HomeMy WebLinkAboutPEC120041 TRAFFIC STUDY Transportation Impact Study
for
Marriott Residence Inn Redevelopment
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October 15, 2012
PREPARED FOR:
The Harp Group
601 Oakmont Lane,Suite 420
Westmont, IL 60559
Contact: Peter Dumon, President
PREPARED BY:
McDowell Engineering, LLC
PO Box 4259
Eagle, CO 81631
970.623.078
Contact: Kari J. McDowell Schroeder, PE, PTOE
Project Number:M1095
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Statement of Engineering Qualifications
Kari J. McDowell Schroeder, PE, PTOE is a Transportation and Traffic Engineer for McDowell
Engineering, LLC. Ms. McDowell Schroeder has over fifteen years of extensive traffic and
transportation engineering experience. She has completed numerous transportation studies
and roadway design projects throughout the State of Colorado. Ms. McDowell Schroeder is a
licensed Professional Engineer in the State of Colorado and has her certification as a
Professional Traffic Operations Engineer from the Institute of Transportation Engineers.
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 2
Traffic Impact Study for Marriott Residence Inn Redevelopment
Table of Contents
1.0 PROJECT DESCRIPTION............................................................................................................................4
2.0 EXISTING CONDITIONS............................................................................................................................ 7
2.1 DESCRIPTION OF EXISTING TRANSPORTATION SYSTEM................................................................................................7
3.0 FUTURE TRAFFIC PROJECTIONS..............................................................................................................10
3.1 CAPITAL IMPROVEMENT PROJECTS.......................................................................................................................10
3.2 BACKGROUND TRAFFIC GROWTH.........................................................................................................................ZO
4.0 PROJECT TRAFFIC...................................................................................................................................13
4.1 TRIP GENERATION.............................................................................................................................................13
4.2 TRIP DISTRIBUTION...........................................................................................................................................15
4.3 SITE CIRCULATION.............................................................................................................................................15
4.4 TRIP MODE SPLITAND ASSIGNMENT....................................................................................................................15
5.0 TRANSPORTATION IMPACTANALYSIS....................................................................................................22
S.1 SITE ACCESS AUXILIARY TURN LANES....................................................................................................................22
S.2 LEVEL OF SERVICE ANALYSIS................................................................................................................................23
5.3 ENTERING SIGHT DISTANCE ................................................................................................................................24
5.4 ACCESS PERMITTING .........................................................................................................................................25
S.S MULTIMODAL PEDESTRIAN AND BICYCLE FACILITIES................................................................................................25
6.0 RECOMMENDATIONS AND CONCLUSIONS..............................................................................................26
7.0 APPENDIX..............................................................................................................................................27
Tables and Figures
FIGURE1:AREA MAP.........................................................................................................................................4
FIGURE 2:CONCEPTUAL SITE PLAN..................................................................................................................... 6
FIGURE 3:YEAR 2013 BACKGROUND TRAFFIC VOLUMES..................................................................................... 9
FIGURE 4:YEAR 2035 BACKGROUND TRAFFIC VOLUMES WITHOUT SIMBA RUN.................................................11
FIGURE 5:YEAR 2035 BACKGROUND TRAFFIC VOLUMES WITH SIMBA RUN.......................................................12
TABLE 1:TRIP GENERATION...............................................................................................................................14
FIGURE 6:ASSIGNED PROJECT GENERATED TRAFFIC WITHOUT SIMBA RUN.......................................................17
FIGURE 7:ASSIGNED PROJECT GENERATED TRAFFIC WITH SIMBA RUN..............................................................18
FIGURE 8:YEAR 2013 TOTAL TRAFFIC VOLUMES................................................................................................19
FIGURE 9:YEAR 2035 TOTAL TRAFFIC VOLUMES WITHOUT SIMBA RUN UNDERPASS.........................................20
FIGURE 10:YEAR 2035 TOTAL TRAFFIC VOLUMES WITH SIMBA RUN UNDERPASS..............................................21
TABLE 2:AUXILIARY TURN LANE REQUIREMENTS WITHOUT SIMBA RUN:..........................................................22
TABLE 3:AUXILIARY TURN LANE REQUIREMENTS WITH SIMBA RUN:.................................................................23
TABLE 4:TOTAL TRAFFIC LEVEL OF SERVICE.......................................................................................................24
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 3
1.0 Project Description
The Marriott Residence Inn, a proposed 1.9 acre redevelopment, is located near the
intersection of the Interstate 70 North Frontage Road and Buffehr Creek Road within
the Town of Vail. This new all-suites hotel will replace the existing Roost Lodge
located on the property.
The southern boundary of the property abuts the Frontage Road and starts
approximately 250 feet north east of the Buffehr Creek Road intersection with the
Frontage Road. The property is also bordered on the north by Meadow Ridge Road,
but is does not and is not anticipated to take access from it due to the grade
differential. The location of this property in relation to the surrounding area can be
seen in Figure 1.
Fiqure 1:Area Map
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M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 4
The proposed redevelopment is expected to include a Marriott Residence Inn, its
associated support facilities and employee housing.
