L------1---1-- � Design Discharge iq the Gutter Q,= 6.1 cfs Gutter Width(Cannot Be Less Than Any Grate Width) W= 2.00 ft Gutter Depression,if Composite Gutter a= 2.0 inches Street Transverse Slope Sx= 0.0200 fUft Street Longitudinal Slope So= 0.0240 fUft Manning's Roughness n= 0.020 1 Gutter Cross Slope SW= 0.1033 ft/ft r. ater Spread Width T= 11.9 ft I Waler Depth without Gutter Depression y= 2.9 inches � Water Depth with a Gutter Depression d= 4.9 inches +.. Gutter Conveyance Calculations by HEC-22 Method 5pread for Side Flow on the Street(T-W) TX= 9.9 ft Discharge outside the Gutter Section W,carried in Section T, Qk= 2.9 cfs Gutter F{ow to Design Flow Ratio by FHWA HEC-22 method(Eq.ST-7) Eo= 0.53 I Discharge within the Gutter Section W QW= 3.2 cfs Total Flow Rate by HEC-22 Method QT= 6.1 cfs r ( Equivalent Street Transverse Slope S,= 0.0638 fUft Flow Area _ . AS= 1.6 sq ft Flow Velocity � V - S- 3.9 fps '� Vs d product Vs'd= 1.6 ft`!s I NOTE: V,d product should be less than 6.0 for minor event and less than 8.0 for major event. � � � 3939300-UD-DP-2.xfs, Street Ny 8/2/2004, 121 PM � i l GUTTER CONVEYANCE CAPACITY � l r�,, Project= 39393 �I Inlet ID= DP-5 Viilage Center Rd.(East Side) — �--------T------- —�-; S treet Top of Curb or ;.�-W-- ------.---T-------►� � Allowable Depth � x � Crown �- I ; � -� �-- ... � �—�— �--�,��:/T��_/,?.,�,:�- --- � , I i � Qw.��' Qx�;/`,/.� I � � y •�•..�. �1� i .�, _� H \ \ � Sx ; �. � � -► �`; � ; a : ,.�5� � l _L_ ___1___1_ ; "r' reet Geomgjry Ilnnutl I Design Discharge in the Gutter Q,= 2.8 cfs _ . Gutter Width(Cannot Be Less Than Any Grate Width) W= 2.00 ft ,,,. Gutter Depression,if Composite Gutter a= 2.0 inches � Street Transverse Slope S,= 0.0200 fUft Street Longitudinal Slope S,= 0.0600 fUft Manning's Roughness n= 0.020 � Gutter Cross Slope S„,= 0.1033 ft/ft ater Spread Width T= 6.1 ft I , Water Depth without Guiter Depression y= 1.5 inches � Water Depth with a Gutter Depression d= 3.5 inches .r. Gutter Conveyance Calculations by HEC-22 Method Spread for Side Flow on the Street(T-W) Tx= 4.� n Discharge outside the Gutter Section W,carried in Section T, Q,= 0.4 cfs Gutter Flow to Design Flow Ratio by FHWA HEC-22 method(Eq.ST-7) Eo= 0.84 � Discharge within the Gutter Section W QW= 2.4 cfs otal Flow Rate by HEC-22 Method QT= 2.8 cfs � i Equivalent Street Transverse Slope SQ= 0.0900 ft/ft . Flow Area • AS= 0.5 sq ft Flow Velocity VS= 5.1 fps "'� 'd roduct ` s P V,*d= 1.5 ft/S NOTE: Vs'd product should be less than 6.0 for minor event and less than 8.0 for major event. I �. .. 3939300-UD-DP-S.xls, Street Hy 8/2/2004, 1:23 PM � i � GUTTER CONVEYANCE CAPACITY � � Project= 39393 �I Inlet ID= DP-6 Village Center Rd. (West Side) — �— ---- T--- --�; � Top of Curb or !� �______ _ � Street Allowable Depth � W Tx � Crown � -- — — - - __L � � i � � ��:��T��-=, — �.-T:��--. � j � y � `Q w,��"Q x�.��,�%�' � H �. .. \ /', /. �- , d � .\ \` g ; i � �{-- \\��1 X i � i a ; , ��, ; -L--- -I-- --�--- � Design Discharge in the Gutter Qo= 2.3 cfs Gutter Width(Cannot Be Less Than Any Grate Width) W= 2.00 ft Gutter Depression,if Composite Gutter a= 2.0 inches Street Transverse Siope S,= 0.0200 ft/ft Street Longitudinal Slope Sa= 0.0600 fUft Manning's Roughness n= 0.020 Gutter Conveyance Geometr; Gutter Cross Slope SW= 0.1033 fUft Water Spread Width T= 5.3 ft � Water Depth without Gutter Depression y= 1.3 inches �tl� Water Depth with a Gutter Depression d= 3.3 inches "'nln Gutter Conveyance Calculations by HEC-22 Method Spread for Side Flow on the Street(T-W) Tx= 3.3 ft Discharge outside the Gutter Section W,carried in Section T� Qx= 0.3 cfs Gutter Flow to Design Flow Ra6o by FHWA HEC-22 method(Eq.ST-7) E - 0.89 �ischarge within the Gutter Section W Q„,= 2.0 cfs otal Flow Rate by HEC-22 Method QT= 2.3 cfs Equivalent Street Transverse Slope Se= 0.0942 fUft Flow Area �= 0.5 sqft Flow Velocity VS= 5.1 fps V,•d prOduCt VS`d= 1.4 n`is � � I NOTE: V,'d product should be less than 6.0 for minor event and less than 8.0 for major event. .., � � � � 3939300-UD-DP-6.xls, Street Hy 8/2/2004, 1:24 PM � i � i �UTTE62 C0�`JEYANCE CAPACiTY � Project= 39393 � Inlet ID= DP-7 East Meadow Drive(South Side) -�--------T - --.� I Top of Curb or � a _T_ _ � Street Allowable Depth � W X , Crown � � - -- � , , (— (— ��-`�.-��-'�-�-_�_--�:7,-'�';'_...,.__ i l ; � � �Q `��,/ / ; --/;-/. , W,`i/ QXi, i.. � �� ' - �— H � Y � \` i.� � i d \ \ / SX , � , -f- -�� _ ;, � � - i a '��, ; --�-- -�- -f-- � � ' 1 Design Discharge in the Gutter Q,= 1.8 cfs � Gutter Width(Cannot 8e Less Than Any Grate Width) W= 2.00 ft Gutter Depression,if Composite Gutter a= 2.0 inches Street Transverse Slope SK= 0.0200 fUft Street Longitudinal Slope So= 0.0260 fUft Manning's Roughness n= 0.020 Gutter Cross Slope S„,= 0.1033 ft/tt ater Spread Width T= 6.0 ft ater Depth without Gutter Depression y= 1.5 inches ater Depth with a Gutter Depression d= 3.5 inches -+�.- Gutter Conveyance Calculations by HEC-22 Method Spread for Side Flow on the Slreet(T-W) T,= 4.1 ft Discharge outside the Gutter Section W,carried in Section Tx Qx= 0.3 cfs Gutter Flow to Design Flow Ratio by FHWA HEC-22 method(Eq. ST-7) E - 0.85 � Discharge within the Gutter Section W QW= 1.5 cfs otal Flow Rate by HEC-22 Method QT= 1.8 cfs rr Equivalent SUeet Transverse Slope Flow Area S�= 0.0905 fUft � AS= 0.5 sq ft Flow Velocity , �S= 3.4 fps �d product Va'd= ' 1.0 n`/s I NOTE: V�•d product should be less than 6.0 for minor event and less than 8.0 for major event. � I � � � � � I 3939300-UD-DP-7.xis, Street Hy 8/2/2004, 1:26 PM � ,l East Meadow - North - 100YR Worksheet for Irregular Channel �) Project Description � Worksheet WB-West �l Flow Element Irregular Channel I Method Manning's Formula Solve For Channel Depth �� Input Data Channel Slope 0.020000 fUft � Discharge 2.40 cfs � Options � Current Roughness Method Improved Lotter's Method � Open Channel Weighting Method Improved Lotter's Method Closed Channel Weighting Method Horton's Method Results Mannings Coefficient 0.017 Water Surface Etevation 100.08 ft � ElevaGon Range 99.83 to 100.18 Flow Area 1.0 ft� Wetted Perimeter 12.50 ft Top Width 12.48 tt � Actual Depth 0.25 ft Critical ElevaCion 100.11 ft Critical Slope 0.009631 fUft I Velocity � 2.31 iUs Velocity Head 0.08 ft �.. ... Specific Energy 700.17 ft Froude Number �.q� � Flow Type Supercritical Roughness Segments Start End Mannings Station Station Coefficient � 0+00 0+05 0.016 � 0+05 0+09 0.020 U+09 0+18 0.016 � Natural Channel Points Station Elevation (ft) (ft) � 0+00 100.10 0+05 100.00 0+07 99.83 � 0+09 100.00 0+18 i00.18 � � � Pro'ect En in r ) g ee.JR Engineering x:\3930000.a11\3939300\haestads\3939300.fm2 JR Engineering FlowMaster v7.0[7.0005J 08/04/04 1026:02 AM �Haestad Methods, Inc. 37 Brookside Road Waterbury,CT 06708 USA +1-203-755-1666 Page 1 of 1 � East Meadow- North - 100 YR Cross Section for lrregular Channel Project Description ( Worksheei WB-West �r Flow Element Irregular Channel Method Manning's Formula Solve For Channel Depth ) Section Data '� Mannings Coefficient 0.017 Channel Slope 0.020000 fUft Water Su�face Elevation 100.08 ft Elevation Range 99.83 to 100.18 � Discharge 2.40 cfs rr s� � `�� 10020 ------ -----___ ------- ----_----- 99.80 �---=------------- -----�_-. �--- : 0+00 0+02 0+04 0+06 0+08 0+10 0+12 0+14 0+16 0+18 I V:1� H:1 NTS w � �r � � � �i Project Engineer:JR Engineering x:�3930�00.a11\39393001haestads\3939300.fm2 JR Engineering FlowMaster v7.0[7.0005] � 08/04/04 '10:25:01 AM �O Haestad Methods, Inc. 37 Brookside Road Waterbury,CT 06708 USA +1-203-755-1666 Page 1 of 1 � �:I Willow Bridge - West - 100YR Worksheet for Irre ular Channei 9 � Project Description � � Worksheet WB-West �1 Flow Element Irregular Channel � Method Manning's Formula Solve For Channel Depth Input Oata Channel Slope 0.020000 tUit Discharge 2.40 cfs Options � Currenl Roughness Method Improved Lotter's Melhod Open Channel Weighting Method Improved Lotter's Method r Closed Channel Weighting Method Horton's Method � Results ""' Mannings Coeflicient 0.017 Water Sur(ace Elevation 100.08 ft Elevation Range 99.83 to 100.18 Flow Area 1.0 ft' Wetted Perimeler 12.50 ft Top Width 12.48 ft Actual Depth 0.25 ft Critipl Elevation 100.1 t ft Critical Slope 0.009631 ft/ft Velocity 2.31 fUs „�, Velocity Head 0.08 ft Specific Energy 100.17 ft Froude Number 1.41 Flow Type Supercritical Roughness Segments Start End Mannings Station Station Coefficient 0+00 0+05 0.016 0+05 0+09 0.020 0+09 0+18 0.016 Natural Channel Points Station Elevation (ft) (ft) 0+00 100.10 0+05 100.00 0+07 99.83 0+09 100.00 0+18 100.18 � Project Engineer:JR Engineering I x:13930000.a11\3939300\haestads\3939300.fm2 JR Engineering FlowMaster v7.0�7.0005] � 08/04/04 10 26:47 AM OO Haestad Methods, Inc. 37 Brookside Road Waterbury,CT 06708 USA +1-203-755-1666 Page 1 of 1 1 I Willow Bridge - West - 100 YR Cross Section for Irregular Channel Project Description � Worksheet WB-West Flow Element irregular Channel Method Manning's Formula Soive For Channel Depth Sec/ion Data Mannings Coeffrcient 0.018 Channel Slope 0.020000 fUft Water Su�face Elevation 100.04 ft Elevation Range 99.83 to 100.18 Discharge 1.20 cfs �- r� 100.20-------- -- ------------ ------- . 99.80 ---- � J--� -..--- = � - --�- - - 0+00 0+02 0+04 0+06 0+08 0+10 0+12 0+14 0+16 0+18 � v:�� H:1 NTS � Project Engineer:JR Engineering x:�3930000.at1\3939300�haestads\3939300.fm2 JR Engineering FlowMaster v7.0[7.0005] 0&04/04 1020:50 AM O Haestad Methods,Inc. 37 Brookside Road Waterbury,CT 06708 USA +1-203-755-1666 Page 1 of 1 �`J Willow Bridge - East - 100 YR Cross Section for Irre ular Channel 9 � Project Description � Worksheet WB-West � Flow Element Irregular Channel Method Manning's Formula Solve For Channel Depth � Section Data Manrnngs CoeHic�ent 0.018 � Channel Slope 0.020000 fUft Water Surface Elevation 100.07 ft Elevation Range 99.83 to 100.18 Discharge 1.90 cfs 1 � , � � .. , �•. � � � '�r' 10020 --- ---------------_- - ----------------- 99.80 -- ------ ---� ------------- -�------- ` - � 0+00 0+02 0+04 0+06 0+08 0+10 0+12 0+14 0+16 0+18 V:1 I� � H:1 NTS � � � � � � � Projecl Engineer:JR Engineering x:�3930000.a11\3939300\haestads\3939300.fm2 JR Eng(neerin9 FlowMaster v7.0�7.0005) � 08/04/04 10:22:02 AM O Haestad Methods,inc. 37 Brookside Road Waterbury,CT 06708 USA +1-203-755-7666 Page 1 of 1 � APPENDIX D � INLET CALCULATIONS � I � � I � I Drainage and Erosion Control Report August 9� ,2004 ,i, Crossroads Redevelopment Appendices rr � � • � � � 100-YR MAJOR STORM EVENT � � 1 � 1 • 1 � � . ! 1 1 1 � Drainage and Erosion Control Report August 9t ,2004 � Crossroads Redevelopment Appendices � � � COMBINATION INLET ON A GRADE � � Projed: 39393 Inlet ID: DP-1 South Frontage Rd.(North Side) Wp L wP <--------Y(--�-AC---� �' Cu�fi � g �,�' Flaw Direction �(�er�� _ � ype of Grate ' T e= Vane Grate �+ YP Length of a Singte Unit Grate L,= 3.00 ft 1 � idth of a Unit Grate(cannot be greater than W fromStreet Hy) W,= 2.00 ft Clogging Factor for a Single Unit Grate(typical value=0.5) C;G= 0.50 .. logging Factor for a Single Unit Curb Opening(typical value=0.1) C;C= 0.10 Local Depression,if any(not part of upstream Composite Gutter) ab�„= 0.0 inches otal Number of Units in the Combination Inlet No= 2 Design Discharge on the Street(from Street Hy) (�,= 5.0 cfs ater Depth for Design Condilion Ya= 4.6 inches otal Length of Inlet Grate&Curb Opening L= 6.00 ft Ratio of Grate Flow to Design Flow� Eo= 0.57 low Velocity Vs (from Street Hy) V�= 3.71 fps d°� Spash-over Velocity V,:Check Against Flow Velocity V, V, is: greater than Vs ,,,, .�, nder No-Clogging Condition Interception Rate of Gurier Flow R�= 1.00 Interception Rate of Side Flow Rx(fromStreet Hy) RR= 0.72 Interception Capacity Q;= 4.4 cfs Under Cloggtng Condition Clogging Coefficient for Multiple-unit Grate Iniet Coef= 1.50 logging Factor for Multiple-unit Grate Inlet Clog= 0.38 Effective(unclogged)Length of Multiple-unit Grate Inlet l,= 3.75 ft Interception Rate of Side Flow Rx(fromStreet Hy) R„= 0.47 ctual Interceptfon Capacity Q.= 3.9 cfs arry-Over Flow=Q,-Q�(to be applied to curb openfng) 4,,,�= 1.1 cfs quivalent Slope�(based on grate carry-over) Se= 0.0675 fVft Required Length LT to Have 100%Interception LT= 10.90 ft Iogging Coefficient Coef= 1.25 � logging Factor for Multiple-unit Curb Opening Inlei Clog= 0.06 Eflective(Unclogged)Length L,= 5.63 ft nder No-Clogging Conditfon " Effective Length of Curb Opening Inlet(must be<_LT) L= 6.00 ft Interception Capacity Q�= 0.4 cfs nder Cloggtng Condition ctual Interceptlon Capacity �,= 0.4 cfs � arry-Over Flow=Gl�,,,�-Q�= Qe= 0.7 cfs apture Percentage=QIQ,= C°�= 86.0% f �1/ 3939300-UD-DP-1.xls,Combo-G 8/2/2004, 1:20 PM � � i � GRATE INLET ON A GRADE � � Project: 39393 Inlet ID: DP-2 South Frontage Rd.(South Side) -� �,, . � Curb � � ��`�, Y�� `1��; Gutter Wo ��`��,'�a�r��'; E- Flaw ,._ � �� Lo � Clogged L ' ype of Grate Type= Bar P-1-7/8 Length of a Unit Grate Lo= 3.00 ft idth of a Unit Grate(cannot be greater than W from Street Hy) W - 2.00 ft o- logging Factor for a Unit Grate(typical value=0.5) Ca= 0.50 Local Depression,if any(not part of upstream Composite Gutter) a,o�,,= 0.0 inches otal Number of Units in the Grated Inlet No= 2 esign Discharge on the Street(from Street Hy) Q,= 6.1 cfs _ ater Depth for Design Condition Yd= 4.9 inches otal Length of Grate Inlet L= 6.00 ft I Ratio of Grate Flow to Design Flow Eo Eo= 0.53 � Equivalent Street Transverse Siope Se(from Street Hy) S�= 0.0635"fi/ft � �, Flow Velocity Vs (from SMeet Hy) VS= 3.85 fps pash-over Velocity V,:Check Against Flow Velocity VS Vo is: greater than Vs Under NaClogging Condition Interception Rate of Gutter Flow R�= 1.00 Interception Rate of Side Flow Rx(from Street Hy) Rx= 0.70 Interception Capacity Q;= 5.2 cfs , � Under Clogging Conditfon logging Coefficient for Multiple-unit Grate Inlet Coef= 1.50 � logging Factor for�Multiple-unit Grate Inlei Clog= 0.38 Effective(unclogged)Length of Multiple-unit Grate Inlet L,= 3.75 ft Interception Rate of Side Flow Rx(from Street Hy) Rx= 0.44 ctual Interception Capacity Q,= 4.5 cfs arry-Over Flow=Qa Qe= Qb= 1.6 cfs apture Percentage=Q,/Qo= C%= 73.4 % � 3939300-UD-DP-2.xls,Grate-G 8/2/2004, 1:21 PM GRATE INLET IN A SUMP � Project= 39393 Inlet ID= DP-3 West Property Line(Landscape Drain) � , � .�,.p, Curb ,• ��'�'�;��,�- g�� Guttei W=Wo ��,r '��t .��: '�;f�, '� � ��'� ,�n: E-- F1ow �, :�, �� Clogged L Length of a Unit Grate Lo= 2.00 ft idth of a Unit Grate Wo= 2.00 ft rea Opening Ratio for a Grate(typical values=0.6-0.9) A= 0.75 logging Factor for a Single Inlet(typical value=0.5) Co= 0.50 Orifice Coefficient(typical value=0.67) Cd= 0.67 eir Coefficient(typical value=3.00) C„,= 3.00 Local Depression, if any(not part of upstream Composite Gutter) a,�a,= 6.0 inches � otal Number of Units in the Grated Inlet No= � .. � Deslgn Discharge on the Street(from Street Hy) Qo= 0.3 cfs � ater Depth for Design Condition Yd= 6.8 inches � � otal Length of Grated Inlet(s) L= 2.0 ft s a Weir Capacity as a Weir without Clogging Q„,;= 7.7 cfs Clogging Coefficient for Multiple Units Coef= 1.00 � Clogging Factor for Multiple Units Clog = 0.50 apacity as a Weir with Clogging QWa= 6.4 cfs "� s an Orifice _I apacity as an Orifice without Clogging Qo;= 12.2 cfs 1� apacity as an Orifice with Clogging Q - oa— 6.1 CfS � �,= 6.1 Cfs Capture Percentage for this Inlet=(2,/Qo= C%= 100.00 % � Note: Unless additional ponding depth or spilling over the curb is acceptable,a capture �' percentage of less than 100%in a sump may indicate the need for additional inlet units. � � � 3939300-UD-DP-3.xls, Grate-S 8/2/2004, 1:22 PM � � COMBINATION INLET ON A GRADE � Project: 39393 Inlet ID: DP-5 Village Center Rd.(East Side) � Wp L wP <--------�----3�---3► C� � H �,,. Flow Direction � � �ttei,�� b � Type of Grate Type= Vane Grate Length of a Single Unit Grate Ld= 3.00 ft Width of a Unit Grate(cannot be greater than W fromStreet Hy) W,= 2.00 ft �% Clo m Factor for a Sin le Unit Grate t � 99� 9 g (ypicai value=0.5) Co G= 0.50 Clogging Factor for a Single Unit Curb Opening(typical value=0.1) C;C= 0.10 Loca�Depression,if any(not part of upstream Composite Gutter) ab�= 0.0 inches � otal Number of Units in the Combination Inlet No= 1 Grate Ana(yai`( al �lated) Design Oischarge on the Street(from Sfreet Hy) Q,= 2.8 cfs � Water Depth for Design Condition Yd= 3.5 inches otal Length of Inlet Grate 8 Curb Opening L= 3.00 ft Ratio of Grate Flow to Design Flow� E,= 0.84 Flow Velocity Vs (from Street Hy) V�= 5.14 fps Spash-over Velocity V,:Check Against Ftow Velocity V, Vo is: less than Vs � � Under No-Clogging Condition Interception Rate of Gutter Flow R�= 1.00 � Interception Rate of Side Flow Rx(fromStreet Hy) R„= 0.28 Interception Capacity Q,= 2.5 cfs Under Clogging Condition � logging Coefficient for Multiple-unit Grate Inlet Coef= 1.00 Clogging Factor/or Multiple-unit Grate Inlet Clog= 0.50 il�rr Effective(uncloggedj Length of Multiple-unit Grate inlet L,= 1.50 ft Interceplion Rate of Side Flow Rx(fromStreet Hy) R�= 0.07 ��: ActuallnterceptionCapacity Q�= 2.4cfs � Carry-Over Flow=�Q,-Q,(to be applied to curb opening) Q�,,,�= 0.4 cis �rb O�nfl Ana ysie(Gaic�latedl ' Equivalent Slope Sb(based on grate carry-over) S.= 0.0900 ft/ft Required Length LT to Have 100%Interception Lr= 7.91 ft Clogging Coe�cient Coef= 1.00 Clogging Factor for Multipfe-unit Curb Opening Iniet Clog= 0.10 � Effective(Unciogged)Length le= 2.70 fi Under No-Clogging Condttfon Effective Length of Curb Opening Inlet(must be<_LT) L= 3.�0 ft � Interception Capacity Q,= 0.1 cfs Under Clogging Condition Actual Interceptlon Capacity Q,= 0.1 cfs � Carry-Over Flow=Q�,,,�-Q,= Qb= 0.3 cfs Capture Percentage=QIQ,= C°ti= 89.3% � � � 3939300-UD-DP-S.xls,Combo-G 8/2/2004, 123 PM , � i I COMBtNATION INLET ON A GRADE � �� Project: 39393 Inlet ID: DP-6 Village Cente�Rd.(West Side) � utp L WP � <-------->[--�-�[---� ' C� H �f. Flaw Direction � �rttpr'�•„ �0�`b ype of Grate Type= Vane Grate Length of a Single Unit Grate L,= 3.00 ft idth of a Unit Grate(cannot be greater than W fromStreet Hy) W,= 2.00 ft logging Factor for a Single Unit Grate(typical value=0.5) C;G= 0.50 Cbgging Factor for a Single Unit Curb Opening(typical value=0.1) C;C= 0.10 Local Depression,if any(not part of upstream Composite Gutter) a,,U,= 0.0 inches otal Number o�Units in the Combination Inlet No= 1 Design Discharge on the Street(from Street Hy) q,= 2.3 cfs aler Depth for Design Condition Ya= 3.3 inches otal Length of Inlet Grate&Curb Opening L= 3.00 ft RaGo of Grate Flow to Design Flow� Ee= Q gg Flow Velocity Vs (from Street Hy) V,= 5.08 fps � Spash-over Velocity V,:Check Against Flow Velocity V, V, is: greater than Vs � Under NaClogging Condition Interception Rate of Gutter Flow R�= 1.00 Interception Rate of Side Flow Rx(fromStreet Hy) R - 0.30 ,- IMerception Capacity q�- 2� cfs Under Clogging Condition ' logging Coefficient for Multiple-unit Grate Inlet Coef= 1.00 Clogging Factor for Multiple-unit Grate Inlet Clog= 0.50 „�„ Effective(unclogged)Length ot Multiple-unit Grate Inlet L,= 1.50 ft I Interception Rate of Side Flow Rx(iromStreet Hy) R - 0.08 �- ctual IntercepUon Capacity q�= 2� �� , � arry-Over Flow=p,-Q�(to be applied to curb opening) Q�,,.b= 0.2 cfs Equivalent Slope�(based on grate carry-over) S,= 0.0941 fUft Required Length L�to Have 100%Interception Lr= 6.05 ft logging Cce�cient Coef= 1.00 � bgging Factor for Multiple-unit Curb Opening tnlet Clog= 0.10 Eftective(Unclogged)Length Le= 2.70 ft '� Under No-Clogging Conditlort � Effective Length of Curb Opening Inlet(must be_<LT) L= 3.00 ft � Interception Capaciry Q;= 0.1 cfs nder Clogging Condltion ctual Interception Capacity Q.= 0.1 cfs arry-Over Flow=Q�,,,b-Q�= Qe= 0.1 cfs apture Percenta9e=Q/Q,= C%= 95.7°� � r 3939300-UD-DP-6.xls,Combo-G 8/2/2004,1:24 PM � i GRATE INLET ON A GRADE � Project: 39393 l Inlet ID:_DP-8 East Meadow Drive(North Side) � 'I Cu� ,�,, µ�� :�+�;� `� �"�`; Guttrr Wo � ' f-- Flow �y ,a;�'�' i�``��'� '�'� � Cl,ogged L ype of Grate Type= Bar P-1-7/8 ength of a Unit Grate L,= 3.00 it idth of a Unit Grate(cannot be greater than W from Sfreet Hy) Wo= 2.00 ft Clogging Factor for a Unit Grate(typical va►ue=0.5) Co= 0.50 ocal Depression,if any(not part of upstream Composite Gutter) ai�a,= 0.0 inches Total Number of Units in the Grated Inlet No= 1 1 Design Discharge on the Street(from Streef Hy) qo= 0.7 cfs ater Depth for Design Condition Yd= 2.6 inches r. otal Length of Grate Inlet L= 3.00 ft 1 Ratio of Grate Flow to Design Flow Eo E,= 1.00 , Equivalent Street Transverse Slope Se(from Street Hy) S,= 0.1033 fUft � � Flow Velocity Vs (from Street Hy) VS= 3.20 fps pash-over Velocity Vo:Check Against Flow Velocity VS Vo is: greater than Vs Under No-Cbgging Condition Interception Rate of Gutter Flow Rf= 1.00 Interception Rate of Side Flow Rx(from Street Hy) R - 0.52 X- Interception Capacity Q;= 0.7 cfs � Under Clogging Condition � Clogging Coefficient for Muttiple-unit Grate Inlet Coef= 1.00 Clogging Factor for Multiple-unit Grate Inlet Clog= 0.50 Effective(unclogged)Length of Multiple-unit Grate Inlet LB= 1.50 ft Interception Rate of Side Flow Rx(from Street Hy) Rx= 0.18 ctual Interception Capacity Q,= 0.7 cfs � arry-Over Flow=Q;Q,= Qb= OA cfs apture Percentage=Q,/Qo= C°k= 100.0 9�0 � � 3939300-U0.DP-8.xls,Grate-G 8/2/2004, 1:25 PM � i �� COMBiNATION INLET ON A GRADE ��, Project: 39393 � Inkt ID: DP-7 East Meadow Dnve(South Side) Wp L wP I <--------Y(----3*F--� � C� � H Y,r. F1aw Direction '1 - (�ttrei. '� �?