HomeMy WebLinkAboutVail Transportation Master Plan 1993 Vail Transportation Master Plan
VAIL TRANSPORTATION MASTER PLAN
Prepared for:
Town of Vail
75 South Frontage Road
Vail, CO 81657
Prepared by:
Felsburg Holt & Ullevig
5299 DTC Boulevard, Suite 400
Englewood, Colorado 80111
(303) 721 - 1440
In Association with
TDA Colorado, Inc.
FHU Reference No. 89-091
January, 1993
Town of Vail
Vail Transportation Master Plan
ACKNOWLEDGEMENTS
TOWN COUNCIL PLANNING AND ENVIRONMENTAL COMMISSION
Peggy Osterfoss, Mayor Greg Ansden
Thomas Steinberg, Mayor Pro Tem Chuck Crist
Robert Buckley Diana Donovan
Jim Gibson Kathy Langenwalter
Merv Lapin Gena Whitten
Robert LeVine Dalton Williams
Jim Shearer
DESIGN REVIEW BOARD
Ned Gwathmey Sherry Dorward
Patricia Herrington George Lamb
PARKING AND TRANSPORTATION ADVISORY COMMITTEE
Lynn Fritzlen Town Council
Merv Lapi❑ Town Council
Peggy Osterfoss Town Council
Chuck Crist Planning and Environmental Commission
Kathy Laagenwalter Planning and Environmental Commission
Diana Donovan Planning and Environmental Commission
Dave Gorsuch Citizen Representative
Lee Hollis Citizen Representative
James Johnson, Jr. Citizen Representative
Kevin Clair Citizen Representative
C. Lee Rimel Citizen Representative
Joe Macy Vai( Associates
Jim Fritze Eagle County
Rich Perske Colorado Department of Transportation
Bill Wood U.S. Forest Service
TOWN STAFF
Rondall Phillips Town Manager
Ken Hughey Assistant Town Manager/Police Chief
Kristan Pritz Community Development, Director
Mike Mollica Community Development
Steve Barwick Director of Administrative Services
Greg Hall Public Works
Mike Rose Public Works
Town of Vail
Vail Transportation Master Plan
TABLE OF CONTENTS
Paee
EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i
I. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Purpose of the Transportation Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I
Transportation Planning Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Relationship to Regional Transportation Needs . . . . . . . . . . . . . . . . . . . . . . . . 5
II. VAIL VILLAGE DELIVERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Description of Existing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Goals and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Characteristics of Delivery Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Aiternatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
First Level Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Second LevelEvaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Recommendations/Priorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
III. PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Goals and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Demand Management Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Future Parking Supply Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Parking Rate Strucfure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Special Parking Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
IV. TOWN BUS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
In-TownShuttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Current Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Goals and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Capacity Improvement Alternatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
At-Grade High Capacity Bus System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Optimal Monorail vs. Special Shuttle Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
In-Town Shuttle Recommendations/Priorities . . . . . . . . . . . . . . . . . . . . . . . . . 51
V. OUTLYING BUSSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Goals and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Route Structure Modifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Route Coverage Expansion Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Service Frequency Improvement Needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Recommendations/Priorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S7
Down Valley Bus Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Town of Vail
Vail Transportation Master Plan
TABLE OF CONTENTS (Continued)
Pa¢e
VI. I-70 ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Goals and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
I-70 Crossing Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
West Vail Interchange Alternatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
West Vail Interchange Recommendations/Priorities . . . . . . . . . . . . . . . . . . . . . 69
Main Vail Interchange Alternatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Main Vail Interchange Recommendations/Priorities . . . . . . . . . . . . . . . . . . . . . 75
Frontage Road System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Separation of Conflicting Travel Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
VII. TRAIL SYSTEM INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
VIII. IMPLEMENTATION PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Prioritization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Funding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
IX. PLAN MONITORING AND UPDATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
TECHNICAL APPENDICES
Appendix A - Citizen Surveys 1990 and 1991
Appendix B - Existing and Future Peak Hour Link Traffic Volumes
Appendix C - Existing Peak Hour Turning Movement Counts
Appendix D - Existing Peak Hour Interchange Travel Patterns
Appendix E - West Vail Interchange LOS Analysis
Appendix F - Main Vail Interchange LOS analysis
Appendix G - Factors and Assumptions for Planning Level Cost Estimates
Town of Vail
Vail Transportation Master Plan
LIST OF TABLES
Pa¢e
1 . Floor Areas of Primary Truck Trip Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2. Peak Season Delivery and Service Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3. Summary Evaluation of Product Delivery Options . . . . . . . . . . . . . . . . . . . . . . . . . 24-25
4. Existing Parking Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5 . SAOT by Values for Ski Area Expansion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
6. Summary Characteristics of Demand Management Options . . . . . . . . . . . . . . . . . . . . . . 38
7. Projected Overflow Parking Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
8. In-Town Shuttle Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
9. . West Vail Interchange Design Alternatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65-66
10. West Vail Volume-to-Capacity Ratio Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
11 . Main Vail Interchange Concept Alternatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
12. Main Vail Interchange Design Alternatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72-73
13. Main Vail Volume-to-Capacity Ratio Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
14. Implications and Consequences of Main Vail
Interchange Alternatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
I5. Main Vail Interchange Alternative Ranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
16. Genralized Plan Priorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89-90
Town of Vail
Vail Transportation Master Plan
LIST OF FIGURES
raee
1 . Existing Goods Delivery System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2. Christiania Lot Centralization Site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3 . Garden of the Gods Centralization Site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4. Golden Peak Centralization Site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5. Vail Road Centralization Site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
6A. Recommended Goods Delivery System - Short Term . . . . . . . . . . . . . . . . . . . . . . . . . . 27
6B. Recommended Goods Delivery System - Long Range . . . . . . . . . . . . . . . . . . . . . . . . . . 28
7. Existing Parking Supply/Demand Relationships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
8. Parking Supply/Demand Relationships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
9. In-Town Shuttle Bus Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
10. In-Town Shuttle Directional Peak Hour Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
11 . Alternative In-Town Shuttle Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
12. Golden Peak Area Concept Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
13 . Recommended West Vail Bus Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
14. Recommended East Vail Bus Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
I5. Recommended West Vail Interchange Improvements . . . . . . . . . . . . . . . . . . . . . . . . . . 68
] 6. Recommended Main Vail Interchange Improvements . . . . . . . . . . . . . . . . . . . . . . . . . . 78
17. Frontage Road Concept Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
] 8 . Core Area ConceptPlan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
19A. Proposed Vail Recreation Trails Implementation Plan . . . . . . . . . . . . . . . . . . . . . . . . . 85
19B. Proposed Vail Recreation Trails Implementation Plan . . . . . . . . . . . . . . . . . . . . . . . . . . 86
19C. Proposed Vail Recreation Trails Implementation Plan . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Town of Vail
Vail Transportation Master Plan Executive Summary
EXECUTIVE SUMMARY
The purpose of this Executive Summary of the Vail Transportation Master Plan is to consolidate all
of the transportation plan recommendations into a single document for easy access and reference. The
Transportation Master Plan Final Report documents the entire planning process including data
collection, public input, alternatives analysis, and the rationale behind each recommendation. The
Transportation Master Plan Final Report should, therefore, be consulted for a full explanation and
clarification of the recommendations summarized herein.
The Transportation Master Plan recommendations are summarized into five major categories and
include both short-term and long-term actions as listed below. In general, short-term actions should
be implemented in a 1 to 5 year time frame while long-term actions may require anywhere from 6
to 20 years to £ully implement.
VAIL VILLAGE DELIVERIES
SHORT-TERM RECOMMENDATIONS
1 . Modify policies at Checkpoint Charlie.
o Eliminate 30% of the traffic (cars) accessing the Core for small deliveries and minor
tasks through use of the 1 - 1 /2 hours of free parking in the Vail Parking Structure for
this type of need. �
- Designate a desirable area o£ the Vail Parking Structure for short term
parking.
- Enforcement of this issue would be key to its success. Educate the users that
the Town is providing convenient short term spots in the Vail Parking
Structure, however, abuse of these spots will result in strict enforcement.
o Develop written policies concerning vehicles requiring access to the Village including:
- Cars without large amounts of goods to be delivered will not be allowed in the
Village or in the loading zones. Use of the parking structure would be
required for these trips.
- Trucks and cars that are making deliveries of large quantities of goods will be
allowed access to the Village loading zones and will be given priority for these
zones. Time will be limited to only what is needed to load or unload these
goods. In addition, a permitting process could be established to access these
zones.
- The towing of vehicles for violation of loading zone restrictions will be strictly
enforced.
Town of Vail Page i
Vail Transportation Master Plan Executive Summary
- Construction work requiring parking will need to be planned and approved in
advance by the Town of Vail's Community Development, Public Works, Fire,
and Police Departments.
- Service vehicles will be allowed limited access to some loading zones for
emergency work only. Non-emergency service work should be scheduled for
non-peak traffic hours in the Village. All service vehicles will need to contact
the Police Department for a parking permit for both the emergency and non-
emergency work.
- Loading zone restrictions may be lifted after 6:00 P.M. The loading zones on
Gore Creek Drive, however, will be posted as a "No Parking Area" in the non-
loading hours.
o Investigate the possibility of locating "drop boxes" in designated places for overnight
couriers.
2. Implement the following actions and procedures.
o Eliminate loading zones on Bridge Street and Hanson Ranch Road near Mill Creek
only.
o Allow only morning use of the Gore Creek Drive loading area in the vicinity of the
Lodge Promenade (winter: 9:Q0 A.M. to 2:00 P.M. and summer: 8:00 A.M. to 11 :00
A.M.).
o Convert the 15 minute parking areas on the north side of the Christiania lot and
adjacent to Riva Ridge North to delivery and service vehicles only with no large
delivery trucks allowed except for over f'low.
o Install "One Way/Do Not Enter" signs further north on Willow Bridge Road.
o Convert the 15 minute parking north of Willow Bridge to truck only.
3. Authorize capital improvements i� an attempt to reduce the 33% "lost guest" number and those
who enter the Village the wrong way.
o Relocate Checkpoint Charlie south to [he vicinity of Willow Road.
o Construct landscaped medians south on Vail Road from the Frontage Road.
o Further evalua[e informational and directional signing clarifications and modify as
needed.
o Construct entry feature monument signs, at all entry points to pedestrian areas.
o Prior to construction of monument signs provide and install a standard sign which
warns motorists with the wording "Pedestrian Zone Automobiles Restricted" at aIl
pedestrian zone entry points.
Town of Vail Page ii
Vail Transportation Master Plan Erecutive Summary
4. Review the information signs and trafFic control procedures at the Main Vail I-70 exit ramps
and at the 4-way stop intersection.
o Install portable, variable message signs at the 4-way stop intersection (Vail Road
median) and the I-70 exit ramps providing clear messages to drivers. Messages can
be updated based on varying demands throughout the day.
o Develop action policies for the following groups; ( 1 ) CSO's in Village, (2) 4-way
traffic controllers, (3) checkpoint personnel, (4) parking structure operations and other
Town employees. These action policies should relate to enforcement, who is allowed
access to the Village, and vehicle towing procedures. Evaluate disallowing certain
traffic movements during peak periods based on traffic circumstances and demands.
5. Work with Vail Associates in designating allowed skier drop-off areas. This would be an
attempt to recognize the problem versus banning all skier drop-offs.
LONG-TERM RECOMMENDATIONS
6. Christiania lok
o Resolve the land ownership issues.
o Evaluate in greater detail:
- Technological options of hand cart deliveries, small vehicles £or deliveries and
storage lockers.
- Operational characteristics and regulations for hand carts and small vehicles
along with liability issues, storage problems, and financing options.
- Evaluate options to make the site both aesthetically compatible with the
neighborhood and operational £or the truck delivery functions.
7. Additional sites to be evaluated:
o South of Lodge at Vail
- Resolve land ownership and legal issues.
- Evaluate compatibility with International Wing development plans.
- Address Vail Associates concerns
- Address United States Forest Service concerns.
o Golden Peak
- Resolve land ownership issues.
- Address Vail Associates concerns.
o Other Loca[ion Options
Town of Vail Page iii
Vail Transportation Master Plan F�ecutive Summary
PARKING
SHORT-TERM RECOMMENDATIQNS
1 . Actively encourage private sector involvement in implementing Travel Demand Management
techniques such as:
- Price discounts for group arrivals by multi-occupant vehicles.
- Enhanced loading facilities for group arrivals convenient to mountain access points.
2. Retain [he existing formal, public parking supply of 2,750 spaces.
3 . Annually review and adjust parking fees:
- Parking structure hourly rates.
- Premium parking program (Gold Pass) fees.
- Discount parking program (Blue Pass and coupons) £ees.
- Ford Park hourly rates.
4. Annually review and adjust parking controls and restrictions:
- Valid time periods for various premium and discount programs.
- Parking loca[ions reserved £or various user groups.
- Availability of discounts to various user groups.
LONG-TERM RECOMMENDATIONS
5. Evaluate sites and land ownership issues for poten[ial future expansion of the formal, public
parking supply including:
- Ford Park parking lot
- West Day lot
- North Day lot
- Expansion of Lionshead parking structure
6. Evaluate remote, out- tying parking potentials including site availability and transit cost
impacts to link remote parking areas with the Town.
7. Evaluate replacement sites for parking over-sized vehides if the existing parking area
adjacent to the Lionshead parking structure is redeveloped. Po[ential sites include:
- West Vail (Safeway area)
- Vail Mountain School parking lot
- GoIC course parking lot
- Ford Park parking lot
- Athletic field parking lot
- Red Sandstone School parking lot
Town of Vail
Page iv
Vail Transportation Master Plan Executive Summary
IN-TOWN SHUTTLE
SHORT-TERM RECOMMENDATIONS
1 . Develop performance speci£ications for a high-capacity bus vehicle and submit a Solicitation
of Interest to potential manufacturers and bidders.
2. Implement a high-capacity bus vehicle operation along the existing In-Town Shuttle route.
3. Relocate the turnaround at Golden Peak to separate auto/bus con£licts.
4 . Further evaluate relocating the west turnaround of the In-Town Shuttle to East Lionshead
Circle to remove the special shuttle vehicle £rom mixed traffic operations on the South
Frontage Road.
LONG-TERM RECOMMENDATIONS
5. Conduct a schematic design level technical study of a potential Village to Lionshead people
mover to address:
- New technologies and operating alternatives.
- Identify alignment location options and station locations.
- Define right-of-way and guideway envelopes for long- term preservation.
6. Evaluate the potential extension of the In-Town shuttle system into the Lionshead area in
conjunction wi[h future major redevelopment.
OUTLYING BUS SYSTEM
SHORT-TERM RECOMMENDATIONS
I . Combine the West Vail routes as opposing loop services utilizing the North and South Frontage
Roads operating at IS -minute headways.
2. Continue the Sandstone route at 20 minute headways during the winter season.
3. Reroute the East Vail route along Main Gore Drive to Bighorn Road.
4. Provide separate routes for East Vaif ( 15 minute headways) and the golf course (30 minute
headways) throughout [he day and combine into one route after the evening peak period
operating at 30 minute headways.
5. Provide IS minute headways between Ford Park and the Transportation Center on Fridays,
Saturdays, Sundays, and holidays .
Town of Vail Page v
Vail Transportation Master Plan Execuiive Summary
LONG-TERM RECOMMENDATIONS
6. Expand service to Chamonix Lane and Lions Ridge Loop pending future improvements to
these roadways to allow safe and efficient bus operations.
7. The Town of Vail should continue to work with other public agencies and private sector
beneficiaries to define and operate Down Valley transit services.
I-70 ACCESS/LOCAL CIRCULATION
SHORT-TERM RECOMMENDATIONS
1 . Construct an I-70 underpass in the vicinity of Simba Run con�ecting the North and South
Frontage Roads.
2. Upgrade the West Vail interchange and Frontage Road complex by implementing the
following improvements:
- Realign the west leg of the North Frontage Road between Wendy's and the Texaco
service station to intersect Chamonix Road north of the existing intersection.
- Realign the westbound I-70 on-ramp to connect with the east leg of the North
Frontage Road.
- Realign the eastbound I-70 on-ramp such that access to I-70 is via the South Frontage
Road.
- Add exclusive turn lanes for major left and right turning volumes at all intersections.
3 . Conduct a controlled test at the Main Vail interchange to evaluate closing the east ramps and
the tra£fic diversion to the East Vail interchange.
LONG-TERM RECOMMENDATIONS
4. Provide a connector roadway between the North Frontage Road and Chamonix Road in
conjunction with future development in the vicinity of Vail Das Schone in West Vail.
5. Evaluate improvement alternatives at the Main Vail interchange including:
- Relocating the east ramps to the Booth Falls underpass.
- Extending [he North Frontage Road east and under I-70 to connect with Vail Valley
Drive immediately east of the Transportation Center.
- Constructing new ramps to I-70 in the vicinity of the VA shops.
6. Monitor high volume intersections and provide demand responsive traffic control. The Town
of VaiPs preferred control method is to provide manual control with designated traffic control
personnel.
Town of Vail Page vi
Vail Transportation Master Plan Erecuiive Summary
7 . Depress the South Frontage Road at Vail Valley Drive immediately east of the Transportation
Center and provide side-street, stop-sign control on Vail Valley Drive at the South Frontage
Road to allow through traffic on the Frontage Road to proceed without stopping.
8. Proceed with the long-term phased implementation of improvements to the Frontage Road
system including:
- Implementation of on-street, 6-foot wide bike lanes along the entire Frontage Road
system throughout the Town.
- Implementation of exclusive left turn lanes at 31 intersections including the provision
of a continuous center turn lane along approximately 4.5 miles of the Frontage Road
system.
- Provision of landscaping at major intersections and points of interest.
- Implementation of special safety improvements (e.g, guardrail, lighting, etc.) at major
intersections, along non-residential roadway segments, high pedestrian activity areas,
and at the ends of center medians.
9. Evaluate Vail Valley Drive as an eastbound one-way street between the South Frontage Road
immediately east of the Transportation Center and a new connection with the South Frontage
Road in the vicinity of Ford Park.
TRAIL SYSTEM INTERFACE
I . Proceed with the long-term, phased implementation of the Streetscape Master Plan including
the separation of conflicting travel modes including:
- Vail Valley Drive
- West Meadow Drive
- East Lionshead Circle
- Relocation of Check Point Charlie
- Willow Bridge Road Improvements
2. Proceed with the long-term, phased implementation of the Recreation Trails Master plan
including detailed studies of eight key links throughout the Town:
- Study Link 1 : Stephens Park to 2154 South Frontage Road West
- Study Link 2: West Gore Creek Circle to Matterhorn Circle/Donovan Park
, - Study Link 3: Lionshead/Vail Library to the Vista Bahn
- Study Link 4: Vail Village to Kaotos Ranch Trail
- Study Link 5: Circle K Bridge to Lupine Drive
- Study Link 6: Nugget Lane to Meadow Drive
- Smdy Link 7: Meadow Drive to Bighorn Park
- Study Link 8: Vail Racquet Club to Main Gore Drive North
Town of Vail Page vii
Vail Transporiation Master Plan � Chapter I
CHAPTER I . INTRODUCTION
OVERVIEW
Vail has established itself as one of Colorado's most u�ique and successful communities. Its
geographic location, physical setting, and development history have all contributed to the Town's
current character and international recognition. An important contributing factor in Vail's growth
and special appeal is its planning philosophy within which multi-modal transportation planning, with
a pedestrian emphasis, has been a key element. This is evidenced by:
o Vai('s transit system is one oF the most successFul and innovative systems in Colorado
consisting of a high quality core area shuttle complimented by an extensive outlying bus
system.
o Vail continues to expand upon an extensive trail system which provides both transportation
service and recreational opportunities for pedestrian and bicycle users.
o The Town provides large, close-in parking facilities to intercept automobile traffic and to
provide immediate accessibility to exclusive busways and walkways to its base pedestrian
villages.
o The Town continues to emphasize vehicular roadways separated from pedestrian facilities and
shuttle bus routes which provide easy access between I-70 and major visitor parking facilities.
The Transportation Master Plan is intended to continue and expand upon this historical, multi-modal
philosophy. Together with other planning activities (e.g. Comprehensive Land Use Plan, Streetscape
Master Plan, Urban Design Guide Plan, Vail Village Master Plan, Recreational Trails Plan, Signage
Plan, etc.), the Transportation Master Plan will focus upon all travel modes to develop a long-range
implementation program to assure Vail's continued position as one of the world's premier resorts.
PURPOSE OF THE TRANSPORTATION PLAN
The Transportatio� Master Plan is one part of an overall strategy to develop a Comprehensive Plan
for Vail. As indicated in the foregoing, many portio�s of the Comprehensive Plan have been
completed which will be further clarified with the addition of the transportation elements.
The approved expansion of Vail Mountain by the United States Forest Service in 1986 brings with
it new opportunities as well as new challenges for accommodating increased skier visits while
maintaining and enhancing the Town's unique charac[er. Vail's planned growth and the associated
increases in travel demand require that the existing transportation system be evaluated for available
capacity, expansion needs, and new transportation alternatives to reduce peoples' reliance on private
automobites to meet their transportation goals.
Town oi Vail Page 1
Vail Transportation Master Plan Chapter I
The Transportation Master Plan will provide guidance to the Town's decision-makers in developing
a coordinated approach to implementing transportation improvements. It will allow the Town to
resolve, monitor, and accommodate the growth the Town desires while preserving those characteristics
which have made Vail a leader in transportation planning.
TRANSPORTATION PLANNING PROCESS
The Transportation Master Plan has been developed under the direction and guidance of the Parking
and Transportation Advisory Committee. Several activities were conducted throughout the course of
the study to obtain input, identify issues, and define potential solutions.