Specifically, the Marriott Residence Inn project is currently anticipated to consist of:
• 152 Studio, One and Two Bedroom Hotel Suite Rooms (73 studios, 72 one-
bedroom units, and 7 two-bedroom units)
• Lobby, Library, Lounge and Associated Guest Facilities
• 2 Employee Housing Units
A concept plan of the proposed development can be seen in Figure 2.
This development site is currently occupied by the Roost Lodge, which includes a 72-
room hotel and 1 employee housing unit.
The Marriott Residence Inn Redevelopment has an assumed build out completion
year of 2013. Analysis has been performed for existing conditions, background and
total conditions for short-term Year 2013 as well as for the long-range planning Year
2035.
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 5
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2.0 Existing Conditions
2.1 Description of Existing Transportation System
Interstate 70 North Fronta�e Road:
The I-70 North Frontage Road
�`
provides the primary local connection � � �,.:;�
along the north side of Interstate 70 = , ^.����'A'`:i +�
between the West Vail and Vail Villa e '�� + ��� � � +,�,�
g . ,,,, ���--:�!►�'�ti.!"�d!� �r ��,��"�' �
Interchanges. In the vicinity of the
project site, this two-lane facility is ""�
classified as Access Category F-R, -
Frontage Road by the Colorado - -
Department of Transportation (CDOT)
and has a posted speed limit of 35 .
mph. There are no existing auxiliary
turn lanes at the two accesses to the property.
CDOT and the Town of Vail completed an Access Management Plan Map for this
roadway as part of their Vail Transportation Master Plan Update in 2009.
Buffehr Creek Road: Buffehr Creek Road is a local two-lane roadway providing
access to Chamonix Lane and residential development north of the development
property. Buffehr Creek Intersects the North Frontage Road 250 feet to the
southwest of the development property. The posted speed limit on this roadway is
25 mph.
Meadow Rid�e Road: Meadow Ridge Road is a short, cul-de-sac roadway that forms
the northwest boundary of the proposed redevelopment. The subject property does
not take access from Meadow Ridge Road, nor is it expected to do so in the future
due to the grade differential between the property and the road.
Pedestrian, Transit and Bicycle Facilities:
The sole existing bicycle/ pedestrian
facility in the vicinity of the Marriott
Residence Inn redevelopment is the
North Recreation Path, which
connects the Vail Village and West Vail
Interchanges along the north side of
the North Frontage Road. The path is
contiguous across the frontage of the =�
site and consists of a widened asphalt ` -
shoulder. A concrete path with curb
and gutter exists to the east of the � - * �� �4� �
project site and west of Buffehr Creek � `'� '
Road. �
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 7
Both the red and green West Vail bus
routes travel along the North
Frontage Road adjacent to the `
redevelopment site. There is a bus 'T, �
stop for the westbound routes at the ' y�
southwest corner of the subject ' �
' 4 ' - .i
property. _ _- -- .,�,,:_ I ,
� , � `'� �
�
� � � '
_. - �
�
Year 2013 Back�round Traffic Volumes: Year 2013 traffic conditions are based on
traffic counts provided by the Town via the Vail Transportation Master Plan Update,
2009 at the intersection of the North Frontage Road with Buffehr Creek Road. CDOT
and the Town agreed that this data could be used for the Marriott Residence Inn's
traffic analysis. The Town of Vail is planning on additional traffic data collection in
January 2013. Refer to the Appendix for this data and correspondence with CDOT
and the Town of Vail.
The assumed Year 2013 Background Volumes are based on data taken from both
Figure 2: Existing Volumes and Figure 7: 2025 Peak Hour Traffic Projections of the
Master Plan Update. As the Figure 2 volumes were constructed using data taken in
2004 and 2005, Year 2013 background volume growth was linearly interpolated
using Years 2005 and 2025 as the starting and finishing years, respectively. Per Town
staff, there are no other projects under development that should impact these
volumes. Background PM volume projections for Year 2013 can be seen in Figure 3.
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 8
Figure 3: Year 2013 Background Traffic Volumes
i
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K
C I��WE LL LEGEND:
E1`�GII�iEERING � PMVolumes= XX
� ,� ���:
TRAdJSP!]�TATI(7N EN�.�reE[RI.nG caNSU�*nkrs Turning Movements � � �
Project Number: M1095 (NTS)
Prepared by: CSV
Marriott Residence Inn Redevelopment October 15,2012
Vail,Colorado
3.0 Future Traffic Projections
3.1 Capital Improvement Projects
Per the Vail Transportation Master Plan Update, 2009 (Master Plan UpdateJ, the
North Frontage Road is anticipated to remain a two-lane facility through the long
term planning horizon. However, the Master Plan Update anticipates the
construction of an eastbound left turn deceleration lane to Buffehr Creek Road prior
to Yea r 2035.
The Town of Vail and its' Masrer Plan Update anticipates the construction of the
Simba Run Underpass of I-70 some time prior to the long term planning horizon.
CDOT and the Town of Vail are currently starting the environmental review process
for this project. This underpass, expected to be located to the west of the Lionshead
Village, would provide an additional connection between the portions of Vail north
of I-70 and those south of the interstate. The likely result of this underpass on
project-generated traffic would be to increase the portion of traffic headed to or
from the east on the North Frontage Road.
