HomeMy WebLinkAbout02Intro
VAIL TRANSPORTATION MASTER PLAN UPDATE
Prepared for:
Town of Vail
75 South Frontage Road
Vail, CO 81657
Prepared by:
Washington Infrastructure Services, Inc.
402 7TH Street, Atrium Suite 111
Glenwood Springs, CO 81601
WGI Project Number 2284.02
July 2002
Table of Contents 1 Town of Vail
Table of Contents
Executive Summary
Chapter 1: Vail Village Deliveries
Introduction...................................................................................................................................1-1
Recommendations ....................................................................................................................... 1-4
Operations .................................................................................................................................1-10
Chapter 2: In-Town Shuttle Bus System
Introduction...................................................................................................................................2-1
Town Bus System Overview .........................................................................................................2-2
Objectives.....................................................................................................................................2-3
Options for the Vail In-Town Shuttle System.................................................................................2-3
Analysis of Remaining Technologies ............................................................................................2-4
Recommendations........................................................................................................................2-9
Chapter 3: Outlying Bus System
West Vail Bus Route Overview .....................................................................................................3-1
Downvalley Bus System ...............................................................................................................3-7
Chapter 4: Trail System Interface
Recreation Trails Constructed since 1990.....................................................................................4-1
Pedestrian I-70 Undercrossings Constructed Since 1990 .............................................................4-2
Recommendations........................................................................................................................4-3
Chapter 5: Level of Service Analysis
Introduction...................................................................................................................................5-1
Intersection Level of Service.........................................................................................................5-1
Possible Solutions.........................................................................................................................5-4
Parking Structure Level of Service................................................................................................5-5
Chapter 6: Connecting Fixed Guideways Draft Report
Introduction...................................................................................................................................6-1
I-70 Mountain Corridor Major Investment Study ............................................................................6-2
Recommendations........................................................................................................................6-4
Table of Contents 2 Town of Vail
Chapter 7: Noise
Noise Terminology........................................................................................................................7-2
CDOT's Noise Policy.....................................................................................................................7-4
Noise Analysis ..............................................................................................................................7-5
Modeling Results ..........................................................................................................................7-7
Sensitivity Analysis .....................................................................................................................7-11
Noise Abatement ........................................................................................................................7-15
Summary ....................................................................................................................................7-32
Chapter 8: I-70 Capping
Introduction...................................................................................................................................8-1
Opportunities ................................................................................................................................8-2
General I-70 Capping Issues ........................................................................................................8-4
Environmental Impact Considerations...........................................................................................8-6
General Capping Considerations ..................................................................................................8-7
Capping Construction Issues ........................................................................................................8-8
Comparative Capping Projects....................................................................................................8-11
Chapter 9: Traffic Model
Introduction ...................................................................................................................................9-1
Model Development......................................................................................................................9-1
Existing Network ...........................................................................................................................9-6
Future Network..............................................................................................................................9-7
Summary.....................................................................................................................................9-10
Chapter 10: PEIS Issues
Issues ........................................................................................................................................10-1
Other Issues ...............................................................................................................................10-6
Conclusion..................................................................................................................................10-9
Appendices
A1: Peak Hour Traffic Volumes, March 2000 and July 2000