A series of ineetings with individuals and small groups were initially held with a broad cross-section
o£ citizens and community leaders. This input, which is documented in the Technical Appendix, was
summarized into major areas of concern for subsequent analysis. Two broad areas of transportation
issues were initially identified:
o Transportation problems and potential solutions which are within the Town of Vail's
jurisdiction or which can be directly influenced and/or controlled by the Town of Vail.
o Transportation problems and potential solutions which are outside the Town's jurisdiction or
probable funding capacity or which can only be partially influe�ced by Town initiatives.
Within each of these two broad areas, the transportation problems and potential solutions can be
grouped into eight distinct categories as listed below.
o Transportation Issues within Vail's Jurisdiction
- Regional access to Vail as it relates to the I-70 interchanges, new or modified access
to I-70 interchanges, new or modified access to I-70, and the frontage roads.
- Parking provisions within Vail relating to parking supply deficiencies, improved
control of the operation of Vail's parking supply, and the modifications of the pricing
of VaiPs parking supply by user group.
- Transit services provided by Vail including improvements and modiFications to both
the In-Town Shuttle and the outlying routes.
- Delivery and service vehicle modifications desired or needed primarily within Vail
Village to reduce congestion and to improve upon a wide variety of pedestrian and
vehicular conflicts.
- Pedestrian and bicycle £acility enhancements needed to expand and improve the
existing systems.
Town of Vail Page 2
Vail Transportation Master Plan Chapter I
o Transportation Issues External to Vail's Jurisdiction
- Regional transit services extending to Denver and the Front Range as well as to down
valley communities as far as Eagle and the Eagle County Airport.
- Remote parking facilities including Dowd Junction and Vail Pass.
- Major modi£ications to I-70 such as tunneling the facility through all or portions of
Vail.
Because the Transportation Master Plan is under the jurisdiction of the Town of Vail and must be
largely implemented by the Town (including inter-agency coordination when necessary), the Parking
and Transportation Advisory Committee determined that the planning process should focus on those
issues which the Town could control or over which the Town could exert significant influence. Thus,
the transportation analysis addresses the following topics:
o Vail Village Goods Delivery
o Public Parking Facilities and Operation
o Transit System Operation
o I-70 Access/Frontage Road System
o Recreation Trails Inter£ace
To obtain additional input on these topic areas, the Town included these items in the 1990 Citizen
Survey to further define citizen concerns and to identify potential alternatives and solutions. The
complete results of this survey are also contained in the Technical Appendix. Some of the more
frequently mentioned suggestions within each topic area included the following:
o Frequently Mentioned Ideas to Improve Traffic Conditions on Vail's Local Streets
- Restrict or limit cars in Vail's major activity centers.
- Improve traffic control methods utilizing more personnel or equipment.
- Restructure truck deliveries in Town.
- Improve overall signage.
o Frequently Mentioned Ideas to Improve Parking Conditions in Vail
- Continue free outlying parking.
- Build an additional parking structure.
- Develop shoulders on frontage roads for additional parking.
o Frequently Mentioned Ideas to Improve Tra�sit and Bus Service
- Provide frequent summer service to East Vail, West Vail, and the golf course.
- Increase peak period bus service and late night service.
- Implement a monorail in the long term future.
Town of Vail Page 3
Vail Transportation Master Plan Chapter I
o Frequently Mentioned Ideas to Improve I-70 Access and Frontage Road Operations
- Install traffic lights; increase traffic control personnel.
- Controlspeeding.
- Plant additional trees to buffer highway noise.
- Provide bike and walking path along frontage roads.
- Build intercha�ge with I-70 in Lionshead area.
- Widen the frontage roadsto provide parking.
o Frequently Mentioned Ideas to Improve Recreation Trails (Bicycle and Pedestrian)
- Provide a Valley-wide bike path (Vail Pass to Glenwood Canyon)
- Provide separate bike paths and pedestrian paths, and streamwalks.
- Provide a walking path between Vail Village and Lionshead.
- Extend existing bike paths and add new bike paths.
- Improve signing and enforce existing rules and regulations.
Based upon this broad-based input the Parking and Transportation Advisory Committee focused upon
the specific analyses required to address each topic area. This included detailed quantitative
evaluations, analysis of feasible alternatives, and short-range and long-range recommendations
developed over a one-year planning period.
The final recommendations were then included in the 1991 Citizen Survey to obtain further input on
the specific recommendations as well as their relative priority. The Transportation Master Plan was
then finalized to reflect both citizen input and the Town's ability to proceed with implementation.
The results of the 1991 Citizen Survey are also documented in the Technical Appendix. This plan
reflects the broad public input gained £rom the community and is not solely a study based on
engineering standards.
The recommendations contained in the Transportation Master Plan do not constitute approved
projects. Each project, prior to implementation, will require full public review and must undergo
a more detailed design evaluation. Steps must be taken [o address quality design, with emphasis on
landscaping and aesthetic considerations. The planning process recognizes that land ownership is a
critical element in evaluating specific transportation solutions, The Town wili need to work with
private property owners and surrounding neighborhoods to examine existing covenants , zoning, and
deed restrictions in finalizing speci£ic land acquisitions to implement needed solutions. Due to the
shortage of available land within Vail, land acquisition for the transportation solutions recommended
in the plan will need to be addressed in the short-term.
Town of Vail Page 4
Vail Transportation Masier Plan Chapter I
RELATIONSHIP TO REGIONAL TRANSPORTATION NEEDS
While the Vail Transportation Master Plan documents long-range concept plans and short- range
improvement projects for the Town, the planning process also recognizes the role of the Town's Plan
within the greater regional context. It is recognized that transportation to and from Vail involves
multi-agency cooperation throughout the Vail Valley, adjacent counties, and the Front Range.
Vail is supportive of a broad range of alternative transportation modes which address resident,
employee, and visitor needs. These alternatives should be compatible with environmental constraints
and should encourage reductions in travel demand as a means to reduce the need to expand the
infrastructure to serve this demand.
Monitoring and updating activities are recommended which will allow future regional transportation
decisions to be incorporated into the Vail Comprehensive Transportation Plan. These regional
transportation decisions may include expanded mass transportation services throughout the Vail Valley
as well as new technologies implemented regionally and statewide.
Town of Vail Page 5
Vail Transportation Masier Plan Chapter II
CHAPTER II . VAIL VILLAGE DELIVERIES
DESCRIPTION OF EXISTING CONDITIONS
While the Town of Vail was originally conceived as a pedestrian oriented village, goods delivery and
various service functions have resulted in significant and undesirable truck activity in designated
pedestrian areas. This problem is partially the result of inadequate service and delivery facilities,
especially alleys, which requires that goods and services be provided via "front-door" access points.
This condition is most evident in Vail Village in contrast to the Lionshead area which was designed
with delivery access systems. This situation, combined with Vail's greater than expected growth, has
magnified the problem of service and delivery vehicle conflicts with pedestrians. The resultis not
only an inefficient delivery system but also an adverse effect on Vail's appearance and image.
The specific area of concern for this analysis is shown in Figure 1 and generally lies south and west
of Gore Creek Drive and Mill Creek. This area is accessed by Willow Bridge Road, Gore Creek
Drive, Bridge Street, Vail Road, and Hanson Ranch Road. There are 31 designated loading zones for
deliveries which are currently located along the west side of Willow Bridge Road south of Willow
Bridge ( 14 parking spaces: 9 vehicle spaces plus 1 handicap space near Summers Lodge and 4 near
Riva Ridge), the south side of Gore Creek Drive ( 10 parking spaces, 5 near Lodge at Vail and 5 near
Mill Creek Court), the west side of Bridge Street adjacent to the Plaza Building (4 parking spaces),
and on Hanson Ranch Road (3 parking spaces). Fifteen minute parking zones for all vehicles are also
provided adjacent to the Christiania parking lot. Larger delivery vehicles are currently prohibited
in the Village area from 8:30 AM to 10:30 AM and from 2:00 PM to 5:00 PM during ski season and
11 :00 AM to 2:00 PM in the summer season. All delivery vehicles are required to pass through
Check-Point Charlie located on the west end of Gore Creek Drive. A survey of land uses within this
area was conducted by Town staff to determine floor areas of primary truck trip generators. Table
1 summarizes this data.
Because of the many different establishments represented in the area, it is not possible to define a
typical delivery pattern. However, a cumulative demand level for the entire Village can be
established with reasonable accuracy. The quantity of goods and associated truck volumes generated
is based upon typical delivery orders and standard truck trip generation rates by land use type. These
data are compared with similar information documented in a 1980 planning study in the Village ' and
were updated to reflect 1990 conditions.
The analysis of goods delivery operations indicates that peak summer activity is approximately 13%
less than peak winter activity. While this is not a major difference in magnitude, winter operating
conditions are much more severe indica[ing that the winter season is clearly the critical design period.
In addition to basic goods delivery, however, there is a considerable amount of related vehicular
activity consisting of autos, vans and pick- ups, as well as large trucks. These vehicles are [ypically
performing a variety oC functions including maintenance and repair, customer service, and trash
pick-up. Table 2 documents each of these functions along with their relative daily activity levels.
� Technical Report (undated), Town of Vail, Department of Community Developmen[,
1980.
Town of Vail Page 6
Vail Transportation Master Plan Chapter II
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Town of Vail Page 7
Vail Transportation Masier Plan Chapier II
Table 1
Floor Areas of Primary Truck Trip Generators
(1980 Square Footages)
Building Floor Area (Souare Feetl
Number Buiidine Name/Address General Retail Restaurant Office
l . Sitzmark (83 GCD) 4,600 3 ,080 524
2. Gore Creek Plaza ( 193 GCD) 3 ,004 3 ,800 2, 102
3. Schober (201 GCD) 3 ,500 2,937 2,528
4. Creekside (223 GCD) 3 ,338 5,798
5. Covered Bridge (227 Bridge Street) 8,816
6. Gasthof/Gramshammer (231 Bridge St.) 7,477 6,583
7. Gallery (228 Bridge Street) 5,247 2,342
8. Slifer(230 Bridge Street) 859 3 ,916
9. Clock Tower (232 Bridge Street) 2,790 4, 199
] 0. Lodge at Vail (158- 198 GCD) 9,035 8,997
11 . Lazier Arcade (225 Wall Street) 7 ,371 3,000
12. Casino (250 GCD) 3 ,744 3,835
13. Plaza (281 -293 Bridge Street) 8 ,000 4,800
14. Hill (311 Bridge Street) 8 ,056
15. One Vail Place (244 Wall Street) 2,348 9,953
16. Liquor Store (280 Bridge Street) 5,408 1 ,000
17. Red Lion (304 Bridge Street) 2, 194 I7 ,448
18 . Gold Peak Hs. (278 HRR) 5,321 1 ,260
19. Cyranos (298 HRR) 5 ,434
20. Mill Creek Court (302 HRR) 3 .553 2.746
Totals 89,414 66,219 29,310
GCD = Gore Creek Drive
HRR = Hanson Ranch Road
Note: Numbers were increased to reflect 1990 status.
Town of Vail Page B
Vail Transporiation Master Plan Chapter II
Table 2
Peak Season Delivery and Service Volumes
(Estimates of 1990 Activity)
Average Delivery
Function Trins Per Dav
Emergency Operations
Priority (Police, Fire, Ambulance) As Required
Non-Priority (Maintenance, Repair, Service) As Required
General Maintenance, Repairs and Service
Major (more than 1 day) As Required
Minor (less than 1 day) 2 - 4
Product Delivery (*) 140 - 170
General Retail Goods
Food/Perishables
Vending (Soft Drinks, ConFections, Tobacco)
Liquor and Alcohol
Taxi Services 8 - 10
Package Delivery and Pick-Up 8 - 10
Customer Specialty Service 2 - 4
Trash Pick-Up As Reauired
Totals 162 - 202
* Product delivery activity of 140 to 170 vehicle trips (half of the vehicle trips enter the Village
area and half exit the Village area) is made by 70 to 90 trucks. This truck volume conducts
approximately 230 to 2S0 separate deliveries and generates a total commodity volume o£ 1 ,900
to 2, 100 cubic feet per day.
Town of Vail Page 9
Vail Transportation Master Plan Chapter II
GOALS AND OBJECTIVES
Basic planning objectives relative to the goods and services delivery system are ordered in the
following hierarchy:
o Pedestrianization should be emphasized as a priority. Ideally, therefore, all trucks and service
vehicles should be eliminated from the Village core.
o If this is not feasible, the number and size of trucks in the Village core should be reduced.
o Gore Creek Drive (between Check Point Charlie and Mill Creek) and Bridge Street should not
carry any vehicular traffic.
o Design solutions need to be sensitive to surrounding neighborhoods and the natural
environment.
Demand estimates indicate that approximately 25 to 30 delivery and service parking spaces are
required to accommodate the existing delivery demand during the peak season. In the future
approximately 35 to 40 delivery and service spaces will be needed. These new loading zones should
be located in response to both environmental constraints as well as pedestrian and retail space needs.
CHARACTERISTICS OF DELIVERY SYSTEMSZ
In order to better understand the consequences of the alternatives which are available to Vail, it is
important to clari£y the two basic characteristics of any goods and services delivery system which
fully or partialiy fu(£ill the previously stated objectives. These characteristics are:
o Surface vs. Subsurface Operations
o Direct Service or Decentralization vs. Non-Direct or Centralized Operations
Subsurface (or underground) delivery sys[ems may be applicable when (as is the case in Vail)
insufficient space is available on the surface level to separate incompatible delivery functions from
other activities. The primary factors affecting the feasibility o£ subsurface delivery systems are
constructability, liability, and costs. If these factors can be overcome, the primary objective can be
satisfied.
Direct service delivery refers to the situation in which individual merchants order their products from
multiple vendors who are responsible for bringing the product direc[ly to [he merchant. This type
o£ delivery system emphasizes a high level of service to the merchant and can, therefore, result in
excessive [ruck volumes in [he core area due to multiple product types and varying delivery times.
The entire product delivery effort, however, is the responsibility of the merchant and the vendor.
Z Much of the material presented in this section is based upon conversations and
mee[ings held with vendors and truck transportation providers during March , 1990.
Town of Vail Page 10
Vail Transportation Masier Plan Chapler II
By contrast, the application of a centralized delivery system in Vail Village would be done in order
to:
o Trans£er less- than- truck-load (LTL) deliveries to smaller vehicles, and
o Consolidate small deliveries onto fewer vehicles.
To accomplish these objectives of smaller and fewer trucks in the Village core, service to the customer
is typically reduced primarily in terms oF delivery times and frequency. This is due almost solely to
the fact that a third par[y is involved in [he product delivery system. Construction of a warehouse
facility, purchase of down-sized delivery vehicles, personnel to operate and maintain facilities,
insurance, and product replacement are all third party responsibilities. In most instances, this third
party would be the Town o£ Vai] or a private business under contract to the Town. In any case, the
Town would be responsibly involved in the product distribution system.
Time restrictions on goods delivery is a means by which competing uses of limited physical space can
be monitored and allocated to priority functions. As such it is a compromise which is imposed on the
area in order to avoid excessive capital expenditures while retaining a certain level of convenience
and efficiency for delivery operations. In addition, the Town's involvement is restricted to its typical
regulatory and police powers. The Town currently has time restrictions for product delivery and
intends to continue these restrictions.
ALTERNATIVES
Five alternatives have been identified which address, in varying degrees, the objectives listed
previously to reduce vehicle/pedestrian conflicts in Vail Village. These alternatives are defined as
£ollows:
Alternative I - Subsurface Tunnel Svstem
This alternative consists of tunnels directty below Gore Creek Drive, Bridge Street and Hanson Ranch
Road. The tunnels would be large enough to accommodate full-size trucks such that direct service
to all merchants is retained. Tlie tunnel entrance would be located north of the current site of Check
Point Charlie and exits would occur in the vicinity of Mill Creek, with underground traffic oriented
one-way in the eastbound direction. Underground access to buildings would be provided via
installing basement doors, staircases, and service elevators to the surface level.
Alternative 2 - Small Vehicle Subsurface "Cunnel Svstem
This alternative is similar to the subsurface tunnel system except that the underground tunnels would
be sized to accommodate smaller vehicles (such as Cushmans) to reduce costs. Such an operatio❑
would require centralization of deliveries where goods would be transferred to third parcy vehicles.
Town of Vail Page 11
Vail Transportation Master Plan Chapter II
Alternative 3 - Centralization (Close-In)
This alternative consists of a central receiving area at which delivery trucks would transfer product
to smaller vehicles. The idea is to replace larger trucks currently being used in Vail Village with
smaller vehicles. To make this feasible, a warehouse should be within close proximity of the Village;
preferably I /4 mile or less, and in no instance greater than 1 /2 mile.
Alternative 4 - Centralization lRemotel
This alternative is identical to close-in centralization except that the warehouse receiving area would
be located away £rom the Village area where land prices would be more £easible. The idea is to
consolidate goods so that fewer delivery trucks would be needed. However, it is unlikely that small
vehicles would have suf£icient torque and gearing to pull the larger loads over the longer distances
inherent in this alternative. Thus, while the number of trucks would be less, the size of the typical
delivery vehicle would be relatively targe.
Alternative 5 - Decentralization
This alternative is similar [o the existing situation except [rucks would not be allowed on Bridge
Street. The loading zone currently located on Bridge Street would be relocated to either the
Christiania parking area or to a newly constructed site in the vicinity o£ where Mill Creek passes
under Hanson Ranch Road.
FIRST LEVEL EVALUATION
An initial screening of [he five alternatives was conducted in order to identify key factors which may
make an alternative unacceptable. This "£atal flaw" evaluation is summarized below.
Alternative 1 - Subsurface Tunnel Svstem
The subsurface tunnel system would be a major undertaking involving three major issues:
o Constructability
o Liability
o Costs
The construction of such a project would require the excavation of approximately 32,000 cubic yards
of material, and 58,000 square fee[ o£ new support structure for the pedestrian areas above. All
utilities and other infrastructure that are currently below the surface such as storm and sanitation
sewers, water, gas, telephone, and electric would need to be relocated. Construction would take a
minimum of 2 years and more likely 3 to 4 years. Portions of the Vilfage would be entirely closed
off to pedestrian traffic, and businesses would be required to shut down during certain critical periods
o£ the excavation process.
Town of Vail Page 12
Vail Transportation Master Plan Chapter II
Town liability would be significantly affected. Tunneling in close proximity to existing development
would have to be done utilizing special procedures to minimize potential damage or weakening a
building's structural integrity. Even upon comptetion of the project, it is possible that structural
damage to adjacent buildings may not be evident for 10 to 20 years or more after project completion.
The liability consequences of this alternative would continue indefinitely.
The cost of the tunnel project can only be grossly estimated at this time. Basic excavation, structural
components, and utility relocation would be approximately $30 to 40 million. Costs associated with
building access modi£ications, insurance, material disposition, and por[al [reatments would increase
total project costs to $50 million or more.
Although this alternative achieves the primary objective, its construction, liability, and cost
implications make i[ impractical.
Therefore, this alternative is recommended to Ue eliminated from further consideration.
Alternative 2 - Small Vehicle Subsurface Tunnel Svstem
The smaller subsurface tunnel system involves the same basic issues of cons[ructability and liability
but at a reduced project cost of approximately $ 10 to $ 15 million. In addition, this alternative would
involve maintaining a central receiving area where goods would be consolidated and transferred to
smaller vehicles for ultimate access to the customer. Given the fact consolidated loads would be
carried by small vehicles, this kind of delivery centralization would be just as appropriate on the
surface. As a consequence, tunnel excavation would not be financially necessary if delivery
centralization was to occur.
Therefore, this alternative is recommended to be eliminated.
Alternative 3 - Centralization fClose- I�)
The centralization alternative utilizing a close- in receiving area (within one-quarter to one-half mile
of the Village) would make use of smaller vehicles in lieu of larger trucks within the Village to
complete the delivery. Delivery trucks would unload their cargo onto smaller vehicles (such as
Cushmans or tractor units similar to airport luggage trains) and then transport it to Village
destinations. Operators of the vehicles could either be the truck driver himself or a third party
employee. Delivery vehicles within the pedestrian area would be smaller in size, and the number of
vehicles required to deliver the same volume of goods would decrease by approximately IS% to 20%
over the existing situation.
Advantages
o Many or alf of [he larger delivery trucks would be removed from the core area.
o Total truck volume in the core area would be reduced.
Town of Vail Page 13
Vail Transportation Master Plan Chapier II
Disadvantages
o Land acquisition costs would be extremely high for a close- in receiving area and a warehouse
operation may not be considered a compatible land use with adjacent properties.
o All delivered goods would need to be "double- handled", that is, they would need to be
unloaded at the receiving area and reloaded onto another vehicle before delivered to an
establishment.
o The Town of Vail would likely become financialiy and legally involved in the goods delivery
business. Maintaining the loading £acility; purchase, operation, and insurance of vehicles; and
product liability would al( be elements of the Town's involvement.
o This alternative may not be appropriate for all types of deliveries , and therefore may only be
a partial solution. For example, special arrangements would likely be required for liquor
deliveries, since the ]aw requires liquor to be delivered directly to liquor-licensed establish-
ments.' This may be resolved if, in securing the liquor license, the establishment also obtains
a license £or an optional premises, such as a warehouse.
This alternative (or variation thereof) may be an appropriate solution, but further evaluation is
necessary to determine its feasibility.
Alternative 4 - Centralization (Remote)
The idea behind a remote centralized facility is to locate the facility away from the Village where land
acquisition is less expensive and construction is more feasible. Such a facility would have similar
characteristics to a close-in site, and many oF the advantages and disadvantages would still apply.