CDOT staff has requested that this potential underpass not be included when
distributing project-generated traffic, however town of Vail staff has indicated that
they would like to see the effect of this improvement upon project generated traffic.
Both alternatives have been included in this study.
3.2 Background Traffic Growth
Long-term background growth along the North Frontage Road is based on the Year
2025 volume projections provided in the Master Plan Update. Correspondence with
Town staff regarding the anticipated growth rates can be found in the Appendix.
Per Town staff,
...these projections represent a build out scenario study with 2025 selected
as full build out. This was done during the boom in Vail and a lot of large
developments were on the table going thru the process. Many of those
have been stopped or delayed. We suggest using the 2025 data with a
modest growth rate of 0.5%from 2025 to 2035.
This methodology was used for Year 2035 conditions. The resulting projected Year
2035 background traffic volumes without the addition of the Simba Run underpass
volumes can be seen in Figure 4. If the Simba Run underpass is constructed, the
Master Plan Update indicates that the background traffic utilizing the North
Frontage Road will increase significantly under 2035 conditions. The projected Year
2035 background volumes with the Simba Run underpass can be seen in Figure 5.
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 10
Figure 4: Year 2035 Background Traffic Volumes without Simba Run Underpass
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]
K
C I��WE LL LEGEND:
E1`�GII�iEERING � PMVolumes= XX
� ,� ���:
TRAdJSP!]�TATI(7N EN�.�reE[RI.nG caNSU�*nkrs Turning Movements � � �
Project Number: M1095 (NTS)
Prepared by: CSV
Marriott Residence Inn Redevelopment October 15,2012
Vail,Colorado
Figure 5: Year 2035 Background Traffic Volumes with Simba Run Underpass
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C I��WE LL LEGEND:
E1`�GII�iEERING � PMVolumes= XX
� ,� ���:
TRAdJSP!]�TATI(7N EN�.�reE[RI.nG caNSU�*nkrs Turning Movements � � �
Project Number: M1095 (NTS)
Prepared by: CSV
Marriott Residence Inn Redevelopment October 15,2012
Vail,Colorado
4.0 Project Traffic
4.1 Trip Generation
The proposed Marriott Residence Inn is anticipated to consist of:
• 152 Studio, One and Two Bedroom Hotel Suite Rooms (73 studios, 72 one-
bedroom units, and 7 two-bedroom unit; all with kitchens)
• Lobby, Library, Lounge and Associated Guest Facilities
• 2 Employee Housing Units
The hotel units with kitchens meet the ITE Trip Generation Manual Eighth Edition,
2008 (Trip Generation ManualJ criteria as Land Use #311, All-Suites Hotel. This land
use also accounts for ancillary land uses such as the lobby, library and lounge for
guests. As there is no Saturday trip generation data available for the All-Suites Hotel
Land Use, CDOT directed the use of Land Use #310, Hotel, for all Saturday estimates.
The four employee residence dwelling units are best classified by Land Use #230,
Condominium/Townhome.
Per the Trip Generation Manual, this site would be expected to generate a total of
756 external trips over the course of an average weekday. This site would be
expected to generate 1,256 trips over the course of the average Saturday. This
equates to an additional 162 trips during the average weekday and 661 average
Saturday trips from the existing development.
Included within this would be a total of 112 Saturday peak hour trips, 60 morning
peak hour trips and 64 evening peak hour trips, including all modes of travel. Refer
to Table 1 for trip generation calculations and further breakdown of these trips.
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 13
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4.2 Trip Distribution
The distribution of project-generated vehicular traffic on adjacent roadways is
influenced by several factors including the following:
• The location of the site relative to other commercial facilities and the roadway
network.
• The configuration of the existing and proposed adjacent roadway network
• Relative location of neighboring population centers
Based upon the above factors, it is assumed that approximately forty percent (40%)
of site generated traffic will travel to or from the east on the North Frontage Road
and sixty percent (60%) will travel to or from the west on the North Frontage Road
under short term conditions and under long term conditions if the Simba Run
underpass is not built.
Under long term conditions utilizing the assumption that the Simba Run underpass is
constructed, it was assumed that the distribution will follow a fifty percent (50%)
east, fifty percent (50%) west distribution pattern due to the increased accessibility
of points east of the project site as a result of the underpass.
4.3 Site Circulation
The Transportation Master Plan and Access Management Plan Map provide
guidance for the access points to the subject property. These documents specify that
the easternmost access will be ingress only and the westernmost access will be
egress only. Per Section 4.4(1) of the State Highway Access Code, 2002, (Access
Code) the minimum distance between access points should be at a minimum equal
to the design sight distance along the highway. Given a 35 mph posted speed limit
on the North Frontage Road, the two access points should be a minimum of 250 feet
apart.
4.4 Trip Mode Split and Assignment
Given the available bicycle/pedestrian routes and adjacent transit stop for the local
bus system, it can be assumed that a portion of site generated trips will be made by
modes other than passenger car. The limited parking in Vail also encourages people
to use alternative modes of transportation. An assumed reduction of 10% would
result in the reduction of the volume automobile trips of 11 trips during the
Saturday noon peak hour, 6 trips during the weekday morning peak hour and 6 trips
during the weekday evening peak hour.
