HomeMy WebLinkAboutEver Vail Transit Center Program 030810 EVER VAIL TRANSIT CENTER PROGRAM
LSC Transportation Consultants, Inc.
March 8, 2010
This memo presents a review of the existing and future need for bus bays in the
Ever Vail development. This (s based in large part on the local and regional
routes that will service the site, as well as expected future expansions of these
services based upon regional growth. While the specific transit demand levels
generated by Ever Vaii (to be evaluated separately) may well expand the need
for bus runs in the future, these new runs will generaliy be scheduled so as to
reduce frequencies by adding new service times, and thus will not materially
impact the number of buses at Ever Vaii at any one time.
Project Overview
The Ever Vail project site is located on the western end of Vail, adjacent to the
Lionshead area, and is roughly 0.38 miles in length. The proposed Ever Vail
project incorporates a mixed-use plan. Major components of this plan include
358 residential units, 100,000 square feet of retail floor, 33,600 square feet of
office floor,area, a 120-room hotel and 48 employee housing units. Parking is
� also an important component of the plan, with a total of 1,551 parking spaces
proposed for skiers, shoppers, residents and hotei guests; drop-off locations are
also provided on both the west and east ends of the development. As a point of
reference, overall Ever Vail development is planned to be comparable with
today's level of development in Lionshead, ultimately providing 86 percent of the
total number of units currently in Lionshead as well 115 percent of the
commercial floor area.
Also inciuded in the project plan is a transit center, with a proposed location
along the I-70 Frontage Road near the eastern end of the project boundary.
Note that the center will serve as a scheduled bus stop only, and will not be used
for bus layovers, driver breaks, or as a transfer point between bus routes or as a
transfer point between bus routes except to transfer to/from the In-Town Route.
Existing Transit Services
vail T�ansit
The following Vail Transit routes would serve Ever Vail:
. West Vail Green Route (Clockwise) and West Vail Red Route
(Counterclockwise) — Currently two runs per hour are operated in each
�
Ever Vai/T�ansit Center Program Page 2
� direct'
ion, fre uentl with shadow buses. At resent buses sto at the
q Y P � p
Cascade Crossing location west of Ever Vail area and West Lionshead Plaza to
the east. Upon development, stops wili be located at the Ever Vail Transit
Center. As shown in Table A, with the current schedule the two routes are
offset from each other and thus could share two bays.
. In-Town Route —This service does not operate on a set schedule, but
rather buses are dispatched to provide consistent, short headways that vary
with passenger demand. At the busiest times, buses can "bunch"due to
loading delays, resulting in two buses at the�same stop in the same direction
at times. At present, this route continues westbound through the East
Lionshead area to West Lionshead before returning back through East
Lionshead eastbound, skirting the edge of the Ever Vail project area. With the
new development, the route will travel into the eastern end of Ever Vail, with
a proposed stop along Market Street. With Ever Vail, some of the westbound
shadow buses may terminate at Lionshead (allowing passengers to transfer
to another nearby bus continuing on), in order to maximize the passenger
capacity on the key load segments between Golden Peak and Lionshead.
However, it is still expected that two In-Town buses will be onsite at Ever Vail
on a frequent basis during peak perfods.
ECO Transit
ECO Transit is the regiona! bus system serving Vail, making connections as far as
Gypsum and Leadville. Given the scope of the development, Ever Vail will
become an important additional stop on the ECO Transit route system. At
present service levels, it will be served by the following routes:
• Edwards (Highway 6) — provides service between
Edwards/Arrowhead and Vaii, with interim stops in Avon/Beaver Creek
and Eagle-Vail. Using the existing schedule, it is estimated that Ever
Vail could be served up to 4 times per hour in the peak morning and
afternoon hours.
. Gypsum/Eagle — provides service from Gypsum and Eagle to Vail,
with stops in Edwards and Avon. An important stop along this route is
the Eagle County Airport, which generates visitors to the Vail area. Per
the existing ECO Transit schedule, service to Ever Vail is expected to
reach up to two runs per hour, during peak times.
• Minturn — provides direct service between Minturn and Vail. Given the
existing schedule, Ever Vail is anticipated to be served by up to one
run every hour during peak morning and afternoon times.