�`k ype ot Grete Type= Vane Grate J Length of a Single Unit Grate L.p= 3.00 ft � Width of a Unit Grate(cannot be greater than W fromStreet Hy) W,= 2.00 R logging Factor for a Single Unit Grate(typical value=0.5) Ca G= 0.50 Clogging Factor for a Single Unit Curb Opening(typica!value—0.1) C;C= 0.10 Local Depression,if any(not part oi upstream Composite Gutterj ab�= 0.0 inches otal Number of tJnits in the Combination Inlet No= 1 Design Discharge on the Street(from Sheet Hy) �_ �,g�� ater Depth for�esign Condition Ya= 3.5 inches otal Length of Inlet Grate 8�Curb Opening L= 3.00 ft Ratio of Grate Flow to Design Ftow� E,= 0.85 Flow Velxity Vs (from Street Hy) V,= 3.38 fps pash-over Velocity V,:Check Against Flow Velocity V, Vo is: greater than Vs � Under No-Clogging Condition Interception Rate of Gurier Flow R�= 1.00 Interception Rate of Side Flow Wc(fromStreet Hy) R„= 0.46 interception Capacity Q;= 1.6 cfs I nder Clogging Conditlon logging Coe�cient for Multiple-unit Grate Inlet Coef= 1.00 loggin9 Factor far Multiple-unit Grate Inlet Clog= 0.50 +r EftecUve(unclogged)Length of Multiple-unit Grate Inlet L,= 1.50 ft IntercepUon Rate of Side Flow Rx(fromStreet Hy) Rx= 0.15 ctual Interception Capacity U,= 1.6 cfs arry-Over Flow=Q-Q,(to be applied to curb openfng) (i�,,,b= 0.2 cfs Equivalent Slope S`(based on grate carry-over) S,= 0.0905 fUft Required Length LT to Have 100%Interception LT= 4.85 ft logging Coefficient Coef= 1.00 bgging Factor for Multiple-unit Curb Opening Inlet Clog= 0.10 Effective(UnGogged)Length �= 2.�p ry nder No-Clogging Condition Effective Length of Curb Opening Inlet(must be<_LT) L= 3.00 ft Intercepdon Capacity Q;= 0.1 cfs nder Clogging Condition ctual IntercepNon Capacity Q�= 0.1 cfs Ry-Ovef Flow a Q��„y-Q._ (]�= 0.1 Cfs Capture Percentage=Qlp,= C%= 94.4% � 3939300-UD-DP-7.xls,Combo-G 8/2/2004, 1:26 PM �� i� GRATE INLET ON A GRADE � � Project: 39393 Iniet ID: DP-9 East Meadow Drive(North Side) � ��'�. �x =� ,, :- Cu� � r Guiter Wo i�,�.?��'��'- 7t�� ,,�...�-xx�:' �- Flmv � ��' Clqgged I�e L � ype of Grate TYPe= Bar P-1-7/8 ength of a Unit Grate Lo= 3.00 ft � idth of a Unit Grate(cannot be greater than W from Street Hy) W - 2.00 ft Clogging Factor for a Unit Grate(typical value=0.5) Co= 0.50 Local Depression,if any(not paA of upstream Composite Gutter) aio�a,= 0.0 inches � otal Number of Units in the Grated fnlet No- � Design Discharge on the Street(from Street Hy) Qo= 2.4 cfs � ater Depth for Design Condition Yd= 3.9 inches otal Length of Grate Inlet L= 3.00 ft Ratio of Grate Flow to Design Flow Eo E,= 0.73 ; Equivalent Street Transverse Slope Se(from Street Hy) S,= 0.0811 fUft � �, Flow Velocity Vs (from Street Hy) V,= 3.08 fps pash-over Velocity Vo:Check Against Flow Velocity VS Vo is: greater than Vs � Under No-Clogging Condition Interception Rate of Gutter Fiow Rf= 1.00 Interception Rate of Side Flow Rx(from Street Hy) R - 0.47 � Interception Capacity Q;= 2.1 cfs � i Under Clogging Condition logging Coefficient for Multipie-unit Grate Inlet Coef= 1.00 �s Clogging Factor for Multiple-unit Grate Inlet Clog= 0.50 EffecGve(unGogged)Length of Multiple-unit Grate Inlet LB= 1.50 ft � Interception Rate of Side Flow Rx(from Street Hy) R - 0.15 ctual Interception Capacity Q,= 1.9 cfs � erry-Over Flow=Q;Q,= Qb= 0.5 Cfs Capture Percentage=Q,/Q,= C%= 77.4 �o r � � � .., � 3939300-UD-DP-9.xls, Grate-G 8/2/2004, 1:26 PM � GRATE INLET ON A GRADE � Project: 39393 Inlet ID: DP-11 Willow Bridge Rd.(East Side) �l � .�� . Cu� „r ',,�.��"� ' Gutter �l�►o �'� � f '� ,_, � ;d<, �t q�,.�` �;v��, E-- Flo�v �� Clo�ged Lo � L ype of Grate Type= Bar P-1-7/8 ength of a Unit Grate La= 3.00 ft idth of a Unit Grate(cannot be greater than W from Street Hy) W - 2.00 ft o- Clogging Factor for a Unit Grate(typical value=0.5) Co= O.SO ocal Depression,if any(not part of upstream Composite Gutter) a,,�a,= 0.0 inches otal Number of Units in the Grated Inlet No= 1 Design Discharge on the Street(from Street Hy) Qa= 1.9 cfs ater Depth for Design Condition Yd= 3.6 inches otal Length of Grate Inlet L= 3.00 ft Ratio of Grate Flow to Design Flow Eo E,= 0.80 quivalent Street Transverse Slope Se(from Sheet Hy) S�= 0.0864 fUft �„ Flow Velocity Vs (from Sbeet Hy) VS= 3.01 fps Spash-over Velocity Vo:Check Against Flow Velocity VS Vo is: greater than Vs Under No-Clogging Condition Interception Rate of Gutter Flow Rf= 1.00 Interception Rate of Side Flow Rx(from Sbeet Hy) Rx= 0.50 Interception Capacity Q�= 1.7 cfs �) � Under Clogging Condition Clogging Coe�cient for Multiple-unit Grate Inlet Coef= 1.00 � logging Factor for Multiple-unit Grate Inlet Clog= 0.50 Effective(unclogged)Length of Multiple-unit Grate Inlet LB= 1.50 it Interception Rate of Side Flow Rx(from Street Hy) Rx= 0.17 ctual Interception Capacity Q�= 1.6 cfs � arry-Over Flow=Gl,-Q,= Qb= 0.3 cfs apture Percentage=Q,/Q,= C%= 83.1 % r � �V 3939300-UD-DP-11.x1s, Grate-G 8/2/2004, 1:28 PM 1 � � � GRATE INLET ON A GRADE � �r► Project: 39393 � Inlet ID: DP-12 Willow Bridge Rd. (West Side) � . C� i � ` '�,��"`y ��f,� Gutter wo bk��a� �"�;��-� � �'��`,, �`��.;: �� — F1ow �—� Clogged Lo � L � � Qes an Information(�p� � ype of Grate Type= Bar P-1-7l8 ength of a Unit Grate Lo= 3.00 ft idth of a Unit Grate(cannot be greater than W from Street Hy) W - 2.00 ft .. o- Clogging Factor for a Unit Grate(typical value=0.5} Co= 0.50 ocal Depression,if any(not part of upstream Composite Gutter) a,o�a,= 0.0 inches otal Number of Units in the Grated Inlet No= 1 Design Discharge on the Street(from Street Ny) Qo= 1.2 cfs ater Depth for Design Condition Yd= 3.2 inches otal Length of Grate Inlet L= 3.00 ft Ratio of Grate Flow to Design Flow Eo Eo= 0.91 � . Equivalent Street Transverse Slope Se(from Street Hy) SB= 0.0961 Wft ' � Flow Velocity Vs (from Street Hy) VS= 2.92 fps Spash-over Velocity Vo:Check Against Flow Velocity VS Vo is: greater than Vs Under No-Clogging Condition Interception Rate of Gutter Flow R�= 1.00 Interception Rate of Side Flow Rx(from Streef Hy) R - 0.54 x- Interception Capacity Q;= 1.2 cfs Under Clogging�onditfon Clogging Coefficient for Multiple-unit Grate Inlet Coef= 1.00 Clogging Factor for Multiple-unit Grate Inlet C�og= 0.50 Effective(unclogged)Length of Multiple-unit Grate Inlet Le= 1.50 ft Interception Rate of Side Flow Rx(from Street Ny) R - 0.19 .- ctual Interception Capacity Q,= 1.1 cfs ( arry-Over Flow=Q;Q,= Qb= 0.1 cfs apture Percentage=Q,/Q,= C%= 93.0 % rr � 3939300-UD-DP-12.x1s,Grate-G 8/2/2004, 1:28 PM 1� �� APPENDIX E � � STORM PIPE AND SWALE CALCULATIONS � � � r r � � r r r r � � � � Drainage and Erosion Control Rcport August 9� ,2004 Crossroads Redevelopmcnt Appendices � � I g o�- � � �� W � �� , W ' a � Q � � E 1 W� � � l � a � 1 _ � � � � � � � . � 0 1 " : Q r V1 � I O � t0 O � f" U lO �"� � � D m a a i o � d c m 0 0 � � � O t.-�-----�— P-5 g-d 3 �� L-d Z-d N a c� � � �, � p.4 � ' � �'V � � o � � v g j� m` �.,,�� n M I� U C n � � g > � . � a � o � _ � E w I $ c� a� c� r � � w v � a 0 _ � j� � Q io � v a � a 'o c� �ii � a� � � a ..,i V o m � �3 � I-� X O I �M � , C � '` $ O � C � O I �� N ' W � a � Q � � U i � o W y ,I i� d , �o a ' i �rr �D t0 t0 � � N n M O N � � + N � ' � � � p�_� �" � � O N O cD � ' �p V y .- M h M t`7 00 N y O� �7 O I� GO c0 c0 N O Q j�.. 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Lhawer 1887 � Silverthorne,Colorado 80498 � Phone: 970-468-1989 � HEPWORTH-PAWLAK GEOTECHNICAL F,�. y��_��;;;,ti;;y� em�,�il: hr�'c�,4��'h�Rc��tceh.cum � � � � � � SUBSOIL STUDY FO�FOUNDATION DESIGN PROPOSED COMIVV�EEI�CIAL AND RESIDENTIAL DEVELOPMENT � CROSSROADS OF VAIL VAIL, COLORADO � � JOB NO. 403 338 � NOVEMBER 10 2003 � � � � PREPARED FOR: � ENGLISH & ASSOCIATES ATTN: MICHAEL ENGLISH 12 VAIL ROAD, SUITE 700 � VAIL, COLORADO 81657 � � � Glemu�x��i Springs 970-945-7988 • Parker 303-841-7119 • Cc�lorad�� Sprip�s 719-633-5562 � ' TABLE UF CONTENTS r � PURPOSE AND SCOPE OF S i UDY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � PROPOSED CONSTRUCTICN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � SITE CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIELD EXPLORATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � SUBSURFACE CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � FOUNDATION BEARING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . � DESIGN RECOMMENDATICNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . � FOUNDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FOUNDATION AND RETAINING WALLS . . . . . . . . . . . . . . . . . . . . � FLOOR SLABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNDERDRAIN SYSTEM 7 SITE GRADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 � SURFACE DRAINAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 �. �_, LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 � �+• FIGURE 1 - LOCATIONS OF EXPLORATORY PITS � FIGURE 2 - LOGS OF EXPLORATORY PITS FIGURE 3 - LOGS OF EXPLORATORY PITS � FIGURE 4 - LEGEND AND NOTFS � FIGURE 5 - GRADATION TEST RESULTS � FIGURE 6 - GRADATION TEST RESULTS FIGURE 7 - GRADATION TEST RESULTS , FIGURE 8 - TYPICAL UNDERDRAIN DETAIL � � � � 403 338 �tect-i � , P SE AND SCOPE OF STUDY URPO � � This report presents the results of a subsoil study for the proposed commercial and '� residential development at the Crossroads of Vail, Vail, Colorado. The purpose of the � study was to develop recommendations for foundation design. The findings from our �' field exploration and recommendations are presented in this report. � � A field exploration program consisting of exploratory borings was conducted to obtain information on the subsurface conditions. Samples of the subsoils obtained during the � field exploration were tested in the laboratory to determine their classification and other �' engineering characteristics. The results of the field exploration and laboratory testing � were analyzed to develop recommendations for foundation design. This report � summarizes the data obtained during this study and presents our conclusions, design � recommendations and other geotechnical engineering considerations based on the proposed construction and the subsoil conditions encountered. � � PROFOSED CONSTRUCTION �F � '""" At the time of our study design plans for the proposed construction had not been � developed. We understand that an underground parking structure may be located on the site with one or two levels below grade. We assume excavation for the proposed � development will have a maximum cut depth of two levels or about 15 to 20 feet below the existing ground surface. For the purpose of our analysis, foundation loadings for 1 the structure were assumed to be moderate to heavy. � When building location grading and loading information have been developed, we should be nodfied to re-evaluate the recommendations presented in this report. 1 SITE CONDITIONS � The project site is currently occupied by two multi story buildings as shown on Figure 1. The buildings typically consist of a combination of residential and retail space. Tfie � western building includes a full basement level and the eastern building includes two f � � 403 338 ��h � i _ 2 _ , below-grade parking levels. The buildings are generally sunounded with asphalt �, pavement for surface parldng. A retaining wall exists along the northern pavement � boundary and the ground slopes up to the north above the wall and the eastern building to the south frontage road for Interstate 70. The ground surface across the site � generally slopes down towards the southwest. The topographic survey provided indicates about 30 feet of relief between the northeast and southwest corners of the 1 property. The project is bordered by the south frontage road to the north, by East Meadow Drive to the east and south, and by Village Inn Plaza Condominiums to the � west. � FIELD EXPLORATION � The field exploration for the project was conducted on October 15 and 29, 2003. Five exploratory borings were drilled at the locations shown on Figure 1 to evaluate the � subsurface conditions. The borings were advanced with 4 inch diameter continuous �` flight auger powered by a truck-mounted Longyear BK-S 1HD drill rig. The borings �' were logged by a representative of Hepworth-Pawlak Geotechnical, Inc. � � � Samples of the subsoils were taken with a 13/a inch spoon sampler. The sampler was driven into the subsoils at various depth with blows from a 140 pound hammer falling � 30 inches. 1'his test is similar to the standard penetradon test described by ASTM Method D-1586. The penetration resistance values are an indication of the relative � density or consistency of the subsoils. Small disturbed samples of the auger cuttings were also taken. Depths at which the samples were taken and the penetration resistance , values are shown on the Logs of F.�cploratory Borings, Figures 2 and 3. The samples were returned to our laboratory for review by the project engineer and testing. � SUBSURFACE CONDITIONS � Gra hic lo s of the subsurface conditions encountered at the site are shown on Figures P g � 2 and 3. An explanation of the symbols used on the logs is shown on Figure 4. All of our exploratory borings were dnlled m areas paved with asphalt�c concrete. The � � �.. 403 338 ,.� � , - 3 - ' � thickness of the asphalt ranged from about 4 to 6 inches. Man-placed fill was found �' beneath the asphalt at all boring locations to depths ranging from approximately 2 to 12 '�' feet. The fill is typically loose to medium dense and consists of a mixture of clay, � sand and gravel with cobbles and boulders. Below the fill in Borings 1 through 4, the � subsoils consist of dense, slightly clayey to clayey, sandy gravel with cobbles and ' boulders to the depths explored in Borings 1 through 3 and to a depth of about 23 feet in Boring 4. An 18 inch thick sandy clay lense was encountered in Boring 3 at a depth of about 13 feet. Drilling in the dense gravel and man-placed fill with auger equipment � was difficult due to the cobbles and boulders. Practical drillin refusal was encountered g � in Borings 2, 3 and 5 at the depths indicated on Figures 2 and 3. Medium dense, silty to very silty sand was found below the gravel in Boring 4 and below the fill in Boring � 5. The sand was gravelly in Boring 4 and below a depth of 27 feet in Boring 5. Piezometers consisting of 2 inch schedule 40 PVC pipe were installed in Borings 1, 3, � 4 and 5. The bottom 10 feet of pipe consisted of factory siotted (0.020 inch) well screen. Silica sand (10/20) was placed around the pipe to approximately 2 feet above � '`i'' the well screen. A 3 to 5 feet thick bentonite seal was laced above the sand. The P � remainder of the borings were backfilled with auger cuttings. 7-plugs was installed at the tops of the PVC pipes. Bolted well covers were set with concrete at the surface of � each piezometer. � Laboratory testing performed on samples obtained from the borings included natural moisture content, percent passing the No. 200 sieve, gradation analyses and liquid and , plastic limits. Results of gradation analyses performed on small diameter drive samples and small disturbed samples (minus 0.75, 1 and 1.5 inch fractions) of the on-site soils � are shown on Figures 5, 6 and 7. Results of the laboratory tesking are summarized on .. Figures 2 and 3. � FOUNDATION BEARING CONDITIONS 1 The existing man-placed fill encountered in our exploratory borings displayeti variable ��., densities. These soils tend to settle differentially under load and over time and are not � 403 338 � Gec�tect� � � - 4 - � suitable to su rt foundations and floor slabs. The ranular rtions of these soils � PPo g P� � may be suitable for use as foundation backfill or structural fill provided organic material, construction debris and rocks larger than 6 inches in diameter are removed. � A representative of H-P Geotech should observe the existing fill soils during excavation to determine suitability. 1 DESIGN RECOMi��NDATIONS � � FOUNDATIONS � Considering the subsoil conditions encountered in the exploratory borings and the . nature of the proposed construction, we recommend the proposed structures be founded ' with spread footings bearing on the natural granular soils. � The design and construcdon criteria presented below should be observed for a spread rr. footing foundation system. �, 1) For buildings constructed over a below-grade parking level, footings � •.► placed on the undisturbed natural gravel soils (encountered in Borings 1 through 4) should be designed for an allowable soil bearing pressure of � 5,000 pounds per square foot (ps� for footings greater than 4 feet wide and 3,000 psf for smaller width footings. For a similar condition, � footings placed on the undisturbed natural sand soils (encountered in �, Borings 4 and 5) should be designed for an allowable soil bearing � pressure of 4,000 psf for footings greater than 4 feet wide and 2,000 psf for smaller width footings. For buildings constructed over a crawlspace , or slab-on-grade floor, footings placed on the undisturbed natural gravel � soils should be designed for an allowable soil bearing pressure of 3,000 ,y„ psf. For a similar condirion, footings placed on the undisturbed natural sand soils should be designed for an allowable soil be,aring pressure of � 4,000 psf. Based on experience, we expect settlement of footings designed and constructed as discussed in this section will be about 1 inch ` or less. f � � 403 338 �� i ' - 5 - � 2 The footin s should have a minimum wid h f 2 feet r 4 feet for hi h r � ) g t o (o g e � bearing pressures) for continuous wails and isolated pads for buildings ""' constructed over below-grade parking. For buildings constructed over a �¢ crawlspace or slab-on-grade, the footings should have a minimum width '� of 18 inches for continuous walls and 2 feet for isolated pads. The � bottom of the footing should be embedded a minimum of 2 feet below the top of slab grade. � 3) Exterior footings and footings beneath unheated areas should be provided with adequate soil cover above their bearing elevation for frost � protection. Placement of foundations at least 48 inches below exterior grade is typically used in this area. � 4) Continuous foundation walls should be reinforced top and bottom to span local anomalies such as by assuming an unsupported length of at least � 10 feet. Foundation walls acting as retaining structures should also be designed to resist lateral earth pressures as discussed in the "Foundation � and Retaining Walls" secdon of this report. � ''�" 5) All existing fill, topsoil and any loose or disturbed soils should be � removed and the footing bearing level extended down to relatively dense natural granular soils. If water seepage is encountered, the footing areas should be dewatered before concrete placement. � 6) A representative of the geotechnical engineer should observe all footing �,: excavations prior to concrete placement to evaluate bearing conditions. � � FOUNDATION AND RETAINING WALLS Foundation walls and retaining structures less than 20 feet high which are laterally supported and can be expected to undergo only a slight amount of deflection should be ' designed for a lateral earth pressure computed on the basis of an equivalent fluid unit weight of 50 pounds per cubic foot (pcfl for backf'ill consisting of the on-site granular ' soils and 45 pcf for bacl�ill consisting of imported free-draining granular material. Cantilevered retaining structures which aze separate from the structures and can be ' expected to deflect sufficiently to mobilize the full active earth pressure condition � 1 403 338 E...