Following the removal of non-vehicular trips from the project generated traffic, the
anticipated volume of vehicular trips at each site access can be calculated. The
anticipated assignment of trips on the roadway system is determined by applying
the external trip generation expected for this site and its corresponding mode split
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 15
to the estimated trip distribution. The resulting projections of site generated traffic
without the Simba Run underpass can be seen in Figure 6. The resulting long term
assignment utilizing distribution patterns assumed following the completion of the
proposed Simba Run underpass can be seen in Figure 7.
The short term total traffic anticipated at each intersection in question is the sum of
the estimated Year 2013 background traffic (Figure 3) traffic with Figure 6, and can
be seen in Figure 8.
Similarly, Year 2035 total peak hour volumes without the Simba Run underpass are
the combination of Figure 4 traffic data with the project trip assignment of Figure 6
and can be seen in Figure 9. Year 2035 total traffic volumes assuming the
construction of the Simba Run can be seen in Figure 10. As only evening peak hour
data was available from the Master Plan Update, all volumes in Figures 6 and 7 only
represent the evening peak hour.
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 16
Figure 6: Assigned Project Generated Traffic without Simba Run Underpass
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]
K
C I��WE LL LEGEND:
E1`�G I l�i E E RI N G � SAT/AM/PM Volumes= XX/XX/XX
� ,� ���:
TRAdJSP!]�TATI(7N EN�.�reE[RI.nG caNSU�*nkrs Turning Movements � � �
Project Number: M1095 (NTS)
Prepared by: CSV
Marriott Residence Inn Redevelopment October 15,2012
Vail,Colorado
Figure 7: Assigned Project Generated Traffic with Simba Run Underpass
1 � � 2
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]
K
C I��WE LL LEGEND:
E1`�G I l�i E E RI N G � SAT/AM/PM Volumes= XX/XX/XX
� ,� ���:
TRAdJSP!]�TATI(7N EN�.�reE[RI.nG caNSU�*nkrs Turning Movements � � �
Project Number: M1095 (NTS)
Prepared by: CSV
Marriott Residence Inn Redevelopment October 15,2012
Vail,Colorado
Figure 8: Year 2013 Total Traffic Volumes
� 2
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]
K
C I��WE LL LEGEND:
E 1`�G I l�i E E RI N G � PM Volumes= XXo
� ,� ���:
TRAdJSP!]�TATI(7N EN�.�reE[RI.nG caNSU�*nkrs Turning Movements � � �
Project Number: M1095 (NTS)
Prepared by: CSV
Marriott Residence Inn Redevelopment October 15,2012
Vail,Colorado
Figure 9: Year 2035 Total Traffic Volumes Without Simba Run Underpass
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TRAdJSP!]�TATI(7N EN�.�reE[RI.nG caNSU�*nkrs Turning Movements � � �
Project Number: M1095 (NTS)
Prepared by: CSV
Marriott Residence Inn Redevelopment October 15,2012
Vail,Colorado
Figure 10: Year 2035 Total Traffic Volumes With Simba Run Underpass
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C I��WE LL LEGEND:
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� ,� ���:
TRAdJSP!]�TATI(7N EN�.�reE[RI.nG caNSU�*nkrs Turning Movements � � �
Project Number: M1095 (NTS)
Prepared by: CSV
Marriott Residence Inn Redevelopment October 15,2012
Vail,Colorado
5.0 Transportation Impact Analysis
5.1 Site Access Auxiliary Turn Lanes
Without the Simba Run Underpass: As the North Frontage Road is a State
Highway facility of Access Category F-R, Frontage Road (Speed Limit 35 mph), the
need for auxiliary turn lanes to and from the site should be addressed. Per Section
3.13(4)(c-d) of the State Highway Access Code, 2002 (Access Code), as the North
Frontage road has a posted speed less than 45 mph, acceleration lanes are generally
not required and were not assessed further. At the proposed eastern site (ingress)
access there is the potential for two auxiliary deceleration lanes, the eastbound left
and westbound right movements. Neither lane currently exists.
A westbound right turn deceleration lane is required on a facility of this type when
the anticipated peak hour volumes exceed 50 vph. Depending on the peak hour
analyzed, expected right turn volumes entering the eastern site access range from
11-23 vph. No westbound right turn lane should be required at this access.
An eastbound left turn deceleration lane would be required at the eastern if peak
hour volumes are expected to use this movement exceed 25 vph. Saturday peak
hour volumes are projected at 34 vph for the eastbound left ingress movement. A
deceleration lane will be required at this location. Refer to Table 2, Auxiliary Turn
Lane Requirements for a breakdown of expected conditions.