Ever Vai/ Transit Center P�ogram Page 3
�
. Leadville — provides service from Leadville to Avon, with intermediate
stops in Minturn, Eagle-Vail and Vail. It is expected that Ever Vail will
be served by up to two runs per hour during peak afternoon times
(morning service is prior to the beginning of the peak activity period at
7:00 AM).
In addition, until the 2009-10 winter season a Beaver Creek—Vail routes was
also operated. While this route has been cut due to budget constraints, it can be
expected that it wiil ultimately be reinstated; this route is therefore included in
the inventory of existing services. As shown in Tables B and C, during the peak
hour-long portion of the key AM commute period up to 10 individual service
times wiil occur at Ever Vail, with up to li service times in the PM commute peak
hour. Ex i consideration of shadow buses, four buses will be onsite within
a five minute period around both 7:15 AM and 4:15 PM. ncl in shadow
buses, four buses will also be onsite within five minute period around 8:25 AM
and 6:10 PM, as well as five buses around 7:15 AM. Given the variation in actual
route times, even if the shadow bus can be delayed to avoid also being at Ever
Vail at the peak time, it will not uncommon for buses for four buses to be at Ever
Vail at the same time. This figure can be reduced to three buses at one time,
but only if buses are actively managed by delaying one or more buses as they
� leave earlier stops.
Shadow Buses
It is important to note that Vail Transit as well as ECO Transit currently employ
"shadow" buses on many routes in order to provide adequate passenger capacity
at peak load times. Also known as"piggyback" or"firipper" buses, these
additional buses are added as a second bus on a single scheduled run. This
tends to be an appropriate way to provide a high quality of transit service during
periods of particularly high demand. The use of shadow buses is a common
occurrence in the peak winter season on the West Vail Red, West Vail Green and
East Vail Routes on the Vail Transit system as well as on the ECO Transit
Highway 6 and Gypsum/Eagle routes, provided largely inbound in the AM peak
period as well as outbound in the PM peak period. Drivers in the AM peak period
that notice their bus is reaching capacity will call the dispatcher, who will arrange
for a shadow bus to be added at the next major stop and to serve the route into
the Vail Transportation Center (VTRC). In the outbound direction, shadow buses
are dispatched from the VRTC and serve the route until all passengers are
dropped off. The result is the potential for more buses at a single stop, which
could be the case during certain times at Ever Vail unless drivers and dispatchers
carefully manage the service by delaying shadow buses to not arrive until earlier
buses depart.
�
Eve� Vai/ Transit Center Pmgram Page 4
Charte�Bus Ser�ice Demand
Counts conducted at the existing charter bus loading area in Lionshead indicate
that 5 to 8 charter buses access the portal on peak days. (Note that these buses
are in addition to charter buses providing service directly to lodging facilities in
the Vail area.)
At present, charter buses can be accommodated in the small (125'X 135� lot
just southeast of the Uonshead parking structure. In addition to nat providing a
good experience to arriving skiers (including a 1,500-foot walk to the nearest
gondola), this site could potentially be eliminated due to redevelopment of the
parking structure site. There clearly is a need for a long-term charter bus
loading/unloading area within convenient walk distance of one of the mountain
portals. Given that the bus activity at the Vail Transportation Center already
exceeds the capacity at peak times, this is not a viable solution. Unless other
options that provide good access to the mountain come forward, Ever Vail is the
best available opportunity to develop a good site for charter bus passenger
loading/unloading.
Note that longer-term parking for charter buses over the course of the ski day
need not occur at Ever Vail. Rather, buses can be parked elsewhere (such as a
park or school site unused on peak ski days) and be onsite at Ever Vail only for
the 10 to 15 minutes needed to unload or load skiers and their gear. This
strategy would be enhanced by the availability of a comfortable waiting area for
passengers at the end of the skI day. The number of bays needed to
accommodate existing charter bus loading and unloading is two to three.
Future Vail Transit Needs
Demand for Vail Transit is expected to grow over the coming 20 years, though at
a relatively low rate. While development will increase population and
employment, housing affordability issues will limit the impact on commuting by
bus completely within Vail. In addition, the development of expanded services at
new mountain portals appears to have reduced the demand for intemal visitor
transit use over recent years. Over the last several years, annual ridership has
grown by a rough average of 1.2 percent per year. The high forecast level of
future development in the Lionshead area (an 82 percent increase in the number
of ladging/residential units and a 57 percent increase in commercial floor area)
indicates that the demand for transit service to/from Lionshead will grow at a
higher rate. A 2.5 annual rate of ridership growth, corresponding to roughly a
65 percent increase in ridership over a 20-year period, is assumed for this
analysis.