However, a remote site would introduce additional problems which include:
o Less flexibility would exist £or merchants requiring essential deliveries. If a particular
establishment has placed an order that it needs as soon as possible, the delivery truck may be
punctual in delivering the item(s) to the warehouse facili[y, bu[ the final delivery would be
subject [o the loading of the third party delivery truck. That is, a delivery from the ware-
house to the Vi(]age would not occur to accommodate just one merchant. The truck must be
sufficiently loaded to warrant making a delivery trip to Vail Village.
o Smaller delivery vehicles would not be appropriate for a remote site. A larger truck would
be required to efficiently consolidate products and to operate in mixed traffic conditions
between the warehouse and the village. Therefore, large delivery trucks would still access the
Village.
3 Conversation with the Colorado Department of Revenue, Liquor Enforcement
Division, March 23, 1990.
Town of Vail Page 74
Vail Transportaiion Master Plan Chapter II
o Delivery of perishables, food , or vending products may need individual attention and they
may not lend themselves to be consolidated into a common truck. As a result many special
trips to the Village would be required which is contrary to the objective of reducing truck
volume in pedestrian areas.
For these reasons, Alternative 3 (close-in centralization) is a more practical solution than Alternative
4 (remote centralization).
Therefore, this alternative is recommended to be eliminated from further consideration .
Alternative 5 - Decentralization
The primary focus of a decentralized delivery system is to maintain the current delivery scheme, but
to prohibit all delivery vehicles £rom the Village core. This concept could be implemented with
continuing time restrictions so that trucks would not be allowed during heavy pedestrian traffic
periods. In addition, restrictions could be imposed such that no delivery vehicles would be allowed
in the Village on certain days of the week. Additional loading and unloading areas could be provided
at the Christiania parking lot and/or a newly constructed loading zone which would be located on
Hanson Ranch Road in the vicinity of Mill Creek. Advantages and disadvantages o£ this alternative
are as follows:
Advantages
o Bridge Street would be free of all delivery traffic.
o Goods are not "double handled".
o Town of Vail would not be financially or legally involved in the delivery business.
Drsadvantages
o Does not relieve Gore Creek Drive of delivery activity.
o Drivers would be required to handcart goods further for deliveries destined to establishments
on Bridge Street north of Gore Creek Drive.
o Vehicles would be parked for a longer time period.
o Impacts on surrounding neighborhoods and the natural environment which may result.
This alternative or a variation [hereof may be an appropriate solution, but further evaluation is
necessary to determine its feasibility.
Town of Vail Page 15
Vail Transportation Masier Plan Chapter II
SECOND LEVEL EVALUATION
The preliminary technical analysis conducted to this point suggests that two basic goods and service
delivery alternatives have sufficient potential to warrant more detailed investigation. These
alternatives are:
o Alternative 3: Close-in Centralized Delivery
o Alternative 5: Decentralized Delivery with Bridge Street, Gore Creek Drive, and Hanson
Ranch Road Loading Zones Relocated
A more indepth analysis is now required to select the preferred plan.
Alternative 3 - Centralization (Cfose- Inl
A review of this alternative yields several issues and concerns to be addressed as follows:
o What is the best ]ocation for a decentralized warehouse?
o How big should the "small-vehicle" fleet be?
o To what degree would the Town of Vail need to be involved and be responsible?
Alternative locations for a central receiving area are limited to the tightly spaced build out of the
Village area. Four alternative sites have been identified for additional evaluation which include the
Christiania parking lot, the parking area east of Garden of the Gods, the Golden Peak tennis courts,
and an area just off of Vail Road immediately south of the Lodge South condominium tower.
The Christiania parking lot site illustrated in Figure 2 is characterized by having the dock area below
the Christiania guest parking area. The grade di£ference between Hanson Ranch Road and Gore
Creek Drive lends itself to construct a two-level structure on this site in which the lower level would
be used for unloading and the upper level would be used to replace the parking that currently exists
on that site. Access to the lower level would be on Gore Creek Drive and access [o the upper level
would be provided via Hanson Ranch Road.
The Garden of the Gods site shown in Figure 3 is characterized by having the dock area entirely
underground below the surface parking at Vail Trails. Since this is a relativety flat area, a signiCicant
amount of "ramping" is required to transfer delivery vehicles from the sur£ace level to the lower level.
The single unit delivery truck ramps woufd need to be a minimum of 330 feet long to t�averse the
elevation difference, and the small delivery vehicle ramp would need to be approximately 220 feet
long. The single unit truck ramps wou(d have to begin descending immediately south of the Gore
Creek bridge along Vail Valley Drive. Consequently, Gore Creek Drive and other parking accesses
would have to be closed off from Vail Valley Drive due to the access ramps. In addition, these ramps
would be located very near existing buildings (Vorlaufer and Vail Trails) , and the excavation required
in constructing the ramps may adversely affect the structural integrity of these buildings.
Town of Vail Page i 6
Vail Transportation Master Plan Chapter II
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Christiania Lot Centralization Site
Town oi Vail Page 77
Vail Transportation Master Plan Chapter II
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Garden of the Gods Centralization Site
Town of Vail Page 18
Vail Transportation Master Plan Chapter II
The Golden Peak tennis courts site shown in Figure 4 is characterized by a loading area located on
the current tennis court level. The embankment along the south and west sides could be used to
support a roof over the loading area in which 3 tennis courts could be replaced. No tunneling would
be required since the loading area and ramps would be at about the same level as Vail Valley Drive.
The Vail Road site shown in Figure 5 would essentially be located into the side of the mountain.
Delivery vehicle access would be via tunnels located off of Vail Road. The southern side of the dock
building would be 35 to 40 feet below the ground sur£ace, and the northern side of the dock building
would be partially exposed.
Items of concern regarding a close-in facility site include the £ollowing;
o The site should be located as close to the Village core as possible to shorten the small delivery
vehicle trip length and to minimize intermixing with regular traffic.
o The site should be sufficiently large to accommodate the maneuvering of combination unit
trucks off of the public street system.
o The facility should be covered and concealed to the extent possible for aesthetic reasons.
o The site should not significantly affect the surrounding neighborhoods and natural
environment.
o Constructability and costs of the site should be reasonable.
O£ the four sites, the Christiania site would be located closest to the Village area which is its biggest
advantage over the other three sites. Planning level costs are estimated to be $ 1 .4 to $ 1 .7 million.
The Garden of the Gods site would be totally underground. However, installing the necessary
ramping would close o£f key access points onto Vail Valley Drive (e.g. Gore Creek Drive) as well as
impacting adjacent buildings. This alternative conflicts with many goals of the Streetscape Plan for
Vail Valley Drive. Because this site requires extensive tunneling and excavation total implementation
costs are estimated at $2.4 to $2.9 million.
The Golden Peak tennis courts site is located furthest from the Village core, but would be easier and
less costly to implement since minimal excavation is required. The structural needs for the roofing
at this site would also be less stringent since roof loading would be much less. In addition, the
impacts on surrounding parking and the tennis court area are easily mitigated and additional space
is available to expand the dock and apron area if £uture needs so dictate. Total implementation costs _
are estimated to be $ 1 .4 to $ 1 .7 million.
Town o� Vail Page 19
Vail Transportation Master Plan Chapter II
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Town ot Vail Page 20
Vail TranspoAation Masier Plan Chapter II
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Town of Vail Page 27
Vail Transportation Master Plan Chapter II
The Vail Road site south of the Village core also requires extensive tunneling and excavation on a
difficult construction site. While nearly totally concealed, implementation costs are estimated to be
$2.0 to $2.4 million.
In [he event that Alternative 3 is implemented, the Christiania site would be the most desirable of the
four since it is located closest to the Village area, it is not as disruptive to the surrounding area as the
other alternative sites, and would be one of the more inexpensive alternatives to construct.
Implementation will require extensive treatments to deal with the many aesthetic concerns of the site.
The size of the Cushman £leet is dependent upon vehicle delivery times; that is the time that each
vehicle is away from the warehouse making deliveries. These times will be higher for warehouses
located further from the Village core. Based on an estimated quantity of about 2,000 cubic feet of
delivered goods and an effective small vehicle capacity of 40 cubic feet, a close-in site such as the
Christiania lot will require a fleet of 7 vehicles whereas the other sites would require 8 to 10.
The only logical third party would be the Town of Vail which would ultimately need to construct the
warehouse facility, acquire land for the facility, acquire the Cushman vehicles, and maintain the
entire operation. The Town would also be directly or indirectly responsible for the condition of
delivered goods. The burden of implementing and maintaining a centralized delivery system could
be placed upon Village merohants or the delivery companies.
Alternative 5 - Decentralization
Three areas were discussed as potential locations for new truck loading zones under the decentralized
delivery system. These areas are:
o Development of a combined alley/pedestrian corridor along Mill Creek between Gore Creek
Drive and Hanson Ranch Road.
o A formalized truck loading zone between Cyranos and Christiania.
o A lower level loading zone beneath the existing Christiania parking lot.
The Mill Creek corridor is sufficiently wide to accommodate a one- way alley, provide an open water
area, and retain a landscaped pedestrian corridor. Relocation of the Mill Creek channel would occur
from a point north of Hanson Ranch Road to Gore Creek Drive. The ability to provide a walkway
connection through the buildings along Bridge Street (North of the Red Lion) is complicated by
stairways to upper level dwelling units and other building elements which wou(d have to be re-
constructed and modified. If access between these buildings cannot be provided, the alley concept
still performs two important functions:
Town of Vail Page 22
Vail Transportation Master Plan Chapter II
o Close-in replacement space for the loading operations which now occur on Bridge Street, and
o A connection between Hanson Ranch Road and Gore Creek Drive which enhances truck
access to the south end of Bridge Street and the area north of Gore Creek Drive.
Up to six 35-foot truck spaces and nine 25-foot truck spaces can be provided along the alleyway.
Basic construction costs are estimated to be approximately $ 100,000. The amount of landscaping and
pedestrian improvements desired and the structural modifications involved in providing a pedestrian
access through the buildings facing Bridge Street could increase the implementation costs to $ I50,000
to $250,000.
The area between Cyranos and the Christiania building can be designed to accommodate up to eight
truck spaces; but more realistically five spaces in consideration of the natural environment. Cyranos
would be af£ected with the major change occurring to the small parking area and trash container
holding area next to Christiania. Exclusive of any right-of-way costs, this area could be constructed
for approximately $50,000.
The area under the existing Christiania parking lot results in approximately 17 additional truck
parking spaces under a simple parking deck structure to replace the Christiania parking area. Product
delivery to the core area would also be via handcarts. Implementation costs for an informal truck
loading zone at this sight is estimated to be $750,000 to $850,000 exclusive o£ land costs.
Implementation will require extensive treatments to deal with the aesthetic concerns of the site.
Table 3 summarizes the advantages and disadvantages of each alternative. Details of the planning
level cost estimates for all of the alternatives are presented in the Technical Appendix.
Alternatives 3 and 5 were presented to Vail Village merchants and representatives from various
product vendors. Two meetings were held for discussion and a general agreement was made regarding
the following items:
o Elimination of goods delivery operations from Bridge Street was agreed to be an important
objective.
o The truck loading area between Cyranos and Christiania was generally considered a good
replacement area for Bridge Street.
o The truck loading area on Gore Creek Drive immediately east of Check Point Charlie was
desired to be retained in order to keep walk distances and truck dwell times to a minimum.
o Existing short-term parking areas were suggested to be converted to truck loading zones only
and adequately e�forced. This includes the areas on Gore Creek Drive next to the Mill Creek
building and the Christiania parking lot and on Hanson Ranch Road next [o the Christiania
parking lot.
Town of Vail Page 23
Vail Transportation Master Plan Chapter II
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Town oi Vail Page 24
Vail Transportation Master Plan Chapter II
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Town of Vail Page 25
Vail Transporta�ion Master Plan Chapter II
o The idea of connecting Hanson Ranch Road to Gore Creek Drive with a one- way roadway
behind the Red Lion was suggested to be further considered, recognizing that extensive
landscaping and pedestrian amenities would also be included along Mill Creek.
o The truck loading areas on Willow Bridge Road in the vicinity of Check Point Charlie were
recommended to be retained with major landscaping and amenities provided to separate
pedestrian movements from truck operations.
o Depending upon the final combination of official truck loading zones to be designated by the
Town Council, Check Point Charlie would be relocated or additional control points defined
to not only control truck operations but also to intercept lost tourists prior to reaching the
Viltage core.
This input was combined with additional citizen input obtained from public work sessions held by
the Town Council and staff. After consideration of all the technical and community factors the
following recommendations and priorities were established.
RECOMMENDATIONS/PRIORITIES
The Vail Village goods delivery plan is illustrated in Figure 6 (A and B), and consists of a modified
decentralized delivery strategy. Elements of the plan are as follows; prioritized by short- term (Figure
6A) and long-term (Figure 6B) actions.
Short Term
o Tota( delivery and service parking spaces needed in the short-term is 25 to 30 spaces.
o Modify policies at Checkpoint Charlie.
- Eliminate 30% of the traffic (cars) accessing the Core for small deliveries and minor
tasks through use of the 1 - 1 /2 hours of free parking in the Vail Parking Structure for
this type of need.
• Designate a desirable area of the Vail Parking Structure for short term
parking.
• Enforcement of this issue would be key to its success. Educate the users that
the Town is providing convenient short term spots in the Vail Parking
Structure, however, abuse of these spots will result in strict enforcement.
, - Develop written policies concerning vehicles requiring access to the Village including:
• Cars without large amounts of goods to be delivered will not be allowed in the
Village or in the loading zones. Use of the parking structure would be
required for these trips.
Town of Vail Page 26
Vail Transportation Master Plan Chapter II
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Town of Vail Page 27
Vail Transportation Master Plan Chapter II
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Town of Vail Page 28
Vail Transportation Master Plan . Chapter II
• Trucks and cars that are making deliveries of large quantities of goods will be
allowed access to the Village loading zones and will be given priority for these
zones. Time will be limited to only what is needed to load or unload these
goods. In addition, a permitting process could be established to access these
zones.
• The towing of vehicles for violation of loading zone restrictions will be
strictly enforced.
• Construction work requiring parking will need to be planned and approved
in advance by the Town of Vail's Community Development, Public Works,
Fire and Police Departments.
• Service vehicles will be allowed limited access to some loading zones for
emergency work only. Non-emergency service work should be scheduled £or
non-peak traf£ic hours in the Village. All service vehicles will need to
contact the Police Department for a parking permit for both the emergency
and non-emergency work.
• Loading zone restrictions may be lifted after 6:00 P.M. The loading zones on
Gore Creek Drive, however, will be posted as a "No Parking Area" in the non-
loading hours.
- Investigate the possibility of locating "drop boxes" in designated places £or overnight
couriers.
o Implement the £ollowing actions and procedures.
- Eliminate loading zones on Bridge Street and Hanson Ranch Road near Mill Creek
only.
- Allow only morning use of the Gore Creek Drive loading area in the vicinity of the
Lodge Promenade (winter: 9:00 A.M. to 2:00 P.M. and summer: 8:00 A.M, to 11 :00
A.M.). .
- Convert the IS minute parking areas on [he north side of the Christiania lot and
adjacent to Riva Ridge North to delivery and service vehicles only with no large
delivery trucks allowed except for over Flow.
- Install "One Way/Do Not Enter" signs further north on Willow Bridge Road.
- Convert the 15 minute parking north of Wi]low Bridge to truck only.
o Authorize capital improvements in an attempt to reduce the 33% "lost guest" number and those
who enter the Village the wrong way.
- Relocate Checkpoint Charlie south to the vicinity of Willow Road.
- Construct ]andscaped medians south on Vail Road from the Frontage Road.
Town of Vail Page 29
Vail Transportation Master Plan Chapter It
- Further evaluate i�formational and directional signing clarifications and modify as
needed.
- Construct entry feature monument signs, at all entry points to pedestrian areas.
- Prior to construction of monument signs provide and install a standard sign which
warns motorists with the wording "Pedestrian Zone Automobiles Restricted" at all
pedestrian zone entry points.
o Review the information signs and traffic control procedures at the I-70 Main Vail exit ramps
and at the 4-way stop intersection.
- Install portable, variable message signs at the 4- way stop intersection (Vail Road
median) and the I-70 exit ramps providing clear messages to drivers. Messages can be
updated based on varying demands throughout the day.
- Develop action policies for the following groups; (1 ) CSO's in Village, (2) 4-way
traffic controllers, (3) checkpoint personnel, (4) parking structure operations and other
Town employees. These action policies should relate to enforcement, who is allowed
access to the Village, and vehicle towing procedures. Evaluate disallowing certain
tra£fic movements during peak periods based on traffic circumstances and demands.
o Work with Vail Associates in designating allowed skier drop-off areas. This would be an
attempt to recognize the problem versus banning allskier drop-offs.
LonQ Term
o Total delivery and service parking spaces needed in the long-term is 35 to 40 spaces.
o Christiania lot.
- Resolve the land ownership issues.
- Evaluate in greater detail:
• Technological options of hand cart deliveries, small vehicles for deliveries and
storage lockers.
• Operational characteristics and regulations for hand carts and small vehicles
along with liability issues, storage problems, and fi�ancing options.
• Evaluate options to make the site both aesthetically compatible with the
neighborhood and operational for the truck delivery functions.
Town of Vail Page 30
Vail Transportation Master Plan - Chapter II
o Additional sites to be evaluated:
- South of Lodge at Vail
• Resolve land ownership and legal issues.
• Evaluate compatibility with International Wing development plans.
• Address Vail Associates concerns
• Address United States Forest Service concerns.
- Golden Peak
. Resolve land ownership issues.
• Address Vail Associates concerns.
- Other Location Options
Town of Vail Page 31
Vail Transportation Master Plan Chapter III
CHAPTER II1 . PARKING
BACKGROUND
Throughout the year, the demand for parking in Vail varies considerably; ranging from very low
demands between winter and summer guest seasons to very high demands especially during the peak
skiing periods.
The total community parking supply is made up of many components including a wide variety of
public and private parking facilities. As parking demand approaches the limits of the parking supply
major public parking facilities such as the Transportation Center, Lionshead garage, and Ford Park
£ill to capacity. As this condition occurs excess parking demand is accommodated on the frontage
road system.
In order to better define what the "parking problem" is, the existing parking supply and demand
relationship is schematically depicted in Figure 7 . The key points illustrated by the diagram relate
to three basic levels of parking demand.
o Level 1 - As long as the total parking demand is less than the formal permanent parking
supply, no parking problem exists.
o Level 2 - During peak activity periods, however, parking demands fill the formal permanent
supply creating a condition where pre-planned temporary parking provisions (Ford Park)
become more fully utilized. While a balance between supply and demand is maintained, the
continued long-term use of Ford Park is not compatible with the park itself or with sound
parking management principles, especially revenue generation.
o Level 3 - As parking demands continue to increase, all parking facilities are filled to capacity,
and temporary overflow parking spaces (typically the Frontage Road) are utilized to whatever
extent necessary. Not only are revenues lost, but visitor convenience and sa£ety are also
compromised.
The major components of the existing parking supply which are critical include the Transportation
Center, Lionshead, Ford Park, and the Frontage Road. This existing parking supply is documented
in Table 4.
Town of Vail Page 32
Vail Transportation Master Plan Chapter III
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Town of Vail Page 33
Vail Transpottation Master Plan Chapter III
Table 4
Existing Parking Supply
Approximate Quantities
Location Existine Su�olv ( 1 /921
Transportation Center 1 ,300
Lionshead 1 ,200
Ford Park 250
Frontage Road As Needed
Total 2,750
Existing Parkine Suoolv/Demand Characteristics
Figure 8 provides greater detail relative to parking supply/demand characteristics. Typical daily
parking demands have been rank ordered (highest to lowes[) in order to determine the number of days
that a given demand for parking occurs. It will be seen from Figure 8 that when the existing parking
demand is compared with the formal permanent parking supply, overflow parking on the Frontage
Road is needed approximately 6 days per year. The magnitude of the overflow has varied from just
a few vehicles on the 6th day to a maximum of approximately 750 vehicles.
Future parking demands are highly dependent upon anticipated future ski ac[ivity. The Environmen-
tal Assessment for the Vail Ski Area Expansion added several new areas to the special use permit and
approved a portion o£ these new areas for site specific expansion.
The primary measure of ski area activity used in the Environmental Assessment is the "skiers-at-one-
time" (SAOT) capacity. Table 5 documents the historical and potential future SAOT values for
various conditions.
Table 5
SAOT by Values for Ski Area Expansion
Source: Vail Ski Area Expansion, EA , November 25 , 1986.
Condition SAOT % Increase Over 1990
1985 15 ,579 -
1990 (Estimate) 19,000 -
"Manage To" Capacity 19,900 4.7%
Approved Site Specific Expansion 22,917 20.6%
Potential Future Expansion 24,702 30.0%
Town of Vail Page 34
Vail Transportation Master Plan Chapter III
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Town ot Vail Page 35
Vail Transportation Master Plan Chapter III
It will be noted that the approved long term ski area expansion results in excess of a 20% increase in
overall demand levels while ultimate ski area expansion has a potential for a 30% increase in demand
levels.
Proiected Parkine Suootv/Demand Characteristics
Figure 8 also documents the consequences of the increased demand level on the existing parking
supply. For the approved ski area expansion, the expanded parking supply is adequate for all but 26
days. The magnitude of the overflow varies from just a few vehicles on the 26th highest day to a
possible maximum of approximately 900 vehicles on the busiest day. For the potential ski area
expansion the expected parking deficiency increases to 34 days with a maximum short £all of
approximately 1 ,300 spaces.