� � � - 6 - ' should be desi ned for a lateral earth ressure com uted on the basis of an uivalent � g P P �1 � fluid unit weight of 40 pcf for backfill consisdng of the on-site granular soils and 35 pcf for bacl�ill consisdng of imported free-draining granular material. Backfill materials � may consist of granular soils excluding rock larger than 6 inches in diameter. � All foundation and retaining structures should be designed for appropriate hydrostatic and surcharge pressures such as adjacent footings, traffic, construction materials and � equipment. The pressures recommended above assume drained conditions behind the walls and a horizontal backfill surface. The buildup of water behind a wall or an upward sloping backfill surface will increase the lateral pressure imposed on a foundation wall or retaining structure. An underdrain should be provided to prevent � hydrostatic pressure buildup behind walls. � Backfill should be placed in uniform lifts and compacted to at least 90% of the � maximum standard Proctor dry density at a moisture content near optimum. Bacl�ill in pavement and walkway areas should be compacted to at least 95°!o of the maximum � � standard Proctoi dry density. Care should be taken not to overcompact the bacl�ill or use large equipment near the wall, since this could cause excessive lateral pressure on � the wall. Some settlement of deep foundation wall backf'ill should be expected, even if � the material is placed correctly, and could result in distress to facilides constructed on the backfill. � Imported free-draining granular wall backfill should be relatively well-graded and contain less than 5 Rb passing the No. 200 sieve and have a ma�cimum size of 6 inches. � The lateral resistance of foundation or retaining wall footings will be a combination of � the sliding resistance of the footing on the foundation materials and passive earth � pressure against the side of the footing. Resistance to sliding at the bottoms of the � footings can be calculated based on a ccefficient of friction of 0.45. Passive pressure of compacted backfill against the sides of the footings can be calculated using an iequivalent fluid unit weight of 350 pcf for moist bacicfill and 200 pcf for buoyant � � 403 338 �, Ge�tect-� � 1 - , - � conditions. The coefficient of fricdon and assive ressure values recommended above � P P � assume ultimate soil strength. Suitable factors of safety should be included in the """ design to limit the strain which will occur at the ultimate strength, particularly in the � case of passive resistance. Fill placed against the sides of the foodngs to resist lateral loads should be a granular material compacted to at least 95°lo of the maximum standard � Proctor dry density at a moisture content near oprimum. � FLOOR SLABS �' The natural on-site soils, exclusive of existing fill and topsoil, aze suitable to support � lightly to moderately loaded slab-on-grade construction. To reduce the effects of some � differential movement, floor slabs should be separated from all bearing walls and � columns with expansion joints which allow unrestrained vertical movement. Floor slab control joints should be used to reduce damage due to shrinkage cracldng. The � requirements for joint spacing and slab reinforcement should be established by the � designer based on experience and the intended slab use. A minimum 4 inch layer of = free-draining gravel should be placed beneath basement level slabs to facilitate � "�' drainage. This material should consist of minus 2 inch aggregate with at least 50% ' retained on the No. 4 sieve and less than 2% passing the No. 200 sieve. � � All fill materials for support of floor slabs should be compacted to at least 95% of r maximum standard Proctor dry density at a moisture content near opdmum. Required � fill can consist of the on-site gravels devoid of vegetation, topsoil and oversized rock. � � UNDERDRAIN SYSTEM Free water was encountered during our exploradon and it has been our experience in � mountainous areas that local perched groundwater can develop during times of heavy �r precipitation or seasonal runoff. Frozen ground during spring runoff can create a perched condition. We recommend below-grade construction, such as retaining walls, � crawlspace and basement areas, be kept at least 2 feet above the high groundwater level and be protected from wetting and hydrostatic pressure buildup by an underdrain � system. A typical underdrain detail is shown of Figure 8. � � 403 338 �, C�t� � � - 8 - , The underdrain should consist of drainpipe laced in the bottom of the wall backfill �. p � surrounded above the invert level with free-draining gravel. The drainpipe should be �"' placed at each level of excavation and at least 2 feet below lowest adjacent finish grade � and sloped at a minimum 1% to a suitable gravity outlet or a sump where the water can � be removed by pumping. If sumps and pumps are used, backup pumps should be � provided. If the building foundation is constructed below the groundwater level, lateral drains should be placed below the building slabs to connect the underslab gravel with � the underdrain system. The lateral drains should be adequately spaced to provide proper drainage for the groundwater encountered in the building configuration. Floor � slabs should be provided with blow out plugs to prevent hydrostatic pressure build up below slabs. Free-draining gravel used in the underdrain system should contain less ' than 2 4b passing the No. 200 sieve, less than 50% passing the No. 4 sieve and have a maximum size of 2 inches. The drain gravel backfill should be at least 2.5 feet deep. � A wall drain system consisting of a geocomposite or 1 foot of clean gravel should be placed adjacent to below grade construction walls. The wall drain system should „� connect into the underdrain and extend to within 1 to 2 feet of the ground surface. � ... ' SITE GRADING There is a risk of construction-induced slope instability at the site due to the relatively extensive cut depths. The deep excavation for the proposed parking structure should be �ir► carefully planned and designed. Limiting cut depths and sloping cuts to a stable grade should help reduce the risk of slope instability. For excavation cuts less than 20 feet � high, we recommend either sloping the cuts in accordance with OSHA regulations for Type C soil or providing shoring. Sloping of the excavation may not be feasible , without crossing over property lines. Cuts greater than 20 feet high may need to be � shored. Temporary shoring systems consisting of soldier piles and lagging, soil nails �,,, and shotcreting, or bracing could be used to retain deep cuts. Any temporary or � permanent shoring system which extends beyond the property boundary will require � proper easements. � � � 403 338 H Ge�t,��ct� � ' - 9 - � Shoring contractors familiaz with conditions in the area should be contacted to provide � � speci�c design and cost informadon. We can provide parameters, additional analysis and design review for the shoring as the project progresses. � Free water was encountered in the borings at the depths shown on Figures 2 and 3. It � is likely that the water levels will be elevated in the spring and early summer. Excavations made in the fall and winter when water levels are typically lower should lower the risk of potential slope instability � �. � Embankment fills should be compacted to at least 95% of the maximum standard Proctor dry density near optimum moisture content. Prior to fill placement, the � subgrade should be carefully prepared by removing all vegetation and topsoil and compacting to at least 95�O of the maximum standard Proctor dry density. The fill � should be benched into the portions of the excavation exceeding 20% grade. � Permanent unretained cut and fill slopes should be graded at 2 horizontal to 1 vertical � ..► or flatter and protected against erosion by revegetation or other means. The risk of slope instability will be increased if seepage is encountered in cuts and flatter slopes , may be necessary. If seepage is encountered in permanent cuts, an investigation should be conducted to determine if the seepage will adversely affect the cut stability. This ' office should review site grading plans for the project prior to construction. iSURFACE DRAINAGE The following drainage precautions should be observed during construction and , maintained at all times after the proposed construction has been completed: 1) Inundation of the foundation excavations and underslab areas should be � avoided during construction. 2) Exterior backfill should be adjusted to near opdmum moisture and � compacted to at least 95% of the ma�cimum standard Proctor dry density in pavement and slab areas and to at least 90% of the maximum standard ' Proctor dry density in landscape areas. � � 403 338 ��,� � � � - 10 - � 3 The round surface sunoundin x ' � ) g g the e tenor of the buildmg should be � sloped to drain away from the foundation in all directions. We recommend a minimum slope of 12 inches in the first 10 feet in unpaverl � areas and a minimum slope of 3 inches in the first 10 feet in paved azeas. � Free-draining wall backfill should be capped with about 2 feet of the ' on-site finer-grained soils to reduce surface water infiltration. 4) Roof downspouts and drains should discharge well beyond the limits of � all bacl�ill. 5) Landscaping which requires regular heavy irrigation should be located at � least 10 feet from foundation walls. ' LINIITATIONS � This study has been conducted in accordance with generally accepted geotechnicai engineering principles and practices in this area at this time. We make no warranty either express or implied. The conclusions and recommendations submitted in this � +� report are based upon the data obtained from the exploratory borings drilled at the ' locations indicated on Figure 1, the proposed type of construcdon and our experience in the area. Our findings include interpolation and extrapolation of the subsurface � conditions identified at the exploratory pits and variations in the subsurface conditions may not become evident until excavation is performed. If conditions encauntered � during construction appear different from those described in this report, we should be notified so that re-evaluation of the recommendations may be made. ' This report has been prepared for the exclusive use by our client for design purposes. ' We are not responsible for technical interpretations by others of our information. As the project evolves, we should provide continued consultation and field services during 1 construction to review and monitor the implementation of our recommendations, and to verify that the recommendations have been appropriately interpreted. Significant design changes may require additional analysis or modifications to the recommendations ' presented herein. We recommend on-site observation of excavations and foundation � ' 403 338 ,.� G�tect� � � - 11 - , bearin strata and testin of structural fill b a re resentative of the eot hni � g g Y P g � � ' engineer. ' Respectively Submitted, HEPWQ�tTH - P �VLAK GEOTECHIVICAL, INC. ,,` ��; "� ;'� �„� � � �� George W. Benecke III, E.I � Reviewed by: ``��►�►t�:�;;7:iF:,;,,�;;�1. � � , �'�'��Q�°°°��'�;. � ��,' `, •1"'(/'°�°c�`��`.. Ronald J. Uhle, P.E.:. Associate `�f �c� '-9 ' � �'. � e V • �s o c�,: ri � ',��.0,��a�� /�-%0-�`3aos a�'�. �✓',�c'�1°°� e•��,`e°�'�' ' e��e�� , , '�`��`s/Q�A1.� :�• �«lt��t;n,,,,:.•,, � � 1 ' ' .. � ' , ' � � 403 338 H � r � • � � � � � � � � � � � � � � � � • � � � CROSSROADS REDEVELOPMENT PROJECT � TOWN OF VAIL� COLORADO Updated TRAFFI C I M PACT STU DY — � � N � � � I _ • ronta �Rd. - — � — � � . �� '� �r �� — - � � �`- k/�,il� ��-�..� s � � �� — ,--- ,__;-a[i�lac�e; � . .�� ,�, L- 1nr1 ' � ' �r \ _._ . �.k �� j •` ��. i �'� �- � . , ,�__=� 1 __rt__�--; . � a F � ' o %�'�i? " I � w � �-� ,,..,. c � � �� U _ � � � ,%� � .. �\ —, ,�ti �:�� I' m � . qx , � � , � �"� ` � �, , �, '��l-�-r ,�� ° ``------ ��"''-�r � j �,.. . � �s � '�� > � � ��`�;'',�'-�. '„��E°��-� � � GI . � ��_ � �� . _ ^ ; �,� $ �-� � , �, }� • �� ; � � � � � �� /i �� " . �� .� �d. c �y�"'?—r��♦ 5 ��`�`�_�_ �� , r . ; �c *€`} � �— _ 'T� 3 ,°�&_' � „^. v.fs O =--�---.__ � ; � _,-,� . .�.�:_,+•�`E Mead° _ , y ; . --�_-�-_. L� '.��r"��-: -'��==--� ---� / Project Site Boundary PREPARED F�R: �,P��:��5'�. � d'� '(�, • � PREPARED BY: CROSSROAD5 EAST ONE� LLC t�``';y�r� �C✓j,;�� C/O MAURIELL❑ PLANNING GROUP �>�-� '�'� Jo An�N HIGGINS� AICP ;(J} . �' E�j �; STEVEN G. TUTTLE� P.E. P.O. Box 1 127 �; AVON� C❑ 8 � E Z❑ . jd,.+" DATE: NOVEMBER 8� 2005 `?'r��,,� FH PROJECT #04008 � r �� T R A N S P ❑ R T A T 1 ❑ N G R O LJ P P•�• BOX 1 9768, BOULDER� CO 80308-2768 PHONE: 303.652.3571 FAX: 303.772.2329 Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � TABLE OF CONTENTS 1.0 INTRODUCTION AND EXECUTIVE SUMMARY................................................. 3 2.0 PROJECT DESCRIPTION ................................................................................... 5 3.0 EXISTING TRAFFIC CONDTIONS......................................................................5 3.1 Circulation Network...........................................................................................5 3.2 Existing Traffic Volumes ................................................................................... 5 3.3 Intersection Capacity Analysis..........................................................................6 4.0 FUTURE YEAR BACKGROUND ANALYSIS.......................................................7 4.1 Future Year Background Traffic Volumes.........................................................7 � 4.2 Intersection Capacity Analysis..........................................................................7 5.0 SITE SPECIFIC ANALYSIS..................................................................................8 5.1 Trip Generation.................................................................................................8 5.2 Trip Distribution and Assignment.................................................................... 10 5.3 Intersection Capacity Analysis........................................................................ 10 5.4 CDOT Access Spacing Standards.................................................................. 11 5.5 CDOT Auxiliary Lane Warrant Analysis .......................................................... 12 5.6 Intersection and Roadway Impacts................................................................. 12 5.7 Site Access and Circulation ............................................................................ 13 6.0 CONCLUSIONS AND RECOMMENDATIONS................................................... 14 � Fox Higgins Transportation Group, LLC Page 1 November 8,2005 (rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � LIST OF TABLES Table 1 —Winter Evening Peak Hour Intersection Level of Service Summary.............. 16 Table 2 —Weekday Trip Generation Estimate............................................................... 17 Table 3— I-70 S. Frontage Road Auxiliary Lane Summary .......................................... 18 LIST OF FIGURES Figure1 —Vicinity Map.................................................................................................. 19 Figure 2 — Site and Access Plan ...................................................................................20 Figure 3— Existing Traffic Volumes...............................................................................21 � Figure 4 —Year 2007 Background Traffic Volumes.......................................................22 Figure 5 —Year 2025 Background Traffic Volumes.......................................................23 Figure 6— Net Site Added Traffic Volumes...................................................................24 Figure 7 —Year 2007 Background + Net Site Added Traffic Volumes...........................25 Figure 8—Year 2025 Background + Net Side Added Traffic Volumes..........................26 APPENDIX CDOT Review Comments Level of Service Definitions Intersection Capacity Worksheet __� � Fox Higgins Transportation Group, LLC Pag@ 2 November 8,2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � 1.0 INTRODUCTION AND EXECUTIVE SUMMARY This traffic impact study has been prepared by the Fox Higgins Transportation Group, LLC for the proposed Crossroads Redevelopment Project in Vail Village. The purpose of this study is to identify any potential traffic impacts and to recommend traffic mitigation measures that may be needed with development of the site as proposed. This study is an update to the traffic impact study prepared by Fox Higgins dated August 4, 2005. Since completion of the prior traffic study, comments from CDOT were received on the study in a letter dated September 12, 2005 by Devin Drayton. A copy of the comment letter is contained in the Appendix for reference. This updated study addresses CDOTs comments. A primary CDOT comment related to the need for more information to support the assumptions made in the study. This study includes support and back up information for all assumptions including but not limited to trip generation, reduction factors, site traffic distribution, and background growth factors. In addition, review and approval of all assumptions in the traffic study were undertaken by the Town's consulting traffic engineer prior to use in the study. We feel the information contained in this study is soundly based. � This study reviews existing, 2007 near term, and 2025 long term future traffic conditions with the proposed site development. Since the proposed development and adjacent roadway network experience peak traffic demands during the winter evening peak periods, the winter PM peak hour was analyzed for site specific impacts. The project involves the redevelopment of the existing Crossroads mixed-use site located on the southwest corner of the S. Frontage Road and Village Center Road intersection. The renovated land uses are very similar to existing uses with slight increases in site square footages. The mix of retail and residential uses on site is anticipated to generate approximately 70 new one-way trips occurring during the weekday evening peak hour period. It was determined that the existing street nefinrork with planned modifications can sufficiently serve the net site added traffic volumes with minimal effects. The removal of the separate eastbound right-turn lane and restriping the northbound approach to allow for a separate left-turn and shared left-right turn lane at the Village Center Road / S. Frontage Road intersection will result in acceptable operations and only slight increases in vehicle delays over existing conditions. However, the Town prefers striping on Village Center Road at the South Frontage Road intersection to remain as is today with separate turn lanes. Town staff would also prefer that a pork chop type median section be introduced at this intersection on S. Frontage Road to provide better separation of left-turning vehicles and storage in the median for northbound left-turn movements. The following key points summarize our findings. � � Fox Higgins Transportation Group, LLC Page 3 November 8, 2005 (rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � • net increase in traffic by this project to the adjacent roadway system is negligible when considering the high traffic volumes along the Frontage Road • adjacent intersections will continue to operate at a level of service A overall which is at or similar to existing operations • other than the changes proposed in the plan (largely restriping/signing), no roadway improvements are necessary to accommodate the proposed redevelopment based on intersection operations and capacities (i.e., roundabout or other capacity improvements are not required) • traffic counts applied in this study represent a worst-case (higher than average) condition and therefore the report should be considered very conservative in its evaluation (i.e., 90% of the year traffic volumes will be dramatically less) • number of vehicles queuing on Village Center Road will increase slightly due to the high volumes of traffic traveling past the intersection on the S. Frontage Road (i.e., largely traffic to and from the Town's parking structure) � • CDOT access code criteria warrants are met for an eastbound right-turn deceleration and westbound left-turn deceleration lane at S. Frontage Road / Village Center Road intersection; a westbound left-turn lane exists; the existing eastbound right-turn lane is planned for removal based on Town staff requests to reduce unnecessary traffic access to the village area; based on CDOT warrant criteria, a variance request to remove the eastbound right-turn deceleration lane at Village Center Road would be necessary • CDOT minimum access spacing requirements along the Frontage Road of 150 feet are satisfied at all but the truck delivery access due to its close proximity to the parking garage access to the west; because the right-turn only drop-off and pick-up access points essentially act as one driveway and are spaced in excess of 150 feet from the Village Center Road to the east and parking garage access to the west, the drop-off and pick-up access points meet CDOT spacing requirements; delivery access will experience such low traffic volumes and is not anticipated to result in interruptions in traffic flows along the Frontage Road; in either case, a variance request for the delivery access location will be required based on CDOT access spacing _ _� � Fox Higgins Transportation Group, LLC Page 4 November 8, 2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � 2.0 PROJECT DESCRIPTION The project site is located at the southwest corner of the I-70 South Frontage Road / Village Center Road intersection. A vicinity map is shown on Figure 1. The site is currently occupied by a mix of uses and planned for redevelopment with similar uses that enhance the vitality of this area. The proposed site access is similar to existing with the exception of a truck delivery access and pick-up/drop-off access planned along S. Frontage Road. The planned redevelopment of the Crossroads site will result in similar traffic characteristics when compared to existing uses. The site and access plan is shown on Figure 2. 3.0 EXISTING TRAFFIC CONDTIONS 3.1 Circulation Network The site is located within the Vail Village retail area and the ski area. Access to the site currently exists via a driveway connection to Village Center Road located approximately 200 feet south of S. Frontage Road. The location of the primary site access will remain with the redevelopment project. The Village Center Road and S. Frontage Road � intersection is controlled by a stop sign on the side street approach. S. Frontage Road is a five-lane roadway (finro-way center left-turn lane in median) with a posted speed limit of 25 miles per hour (mph). Village Center Road is a finro-lane roadway with a posted speed limit of 15 mph. Village Center Road connects to Meadow Drive where vehicular access is limited and pedestrian accessibility is strongly encouraged. Two outbound lanes (separate left-turn and right-turn) exist along Village Center Road at the S. Frontage Road intersection. 