Eve� Vai/ Transit Cente�Program Page 5
�
Currently, the West Vail Red and Green routes would serve Ever Vail twice per
hour. With the expected increased demand on these routes, service frequency
will ultimately be increased leading to the potential for four runs per hour serving
Ever Vail, as shown in Table A. With expansion, the two routes will serve Ever
Vail roughly two minutes apart which, given vagaries of travel time, will often
result in buses on both routes being onsite at the same time. As a result, it is
recommended that four bus bays be provided: two to accommodate the West
existing Vail Red and Green routes, and two for future expansion.
With growth in demand, and after completion of the Simba Run undercrossing,
the service between the Village, Lionshead and West Vail could be reconfigured
into a "Line Haul" route that provides express transit service at key stops along
the corridor. In addition to Ever Vail, key high density/ridership stops on this
route would be Vail Village, Lionshead, Timber Ridge and West Vail Commercial.
(As an indication of the expected future growth that will contribute to the need
for this new route, Timber Ridge is currently going through the development
process to add up to approximately 350 additional transit passengers during the
peak-hour.)
A Line Haul Route would be in addition to the existing Red and Green Routes,
which would continue to provide "local" service to each stop. This new route
would reduce the need for shadow buses on the Red and Green Routes. As a
result, the Line Haul route could be planned to effectively use one of the four
routes otherwise allocated for the Red and Green Routes, and thus would not
result in a need for an additional bay.
future ECO Transit Needs
Growth of ECO Transit ridership in the future is expected to be extensive. The
ECO Transit Emp/oyment Unkage Study prepared by LSC Transportation
Consultants in 2009 indicates a growth in peak winter daily ridership of roughly
45 percent between 2008 and 2013 (only a five year period). Projecting this
further to a 20-year planning horizon is more difficult. One consideration is
growth in population in the service area. State forecasts indicate that Eagle
County will grow by 135 percent between 2000 and 2035, adding an additional
55,000 potential riders. Lake County, also served by ECO Transit, is forecast to
grow by 166 percent (or 13,000 people). For purposes of this study a 20-year
doubling of transit demand is assumed.
As discussed above for the Vail Transit expansion, much of the resulting increase
in the need for bus bays will take the form of increased service frequency that
will not result in a corresponding increase in the number of ECO Transit buses
�
Eve� Vai/ T�ansit Center Prog�am Page 6
onsite in Lionshead at any one time. However, ECO Transit ridership is more
focused on employment trips, which are more concentrated in the periods
around employment start/stop times. Reviewing the existing schedule in light of
this increased demand, a total of one additional bay should be provided to
accommodate future growth in ECO Transit, for a total of five. This would
minimize the need to delay buses to avoid exceeding the capacity of the Ever
Vail transit bays. At a minimum, four bays should be provided (though this will
require buses to be delayed along the route prior to Ever Vail).
Futu�e Charter Bus Needs
The demand for charter service can be expected to increase (up to double) over
the next twenty years, for several reasons:
. Population growth will increase the number of persons within a convenient
drive distance of Vail. Most recent State estimates indicate that the Denver
metro area will grow by 70 percent by 2035.
. While gasoline prices have abated somewhat from previous year's highs,
future prices in general are expected to be substantially higher than over past
decades, increasing the attractiveness of intercity bus transportation as a
cost-saving alternative to the private vehicle.
. The "graying" of the population as the Baby Boom generation ages will
substantially increase the proportion of the population (skier and non-skier}
that may find quality intercity bus transportation to be preferable to driving.
. There is an increasing acceptance across the nation of use of high-quality
intercity bus service, expanding its potential "market" beyond the traditional
rider groups.
The Vail Transportation Plan (excerpt attached) identifies an ultimate future need
to accommodate 15 ta 20 charter buses. Assuming that 20 charter buses need to
be loaded over the course of an hour at the end of a ski day, and that each bus
requires to be on-site for 10 to 15 minutes, the number of bays needed to
accommodate existing charter bus loading and unloading is three to frve.