GOALS AND OBJECTIVES
The following are the goals and objectives relative to parking needs.
o Identify travel demand management techniques to reduce current and future demands for
parking including ride-share incentives, pricing controls, and transit service improvements.
o Provide an adequate public parking supply to accommodate £uture demands associated with
the approved ski area expansion recognizing that maximum peak demands cannot be
economically satisfied. The recently completed parking expansion project was initiated when
parking overflows occurred 15 days per year. Thus, up to I S days o£ overflow demand are
considered acceptable by the Town as a reasonable balance between serving the majority of
the peak parking demands with a feasible and affordable investment.
o Provide reasonably priced public parking to serve the visitor.
o Provide price discounted parking to serve Vail resident and employee needs.
o Provide limited premium service parking at a price commensurate with the value provided.
o Identify candidate expansion areas for additional public parking to accommodate long-term
demands associated with the potential ski area expansion.
o Locate parking areas for charter buses, recreational vehicles , and other over-sized vehicles.
o Maintain an adequate revenue stream to fund implementation of on-going maintenance and
operations.
o Provide a simple and easily understood pricing struc[ure which is efficiently administered.
o Retain the private parking supply as an important and needed element.
Town of Vail Page 36
Vail Transportation Master Plan Chapter III
DEMAND MANAGEMENT OPTIONS
The research contains a wide- variety of ineasures for reducing travel and parking demands
collectively referred to as demand management techniques. While the vast majority of these measures
are oriented toward commuter travel in large urban centers, there are techniques which are applicable
to resort areas in general and Vail in particular. An analysis of the research as well as a review of the
several ideas presented in the Public Input meetings has resulted in the selection of three applications
having the greatest potential for reducing future parking demands in Vail.
Table 6 documents three demand management techniques which can be instituted either individually
or collectively. The three options are defined as follows:
o Modified Parking Pricing - This option would include possible elimination o£ free parking
periods, reduced rate provisions, and an overall higher rate schedule. The objective o£ this
option is to implement cost disincentives to using the auto and to make transit or carpooling
a more attractive alternative for local residents and employees. While similar ef£ects would
be expected on non-resident day skiers, for example, their average vehicle occupancy is
approximately 3 persons per vehicle already. Thus, fewer mode shifts would be expected
from this group.
o _ Vail Transit Improvements - This option would include both expanded geographic coverage
and more frequent service. The purpose of this option is to make transit a more atTractive
al[ernative through service enhancements (e.g. less crowding, shorter walks, etc.). These
measures will be less effective in Vail than in other areas primarily because the Vail system
is already generating a signi£icantly higher-than-average transit use. However, when
implemented in conjunction with modified parking pricing, reduced parking demands could
be anticipated primarily from the employee user group.
o Discount for Ride-Share Groups - This option would provide discount packages (lift tickets,
locai businesses, etc.) for visitors to Vail who arrive via a major ride-share mode. The
primary travel mode would be charter buses but could also include vans of a minimum size.
Each individual would receive specially designated coupons or other veri£ication that he or
she came to Vail with an official ride-share group. This option would target the single largest
parking demand element and offer the greatest potential £or significantly reducing long-term
parking demands at a reasonable cost.
If the demand management options discussed in the previous section (or others) are successfully
implemented, future parking demands can be significantly reduced. Although there will still be
several days when overflow parking occurs and a fewer number of days when the overflow is
significant.
Figure 8 also documents these reductions for the approved ski area expansion relative to the existing
parking supply. For the approved ski area expansion the expanded parking supply will be adequate
for all but 10 days. The magnitude of the overflow will vary from just a few vehicles on the lOth
highest day to a probable maximum of approximately 400 vehicles.
Town of Vail Page 37
Vail7ransportation Master Plan Chapier III
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Town ot Vail Page 38
Vail Transportation Master Plan Chapier III
Table 7 summarizes the preceding parking supply/demand analysis. Projected future over£low
parking conditions are documented in terms of the number of days of overflow and the maximum and
average magnitude of the overflow. These measures are also compared with existing conditions.
Table 7
Projec[ed Overflow Parking Summary
Parking Days o£ Maximum Average
Parkine Demand Scenario Suoolv Overflow Overflow Overflow
Existing Pre- 1990 14 1 ,000 500
Existing Post- 1990 6 7S0 375
Approved Ski Area Expansion
o Unmanaged Demand Post- 1990 26 900 450
o Managed Demand Post- 1990 10 400 200
Potential Ski Area Expansion
o Unmanaged Demand Post- 1990 34 1 ,200 600
o Managed Demand (TDM) Post- 1990 21 800 400
Potential Ski Area Expansion
o Unmanaged Demand Long-Range
Expansion 15 700 350
o Managed Demand (TDM) Long-Range
Expansion 7 400 200
Town ot Vail � Page 39
Vail Transportation Master Pian Chapier III
FUTURE PARKING SUPPLY REQUIREMENTS
The Town Parking Plan consists of a short-range component (consistent with the approved ski area
expansion) and a generalized long-range component. The short-range parking supply plan consists
of the following elements:
o The Town of Vail should encourage private sector involvement to actively pursue travel
demand management techniques to reduce the growth in parking demand.
o Up to 15 days o£ overflow parking demand is deemed to be acceptable by the Town in
recognition of the excessive capital costs required to meet absolute peak demands.
Approximately half of the days will result in very little to minor overflow conditions while
the top 7 days of activity will constitute the most serious overflow conditions.
o As a consequence, the formal public parking supply of 2,750 spaces in place with completion
of the expansion of the VTC is sufficient to meet the Towds immediate and short-term future
parking needs. The exact time period when additional parking will be needed depends upon
the success of any travel demand management techniques implemented and the rate at which
the ski area expands.
In the longer range future it is recognized that the possibility of ski area expansion beyond the
currently approved levels could occur along with continued general growth of the Town. Therefore,
the Parking and Transportation Advisory Committee adopted the following long-term parking concept
plan:
o The existing Ford Park parking area (east end of park) should be considered for a possible
two-level parking £acility with one level provided below existing grade.
o The existing West Day lot and the North Day lot should also be considered, in conjunction
with Vail Associates, for a possible two-level parking facility with one level partially
depressed below existing grade.
o The potential to expand the Lionshead parking structure should also be evaluated to provide
the needed parking spaces.
o The Golden Peak area, in particular the soccer practice fields; the ski school/practice area; and
the tennis courts and parking lot should be considered as potential parking expansion areas if
the traffic impacts can be mitigated.
Approximately 400 to 500 [otal parking spaces could be provided in one location or combination of
locations at a cost of approximatefy $2.5 to $3 .0 million. An increase of 500 parking spaces would
retain approximately IS days of overflow with the full potential expansion of the ski area with no
travel demand management techniques implemented (see Figure 8 ). In any scenario, the maximum
below grade parking potential of a site should be considered.
In the future long-term an evaluation of remote, outlying parking and its impact on transit service
costs to link these outlying parking areas with the Town should be completed if the need arises for
additional parking due to lost opportunities at the sites mentioned above or ski area expansion occurs
beyond what is now known.
Town of Vail Page 40
Vail Transporiation Masier Plan Chapier III
PARKING RATE STRUCTURE*
The Town of Vail currently charges patrons to park at the Lionshead and Transportation Center
garages during ski season (parking is free in the summer). Charging is primarily oriented towards
visitors, as local residents and employees purchase parking passes for the duration of the ski season.
The pricing structure varies depending on [he duration of the parked vehicle and it ranges from free
if parked for less than an hour-and-a-half to $7 .00 for a 24-hour period. The Town also sells parking
passes and coupons for the two structures which include the premium Gold Pass, the discount Blue
Pass and other discount coupon options. The use of the Blue Pass and coupons is restricted during
peak demand periods.
To meet the Town's objectives, a major revision of the basic rate structure, premium service program,
and discount parking program are recommended. The following parking rate structure is recom-
mended for the Town o£ Vail.
1990/91 1991 /92
Time Interval Price Price
0 - 1 - 1 /2 Hours $ 0.00 $ 0.00
1 - I /2 to 2 Hours $ 2.00 $ 3 .00
2 to 3 Hours $ 3.00 $ 4.00
3 to 4 Houes $ 4.00 $ 5.00
4 to S Hours $ 5.00 $ 6.00
5 to 7 Hours $ 6.00 $ 7.00
7 to 9 Hours $ 7 .00 $ 8 .00
9 to I1 Hours $ 8 .00 $ 9.00
I1 to 13 Hours $ 9.00 $ 10.00
13 to 15 Hours $ 10.00 $ I1 .00
15 to 24 Hours $ 12.00 $ 13.00
The Gold Pass should be continued as the premium service program, but price levels shou(d be
increased and reviewed annually to better reflect the costs incurred to provide guaranteed parking.
The following is recommended for the premium service Gold Pass program in 1990/ 1991 .
o Price set at $750.00 plus a $25 .00 deposit.
o Limited to a maximum of 150 Gold Passes.
o Guaranteed space availability and unlimited entry/exit.
o No restrictions on use.
o Gold Passes valid to the following November 1 .
* Many of the recommendations presented in this section have been implemented by the Town
of Vail for the 1990/ 1991 season and modified for the 1991 / 1992 season.
Town of Vail Page 41
Vail Transportation Master Plan Chapter III
The following are recommendations for Ihe Discount Parking program and Ford Park in 1990/ 1991 .
Price levels are recommended to be reviewed annually.
Coupons:
o Coupons will be sold for $3.00 each up to a maximum of 100 coupons per individual and may
be purchased in any quantity.
o Coupons are valid to the following November 1 .
o Coupons are valid at both VTC and Lionshead any day and at any time.
o At the VTC, Level 4 and Level 5 will be reserved exclusively for coupon holders (226 spaces).
o If Levels 4 and 5 fill, then coupon holders will use Lionshead.
o If Levels 4 and 5 do not fill, then general parkers wifl be allowed to use Levels 4 and 5
provided that the rest of the VTC is full.
o Coupons may be purchased by those individuals who have a valid drivers license with a Vail
address or verification of employment by a Vail business.
Blue Passes:
o Blue Passes will be sold for $400.00 plus a $25.00 deposit to anyone wishing to purchase them.
o Blue passes are valid to the following November 1 .
o Blue Passes may be used at the VTC at any time on Monday, Tuesday, Wednesday, and
Thursday (except between Christmas and New Years Day) and after 3:00 P.M. on Friday,
Saturday and Sunday.
o Blue Passes may be used at Lionshead any day and at any time.
o Blue Passes allow unlimi[ed entry/exit during the valid time periods defined above.
Ford Park:
o Ford Park will be £ree and available on a first come, first serve basis on Monday, Tuesday,
Wednesday and Thursday.
o Ford Park will be available to Coupon and Blue Pass holders or to general parkers for a $5.00
flat fee (payable upon entry) on Friday, Saturday and Sunday.
Town oi Vail Page 42
Vail Transporlation Master Plan Chapter III
SPECIAL PARKING PROVISIONS
The area adjacent to the Lionshead structure has been used to park over-sized vehicles. In addition,
the recent expansion at the Vail Transportation Center limits vehicle heights to 7' -4". Demand levels
have typically been approximately 30 to 35 vehicles with peak demands of approximately 50 vehicles.
It is recommended that this area continue to be used for over-sized vehicles. The potential exists for
the Performing Arts Group to erect a building on this site at which time a replacement site will need
to be identi£ied. Some possible sites include the £ollowing which would require negotiations with the
entities involved.
o Safeway Area in West Vail
o Vail Mountain School Parking Lot
o Gol£ Course Parking Lot
o Ford Park Parking Lot
o Athletic Field Parking Area
o Red Sandstone School - Lower Parking Lot
Overflow parking demands of oversized vehicles can be accommodated in the same fashion as
overflow demands for general parking or arrangements can be made to park oversized vehicles at one
of the above mentioned sites.
In addition, as a part of an overall travel demand management strategy, enhanced loading facilities
convenient to mountain access points should be evaluated £or charter buses and possible outlying
shuttles; most specifically, Golden Peak and the west side of the Lionshead Gondola building. During
the day these vehicles should be parked in one of the areas designated for oversized vehicles.
Town of Vail Page 43
Vail Transportation Master Plan Chapter IV
CHAPTER IV. TOWN BUS SYSTEM
The Town of Vail currently operates six free bus routes throughout the Town during ski season. Five
of the six routes serve outlying areas of Vail while one, the In-Town shuttle, serves the Vail Village
and Lionshead Village areas. The In-Town shuttle provides service to a relatively small area, but yet
it comprises about three-fourths o£ the ridership For the entire bus system. As such, its operating
characteristics differ from the outlying routes. The following sections of the report address
operations of the In-Town shut[le and outlying routes.
IN-TOWN SHUTTLE
This free bus service operates year-round and carries over 2.2 million riders annually along a 1 .75
mile route between Golden Peak and Nest Lionshead Circle (see Figure 9). A portion of the route
is restricted to bus traffic only. The route serves the high-density, commercial lodging and retail core
of Vail. On peak winter days up to 30,000 riders use the In-Town shuttle on a single day. Visitors,
mainly destination and day skiers, make up the bulk of the winter day ridership. Destination visitors
also use the shuttle to travel between the slopes, their lodging, and dining and shopping attractions
within Vail and Lionshead villages. Day visitors, local residents and employees use the shuttle as an
internal circulator after having parked in either the Vail or Lionshead parking structures.
The In-Town shuttle is the backbone o£ the Vail transportation system. Because of the rather unique
linear nature of Vail's mountain- town-highway orientation, the shuttle performs singularly what is
typically parceled out to separate transit services in most other North American resort communities.
In the typical resort community bed base, skier-mountain, nightlife/retail, and day skier parking are
separate and distinct, sometimes several miles apart- Snowmass Village, Steamboat, Jackson Hole, Sun
Valley, and Crested Butte for example. In these cases separate routes and services provided for day-
skier parking shuttles, destination visitor shuttles and in- village circulation. In Vail the In-Town
shuttle bears the brunt of each of these functions. Clearly, the quality of experience for Vail visitors
is tied closely to the operation of the In-Town shuttle.
CURRENT OPERATION
The village shuttle operates 19- 1 /2 hours a day between the hours of 630 AM and 2:00 AM.
Frequency of service is eight minutes or less with the most intense service provided during the 3:30
to 5:30 afternoon hours when skiers departing from the slopes crea[e the greatest demand for
transportation. Ten vehicles are regularly scheduled for shuttle service during the a£ternoon rush.
Occasionally four addi[ional vehicles are pressed into service to respond to heavy demand. With 14
vehicles in service on the shuttle route the frequency between vehicles is often less than the dwell
time at the major boarding points. This results in "bunching", i.e. buses running in tandem rather
than uniformly spaced along the route. Operation efficiency breaks down under these conditions as
passenger loads on the lead bus are usually greater than the trailing bus (or buses) and system speed
is governed by the slower vehicle. As system speed slows more passengers accumulate at stops
between bus arrivals, dwell time increases accmdingty thereby further reducing system speed and
ensuring that incrementally more passengers will be waiting upon arrival at the next stop. Although,
no[ documented, it is believed the usua] daytime average system speed of 7 to 8 MPH degrades to 3
or 4 MPH, or even less, during peak season afternoon hours. At these speeds and crowding conditions
many prospective riders wil] opt to walk.
Town of Vail Page 44
Vail Transportation Master Plan Chapter IV
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Town ot Vail Page 45
Vail Transportation Master Plan Chapter IV
While not documented precisely, it is estimated from daily boarding counts that the current shuttle
system was seriously overloaded between 27 to 30 days during the 1989-90 150-day winter season or
about one day out o£ five (see Figure 10, line #4). What is important to no[e by the slope of the curve
depicted in Figure 10 is that relatively small increases in annual skier days spread out uniformly over
the entire ski season, trigger a major increase in the number of days the current system will be
overloaded during the afternoon peak. This means destination skiers in the future will experience
more occasions o£ overcrowding on the current shuttle system. Whereas peak week, high season
visitors probably anticipate and will tolerate some overcrowding throughout Vail or any other major
destination resort, this condition will prevail more frequently on the shuttle system during isolated
days, probably weekends when higher day-skier volumes are added to moderate-occupancy
destination visitor volumes. These destination visitors may be unpleasantly surprised to experience
overcrowding on the shuttle system during "non-peak" weeks.
As a matter of policy it should be clear that if the "status quo" condition for shuttle riders is deemed
appropriate and cost effective, to maintain this condition will require an 18% increase in system
capacity if the "Approved Expansion" growth scenario evolves. Alternatives for achieving this, or
several other system capacity expansions, are discussed in a subsequent section.
GOALS AND OBJECTIVES
The following represent the Town's goals and objectives relative to the In-Town shuttle.
o Provide increased passenger capacity.
o Improve operations a[ physical bottlenecks.
o Identify a long-term concept plan £or passenger demands beyond 2010.
o Maintain high quality transit service while being sensitive to the quality and character of
pedestrian areas.
CAPACITY IMPROVEMENT ALTERNATIVES
Several alternatives have been developed for addressing shuttle system capacity improvements to
alleviate curren[ overload conditions and/or provide improved conditions in the future. For ease of
comparison these have been grouped as "fixed guideway" or "at- grade" alternatives.
Fixed Guidewav Shuttle Svstem (Above Grade)
Recognizing the need to address eventually the inherent limitations of the conventional transit coach
shuttle service, the Town oF Vail in 1987 commissioned a nationally recognized transit systems
technology firm, Lea Elliott, McGean and Company, to conduct a feasibility study of replacing the
existing shuttle service with an elevated people mover system. The study recommended a short-range,
medium-duty, automated monorail-type people mover system as the most appropriate replacement
solution. Some of the key operating parameters of the "generic monorail" replacement as described
in the Lea Elliott report are as follows:
Town of Vail Page 46
. Vail Transportation Master Pian Chapter IV
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Town of Vail Page 47
Vail Transportation Master Plan Chapter IV
0 10 elevated stations
0 32 foot, 2-car train
o Winter Crush unitcapacity of 51 passengers
o Outboard ski placement
0 6 mph average speed during crush conditions
0 1580 passengers per hour per direction line capacity at winter crush conditions (20
vehicles)
o Capital costs estimated to be $303 million
o Annual operating costs estimated to be $950,000.
When comparing the "crush" capacity of the replacement monorail system with that of a fleet of
fourteen 35-seat conventional transit coaches, the representative replacement monorail system, using
20 2-car trains, would provide about 30% more line capacity than the conventional bus system. In
either case it is assumed skis are carried in racks mounted outside the vehicle.
The cost to construct, equip and test the 20-train automated people mover system is estimated to be
$33.8 million ( 1990 $). This indudes 10 single platform stations and a special maintenance facility.
The annual operating cost (manpower, energy, supplies, etc.) is estimated to be comparable to the
annual cost of operating the shuttle bus service.
As shown in Figure 10 (line #3), the 30% benefit in line capacity over conventional transit coaches
would reduce the number days currently operating over capacity from 27 to 8 . I£ increases in demand
attributed to "approved expansion" is factored in, the number of over capacity days would be 20
instead of a projected 62 days.
While a 30% increase in line capacity is significant, it would seem disproportionate considering the
relatively high capital costs of the elevated, automated system. Visual and pedestrian impacts aside,
the elevated people mover system is hampered in achieving its full potential by several ezternaf
constraints. These are:
1 . The number of stations. Any automated system follows a rigid standard of deceleration,
docking, door opening and closure, and subsequent controlled rate of acceleration. In trying
to duplicate the existing bus service by providing 10 stations along a 3.5 mile pinched loop,
the time spent stopping is too high to take advantage of grade separated operation.
2. Stowing skis outside the vehicle. The assumption that skis need to be carried in racks outside
the vehicle adds to the dwell time and precludes the ability to use doors on either side of the
vehicle separately for boarding and dehoarding passengers. Single-sided boarding also adds
to dwell time.
A variation on a more effective use of an in- village automated people mover system is discussed later
in this report.
Town of Vail Page 48
Vail Transportation Masier Plan Chapter IV
AT-GRADE HIGH CAPACITY BUS SYSTEM
As an alternative to a capital intensive replacement for the existing shuttle service, the use of special
high-capacity buses designed specifically for short-haul shuttle service of this type was investigated.
Designed with low floors, multiple wide doors and high interior compartments for standee comfort,
these vehicle types have been used for a �umber of years in Europe as airport apron service, shuttling
passengers between airplanes and terminals. The vehicles used in Denver for shuttle service along the
1 . 1 mile long 16th Street Mall are an adaption of these buses. Figure I 1 illustrates the 16th Street Mall
vehicle along side the existing Town of Vail transit coach and a generic elevated monorail vehicle.
Either bus is about two feet wider than this class of monorail vehicle. The special shuttle bus has a
limited number of perimeter seats, thus catering more to standees. A newer generation of low-floor
shuttle bus has wheel base dimensions similar to the Town's existing buses and thereby should be able
to operate over the same route with minimal adjustment needed.
The main attribute of the special low-floor, high-ceiling bus is reduced dwell time at stops and ability
to accommodate more passengers on board than either the conventional 35-seat bus or the 2-car
generic monorail. Dwell time is minimized by the multiple doors, one-s[ep entry/exit and ability to
carry skis on board. The net effect of these features is an estimated 25% improvement in system
speed as compared to the existing bus operation and about a 35% increase in line capacity of a
comparable size transit bus fleet ( 14 vehicles) due to the combination of higher average system speed
and more passenger capacity per vehicle.