3.2 Existing Traffic Volumes Existing peak hour traffic volumes used in this analysis were obtained in part from the Town's Transportation Master Plan Update'. Since completion of the master plan, updated existing traffic volumes were collected in December 2004 on a peak winter weekday when the adjacent roadways are experiencing peak conditions. Traffic volumes were also collected in January 2005 during the Martin Luther King holiday weekend to sample ultra peak traffic conditions. After review of the existing traffic volumes and through discussions with the Town's transportation engineer at FHU, it was determined that the higher traffic volume scenario at the Frontage Road / Village Center Drive intersection occurred during the December 2004 weekday counts. � Transaortation Master Plan Uadate-Traffic Model,Washington Infrastructure Services,July 2002. � Fox Higgins Transportation Group, LlC Page 5 November 8,2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � Therefore, Fox Higgins was directed to use the peak weekday counts for this study to represent a worst-case higher traffic volume scenario analysis. Since the site access intersection was only counted during the January 2005 counts, the weekday peak hour traffic volumes at the site access point along Village Center Road were estimated based on the same distribution patterns observed in January 2005. It should be noted that the December 2004 counts on Village Center Road may be higher than normal due to construction traffic activity taking place at the time of the count. 3.3 Intersection Capacity Analysis The site access intersection and the intersection of S. Frontage Road / Village Center Road were reviewed to determine baseline or existing operations and identify any capacity constraints. The existing evening peak hour volumes are over 40% higher than the morning peak hour volumes at the Frontage Road / Village Center Road intersection. Therefore, only the evening peak hour period was analyzed to represent the higher side street and mainline traffic conditions. In determining the operational characteristics of an intersection, "Levels of Service" (LOS) A through F are applied, with LOS A indicating very good operations and LOS F indicating congested operations. The intersection LOS is represented as a delay in seconds per vehicle for the � intersection as a whole and for critical turning movements. Criteria contained in the Highway Capacity Manual (HCM)2 was applied to the study area intersections in order to determine existing levels of service during the weekday evening peak hour period. Median width along the Frontage Road allows a left-turning vehicle from the side street approach intersections to conduct a two-step movement by crossing the eastbound Frontage Road traffic then merge into the westbound traffic flows when adequate gaps occur. This movement is commonly seen at the parking structure access just to the east of Village Center Road as vehicles exit the structure to merge into the Frontage Road traffic. The intersection capacity software allows for a modeling of this traffic movement by selecting the median type and number of vehicles that can store in the median. The existing two-way left-turn lane in the median area of Frontage Road west of Village Center Road has space for at least two vehicles to stage in the median opening. Modeling the Frontage Road /Village Center Road intersection in this manner will result in more accurate vehicle delays and levels of service to those currently occurring at the intersection. The results of the LOS calculations are summarized in Table 1. The intersection level of service worksheets show the traffic volumes and are attached for reference. The 2 Hiqhwav Capacitv Manual, Highway Research Board Special Report 209, Transportation Research Board, National Research Council,2001. Synchro v.6 software utilized. � Fox Higgins Transportation Group, LLC Page 6 November 8,2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Tra�c Impact Study � data in Table 1 illustrates that the intersections are currently functioning at acceptable levels during the peak hour periods (LOS A range overall) with the all of the individual approaches also operating acceptably (LOS A-D). Worst-case vehicle queue lengths are also shown in the table. For comparison purposes, 20 feet is typically used for standard vehicle length plus any gapping in between queuing vehicles. The side street left-turn approach at Village Center Road to the S. Frontage Road intersection is expected to experience the highest vehicle delays as this approach to a 5-lane facility is required to yield to all oncoming traffic at the intersection. Average vehicle queue lengths of 25 feet or approximately one vehicle with operations in the LOS C range occur on the side street left-turn approach at the Frontage RoadNillage Center Road intersection. This queue length and LOS are expected at the side street approaches to higher volume streets such as the S. Frontage Road corridor as vehicles entering this corridor must yield to all oncoming traffic. No improvements are warranted to the existing street system. All vehicle queues are typical and are not backing into any existing access points away from the S. Frontage Road / Village Center Road intersection. 4.0 FUTURE YEAR BACKGROUND ANALYSIS 4.1 Future Year Background Traffic Volumes �, The existing traffic volumes discussed in the previous section were used as a basis for forecasting the short term (Year 2007) and long term (Year 2025) background and site- added scenarios. It is anticipated that the project site will be built out and occupied within the next finro years or by Year 2007. . The Town's transportation plan and past modeling efforts identify that minimal traffic increases, if any, are anticipated in the next 20 years adjacent to the site. Any traffic increases are most likely associated with site redevelopments such as this one that result in slight increases in turning movement volumes at primary access intersections. Annual growth rate projections contained in the Transportation Plan Update for the S. Frontage Rd. were utilized to forecast the short and long term background traffic growth in the study area. Based on these forecasts, a 5% increase was assumed over the next 20 years and applied to the existing volumes to forecast the future year background volumes. The Year 2007 and Year 2025 background winter weekday evening peak hour traffic volumes were calculated based on the growth rate, and are shown on Figure 4 and Figure 5, respectively. 4.2 Intersection Capacity Analysis Intersection capacity analyses were conducted with the Year 2007 and Year 2025 background winter weekday peak hour traffic volumes using the HCM methodology � Fox Higgins Transportation Group, LLC Page 7 November 8,2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � previously described. The intersection LOS calculation worksheets are attached in the Appendix. The intersection LOS are summarized for each location in Table 1. The data in the level of service summary table illustrates that, with the forecast Year 2007 and Year 2025 background PM peak hour volumes, study area intersections will continue to operate acceptably (LOS A overall). The existing lane configuration at both study area intersections was applied to the future year background scenarios. 5.0 SITE SPECIFIC ANALYSIS 5.1 Trip Generation Trip generation estimates and comparisons were made to determine the traffic characteristics of the existing uses and the proposed uses of the site. The weekday trip rates contained in the Institute of Transportation Engineers (ITE) Trip Generation manual3 were applied to estimate traffic for the site. Demolition and replacement of existing uses is planned. For comparison purposes, the following assumptions were used to estimate traffic generation of the site development. Existinq Land Uses: • 50,000 square feet of retail space �,,,, • 13,520 square feet of office space • movie theater with 350 seats • 22 vacation condominium units • surface parking on south side of building • 31 leased parking spaces Crossroads Redevelopment Land Uses: • 40,620 square feet of retail space • 5,000 square feet of quality restaurant space • 21,500 square foot area for ice rink • 14,600 square feet of bowling alley/bar space • movie theater with 405 seats • 68 vacation condominium units � parking garage under building with 100 spaces available for lease Although the planned ice rink is not expected to generate new trips to the area, the ITE trip rates for ice skating rinks were applied to this use. The ITE ice rink use is more of an enclosed stand-alone facility oriented for sports and entertainment with spectator seating, locker rooms, arcades, and refreshments. The ice rink planned on the site is a 3 Trip Generation 7"'Edition, Institute of Transportation Engineers,2003. � Fox Higgins Transportation Group, LLC Page 8 November 8,2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Tra�c impact Study � small outdoor seasonal use of plaza space in the winter, where it will be a water fountain in the summer. The ice rink will primarily attract pedestrian traffic from the village area. Given this, a reduction from the ITE trip rate of 75% was applied to more accurately estimate actual vehicular traffic generated by the ice rink versus foot traffic in the winter. The 100 rental parking spaces on site are anticipated to be leased to adjacent merchants/ businesses to meet employee parking demands. It was assumed that the leased parking spaces would be assigned to adjacent merchants, and would have minimal turnover during the 4-5:00 P.M. peak hour period based on hours of operation and work schedules. The ITE trip rates for a park-n-ride facility with a 50°/a multi-use factor for little turnover were applied to the leased parking spaces to estimate traffic for this use. This should be a conservative traffic generation considering the adjacent business employee trips are currently occurring and this would be somewhat of a double counting. Because the site is within a pedestrian friendly commercial core area with access to transit, there will be a reduction in actual vehicular trips to/from the site due to transit and pedestrian activity. This is a common occurrence experienced at many core areas in mountain communities referred to as multi-purpose or multi-use trip making. The � multi-use trip factors applied to this development are contained in the trip generation � table. Slightly higher multi-use trip factors are applied to retail uses to account for pass- by type traffic attraction (whether pedestrian or vehicular) in this core area. The period analyzed in this study is during the highest traffic periods of the year on a peak winter weekday. During this peak period, less primary trips are made in the Vail village area as parking is limited. Instead, more trips are linked to one another, where a skier will also dine or shop after skiing before leaving the area. By assuming 60-70% of all the site traffic is new to the area during the highest period of the day, a conservative estimate is being made especially when considering the availability of free transit adjacent to the site. The interaction befinreen mixed uses has been documented by the Town in the past. In fact, the Town concluded that a 30% reduction in parking spaces for uses in the village area is acceptable to meet demands. The factors applied in this analysis to account for the multi-use factors are consistent with Town data in the development revisions for the adopted parking requirements. It is important to note that application of the factors listed above has also been verified by comparing the existing site's driveway volumes to fhe existing uses. The existing site uses are generating almost exactly the traffic estimated for the existing uses when application of the multi-use factors are made. To further justify the use of trip reduction factors, data collected in Steamboat Springs, Breckenridge, Park City, and other ski towns have evidenced a 30% to 70% reduction in trips when compared to the rates contained in the ITE trip generation manual. This is due to shuttle services provided from airport to resort destination, shuttle and bus service from site to � Fox Higgins Transportation Group, LLC Page 9 November 8,2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � community, pedestrian circulation network provided to/from the site to the ski areas that promotes walkability and non-vehicular modes of access, and mix of complimentary uses on many of the sites studied. In addition, the reduction factors applied in this study were reviewed and agreed upon by the Town's traffic engineer prior to application for this site. Based on the above assumptions, the net site trip generation has been calculated and is presented in Table 2. When compared to the existing uses currently on site, it is estimated that the proposed land uses will result in a net increase in traffic from the existing uses of approximately 660 daily one-way trips with 70 trips occurring during the winter weekday evening peak hour period. 5.2 Trip Distribution and Assignment The estimated traffic volumes presented in Table 2 were distributed onto the adjacent street nefinrork based on existing and anticipated land use and traffic patterns in the area. These distribution percentages have been verified by existing turning movements at the site access driveway on Village Center Road, as well as the turning volumes at S. Frontage Road and Village Center Road. Site distribution percentages for the net new trips to the area are as follows: � ■ Oriented to/from the west along the S. Frontage Rd. = 55% • Oriented to/from the east along the S. Frontage Rd. = 40% ■ Oriented to/from the south along Village Center Rd. = 5% The net site added traffic volumes were assigned to the study area roadway network and intersections according to the percentages shown above. The site generated traffic volumes were then assigned to the study area intersections and are presented on Figure 6. 5.3 Intersection Capacity Analysis The site generated traffic volumes were added to the Year 2007 and Year 2025 baseline traffic volumes to determine any impacts associated with the development of the project. The Year 2007 and Year 2025 PM peak hour volumes with net site added trips are illustrated on Figure 7 and Figure 8, respectively. The Town has requested that modifications to the existing S. Frontage Road section be made as part of this project. The modifications include constructing a raised median section along the entire site frontage, as well as the elimination of a separate eastbound right-turn lane at the Village Center Road intersection. In addition, the outbound (northbound) approach on Village Center Road at the Frontage Road intersection may be restriped as part of this development to allow for a shared left-right lane and a separate left-turn lane, similar to the exiting approach to the public parking structure � Fox Higgins Transportation Group, LLC Page 10 November 8,2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � east of this intersection. The intersection was analyzed with and without these land geometry modifications to determine the sensitivity to the intersection operations with forecast traffic volumes. The study area intersection levels of service were calculated using the HCM methodology discussed previously with the addition of site generated peak hour traffic volumes and roadway modifications to the Year 2007 and 2025 background volumes. The results are shown in Table 1. Intersection level of service worksheets are attached in the Appendix. The finro-step left-turn lane modeled in the existing conditions at the Frontage Road / Village Center Road intersection would also occur in the proposed conditions. The data in the level of service summary table illustrates that, with the forecast future weekday peak hour volumes which should be considered conservative, the study area intersections will continue to operate acceptably overall (LOS A). Increases in side street vehicle delays at the Village Center Road / S. Frontage Road intersection will occur, but the overall intersection will function acceptably. Vehicle queue lengths will increase at the northbound left-turn approach to the intersection, but worst case queuing will be contained within turn lane lengths and will not extend into adjacent access points. � 5.4 CDOT Access Spacing Standards The S. Frontage Road corridor is within the jurisdiction ot the Colorado Department of Transportation (CDOT) and thus requires compliance with CDOT access code criteria4. The State has established criteria for roadways to enhance safety and access along their corridors. The CDOT criteria becomes effective on an existing use if the use changes its site traffic by 20% or more. Because the net site added traffic is anticipated to increase by more than 20%, the CDOT access code criteria would apply to the proposed site expansion. In Section 4.4 of the Code, it is noted that minimum spacing befinreen access points to the Frontage Road is based on the sight distance criteria. The sight distance criteria for a roadway with a posted speed of 25 mph is 150 feet. Therefore, the minimum spacing between edges of access points or intersections is 150 feet based on CDOT criteria. Because the right-turn only drop-off and pick-up access points essentially act as one driveway and are spaced in excess of 150 feet from the Village Center Road to the east and parking garage access to the west, the drop-off and pick-up access points meet CDOT spacing requirements. The delivery access is the only access point that does not meet the minimum 150-foot spacing requirement based on its close proximity to the 4 State Hiqhway Access Code,State of Colorado,August 31, 1998. � Fox Higgins Transportation Group, LLC Page 11 November 8, 2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � existing parking garage access to the west. The delivery access will experience such low traffic volumes and is not anticipated to result in interruptions in traffic flows along the Frontage Road. However, CDOT access spacing requirements will not be met, and thus a variance request for the delivery access location will be required. 5.5 CDOT Auxiliary Lane Warrant Analysis The forecast traffic volumes at the site access intersections along the Frontage Road and the Village Center Road intersection were reviewed to determine auxiliary lane requirements based on current CDOT access code criteria. The CDOT criteria for assigned category ratings of F-R or Frontage Road require left-turn deceleration lanes with peak hour volumes above 25 vehicles when the posted speed limit is less than 40 miles per hour. Right-turn deceleration lane warrants are met when greater than 50 vehicles conduct a right-turn into the access point during a peak 60-minute period. CDOT design criteria for a 25 mph roadway designated as a Frontage Road requires deceleration lanes to include vehicle storage and a taper ratio of 7.5:1. The auxiliary lane summary at the site accesses and Village Center Road intersection along the S. Frontage Road are listed in Table 3. A review of the forecast 2025-plus-site generated peak hour volumes and the CDOT warrant criteria determined that turn lanes will not be warranted at the delivery access � nor the ingress only drop-off/pick-up access along the Frontage. At the intersection of S. Frontage Road /Village Center Road, both right-turn and left-turn deceleration lanes are warranted. A left-turn deceleration lane currently exists in the median area which serves as a finro-way left-turn lane and is in excess of the required 160 feet in length. The eastbound right-turn lane exists today, but Town staff has requested this lane be removed to discourage traffic from turning south onto Village Center Road. Should an eastbound right-turn lane be constructed at Village Center Road, it should be 190 feet in length (90-foot taper and 100-foot full width lane) to meet CDOT design standards. A variance request for the removal of the eastbound right-turn lane would be required based on CDOT warrant criteria. Again, the site vicinity intersections are projected to operate efficiently with the proposed lane configuration modifications at adjacent intersections (no eastbound right-turn lane at Village Center Road). 