A2: FHU Vail Village Peak Hour Traffic Volumes, September 2000
B1: Project Objectives and Criteria
B2: Technology Screening Process
C1: Portions of the Eagle County Trails Master Plan
C2: Trail Maps from Original Transportation Master Plan
D1: Intersection Level of Service
D2: Roundabout Level of Service
E: I-70 Capping and Fixed Guideway Mapping
F1: CDOT Noise Analysis and Abatement Guidelines
F2: Noise Contour Mapping
G: FHWA Joint Development Study
H1: Population and Employment Data
Table of Contents 3 Town of Vail
H2: Traffic Volume Data
H3: Model Calibration
H4: Growth Model
H5: Trip Reassignment Work Table
List of Figures
1-1: Potential Delivery Quadrants for the Commercial Core......................................................1-8
2-1: Comparative Screening Matrix...........................................................................................2-7
4-1: New Trails Completed Since 1990.....................................................................................4-4
7-1: Receiver Locations ............................................................................................................7-8
7-2: Approximate Noise Wall Locations ..................................................................................7-25
8-1: Total Costs for Each Tunnel ............................................................................................8-18
9-1: Schematic Representation of the Vail Transportation Model Network................................9-2
9-2: Schematic Representation of the Vail Transportation Model Network.................................9-4
List of Tables
3-1: Low-Floor Vehicle Specifications.......................................................................................3-5
5-1: Level of Service for a Two-Way Stop-Controlled Intersection ............................................5-2
5-2: Town of Vail Existing LOS Analysis ...................................................................................5-3
5-3: Town of Vail Existing Parking Structure LOS Analysis.......................................................5-5
7-1: Typical Noise Levels..........................................................................................................7-3
7-2: CDOT Noise Abatement Criteria........................................................................................7-4
7-3: I-70 Segment Characteristics.............................................................................................7-7
7-4: Noise Model Results..........................................................................................................7-9
7-5: Noise Level Ranges Based on Distance from I-70...........................................................7-11
7-6: Relative Noise Level Increases Based on Traffic Volumes ..............................................7-13
7-7: Decibel Increases Based on “Jake” Brake Noise .............................................................7-14
7-8: Decibel Increases Based on Rumble Strip Noise.............................................................7-14
7-9: Noise Wall Descriptions...................................................................................................7-23
7-10: Noise Model Results with Mitigation Measures in Place ..................................................7-26
7-11: Masonry (Concrete Block) Noise Wall Cost .....................................................................7-28
7-12: Concrete Pre-Cast Panel Noise Wall Cost.......................................................................7-28
7-13: Concrete Cast in Place Noise Wall Cost ..........................................................................7-28
7-14: Noise Model Results with Mitigation Measures in Place ..................................................7-29
7-15: Relative Noise Level Increases Based on Traffic Volumes ..............................................7-34
9-1: Nodes in the Vail Transportation Model.............................................................................9-2
9-2: Links in the Vail Transportation Model...............................................................................9-4
9-3: Origins and Destinations Matrix (Existing).........................................................................9-5
9-4: Estimated Growth for Nodes in the Vail Model...................................................................9-7
9-5: 2020 Adjusted Volumes for the Vail Model ........................................................................9-9
10-1: PEIS Issues for the Town of Vail and Possible Solutions................................................10-11
Executive Summary i Town of Vail
Executive Summary
Vail, Colorado attracts a large number of visitors each year because of its world-class ski
area, wide array of recreational opportunities, and thriving economy with numerous
restaurants, retail businesses, and services to choose from. With a high volume of visitors
comes a need for an efficient transportation system to get visitors to and from Vail and to
transport them within the Town as well. In 1990, the Town of Vail undertook a Transportation
Master Plan to address all transportation systems and future needs for the area (see Vail
Transportation Master Plan, Felsburg Holt & Ullevig, 1993). That document addressed the
current transportation system within Vail and also provided recommendations for
improvements to the system.
Purpose of the Update to the Transportation Master Plan
The Town of Vail makes great efforts to keep its transportation system as efficient and
updated as possible. This is evidenced by the many improvements and additions to the
system over the years to accommodate the high volumes of visitors and traffic each year.
Because ten years have passed since the production of the original Transportation Master
Plan, the Town has deemed it necessary to provide an update for the continued efficiency of
the transportation system. The purpose of this Transportation Master Plan Update is to
review the existing conditions of the transportation system and to address and/or resolve
transportation issues that have arisen since 1990. The following issues were included in the
original Transportation Master Plan and will be addressed and updated in this document:
· Vail Village Deliveries
· Town Bus System (specifically, the In-Town Shuttle)
Executive Summary ii Town of Vail
· Outlying Bus System
· Trail System Interface
· Peak Hour Traffic Volumes
· Intersection Level of Service (LOS) Analysis
· Implementation Process
· Plan Monitoring and Updating
One issue addressed in the original document has been resolved since 1990 and is no
longer applicable to this update, and that is the Interstate 70 (I-70) Access.