Table 2:Auxiliary Turn Lane Repuirements without Simba Run:
Turning Maximum Peak Hour Lane Required? Turn Lane
Movement Turning Volume Length
(from Figure 6)
Westbound 22 vph No N/A
Right
<50vph turning
Eastbound 34 vph Yes 42'Storage,
Left >25vph turning 10:1 Taper
The Access Code also details the required auxiliary turn lane lengths. Per Table 4-6 of
the Access Code, the anticipated eastbound left turn deceleration lane is to consist
of the appropriate storage length and taper. Per Table 4-8 of the Access Code, the
storage length of a turn lane expected to experience a maximum peak hour volume
of 34 vph is 42 feet. Per Table 4-6 of the Access Code, a deceleration lane on a 35
mph facility is expected to have a taper ratio of 10:1. As a result, a 12 foot wide
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 22
eastbound left turn deceleration lane at the east site access should have a total
length of 162 feet, including 42 feet of storage and 120 feet of taper.
With the Simba Run Underpass: The turn lane requirements at the accesses in
question would be the same regardless of whether the Simba Run underpass is
constructed, however, the long term changes in traffic patterns would create
different projected site access peak hour volumes under Year 2035 conditions.
Under these conditions, peak hour westbound right volumes range from 14-29 vph,
eastbound left, 13-28 vph. Table 3 illustrates the expected high end effect of these
traffic conditions.
Table 3:Auxiliary Turn Lane Repuirements with Simba Run:
Turning Maximum Peak Hour Lane Required? Turn Lane
Movement Turning Volume Length
(from Figure 7)
Westbound 28 vph No N/A
Right
<50vph turning
Eastbound 28 Vph Yes 25'Storage,
Left >25vph turning 10:1 Taper
As can be seen in Table 3, per Table 4-8 of the Access Code, the primary change
created by assuming the construction of the Simba Run underpass is a reduction in
the required storage space of the eastbound left turn lane from 42 feet to 25 feet.
5.2 Level of Service Analysis
An HCM 2010 site access analysis was performed for both short term Year 2013 and
long term Year 2035 conditions. This analysis assumes that the single deceleration
lane explored as part of Section 5.1 will be constructed. The outbound, western
access, was anticipated to have both a left and right turn lanes. Table 4 summarizes
the total level of service (LOS) and delays.
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 23
Table 4: Total Traffic Level of Service
PM Level of Service
Intersection (Seconds of Delay)
Without Simba Run Control Movement 2013 2035
West Site Access and SB Stop SB B(15) C(20)
N Frontage Road SBL C(20J D(30J
SBR 8(11) 8(13)
East Site Access and No EBL A(8J A(9J
N Frontage Road Control
With Simba Run
West Site Access and SB Stop SB N/A E(46)
N Frontage Road SBL F(73J
SBR C(19)
East Site Access and No EBL N/A 8(11J
N Frontage Road Control
As can be seen in Table 4, both of the site access intersections are anticipated to
operate satisfactorily following the completion of the redevelopment through the
long term planning horizon when the Simba Run interchange is not assumed to have
been built.
The addition of significant background traffic resulting from the construction of the
Simba Run underpass would likely significantly degrade the side street Level of
Service for left turning vehicles leaving the project site. However, even under these
conditions, the ninety-five percentile queues at the access are anticipated to remain
under one vehicle in length.
5.3 Entering Sight Distance
As the redeveloped site is expected to be a commercial facility with minimal multi-
unit truck trips, Per Table 4-3 of the Access Code, the appropriate design vehicle for
entering sight distance is a single-unit truck. Per Table 4-2 of the Access Code, the
entering sight distance at the western (egress) access should be greater than 455
feet. From the existing western access there appears to be in excess of 500 feet to
the west of the access and in excess of 700 feet east of the access. Entering sight
distance appears to exceed Access Code requirements.
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 24
�:
,�t;' �;� ��.�!
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Eastbound sight distance at the western site (egress) access
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Westbound sight distance at the western site (egress) access
5.4 Access Permitting
Given that estimated traffic volumes at the site are expected to increase in excess of
twenty percent and the existing accesses will be reconstructed, revised State
Highway Access Permits will be required for the two site accesses.
5.5 Multimodal Pedestrian and Bicycle Facilities
The applicant shall incorporate multimodal facilities in the site design as the project
progresses in the Town's review and entitlement process. These plans shall be
coordinated for connectivity with the North Frontage Road bicycle and pedestrian
route, as well as the transit system.
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 25
6.0 Recommendations and Conclusions
The Marriott Residence Inn redevelopment anticipates the replacing the existing
Roost Lodge adjacent to the Interstate 70 North Frontage Road in Vail with a 152 All-
Suite Hotel and associated employee housing.
As part of this effort, it is expected that the two existing site accesses will be
reconstructed and reconfigured. To comply with the CDOT and the Town of Vail's
Access Management Plan Map and the Town's Transportation Master Plan, the
site's western access shall be used for egress only and the eastern access shall be
used for ingress only. Per the Access Code, a minimum distance of 250 feet between
any access shall be maintained along the Frontage Road.
The anticipated volumes turning left into the site are projected to exceed the
requirements set forth by the Access Code for the construction of an eastbound left
turn deceleration lane at the easternmost site access. Given that the Simba Run
underpass, if built, would not be completed until after site development, this lane
should have 42 feet of storage space and a 120 foot, 10:1 transition taper.
The expected increase in vehicular demand upon the two site accesses as well as the
proposed change in design will likely necessitate the need for revised State Highway
Access Permits at both site accesses.
Pedestrian/bicycle connectivity via the North Recreation Path, as well as transit
access, should be maintained or enhanced in conformance with Town of Vail criteria.