The cost of adding a new flee[ of 16 special low- floor buses (2 spares) including vehicle design
development costs, maintenance facility modifications, and allowance for bus stop, streetscape and
utility improvements along the existing route is about $7.5 million ( 1990 $). The line capacity
achieved by using these special shuttle buses would reduce the number of days currently experiencing
overloads from 27 to 6. tiYith increases in demand induced by "Approved Ski Area Expansion" the
special bus fleet would be overloaded 14 days per year, or about half the current experience. Even
under the full "potential" ski area expansion, overloading would occur approximately 24 days per year.
OPTIMAL MONORAIL VS. SPECIAL SHUTTLE BUS
Analysis of the special shuttle bus shows a line capacity benefit over the existing bus service to be
somewhat higher than [he "replacement monoraiP' alternative. However, stipulating that the monorail
serve the same route as the existing at-grade bus system, puts monorail technology at a competitive
disadvantage. A more practical application of an elevated people mover for in-village shuttle service
would be the route described as the "Starter System" in the Lea Elliott report. This truncated route
would connect the Covered Bridge area of Vail Village with the Gondola area of Lionshead Village
via an elevated people mover. The loop would be 2.2 miles, or 63% of the existing bus route, but
would encompass about 78% of the existing boardings. Presumably a "background" bus route would
continue to operate between Go(den Peak and Marriott Mark (or even Cascade Village) on the west
to maintain central shuttle service to these areas beyond the Village Core.
Town of Vail Page 49
Vail Transportation Master Plan Chapier IV
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Town of Vail Page 50
Vail Transportation Master Plan Chapier IV
Within the "pinched- loop" route there would be a maximum o£ four stations. Each station would have
a center as well as side platform to permit separate boarding and deboarding operations.
Vehicle interiors would be adapted to facilitate carrying and stowing skis on board . This concept has
been used successfully on a 4-station, 0.8 mile (each way) underground people mover system in the
resort community of Serfaus, Austria.
The net effort of station consolidation, dual-platform stations, and onboard skis will increase line
capacity about 44% as compared to the "starter line" capacity referenced in the Lea Elliott report.
This would equate to a line capacity of 1 ,950 passengers per hour per direction (pphpd). With a
shortened route and a higher average speed this line capacity is achieved with fewer vehicles. Ten,
or possibly 8, 2-car trains would be needed Cor this "optimaP' people mover con£i,uration.
The line capacity of the optimal monorail of 1 ,950 pphpd would be about 13% higher than the
maximum capacity of the high-capacity, at-grade shuttle bus system. As shown in Table 8 the cost
to develop the 2.2 mile "optimal" monorail system would about $24 million.
IN-TOWN SHUTTLE RECOMMENDATIONS/PRIORITIES
A reliable, conve�ient, and safe in-town shuttle is essential for mobility in Vail Village. Transit
coach delivery of this service has sufficed, for the most part, for the past decade. However, if the
increases in visitation experienced the past few years continue into the 1990's , overcrowding and
dissatisfaction with the current system capabilities will become commonplace durin; afternoon peak
travel times for destination and day skiers. Two avenues have been explored in this study for
expanding the capacity of the in-town shuttle system to match growing demand.
As previously analyzed monorail system, when adapted to its most effective application, could achieve
faster, quieter and more reliable service than the existing bus system. The Lionshead to Covered
Bridge monorail as described would of£er about 55% more capacity than is possible with the existing
service, however, fewer stops would be provided under this option. This would allow the shuttle
system [o operate without overloads on all but about six days per year well into the future. Not
withstanding the visual, environmental, and pedestrian impacts of introducing the elevated monorail
system, the development costs would be substantial - - about $24 million.
Although not as dramatic in capacity improvement and still subject to at- grade interference, the
high-capacity £leet alternative does achieve a substantial, 38%, increase in capacity at a considerably
lower, $7.5 millio�, development cost than the monorail, see Table 8 . Part of this cost is new vehicle
acquisition - - a cost which will be experienced to some degree in a few years to replace existing
vehicles, regardless of what shuttle system decision is reached.
It is recommended that the high-capaci[y bus alterna[ive is the appropriate shutt(e system solution
for the 1992-2002 service period. The 16 vehicles needed for the shuttle fleet can be acquired over
a two-season period as replacements for vehicles scheduled for retirement. In the interim period , a
technical committee should develop the performance specifications for these special use vehicles and
a solicitation of interest should be sent to all potential bus manufacturing bidders.
Town of Vail page 51
Vail Transportation Master Plan Chapter IV
Table 8
In-Town Shuttle Comparison
Special Elevated
Oneration Parameters Low-Floor Bus Peoole Mover
1 . Route Length (miles) 3 .5 2.2
2. Service Area Mariott Mark Lionshead to
to Golden Peak Covered Bridge
3. Ski Placement on board on board
4. Avg. System Speed (mph) 7.5 10.7
5. Line Capacity (passengers per 1 ,720 1 ,950 ( I )
hour per direction)
6. Max # Vehicles in service @ Peak 14 8
7. Vehicle Unit 40' bus 32' 2-car train
8. Estimated Development Cost
Vehicles �a ] 6 = @ 10 =
$4,000,000 $ 3 ,550,000
Other $3 .450,000 (2) $20.450.000 (3)
Total $7 ,450 ,000 $24 ,000 ,000
Source: TDA using Lea Elliot reports for Town of Vail dated 2/ 16/87 & 3/22/90. Detailed
calculations are presented in the Technical Appendix.
( 1 ) Optimal capacity, assumes 4-station, dual platform system. (Stations would be established
based upon a more detailed operations and feasibility study.)
(2) Includes an allowance for expanded maintenance facilities for special buses, minor roadway
improvements, enhanced bus loading facilities as outlined in the Streetscape Plan, engineering,
and contingencies.
(3) Includes fixed facilities, engineering and contingencies.
Town of Vail Page 52
Vail Transportation Master Plan Chapter IV
In addition, a new turnaround area should be provided at the Golden Peak area as shown in Figure
12. Consideration should also be given to relocating the Lionshead turnaround such that the special
shuttle bus would not travel in mixed traffic along the frontage road. In addition, a low impact
extension of the shuttle system into Lionshead should be considered in conjunction with any potential
major redevelopment of the Lionshead area.
Looking beyond 2005, toward the end of the useful life of the special shuttle fleet, there may be a
real need to advance to a grade separated people mover system because of growth in visitation and
pedestrian activity at street level. To preserve this option, we suggest commissioning a follow-up
technical study, at the schematic design level, of the Core Village People Mover alignment. The
product of this work would be an alignment and station envelope that could accommodate a variety
of future, undetermined people mover technologies which are environmentally sensitive. A wide
range of service and alignment options should be retained for future evaluatio� including service
between the major core areas and alignments along the Frontage Road on I-70. Not unlike future
roadway widening projects, adjacent redevelopment proposals would honor the formally adopted
people mover envelope in terms of set backs, subterranean construction, and architectural treatments.
Town of Vail Page 53
Vaii Transportation Master Plan Chapter IV
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Town ot Vail Page 54
Vail Transportation Master Plan Chapter V
CHAPTER V. OUTLYING BUS SYSTEM
Vail currently operates five bus routes serving outlying areas including the East Vail area, Golf
Course, West Vail north of I-70, West Vail south of I- 70, and the Sandstone area. All routes originate
at the Village Transportation Cen[er which serves as a transfer poin[ between Town routes as well as
to Down Valley routes.
The Vail bus system as it currently exists provides a high degree of mobility to the Town in both
geographic coverage and service frequency. However, there are certain problems and concerns, in
the way the system £unctions which require improvements.
o The East Vail route, which has the highest ridership (other than the In-Town Shut[le), runs
every IS minutes during the peak hours of the day. During the busiest times, this bus Fills
completely by the time it reaches the Vail Racquet Club. Many riders must wait for another
bus or try to enter an already overloaded vehicle.
o The two West Vail routes are segregated by Interstate 70. While service provided to each side
of the freeway is good, service between the north side and the south side of the freeway is not.
To cross I-70, riders must take the bus back to the Village Transportation Center and transfer
to the other West Vail route resulting in unacceptable travel times.
o There is a general desire to expand service throughout the Town in terms of £requency as well
as geographic coverage.
o Improved and expanded service is required for Ford Park.
GOALS AND OBJECTIVES
The following describe the Town's objectives concerning the outlying bus routes:
o Revise ffie basic route structure to more efFiciently serve West Vail and East Vail.
o Identify additional service areas for future transit coverage.
o Improve frequency of service where ridership demands warrant.
ROUTE STRUCTURE MODIFICATIONS
West Vail requires improved service between the north side and the south side o£ I-70. The most
appropria[e service concept is an "opposing loop" configuration in which one bus route would circulate
clockwise along the Frontage roads between West Vail and [he VTC, and another route would circulate
in the counter-clockwise direction. Riders in West Vail would be able to cross the freeway by simply
boarding [he appropriate bus. In addition, these routes could also serve the existing Sandstone route.
Town of Vail Page 55
Vail Transportation Master Plan Chapter V
Service to East Vail should be structured such that combining it with the golf course route should
occur only in the evening after the peak period. Currently, these routes are separate during the A.M.
and P.M. peak periods, but are combined during the midday and evening periods. Ridership from
the East Vail area and the golf course area is substantial enough to warrant a separate route to each
area for all except the late evening hours.
ROUTE COVERAGE EXPANSION OPTIONS
Several areas within the Town have been considered for formal bus service expansion. These areas
and their expansion potential are described below:
o Lions Ridge Loop - There is a general desire to route a bus along this roadway. However,
there are grade and geometric deficiencies which require upgrading before a bus can operate
safely along this road. Therefore, it is recommended that when the necessary roadway
improvements are accomplished, service along Lions Ridge loop be examined in detail.
o Chamonix Lane - There is also a desire to route a bus along this road west of Chamonix Road.
There are also grade and geometric deficiencies along this road which require upgrading
before a bus can be operated safely. As was the case on Lions Ridge loop, bus service on this
road should be re-evaluated upon completion of the necessary physical improvements.
o Ford Park - A separate route will need to be provided specificalty to Ford Park on Fridays,
Saturdays, and Sundays during the ski season to accommodate visitors as well as residents and
employees. During non-peak times, Ford Park will be served by the East Vail route.
o Lupine Road/Columbine Drive in East Vail - The possibility of rerouting the East Vail route
along these roadways was evaluated. However, it was determined that this change would add
travel time to the route with no increase in ridership. Potential passengers along this segment
are served via Big Horn Road.
o Main Gore Circle North - Rerouting the East Vail bus once it reaches Main Gore Drive is
❑ecessary to reduce travel time back to the Transportation Center. This bus generally fills
completely during the A .M. peak hour by the time it reaches the Vail Racquet Club, and it
is best at that point to route it directly back to the Transportation Center.
SERVICE FRE�UENCY IMPROVEMENT NEEDS
The entire outlying bus system requires increased service frequencies to accommodate projected
ridership fevels. Pending implementation of the various recommended route modifications a revised
frequency plan should be implemented.
Town ot Vail Page 56
Vail Transportaiion Master Plan Chapter V
RECOMMENDATIONS/PRIORITIES
The Fallowing define the recommended improvements to the outlying bus routes prioritized by short-
term and long- term actions.
Short-term
o Combine the West Vail routes as opposing clockwise and counter-clockwise routes utilizing
the North and South Frontage Roads, as shown in Figure 13. During the peak winter season,
ridership demands on the existing Sandstone route will require that service on this route be
provided separately from the opposing loop service.
o Reroute the East Vail route such that it extends along Main Gore Drive ro Bighorn Road, as
shown in Figure 14.
o Maintain separate East Vail and goif course routes throughout the day and combine these into
one route after the evening peak period.
o Provide continuous service between Ford Park and the Transportation Center on Fridays,
Saturdays, Sundays and holidays.
o Frequency of service for the revised transit system structure is recommended to be:
- West Vail Opposing Loops - IS Minutes
Sandstone Route Winter Service - 20 Minutes.
- East Vail Route - 15 Minutes
- Golf Course Route - 30 Minutes
- Combined East Vail/Golf Course Route (late evening) - 30 Minutes
- Ford Park Weekend Service - 15 Minutes
Recommended frequencies will need to be adjusted as ridership demands change relative to peak and
non- peak hours, late night, and seasonal variations.
Lone-term
o Expand service to Chamonix Lane and Lions Ridge Loop pending future horizontal and
vertical geometric improvements ro these roadways.
Town of Vail Page 57
Vail Transportation Masfer Plan Chapter V
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Town of Vail Page 58
Vail Transportation Master Plan Chapter V
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Page 59
Vail Transportation Masler Plan Chapter V
DOWN VALLEY BUS SERVICE
The need does exist to provide transit service to/from Down Vafley communities. Many Vail day
skiers residing Down Valley utilize the transi[ system. In addition , a significant number of employees
working in Vail also reside Down Valley who rely on the transit service.
Eagle County has been providing Down Valley transit service until 1990 at which time it discontinued
service. The Town of Avon then initiated continuing this service during the 1990-91 ski season with
Town funds and other contributions. The Town of Vail has contributed $90,000 to maintain this
service during the 1990-91 ski season. A more permanent solution for pown Valley service will need
to be established in the future in cooperation with both public agencies and private sector
beneficiaries.
Town of Vail
Page 60
Vail Transportation Master Plan Chapier VI
CHAPTER VI . I -70 ACCESS
BACKGROUND
Three freeway interchanges along Interstate- 70 currently provide access to the Town. Two of the
three, the West Vail interchange and the Main Vail interchange, are heavily utilized as they are
located near activity centers. The East Vail interchange, though used some by day skiers, is not
utilized to the extent that the other two are and has not historically been known to be congested.
Physical and operational characteristics o£ the West Vail interchange are as follows:
o Extremely close spacing of ramp intersections and frontage road intersections.
o All approaches into the interchange area are single lane, including the roadway through the
overpass. No exclusive turn lanes are provided at any of the intersections.
o The interchange area processes about 2,200 vehicles during the evening peak hour of which
55 percent are oriented to/from I- 70 and 45 percent are vehicles crossing I-70. Of the I-70
traffic, about two-thirds are oriented towards Down Valley. Existing peak hour traffic
volumes are shown in the Technical Appendix.
o During peak conditions, excessive delay can be experienced on the westbound North Frontage
Road approach.
The Main Vail interchange experiences even heavier vehicular use and is characterized by the
following:
o Extremely close spacing of ramp intersections and the South Frontage Road intersection.
0 4-way stop intersection south of the interchange with mul[i- lane approaches serving nearly
all I- 70 oriented traffic as well as serving as the merging point for the north and south
frontage roads. During peak periods, this intersection "bottlenecks° the interchange area and
£requently requires manual officer control.
o The interchange processes about 3 ,250 vehicles during the evening peak hour of which 75
percent are oriented [o/from I-70 and 25 percent are vehicles crossing I- 70. Existing peak
hour traffic volumes are shown in the Technical Appendix.
o During peak conditions (particularly P.M. peak conditions), excessive delay can be
experienced for "I- 70 bound" vehicles at the four- way stop (i.e., eastbound lefts, northbound
throughs and wes[bound rights).
As mentioned, existing peak hour traffic volumes indicative of peak season conditions are presented
in the Technical Appendix. In addition, projected future peak hour volumes are also presented which
reflect ski expansion that has been approved. Future projected traffic volumes are 15 to 20 percent
higher than existing traffic.
Town ot Vail
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Vail Transportation Master Plan Chapter VI
GOALS AND OBJECTIVES
The following reflects the Town goals regarding access to I-70.
o Provide additional capacity for crossing I-70 between West Vail and Main Vail.
o Relieve existing congestion and accommodate future demand at the West Vail and Main Vail
interchanges, especially at the ramp terminals and at nearby adjacent intersections on the
fron[age roads.
o When possible, increase intersection spacing and reduce traffic con£lict points at interchange
areas.
o Document the implications of alternative demand responsive tra££ic control options (traffic
signals and/or manual officer control).
o Enhance safety characteristics along the frontage road system by providing exclusive turn
lanes at major intersections.
o Provide improvements which emphasize pedestrian priorities in key local circulation areas and
which separate conflicting trave( modes.
o Provide significant areas in the frontage road cross-section to develop meaningful aesthetic
and landscape improvemen[s.
I-70 CROSSWG LOCATION
Providing additional capacity for crossing I-70 between West Vail and Main Vail is a major goaL The
travel demand analysis indicated that approxima[ely 45% of the traffic volume at the West Vail
interchange and approximately 25% of the traffic volume at the main Vail interchange is crossing I-70
as opposed to entering or exiting the freeway. In addition, I- 70 is currently crossed at-grade by a
significant number of pedestrians resulting in major saCety hazards.
An analysis of interchange turning movement patterns was conducted using actual peak hour traffic
counts at both the West Vail and Main Vail interchanges in order to determine how much utilization
a new crossing of I-70 would receive. Clearly many trips which currently cross I- 70 would no[ divert
to a new I- 70 crossing if it would require longer travel distances and grea[er travel time. On the other
hand if a new I-70 crossing provided either a shorter travel distance or a reduced travel time for a
significant number of trips, then another crossing of I-70 would provide significant benefits.
The results of the analysis of actual traFfic counts resulted in the identification of two major travel
patterns and several minor travel patterns which would benefit from a new crossing of I-70. The two
major travel patterns are:
Town of Vail Page 62
Vail Transportation Master Plan Chapter VI
o Trips between the South Frontage Road/Vail Road (passing through the 4-way stop) and the
North Frontage Road amount to nearly 600 vehicles in the peak hour alone. While not all of
these trips would divert to a new crossing of I-70 it was calculated that approximately 240 of
these trips would experience both a shorter travel distance and a reduced travel time and that
approximately another 120 vehicles would experience a reduced travel time during peak
congestion periods by utilizing a new I-70 crossing. This results in a diversion in excess of
50% (360 trips out of 600) which is an extremely high diversion potential.
o The second major travel pattern benefitted by a new crossing of I-70 includes trips between
the North Frontage Road (east of the West Vail interchange) and the South Frontage Road
(also east of the West Vail interchange), This volume amounts to nearly 300 trips in the peak
hour of which 100 trips would experience a reduced travel distance or a reduced travel time
by utilizing a new I-70 crossing.
Together, these two major travel patterns provide an expected volume demand of 460 trips which
would use a new I-70 crossing if it were in place immediately. When these trips are combined with
other minor travel patterns and when future growth in travel demand levels is included, it is
conservatively estimated that 600 to 650 vehicles would utilize a new I-70 crossing during the peak
hour o£ travel.
Therefore, an intermediate crossing o£ I-70 is anticipated to result in the following benefits:
o Volume demands at the Main Vail interchange will be reduced.
o Tra£fic using the 4- way stop will be reduced.
o Volume demands at the West Vail interchange will be reduced.
o Pedestrian and bicycle safety will be enhanced.
o Shorter trip lengths and reduced vehicle miles of travel will occur £or travel across I- 70.
The preferred location for an underpass has been identified near the Simba Run condominiums,
though both frontage roads would need to be Iowered. Since the I-70 interchanges currently serve
as the only I-70 crossings between West Vail and Main Vail, providi�g ffiis additional crossing will
relieve the i�terchange areas and is an important consideration when evaluating interchange
a(ternatives. The planning level cost estimate for constructing a new underpass in this location is
approximately $2.0 million exclusive of any right-of-way, major drainage requirements, and frontage
road revisions.
Town of Vail Page 63
Vail Transportation Master Plan Chapter VI
WEST VAIL INTERCHANGE ALTERNATIVES
Interchange alternatives for the West Vail interchange are as follows:
0. No Ac[ion
1 . Single Point Diamond (Urban)
2. Relocated EB and WB Entry Ramps
3 . Relocate West Leg of North Frontage Road
4. Relocate West Leg of North Frontage Road and Relocate WB Entry Ramp
5. Relocate West and East Legs oE North Frontage Road
6. Relocate West Leg o£ North Frontage Road and Provide New Connection Between Frontage
Road and Chamonix Road; Restrict East Leg of North Frontage Road to Right Turns Only
These alternatives are shown diagrammatically in Table 9.
An initial screening of the West Vail interchange alternatives and input from the Parking and
Transportation Advisory Committee indicated that certain options are not financially or operationally
feasible. The following alternatives were eliminated from consideration.
o Alternative I - Single Point Diamond ( Urban)
This alternative would alleviate some of the intersection spacing concerns, but it would have
little affec[ on operations at the adjacent 4- way stop intersections. Though an urban
interchange would be more beneficial at West Vail than Main Vail since intersection spacing
is a concern on both sides o£ the interchange, the benefits would not be justified by its
excessive cost.
o Alternative 1 - Relocate Eastbound and Westbound Entry Ramps
This alternative would somewhat be beneficial in alleviating intersection spacing concerns, but
it would force additional traffic through the adjacent 4 -way stop intersections, particularly
the North Frontage Road intersection which is the primary bottleneck of the interchange area.
Therefore, this alternative may actually worsen traffic operations on the North Frontage Road.
Relocating the eastbound on- ramp does benefit the South Frontage Road and remains a viable
option.
Town of Vail
Page 64
Vail Transportation Masier Plan Chapter VI
Table 9
West Vail Interchange Design Alternatives
Alternative Characteristics
o• Existing Situation for comparison.
� • Combines ramp terminals into one intersection.
Reduces turning movement conflicts.
Increases intersection spacing.
2• Relocates EB and \VB entries to Frontage Road.
Simplifies individual intersection operations.
Complicates directional signing to I- 70 .
3• Provides additional spacing to I-70 for west leg
of North Frontage Road.
Simplifies operations at east leg of North
Frontage Road.
Town ot Vail Page 65
Vail Transportation Master Pian Chapter VI
Table 9 (con't)
West Vail Interchange Design Alternatives
Alternative Characteristics
4• Provides additional spacing to I-70 for west
leg of North Frontage Road.