Other Potential Bus Service Needs
There are several other potential programs that could increase overall bus
activity (and bus bay needs) in the Vail area in the future, including service from
Summit County, service from the Roaring Fork Valley, as well as expansion of
intercity bus service. However, the Vail Transportation Center is considered to
�
Ever Vai/ Transit Cente�P�ogram Page 7
� be the key hub for future regional service, and thus would not impact the need
for bus bays at Ever Vail.
Shuttle Van Service
Uniess activity discouraged, it can be expected that some of the hotel shuttle van
activity (generated by offsite hotels shuttling guests to a ski portal) will shift to
Ever Vail from Lionshead, as the walk distance to the nearest gondola wil( be
shorter. However, as Ever Vail plans will accommodate this use in the western
portion of the project, they do not impact the program for the transit center
area.
Summary of Ever Vail Transit Facility Program Needs
Based on the discussion above, Table D presents a summary of the number of
vehicles that are recommended to be accommodated on site at peak times. As
shown, the total number of public transit bays (Vail Transit plus ECO Transit) is
calculated as follows:
■ For current Vail Transit services, 4 bus bays would be needed (including
those for the In-Town Route). This would grow to 7 bays in the future.
� • ECO Transit will require a minimum of 3 bays at current service levels
(and preferably 4), increasing to a minimum of 4 (and preferably 5) in the
future.
■ Charter bus service optimally should be provided with 3 bays at present,
increasing to 5 in the future. A minimum of 2 at present and 4 in the
future could function, though this would require careful schedufing of
loading and unloading on peak days and could result in delays to
individual groups of passengers.
Excluding charter buses, a total of 8 public transit bus bays are recommended at
the outset (including the two In-town bays), rising to 12 bays in 20 years. At a
minimum, 7 public transit bays at present rising to 11 in 20 years will be
necessary. Optimalfy, an additional 3 bus bays would be provided for charter
service rising to 7.
As an aside, the concept of diverting buses to stop along Market Street only
when adequate space is not avaifable in the transit center is not recommended.
While this may be adequate for deboarding passengers, passengers waiting for
the bus would be in the wrong location, and would be left behind. Though it
may be feasible for future versions of the site plan to provide designated stops
Ever Vai/ Transit Center Program Page 8
for specific routes or services along Market Street, it is very important in terms of
a functionai pubfic transit program for passengers to be assured that the
designated location is where their bus will arrive.
Market Street is also not recommended as a location for charter bus parking. As
the noise and air emissions generated by charter buses are not as well regulated
as for public buses, this use could result in negative impacts along the confined
space along Market Street. A better strategy for accommodating charter buses is
along the south side of the Frontage Road.
Recommended Passenger Amenities
Passenger amenities provided at the Ever Vail Transit Center should include the
following:
• Waiting area for approximately 160 total passengers, including 80 seats.
This area wou(d preferably be located adjacent to the charter bus bays,
with a view of the arriving buses.
• Enclosed, heated waiting area for a minimum of 40 seated passengers.
This is particularly important to accommodate the charter bus passengers,
as these passengers tend to arrive at the end of the day a relatively long
� time prior to their departure. Without bus storage on site, they should be
provided with a comfortable waiting area adjacent to the charter bus
loading area.
■ Floor space for a touchscreen information kiosk, as well as wall space for
a flatscreen display of real-time bus arrival information.
■ Trash receptacles and recycfing receptacles.
In addition, it is assumed that restrooms would be available within a convenient
walk distance of the bus bays.
Example Transit Center Layout
The attached figure presents a conceptual layout of a transit center configuration
that attains the program defined above, over the most current overall site plan.
This fayout was developed as follows:
■ The two bays for the In-Town Route (labeled I1 and I2) are kept in the
current location on the north-south road, except the bulbout in front of Ii
is eliminated as it would not be physically feasible for a bus to depart I1
�
Eve� Vai/Transit Cente�Program Page 9
� (and moving both bays to the south would intrude into the intersection to
the south).
■ The one-way eastbound flow through the transit center was retained, as
this reduces conflicts between vehicle movements and pedestrians and
minimizes the area required around the entrance and exit af the transit
center.
■ A tatal of 9 bus bays are provided within the transit center area (internal
to the structure). Along with the 2 bays provided for the In-Town Route,
this provides the minimum of 11 bays required for public transit services,
without the need for any public buses to use the bays along the south
side of the Frontage Road.