5.6 Intersection and Roadway Impacts If the existing lane configuration and striping remains in place with development of this site (ie. separate eastbound right-turn lane), the overall intersection delays are expected to increase by 30% from baseline operations. The northbound left-turn queue length will increase to 40 feet with 2025 background-plus-site volumes from existing 25 feet queue. If only the eastbound right-turn lane is removed as desired by Town staff and the northbound approach remains with separate left and right lanes, the intersection delay is projected at 1.9 seconds overall in 2025 with 26 seconds of delay and 45-foot queue lengths in the northbound left-turn lane. With restriping of the northbound � Fox Higgins Transportation Group, LLC Page 12 November 8,2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � approach to allow for a separate left-turn and shared left-right turn lanes along with removal of the separate eastbound right-turn lane, the capacity of the northbound left- turn movement is increased and vehicle delays/queues are reduced to levels similar to those experienced today. The planned modifications with removal of the eastbound right-turn lane and restriping of the northbound approach will result in the best operations with site added traffic, as only slight increases over existing operations is anticipated. The restriping of the northbound approach would result in similar intersection operations as currently occurs at the parking structure exit just to the east of Viltage Center Road where finro outbound left-turn lanes are permitted. Another consideration related to the removal of the exclusive eastbound right-turn lane at the Village Center Road / S. Frontage Rd. intersection is a possible future restriction of private vehicular traffic on Meadow Drive to create a more pedestrian-friendly environment. The Town of Vail has concerns that the exclusive right-turn lane along the Frontage Road encourages some traffic (those not familiar with Vail Village) to turn onto Village Center Road looking for parking or routes into the Village center. In a scenario where Meadow Drive is pedestrian/transit only and serving high volumes of pedestrians, these vehicles would need to turn around to head back to the Frontage Rd. This movement may potentially cause conflicts with pedestrian or other traffic particularly if drivers are unfamiliar about the area and their route. � As identified previously, side street approach delays are expected at multi-lane roadway intersections. The net site added volumes will be sufficiently served by the adjacent street network without resulting in additional modifications. There has been some discussion regarding modifying the traffic control of the S. Frontage Road and Village Center Road intersection from side street stop control to modern roundabout control. This intersection has physical limitations to the north and on the corners due to the existing I-70 eastbound on-ramp, development on the existing south side, and slopes to the south on Village Center Road. Traffic volumes on Village Center Road are less than 10% of the total approach volumes on S. Frontage Road during the peak hour periods. Typically, roundabouts are constructed at intersections that have more of a balanced approach flow. In addition, the side street approach delays are not considered out of the ordinary or requiring improvements to the intersection. 5.7 Site Access and Circulation The proposed access and circulation plan will provide for acceptable access for all modes of traffic. The pick-up and drop-off access along the S. Frontage Road is anticipated to function acceptably as minimal traffic volumes of less than 5 vehicles in an hour are forecast to utilize this access point. The primary vehicular site access is along Village Center Road approximately 200 feet south of S. Frontage Road. This � Fox Higgins Transportation Group, LLC Page 13 November 8,2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � accesses the site's parking garage under the building. This is the same access driveway location currently serving the existing site uses. A right-turn delivery only access is proposed along S. Frontage Road on the site's western boundary. Traffic volumes from deliveries are expected to be low and not to occur when the adjacent roadway is experiencing peak traffic conditions. The delivery access is within close proximity to an existing access to the Vail Village Inn. As noted on the site plan on Figure 2, the proposed median on the S. Frontage Rd. should be extended west to restrict movements at the truck access to right-in and right-out. This will minimize any potential conflicts at the access location. There may be 1 or 2 delivery vehicles accessing the site during the morning peak period on a typical weekday. During the morning peak hour, traffic volumes on the adjacent street network are significantly less than the weekday and Saturday afternoon peak period. A comment was made by CDOT relating to delivery trucks that may exit destined to the west and be forced to make a u-turn at intersections east of the site. Delivery routes will be planned in advance based on accessibility along the route. The delivery trucks will also serve areas to the east, and thus, will plan their route accordingly. The event of a u-turn along the Frontage Road will be rare to none. � 6.0 CONCLUSIONS AND RECOMMENDATIONS The Crossroads project involves the redevelopment of a building containing a mix of uses in the Vail village area. The site is located on the southwest corner of the S. Frontage Road / Village Center Road intersection. This traffic study reviews existing, short term Year 2007 future, and long term Year 2025 future traffic conditions at the site access and adjacent intersections during peak winter weekday evening periods. The mix of retail and residential uses on site is anticipated to generate approximately 70 new one-way trips occurring during the weekday evening peak hour period. The new traffic increases associated with redevelopment of the site were reviewed. It was determined that the existing street nefinrork with planned modifications can sufficiently serve the net site added traffic volumes with minimal effects. The removal of the separate eastbound right-turn lane and restriping the northbound approach to allow for a separate left-turn and shared left-right turn lane at the Village Center Road / S. Frontage Road intersection will result in acceptable operations and only slight increases in vehicle delays over existing conditions. The following key points summarize our findings. • net increase in traffic by this project to the adjacent roadway system is negligible when considering the high traffic along the Frontage Road • adjacent intersections will continue to operate at a level of service A overall which is at or similar to existing operations � Fox Higgins Transportation Group, LLC Page 14 November 8,2005(rev) Crossroads Redevelopment Project(FH#04008) Updated Traffic Impact Study � • other than the changes proposed in the plan (largely restriping/signing), no roadway improvements are necessary to accommodate the proposed redevelopment based on intersection operations and capacities (i.e., roundabout or other capacity improvements are not required) � traffic counts applied in this study represent a worst-case (higher than average) condition and therefore the report should be considered very conservative in its evaluation (i.e., 90% of the year traffic volumes will be dramatically less) • number of vehicles queuing on Village Center Road will increase slightly due to the high volumes of traffic traveling past the intersection on the S. Frontage Road (i.e., largely traffic to and from the Town's parking structure) • CDOT access code criteria warrants are met for an eastbound right-turn deceleration and westbound left-turn deceleration lane at S. Frontage Road / Village Center Road intersection; a westbound left-turn lane exists; the existing eastbound right-turn lane is planned for removal based on Town staff requests to reduce unnecessary traffic access to the village area; based on CDOT warrant criteria, a variance request to remove the eastbound right-turn deceleration lane � at Village Center Road would be necessary • CDOT minimum access spacing requirements along the Frontage Road of 150 feet are satisfied at all but the truck delivery access due to its close proximity to the parking garage access to the west; because the right-turn only drop-off and pick-up access points essentially act as one driveway and are spaced in excess of 150 feet from the Village Center Road to the east and parking garage access to the west, the drop-off and pick-up access points meet CDOT spacing requirements; delivery access will experience such low traffic volumes and is not anticipated to result in interruptions in traffic flows along the Frontage Road; in either case, a variance request for the delivery access location will be required based on CDOT access spacing � Fox Higgins Transportation Group, LLC Page 15 November 8, 2005(rev) FHM04008 Crossroatls ReGevebpmeM Project Taffic Impact Stutly 11/92005 � FOX Table 1 - Winter Evening Peak Weekday Level of Service Summary irkersecdon and Existing CAtical Movements Delay LOS Queue(a) STOP SIGN CONTROL S.Frontage Rd./Village Ctr.Rd. 1.3 A -- WestboundLeft 9.8 A 5feet Northbound Left 19.9 C 25 feet Northbound Right 11.5 B 10 feet Village Ctr.Rd./Site Access 2.6 A -- Eastbound Left 9.9 A 5 feet Northbound LeR 0.5 A 0 feet 2007+Site Gen.7reffic Intersectlon and Year 2007 Background w/Existlng Lane Conflg. w/o EB Right(b) w/o EBR and w!NB Restripe(c) Critical Movements Delay LOS Queue(a) Delay LOS Queue(a) Delay LOS Queue(a) Delay LOS Queue(a) STOP SIGN CONTROL � S.Frontage Rd./Village Ctr.Rd. 1.3 A -- 1.7 A -- 1.8 A -- 1.7 A -- Westbound Left 9.9 A 5/eel 10.1 B 5 feet 10.1 B 5/eet 10.1 B 5 Ieet Northbound Left 20.6 C 25/eet 22.9 C 35 feet 23.9 C 35 leef 21.1 C 20 feet Northbound Right 11.6 8 10 feet 11.8 B 15 feet 12.4 8 15 fee[ 15.9 C 25 feet vllage Ctr.Rd./Site Access 3.4 A -- Eastbound Left 10.5 B 15 leet Northbound Left 0.9 A O/eet 2025+Site Gen.Traffic Intersection and Year 2025 Background w/Ex{sting Lane Config. w!o EB Right(b) wlo EBR and w/NB Restripe(c) Critical Movements Delay LOS Queue(a) Delay LOS Queue(a� Delay LOS Queue(a� Delay LOS Queue(a) STOP SIGN CONTROL � '' S.Frontage Rd./Village Ctr.Rd. 1.4 A -- 1.9 A -- 1.9 A -- 1.9 A -- Westbound Left 10.1 B 5 feet 10.3 8 10/eet 10.3 B 10 feet 10.3 B 10/eet Northbound Left 21.9 C 30 leet 24.7 C 40/eet 25.8 D 45 feet 22.4 C 25 feet Northbound Right 11.8 B 10/eet 12.0 B 15/eet 12J B 15/eet 16.6 C 30 feet Village Ctr.Rd./Site Access 3.3 A -- Eastbound LeR f0.7 8 15/eet Northbound Left 0.8 A 0 feet Delay represented in average seconds per vehicle. 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W = Q i r� Y G `� O ' w N J a c �, Y � � � a y' � 3 00 O' L O �' o x � - O X �: 1 a Ll.l � � � # � � N U N 0 :Z �O a a � '.a F L=L � � 58� y r 06 0 5g �� 3 a° V a�i � � o ° ui m � LL O � � � W � � � � U J ^ \� � O C9 -- � 1� \ ;S eBPUB - _,___ � � v� 11 \ � LL. � Q ° } O6 � � Q' a � F" � >. � r oo� � ', � o � f�' � � � o o � a � � O ti � Z Q ^ � � � � W � � � d F— � � O � � \ � � w � \ � � Z o � w + o � � � � � � � � O a N O °��a7ua�a��p�� -- � � /�' n Q e � O W = 2� v�/ ' V � � I ,�N I '� 0 � e , �- �� l� W w ; -, � � a � � g�d9e Rd� �, � � ��\\o�� /' a in 0 � N � U C w \ � .O O C � r � ° /�xea ii�� I'� ul. �I w = p �,ri� � U' s _ W c°� i c a J `; � � O' � a �; 3' z o a°� c v x � - ° x � � x �; a j "� � � � (,,,,� X '- � IN d O IZ O !< a , � Ill IF LL � APP ENDIX CDOT Review Comments Level of Service Definitions Intersection Capacity Worksheets • • � CDOT Review Comments � i 09/14/2005 11:03 3036526574 FDXHIGGINS PAGE 01 v 1_1 1� �� [�EPARTMENT OF TRANSPQRTATIOW TraP�ic&SatEty Section !". ��" 222 SoutB 6"'Street,Ftoom 100 Crand JunWon,Cdarada Bi5�1 ts�a�zaa.�sso September�2,2005 T'unothy Hal�p�ff,PE 2620 L�.Praspect Road,SuiCe ]90 Fort Collins CO,SUS25 Rc:State FI'9gl�waa+Acce.vs Per�nit Appli�ation Ref��179 'C�r�c xm�act Stndy-Revfew oomme�ats Crosaraada ltedevelopment Pr�ject The putp�se o:fthi��l�t"�S '�trf�S"rRry�lr`th�f.`DO'��vil�dditio�lal-irr.fi�rm�tivn tb�praccss this ..� permit. This�tppli.catior►x+�vx�ur proeess has ended until we receive.respoit�cex to C�7'�"s commentc_ O�ace wa receive youur co:mmcnts addressing our concerns,the 45 day rer+iew process will start over. R3 Traffic Comments X) 'T'he s�dy does nat include the required executive summary. 2) Redevelc�pmetrt will eause a 50°lo increase in trnffic from ctu�ent oonditions. �, 3) We need much rnore deta�ia and bac�C etp for a11 thc assumptions in this study�including trip generatiou,trip disiributinn,traffic gowth,mode split,etc. vVe�eed a copY�f the Town's ��ranspoitatio�n.M$ster Ylan 4) This proposal will r�quire 3 or 4 access permits,d�pending an how we p�rmit ti�e frant dnor drap off taad(� 1-ways or 2 2-ways)- The town wi11 be tf�e permitt�e far Village�'.enter Raad and it�� property awner will be the permi.ttee fos tt�e rest. 5} ',�'he study indicates tha�t the Town requested lane changes at the Frontage RaadNillage Cant�r Road intersection and the study evalu�tes the aperationaI impact of#�ese changes. Regardless of the gource,Cl?�T retains the right to approve intersection iane changes o�our system. 6) '�e shldy doe�r�dt address Si�AC requiraments such as number,type,and spacing af acceES poi�nts —this informatian rnust be added for aur co�sideration. '� TTie propased del.i�ery access is evaluated as a ri�ht-iq ri�ght-out but it will be r+ery near to a m.edian opening sa it wilt 1itcEly operate as a full movement access. The study shoyld.address ttte optiions of elosi.ng tl�is�n.�dxan ope�;inig ac�d shQUld addresss how the out of direetion vehicies wi11 returo to their original routc(location and operotiona af Tl-turns,�tc}. 8) The appeadix pag�s sitauld be numbered.X of Y so we know if we have all tlxe sk�eeta. If I oan be af any fiu�ther assistance please call. Sincerely, ��,,.°..�.s�,�' Devin Drayton Region 3 Acc�ss'Fec;buui�:x�z� Devin.Drayton�dotstate.c�.us � Cc: Steve Tuttl�,P� �a�e I af i � Level of Service Definitions HCM LOS Definitions � • FDX � TRANSPORTATiON GROLIP LEVEL OF SERVICE DEFINITIONS In rating roadway and intersection operating conditions with existing or future traffic volumes, "Levels of Service" (LOS) A through F are used, with LOS A indicating very good operation and LOS F indicating poor operation. Levels of service at signalized and unsignalized intersections are closely associated with vehicle delays experienced in seconds per vehicle. More complete level of service definitions and delay data for signal and stop sign controlled intersections are contained in the following table for reference. Level Delay in seconds per vehicle(a) of Service Rating Signalized Unsignalized Definition Low vehicular traffic volumes; primarily free flow operations. Density is low A 0.0 to 10.0 0.0 to 10.0 and vehicles can freely maneuver within the traffic stream. Drivers are able to maintain their desired speeds with little or no delay. � Stable vehicular traffic volume flow with potential for some restriction of B 10.1 to 20.0 10.1 to 15.0 operating speeds due to traffic conditions. Vehicle maneuvering is only slightly restricted. The stopped delays are not bothersome and drivers are not subject to appreciable tension. Stable traffic operations,howeverthe ability forvehicles to maneuver is more C 20.1 to 35.0 15.1 to 25.0 restricted by the increase in traffic volumes. Relatively satisfactory operating speeds prevail, but adverse signal coordination or longer vehicle queues cause delays along the corridor. Approaching unstable vehiculartrafficflowwhere small increases in volume D 35.1 to 55.0 25.1 to 35.0 �uld cause substantial delays. Most drivers are restricted in ability to maneuver and selection of travel speeds due to congestion. Driver comfort and convenience are low, but tolerable. Traffic operations characterized by significant approach delays and average travel speeds of one-half to one-third the free flow speed. Vehicular flow is E 55.1 to 80.0 35.1 to 50.0 unstable and there is potential for stoppages of brief duration. High signal density,extensive vehicle queuing,or corridor signal progression/timing are the typical causes of vehicle delays at signalized corridors. Forced vehicular traffic flow and operations with high approach delays at F >80.0 >50.0 critical intersections. Vehicle speeds are reduced substantially and stoppages may occur for short or long periods of time because of downstream congestion. (a) Delay ranges based on 2000 Highway Capacity Manual criteria. � � Intersection Capacity Worksheets � • HCM Unsignalized Intersection Capacity Analysis � 8/4/2005 1: Site Access&Village Ctr. Rd. � � � t j � , �_ ��,z�, . ...... Lane Configurations ►� � � Sign Control Stop Free Free ; �.�. . �,��r�v..--'��. ..��,�.-..��: w. . _.z�;x:. -,:,: Grade 0% 0% 0% Volume(veh/h) 63 5 5 78 67 54 : �` Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 � Hourly flow rate(vph) 66 5 5 82 71 57 ' = � Pedestrians z Lane Width (ft) ,��:� `�:;�; ,.°�, _: .��. . . . . �� : Walking Speed (ft/s) . Percent Blockage `�"" ,'�� - �- � Right tum flare (veh) , , __ Median type �.� ��_._ . : Median storage veh) a.:. . ; �� . �, � � r-- �- Upstream signal(ft) , :.. : ,. - : pX, platoon unblocked vC, conflicting�volume 'k�� 99 1�'"�� ' � � � .y� ��;� � � � .�. � , : _ �. vC1, stage 1 conf vol � -.:., vC2, stage 2 conf vol �,r�.�:�� "'�-� � � _� .,.,.A,;: � � vCu, unblocked vol 192 99 127 #G�,�single(s) : � _ �; G�:4 �� 6.2 41 `�' -�-� tC, 2 stage (s) _ . . � #F(s) � � 3.5 3.3 2:2� �� :�.. �� ,�F�: , ��..�� .:. �, _z_:_�� p0 queue free% 92 99 100 x '� cM capacity(vehlh) 794 957 1459 � ..,_ [3irection, La��a��, �E�"�.,:N�'[ �B,�t ,.�.��,.�.�a.� ��.��,�� ,�� mv ��-�� Volume Total 72 87 127 Volume Left 66 5 0 Volume Right�� , � ��5 0 57 �" � . � �� ,�F�,. _ -. x �, _,_ �,�..� ..._ cSH 805 1459 1700 Volume to Capacity 0.09 0.00 0.07 �- - . Queue Length 95th (ft) 7 0 0 LL � Control Delay;(s) 8.9 0.5 0.0 Lane LOS A A Approach Delay(s) 9.9 0.5 0.0 �_=~=�: �� °� ,.,; � � Y _ ,a . , . � ��. r r.�,, Approach LOS A Average Delay 2.6 tntersection Capacity Utilizatiort 18.7%0 1CU Level of Service A Analysis Period (min) 15 � � #04008-Crossroads Redevelopment Vail TIS Existing-Winter PM Peak Fox Higgins Transportation Group HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. �` -, �, �' � � r' _.� �� ane Configurations �� '� �+ Sign Control Free Free Stop Grade 0% 0% 0% "° - Volume(veh/h) 708 73 48 1124 73 68 j,."� Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate(vph) 745 77 51 1183 77 72 � ---- v�� .. . , Pedestrians ..s_. .w...... ane �dth( ) ,� � �x� ,ex2$k��F.S"2� �L 3_a:«.'ki..�i�v�:s:�... �e ; v�.._ a .�". ... . ...... , . . Walking Speed (ft/s) a _ , . . . �_ Pe�cent Blockage �� m��~ �e � � �, � - Right turn flare (veh) x Median type ; ,: . � ° . . Median storage veh) �f �� 2 �� Upstream signal(ft) " � � � � � `-� �� "° � . ,. _ , -�� t _ x . �._ pX, platoon unblocked vC, conflicting volume �'�..'�°�.. .: 1438 373 ` ;- �_-�-• _ ��'�. vC1, stage 1 confvol 745 . �,.. . vC2, stage 2 conf vol � 683 , ,. � , vCu, unblocked vol 822 1438 373 tC,single(s). � ,� ��-� � `�.��;w��{:�' 6.8 6.9 a �., . tC, 2 stage (s) 5.8 #F(s) ; _ . `� ��:,�s ..°��; 3.5 3.3 �� ..��,�_ a_u_.�'��' - p0 queue free% _ u. .�___ " �94 76 89 � �� ,'`r. cMcapaci#y�(veh/h`�� . ; -; .�<_ ��-��3 ', � � `� 317 625 �� e�, ,_.��,� _ ._ direc�o r;�� ; � , - , � � � A'��'�":'f��;� ��; NB 2 � ��`.. �,a'!��=� .., �F:_ �,�',�"��";��-�,.EB�. �.;�t4��5. ,,. Volume Total 373 373 77 51 592 592 77 72 Volume Left 0 0 0 51 0 0 77 0 Volume Right �;; 0 0 77 0 0 0 0 72 cSH 1700 1700 1700 803 1700 1700 317 625 Valume to Capacity 0.22 0.22 0.05 0.06 0.35 0.35 0.24 0.11 Queue Length 95th (ft) 0 0 0 5 0 0 23 10 �� w� � _ Cantrol Delay,(s) ��:0 0.0 0.0 9.8 0.0 0.0 19.9 11.5 Lane LOS A C B Approach Del�� `�; t .�;0 � � 0.4 15.9 � ...> .., �,�.,; . : Approach LOS C Average Delay 1.3 Intersection Capacity Utilization 41.8% ICU Level of Service A Analysis Period (min) 15 ,.� ,, ,..x. r. . . r � `i � #04008-Crossroads Redevelopment Vail TIS Existing-Winter PM Peak Fox Higgins Transportation Group HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � � � � � � � r ., �_. _._ .. _ �- �� t�-� �ane Configurations �� ►� �� + �ign Control Free Free Stop � � , „ :��c; Grade 0% 0% 0°/o ,. Voiume(veh/h) 725 75 50 1150 75 70 'm Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 �� Hourly flow rate(vph) 763 79 53 1211 79 74 ' - � - R �� .. ,... . . Pedestrians Lane Width(ft) � ' � .,..� �-� ,..,,-.,.,:;a„r,.#.....z.;�i:�r,c.,,;,� -�'.:�, .,��.«w'":�..�. �...�� ... ... ,,,,,,<�,.-- " . . Walking Speed (ft/s) k , � �: . _ Percent Blockage �a' � :. � � �� =�W:��:; Right turn flare (veh) . ..... . . ..�. Median type �� ¢ . � ., ., , � � TWLi'L ��_ Median storage veh) 2 �� . _�. _ Upstream signal(ft) °; � ��„� '� '�k�k . pX, platoon unblocked ��, conflicting��volume �<� �� 1474 � �382� ""`' � � _ � �� . vC1, stage 1 confvol 763 � vC2, stage 2 conf vol , �, �� 711 � - � . .�.,�„ : _. w: vCu, unblocked vol 842 1474 382 _ . . tiC,single(s} � ;� =m: �4�.1 �� 6�.8 6.9 ' � tC, 2 stage (s) . 5.8 . �. tF(s) � ,�._., ...�''��.��'� a 3.5 3.3 .. � _ � . _ _�. p0 queue free% 93 74 88 � cM capacity(veh/h) 789 309 616 €3irectit�n,L�ia�#,��::;� .:��`'!. EB 2 EB"�: 1N81 WB 2 WB 3 NE31 NB Z �u:._.. . � �,.= �, . w.. �.-k�:' Volume Total 382 382 79 53 605 605 79 74 Volume Left 0 0 0 53 0 0 79 0 Volume Right.�n� 0 0 79 0 0 0 0 74 cSH 1700 1700 1700 789 1700 1700 309 616 Vo{ume to Capacity 0.22 022 0.05 0.07 0.36 0.36 0:26 0.12 °�`' �'` � A ` " -: . r .��: . Queue Length 95th (ft) 0 0 0 5 0 0 25 10 Control De1ay(s} 0.0 0.0 0.6 9.9 0.0 0.0 20.6 11.6 � `� ` p'�� : _ , :� Lane LOS A C B Approach Detay(s) Or0 � � 0.4 16.3 � � � ., Approach LOS C � Average Delay 1.3 Intersection Capacity Utiliz�tiort 42.6% ICU Level of Service A Analysis Period (min) 15 � . .��i 'e� . ,� `- � f' �.. �, �:n,�:�.,.�.,.. . i ��. f - i � :, _.�..s�.S..� a. .._�.. . _..y�..�' _ "�- �. ..� �..» -� � �:- : � . ._ _—:..._ _ _...,. � � .. . � #04008-Crossroads Redevelopment Vail TIS Year 2007 Background-Winter PM Peak Fox Higgins Transportation Group HCM Unsignalized Intersection Capacity Analysis 8/4/2005 1: Site Access&Village Ctr. Rd. � � � � t � � � �. �� . . .�� ; Lane Configurations � � �, Sign Control Stop � Free Free �.;'„,� . ", ,a� „. : ��a�; ��, Grade 0% 0% 0% rv Volume(veh/h) 1 QQ 10 10 80 75 85 ' � Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 � � Hourly flow rafie(vph) � p5 11 1'f' 84 79 89 ., :9 Pedestrians . Lane Width(ft} �' P �� .. ,m .. .: . . ... �� . .