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 26
7.0 Appendix
Reference Documents
1. St" Edition Trip Generation Manual. Institute of Transportation Engineers, 2008.
2. Trip Generation Handbook, An ITE Recommended Practice. Institute of Transportation
Engineers, 2001.
3. Manual of Uniform Traffic Control Devices. US Department of Transportation Federal
Highway Administration, 2009.
4. Highway Capacity Manual. Transportation Research Board, 2010.
5. Vail Transportation Master Plan Update and Access Management Map. Felsburg Holt &
Ullevig and Town of Vail, 2009
6. State of Colorado State Highway Access Code. CDOT, Rev. 2002
Included Documents
1.TIS Assumptions - Correspondence with Town of Vail and CDOT
2.Vail Transportation Master Plan Update Volume Projections
3.HCM 2010 Level of Service Calculations
i. West Site Access
ii. East Site Access
M1095 Marriott Residence Inn Redevelopment October 15,2012 Page 27
Kari McDowell Schroeder
From: Tom Kassmel
Sent: Thursday, October 11, 2012 2:45 PM
To: 'Kari McDowell Schroeder'; Babler, Alisa
Subject: RE: Roost Lodge redevelopment in Vail (Traffic Methodology)
Thanks,that works for the Town.
From: Kari McDowell Schroeder [mailto:kari@mcdowelleng.com]
Sent: Thursday, October 11, 2012 2:10 PM
To: Tom Kassmel; Babler, Alisa
Subject: RE: Roost Lodge redevelopment in Vail (Traffic Methodology)
Tom,
Alisa is out of the office until the 16th. Therefore, we went ahead and included two alternatives in the traffic report—
with and without the Simba Run underpass. Hopefully this satisfies both CDOT and the Town's requests.
Thanks!
Kari
From: Tom Kassmel [mailto:TKassmelCa�vailgov.com]
Sent: Friday, October 05, 2012 1:15 PM
To: 'Babler, Alisa'; Kari McDowell Schroeder (kari@mcdowelleng.com)
Subject: RE: Roost Lodge redevelopment in Vail (Traffic Methodology)
It may seem counterintuitive, but the more conservative approach would be to use the numbers with Simba Run. Simba
Run actually pushes more traffic to this particular section of Frontage Rd.
2025 Peak Hr PM with Simba at the Roost: 905 (WB) 795 (EB)
2025 Peak Hr PM no Simba: 555 (WB) 630 (EB)
The Town would agree with the conservative approach and ask for volumes with Simba Run.
Sorry to keep batting this back and forth, I just now looked as the numbers.
From: Babler, Alisa [mailto:Alisa.Babler@DOT.STATE.CO.US]
Sent: Friday, October 05, 2012 11:17 AM
To: Tom Kassmel
Subject: RE: Roost Lodge redevelopment in Vail (Traffic Methodology)
I'd say we stick to not assuming Simba Run is funded for the study. It's the more conservative approach.
Otherwise, I don't have any other comments.
Alisa Babler
Permit Unit Engineer
Please note, effective October 8, 2012, 1 will have a new email address:
alisa.bablerC�state.co.us
�
CDOT, Region 3 Traffic &Safety Section
970-683-6287
970-683-6290 (fax)
Alisa.babler@dot.state.co.us
From: Tom Kassmel [mailto:TKassmel@vailgov.com]
Sent: Thursday, October 04, 2012 10:47 AM
To: Babler, Alisa
Subject: FW: Roost Lodge redevelopment in Vail (Traffic Methodology)
From: Tom Kassmel
Sent: Thursday, October 04, 2012 10:44 AM
To: 'Babler, Alisa'; Kari McDowell Schroeder; alisa.bablerCa�state.co.us
Cc: Blender, Emmalee
Subject: RE: Roost Lodge redevelopment in Vail (Traffic Methodology)
Few comments below in red.
From: Babler, Alisa [mailto:Alisa.Babler@DOT.STATE.CO.US]
Sent: Thursday, October 04, 2012 8:30 AM
To: Kari McDowell Schroeder; alisa.bablerCa�state.co.us
Cc: Tom Kassmel; Blender, Emmalee
Subject: RE: Roost Lodge redevelopment in Vail (Traffic Methodology)
Kari,
I'm good with this approach. I would not include Simba Run in the study. I don't think it is funded, in which case it
shouldn't be included in the study.
Thanks
Alisa
Alisa Babler
Permit Unit Engineer
Please note, effective October 8, 2012, 1 will have a new email address:
alisa.bablerC�state.co.us
CDOT, Region 3 Traffic &Safety Section
970-683-6287
970-683-6290 (fax)
Alisa.babler@dot.state.co.us
z
From: Kari McDowell Schroeder fmailto:kariCa�mcdowelleng.coml
Sent: Wednesday, October 03, 2012 1:26 PM
To: alisa.babler@state.co.us; Babler, Alisa
Cc: Tom Kassmel
Subject: Roost Lodge redevelopment in Vail (Traffic Methodology)
Alisa,
The Roost Lodge is looking to redevelop in Vail. The site currently has a 72-room hotel with one employee housing unit.