■ The potential length of a curbside bus bay along the south side of the
Frontage Road was maximized, assuming that a minimum of Z5 feet af
tangent would be necessary between the curb returns at the ends of the
bus bay and the curb returns of the adjacent streets. This provides
roughly 100 feet between the centerline of the adjacent streets and the
closest portian of the nearest bus bay. This length is adequate far up to
four charter buses (Bays C1 through C4), though these bays would not be
� able to operate independently. For instance, a driver would not be able to
enter Bay C4 if a bus is already in Bay C3, and a driver wishing to depart
from Bay C3 could be hindered by the presence af a bus in Bay C4. This
bay is recommended to be 15 feet in width, to allow buses to partially pull
out of a bay before entering the eastbound travel lane in order to improve
driver sight distance and provide eastbound cyclists wlth space to
manewer between parked buses and eastbound vehicles.
• Both a sawtooth arrangement and a straight curb arrangement were
considered for Bays B1 — B4. The sawtooth arrangement is preferable as
it allows independent operation of all bays. In addition, the straight curb
arrangement was not found to yield any additional usable space.
While this conceptual plan does not meet the long-term optimal program of 12
public transit bus bays plus 5 charter bus bays, the 11 public transit bus bays
and 4 charter bus bays does attain the minimum program.
Phasing of the Transit Center
If This layout provides two options for phasing, if it is deemed preferable not to
construct all bus bays at the outset. Under both of these options, Bays I1, I2,
and A1 to AS would be constructed at the outset:
�
Ever Vai/ T�ansit Center Program Page 10
�
• Under one option, the B Bays would be constructed at the outset while C
Bays would not be constructed until needed. This would provide a total of
li bays at the outset, sufficient to accommodate provide the 8 optimal
near term public transit bays plus the 3 optimal charter bus bays.
■ Under the other option, the C Bays would be constructed at the outset.
The 6 Bay island would initially be constructed at a minimal width (such as
8 to 10 feet) but full length. This would ailow sufficient space to the north
to provide approximately 18 angled auto parking spaces along one side,
which could be used for short term / skier drop-ofF uses. A total of 11 bus
bays would be provided. At peak times, it would be necessary to
designate one ECO Transit bus route to use a bay along the Frontage
Road, which could cause delays if other bays are occupied by charter
buses.
If it is not feasible to construct all bus bays at the outset, the first phasing option
is recommended as it provides less potential for delays to the public transit
systems and shorter walk distances for transit passengers.
�
�
�
TABLE A: Vall Translt Peak Period Servlce b Ever Vail
Excludlnyln-Town ShutGQ
■ Scheduled Bus
�Shadow Bus in Peak
Future Expanslon Bus
Minutes Past the Hour West Vail Green West Vail Red
Poek Porlod 5c45 AM to 8:15 M 8:00 AM fi 8:30 PM
0
1
'1
:f
4
0
8 ■ �
7
8 � �
8
10
11
12
13
14
15
16
17
18
19
20
21 � �
22
23 ■ �
24
25
26
27
28
29
30
31
32
�
�
35
38 � �
37
38 � �p
39
4D
41
42
43
44
45
46
47
48
49
50
51 � �
52
53 ■ �
54
55
56
57
58
59
Source:Vail Transit 2008-09 Winter Schedule
�
,
TABLE B: Existing Peak Morning Wlnter ECO Transit
Service to Ever Vail
■ Scheduled Bus � Shadow Bus in Peak
Time Edwards GypsuMEagle Leadville Mintum �voNBeaver Creek(1)
7:09 AM
7:10 AM
7:11 AM �
7:12 AM
7:13 AM
7:14 AM ■ ■ �
7:15 AM
7:16 AM ■
7:17 AM
7:18 AM
7:32 AM
7:33 AM ■ �
7:34 AM
7:35 AM
7:38 AM
7:37 AM
7:38 AM
7:39 AM
7:40 AM ■
7:41 AM
7:42 AM
7:43 AM ■
7:44 AM
7:45 AM
� 8:00 AM
8:01 AM
8:02 AM �
5:10 AM
8:11 AM
8:13 AM
8:14 AM ■
8:15 AM
8:16 AM
8:20 AM
8:21 AM
8:22 AM �
8:23 AM
824 AM
8:25 AM ■ ■ �
8:26 AM
827 AM
8:28 AM
8:28 AM �
8:30 AM
8:31 AM
8:32 AM
8:33 AM
8:34 AM
8:35 AM
8:36 AM ■ �
6:37 AM
8:38 AM
8:39 AM
8:40 AM
8:41 AM
8:42 AM �
8:43 AM
8:44 AM ■
8:45 AM
Source:ECO Transit 2008-09 WirKer Schedule
Note 1:Not o atl in 2009-10 wi�ter s�son,bul can be refnstated In the future.