Simplifies operations on North Frontage Road.
Simplifies operations at north ramp terminal.
5• Increases intersection spacing on north side.
6• Provides additional spacing to I- 70 for west
leg of North Frontage Road.
Simplifies operations on North Frontage Road.
Requires access to Chanonix Road from
commercial area.
Town of Vail Page 66
Vail Transportation Master Plan Chapter VI
o Alternative 5 - Relocate West and East Legs oJ Nonh Frontage Road
This alternative would be beneFicial to alleviate intersection spacing concerns along the north
side, but it would be very difficult to relocate the east leg of this road. Grade differences
would be very difficult to negotiate and the roadway would need to be located extremely close
[o existing buildings. Relocating the west leg of the intersection remains a viable option.
o Alternative 6 - Relocate VVest Leg oJ North Fraatage Road and Provide New Carnection
Between the North Frontage Road and Chamonix Road; Restrict East Leg of North Frontage
Road to Righ! Turns Orily
This alternative would be very beneficial in alleviating congestion along the north side of the
interchange. It was also determined that a new "connector" roadway between Chamonix Road
and the North Frontage Road in the vacant lot ad jacent to Safeway would alleviate congestion
at the interchange. However, the additional traf£ic that this alternative would introduce to
Chamonix Road was deemed undesirable.
The remaining Alternatives 3 and 4 are essentially identical with the only difference being where the
westbound on-ramp would be located. This is not a significant difference since Chamonix Road,
North Frontage Road, and the north ramps operate as a single multi-legged intersection. The
important element in these two alternatives is the realignment of the North Frontage Road between
Wendy's and the Texaco service station. A revised traffic control scheme is inherent in this
configuration where both legs of the North Frontage Road would be stop-sign controlled at their
respective "T" intersections, and tra£fic along Chamonix Road would have the right-of-way. Demand
responsive control may be necessary during peak hours, however at the Chamonix/North Frontage
Road/north ramps intersection.
The remaining option to potentially improve the south intersection is the relocation of the eastbound
on-ramp as was shown as part of Alternative 2. Intersection capacity analyses were conduc[ed to
determine the impact of relocating this on-ramp as well as the proposed improvements along the north
side oF the interchange. Results are illustrated as a volume- to-capacity (V/C) ratio which documents
the percent o£ available capacity used and are shown in Table 10. V/C ratios greater than 0.9 indicate
[hat roadway segments are experiencing undesirable levels of delay and congestion. These analyses
for the proposed modifications reflect turning lane additions as is shown in Figure I5 .
Town of Vail
Page 67
Vail Transportation Master Plan Chapter VI
'/
J' 11�
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Town of Vail
Page 6B
Vail Transportation Master Plan Chapter VI
Table 10
West Vail Traffic Volume- to- Capacity Summary
Future
Demand/
Existing
Network w/ Future
Existing Future ( I ) New I-70 Demand/
Demand/ Demand/ Crossing Future
Existing Existing (Simba Run) Network
Intersectio❑ Network Network Onlv (Fiaure 15)
Chamonix/N. Frontage Road 1 .41 1 .67 1 .41 (2) 1 .03 (2)
Chamonix/S. Frontage Road 1 .20 1 .42 1 . 18 0.87
( 1 ) Future demand is based upon approved ski area expansion ]evels.
(2) Demand responsive traffic control (traffic signal or manual control). Manual traffic control
is the preferred option and method used by the Town of Vail.
WEST VAIL INTERCHANGE RECOMMENDATIONS/PRIORITIES
Given the results in Table 10, the Following is recommended for the West Vail interchange.
o As a first priority, construct an I-70 underpass in the vicinity of Simba Run connecting the
North and South Frontage Roads.
o Realign the west leg of the North Frontage Road between Wendy's and che Texaco service
station forming two "T" intersections with Chamonix Road.
o Realign the westbound on-ramp to line up with the east leg of the North Frontage Road.
o Realign the eastbound ramp such that access to it is via the South Frontage Road.
o Demand responsive control will be required at the Southern "T" intersection during peak
periods.
o Add exclusive turn lanes at all intersections as shown in Figure I5 .
o When the vacant lot adjacent to Vail Das Schone develops, provide a connector roadway
between the North Frontage Road and Chamonix Lane.
Construction costs for the West Vail improvements as shown in Figure I S are estimated to be
approximately $225 ,000 plus landscaping, engineering, contingencies, and land acquisition.
Figure I5.
Town of Vail
Page 69
Vail Transportation Master Plan Chapter Vl
MAIN VAIL INTERCHANGE ALTERNATIVES
The range of alternatives for the Main Vail interchange is summarized in Table I1 . Shown are
alternatives that have been previously considered for Vail as well as new and modified alternatives
and supplemental improvements. Table 12 shows the Main Vail interchange alternatives diagrammati-
cally.
An initial screening of the Main Vail interchange alternatives yield several that should be omitted
from detail analysis. The following illustrates which alternatives are no longer considered and the
reasoning for omitting it.
o Alternative 1 - Close Vail Road at 4-Way Slop
This alternative would force Vail Road traffic to reroute along East Meadow Drive to Village
Center Road in order to reach the Frontage Road. Traffic would be detoured through a
pedestrian area. "De-pedestrianizing" East Meadow Drive has been considered unacceptable
and is sufficient reason to drop this alternative from detailed analysis.
o Alternative 2 - Siiigle Point Diamond (UrbanJ
This alternative would alleviate some of the intersection spacing concerns , but it would have
little af£ect on operations at the 4- way stop intersection. Therefore, any benefits that would
be gained by this alternative would not be justi£ied by its excessive cost.
o Alternative 4 - Relocate Eastbound Entry Rantp
This alternative will simplify some of the trafFic operations that are occurring under the
interchange, but basic travel patterns wifl not differ significantly and the 4-way stop
intersection will remain congested.
o Alteraative 5 - High Capacity Diamoiad
This alternative provides minimal operational benefits but it will not improve turning
movements off the ramps nor wil] it have any affect on operations at the 4 - way stop
intersection since its travel pat[erns would not change. Therefore, this alternative is dropped
£rom further evaluation.
o Alternative 6 - Relocate Easlbound and Westbound EaL�y Ramps
This alternative has the same impact as Alternative 4 along the south side of the interchange
and would further enhance north ramp intersection opera[ions. However, basic travel patterns
will not be altered significantly and the 4-way stop intersection will still be congested during
peak periods.
The remaining alternatives (3 , 7 and 8) have been evaluated as to their impact on interchange
operations. Table 13 shows the volume- to-capacity ratios at key intersections for each alternative.
In addition to the 4-way stop and ramp intersections, other intersections are presented whose
operations are an important consideration in evaluaring each 2ltern2tive.
Town of Vail Page 70
Vail Transportation Master Plan Chapter VI
Table 11
Main Vail Interchange Design Alternatives
Alternative Comments
Previouslv Considered Alternatives (*)
0. No Action Used as base case for comparative analysis.
1 . Close Vail Road at 4-Way Stop To be re-evaluated in terms of the entire I-70
2. Single Point Diamond (Urban) access system for the long-range transportation
3. Remove/Modify EB Exit Ramp; plan
Provide New Ramp(s) at VA Shops
4. Relocate EB Entry Ramp
5. High Capacity Diamond
(*) Traffic signals were proposed to be included in all of the alternatives previously considered.
New or Modified Alternatives
6. Relocate EB and WB Entry Ramps
7. Extend North Frontage Road East
8 . Relocate East Ramps to Existing
Underpass East of Golf Course
(Modified Split Diamond)
Sun�lementaf Actions Previouslv Considered
9. Frontage Road Modifications Whilenotrecommendedasisolatedalternatives,
(One-Way, Widen, Relocate) these actions are an integral part (in varying
10. Additional I-70 Crossings degrees) of any future improvement option.
I1 . Signing Modifications
12. Expanded Peripheral Parking
13. Expanded Bus Services
14. Manual Traffic Control
Town of Vail Page 71
Vail Transportation Master Plan Chapter VI
Table 12
Main Vail Interchange Design Alternatives
Altern ative Characteri stics
�• Existing situation for comparison.
� • Converts 4-way s[op to 3-way stop.
Diver[s traffic to Village Center Road.
Impacts Meadow Drive pedestrian zone.
I
2• Combines ramp terminals into one intersection.
Reduces turning movement conflicu.
Increases intersection spacing.
3 • New exit/entry ramps at VA shops.
Right turns only a[ EB exit to Vail Road.
Operational analysis to be done �vithout signals.
Federai access approval to I-70 exists.
4� Relocates EB entry to Sou[h Frontage Road.
Simplifies opera[ions at EB exic ramp.
Complicates directional signing to I-70 east.
Town of Vail
Page 72
Vail Transportation Mas�er Plan Chapter VI
Table l2 (con't)
Main Vail Interchange Design Aliernatives
Alternative Characteristics
5• Increases Ianeage at existing interchange.
Retains all exis[ing traffic patterns.
6� Relocates EB and WB entries to Frontage Roads.
Simplifies individual in[ersec[ion operations. �
Complica[es directional signing [o I-70.
�• Provides new I-70 crossing east of Main Vail �
in[erchange.
Reduces traffic through interchange area.
$• Reloca[es east ramps to existing underpass east
of golf course.
Reduces traffic through interchange and 4 -
way stop.
Town of Vail Page 73
Vail Transportation Master Plan Chapter VI
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Town ot Vail Page 74
Vail Transportation Master Plan Chapter VI
It can be seen from Table 13 that Alternative 8, relocating the east ramps to the Booth Falls
underpass, would yield the best intersection operations given the appropriate traffic control and
intersection improvements. Alternative 3 is significantly over capacity at Vail Road/north ramps
intersection without demand responsive controt. In addition demand response control is required at
a total of three other intersections while Alternative 7 and 8 require demand responsive control at
only two intersections. While Alternative 7 results in significant overall improvements to tra£fic
operations, it is the least effective in eliminating congestion at the 4-way stop even under demand
responsive control.
In addition to traffic operations, right-of-way considerations, approvals required , physical and visual
impacts, and construction costs are also important. These aspects are summarized for each alternative
in Table 14. In addition, each aspect has been subjectively rank ordered by alternative, and rankings
have been summed for an overall ranking of each alternative for comparative planning purposes.
Table 15 illustrates the results.
MAIN VAIL INTERCHANGE RECOMMENDATIONS/PRIORITIES
The following are recommendations regarding the Main Vail interchaoge to relieve traffic congestion
prioritized by short-term and loog term actions.
Short-Term
o As a first priority, construct an I-70 underpass in the vicinity o£ Simba Run connecting the
North and South Frontage Roads.
o Conduct a controlled test in which the east Main Vail ramps would be c(osed and sign easterly
oriented traffic to use the East Vail interchange. Results of this will indicate how well the
Long-range solution will work.
o Continue to manually control (Vail's preferred traffic control method) the 4-way stop
intersection during peak periods.
Lone-Term
o Relocate the east ramps to the Booth Falls underpass as shown in Figure 16. The westbound
off-ramp/East Frontage Road intersection will require stop sign traffic controf in all
directions. Keeping the east ramps at the Main Vail interchange open during non-peak
months may also be a possibility.
o Improve the frontage road between Main Vail and Booth Falis as necessary to accommodate
increase volumes and improve safety.
o Depress and modify the South Frontage Road in the vicinity of Vail Valley Drive and
manually control the intersection during peak hours. This is required because the existing
grades on Vail Valley Drive necessitate that the minor roadway have the right-oC-way. This
greatly impacts the capacity of the major roadway and will only worsen in the future.
r
Town of Vail
Page 75
Vail Transportation Masier Plan Chapter VI
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Town of Vail
Page 76
Vail Transportation Master Plan Chapter VI
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Town of Vail
Page 77
Vail Transportatio� Master Plan Chapier VI
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Page 78
Vail Transportation Master Plan Chapter VI
o Retain as possible future options, the extension of the North Frontage Road under I-70 to
connect with Vail Valley Drive, and the addition of new ramps to I-70 in the VA shops area.
o Traffic signal control versus manual control at high volume intersections remains an issue.
In the future some form of demand responsive control will be required on the South Frontage
Road at Vail Road and at Vail Valley Drive even if the east ramps of the Main Vail
interchange are relocated. The Town's preferred control method is to provide manual control
with designated traffic control personnel.
FRONTAGE ROAD SYSTEM
The modifications recommended for the West Vail and Main Vail interchanges will require that
certain modifications be made to the I-70 frontage roads serving these interchanges. In addition,
existing traffic counts and anticipated future travel demand levels will require that several
improvements be implemented in order to maximize the efficiency of the existing street system.
The major objectives of the frontage road improvement recommendations include:
o Provision of exclusive and separated areas for bicycle and pedestrian use to enhance the users
experience and to improve safety.
o Provision of significant landscape areas and user amenities along the entire length of the
frontage road system.
o Provision of additional crossing capacity of I-70 (as discussed previously) in order to relieve
traffic congestion at the West Vail and Main Vail interchange areas.
o Provision of turn lanes (primarily left turn lanes) to reduce congestion and to improve safety
at critical intersections serving the West Vail and Main Vail interchanges as well as at major
access points between them.
Figure 17 documents the conceptual improvement plan for the I- 70 frontage roads. Major elements
of the concept plan include:
o On-street, 6-foot bike paths are provided along the entire frontage road system throughout
the Town of Vail.
o New center turn lanes are recommended to occur along approximately 4.5 miles oC the
frontage roads and landscaping is recommended at major intersections and interest points.
o Special safety improvements including guardrail and street lighting at intersections (and on
several roadway segments in high activity areas where pedestrians are present), non-
residential segments, and at the end of center medians are recommended .
o Exclusive left [urn lanes are recommended for 31 intersections; 19 of these intersections
currenUy have no such provisions. Further analysis and design detail will be required prior
to implementation to insure expansion is necessary.
�
Town of Vail Page 79
Vail Transportation Master Plan Chapter VI
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Town ot Vail Page BO
Vail Transportation Master Plan Chapter VI
Included with the adoption o£ the Vail Transportation Plan, 50-scale functional drawings wil]
document specific locations and dimensions for implementing [he Frontage Road Concept Plan. The
planning level cost estimate for implementing the frontage road improvements is approximately $4.5
to $5.0 million.
SEPARATION OF CONFLICTING TRAVEL MODES
The Town of Vail is characterized by an extensive system of multi-modal transportation facilities
including pedestrian-only areas, bicycle paths, shuttle transit system, and numerous recreational trails
of all types. Full implementation of a total system of separated facilities for each o£ [hese various
user groups requires that:
o Sufficient width and right-of-way be made available to adequately serve each travel mode.
o Control points be defined which maintain, and where necessary, enforce the desired degree
of separation among modes.
o Where joint use of a right-o£-way by more than one travel mode is unavoidable, proper
delineation, adequate signing, and physical control elements must be provided.
These principles are especially applicable in the core area of Vail which generally extends from
Lionshead to Golden Peak. This area is served by the In-Town Shuttle and is the area where
pedestrian activity is highest, auto access to private properties occurs, and goods delivery by truck
is significant.
To provide basis £or future improvements geared toward enhancing the desired pedestrian
environment, a conceptuai framework plan has been prepared for the core area as shown in Figure
18. Key elements of the core area concept are described below.
Pedestrian improvements are proposed to occur along significant portions of East Lionshead Circle,
East Meadow Drive and West Meadow Drive from Lionshead to the VTC. Separation of pedestrian
areas £rom the In-Town Shuttle consist of delineated walkways and busways with improved
geometrics and widening in constricted locations. The area lying easterly o£ Vail Road along East
Meadow Drive will require approximately 30 feet of width to property implement. The Master
Streetscape Plan identifies pedestrian improvements on 20-scale drawings. In addition to the
improvements to Meadow Drive, implementation of the streamwalk as mentioned in the Master
Recreation Trails Plan also improves the pedestrian connection between Lionshead and Vail Village.
Control points will remain necessary to insure that the core area system £unctions properly. It is
proposed [hat the existing Check Point Charlie be relocated southerly to Willow Road to reduce the
volume of traffic on Willow Bridge Road exiting Vail Village and to insure that delivery vehicles are
adequately controlled.
A pedestrian overpass of I-70 in the vicinity of the Post Office would provide an important
pedestrian safety improvement in an area where pedestrian crossings of I- 70 are currently prevalent.
Town of Vail Page B1
Vaii Transportation Masier Plan Chapter VI
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Town of Vail Page 82
Vail TranspoNation Master Plan Chapter VI
Another element of the core area concept plan consists of a potential long- range revision of traffic
flow on Vail Valley Drive from the frontage road past Golden Peak and to the Ford Park area. To
implement the concept, a new connection is required between Vail Valley Drive and the frontage road
including a bridge across Gore Creek at Ford Park and modification of the Athletic Club bridge.
Further analysis is required to determine the physical and Financial implications of constructing this
connection. However, i£ such a connection should prove to be feasible and politically acceptable, Vail
Valley Drive could be converted to one-way traffic flow to the east. The potential advantages of this
revised circulation pattern include:
o Roadway widths to accommodate auto traffic could be reduced if traffic flow was in one
direction only.
o The width gained from the conversion to one-way traffic flow could be used for an exclusive
separated pedestrian/transitway to Golden Peak by eliminating or minimizing the need for
acquiring additional right-of- way and improving the efficiency of the In-Town Shuttle along
this segment of roadway.
o Beyond Golden Peak, the width gained could be used for a separated bicycle/pedestrian path
without the need to acquire additional right-o£- way or roadway widening.
o Auto traffic would be directed away from the core area, away from the 4-way stop
intersection on Vail Road, and toward the East Vail interchange; all o£ which are historic
Town objectives.
o The existing grade up Vail Valley Drive to the frontage road would no longer be an issue and
the non-standard traf£ic control at this intersection could be corrected.
o Preliminary estimates of volume to capacity ratios indicate that the intersection of Vail Valley
Drive and the frontage road would be less than 035 and the new intersection created at Ford
Park and the frontage road would be less than 0.60; both of which result in excellent traffic
operations.
o The Golden Peak turnaround area £or the In-Town Shuttle would function more efficiently
because buses would have an exclusive drive lane and traffic would not require a turnaround
due to its one-way flow.
This concept would require extensive environmentaf analysis, preliminary engineering analysis, and
extensive public review prior to being implemented. However, the concept has sufficient merit to
warrant further investigation.
Town of Vail Page 83
Vail Transportation Master Plan Chapter VII
VII . TRAIL SYSTEM INTERFACE
The Town of Vail has adopted a Recreation Trail Master Plan " which specifies a broad range of trail
types. In addition, the trails plan locates certain trail types along the frontage roads and several Town
streets. The trails inventory also identifies problem areas which includes areas that are congested,
areas where pedestrian and non-pedestrian uses should be separated , and areas where geometric
deficiencies exist, As such, several additional off-street, separated recreation trails were
recommended along the Valley and are included in the Implementation Plan as illustrated in Figures
19A, 19B and 19C. These figures are followed by narrative descriptions of eight study links
requiring more detailed analysis.
In addition to the 6- foot bike paths along all Frontage Roads, there was strong community support
evidenced in the public inpu[ process and community surveys for a separated trail from Vail Pass to
Dowd 7unction. The following areas have been identified as important additions to the Recreation
Trail Master Plan in order to ultimately provide a fully separated system.
o Dowd Junction to Intermountain
o Stephen's Park to Donovan Park
o Library to Vail Village
o Golden Peak to Katsos Ranch Trail
o East Vail Interchange to Gore Creek Campground
Meadow Drive and Vail Valley Drive currently exhibit sa£ety problems and are two priority areas
requiring improvement. These issues are being addressed in the Streetscape Master Plan currently
underway in the Village area.
The planning level construction costs of these additional trails is estimated to be in the range of
$2,000,000. The £easibility o£ implementing these improvements will be evaluated in detail as a part
of the Parks and Open Space Master Plan and the Main Vail Trails Feasibility Study.
" Recreation Trail Master Plan, 1988 , Winston Associates.
Town ot Vail Page 84
Vail Transportation Master Plan Chapter VII
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Vail Transportation Master Plan Chapter VII
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Vail Trensportation Master Plan Chapter VII
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Page 67
Vail Transportation Master Plan Chapter VIII
CHAPTER VIII . IMPLEMENTATION PROCESS
A long-range plan, by its very nature, is implemented over an extended time-frame sometimes as long
as 20 years. During this period it is often found that priorities change, funding capabilities vary, and
new ideas are developed. Therefore, the implementation process for the Vail Transportation Plan
must, like the plan itsel£, be flexible and be able to respond to changing conditions and new funding
apportunities.
The implementation process typically consists of three elements:
o Prioritization
o Funding Identification
o Actual Project Implementation
PRIORITIZATION
The Vait Transportation Plan documents action/project priorities within each travel mode or topic
area including short-term and long-term recommendations. On the other hand , priorities among
travel modes (for example, implementing transit improvements before or after pedestrian
improvements) is a more subjective process ultimately defined by local elected officials with input
from the community. During the course o£ the study, however, the projects that generated a
substantial level of interest and general support £or implementation include:
o Removal of truck loadiog zones on Bridge Street and control of trucks throughout the Village
area.
o Implementation of an underpass of I-70 in the Simba Run area.
o Implementation of a consolidated truck loading facility near the Village.
o Continued implementation of the trails and streetscape plans.
o Improvement to [he I-70 interchanges including landscaping, safety and capacity improve-
ments, and pedestrian and bicycle considerations.
These recommendations are based upon the planning process outlined in this report. Prior to any
actual implementation, a full public input process and detailed design would need to be undertaken
for each project.