� ,,. � , Walking Speed (ft/s) . Percent Blockage =: n ��s,� ._ �x._�� Right turn flare (veh) � _� � „.. ,. e � �� Median type � �� . �..��_ Median storage veh) ' Upstream signal(ft) ` � &�� ,��_ :.. _... � � � �.. �. .� �_ pX, platoon unblocked .. _ vC,conflicting valume 22 - �e��"� ' . � ,,��a� vC1, stage 1 confvol vC2, stage 2 eonf vol :;; �� "� � � _ � : , � �xF� . _ �. vCu, unblocked vol 229 124 168 � � �__ tG, single{s) `� .., ��._ 6�.4 �.� 6.2 �.1� ��,. � m tC, 2 stage(s) tF(s) � � 3.5 3.3 2.2 �� , �,� � � .. ��- ,�� . ._. . ,. ;:�. :._��. n, ,..._ a,.. � p0 queue free% 86 99 99 � cM capacity(veh/h) 754 927 1409 �it',�f[on,La� --�-:, g � �. �� s ��" , , _�� ;�5;,'��.: N8'E �:�� „� x�� s � �';� �,. . � Volume Total 116 95 168 Volume Left 105 11 0 Volume Righta �� 11 0 89 cSH 767 1409 1700 ' Volume to Capac'rt�r 0.15 0.01 0.1 Q Queue Length 95th (ft) 13 1 0 Control Delay�(s) �, � �fi0:5 0.9 Or �. Lane LOS B A Approach Detay(s} '��.5 0.9 0,��' �°�� x. ;:��'- ��, ,;.�: . �. Approach LOS B Average Delay 3.4 tn#ersection Capacity Utilization 25.4% ICU-tevel of Service A Analysis Period (min) 15 � � ,�" t ��:. . � . . ��. � � #04008-Crossroads Redevelopment Vail TIS Year 2007+ Site-Winter PM Peak, Existing Configuration Fox Higgins Transportation Group HCM Unsignalized Intersection Capacity Analysis � 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � � � ~ � � 5� .. � W r� Lane Configurations � �� ►� �� Sign Control Free Free 5top _� �,'�; �m � ...E �� ,, . Grade 0% 0% 0% ' Volume(veh/h) 720 95 65 1145 95 85 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 � Hourly flow rate(vph) 758 100 68 1205 100 89 ��, Pedestrians Lane Width(ft} �-.�� , ,. ._. : : � .,: ,. . _._.. . .�... �._:. , ,.�,, ? � ,. Walking Speed (ft/s) Percent Blockage � � � £� �, �� , :��. �:-,_ Right turn flare (veh) Median type y � �,L s: Median storage veh) . . �. 2 ,. Upstream signal(ft) ;�. , . x,u„� K._ .. _ _.�_ < cv`�- �. k. .,. ..,�. _�.,��:�z.�� . . _ .. pX, platoon unblocked vC, conflicting volume a� �� 8�8 1497 379 "` µ . � �:rv � ','� w . �.� . _ -4. .. vC1, stage 1 confvol 758 vC2,stage 2 conf vol 739 _,, _. . ., . r. m vCu, unblocked vol 858 1497 379 , _ tC,single(s} ��;> ;'- 4.1 6.8 6.9 '� . tC, 2 stage(s) 5.8 9 tF(s) ; ;""� . _�_-�:. "� �� 3.5 3.3 . .. , � � . :_ p0 queue free% 91 67 86 ,_� _ ... __ '"��"� .. . ��., -.. �. -. _..�� cM capacity(vehlh� ` � 9� .�� `�� . � 299 619 � � _. ion,��:��' ��. :: E�;`� EB 2 E��'s1�.3 1IUB 2 WB 3 NB�: .t�B 2 ,��:z;��;e��'�.�-: 4 , ....,�<F - �� Volume Total 379 379 100 68 603 603 100 89 Volume Left 0 0 0 68 0 0 100 0 Volume Right; ,,��:� 0 0 100 0 0 0 0 8g �°�� ,� .z.� . cSH 1700 1700 1700 779 1700 1700 299 619 Volume to Capac'tty 022 0.22 0.06 0.09 0.35 0.35 0:33 0.14 ° "` ,��uy� ' � Queue Length 95th (ft) 0 0 0 7 0 0 36 13 Control Detap,�s} ° 0.0 0.0 0.0 1 Q.1 0.0 0.0 22.9 11.8 � ' Lane LOS B C B APProach De1,aY�`�'� {?.0 � �� 0.5 17.7 .� . �;� ...._ .. ��r�,e�. .. z�" Approach LOS C Average Delay 1.7 Intersection Capacity Utilization 43.6% ICU Level of Seniice A Analysis Period (min) 15 � . m � � , ., , � ( #04008-Crossroads Redevelopment Vail TIS �rr Year 2007+Site-Winter PM Peak, Existing Configuration Fox Higgins Transportation Group HCM Unsignalized Intersection Capacity Analysis � 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � � � ~ � � � , .. �,:.... �� ..� Lane Configurations �'� ►� �� + Sign Control Free Free Stop ' Grade 0% 0% 0% �w = .,�.x.��o�� ,�...,�.��.- ��, . ,��.-�� Volume(veh/h) 720 95 -65 1145 95 85 �. .��: � ��.: Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate(vph) 758 100 68 1205 100 89 # . Pedestrians Lane Width (ft) ��::, ��,��..��.�..�.�� .�,� =x . ��=�.._ � :.b _ ,. �, Walking Speed (ft/s) Percent Blockage <� � �� ,�'�' �� , .. . �' . . :- �.. �_,. ,�.. � Right turn flare (veh) Median type � � ''� ' TUULTL '� � Median storage veh) 2 , _ _. Upstream signal(ft) � r pX, platoon unblocked .,. a vC, conflictir�gvolume ;: � , ��.� ;.- ___ .. � ,�. � � � _�_ vC1, stage 1 conf vol 808 vC2, stage 2�conf vol �, � � �� 739 �� ', , �;x�....:- vCu, unblocked vol 858 1547 429 tC,single(S) : ' . v 4.1 6.8 6.9 ,: . _ _ ,.: :_ _ tC, 2 stage (s) 5.8 tF��(s} ,,,, �, �.�� '=� 2.2 �:�� 3.5 3.3 �� . �,. � ..: � .,� , . �_..��.:.. ,: p0 queue free% 91 65 84 � cM capacity(vehlh}` 779 289 574 �1P£G�IQIIi�c"�1�' .� �'�.�'��2 °�`"��-,�-�:=�'�... �B�" ��.r .�,. . .`��,��4,�hr. � . .,. _. Volume Total 505 353 68 603 603 100 89 Volume Left 0 0 68 0 0 100 0 � ��w: . �olume Right, , . 0 100 0 0 0 0 89 ` gi� cSH 1700 1700 779 1700 1700 289 574 � Volume to Capacity 0.30 0.21 0.09 0.35 0.35 0.35 0.16 Queue Length 95th (ft) 0 0 7 0 0 37 14 _.:.� Control Delay(s) 0.0 0.0 10.1 0.0 0.0 23.9 12.4 Lane LOS B C B Approach DelaY(s) Q.0 � 0:5 18.5 r ,. � . � ,=� _�� _,�.� Approach LOS C Average Delay 1.8 Infersection Capacity Utitiz�ic�n 43.6% ICU Level of Service A ��°"� � !� .��. ,: Analysis Period (min) 15 � � ,� �";��' � ��,.,„ . . . .. .. _ . . �.�a. ��:��.. � #04008-Crossroads Redevelopment Vail TIS Year 2007+Site-Winter PM Peak,w/o EB Right Fox Higgins Transportation Group HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � � � � � � � 5vs .gd*jp' �ane Configurations ��, � �� ►� Sign Control� Free Free Stop � ,�� ;; ��d: Grade 0% 0% 0% Volume(veh/h) 720 95 65 1145 95 85 � ` Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 � Hourly flow rate(vph) 758 100 68 1205 100 89 � , '' `t ' � ; . Pedestrians ' � Lane Width(ft) <.�.�..�r,�>�w �.;�.��' °�.:r: ��,: � ;y..°� Walking Speed (ft/s) Percent Blockage ":. '�,�� _ r _ ,.�; ,,. Right tum flare (veh) ' Median typ�� ,;�� ,� ;��{r �9_�� TVIILTL _ �_ _ � � � � m.. ,� � Median storage veh) � 2 � �� Upstream signal(ft) ��...�, �'' �, � .-�� n: � �.��: _ � ,.� ,.. pX, platoon unblocked vC,conflicting volume �='�� .' , � ;�� ;:��¢. r�547 429 = _ _. vC1, stage 1 conf vol � gpg ' 6 vC2, stage 2�conf vol a� ,��. . �� -��; � �739 �� , - - _. � __. m.:,. . vCu, unblocked vol 858 1547 429 tC,sin le s ' °� � `�"��"` ~N"�:1 " `8.8 6.9 " p 9 { �;��. . ..:�� ,_ tC, 2 stage (s) 5.8 :j tF(s) � � �,�� 2.2 ��3.5 3.3 �� .�..- , � ;�� ,� �a .� .�� ,t ..., z�,. � p0 queue free% 91 65 84 ,� cM capacity(veh/h} 779 289 574 ��n+�,.is'iL:W t�-yi!ll';�n��":�, °=�'i1r+fi��:�R,� 'r "'�'�,��fi��'"�'YYG�� Y1Li7 rT ' NC7�;' 1�`k��"'�3 .��.3� t 1- ��.: �, �k�'� - � ` � : � � Volume Total 505 353 68 603 603 67 123 Volume Left 0 0 68 0 0 67 33 Volume Rigt�#�',�� °°� �p 100 � 0 0 0 0 �89 �y`� `� cSH 1700 1700 779 1700 1700 289 453 £ _ 51�lume to Gapacity Q.30 0.21 0.�9 0.35 0.35 0.23 0.27 Queue Length 95th(ft) 0 0 7 0 0 22 27 � Control Detay�;(s)�� ,,�Y � � � �� = 1 Q.1�� OA � �0.0 21.1�� 15.9 �; Lane LOS B C C Approach De1ay{s) °��"�� .a,�_" 0.5 17.7 �w= :�•� , �. _; n .�., .. ri ;�.� . .�-f, � . Approach LOS C Average Delay 1.7 Intersection Capacity Utilization 43.7% ICU Level of Service A Analysis Period (min) 15 ..;,_�...� . .a��"" . ��,,,,w .,. �� . ,,�,�. � > ��__.._. � , .. ..., . ''��u,�..� ,.�� , � #04008-Crossroads Redevelopment Vail TIS Year 2007+Site-Winter PM Peak,w/o EBR&w/NB Restripe Fox Higgins Transportation Group HCM Unsignalized Intersection Capacity Analysis 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � -# � � '_" '� r` �:,�. �ane Conflgurations �� Sign Controi ` Free Free Stop �' Grade 0% 0% 0% _ ��.�-_ � ��°:`�: � , _,� o ume(veh/h) 750 80 55 1180 80 75 �� F Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 �4 y . m _ ourly ow rate(vph) 789 84 58 1242 84 79 Pedestrians ,. Lane Width(ft) ' . < �� . �,zi�a`a'mmx§ "�4�." 4x,�a '�.;.�% , ,_ , , � , , , ..�.,...< . , v.. . Walking Speed (ft/s) _ Percent Blockage � �,�� . :... - Right tum flare (veh) � Median�tYPe��,�� ,��- . , . � Median storage veh) � Y � y2 klpstream signal(ft) �`�� `° � ,. �--� � A. _.H _ pX, platoon unblocked vC, conflicting volume ,�x �`: $74 1526 395 �.�.``. -- . �, ..:. _ vC1, stage 1 confvol 789 vC2, stage 2�conf vol � . �� ;:� � 737 � � .: � .. � .. �� _ .. vCu, unblocked vol 874 1526 395 tC,single(s) : 4,��;._-,; 6.8 6.9 :=. _:_:.. .. tC, 2 stage (s) 5.8 � '� tF(s) � �:��t E �. �xx�"�'_ � �,:� �: �.A �� 3.5 3,3 ��-� m� ..�:�. : _ �_ . r _ p0 queue free% 92 � 72 87 �� cM capacity(veh/h) �� ° �"�`68 �296 604 � � �ii��ct�o�r;�a��.�,r�� `,°��.�8 2' ��_��'��.��N�,��3 NB 1 NB 2 �"��, :� �� b�� ,�� ..�� ;_��i Volume Total 395 395 84 58 621 621 84 79 Volume Left 0 0 0 58 0 0 84 0 Volume Right �. . 0 0 84 0 0 0 0 79 cSH 1700 1700 1700 768 1700 1700 296 604 Votume to Capaa��' Q.23 0.23 0.05 0.08 0.37 0.37 0:28 0.13 : ' ' 'f� Queue Length 95th (ft) 0 0 0 6 0 0 29 11 �� Control Detay(s) 0':0' OA 0.0 10.1 0.0 OA 21.9 11.8 � ' ` ",�,; Lane LOS B C B Approach OeFa� ` �_�� 'p.:0 � � � �� 0.4 17.1 '�� . � � �� ..� � . - , ._ , .. .�:,�� -�,� 0 Approach LOS C Average Delay 1.4 Intersection Capacity Utilization 43.7% ICU Level of Service A Analysis Period (min) 15 ,, 9.. , , ir #04008-Crossroads Redevelopment Vail TIS � Year 2025 Background-Winter PM Peak Fox Higgins Transportation Group HCM Unsignalized Intersection Capacity Analysis � 8/4/2005 1: Site Access&Village Ctr. Rd. � � � r i .� � .3_ Lane Configurations � �' '� Sign Control � Stop Free Free �, �r�_��„ ,,' 7 • .��-� Grade 0% 0% 0% m � : _ Volume(veh/h) 100 10 10 90 85 85 '=� Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hou�ly flow rate(vph) 105 11 '11 95 89 89 Pedestrians Lane Width(fE} �, � , _, _ �.. .. ,: ,,,. � .� _ . , . � . � �� r��,�.�..� ,� r ,..:,,�� _ Walking Speed (ft/s) a _ Percent Bloekage n��d Mr . Right turn flare (veh) Median � - `�'`��"°� � - tYPe �' _: ` Median storage veh) Upstream signal�(ft) �:��-�. .. ;�� . . _ �.��. � �� " : � �� pX, platoon unblocked _�.w, � _ . vC,conflicting,v�{ume � vC1, stage 1 confvol vC2,stage 2 conf vol �:�.� m _ .��.:� :, _ ,�...u...:•.� vCu, unblocked vol 250 134 179 tC, sin le s 6:4 6.2 4' 4 : ..� 9 ( � �..�.ry 4u�`. ,. tC, 2 stage(s) tf(s) .. �_� .- . �� a�".. .�. � �:5� 3.3 2�. . ,., �.., . .�� --�� , , , �.�. a_�_e- � ..... :_.�. �� p0 queue free% 86 99 99 cM capacity(vehlh� '` 733 915 1397 ��%�` � . w - .- . pieec�or�i°L�r'i�� °E�� lS!-'� °5��, : � �:> r . d w �� _.��. *,.","Y�ed.r�� ._en:s.,4'r '� N=it`?'�.... ,a_. ��,�� ta `�� ';t�, , Volume Total 116 105 179 Volume Left 105 11 0 Volume Right'� _ '(1 0 89 � . �� , , s�Qa ��.� cSH 746 1397 1700 _� �-..�,�- Volume to Capaeity 0.18 0.01 0.11 : §.:. . � .:. ��.;; Queue Length 95th (ft) 14 1 0 . ,.. . ;,. Cantrol Delay(s) 10.7 0.8 OA " . m Lane LOS B A .. . . �. __ /�pproach Delay(s� 1�� 0.8 4.0 ,:. .: .� � -,�.� _ . :. .. .. .....:: .. .:: �. �.�� ., ..� .�� r Approach LOS B Average Delay 3.3 In#ersection Capacity Utilizati� � :$�2� �'� ICU Level of Service .,��r � A Analysis Period (min) 15 �.� ��,�;�_ ,$ , _ �� . u � fi . �.:, :: H�...:..n. . .... ...... ..:. . .� � #04008-Crossroads Redevelopment Vail TIS Year 2025+Site-Winter PM Peak, Existing Configuration Fox Higgins Transportation Group HCM Unsignalized Intersection Capacity Analysis � 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � �i � ~ � /� W , s,.< _� . �,� .. .._. ,. , ... �ane Configurations �� ►� �+ Sign Control � Free � � � Free Stop r �� ,:-. Grade 0% 0°/o 0% � � �. .. . . _,_�>�-- Vofume(veh/h) 745 100 70 1175 100 90 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate(vph) 784 105 74 1237 105 95 Pedestrians � LaneWidth�(ft),� .��..�;:� � ��,....� t.-�� M�T� � , t�. Walking Speed (ft/s) Percent Blockage " , rr � ,. _ . _. ,_.. __ Right turn flare (veh) Median type :°. . . x TWLTL _ Median storage veh) 2 Upstream signal(ft) _ ,!, , . ,, : . pX, platoon unblocked r . . vC, conflic#ir�g volume �� . .� , �- ��wr; ��550 392 _x , vC1, stage 1 conf vol 784 wC2,sta e 2 conf vol "� " 9 .. :� ,a��;�"�x��`��::..... .: d 766 '� � -�� s vCu, unblocked vol 889 1550 392 � � . � ,� t rh . .� tC sin� 1e � �� -.x� � �.� .-, _ . � 6.8 6.9 �� , 9 ( �. �� ,��, _ ,._ - �, tC, 2 stage(s) 5.8 tF(s) � . � �� w ,° �2.2 ��' 3.5 3.3 � � ��, �< <�� : , -,.� � _� _ p0 queue free% 90 63 84 � cM capacity(vehlh) 758 287 607 d#rection, La��...�� -`�. . E�:1 . EB:2 ;;�8�r_V!��"VitE3 2'WE3 3 NS'� =��2.,. ..,'. ._ ��' � Volume Total 392 392 105 74 618 618 105 95 Volume Left 0 0 0 74 0 0 105 0 Vo4ume Right p,� �,:�; 0 0 105 0 0 0 0 95 °�� `- cSH 1700 1700 1700 758 1700 1700 287 607 Volume to Capaeity 0.23 0.23 0.06 0.10 0.36 0.36 0`37 0.16 ' �'''$ "`' ° '' - Queue Length 95th (ft) 0 0 0 8 0 0 41 14 Control Delay(s) ' �" ,;� 0.0 0;0 10.3 0.0 0.0 24J 12.0 " � ' " Lane LOS B C B � APproach Del�y,(s) � �:�;fl 0.6 18.7 �� ,.,., ., Approach LOS C Average Delay 1.9 Intersection Capacity UtiNza#ion 44.7% ICU Level of Service A Analysis Period (min) 15 .�.,��. . ,: ._ , .. , , �, . �.,,�,. � � #04008-Crossroads Redevelopment Vail TIS Year 2025+Site-Winter PM Peak, Existing Configuration Fox Higgins Transportation Group HCM Unsignalized Intersection Capacity Analysis f 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. ��, � � � � � � __ _ ,,.. �, �ane Configurations ��, ►� �� + Sign Control Free Free Stop w s � . .. _ ;,h � 9� : ._�� Grade 0% 0% 0% Volume(veh/h) 745 100 `70 1175 100 90 � `� _ �. ... - �. . Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate(vph) 784 105 74 1237 105 95 � : .. Pedestrians Lane Width(ff) � ��,,�.: � ��, , ,:. : �.,�, .�. . 1 ... ., _..: Walking Speed (ft/s) Percent Blockage � �`� � �� : � °� � � Right turn flare (veh) Median type W �.w Median storage veh) 2. . _ . . Upstream signal(ft) � `�`��° ��-,� �� e, ,, pX, platoon unblocked vC, cor�flicting volume �� "' `��,:� ��°��' 1603 445 � � ,� . ,. �� . vC1, stage 1 confvol 837 vC2, stage 2�c�nf�vol ;�� , ��.� 766 v._ , , 4 . ,�_ . . , , . �� . vCu, unblocked vol 889 1603 445 . . �C,single{s�� ,,.� »�$ . �.�� ,9 6.8 6.9 , � tC, 2 stage (s) 5.8 „ _ tF(s) �� rt<,��z��_ �� 2.2 � �.' �3.5 3.3 '� � � � ��: �._-,_: � p0 queue free% 90 62 83 cM capacity(vehi�`=s �,'""' 758 277 561 -� �'�" `��"�" �'3�r�ic��Lar�'� .�'�.:��;"1�,EB 2 1t�_� .V1�2 W€3� >�[VE31 NB 2 �� ,n,��j�`�,'��. ..� : _ ms �� _. Volume Total 523 367 74 618 618 105 95 Volume Left 0 0 74 0 0 105 0 �falume Right�� , ,,, � 0 105 0 0 0 0 g5 � �� " �" cSH 1700 1700 758 1700 1700 277 561 Voiume to Capacity 0.31 0.22 0.10 0.36 0.36 0.38 0.17 =T � ._ . .�: Queue Length 95th (ft) 0 0 8 0 0 43 15 Control Delay:(s} 0.0 0.0 10.3 0.0 0.0 25.8 12.7 Lane LOS B D B � Approach Det�« -;� �� RO 0.6 19.6 �- . .. ,. .._ �:�.,n.�.�a..:n,_. Approach LOS C Average Delay 1.9 lntersection Capacity Utilization 44.7% ICU Level of Service A Analysis Period (min) 15 y w � �i ��h k wr ' .. . . . . .'.:. . ,,�.(:.�..., . �� ' .. . � � #04008-Crossroads Redevelopment Vail TIS Year 2025+Site-Winter PM Peak, w/o EB Right Fox Higgins Transportation Group HCM Unsignalized Intersection Capacity Analysis � 8/4/2005 3: S. Frontage Rd. &Village Ctr. Rd. � � � ~ � � �-� . °��=u _ �ane Configurations ��, � �� ►�►�+ Sign Control ' Free Free Stop ' ' ��,�„twa, i i�i � . ..,�, ,.,,,�aU��k�l�a _.-��'9�� Grade 0% 0% 0% Volume{veh/h) 745 100 ��74 1175 10� 90 ��`�- � Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 , �.. Hourly flow rate(vph) 784 105 74` 1237 105 95 Pedestrians � Lane Width(ff) ' , � '� { �:. . .��.._.w��;��x. a ..,.: .....,a�..�� ,;��: ° � �, _. . Walking Speed (ft/s) Percent Blockage �� :��- �� ,. u ..�_ - -- . ,. �, .. Right turn flare (veh) � � �� Median rype r: ,,, f �� a TWLTL �.' � � _ ,. _ � �. . �:� Median storage veh) 2 Upstream signal (ft) ' � . .z. .�,�.. a,. - � pX, platoon unblocked , , , . .��- _ vC, conflicting volume =,; ' � ' _} .�'°��03 vC 1, stage 1 conf vol 837 vC2, stage 2 conf vol �: � ' : �� ,:.: ��.� 766 � _ : w. „a. _ . _ =�g�� vCu, unblocked vol 889 1603 445 tG,singte(s) ` w ,.:.. 4.t ' 6.8 6.9 � , � _ tC, 2 stage (s) 5.8 . tF(s) � ,��.,., .,.., � �� ;�: 2.2 �3.5 3.3 �� , s. � r p0 queue free% 90 62 83 � , � cM capacity(veh/h} ` '758 277 561 � , ... � r � _ _. ,. Q�`�c��t,�. _"�� . E�x� -° EB 2 V�JB°�;_.i, = =��1tE��3_ ;NB'I=: t��w2 ��. °�.:°'.._�_��'`� �_�.�.. Volume Total 523 367 74 618 618 70 130 Volume Left 0 0 74 0 0 70 35 Vo{ume Right, 0 105 0 0 0 0 95 cSH 1700 1700 758 1700 1700 277 439 Valume to Capacity 0.31 0.22 0.10 0.36 0.36 0.25 0.30 � --- � _- _-_ _--� _. 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O 1 P O :! S ��. o '. 5 '.. 8 5 '�. 8 ' • � � Mauriello Planning faroup December 14, 2005 Dan Roussin Permit Unit Manager Colorado Department of Transportation 222 South 6`" Street, Room 100 Grand Junction, CO 81501 Re: Access Permits-for Crossroads Project Dear Mr. Roussin: Thank you for preparing a preliminary review of the proposed access permits for the . Crossroads Redevelopment project in Vail, Colorado (CDOT reference OS-179). Since we did not provide the required submittal documents for this preliminary review we are treating the attached applications as a new application submittal. We appreciate the input we have received from you, Devin Drayton, and Skip Hudson in the preparation of the �,,. enclosed applications. Included with this letter are the following: • Access permit far change in use for Village Center Road due to the Crossroads Redevelopment project. This application includes a design waiver in order to remove an existing right turn lane to Village Center Road. This application is signed by the Town of Vail. • Access permit for new right-in/right-out porte cochere and drop-off along the South Frontage Road. Included with this application is a landscape median within right-of-way, sidewalk along the south side of the S. Frontage Road, utility and drainage improvements to the south side of the road, and landscape improvements within the right-of-way. • Access permit for a new loading and delivery facility along the S. Frontage Road to serve the Crossroads Redevelopment project. This is a right-in/right-out access. Included with this application is a design waiver to the spacing requirements of the access code. Also, please see below for more detail on the loading and delivery operation. � • Proposed development plans and engineering plans for the proposed � improvements. � o . - • � . . u : t • i 1 • 1 ! 1 1 • � s - � • A full traffic impact study for the proposed project prepared by Fox Higgins Transportation. • Excerpts from Town of Vail planning documents showing support for loading and delivery facility being accessed from the South Frontage Road and the need to reduce traffic coming into the Vail Village pedestrian area via Village Center Road (thus supporting the removal of the right turn lane). • A CD with a copy of the Town's Transportation Master Plan. • All other required submittal materials. Tri�Generation I wanted to address one of the issues that was raised in the review of the trip generation assumptions included in the traffic report. As detailed in the updated report, reductions in trip generation rates from those studied by the ITE were included in the trip generation calculations. These reductions have been standard practice in Vail due to the extensive free bus system, the extensive "mall like" shopping experience, and multi-use trips (i.e., skiers also shop, frequent bars and restaurants, etc. as part of a single trip to Vail). In section 5.1 of the traffic impact study you will find that the trip generation assumptions are supported by the traffic counts taken at the only access point to the Crossroads /� property last December 2004. The number of trips counted match exactly with the trips ��r predicted using the trip generation reduction assumptions. That fact alone is enough evidence to support the assumptions of the report. This and all other assumptions of the report have been supported by the Town of Vail staff and the Transportation Master Plan. Loading and Delivery The loading and delivery access along the South Frontage Road will operate as a right- in/right-out facility as was approved by CDOT for the Vail Plaza Hotel project to the west of the Crossroads site. Delivery vehicle operators will understand the limitation of the right-out function and will organize and route their trips to Vail with this in mind. For instance, after leaving Crossroads trucks can make their way to other commercial and lodging facilities located west of the Crossroads site or can continue to the east Vail exit to head either east or west on Interstate 70. We recognize that the right-in/right-out function in this area is not ideal. As part of the Crossroads redevelopment project $340,000 is being provided to the Town of Vail to be earmarked for future roadway improvements such as a roundabout for the South Frontage Road. We believe these functions will help alleviate any impacts produced by the Crossroads project. Villa�e Center Intersection Desi�n The Village Center Road intersection was originally designed with a double left-hand turning movement. The Town of Vail has asked us to revise the design with a single left hand turn with the introduction of a"pork-chop" left turn protection device within the � intersection. The civil plans for the project have been revised to show the Town's preferred solution. 