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Home My WebLink About2010 01 04 Walker Parking Memo.pdf 2801 Network Blvd., Suite 101 Frisco, TX 75034 P. 214.619.0700 F. 214.619.0705 www.carlwalker.com January 4, 2010 Kjell Anderson, AIA, LEED AP Associate Callison Architects 1420 Fifth Avenue #2400 Seattle, Washington 98101-2343 Re: Ever Vail Garage Design Review - Vail, Colorado Carl Walker, Inc. Project No. N3-2008-344 Dear Kjell, Callison Architects engaged Carl Walker, Inc. to conduct a review of the conceptual garage plans for the Ever Vail project to be constructed in Vail, Colorado (plans dated November 11, 2009). We understand that two parking structures are proposed for this development. They consist of the following:  West Parking Structure Three levels below grade level with a parking capacity of approximately 670 spaces. This facility has a dedicated public entry/exit portal on the north side of the structure and a dedicated residential entry/exit portal on the east side of the structure from the South Frontage Rd. Internal express ramps and single helix park- on-ramps are used for vertical vehicular circulation.  East Parking Structure Three levels below grade level with a parking capacity of approximately 870 spaces. This structure has a dedicated entry/exit portal on the south side of the development from Forest Road for public and resident use. Two internal express ramps are used for vertical vehicular circulation. Each entry and exit lane will have Parking Access and Revenue Control Systems (PARCS) equipment components to record and maintain daily transactions for transient, resident and monthly patrons. The PARCS equipment will be online with a facility management software system. The PARCS software will be located on a computer in the security/parking office where parking activity, revenue transactions, and facility totals by user groups can be monitored and managed by the parking operations group. Transient patrons will use an automated cashiering system known as Pay-on-Foot (POF). Upon entry, transient patrons will pull a ticket from a ticket dispenser machine at the entry lane to enter the parking structure. When leaving, the transient patron inserts the parking ticket into a centrally- located cashiering station (POF machine) on a primary pedestrian path before returning to their vehicle. The POF machine calculates the parking fee based on the length of stay. The POF machines can accept cash, credit cards, smart cards and - 2 - validations, and can also return change when appropriate. After the patron pays the parking fee, the POF machine would return the patron’s parking ticket. The patron inserts their parking ticket into a lag-time exit verifier at the exit lane and the barrier gate opens if the fee has been paid. Due to the parking structure configuration and parking allocation, POF units are located at each public elevator/escalator core on each level. This revenue operation and number of POF units provide a high level of service (LOS). It also reduces traffic delays and congestion on the entry and exit ramps. The current parking design and ramping configuration is acceptable and adequate to accommodate the planned development. However, any future structural changes implemented by the design team could affect the adequacy of the current design. After a review of the proposed parking structures, we have prepared the following comments to improve the level of service (LOS) and functionality of each proposed structure: a) POF represents relatively new technology that may not be well understood by some patrons. Special signage would be required to inform patrons to take their parking tickets with them and to pay for parking in advance of vehicle retrieval. Exit verifiers with credit card capabilities should be located at each exit lane for those transient patrons that do not understand the operation or forget to utilize the POF machines. b) The West Parking Structure has the capacity for two entry lanes and two exit lanes for public use. The center lane is a reversible lane to accommodate peak traffic conditions. The East Parking Structure has two dedicated entry lanes and two dedicated exit lanes for public use. This lane configuration provides a high level of service (LOS) for anticipated visitor parking demand. c) Resident and monthly patrons should use an Automatic Vehicle Identification (AVI) transponder or tag to enter and exit each parking facility. AVI consists of a transponder or tag that is applied to the windshield or bumper of a vehicle, or is hung from the rearview mirror. The transponder sends a signal to a reader mounted near the lane that automatically opens the gate. It allows access without the driver having to stop or open their window. This mode of operation provides a high LOS at the entry/exit points and improves traffic flow on the inbound and outbound express ramps for each structure. d) One entry lane and one exit lane are “nested” in each parking structure for resident and monthly patrons. Resident and monthly patrons are partitioned from public use. This parking separation reduces traffic in the general public parking areas and improves security for resident and monthly patrons. - 3 - e) Vertical express ramps incorporated in each structure should not exceed 12% slope with transitional ramp blends at the top and bottom of each ramp. This slope design criterion has been followed in both structures. f) PARCS equipment (gates, ticket dispensers, exit verifiers, etc.) should not be located on a slope of more than 2.5%. Verify the slopes at PARCS equipment lanes comply with this recommendation. g) Inside vehicle turning radii should not be less than 15’-0”. Some tight turns may exist due to structural constraints. Where feasible, remove walls and/or other structural components that may conflict with this criterion. h) Van accessible parking requires a minimum headroom clearance height of 8’-2”. Verify if this is headroom clearance is achievable on the express ramps, drive aisles and in the general parking areas. i) Walls and columns adjacent to the express ramps could slow traffic circulation. Every effort should be made to provide wide drive lanes where possible. j) Vertical express ramps for two-way traffic should not have drives less than 24’- 0”clear width for straight ramps and 30’-0” clear width for curved ramps. This width requirement would provide a reasonable LOS on the express ramps. k) Based on the length of the express ramps and the flexibility in the parking operations with the PARCS equipment referenced earlier, we believe the vehicular queues are adequate to accommodate the proposed peak traffic demand. l) A high level of lighting is recommended at entry/exit portals, vertical express ramps, elevator/escalators/stairs, drive aisles, intersections of ramps, and at the PARCS equipment areas. A lighting photometric study for each level should be conducted to ensure appropriate footcandles (FC) have been achieved in the design. AREA INTENSITY (FC) Driving Aisles/Ramps 10-15 Parking Areas 7-10 Elevator Lobby/ Landing Areas of Stairs 20 Vehicular Entry/Exits 50* * Daytime intensity should be maintained within 50’ of garage footprint for transitional conditions. Please reference our redlined comments sent to you earlier via e-mail for consideration to improve the efficiency, design and functionality of each structure. - 4 - We trust we have responded to your request to review the current design, and that our recommendations are helpful in the design process for this development. Thank you for giving Carl Walker this opportunity to be of service. Please call if you have any questions or concerns. Sincerely, Carl Walker, Inc. Gregory A. Watts, Senior Parking Specialist/Project Manger