General plan priorities are listed in Table 16 by travel mode or topic area as detailed in the body of
, this report.
Town ot Vail Page 88
Vail Trensportation Master Plan Chapter VIII
Table 16
Generalized Plan Priorities
Time Frame in Years
Action/Proiect 1 -5 6- ] 0 11 -20 20+
Yail Village Deliveries
Remove Truck Loading Zones *
o Bridge Street
o Mill Creek/Hanson Ranch Road
o Gore Creek Drive/Lodge at Vail
Add Truck Loading Zones *
o Gore Creek Drive/Christiania
o Hanson Ranch Road/Christiania
o Willow Bridge Road
Identify and Evaluate Truck Loading Facility/
East Side of Village *
Provide Covered Truck Loading Facility/
East Side of Village *
Design Centralized Goods/Delivery/Small Vehicle *
Identify Truck Loading Facility Location on
West Side of Village *
Parking
Modify Rate Structure/Administration (On-Going) *
Expand Public Parking Supply/Ford Park
and West Day Lot *
Select Area £or Over-Sized Vehicles *
Transit
Modify Outlying Bus Routes * *
Expand Outlying Bus Service * *
Revise East Shuttle Turnaround *
Implement High-Capacity Shuttle Bus System *
Evaluate New Transit Technologies for Shuttle Route *
Town of Vail Page 89
Vail Transportation Master Plan Chapter VIII
Table 16 (Continued)
Geueralized Plan Priorities
Time Frame in Years
Action/Proiect 1 - 5 6- 10 11 -20 20+
I-70 Access/Frontage Roads
Implement I-70 Underpass/Simba Run *
Implement West Vail Interchange Improvements *
Conduct Ramp Closure Test at Main Vail Interchange *
Select Main VailInterchange Concept *
Implement Main Vail Interchange Improvement Plan *
Phase nrtd Implement Frontage Road Improvements * * * *
Per 30-Sca(e Functional Plans
Locaf Circulation
Implement Pedestrianization Improvements,
LionsHead to Transportation Center *
Relocate Check Point Charlie *
Evaluate 1 -Way Traffic on Vail Village Drive and *
Implement as Appropriate
Trail System
Implement Recreation Trails per Recreation Trails * * * *
Master Plan
Implement Streetscape Plan * * * *
Town of Vail Page 90
Vail Transportation Master Plan Chapter VIII
FUNDING
Because most of the plan elements do not have a committed funding source at this point in time,
project funding opportunities need to be continuously monitored. Existing funding sources exist for
several project areas, however, including the Colorado Department of Transportatioa and the Federal
Highway Administration (I-70 and frontage roads), the Federal Transit Administration (transit) and
local revenue sources (local improvement projects).
The total, planning level, capital cost estimates to achieve full implementation of the long-range
transportation plan consists of:
o Vail Village Delivery System $ 1 ,700,000
o Public Parking Facilities $ 3 ,000,000
o Transit In-Town Shuttle $ 7,500,000
o I-70 Underpass $ 2,000,000
o West Vail Interchange $ 250,000
o Main Vail/Booth Falls Interchange $ 500,000
o Frontage Road System $ 5,000,000
o Recreation Trails � 2,000.000
$21 ,950,000
These costs represent 1990 dollars and are necessarily approximations of actual future costs. Any land
acquisition costs and costs £or buffering, landscaping, and aesthetic enhancement are in addition to
these basic implementation cost estimates. In addition, the preliminary design process for each
project may identify special or unique problems (such as unsuitable soils, unusual drainage
requirements, special underground constraints, etc.) which could significantly alter these planning
level cost estimates.
This level o£ capitat expenditure over a 20 year time frame, is not an unreasonable long-term
investment in VaiPs total transportation system. Possible sources of funding will need to be identified
and worked out by the Town Council and Town staff to ensure the implementation of the above
projects.
Town of Vail Page 91
Vail Transpotiation Master Plan Chapter IX
CHAPTER IX. PLAN MOIVITORING AND UPDATING
The Vail Transportation Plan will guide the implementation of the transportation system over the next
20 years. In order to keep the plan a viable document over this time period, continuous monitoring
of the transportation system and periodic updating of the plan are needed.
Vail currently maintains extensive data relative to transit system performance and operations at the
public parking facilities. These data have proved invaluable in the preparation of the Vail
Transportation Master Plan and should continue to be maintained for on-going plan evaluation and
modification.
In addition, it is recommended that Vail institute a traffic counting program including the following
activities:
o Coverage Counts - Daily traffic volumes should be obtained every two years on the frontage
roads and important local streets at the same or similar locations conducted in March 1990.
Hourly recording counts should be taken for 48-hours to obtain a daily average and peak hour
volumes. To be consistent with historical data, counts should be obtained in December or
March.
o Turning Movement Counts - Intersection turning movement counts should also be obtained
every two years at the ramp terminals at the three I-70 interchanges and at intersections
immediately adjacent to the ramp terminals in West Vail and Main Vail. Other turning
movement counts should be obtained periodically with the interval between counts dependent
upon volume increases determined from the coverage counts.
o An evaluation of the transportation plan should be conducted annually to document major
changes in projec[ priorities or implementation. A formal plan update should be conducted
� every five years.
In accordance with Section 2.24.060 of the Municipal Code of the Town of Vail, this plan shall be
adopted by the Planning and Environmental Commission of the Town of Vail and approved by the
Town Council. The Planning and Environmental Commission may adopt additions or amendments
to the Plan for approval by the Town Council. Be£ore the adoption of the Plan, or any sucli
amendment or addition, the Planning and Environmental Commission shall hold at least one public
hearing, thereon, notice of the time and place of which shall be given by one publication in a
newspaper of general circulation in the Town of Vaii no later than seven days prior to the date set
for the public hearing. The adoption of the Plan shall be by motion o£ the Planning and Environmen-
tat Commission recommending approval of the Plan by the Town Council. Approval of the Plan or
any amendment or adoption thereto shall be by a resolution of the Town Council at a regular or
, special public meeting.
� Town of Vail Page 92
Vail Transportation Master Plan Technical Appendices
APPENDIX A
CITIZEN SURVEYS y990 AND '1991
Town of Vail
1990 CITIZEN SURVEY
Question L• 1Vhat specific actions would you suggest to improve cycling and bicyde facilities in
Vail?
TOTAL
RESPONSES
1 . Valley-wide bike path. 123
Vail Pass-Dowd Junction- Avon-Edwards
2. Separate path for bicycles from the roads and pedestrians. 60
3. Additional bike paths, extend present ones. 58
4. Clear, separate signs and markings for bicycles only, i.e. "caution" 45
signs at new Post office, at intersections, etc.
5. Widen bike paths. 42
6. Enforce bicycle riders to use provided paths and obey rule and regula- 40
tions, i.e. warning bells for pedestrians.
7. Improve bike path maintenance, sweep bike paths more frequently; 38
keep clean! (Maintain Vail Pass bike path.)
8 . Additional bike racks, with locks, in designated areas. 29
9. Increase awareness of the rules and regulations of bicycle riding in the 24
Valley, possibly by posting these rules/maps on paths.
10. Complete all existing bike paths. 23
I1 . Restrict/eliminate biking in high people concentrated areas, i.e. the 14
Village.
12. Bike Path to Min[urn. 12
13. Create a bicycle guide for guests and (ocals. 10
14. Don'[ discourage veteran riders from riding on highways and frontage 10
road/restrictspeed in certain areas/separate novice riders £rom expert
riders.
I5. Keep bikes off frontage roads. 9
16. Bike path through Vail Village - Lionshead. 9
17. Vail Village ro golf course bike path. 9
18. Intermountain to Town bike path. 8
19. Need a protected bike lane, in general and along frontage roads - 7
parking structure to East Vail.
20. Additional trash cans, additional rest rooms, water fountains. 5
21 . Keep hicycles �ff T- 7Q. d
TOTAL
RESPONSES
22. Create Town bypass from Golden Peak to south side of Lodge Tower. 3
23. Repair potholes 2
24. Provide emergency phones on bike paths. 2
25. Town bike paths are vital; but don't overdo wilderness paths. 1
26. Straighten curves at golf course. 1
27. Require all bikes to be licensed; this may help finance bike paths. 1
28. Require all bikes to be licensed; this may help finance bike paths. 1
Question 2: 1Vhat specific actions would you suggest to improve walking and pedestriau facilities
in Vail?
TOTAL
RESPONSES
1 . Walking paths along: 121
a. Vail Village to Lionshead (i.e. VV Medical to Village)
b. Gore Creek Drive
c. Streamwalk
d. Meadow Drive
e. Vait Village to Golf Course
f. To East Vail and Along East Vail
g. Frontage Roads
h. Ford Park to Lionshead
i. Throughout West Vail
2. Separate pedestrians from bike path . 62
3. Restrict traffic from all pedestrian areas. 20
4. Additional pedestrian paths, in wilderness areas as well. 17
5. Additional lighting along pedestrian paths £or safety purposes (i.e. 17
Gore Creek Path).
6. Another pedestrian/bike overpass across I-70 (i.e. near Post Office). 16
7. Additionallandscaping along pedestrian paths, including art works as 14
well as flowers.
8. Limit cars (i.e. Vail Village). 13
9. Vail Village "Pedestrians Only". 12
] 0. Keep delivery trucks out, limi[ time they are in the congested areas. 12
11 . Leave pedestrian paths as they are, excellenN 10
12. Additional benches throughout Town. 9
13. Reduce biking speed on pedestrian paths. 9
14. Additional accurate pedestrian/bike signage. 8
I5. Reduce/limit auto speed where there is heavy pedestrian traffic. 8
16. Eliminate bikers/skateboarders from Vail Village. 8
17. Provide biking/pedestrian maps of the Vail Valley. 4
18. Heat walking paths or improve snow removal. 4
19. Fix potholes/widen s[reets. 4
20. Enlarge the covered bridge. 3
21 . Improve access to Ford Park form Golden Peak 3
TOTAL
RESPONSES
22. No creek walkway. 3
23. Eliminate horses in the Village area. 2
24. Enforce pedestrian right-of- way. 2
25. Additional rest rooms along pedestrian paths. 1
26. Pick-up trash several times a day. 1
27. Label that West Meadow Drive is a dead-end street. 1
28. Enforced animal leash laws. 1
29. Pedestrian path bridge next to skier's bridge in Lionshead. I
30. Path from Buffer Creek Road [o the Valley. 1
31 . Patrolling of secluded areas. �
Question 3: GVhat specific actions would you suggest to improve bus service and transit facilities
in Vail?
TOTAL
RESPONSES
l . Summer schedule should include a frequent East and West Vail bus 112
service.
2. Additional buses during peak hours. $7
3 . Need a ]ong- term monorail with buses providing a fil]-in service. 32
4. Increase service during the off-season compared to the present hours 30
of service.
5. Shuttle buses should be on time. z9
6. Late night bus service. z3
7 . Expand bus service down Valley. 22
8 . Need a U-turn £or the buses on the West Vail route. 20
9. Improve bus service to and from golf course in summer. 20
10. Use vans £or off-season and remote areas. 13
11 . Better training of drivers (some are rude). 10
12. Increase bus service to the Sandstone areas. g
13. Increase stops at the Following locations: 7
a. Closer to the Slopes
b. Soccer Field
c. Closer to the Hospital
d. ABC School
14. Pay bus drivers more money. (
I5. Purchase a non-pollutant bus/naturalgas. 5
16. Need additional shelters for bus stops. 5
17. Charge a fee for the late night and overlying bus service. 4
18. Improve service to Ford Park parking tot. q
] 9. Improve bus spacing so they do not get bunched up. 3
20. Increase publici[y on the scheduled bus service. 3
21 . No people mover system. 2
22. Better signage on the front of buses informing guests of destinations. 2
23. Eliminate music on buses. 2
74 . 7n�rr_zse charges for parking , so hepefully more people will take th� 2
bus.
TOTAL
RESPONSES
25. Need to slow down the buses/drive too fast. 2
26. Continue West Vail South route to the end of Bellflower Road. �
27. Encourage people to walk. ]
28. Additional direct service ro and from Core areas. 1
29. Frequently announce bus stops. 1
30. Need larger buses. 1
31 . Bus stops which do notinterfere with private residences. 1
32. Work closer with van shuttle companies. 1
33 . Increase attention to the elderly and disabled. 1
34. East Vail buses should stop at Lionshead. 1
35 . Need outlying service which runs once per hour. 1
Question 4: What specific actions would you suggest to improve parking conditions in Vail ?
TOTAL
RESPONSES
1 . Continue the free outlying parking. 153
2. Build an additional parking structure. 95
3. Increase bus service. 7g
4. Develop frontage road shoulders to accommodate additional parking. 37
5. Additional underground parking. 2(>
6. Provide discounts £or locals parking in the structure. 15
7. Eliminate in- town parking. � 3
8. Increase parking structure rates. 12
9. Improve ground transportation from Vail to Denver. I1
10. Reserve space in the structure for cars which are there for minimum I1
of 2 hours.
11 . Limit ski ticket sales. 7
12. Suggest to Vail Associates to build an underground parking structure 7
to Golden Peak.
13. Discounts for car pooling. 5
14. Utilize the RV lot for cars. 4
I5. Buses which run closer ro the lifts. 2
16. Monthly/seasonal parking passes. z
17 . Restrict parking, encourage people to walk or ride bikes. 2
Question 5: What specific actions would you suggest to improve traffic conditions along I-70 and
north and south frontage roads ?
TOTAL
RESPONSES
1 . Install some tra£fic lights. 64
2. Control speeding. 45
3. Increase the number of traffic control persons. 32
4. Plant additional trees to buffer the highway noise. 30
5. Include a bike path or walk path on frontage roads. 24
6. Build I-70 interchange at Lionshead. 23
7. Widen the frontage roads to allow for additional parking. 23
8. Clearly marked turning lanes. 16
9. Need an interchange at the following locations; 13
a. Post OfCice
b. Golf Course
c. Ford Park
10. Raise the speed limit. 10
11 . No parking. 10
12. Place additional road reflectors around Town. 9
13 . Increase signage throughout Town. 9
14. Decrease the speed limit throughout Town . g
l5 . Same speed on the frontage roads. 5
16. Need to restripe lines throughout Town. 5
17 . Lower speed limit on I- 70 to 5� MPH. 5
18 . Utilize more one- way streets. 3
19. Need crosswalks connecting the frontage roads. 3
20. Increase the sanding in the winter months. 3
21 . Remove stop sign at Blue Cow Chute. 3
22. Need guard rails along the river. 2
23. PutI- 70 underground ? 2
24 . Remove the four- way stop. I
25 . Increase bus service. �
26. Fill potholes �
TOTAL
RESPONSES
27 . Need signs which say "Icy Road". 1
28 . Maps at all I-70 exits. 1
29. Widen underpasses. 1
Question 6: 1Vhat specific actions would you suggest to improve traffic , circulation , and access
on Vail's local streets ?
TOTAL
RESPONSES
1 . Restrict cars from Vail. 48
2. Utilize traffic lights. 44
3. Limi[ cars in Vail. 30
4. Increase signage. zs
5. Restructure the truck deliveries in Town. Zq
6. Increase traf£ic control persons. 23
7. Continue the TOV bus system. 19
8. Enforce speed ]imits 17
9. Increase the sidewalks [hroughout Town . 14
10. Additional exits off I-70. 12
I1 . Increase 15 minute parking spaces. 6
12. No street lights. (
13. Monorail 6
14. Widen streets. 5
I5. Increase lighting throughout Town. 5
16. Restripe lanes throughout Town. 4
17. Addi[ional parking. 4
18. Interchange closer to hospital. 4
19. Free parking during summer months . 3
20. BuFfer noise. 3
21 . Restrict parking along frontage roads. 3
22. Improve stree[ conditions. 3
23. Additional host/hostess to direct guests. 3
24. Down Valley bus service. 2
25. Tunnel interstate. 2
26. Build 3- lane frontage road . Z
27. Limit parking. 2
28. One-way stree[s. 2
TOTAL
RESPONSES
29. Additional through-streets. 2
30. Skier drop-offs should be located closer to Vista Bahn. 2
31 . Allow van drivers to enter Vail Village £rom all points. 1
32. Need another East Vail exit. 1
33 . Raise speed limits. I
34. Restrict roller skates/skateboards from Core area. 1
35. Restrict large housing projects. 1
36. Improve the drop-off facilities. ]
37. Satellite parking 1
38. Need "Dead End" sign at Potato Patch. 1
39. Hotel owners should notify guests of traffic problems. 1
40. Add speed bumps. 1
41 . Permit stickers. 1
1991 CITIZENS SURVEY
Relative Importance of Transportation Plan Recommendations
Relative Score on
Rank Recommendation a Scale of 1 to 5
1 Completion of an off-street recreation path from East Vail to 4.03
Dowd Junction.
a. Intermountain ro Dowd Junction recreation path.
b. Stephen's Park to Donovan Park recreation path.
c. East Vail interchange to Gore Creek Campground
recreation path.
d. Golden Peak to Katsos Ranch recreation path .
2 Improve the West Vail interchange to provide for better 3.81
traf£ic maneuverabi(ity.
3 Provide six foot paved shoulders along both sides o£ each 3.72
£rontage road for bicycles.
4 Eliminate truck parking on Bridge Street. 3 .39
5 Restructure the West Vai] routes to provide cross circulation 3 .34
between the north and south sides of I-70.
6 Provide a vehicular/pedestrian underpass connecting the 3.25
❑orth and south frontage roads just west of Simba Run.
7 Eliminate truck parking on Gore Creek Drive from Check- 3. 17
point Charlie to Mill Creek.
8 Provide turn lanes on the frontage roads for left and right 2.89
turning vehicles along key roadway stretches and intersec -
tions. Where left turn lanes are not required, the center area
would be fandscaped.
9 In the long term acquire Vail Associates' West Day Lot for a 2. 87
small two-story parking structure.
10 Preserve the east end of Ford Park for a small two-story 2.86
parking structure, not higher than the existing lot.
11 Develop another underground central loading lot, located 2J2
south of the Lodge at Vail , to eliminate all on-street parking
in the West Vail Village area.
12 Develop a centralized loading area beneath the Christiania 2.71
parking lot to eliminate all on -street parking in the East Vail
Village area. The centralized loading area may or may not
provide storage units for individual businesses.
13 Provide parking spaces for delivery trucks over Mill Creek 2.64
be[ween Cyranos and the Christiania to eliminate parking on
Hanson Ranch Road.
Relative Score on
Rank Recommendation a Scale of 1 to 5
14 Convert all 15 minute parking areas in Vail to truck loading 2.57
zones.
IS Provide new on and off ramps for eastbound I- 70 near the 2.56
Vail Associates shops.
l6 Acquire a new bus fleet for the In-Town Shuttle to increase 2.39
efficiency. New buses would have lower floors, wider doors ,
and the possibility of allowing the passenger to carry skis on
board if it can be done safely.
17 Provide new on and off ramps for eastbound traffic at the 2.33
Booth Falls underpass near Aspen Lane.
18 Modify I-70 access by closing the westbound off-ramp and 1 .83
eastbound on-ramp during peak periods at the Main Vai]
interchange (December- March) , allowing vehicles £rom
Denver to use the East Vail exit exclusively.
Vail Transportation Master Plan Technical Appendices
APPENDIX B
EXISTING AND FUTURE PEAK HOUR LINK TRAFFIC VOLUMES
Town of Vail
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APPENDIX C
EXISTING PEAK HOUR TURNING MOVEMENT COUNTS
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Vail Transportation Master Plan Technical Appendices
APPENDIX D
EXISTING PEAK HOUR INTERCHANGE TRAVEL PATTERNS
Town of Vail
f E L S B U R G
H 0 L T & � � �
U L L E V I G 1 � P ^ � 18 ( 73)
- '^ O � 22 (91 )
V W N
1 + � f' 299 (420)
•ri
11C3i ) � "� } r North Frontafle Rd.
34 ( 51 ) -r ^„^, �
70 ( 58 ) "'i v � ,�
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^� + 16 (64)
..1 i l� � icz >
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� 74 (41 ) + ti m o
Legend o (o) � � N �
�.,
XX (XX ) AM ( PM ) Peak Hour Tralfic
Figu�e 1
Ws?_tt Vail lnfor�hanna Tiiminn Mnvamnnt !'_niinfc
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F E L S B U R G
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North Fronta9e Rd
0
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Legend
XX ( XX ) AM(PM) Peak Hour Traific
Figure 2
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f E L S B U R G
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XX (XX ) AM (PM) Peak Hour Traftic
Figure 3
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tasi van mrercnanye � u�nrny mvveme��i wun� s
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Vail Transportation Master Plan Technical Appendices
APPENDIX E
WEST VAIL INTERCHANGE LOS ANALYSIS
Town of Vail
WEST VAIL INTERCHANGE LOS ANALYSIS - NORTH SIDE OF INTERCHANGE
Existine '� P,M. Peak Existing Volumes - North Side
�
� 4-way Stop Analysis (Highway Capacity Manual)
v No . �.. 2J•
EB and WB Aooroaches - 544 + 140 = 684
✓ p 6F� NB and SB Aooroaches - 157 + 753 = 910
�� � ��`�' Off-Ramn - 206 (add to lower of EB-WB & NB-
SB)
EW - 890, NS - 910 » LOS C is 1 , 193 (2 x 2 assume V/C = 0.75)
Total Approximate Volume = 1 ,800; Multiply by 5/4 to account for 5-legged intersection (increase
driver confusion, etc.)