2 � I will be the primary contact for these applications. Please feel free to call me at any time if you need additional information. Please also feel free to contact Jo Ann Higgins or Steve Tuttle with Fox Higgins Transportation Group as necessary. Thanks again for your input and comments that have helped us prepare this application. Your willingness to provide preliminary comments is very much appreciated. , Since�el , % -, , � ;. � Domirri F. auriello, AICP Principal • • 3 COLORADO DEPARTMENT OF TRANSPORTATION Issuing authority application STATE HIGHWAY ACCESS PERMIT APPLICATION acceptancedate: 'nstructions: - Contact the Colorado Department of Transportation(CDOT)or your local govemment to determine your issuing authority. - Contact the issuing authority to determine what plans and other documents are required to be submitted with your application. - Complete this form(some questions may not apply to you)and attach all necessary documents and Submit it to the issuing authority P/eaSe f�flllf - Submit an application for each access affected. OI fype - If you have any questions contact the issuing authority. - For additional information see CDOT's Access Management website at http:/lwww.dot.state.co.uslAccessPermitslindex.htm 1)Praperty owner(Permittee) 2)Agent for permittee(if different from property owner) Peter Knobel Dominic Mauriello, AICP Street address Mailing address 143 E. Meadow Drive PO Box 1127 City,state&zip Phone# City, state&zip Phone#(required) Vai1, CO 81657 970-479-7500 Avon, Cfl 81620 970-748-0920 E-mail address E-mail address if availab4e peter@vailcrossorads.aom mauriello@comcast.net 3)Address of property to be served by permit{required) 143 E. Meadow Drive, Vail, CO 81657 4)Legal description of property:If within jurisdictional limits of Municipality,city and/or County,which one? county subdivision block lot section township range Eagle Vail Village lst 5D P NE1J4S7 5 South 80 West 5}What State Highway are you requesting access from? 6)What side of the hi hway? Sauth Frontage Road, I-70 �N �S � E �W 7)How many feet is the proposed access from the nearest mile post? How many feet is the proposed access from the nearest cross street? 92� feet p N�S■E QV�from: 165 feet pN❑SQE�V�from: Village Center Roaci 8}What is the approximate date you intend to begin construction? 9/1/2006 9)Check here if you are requesting a: �f new access Qtemporary access(duration anticipated: ) ❑improvement to existing access 'change in access use �removal of access ❑relocation of an existing access(provide detail) 10)Provide existing property use Residentiai/Commercial/Theaters 11)Do you have knowiedge of any State Highway access permits serving this property,or adjacent properties in which you have a property interest? �no Q yes,if yes-what are the permit number(s)and provide copies: and/or,permit date: 12)Does the�roperty owner own or have any interests in any adjacent property? �no �yes,if yes-please describe: 13)Are there other existing or dedicated pubiic streets,roads,highways or access easements bordering orwithin the property? Q no Q yes,if yes-iist them on your plans and indicate the proposed and existing access points. 14)If you are requesting agricuitural field access-how many acres will the access serve? N/A ---...._._....---- ----- --- -- --- -- — 15}If you are requesting commercial or industrial access please indicate the types and number of businesses and provide the floor area square footage of each_ business/land use square footage business square footage I I 16)If you are requesting residentiat developement access,what is the type(single family,apartment,townhouse)and number of units? type number of units type number of units Parte Cochere for Multiple Family 70 i 17)Provide the following vehicle count estimates for vehicles that will use the access.Leaving the property then returning is two counts. ieate if your counts are #of passenger cars and iighl tfucks at peak hour volumes #of mWti unit frucks ai peak hour volumes eak hour volumes or�average daily volumes. 4 0 #of single unit vehicles in excess of 3U ft. #of farm vehicles(field equipment) Total count of all vehicles � Q 4 Previous editions are obsolete and may not be used Page 1 of 2 CDOT Form#137 12/04 18)Check with the issuing aufhority to determine which of the following documents are required to complete the review of your appiication. a) Property map indicating other access,bordering roads and streets. e) Subdivision,zoning,or development plan. b) Highway and driveway plan profile. � Proposed access design. c) Drainage plan showing impact to the highway right-of-way. g) Parcel and ownership maps including easements. d) Map and leiters detailing utility locations before and after h) Traffic studies. '`�` development in and along the right-of-way. i) Proof of ownership. 1- It is the applicanYs responsibility to contact appropriate agencies and obtain all environmental clearances that apply to their activities. Such clearances may include Corps of Engineers 404 Permits or Colorado Discharge Permit System permits, or ecological, archeological, historical or cultural resource clearances. The CDOT Environmental Clearances Information Summary presents contact information for agencies administering certain clearances, information about prohibited discharges, and may be obtained from Regional CDOT Utility/Special Use Permit offices or accessed via the CDOT Planning/Construction-Environmental-Guidance webpage http://www.dot.state.co.uslenvironmentallForms.as�. 2- All workers within the State Highway right of way shall comply with their employer's safety and health policies/ procedures, and all applicable U.S. Occupational Safety and Health Administration (OSHA) regulations - including, but not limited to the applicable sections of 29 CFR Part 1910 - Occupational Safety and Health Standards and 29 CFR Part 1926 - Safety and Health Regulations for Construction. Personal protective equipment (e.g. head protection, footwear, high visibility apparel, safety glasses, hearing protection, respirators, gloves, etc.) shall be worn as appropriate for the work being performed, and as specified in regulation. At a minimum, all workers in the State Highway right of way, except when in their vehicles, shall wear the following personal protective equipment: High visibility apparel as specified in the Traffic Control provisions of the documentation accompanying the Notice to Proceed related to this permit (at a minimum, ANSI/ISEA 107-1999, class 2); head protection that complies with the ANSI Z89.1-1997 standard; and at all construction sites or whenever there is danger of injury to feet, workers shall comply with OSHA's PPE requirements for foot protection per 29 CFR 1910.136, 1926.95, and 1926.96. If required, such footwear shall meet the requirements of ANSI Z41-1999. Where any of the above-referenced ANSI standards have been revised, the most recent version of the standard shall apply. - The Permittee is responsible for complying with the Revised Guidelines that have been adopted by the Access Board under the American Disabilities Act (ADA). These guidelines define traversable slope requirements and prescribe the use of a defined pattern of truncated domes as detectable warnings at street crossings. The new Standards Plans and can be found on the Design and Construction Project Support web page at: <htt�•/lwww.dot.state.co.us/DesignSupport/>, then click on Design Bulletins. If an access permit is issued to you, it will state the terms and conditions for its use. Any changes in the use of the permitted access not consistent with the terms and conditions �isted on the permit may be considered a violation of the permit. The applicant declares under penalty of perjury in the second degree, and any other applicable state or federal laws, that all information provided on this form and submitted attachments are to the best of their knowledge true and complete. I understand receipt of an access permit does not constitute permission to start access construction work. ------�-- . ; Print name Date --_---------- Applic t s-,signat r � ,� � i - � , a � �--------.__._._ ��1�"�i �. ��t,f��.�� -- -----�------ � . If the applicant is not the owner of the property, we require this application also to be signed by the property owner or their legally authorized representative (or other acceptable written evidence). This signature shall constitute agreement with this application by all owners-of-interest unless stated in writing. If a permit is issued, the property owner, in most cases, will be listed as the permittee. PropeRy owner signature Print name Date "`+,.� Previous editions are obsolete and may not be used Page 2 of 2 C�OT Form#137 12l04 COLORADO DEPARTMENT OF TRANSPORTATION STATE HIGHWAY ACCESS CODE - DESIGN WAIVER :egion/Section/Patrol Locai Jurisdiction State Highway NolMp/Side Permit No.(if approved) WHEN USED, THIS FORM SHALL BE ACCOMPANIED BY AN ACCESS PERMIT APPLICATION. 1. State specific reasons for this waiver request.Documents verifying statements should be provided with the request.State the specific sections of the State Highway Access Code from which this request seeks relief.(Additional sheets may be attached).If waiver is temporary,state conditions which will change allowing the access to conform to the access code.If date is known when conformance can be achieved,provide that date. This design waiver request is for the remo�ai of the existing east bound right turrr lane ta Village Center Road which is warranted � pursuant to Code Section 3.13(2)Category F-R(Frontage Road)Auxiliary Lane Requirements since peak hour traffic volumes are greater than 50 vehides. 100 vehicles are projected to make this right tum movement in the peak hour. The request is being made due to the Town's stated desire to 1)remove random or lost travelers from entering the Town's pedestrian areas along Meadow Drive; and 2)encourage travellers to proceed to the east to park within the Town's public parking structure. This right turn lane was installed when the Town's public parking structure's entrance was located on Village Center Road and high tra�c volumes were experienced. The Town no longer has any access to its public parking structure from Village Center Road. Attached are a some policy statements and excerpts from the Town's planning documents supporting the removal of the turn lane and the associated random or lost traveller. NOTICE:Providing false information to a government agency is punishable as perjury in the second degree,as well as being punishable under any other applicabie state or federal laws. This form s ed g Date �X� �� `��i�-4 ITEMS BELOW THIS LINE ARE FOR OFFICE USE ONLY. 2. Recommendation of local government authority.When local government has issuing authority,this recommendation must be signed by an authorized offical.(provide written statement) Date (X) 3. Recommendation of region tra�c and safety engineer or design engineer:(provide written statement) (X) Date 4. Recommendation of the region access manager:(provide written stateme�t) Date (X� �=1NAL ACTION TAKEN BY THE REGION TRANSPORTATION DIRECTOR: Having reviewed this waiver request and all materials attached,I hereby❑approve, ❑deny,this request for waiver from the design standards of the State Highway Access Code.(signature shall be that of a registered professional engineer) Date �X� Copy distribution,required copies 1.Region permit files 2.Staff Access Section. Previous editions are obsolete and may not be used CDOT Fortn#112 8/98 CC?LORADO DEPARTMENT OF TRANSP�RTATIQN Issuing authority application STATE HIGHWAY ACCESS PERMIT APPLICATION acceptancedate: �structions: - Contact the Colorado Oepartment of Transportation(CDO�or your Iocal government to determine your issuing authority. ,r - Contact the issuing authority to determine what plans and other documents are required to be suBmitted with your application. - Complete this form(some questions may not appiy to you)and attach all necessary documents and Submit it to the issuing authority. PIeaSC(JI"►11t - Submit an appiication for each access affected. O��ypg - If you have any questions contact the issuing authority. - For additional information see CDOT's Access Management website at http•//www dot state co usfAccessPermitslindex.htm 1}Property owner(Permittee) 2)Agent for permittee(if different from property owner) Peter Knabel Dominic Mauriello, AICP Street address Mailing address 143 E. Meadow Drive PO Box 1127 Ciiy,state&zip Phone# City, state&zip Phone#(required) Vail, CO 81657 970-479-7500 Avon, CQ 81620 97Q-748-0920 E-mail address E-mail address if availabie peter@vailcrossorads.com mauriella@comcast.net 3)Address of property to be served by permit{required) 143 E. Meac3ow Drive, Vail, C� 81657 4)Leyal description of property:If within jurisdictional limits of Municipality,city and/or County,which one? counry subdivision block lot section lownshlp range Eagle Vail VilZage lst 5D P NE1/4S7 5 South 80 West 5)What State Highway are you requesting access from? 6)What side of the hi hway? South Frontage Road, I-7Q �N �S � E �W __ 7)How many feet is the proposed access from the nearest mile post? How many feet is the proposed access from the nearest cross street? �20 feetQN❑S�EQV�from: 3�� feetpNOS�E�V�from: Village Center Road_— 8)What is the approximate date you intend ta begin construction? 9/1/2006 9)Check here if you are requesting a: �new access ❑temporary access(duration anticipated: ) ❑improvement to existing access change in access use �removal of access �elocation of an existing access(provide detaii) 10)Provide existing praperty use Residential/Commercial/Theaters 11)Do you have knowiedge of any State Highway access permits serving this property,or adjacent properties in which you have a property interest? '.�no �yes,if yes-what are the permit number{s)and provide capies: and/or,permit date: 1 Z)Does the property owner own or have any interests in any adjacent property? �no �yes,if yes-piease describe: 13)Are there other existing or dedicated public streets,roads,highways or access easements 6ordering or within the property? Q no Q yes,if yes-list them on your plans and indicate the proposed and existing access points. 14)If you are requesting agriculturai field access-how many acres will the access serve? N/A _ _ 15)If you are requesting commercial or industrial access please indicate the types and number of businesses and provide the floor area square footage of each. business/land use square footage business square footage Loading and DeZivery A.ccess Only I � 16}If you are requesting residential developement access,what is the type(singie family,apartment,townhouse)and number of units? type number of units type number of units 17)Provide the following vehicle count estimates for vehicles that will use the access.Leaving the property then returning is two counts. f!of passenger cars and light trucks at peak hour volumes tR of multi unit trucks at peak hour volumes dicate if your counts are � . eak hour volumes or�average daily volumes. a __ -------- #of single unit vehicles in excess of 30 ft. #oT farm vehicles(field equipmentj Total eount of all vehicles O � 0 Previous editions are obsolete and may nof be used Page i of 2 CDOT Form#137 12f04 18)Check with the issuing authority to determine which of the following documents are required to complete the review of your application. a) Property map indicating other access,bordering roads and streets. e) Subdivision,zoning,or development plan. b) Highway and driveway plan proflle. f} Proposed access design. � c) Drainage plan showing impact to the highway right-of-way. g) Parcel and ownership maps inciuding easements. d) Map and letters detailing utility locations before and after h) Tra�c studies. development in and along the right-of-way i) Proof of ownership. 1- It is the applicant's responsibility to contact appropriate agencies and obtain ali environmental clearances that apply to their activities. Such clearances may include Corps of Engineers 404 Permits or Colorado Discharge Permit System permits, or ecological, archeologicai, historical or cultural resource clearances. The CDOT Environmental Clearances Information Summary presents contact information for agencies administering certain clearances, information about prohibited discharges, and may be obtained from Regional CDOT Utility/Special Use Permit offices or accessed via the CDOT Planning/Construction-Environmental-Guidance webpage http•Ilwww.dot.state.co.us/environmental/Forms.asp. 2- All workers within the State Highway right of way shall comply with their employer's safety and health policies/ procedures, and all applicable U.S. Occupational Safety and Health Administration (OSHA) regulations - including, but not limited to the applicable sections of 29 CFR Part 1910 - Occupational Safety and Health Standards and 29 CFR Part 1926 - Safety and Health Regulations for Construction. Personal protective equipment (e.g. head protection, footwear, high visibiliry apparel, safety glasses, hearing protection, respirators, gloves, etc.) shall be worn as appropriate for the work being performed, and as specified in regulation. At a minimum, all workers in the State Highway right of way, except when in their vehicles, shall wear the following personal protective equipment: High visibility apparel as specified in the Traffic Control provisions of the documentation accompanying the Notice to Proceed related to this permit (at a minimum, ANSI/ISEA 107-1999, class 2); head protection that complies with the ANSI Z89.1-1997 standard; and at all construction sites or whenever there is danger of injury to feet, workers shall comply with OSHA's PPE requirements for foot protection per 29 CFR 1910.136, 1926.95, and 1926_96. If required, such footwear shall meet the requirements of ANSI Z41-1999. Where any of the above-referenced ANSI standards have been revised, the most recent version of the standard shall apply. 3- The Permittee is responsible for complying with the Revised Guidelines that have been adopted by the Access Board under the American Disabilities Act (ADA). These guidelines define traversable slope requirements and prescribe the use of a defined pattern of truncated domes as detectable warnings at street crossings. The new Standards Plans and can be found on the Design and Construction Project Support web page at: <ht�-I/www dot state co us/DesignSupport/>, then click on Design Bulletins. If an access permit is issued to you, it will state the terms and conditions for its use. Any changes in the use of the permitted access not consistent with the terms and conditions listed on the permit may be considered a violation of the permit. The applicant declares under penalty of perjury in the second degree, and any other applicable state or federal laws, that all information provided on this form and submitted attachments are to the best of their knowledge true and complete. I understand receipt of an access permit does not constitute permission to start access construction work. -- ---....---._..........--- -.....------------- ApplisanYs si�aatu�r� � � Print name� Date , r �, ; � ' , � ., � a �„�,,.�,�, � �w�. .��.�'�.�,_�`��l3 . — ------------....._....._.---- --�----�-=k----._...---�-----------�--- If the applicant is not the owner of the property, we require this application also to be signed by the property owner or their legally authorized representative (or other acceptable written evidence). This signature shall constitute agreement with this application by all owners-of-interest unless stated in writing. If a permit is issued, the property owner, in most cases, will be listed as the permittee. Property owner signature Print name Date �` Previous editions are obsolete and may not be used Page 2 of 2 C�OT Form#137 12104 COLORADO DEPARTMENT OF TRANSPORTATION STATE HIGHWAY ACCESS CODE - DESIGN WAIVER �gion/Section/Patrol Local Jurisdiction State Highway No/Mp/Side Permit No.(if approved) WHEN USED, THIS FORM SHALL BE ACCOMPANIED BY AN ACCESS PERMIT APPLICATION. 1. State specific reasons for this waiver request.Documents verifying statements should be provided with the request.State the specific sections of the State Highway Access Code from which this request seeks relief.(Additional sheets may be attached).If waiver is temporary,state conditions which will change allowin the access to conform to the access code.If date is known when conformance can be achieved, rovide that date. This design waiver request is for the location of the proposed loading and delivery facility to support the Crossroads redevelopment � project. The proposed loading and delivery facility is located approximately 30'from an existing access located on the property to the west and approximately 75'to the proposed right in only lane for the porte cochere(separate application provided). Pursuant to Code Section 4.4 Access Spacing requires a minimum separation of 150'at posted speed of 25 MPH. This loading access is a right-in/right-out facility where delivery drivers will plan routes in Vail to the west as to avoid the need for a left turn. A median has been provided to prevent any left turn movements. The anticipated peak hour tra�c volume is projected to be zero,therefore � conflicts with the neighboring access points will be minimal. This area of the Frontage Road is a highly urban section and differs greatiy from other frontage road areas in Vail. In fact the Town's own parking structure to the east does not meet these separation requirements. The frontage Road in this area is a 5-lane roadway where the right lane acts as a continuous right turn lane thus allowing traffic to slow and make turning movements with little interference with through traffic. Additionally,the Town's own planning documents require that loading a delivery from this site be located along the S. Frontage Road. The area in which it is located is the only reasonable area on the project without causing extreme hardship to the overall project design and aesthetics of Vail. T is orm su E a e �X� � • ° v�0 , �.. �OP• 7� ITEMS BELOW THIS LINE ARE FOR OFFICE USE ONLY. 2. Recommendation of locai government authority.When local government has issuing authority,this recommendation must be signed by an authorized offical.