In the original document, parking issues for the Town of Vail were also addressed. The
parking issues are also being addressed at the time of publication of this update; however,
the study is still underway and will be published as a separate document at a later date.
In addition to the updates in this document, new issues for the Town of Vail transportation
system have come to light. These will be addressed in this document and include the
following:
· Connecting fixed guideway transit systems
· Noise contour map for I-70 traffic
· I-70 capping review
· Traffic forecasting
· Programmatic Environmental Impact Statement (PEIS) issues resolution
Each of these issues will represent a different chapter in this document. In general, these
issues were studied and completed individually but are brought together in this document so
that all affected parties and agencies may view them as a whole system. This ensures better
coordination by all agencies in making the transportation system efficient for the present as
well as for the future.
Summary of Updates, Additions, and Resolved Issues
To provide ease of reference, each update and addition is summarized below with
recommendations, if applicable. The issues from the original Transportation Master Plan that
are either resolved or no longer applicable are also summarized below.
Updates:
Vail Village Deliveries
The Vail Village Loading and Delivery Study was researched and prepared for the purpose of
analyzing and understanding all the factors surrounding people and goods movement in and
out of the Vail Village Commercial Core One. The study and this summary provide options
and supporting background to help minimize or eliminate motorized vehicles (primarily
Executive Summary iii Town of Vail
delivery trucks) from the Commercial Core for the purpose of enhancing visitor enjoyment
and safety. Based on analysis of the present loading and delivery system and the available
options for the Commercial Core, short-term and long-term recommendations include the
following:
· Short-term
1. Use of Variable Message Signs (VMS) at key locations could direct skiers to the
parking structures and inform them of appropriate skier drop-off locations. The VMS
could also be used to direct loading and delivery traffic to available access routes,
loading bays, and dispersed terminals.
2. Consideration should be given to a ticketing structure that penalizes the repeat
offender of the loading zones in Vail while not affecting Village guests. First-time
offenders pay the maximum hourly rate, and the rate for each subsequent offense is
increased significantly.
3. There are several access points into the Village at the present time, only one of which
(Checkpoint Charlie) is able to control the entry of delivery traffic. Most delivery
vehicles enter the Commercial Core through Checkpoint Charlie, and many other
vehicles enter from the other three access points to the Village, frequently against
traffic. In reviewing traffic patterns, traffic flow, and entry access points to the Village,
it was discovered there might be some opportunity to further limit access to the
Village for all types of vehicles. By guiding vehicle entry to enforceable access points
throughout the Commercial Core, the overall traffic volume is dispersed over several
access routes. Further, the use of on-street loading bays can be better regulated.
4. The following planning and design function should be accomplished.
· An operational and technology plan should be drawn up to implement a traffic
management system based upon an electronic communication system that
integrates real time VMS, GPS tracking, smart card, internet computer
camera, and dispatch technology with operational and enforcement services.
· A long-range plan should be developed that when implemented in phases will
interconnect buildings with terminal facilities via back-of-house access routes
accommodating hand or motorized carts. The plan should be implemented in
conjunction with redevelopment of private property and streetscape
improvements.
· Amend loading standard in the zoning code to require enclosed (terminal)
loading and delivery bays for a variety of truck types and sizes as part of large
development and redevelopment projects. The excess capacity of each
terminal should be integrated through developer agreements into the
dispersed terminal system.
5. One issue that is a significant contributor to the problem of truck numbers and dwell
time in the Commercial Core is the time some deliveries are made. Earlier delivery of
goods could remove the majority of larger delivery vehicles from the Commercial
Core before “guest hours.” This approach would be most effective if instituted in
conjunction with improved signage and some changes in access and traffic flow in the
Executive Summary iv Town of Vail
Village. Stricter limitations could be put on Village access if delivery personnel could
complete deliveries to all establishments before 7:00 a.m.