Eff. Total Approximate Volumes = 2,250
2,250/( 1 , 193/0.75) = 1 .41
Future - No Imorovements
Projected volumes are 18% higher than existing
1 .41 x 1 . 18 = 1 .67
Future Volumes with Simba Run Underoass
Revised volumes with Underpass (Existing P.M.)
V/C will still be > 1 .0 with All-Way
Stop ControL Try DRC (Signal) Analysis
WEST VAIL INTERCHANGE LOS ANALYSIS - NORTH SIDE OF INTERCHANGE
With existing configuration, a 5-phase signal would be most appropriate ( 1 phase for each approach).
Sum Critical Movements
148 I 140 498 591 � 206 = 1 ,583
_� �— �
1896 Growth Yields 1 ,868
For 5-phase signal, LOS E/F Threshold (V/C = 10.0) is Approximately
1 ,325 - 1 ,868/ 1 ,325 = 1 .41
Future Volumes with Underoass and Reconfiauration (Included Addine Lanesl
Revised Existing P.M. Peak
.;
� Unsignalized intersection analysis done for north "T" intersec-
� tion - operates OK. (Analysis on Next Page)
No, F. . 2d
�,,,. South intersection will probably require DRC. Sum Critical
�" Movements (4-Phases)
b��-�-P 124 + 330 + 591 + 158 = 1 ,203; x
1 . 18 for Growth = 1 ,420
LOS E/F for 4-Phase Signal is 1 ,375
1 ,420/ 1 ,375 = 1 .03
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jSflFii� E [i L �iNI:_ �: Artir., TT 'i i I I I I
i �; i- s; eror.: cr-� r-• F� i_ , -� ,• � - _- - � . , ,; ,_, e ^ ,� I i
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j ! � �! I f' Rf; E i;iUEUE I I i I �
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� ._. ._ ..__ _ _ __' __ _ _.. __ _ _ _ _ __ ._ _. __ _ ' � _ _ _ _ _' _.. '. __ ._ __ __ _ _' __ _ _ _ __ _ � _ _. '_ _ _. _ ... _ _. _ _ _ _. _ __ _ _.' _ '.
. � " _ "' _"' _ _ I '_ '_ _ _ _ _" , , I
WEST VAIL INTERCHANGE LOS ANALYSIS - SOUTH SIDE OF INTERCHANGE
Existin�
z P.M. Peak Existing Volumes
4
�ff.� � R,rP 4-Way Stop Analysis (Highway Capacity Manual)
�,..P p+�
EB and WB Aooroaches - 657 + 121 = 778
5o F.• � NB and SB Annroaches - 364 + 14 = 378
Off-Ramp - 360 (add to lower of EB-WB and NB-SB)
EW - 778, NS - 738 � LOPS C is 1 , 184 (assume V/C - 0.75)
Total Approximate Volume = 1 ,516; Multiply by 5/4 to account for 5- legged intersection (increased
driver confusion, etc.)
Eff. Total Approximate Volume = 1 ,895
1 ,895/( ] , 189/0.75) = 1 .20
Future - No Imorovements
Projected volumes are 18% higher than existing 1 .20 x 1 . 18 = 1 .42
Future Volumes with Simba Run Under�ass
Revised Volumes with Underpass (Existing P.M.)
Try 4-Way Stop Analysis
EB and WB Aooroaches - 495 + 121 = 616
NB and SB Anoroaches - 277 + 14 = 291
Off-Ramo Aooroach - 360 (add to smaller of
EB-WB and NB-SB)
WEST VAIL INTERCHANGE LOS ANALYSIS - SOUTH SIDE OF INTERCHANGE
EW - 616, NS - 651 » LOS C is 1 , 185 (2 x 2 assume V/C = 0.75)
Total Approximate Volume = 1 ,267; Multiply by 5/4 to account for 5 -legged intersection (increase
driver confusion, etc.)
Eff. Total Approximate Volume = 1 ,584; Multiply by 1 . 18 for growth » 1 ,584 x 1 . 18 = 1 , 869
1 ,869/( 1 , 185/0.75) = 1 . 18
Future Volumes with Underoass and Reconfi�uration (Included Addinz Lanes)
-S Revised Existing P.M. Peak
� Unsignalized analysis done for EB on-ramp intersection -
Of��
operates OK (see next page)
Q`� �� _ (Go,w.� Chamonix/S. Frontage Road intersection needs to be evaluated
- try 4-Way STOP
Sa , F'r, Rd, EB and WB Aovroaches - 402 + 121 = 523
NB and WB Aooroaches - 277 = 14 = 291
Off-Ramo - 360 (add to smaller of
EB-WB and NB-SB)
EW - 523, NS - 651 , LOS C is 1 ,425 (assume V/C = 0.75) average of 2 x 2 and 2 x 4
Total Approximate Volume = 1 , 174; multiply by (something less than 5/4 to account for multi-leg
intersection. Do not use 5/4 since intersection was cleaned up some with relocation of EB on -ramp).
Use 1 .2
1 , 174 x 1 .2 = 1 ,409
Multiply by 1 . 18 to account £or growth .
I . 18 x 1 ,409 = 1 ,662
1 ,662/( 1 ,425/0.75) = 0.87
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Vail Transportation Master Plan 7echnical Appendices
APPENDIX F
MAIN VAIL INTERCHANGE LOS ANALYSIS
Town of Vail
MAIN VAIL INTERCHANGE LOS ANALYSIS - VAIL ROAD/NORTH RAMPS
Existina
Critical movement at this intersection is the leFt turn off of the ramp. Both A.M. and P.M. volumes
were evaluated and it was found that the A.M. peak hour was more critical. Unsignalized analysis
(next page) yield a LOS F with reserve capacity at 156. LOS thresholds are as follows:
> - 400 LOS A » <0.60
300 - 400 LOS B » 0.60 to 0.70
200 - 300 LOS C � 0.70 to 0.80
100 - 200 LOS D » 0.80 to 0.90
0 - 100 LOS E » 0.90 to 1 .00
< 0 LOS F � 1 .00
Assign V/C Ratio to Thresholds
1 vehicle of reserve capacity would be equivalent to 0.001 of V/C. So, 156 is 1 . 156 or 1 . 16
for le£t turn in A.M. peak hour.
Future - No Imorovements
Volumes were increased 18% and analysis was redone
Reserve Capacity is 325
From Above, V/C = 1,325 , say 133 A.M. Peak
Future - With Simba Run Underoass
Volumes were adjusted to reflect UP (page 4 for analysis)
Reserve Capacity is 209
From Above, V/C = 1 .209 , say 1 .21 A.M. Peak
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MAIN VAIL INTERCHANGE LOS ANALYSIS - VAIL ROAD/NORTH RAMPS
Future - Alternative 3 lRed Sandstone Partial Interchanee) and Underoass
This interchange alternative does not affect operations along the north side of the interchange.
the V/C is identical to the previous calculations
1 .21 A.M. Peak
Future - Alternative 7 (Vail Vallev Connectionl and Undernass
This interchange alternative simplifies the north ramps intersection; only two movements would be
occurring - the left turn onto the WB on-ramp and the left turn off of the WB off-ramp. An
unsignalized LOS analysis was run (p.56) with a resulting reserve capacity of 45 vehicles for the left
turn off. From page 1 ,
V/C = 0.955 or 0.96 A.M. peak
Future - Alternative 8 (Booth Falls Ramos) and Underoass
North ramp operations would be divided in this alternative. The left turns onto WB on-ramp would
remain at the Main Vail interchange, but they would be the onlv movement along the north side of
the interchange and would be £ree flow. Hence, there is no longer an intersection at that location and
therefore no intersection LOS problems.
The left turns off of WB off-ramp would now take place near Booth Falls. An unsignalized LOS
analysis of A.M. peak volumes there yielded a LOS F for left turns off of the oFf-ramp. Therefore,
an all-way STOP analysis was done as follows:
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MAIN VAIL INTERCHANGE LOS ANALYSIS - VAIL ROAD/NORTH RAMPS
Revise Volumes at Booth Falls O£f-Ramp Intersection (Existing A.M. Peak)
lJo, Fr. (Zcl ,
NB and SB Aovroach Volumes - 553
°�•�'
c EB and SB Aooroach Volumes - 345 + 75 = 420
50 , i r. I�, �
LOS C is 1 , 118 (assume V/C = 0.75)
Total Approach Volumes = 973
Multiply by 1 . 18 for Growth � 1 , 148
1 , 148/( 1 , 118/0.75) = 0.77
MAIN VAIL INTERCHANGE LOS ANALYSIS - VAIL ROAD/SOUTH FRONTAGE ROAD
(4- WAY STOP INTERSECTION)
This intersection is extremely close to the south ramps intersection and could be analyzed as a multi-
legged intersection as was done for the West Vail interchange. However, patterns at the south ramps
intersection are such that the largest movements are the thru movements along Vail Road and the
right turns off of and onto the ramps. Left turns on[o and off of the ramps are relatively light, and
operations at this intersection will largely depend on operations at the 4-way. Therefore, the 4- way
STOP intersection is analyzed separately and is considered to be indicative of the entire area south
of the interchange.
Existin¢
Existing P.M. Peak Traffic (P.M. Peak Hour is Critical)
Gf��� 0�" �� The intersection is STOP sign control(ed but is controlled
manually during peak periods which is essentially the same as
signal control. There£ore, since a peak hour is being evaluat-
i So . F�. Q� ed, this intersection will be analyzed as traf£ic signal con-
i
� � trolled.
� �
Sum Critical Movements (4-Phase Signal)
Total = 1 ,290
LOS E/F for 4-Phase is 1 ,375
1 ,290/ 1 ,375 = 0.94 P.M. Peak DRC
MAIN VAIL INTERCHANGE LOS ANALYSIS - VAIL ROAD/SOUTH FRONTAGE ROAD
(4- WAY STOP INTERSECTION)
Future - No Imorovements
Volumes will increase IS% and so will V/C ratio in this case.
V/C = 1 . 18 x 0.94 - 1 . 11 P.M. Peak DRC
Future - with Simba Run Underoass
Revised Volumes to Reflect Underpass (Existing P.M. Peak)
Sum critical movements similar to that done on page.8 (4-phase)
Multiply by 1 . 18 for growth � 1 ,494
LOS E/F Threshold for 4-phase Signal is 1 ,375
1 ,494/ 1 ,375 = 1 .09
Future - Alternative 3 (Red Sandstone Partial Interchaneel with Underoass
Revise Volumes (Existing P.M. Peak)
i �
o�,� 2� I p f.{�
�° SUM CRITICAL MOVEMENTS
$o . Fr, 2d ,
�
�
MAIN VAIL INTERCHANGE LOS ANALYSIS - VAIL ROAD/SOUTH FRONTAGE ROAD
(4 - WAY STOP INTERSECTION)
= 1 ,045
Multiply by 1 . 18 for Growth � 1 ,233
LOS E/F Threshold for 4-Phase Signal is 1 ,375
1 ,233/1 ,375 = 0.90
Future - Alternative 7 (Vail Vallev Connectionl with Underoass
Revised Volumes (Existing P.M. Peak)
a{�� a:��''�
SUM CRITICAL MOVEMENTS
C � �`
� �' ? O
�
Multiply by 1 . 18 for Growth » 1 ,396
LOS E/F Threshold for 4 Phase is 1 ,375
1 ,396/ 1 ,375 = 1 .02
Future - Alternative 8 (Booth Falls Ramos) and Underoass
Revised Volumes (Existing P.M. Peak)
SUM CRITICAL MOVEMENTS
MAIN VAIL INTERCHANGE LOS ANALYSIS - VAIL ROAD/SOUTH FRONTAGE ROAD
(4-WAY STOP INTERSECTION) SOUTH FRONTAGE ROAD/RED SANDSTONE RAMPS
= 1 ,077
Multiply by 1 . 18 for Growth » 1 ,271
LOS E/F Threshold for 4-Phase is 1 ,375
1 ,271 / 1 ,375 = 0.92
Future - Alternative 3 (Red Sandstone Partial Interchanael with Underoass
Analyze South Frontage Road/Ramps Intersection
(Existing P.M. Peak Volumes)
��F.n N,•. P
"�0 0�' All way STOP control was originally evaluated resulting in
LOS F. Therefore, DRC is evaluated (3-phase )
So. Fr. Rd
SUM CRITICAL MOVEMENTS
= 1 ,069
Multiply by 1 . 18 for growth � 1 ,261
LOS E/F Threshold for 3-Phase is 1 ,425
1 ,261 / 1 ,425 = 0.89
MAIN VAIL INTERCHANGE LOS ANALYSIS - SOUTH FRONTAGE ROAD/VAIL VALLEY
DRIVEINTERSECTION
Several interchange alternatives have a direct impact on this intersection and it is therefore included
in the analysis.
Existina
so . Fi'. Q-c� . Existing P.M. Peak Volumes
South frontage road approaches must stop , so conduct an
� unsignalized LOS analysis (p. 13).
� Lowest reserve capacity is 53 (WB approach) and using
> information derived on p. l , this corresponds to
� V/C = 1 ,053 say 1 .05
Future
Volumes are increased 18% and unsignalized analysis is rerun (p. 14). Lowest reserve capacity is 239
(WB approach) and using information on p. l , V/C = 1 ,289 say 1 .24
Future with Underoass at Simba Run
This underpass would not affect the Vail Valley Drive intersection. » still 1 .24
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MAIN VAIL INTERCHANGE LOS ANALYSIS - SOUTH FRONTAGE ROAD/VAIL VALLEY
DRIVEINTERSECTION
Future - Alternative 3 (Red Sandstone Ramosl with Underoass
The Red Sandstone ramps and UP do not affect this intersection. However, part of this interchange
alternative would include improving this intersection; i.e. lowering and/or lane additions. Volumes
shown on p. 12 still apply.
All way STOP analysis resulted in a LOS F still, so try DRC with increased lane geometry.
Lane Geometry
> �---
� /
Phasine � ��
a_
, __ _
<� �a � � ,�,
SUM CRITICAL MOVEMENTS
= 810
Multiply by 1 . 18 for growth » 956
LOS E/F Threshold is 1 ,425 of 3-Phase
9,560/ 1 ,425 = 0.67
MAIN VAIL INTERCHANGE LOS ANALYSIS SOUTH FRONTAGE ROAD/VAIL V ALLEY DRIVE
INTERSECTION
Future - Alternative 7 (Vail Vallev Connectionl with Underoass
We now have a 4-legged intersection. All way STOP resulted in LOS F.
Existing P.M. Peak Assumed
Revised Volumes � � � Geometry
—� �
� � �
SUM CRITICAL MOVEMENTS (4-PHASE SIGNAL)
= 811
Multiply x 1 . 18 for growth � 957
LOS E/F Threshold is 1 ,375 for 4 Phases
957/1 ,375 = 0.70
Future - Alternative 8 (Booth Falls Ramos) with Underoass
All way STOP resulted in LOS F try DRC
Existing P.M. Peak —, �--- Assumed
Revised —� � Geometry
�� r
Phasine
� � ��7-^-- a--
,y -� v
-�
a
SUM CRITICAL MOVEMENTS
Multiply by 1 . 18 for Growth » 1 , 134
LOS E/F Threshold for 3-Phase is 1 ,425
1 , 134/ 1 ,425 = 0.80
Vail Transportation Master Plan Technical Appendices
APPENDIX G
FACTORS AND ASSUMPTIONS FOR PLANNING LEVEL COST ESTIMATES
Town of Vail
COST ESTIMATES - VAIL VILLAGE DELIVERY ALTERNATIVES
Alternative 1 - Subsurface Tunnel Svstem
Tunneling would be about 1 ,700' in total length. Estimated width to be - 35'.
35 x 1 ,700 x 300 = $ 18M
Need to install ramps, elevators, doorways to basements, etc.
- $5 - $ lOM
Utility relocation/replacement
- $5 - $lOM
Contingencies, other - 25% - $7 - $9M
$35 to $47M » say $50 Million
Alternative 2 - Subsurface Tunnel Svstem
Tunneling would be identical to Alternative I but at about 2/3 the width. Cost should be slightly
more than 2/3 0£ Alternative cost.
$35 - $40 Million
Alternative 3 - Close-In Centralization
Garden o£ the Gods Site
Ramp Excavation - - 3 ,000 Yards'
3,000 X $6 = $ 18,000 say $20,000
Excavation of Docking Area - 14,000 Yards3
14,000 x $6 = $84,000
Removal of Asphalt - 3,500 Yards2
3,500 x $ 20 = $70,000
Retaining Wall - 25 ,000 S.F. for Ramps and Docking Area
25,000 x $20 = $500,000
COST ESTIMATES - VAIL VILLAGE DELIVERY ALTERNATIVES
Structure - $20,000 S.F.
20,000 X $65 = $ 1 ,300,000 $1 .3M
Utility Relocation/Replacement
- $50,000 to $500,000
Contingencies, Other 20% - $400,000 - $500,000
TOTAL $2.4M to $2.9M or $3M
Golden Peak Tennis Courts Site
Structure - 17,000 S.F.
17,000 X $65 = $ 1 . 1M
Landscape, Tennis Courts, Misc.
- $ 100,000 to $300,000
Contingencies - 2D% $240,000 to $280,000
TOTAL $ 1 .4 to $1 .7M
Vail Road Site
Excavation - 14,000 Yards'
14,000 X $6 = $84,000
Structure - 22,000 S.F.
22,000 X $65 = $ 1 .4M
Retaining Wall - ] 0,000 S.F.
10,000 X $20 = $200,000
Ventilation, Other - $75,000 to $400,000
Contingencies - 20% $300,000 to $400,000
TOTAL $2.OM to $2.4M
COST ESTIMATES - VAIL VILLAGE DELIVERY ALTERNATIVES
Christiania Site
Excavation - 5,000 Yards'
5,000 X 6 = $30,000
Structure - 13,000 S.F.
13,000 X $65 = $845,000 Say $850,000
Retaining Wall - 5 ,000 S.F.
5,000 X 20 = $ ] 00,000
Driveway revision for parking lot on top, parking considerations, utility, other.
- $ 150,000 to $400,000
Contingency - 20% $225 ,000 to $275,000
TOTAL $ 1 .4M to $ ] .7M
Small Vehicles £or Decentralized Alternatives
7 to 10 vehicles are required
Vehicle cost - $ IS,000 each
15,000 X 7 & 10 = $ 105,000 & $ 150,000
Decentralized Alternatives
Mill Creek Alley
Relocate Creek - 450' length - assume excavation of 5 SF cross-section
450' X 5 X 6 = $ 13 ,000 � say $ I5,000
Culvert Consideration (plug, install) � $40,000
New Asphalt for Alley - 7,000 S.F.
7,000 X 2 = $ 14,000 say $ I5,000
Fence - $6,000
Contingency - 20°k $ I5 ,000
TOTAL $91 ,000 say $ 100,000
COST ESTIMATES - VAIL VILLAGE DELIVERY ALTERNATIVES
Landscaping, Pedestrianization - $ 10,000 to $20,000
Walkway through buildings - impact to structural integrity of building is unknown. Estimated
range. Estimated range
$300,00 - $ 100,000
Contingency - 20% $8 ,000 - $24,000
GRAND TOTAL $ 150,000 to $250,000 (Approximate)
Area over Mill Creek between Cyranos and Christiania
Structure over Mill Creek - 600 S.F.
600 X $65 = $39,000
New Asphalt - 2,000 S.F.
2,000 X 2 + $4,000
Contingency - 20°/a $8 ,600
TOTAL $51 ,600 say $50,000
CAPITAL COST ESTIMATE FOR
GONDOLA TO COVERED BRIDGE
AUTOMATED PEOPLE MOVER SYSTEM
w/ SKIS CARRIED ON BOARD & 7 ONE-DIRECTIONAL STATIONS
Units # of Units Unit Price Total Cost
GUIDEWAY STRUCTURE
Single Lane meters 1 ,900 @ $ 1 ,800 $3,420,000
Double Lane meters 790 Qa $2,650 $2,093,500
STATIONS each 7 @ $ 155,000 $ 1 ,085,000
SWITCH each 1 @ $30,000 $30,000
TRANSFER TABLE each 1 @ $30,000 $30,000
TRAINS (2-cars each) each ] 0 Qa $355,000 $3,550,000
SERVICE VEHICLE each 1 @ $25,000 $25,000
POWER DISTRIBUTION
Substation each 3 @ $91 ,000 $273,000
Electric Service each 1 @ $8,000 $8,000
Feeder Cable meters 2,690 @ $302 $812,380
Power Rails meters 3 ,480 @ $ 164 $572,720
COMMAND & CONTROLIump sum 1 @ $3,000,000 ( 1 ) $3 ,000,000
GUIDEWAY HEATING meters 3 ,480 @ $250 $870,000
MAINTENANCE
Facility square ft 8 , 100 @ $50 $405,000
Equipment & Part lot I @ $750,000 $750,000
Subtotal $ 16,922,600
ENGINEERING 1546 $2,538,390
TESTING 5% $846, 130
CONTINGENCIES 10% $ 1 ,692,260
ROW AND UTILITY RELOCATION (ALLOCATION) $2,000,000
TOTAL $23 ,999 ,380
( 1 ) TDA adjustment based on Lea Elliott Report of 2/ 16/87.
Source: Number of units and unit prices from Lea E(liot[ Technical
Memorandum for Town of Vail, 3/22/90, page 7.
MISCELLANEOUS UNIT COSTS
2-Lane Roadway $ 500,000/Mile
3 -Lane Roadway $ 700,000/Mile
4-Lane Roadway $ 900,000/Mile
5-Lane Roadway $ 1 , 100,000/Mile
Landscaped Median $ 375,000/Mile
Off-Street Trails/Paths $ 250,000/Mile
Structures $65-75/Square Foot