(provide written statement) Date (X) 3. Recommendation of region traffic and safery engineer or design engineer:(provide written statement) Date (X) 4. Recommendation of the region access manager:(provide written statement) Date (X) INAL ACTION TAKEN BY THE REGION TRANSPORTATION DIRECTOR: Having reviewed this waiver request and all materials attached,i hereby❑approve, ❑deny,this request for waiver from the design standards of the State Highway Access Code.(signature shall be that of a registered professional engineer) Date �X� Copy distribution,required copies 1.Region permit Tiles 2.Staff Access Section. Previous edltlons are obsolete and may not be used CDOT Form#112 8/98 � � . - I - +�V ,' Y �� , � � ..' � ��{�� r � �f' � - �`� � f�.. �, ' � 1 �' S � x � � {< • � �'�''! r � W dr � 4�� '� r - ��'y° _- i �' � _' � i� r : . _- � i �'2+� �'l � � � � ; . � `� _ 1 11 � .�:� .... x(� j }� � ,. ''�� t� §� _ ��' � �r � =. � , �' . �K. � _ � _ :�; � �; "`i �'� I Jr = . � - �. 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Nade on th°_s day o�__ januat�,_12.2009----._.._-- bec,,,ee.z 'I'REV[N/�L.P..A CDLORADO Li�lv T'f'ED P/\ft�RS1I1P of Ci�e Niu�ty aF. and Scat�uf __.�,._._._� 04 -t�e G.anr.�z(a). a�id CROSSROADS EAST ONE LI..C,A C0IARADO LIh11TED LIABILI7'Y COA4PANY ---- ,,�� ^ , C4.�,;,'��m . ,� wt�ose lega7 aadr�ss i� : 329 MILL CREF.K CIRCLF. V.411_.,_.CD Blfi57_.____,.. �• --�--'--_�... of the County of G��L�_...__..� SWte o= a ra o`�, oC che Gcancee(s): � for and in consideraticn o' the a�an oE ( 53,482,5(10.00 ) W[7'NF?SS, '17iat the G['antar(s). I30LLARS '•'11ime Mi1Hon Fr,ur Hundred Eighly Two ThousanJ Fivc Hundrr.d and 00/1DD""* d, � these _he rnceipt and sufficien=Y of'. w:ucn �s heY�y a_JmwrlB'jc�d, has axanted� b3'gained� sold and oem�eye �' �resente �3ces gr3nt, bacg3lri, sell. c.'�i�E7�c-�nfzxm uoto r1r�rantee(�), h.i.a heirs:u�d asaigns fo�EC�r,�a11o£e real P��TtY� ��Cher w.irh icQccvenents, i.i any. si_�aate. lyin3 and Y.eirig in the_,_ �:AGLE �n3�taee ef Colozado, dedcriis•si as follar-'�: SEE�EXH�3I YI'"A"�C'I'{f'�CHE��RETO AND MADE A PART H£12GOF u h m B� � Ne-iN a7.so kco.m a� street rnxnbec CROSSROADS II,VAIL,CO 816 w�i '�- �°� or in an ve a xt�.ining �,tl o �� TOQP.'fHER Wi-1'+nll m��ingul.ar a�d rFr_xli.r��wsrs a�d�ppu_--[erances thernto belon4lnc, Y�- 4�Pe !'°'� •• cv and the Yevec3ion and reversics�s, r°�rainder ard rertaind�.-s� rencs. issues ar.d proEits theieo£� s�d a'I tt� estate, r-git � . �'� t�_tle ince-�c, claim and dcm3rYi wn3tsower. of the :�antar(s), ei�er in laM or e�uty, of, in a�rl to l:he a1�o'�e xaz9ai:ied - 10 t��ancea; `� y H pra�ises, witt:the�erecLtaaer�t� az�ePPux' 1iI �� 70 FiAV[?AND TO FIOL.F) the 3a.ic pr�niees abcn�e baz'9air.ed and descril� witl�apEnrt�.ances, unto =he Granc>_els): �,.C� a m m hi.s rsixs aal assigns fore.�'� =7�e GLantor(-), for him9elY., :Le rieirs and pexscx+al =eP=exntntives, docc cwenanr., g:ant. B bas�'ain, and zgree to and uith the GxanteelF), his heixs�assigr�� cYiat at the tir�e��p ab=�ur_�amddirxlPfeas'i61� o°_ ctese pcPSents� he is vnll seizod of '_t�e Pre+"ises ahove conveY=_e, has mod, �ure, Pe ��r+ - in fee si l.e, and tav 9� ri9h-. �1 P'�r and lawful auU�o_il•y to gr;mc� �in� ^�� estate o= irberitance. in law, "[�� seJJ, and c�veY r'�same in rtwimer and toxm as afozcaaid, and:hat the s�re are£ree and clear fra�ali £oxmez and orhAr �'�'a grancs, ]k'u'cains. �ales, liern, tanes, aasessrents. ��ces 3r�d restzictims o�vi�atever kir.d or na�uie soc�•er, FXCEPT GEt�ERAI.'IAXCS AND ASSESSVIEN75 POR TI�YEAR 2004 4N17 SUBSEQUENT YEARS AND SUBJGCT TO THOSE 1TEMS °1�"�� AS SF.T FORTH dN EXHIBIT"B"ATi'ACHF.D tt�RETO AND INCORPORATED H£REIN. �� .�..� � -m ��,•� nr+�� ,v. 'P.�e�rantcr�'s;- 3}gll and will Sr"�RRFN=Fft�ID FUUi�vZT DEF�1C t11e abwe baz3.uned pxemisea.i.n the �uet and 2'�eac=ab e p�ssessi.or.of the GranCC-(�1, bis h�ii1 and aaeicns, ugaLisr all nrd evezy 1�ei�n°i'P�raons la�+£uily ctaimi.r3 the ki�nle. ��'o ��.�szy: the:mf. The singul3z rnm�h's shall include t}�Pl•.iral, and ehe plival tt�°- sin�ulaz, and th:e�ue cf any gender ��`-' �ali �e appli�ble to all g�3e=�, �� m 7I3W7TNPSS WHEREOP t,5e Granccar(sy haa �ecu=e�rhis deed on rhe da.e eeC �orth aDwe. m �� m _..----- � c TREVINA .P.,A COt. AD l. ITHD P TNERSHIP 0 �� o � /�1�/�N .. — �,�„^� BY:OSCA�L�.TANG,GF. . A�l�RT � � .Sr:+zE oi• Cniorado ?V l-_'.ti�j t)4,�� ) —.._ r _Nij�i'`ftl R lC�ss. Cantv of_EftGi.-� __—...�.---•--._.... ___.......— �:d�.�{`'�� 0..��i� N�THRY PI;BLIC,Siat�of l4ew Yo�ft , ��, tJo_�1W05Q488�3 _.—_---- --.. , Quaiifisd in Kings Cauniy 2�'c; -- �. ' � �C6rrim+ssion �xp'reS SeptP.mbeC 5 ��" ;�.. � .. 7�,�e creqoi-g inst�rrent .2s ar]moaledgect k��nr on thi�cay of JarlUa 12,200$ . --.- ... , � � " .R L.TANC AS GENERAL PARTNER OF TR£.�NA L.P�,_4 COLORAI)0 LI�pAR7TER5HIP � �_—_�—_.. � � �. _.__. _ --.._.—.._ _ -- . � _._—___ r�, �is9i��p�rc�-- 'i 1 J/��':: �: �� . . , Wi��ess mf t�amd and official seal. ��..�i `.� r L'v.tR''�-"�f�_�"% es �� L • � '..� ^—. ' . , Notery aublic ��. J �� .:. �.. . _—-'.�.._.....'_"�-'—. —� � ...___.—._ ; . ..� � �Na�nnr3 Pd�� of Pe_9°r Crcatin9 t7�++ly Creat-c Iogal Ilencripr.i.cm ( 38-35-1J6.5, GR.S.; .. ��_�� ' . . When P.ecor•Jr�3 Ret.um to: QiC65�0AD_ FASf QJE Ii�_. A CIXGRPtO_...� c . .. �.crc�.+Y 4�0002626-1 . T,,I1+S':F7 LTAHiLITY OS1�7�11C -.` .� ....._.—.....— ' 'IiClep �L5000762G 375 MILL t�E:K:YRC�E ,__.� Foxm No. S32 Rev 9-94. GBaP.R1�[J'CY LF�D (PYY�tographl C RPC�Ld SJ�.7FF1VJ vAIL� OJ E]657 -- - 10/13/2005 15:55 9704797511 CRO�SROADS PAGE 02�0a . �uxiszT a c�o�s�onns zi: A P�RTIOV OP LO`T P, BLOCK SD AND TRAC^. C, VAIL �ILI�AGE, FIRST FIL:NG, A SL�DIVISIUN IN 'IHE TCWV GF VhIL, COUN'PY 03 F.AGLE, S^P.TE OF COLORADO, DE�CRIBF•D AS FOLLOWS: AfiGIN11ING AT TIIE PI�P.TI�IEaST �OANER CF SAID LGT P, WFIICFI IS AL�o TxE NORTiiW�3T CORNuR OF SAI� 'TRACT C ?.ND A POI11"_' ON THE SOUTHERLY I,INE OF IYTTERSTATF A7G3WP.X PJO. 70 RIGHT OF WAY; TFi3NCE SOUTii 79 DEGRE£S 46 N.IA7U'I'ES OG SECGNDS EAST 73.3�� ?£ET TLONG 5RIll SO'�3"HERLY LIN� W-IICIi IS Ai,SO THE NORTHERTY I�It78 OF SAID TR�C'S' C; TKEP7CE SOUT1� 9 DEGREES 53 MINUTBS �S 5ECONDS WEST 111.54 FE&T TO A P02NT OF CDRVB; THENCE 2^. .3'7 FEET P.LONG TH� ARC QF A 40.00� FOOT K?T1ZUS CURVE TO TF:E RZG'rIT WHOSE CENTkAL I�NCL�F. IS 3.°. DEGI2EES 12 MIISi7TES OS SECONDS AND SQIiOSE LOIQG CRORD BEARS SO'J'iH 29 DEGREES 25 MLMT!'ES 58 SECOTIriS WEST 26.84 FEET TO A POINT OF TANGSNT; 'PHEt10E 502:'TH 49 DEGRE�S OG AIIN�JiGS 00 SF:CONDS WF..ST 90.99 FEET TO TFIF. SOVPHEAST CORNE2 OF Sl�LD LOT P, WHICFd IS A POINT ON THfi NDRTHE:�LY LINE OF EAS'I "IEADOW �RZVE; TFIP.NCs CONTINUIt7G SOII'IH 45 DEGF.EES 06 t3INU'I'ES 00 SECOrIDS WEST 5.:6 PGET ALCNG SAI� NORTFiRR(�Y LINF T� A POIYT OF CUR�'E; THIIV�E CON_^INUING P�:,OrG SAIA Y7GRT}iERLY LINF 154.77 rEfiT ALONG THE AEC OF 330.71 FOCT RADIUS CUR�B TO TAE PIGRT WHOSE CENTR4L ANGLE IS z6 DEGR�£S i4 F7TNL1LU C� S�cC;d7S T,D77 kFi:�SE i021G C=iORD ASARS 50[T['H 62 DEG3EES 13 MINUTE3 03 S£CO_VDS WSST 157..83; 'f�dEt7CE N��TtTH 10 DEGREE3 C9 MIn'UTES 3� SECONT:S 6AST 274-87 FEET 'i'0 F. POxNT ON SALD g�UTIiERLY LZNE OF INTFfiSTITE 7iSGHWAY ND. 70 RIGHT CF Wl,Y, WHICH IS THE NORTHERLX LIDiE �7F SAID LOT F; THEbICB SOUTH 79 DEGREES �6 MINUTcS 00 SSC�N�S EAST 91.C3 _'F,ET ALON�'o SAID NUR'CF{ERLX T INF. T� THF. TRUF, PC�INT OF BBGINNING, ['.OLJNTY OF F..AGLE, STATE OF CGLORbDO. � � 1 8�512� � 0liisi20ea i0:0�F Teak J Simonton Eaglo, CO 432 R 11.00 D 348.25 10/13/2005 15:55 9704797511 CRO�SROADS PAGE 031r� � .. ,a.�. , ac o�ciocic M. _ ._ RE07RLII? .. �. . Fil°c fo; rFxord :Yie� day.of__ ---_ '- ��— ___....— AY .�17:Y P.ec°Ption Yc-_ �.-.,._ .-- ... ._ . Rr,�[tANTY DEED THIS DEED, rnade on vus day of��a�nu 12,2004 ___ 1:etw<en 'CREVINA L.P.,A CQLOR4D0 LIMIPEb I�ARTr1�R`�iiP ��ty� enc.SGat�o£ __..._,_�.--� °P thB Grantoz{s), ard ' o� che� CROSSROADS WEST ONE LLC,A COLORADO 1.I,tiT1TE--D LIA�l11TY CO�iPANY :�, ��., �� .E.� �,i whooc 1�gn1 addraon is � 329�i1t.L CRLflK(.'iRCLE,_VAII.,,CO S1G57 _. .-.—.- -- of the __ �=Y Of EAGL� and State Of� ,_, oc'cl:e Gra�tec(s}: WITNESS. 59.904,?30.00 1 1Ysat tlie c-antor f sl, for a�d in considetatirn of _2c sw�uC < ""Ntnc Miilion Ninc}[undrod Four Thocarnd Twn}l�mdred Thirry antt OO/1I10"" J)OLLA$S � the zeceipc znd suffzciency of which is h_re}ry aclmow:edged, has c�anted, ban7ai�u.'d� sol�and �'�Y�� a�� `e 0 pra�tts doPS grdnc, bazgaiii, sell, convey and cor�irm'anto Lhe��zanr.ee(s), his heixs aflc assi3rs £ot�a�of e real pmP'-ny, together with iapcwemP.n�s, i.t anY, sitvatc. 7.yi[g and tp..ixr� in the ..__..._ '�0 c °AG'E ar�Scate cf C�la.r:.^o, des��'_d x fol?ur-.�: �� - SEE E}CIii6-�T"A"A�C}{�HERE7'O AND�fADE A PART HEREOF a (V a �rn �" �o [� �+� � ama B also.:rnvrti ae street awnt�er CROSSROADS i,VAIL,CO 81F57 �� TOGIiTI3ER witli all and aingular and her.eci.iia�nat[s and aPfnutsaT�ces tlieieto belonginc� a= ir.anywi3e appertdi.nirg and th� reaetsion a�zev�siaLV, rat�aindez acd rert�indess, tents, issuea a[x1 profits thexeof; an�a11 t�e esca=e, rignc ��"� t=tle inte-est, ciaim and rleiand'.�hat-�oever p� tr�e GYanCOr(s), eitl'e= in lax or eguity, oP. in an�to th°abo'+e�ax9aine3 �� premises, wi:ti the:lesedi[arter.ts an9 aFpuc'_en�nces; iutto the crantee(s), TO F3AVE ANi)TQ HOI.D thc said Pr��s �°w_Wxgai.ned and descri�d Wirh appurtc�ances, doe�comna.�t. grazt, �� his heirs azrl assigls far�+er. 'Yie 3s�ntar�s?, for tumself, his he.ua aad persm�l �p=eaencacivc�, N b,,u:3ain, and agxc..�e [o and•�rith the Grantee(s), his tteirs and assigcs, �.liat at Ghe time of the en9ea7.i.ng ar.d deli.vexy d, � Sure, perEecc, absolure acrl indefea.4ib1.� �� o= tFese presEnts, he is vPll seized of r.tia pic'miyas ab�+��°n"�Y� `�°d' �� esrate o� inheritance, in law, in fee si�le, ard has good right, full Fav.er and lawful a�tho=ity to 9r.ant, bas3zin, ��r sell dn�S mr'veY c�e s:me Sn m�ua+nr end£onn ns afx.�oaid, and that r_be sarte are free and ele�fxan all £oxmr a[tid ott�eY grents. barcaine, sa1PS, liens, caxes, assessCents, rl�cumtrances srd restxictions of�atever kir.d o:natur.e 3oe�21. �^� AS SET FOR7'Ii ON EXHIBITNB' ATTAC.HED HERE�I'0 AND INCORPORATED FIERE NC�l��S AND SURJECT TO THOSE[TEMS �� ,�.��. �u __"_-m . � +�'� aioed p�ntise�ir the �uiet and poac=ahle �� The Granrer�:s; ahall and uill Wne"�tAN"18�ID FUR�li��T�ID�p ��J ° possessi�r:of Liie Gx'ant�(s), his heirs arni asai us, aguiMr- all ��°�rY Peraan or�nrsma l:.wfully clai�tir.g the ahole � a.�,�t thPS�p{ Zhe s. ,,,�� ntsnb=x shall inclvde the pl•.ual, and rhe PZu�l �°Su�lar, and tte use of any gender � � shall ne appli.caLle co ull g�x9� -'—'"_� TNWITNESS WHEREOF i:�e GranCOr(sl haa execu�e3 thia deed cm tbe da�e eet 'o¢-th above. �� r-;� _. --- �m TREL7NA .-P��U�6�AD0 L AR ERSt11P ^_.---�- _......—.- �BY:OSCAR L. ANG.GE AL PAR R s�rame or �V{,�l�_��0�'-"" _� 1 '.� ��: Ccxu�tYOf ivti::.V�[lSiSl�Vl"� ._ ...-- - - �ATi-t�R61�TE'1C• ----- T I�14TRRY PUBUC�5tate of New Yot'k � .. < � ' • �to.OlYY05Q48853 Qua,i{fied in Kirgs Cau��t�+ 2Gr�� ;�;nir,mic�ion GxA�res SeaEem6er 5, l� ---__— _ _ . -' .�� . . . � �� '[h�foregoinc instnmmt suas acknoal�dged teEOre�on tnis day of_..an��a �12 2009 .�_.._ --' - •': i3y oSCnR�..TnNC AS GENERAL PFiRTNER OF 7'REV[NA L:P,,.n CO[,QRADO LIMITED ARTN�T2SHfP .,_�._..._ _. _. __ —..,. ______._. _ ----�- ;`. �' ' . .. :.� ,.-.�� My carvni�qiczi rxPires -.��i, nt�.1C."� �i�1GU.) :�� ' '/ _ .. � 'r7itr.ese my 2�and a[rl ofEi al seal. ` G.•�(��(.(�C.'f v � �j(��.(i�i—�-��.�� .. �'l. � NoC»r�Abla.c , y .. _ _—.. �� ` rane:ac�iddress of ?craon C�eati�Nem+ly crcnted 1�a7. Descr.iption ( 38-35-10E.5, C.R.5.1 R.esr�lf V500��6^� Fkle�RecOZdad ReRia'�[o: Q2QSSROFD5 ldE'�I�7E;�SC, A CO[AR/�bQ_ ��^ - _-,<4.. LITli'[F9 LIA9IL217"CCFff111'7Y,.. . TitleX VCS�OC2626 ��y ynI,i,(g�C CIRC2,�. .. . , FO�n No. 932 P.cv h-94. [�7+�2RlNI'Y DL•�b IPhOtoar�phiC Reco7d WD.OPIIdI bTUL, CD 81657 � ______ � . 1a/13/�005 15:55 9704797511 CROSSROADS PAGE 04;�4 _._ � EXHIBIT A CR03SF:OADS I: ^HAT CEBTAIN COMMERCIAi., CRV IN THE CROSSROADS OP VAIL, A CO.rllOMIV�Uh3, IN ACCORDP.NCE wXTH TEiF. COVDOMINTUM DFCT.,ARATION RECORDED PECENBER 2, 1968 �N BOOK 214 AT PAGE 26'_ AN➢ THE F:LR�T 7�MECIDMENT TH£RETO RE:OFcDBD FFBRUARY 7, 197'I IN EOOK 252 AT PAGE 353 AS SFIOi7N U[Q TI9AT CERTAIN CONT}JMINIUM MAP CF CROSSROADS OF VT,7L RRCORDED DECEMIBER 2, 196@ IN EOOK 214, AT PAGE 262, AND THE CORRECTEA CONDOMINIIJP7 N4P OF C&OSSROADS OF VP.IL RECORDED ON FEBR174R5 25, 1969 IN BOOK 214, AT PAG� G06, TOGETFIER WI7'H THE [INDSVI7]RD I2ITERESTS THERE�IV, WIiICH SUC3 COMMERCIAi. CRV I3 LOCAT�A O[Q THAT CER'I'AIN PRRCsI. OF PROPERTY MOR� PFRTICULARLX �E°CRISED AS FOLLONS: A FORTiQN OF T.OT P, BLO�K 5D PA.T.L b'ILI�AGE, PIRST kILII�G� A SI7BDIVISTON IN TH£ TOWI3 OF VAIL, COUNTY OF EAGL�, STATE OF COLORAI70 Di:SCRID?D 7�5 £CLLOWS: COMMENCZNG ON THE NOP.'IIIWk;ST CO&NER OF SAID LCT P; TNENCF: SGUTH 79 DEGREES 46 MINUC3S 00 SFCONDS EAST AND AIANG THE NORTI{ERLY I.SNE OF SAID i�OT P F BISTI�NCF.. OF 44.9C FF..ET TO TEi3 TRUE POINT OF PF.GINNI'�tG; T}iEnCE CONTZNUT�IG f�LOB7G Tiiti AFORE3ATD COURSE A 7ISTFTNCB �r 259.07 FEET; THfiNCE SOU'IH 1G DEGP.F..ES 09 IriINUTSS 33 SE�ONDS WEST A DISTt�NCE OF 279.8"7 F'SET TO A POINT OF INTEt�SECTION WITA THE SOU"PSEILLY L��L�F' O° SAZD LOT °; TF9ENCE ON P.�7 1NGL° TO 2AE. RIrHT OF 65 AEGREES .'.0 MIPIiIT6S 31 SECOND� AN� ALONG TAE SOUTHERLX �INF. OF S11iP LOT P el�`ID AL,ONG A C[3R�'E TO THE P.IGKT HA'J=rG n RADIUS �F 336.71 FEET, A CENTK.'�L FINGLE O? 22 DEGREES 04 M.T.i7UTE� SS SBCONDG, �Pl ARC DIS':P.NCE CF I.i9.7? FEET TD l, PO'_NT OF T2INGENT; THENCE LIC�RTH 82 DBGRnES 35 MZWTES 00 SECON�S WEST 71h1D ALONG TIIE SOUTHERLY LICiE OF SAID LOT P A UI.ST.'�tiCF. OF 120.83 PLST TO TIIE SOUTHWES7 ^_ORNF..Z �F S7+7D LOT P; THENCE fdORTH 00 DEGREES 23 NIN'IJ7'ES OG SECONDS VJES^_ AND PLJNG T3E W$STERL"f LNE pP SAID LOT P A DIST?1tJCE OF 716.28 FEF..T; 'LHENCE NO�cTH SO DEGRP:ES 17. MINUTES 32 SECONDS EAST P DLS�ANCE O? 44.41 FEET; THENCE NORTSi 09 DEGREES 17 MINUTES 43 SECONBS GAST F. DiSTAL3CE OF E5.12 FEET TO THE TRUE POIV'" OF BfiGI2dPIING. � � VC50002526 � ! 8fi5121 I{� � 0'�9Z5/2�04 10:97F Teak J Simonton Eaele, CO 432 R :1.00 D 990.42 � � f - � ^� <� � p ' - '�"' r � 3� _ II �� '-� � _ _ _ � ;; i � � : , � � ��I \' �� e �� }�; �� _Y: ,�, I� � r - - ' , ^-� ,� . - � � �- . - =�� . --�� ,,,. � � , , , � � �' -f�j;�G i _ye �`. _��n+.�y�/�ii�ea'rZ-��at.f� 0, :� _ =3. ;�:: VAIL VILLAGE MASTE9� PLA�I ,�:. =�� An Element of the Town of Vail Comprehensive Plan � �e � . - � �OAL #3 : �CU REGOGi��ZE AS A �.'OP PR30RI'�Y, �'�iE -.E�CEi�►I�2�'`� �� : - �� ...�. . . . . .. . . . � . . , s . l objective: edestrian ways by Physically improve the existing p landscaping and other improvements. _ 3 . 1. 1 Polic : _ Private development projects shall incorporate streetscape improvements (such as paver treatments, - landscaping, lighting and seating areas) , along adjacent pedestrian ways. _-: 3 . 1. 2 Polic : �': Public art shall be encouraged at appropriate � locations throughout the Town. �;.� �: 3 . 1. 3 Polic : R water features, and other landscaping -�_ Flowers, trees, � shall be encouraged throughout the Town in locations � adjacent to, or visible from, public areas. �� ti 3 . 2 4b'��ctive `� � � �� - :'��'��'� ain o t�nt o f .v eh i cul a r � _ � ,�=�,-��'' ��.�� -� ;� z '� ' � �: �_ 3 . 2 . 1 P ic .' � � d or reduc ` -�`e�'��r �raf�ic �aii3. .be el ' . _�_ .: ;•,� ,:a'b��s�.u�e �t' �t�.��ma n��+es5ary eve � f - o e � ' `�g�•' ' jr. � 3 . 3 Ob�ective: = Encourage a wide variety of activities, events, and street life along pedestrian ways and plazas. 3 . 3 . 1 Polic : The Town encourages a regulated program of outdoor street activity in predetermined locations throughout the Village. � 3 . 3 . 2 Polic s :� Outdoor dining is an important streetscape feature and ,� shall be encouraged in commercial infill or redevelopment projects. � � ;, 3 . 4 Ob�ectives: edestrian-only walkways and Develop additional sidewalks, P ocket arks and accessible green space areas, including p P stream access. � 16 -- ,:� - - __.-_ ... __ ;� _ :.� _�;_.,� _� _ :�:=-� - r ,�,.�� v �� - . � I 'll.�i�.i-f.;l i . � -� � - #1-5 Willow Bridqe Road Walkway ;, � ' ' A decorative paver pedestrian � C_ , �� ,�-�� walkway, separated from the street � - r .,�%'v and accented by a strong ME nD0`H � ,� �� - �,,;`\ ;; �^��A� landscaped area to encourage >\� - i �i ��ER pedestrian circulation along � \ _ ��" ✓ S �- �. Meadow Drive. Loss of parking AN �� 4 ` �� will need to be re l o c a t e d o n s i t e. \SONH6NALP � � � N � � ,�- � - ��`4 ` '`� S p e c i a i e m p h a s i s o n 3 . 4, 5. 1. t,� P � � �� \�_ _ .,�_�'2' 9�, .. -9 . �'� _�� t � � � � - ��_ - - ��:�� — � : �..� - ' �`�inf i�`I' over� new ,�i,...�.�:;:x<:w;:; --- .,..,:,.. .�- �'�=i-- underground parking lot in � conjunction with a large publlc :::... � � �- '=�=-- � � � plaza with greenspace area � � �' � - `� ,----- (existing and new parking demand � � to be provided on site) . While k � , Qa�9RO�5 GENTER I ,_ configuration of infill may be � G� �--, : . done a number of ways, it is the �I ` � overall intention to replace � `I��I�� (�,� , existing surface parking with �� -6� u`� ' p e d e s t r i a n corri dors in to a � �� ; '� R H�� -�- 4`�, commercial area, as well as to L '� ) .% p r o v i d e a s t r o n g b u i l d i n g e dge on �� ' C`, , �� ;� ', fi Meadow Drive and streetsca�e � � % _ imgrovements . Impravement of t� � o � _ �- ME nD0`h' � ^-'" 'z3 i"i�E.t�: �3 tl.��' r2. — � `��\ '/ S vaube � --� �� / c ea �.: � � � � � �` ��y� � ALI9MAN � �... \� � �°>4 C�. ��. ._ _ _.. _ ��C � � � L]�a � ` �d,_. , .- � _r'1V2. a� Potential to improve fire access also exists in the redevelopment � scheme. Special emphasis on 2 . 4 , 2 . 5, 2 . 6, 3 . 1, 4 . 1, 5. 1, 6 . 1, 6. 2 . � r � 39 � • � ,�. �.•.:.:..:: ..��_ �� 7 �z�.I `- �'�.. _ -ry--�---�-- ' r� � \' __-- �'_�--- , � :. . �:: Red�r: �;,, of intersection as shown �:LL_' �''r on the Vail v�llacte Urbar, Desiar -�__. . — ., .- — ` ,' � . _ _,._�,T_—, , , ,... r Guide Plan, �oal of this pr''� c� I , � �g ,, aooF voaKirvr, .�.4�y,S tG CY'2��E.' S"-�� J I �J � TR ^� �- �� I ' 79 [CENTEa I �_ `2 -___' _ �a' ' . � � - . . I � , ' � � ve ��icu ` ra ic� Bus, �� i-��erY � ` � P'°0— and pedestrian traf f ic must also ;�;� ' "P�P�, be accommodated in this design. , j_7 `� - . ,_: i_ 4\. � ______-� ' Special emphasis on 3 . 1, 3 . 2 , 5. 3 , --�- :'�- . , .. -' 5. 4 . � � � �:' - y. .'_�� f.r, .-' �� \ /�."� .�/�.'N � /<� y VILLAyE /, . i � �� / . � �� CENtc0. _�. �► :� !�i � #1-8 Sonnenalp (Austria i ,;�,�, ��n„�„ Haus) /Slifer Square L� YAIL \� TR BVORT�40N �.�I� Commercial infill along East CENTER� `�� ___ -- . /�,z'�:�_ Meadow Drive to provide stronger I � � _� , 4� �/' r r }�`-_— edge to street and commercial � . - � .. ��?'—��'` � activity generators to reinforce ;' 1-7 � �i .. -_-�__ rr,,�- - the pedestrian loop throughout the < '- Village. Focus of infill is to � � � ' ' ' i �,� j �_ ! provide improvements to pedestrian -- :� circulation with a separated � �'� .. •::;;.: walkway including buffer, along ,_-�.-. ��`�� East Meadow Drive. �E � �.� �i,� � R � ' Accommodatin on-site `�! � � - � �:. g parking and ( � - ; an�teRJ ��, �'�' e�o�. maintaining the bus route along � . i, oveASn �� ; ;�. 46�:'�' ;��`'�3-7�ID�� 6LfFE� Meadow Drive are two significant constraints that must be � addressed. One additional floor of residential/lodging may also be accommodated on this site. � Special emphasis on 2 . 3 , 2e4 , 2 . 6, 3 . 1, 3 . 2 , 3 . 3 , 3 .4 , 4 . 1, 5. 1, 6 . 1. � � � 40 � �t Cj � � O � G> GQ ?�' "� cy � � � � � � :�� .a � � m ', 'd � € ��;-.r '� � .� � � � � � ° � E ', (s+ %� a�i t�.� '�" c+�+a � ,� ,m �. � _� o � A.4..� � .�, ,4 ' � � � � o � � � � � � � � � � � � � � .� � � Q �� m � � a � ��J �, � � .� '.p ° �, ¢, ,y�� -�' �d m -z " � H � �� -� � � � � � � �F � . .. ,� •Q� . � '3� � W YW n+ � i � � � � c� �!1 � � a� � �!1 � a.^ � � a � � -� � � �' : �, � _� � � � � � .� � H � � � 1� ' `A � p -`'' � � � �-d a3 ,� � w � � � � � � � � i� � t!2 C� 1� b •N c+-� c� s� y�„� � � i� � a> � � �" � (� � � '� ` � � � O �'�'� �' }" � � � � � � � � °' � -� � � ,.� � �' `� �' �� .� � � � � o � �, v � � � � � � � '" '� � _�_ -'� � � .� � � � � a � �s � � � � "' � � �.., cc W � A ° ti, - � � � � °' �, ;� � � � � -� a � ,x � � .� " � � � '� � � ;� Y � � � � q 3 m � o � � � �� [ I�! y � .� ci �- : °m � o '� '� 'ty -� .� � '� � o � � m \�� m �i '� ;� c� 4., � � s� � d � N � � � � � � s.� � �� af P� � .� Qq o � � � s� �i ai � � a> p+ � +' c��., � a> C,��`=� � � •� �' +a a � ,sl as � � � �' � .,,� � � �j O � c..._.,. �bp � � +3 �" � v � � � � m �� '�j m �► W � � � �� a� �sbo � d '� .� „ � � L � Ga � ..� � �i � . � � � -m � � a � N � .� � -t3 w � � -� � _ � � � � A � � � r'�` •� p � � Q � � � � � � � � ` � ; � � � � � v � .,.{ � � W � E � � �" ��,�; �� -� � �: � � �� .� �.ar � _=+g ;�� ':'�:;.� � m �� '�� Q� �" "� .� � � „� N � C �� U�� .� � H � � G ^' �� ° � ¢,� � �, �� ,� a� a � �., s�y�cs3 . o a� � hi� ..� �� , '+� a �- •� hia c,, .. � � �� G;�n �, :�, y�� ,c1 � v, ,' a .��; �' �` � Q � �: � V ,-±� y.: � t�S+! 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