�
�
7ABLE C:Existing Peak Aftemoon Wlnter ECO Tianslt
Service to Ever Vall
■Scheduled Bus � Shadow Bus in Peak
Time Edwerds w k LeadWle h4nhen AvorVBetverCrea 1
4:11 PM
4:12 PM �
4:13 PM �
4:14 PM ■ �
4:15 PM
4:18 PM
4:22 PM
423 PM
4:24 PM ■
4:25 PM
4:28 PM
4:32 PM
t:33 PM
4:30 PM �
4:35 PM
4:36 PM
4:42 PM
4:43 PM
4:4{PM ■
4:45 PM
4:48 PM
4:47 PM �
4:18 PM
4:49 PM
6:50 PM
4:51 PM
4:52 PM ■ �
4:53 PM
4:54 PM �
4:55 PM
4:57 PM
4:58 PM
� 4:58 PM ■
5:00 PM
5.'01 PM
5:08 PM
5:09 PM
5:10 PM ■
5:11 PM
5:12 PM
5:13 PM
5:14 PM �
5:15 PM
5:21 PM
5:22 PM ■ � �
523 PM
5:24 PM
5:25 PM
5:28 PM
5:31 PM ■ �
5:35 PM
5:38 PM
5:43 PM
S:M PM ■
5:45 PM
5:46 PM
5:52 PM
5:53 PM
5:54 PM �
5:55 PM
B:OB PM
6:08 PM
8:08 PM �
8:10 PM ■ ■ ax
6:11 PM
8:12 PM
8:17 PM
8:18 PM ■ �
6:19 PM
620PM
Soume:ECO Traroit 2f1060B WIMer SchedWe
NoM 1:Not retl In 2009-10 winier eeason,but an bs rslrotalstl In the firiure.
�
TABLE D: Ever Vail Transit Bays
Bus Ca aci
Transit Service Near Term 2p Years
Vail Transit
Subtotal: Green and Red 2 3
Line Haul Route 0 1
Intown Route 2 2
Total Vail Transit 4 7
ECO Transit
Optimal 4 5
Minimum 3 4
Tota/Public Trans/t Bays
Optirnal g 12
� Minimum 7 ��
CharteNFront Range Buses
Optimal 3 5
Minimum 2 3
�
f
�
P
a � � � �
� � � � � �N z�� �� .
� � � � & ,�,���;,^" '� ,y'y � �.
� � � ` �°:
� � � �.,.;
o � � . s � - E� . '
r � � � � � � �
_ . �� °�� ���
� E.
� �. � �� � �°� ��
� �. �„ w
. � � °< ,. .. �. ., � : �r�� ,. '
O ��� �
� v. , �
� �� � .� 9�� `;�
a � � � , �; ,
i �w� ; z �k e �
B � � �� �
� � ' �rt � �
��� �: �
� � � �� � ;�'��.� � � � ,��
� � �
�
A,,. ' �,,,
F ,
5�
x. �:,
e
���
V �� "�"t�, t
� . F
� �
e '�
> 9 .
. x
c.
, '
.���h }�,.,.,p; , �:.�j . .,.e .;: �_..._ ... . n.. . ..�,. . ,-... -- --
�" � .
. . � � M, � .�. ,,.�_.�._.�.
�
. . � _ �, . � j1 x. . . .. � . .
. � � QD " S<::. . . . �.
.� .,.. � � r< � . ,. ', . �
� :
� . . '� � ,. „ . ..._.. .. . �
, �N� � � �..�
�: c a 4 ,� � £ , ��� ��
#
� � $� �r z�� >� ....
�� � �a. 'V �E�. ������`�' � . Y �� . .
� � � .ri-� �. � ��� � �,
���V � „�� ��" ��` � - , .
� � � :� � i(
� �� � .
• , ' � � �
�.
�. . .
u
� .;;... ��� ti .. �y' � � ��.
�a���..� � ..„ . ,,,
. . . -„ 6 . �� .
�
,e
� . ,� . ...... ' ..
.
m �
� �
� �� �
� � . � �� .. s ,.. �