· Long-term
1. Addition of several delivery bays as part of a dispersed terminal on the Land
Exchange site (the Vail Front Door project at the base of Vista Bahn/the Lodge at
Vail). To effectively service at least one-third to one-half of the Commercial Core, six
to ten bays for large trucks would be required.
2. Include enclosed dispersed delivery terminals in large development and
redevelopment projects. The Town should also seek opportunities to require or
acquire additional delivery bays in these facilities.
3. Provide strategically located, heated pedestrian walkways in the Village and adjacent
commercial areas, so that push hand carts, pallet jack size pull carts, and small
motorized carts can better function in the winter.
4. Where practical, construction or provision for future construction of underground
delivery tunnels with street level freight elevators to facilitate loading and deliveries
between buildings and dispersed delivery terminals should be done in conjunction
with large development and redevelopment projects.
5. Construction of a dispersed delivery terminal with one bay for large trucks or four to
eight bays for small cargo vans within an automobile parking structure on the P3&J
site on Hanson Ranch Road.
6. Change current zoning code requiring additional on or off-site storage requirements
per retail square foot for businesses in the Village.
7. Change current zoning code concerning required delivery space. The current zoning
code requires delivery space to be ten feet by 25 feet, which is not adequate. Bars,
restaurants, and hotels which require delivery of food and beverages should have
one to two or more spaces, twelve feet wide and 35 to 50 feet long. This would
accommodate most delivery vehicles. The code should allow for required loading
bays to be located in a nearby dispersed delivery tunnel.
8. Design dispersed delivery terminals in appropriate locations so that cargo from a
large truck can be transferred to a small cargo van. These would access a dispersed
cargo van delivery terminal or bay located closer to the delivery destination.
9. Increase the availability of close-in restricted parking spaces within controlled access
private parking structures. These would accommodate the delivery needs of
residents, maintenance and construction personnel, business owners, and parcel
carriers using small cargo vans and pick-ups. This will contribute to the reduced use
of on-street loading bays. Restricted parking spaces could be located in existing and
future parking structures built for automobiles.
Parking (summary to be provided by FHU)
To be completed as a separate document at a later date.
Executive Summary v Town of Vail
In-Town Shuttle Bus System
As a response to space limitations, driver shortages, and higher costs, the Town of Vail is
evaluating replacing the In-Town Shuttle buses with an alternative transit system. Such a
system would have to be capable of carrying 5,000 people per hour (the current peak
demand is approximately 4,000 people per hour) and effectively serve a route approximately
1.5 miles in length. The route would have to be similar to the current bus system route while
effectively maximizing both ridership and system operations. This update is to determine the
best options, from a range of opportunities, for providing mass transit for the Town of Vail In-
Town Shuttle bus route. These options are being presented to address the increased
demand and other issues discussed below on the In-Town Shuttle. The bus route is roughly
a three-mile loop from Vail Village to Lionshead.
The analysis of all potential options for the In-Town Shuttle system resulted in the following
technologies for final consideration:
· Power Unit/Trailer Combination Units
· Low-floor Buses
· Articulated Transit Buses
· Low-floor, Articulated Buses
· Guided Busway
· Automated Guideway Transit (AGT):
· SK
· Cableliner DCC
· Aeromovel
Based on analysis of the remaining technologies and input from two focus group meetings
attended by residents and businesses within the Town of Vail, a set of short-term and long-
term recommendations for the In-Town Shuttle bus route have been developed and include
the following:
· Short-term
1. Develop an Express Bus Route from Vail Village to Lionshead – Vail Transit should
consider an In-Town Express Bus route between Vail Village and Lionshead. This
route would run along the Frontage Road to provide for a quicker, more direct route
between the two areas. The express route could also make use of a low-floor,
articulated bus. In keeping with the character and space available in the Village Core
area, the In-Town Shuttle is better suited for the use of 40-foot buses. However, an
express route on the Frontage Road could utilize a low-floor, articulated bus to
increase the capacity.