The site is to remain generally the same, but be remodeled to an Marriott Residence Inn with 152 all-suite hotel rooms
and four on-site employee housing apartments. This yields almost 1,000 vpd and 80+/-vph. These volumes will require
a CDOT Level 2 Traffic Study on the I-70 Frontage Road. I do not have a proposed site plan to share with you yet.
The site was previously studied in 2006 by Fox Higgins. Per conversations with Dan Roussin, I believe that an access
permit was issued. The project was not constructed.
I am proposing the following methodology for this analysis:
Traffic counts and projections:
• Vail's 2009 Access Management Plan (AMP) and Transportation Master Plan (TMP) have traffic volumes for
the frontage road and projections to Year 2025. I would like to use these volumes for the study, as the project-
generated traffic is going to determine the need for auxiliary lane improvements, not the through traffic on the
frontage road.
• The Town of Vail is going to be obtaining new traffic counts in January 2013. We would propose to do a
quick comparison of the frontage road traffic volumes at that time to determine if there have been major
impacts to the transportation system.
• The traffic growth rate for the frontage road is not available on CDOT's website. I would propose that we
use the growth rate from the TMP and apply it forward to Year 2035.The growth rate from 2009 to 2025 is very
high since the study was developed as a build out scenario study with 2025 selected as full build out. This was
done during the boom in Vail and a lot of large developments were on the table going thru the process. Many of
those have been stopped or delayed. We suggest using the 2025 data with a modest growth rate of 0.5%from
2025 to 2035. Once we have updated traffic numbers over this winter we can re assess the projection as
needed.
Background infrastructure improvements and future development:
• The Town of Vail has identified the Simba Run underpass as a future $20 Million infrastructure project.
Their 2011 CIP classifies this project as a low priority. I would like to know if we should include this connection
under I-70 in our long term analysis. Tom—Do you have input on this issue? Simba Run is moving forward
(slowly), CDOT and the Town are about to release a joint RFP for a PEL within the next couple months for
completion next year.
• There are no know developments that are going to impact the Roost Lodge site.
Trip generation:
• We are proposing to use ITE Land Use Code#311—All Suites Hotel for the weekday/am/pm analysis. This
land use does not have Saturday data. Therefore, we are proposing to use#310—Hotel for the weekend
analysis. In addition, the four employee units would be analyzed as#220—Apartments. Can you confirm what
Hotel and EHU rates were used in the approved Fox Higgins study, we should be consistent with those.
3
Trip distribution:
• The previous study identified approximately 60%of traffic from the west and 40%of traffic from the east.
We would propose to use the same trip distribution for our analysis.
• The AMP identifies that the site's eastern access is a one-way in and the western access is a one-way out.
See attached.
� We are anticipating that the site traffic will trigger the need for an eastbound left deceleration lane at the
eastern site access.
Please confirm that this approach looks acceptable. I would appreciate any feedback before we start the analysis.
Thanks!
Kari
Kari J. McDowell Schroeder, PE, PTOE
Transportation / Traffic Engineer
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HCM Unsignalized Intersection Capacity Analysis
5: North Frontage Road & West Site Access 10/15/2012
`�r ,� '� � � '`•
Movement SEL SER NEL NET SWT SWR
Lane Configurations � � '� '�
Volume (veh/h) 13 19 0 507 445 0
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 14 21 0 551 484 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1035 484 484
vC1, stage 1 confvol
vC2, stage 2 conf vol
vCu, unblocked vol 1035 484 484
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 95 96 100
cM capacity (veh/h) 257 583 1079
Direction, Lane# SE 1 SE 2 NE 1 SW 1
Volume Total 14 21 551 484
Volume Left 14 0 0 0
Volume Right 0 21 0 0
cSH 257 583 1700 1700
Volume to Capacity 0.05 0.04 0.32 0.28
Queue Length 95th (ft) 4 3 0 0
Control Delay (s) 19.8 11.4 0.0 0.0
Lane LOS C B
Approach Delay (s) 14.8 0.0 0.0
Approach LOS B
Intersection Summary
Average Delay 0.5
Intersection Capacity Utilization 36.7°/o ICU Level of Service A
Analysis Period (min) 15
2013 Conditions 10/8/2012 Baseline Synchro 8 Report
Page 1
HCM Unsignalized Intersection Capacity Analysis
5: North Frontage Road & West Site Access 10/15/2012
`�r ,� '� � � '`•
Movement SEL SER NEL NET SWT SWR
Lane Configurations � � '� '�
Volume (veh/h) 13 19 0 678 583 0
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 14 21 0 737 634 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1371 634 634
vC1, stage 1 confvol
vC2, stage 2 conf vol
vCu, unblocked vol 1371 634 634
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 91 96 100
cM capacity (veh/h) 161 479 949
Direction, Lane# SE 1 SE 2 NE 1 SW 1
Volume Total 14 21 737 634
Volume Left 14 0 0 0
Volume Right 0 21 0 0
cSH 161 479 1700 1700
Volume to Capacity 0.09 0.04 0.43 0.37
Queue Length 95th (ft) 7 3 0 0
Control Delay (s) 29.5 12.8 0.0 0.0
Lane LOS D B
Approach Delay (s) 19.6 0.0 0.0
Approach LOS C
Intersection Summary
Average Delay 0.5
Intersection Capacity Utilization 45.7°/o ICU Level of Service A
Analysis Period (min) 15
2035 Conditions 10/8/2012 Baseline Synchro 8 Report
Page 1
HCM Unsignalized Intersection Capacity Analysis
5: North Frontage Road & West Site Access 10/15/2012
`�r ,� '� � � '`•
Movement SEL SER NEL NET SWT SWR
Lane Configurations � � '� '�
Volume (veh/h) 16 16 0 849 951 0
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 17 17 0 923 1034 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1957 1034 1034
vC1, stage 1 confvol
vC2, stage 2 conf vol
vCu, unblocked vol 1957 1034 1034
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 75 94 100
cM capacity (veh/h) 70 282 672
Direction, Lane# SE 1 SE 2 NE 1 SW 1
Volume Total 17 17 923 1034
Volume Left 17 0 0 0
Volume Right 0 17 0 0
cSH 70 282 1700 1700
Volume to Capacity 0.25 0.06 0.54 0.61
Queue Length 95th (ft) 22 5 0 0
Control Delay (s) 72.5 18.6 0.0 0.0
Lane LOS F C
Approach Delay (s) 45.6 0.0 0.0
Approach LOS E
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 60.8% ICU Level of Service B
Analysis Period (min) 15
2035 Conditions with Simba Run Underpass 10/8/2012 Baseline Synchro 8 Report
Page 1
HCM Unsignalized Intersection Capacity Analysis
7: North Frontage Road & East Site Access 10/15/2012
`�r ,� '� � � '`•
Movement SEL SER NEL NET SWT SWR
Lane Configurations � '� "�i
Volume (veh/h) 0 0 16 504 445 10
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 0 17 548 484 11
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1072 489 495
vC1, stage 1 confvol
vC2, stage 2 conf vol
vCu, unblocked vol 1072 489 495
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 98
cM capacity (veh/h) 240 579 1069
Direction, Lane# NE 1 NE 2 SW 1
Volume Total 17 548 495
Volume Left 17 0 0
Volume Right 0 0 11
cSH 1069 1700 1700
Volume to Capacity 0.02 0.32 0.29
Queue Length 95th (ft) 1 0 0
Control Delay (s) 8.4 0.0 0.0
Lane LOS A
Approach Delay (s) 0.3 0.0
Approach LOS
Intersection Summary
Average Delay 0.1
Intersection Capacity Utilization 36.7°/o ICU Level of Service A
Analysis Period (min) 15
2013 Conditions 10/8/2012 Baseline Synchro 8 Report
Page 1
HCM Unsignalized Intersection Capacity Analysis
7: North Frontage Road & East Site Access 10/15/2012
`�r ,� '� � � '`•
Movement SEL SER NEL NET SWT SWR
Lane Configurations � '� "�i
Volume (veh/h) 0 0 16 675 583 10
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 0 17 734 634 11
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1408 639 645
vC1, stage 1 confvol
vC2, stage 2 conf vol
vCu, unblocked vol 1408 639 645
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 98
cM capacity (veh/h) 150 476 941
Direction, Lane# NE 1 NE 2 SW 1
Volume Total 17 734 645
Volume Left 17 0 0
Volume Right 0 0 11
cSH 941 1700 1700
Volume to Capacity 0.02 0.43 0.38
Queue Length 95th (ft) 1 0 0
Control Delay (s) 8.9 0.0 0.0
Lane LOS A
Approach Delay (s) 0.2 0.0
Approach LOS
Intersection Summary
Average Delay 0.1
Intersection Capacity Utilization 45.7°/o ICU Level of Service A
Analysis Period (min) 15
2035 Conditions 10/8/2012 Baseline Synchro 8 Report
Page 1
HCM Unsignalized Intersection Capacity Analysis
7: North Frontage Road & East Site Access 10/15/2012
`�r ,� '� � � '`•
Movement SEL SER NEL NET SWT SWR
Lane Configurations � '� "�i
Volume (veh/h) 0 0 13 852 951 13
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 0 0 14 926 1034 14
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 1995 1041 1048
vC1, stage 1 confvol
vC2, stage 2 conf vol
vCu, unblocked vol 1995 1041 1048
tC, single (s) 6.4 6.2 4.1
tC, 2 stage (s)
tF (s) 3.5 3.3 2.2
p0 queue free % 100 100 98
cM capacity (veh/h) 65 279 664
Direction, Lane# NE 1 NE 2 SW 1
Volume Total 14 926 1048
Volume Left 14 0 0
Volume Right 0 0 14
cSH 664 1700 1700
Volume to Capacity 0.02 0.54 0.62
Queue Length 95th (ft) 2 0 0
Control Delay (s) 10.5 0.0 0.0
Lane LOS B
Approach Delay (s) 0.2 0.0
Approach LOS
Intersection Summary
Average Delay 0.1
Intersection Capacity Utilization 60.8% ICU Level of Service B
Analysis Period (min) 15
2035 Conditions with Simba Run Underpass 10/8/2012 Baseline Synchro 8 Report
Page 1