2. Purchase Low-Emissions Vehicles - To address the problem related to smell/air
quality, Vail Transit should consider selecting buses that run on compressed natural
gas (CNG) and produce lower emissions.
Executive Summary vi Town of Vail
3. Improved Information Technology and Information Displays – Electronic message
boards which provide real time information should be placed at the Transportation
Center, as well as other key stops along the route. Real time information along the
route is extremely valuable to transit riders. Such information requires the
deployment of an automatic vehicle location system (AVL) to track buses (Vail Transit
already has such a system through NEXTbus). The AVL data can be converted into
bus arrival times, which can be transmitted to bus stops.
4. Extend In-Town Shuttle Route to Cascade Village – If demand warrants, the In-Town
Shuttle route should be extended west to serve Cascade Village. While discussion at
the two focus groups held on September 21st, 2001 indicated that the existing In-
Town Shuttle route should be extended to serve Cascade Village, Vail Transit should
conduct an on/off survey on its West Vail Green and Red routes to determine the
number of riders who currently board and/or deboard at the Cascade Village stop and
where they are coming from and going to, to better determine the level of demand for
a service extension.
Extending the In-Town Shuttle route to Cascade Village will add approximately one-
half of a mile to each run. This additional mileage would allow vehicles to complete
their loops in 50 minutes as opposed to the current 40 minutes, and would not add
any substantial cost to the service.
· Long-term
1. Develop Guided Busway – If the Town of Vail continues to grow as expected, and
capacity on the shuttle needs to be increased to 5,000 pph, Vail Transit should
consider the development of a guided busway to run between Lionshead and Main
Vail/Cascade Village. The use of a guided busway would allow vehicles to run on
shorter headways and therefore carry additional passengers during peak hours.
2. Install Transit-Activated Signal at High Volume Intersections along Frontage Road –
At intersections such as East Lionshead Circle and Frontage Road, buses have
difficulty making left-hand turns from the minor street (East Lionshead) onto the major
street (Frontage). The Town of Vail could look to install a transit-activated signal
system that involves detecting the presence of a bus and, depending on the system
logic and the traffic situation, then give the transit vehicle special treatment. The
system could give a green signal during peak periods for buses waiting to enter onto
the Frontage Road. In addition, real time control technologies can consider not only
the presence of a bus, but the bus adherence to schedule and the volume of other
traffic.
Outlying Bus System
This update includes a West Vail route structure review based on the West Vail Red Loop
and the West Vail Green Loop. Ridership, schedules, and route information are provided as
Executive Summary vii Town of Vail
well as short-term and long-term recommendations to streamline the existing route. Also
included in this analysis is discussion of a potential undercrossing of I-70 to be constructed in
the Simba Run area. In particular, the effects to the West Vail bus route from this
undercrossing are determined.
Recommendations for the West Vail bus route include the following:
· Short-term
1. Streamline Current West Vail Schedules – Vail Transit should change the current
schedules, so that buses operating on the West Vail Green and West Vail Red routes
depart at the same time. This would provide more balanced east-west service along
the North and South Frontage roads and alleviate safety issues generated by transit
users having to cross I-70 at-grade to access bus stops along the opposite frontage
road. In the winter, this would mean that buses on each route make their first
departure from the Transportation Center at 5:45 a.m. Streamlining these schedules
would also make the system easier to understand and utilize, which could generate
additional ridership.
2. Improved Route Identification – While each of Vail Transit’s routes have names and
are color-coded, a number, letter, or number and letter designation should also be
used to help lead passengers through a trip. The number, letter, or number and letter
designation, along with the route name should be displayed on each bus and any
printed maps. In addition, vehicles should have some indication of the direction they
are going (e.g. West Vail Green Red – North Frontage) so that the new riders can
better understand the system.
3. Elimination of Red Sandstone School Stop on West Vail Green and Lionsridge Loop
Routes – To make the routes in the West Vail area run more efficiently, two of the
routes, West Vail Green and Lionsridge Loop, should eliminate stopping at Red
Sandstone School. This route would continue to be served by the West Vail Red and
Sandstone routes. The elimination of this stop would reduce the running time of the
West Vail Green route and allow vehicles serving the Lionsridge Loop to reach their
primary service area faster.
4. Installation of Trailblazer Signs – Trailblazer signs that direct riders to the nearest
stop or stops should be installed on major streets and other key strategic stops
throughout West and East Vail. These signs would satisfy the need for approach
information, and thus should be compatible with route guidance information with
regard to location labels, directions, and route designations.
Metal trailblazer signs with the appropriate route guidance information can cost
anywhere between $500 and $1,000.
Executive Summary viii Town of Vail
· Long-term
1. Purchase of Additional Low-floor, Articulated Buses – If West Vail continues to grow
over the next few years as expected, Vail Transit should consider purchasing two
additional low-floor, articulated buses to handle the expected increase in demand.
These vehicles should be used on the West Vail Green and Red routes. Low-floor,
articulated buses have a 33 percent greater capacity than regular low-floor vehicles.
2. Incorporation of Bus Stops at Simba Run Underpass – While the use of the Simba
Run underpass to restructure the West Vail Red and/or West Vail Green routes will
not provide any service enhancement or increase in ridership, additional bus stops
should be located at each end of the proposed Simba Run underpass along North
and South Frontage Roads to improve passenger access to the system and increase
safety. These additional stops would serve the West Vail Red and West Vail Green
routes, as well as the Lionsridge Loop in the winter.
3. Incorporation of Stops at Lionshead Intermodal Facility – Following completion of the
Lionshead Intermodal Facility, Vail Transit should add this location as a stop on the
West Vail Green, West Vail Red, and In-Town Shuttle routes. The facility will include
significant parking and should become a key transfer point for transit service, which
will increase system ridership.
In addition to the West Vail bus route, a discussion of the Downvalley bus system (the ECO
system) is included. A bus service review is provided and includes information on routing,
schedules, and ridership as well as short-term and long-term recommendations to provide
more efficient routes.
Recommendations for the Downvalley bus system include the following:
· Short-term
1. Variable Lane System and GPS at Transportation Center – The transit plaza could be
changed to a variable lane system rather than the current assigned lanes for each
route. This would include a variable message system to direct buses into certain
decks when they arrive. This would allow for staggered bus arrivals, and therefore
add more capacity. The variable message system could be incorporated with a
Global Positioning System (GPS), a system that allows a central control system to
track the location of all buses at all times. This type of system would allow for greater
capacities of buses from downvalley routes rather than the current single lane that is
assigned for ECO routes.
Executive Summary ix Town of Vail
2. Express Service on Vail to Edwards Route – To reduce the travel time for commuters
and other passengers traveling from downvalley locations to Vail and generate
additional ridership, express service should be provided on the Vail to Edwards route.
This can be done by making some of the existing runs into an express run with limited
stops, or by adding an express run, which may require additional vehicles.
· Long-term
1. Impact of the IMC on the Eagle Valley Transportation System – If the IMC rail line is
constructed between Vail and the Eagle County Airport, two of the existing Eagle
Valley Transportation routes – the Vail to Edwards and Vail to Dotsero routes – would
essentially be providing redundant service. To eliminate this service redundancy and
make the system function better, these routes should be converted into a feeder
service, which would serve new rail stations in Edwards and Dotsero. Feeder routes
would be designed to serve residential areas in each town, with runs scheduled to
meet arriving and departing trains.
Trail System Interface
In the original Transportation Master Plan, the 1990 trail system is described and mapped.
Recommendations are also included for new trails to be constructed that would tie in with the
existing trail system and create a better-rounded system. This update provides information
on trails that have been built in the Town of Vail since 1990 (from the recommendations
made). Each new trail is described in terms of location and physical characteristics, and a
map is included to illustrate the locations of the new trails. In addition, the recommendations
made in 1990 have been re-prioritized to make a high priority of trail improvements that have
not yet been implemented.
In addition to the re-prioritization of the 1990 trail recommendations, the Town has also
identified additional trail links that it considers to be of high priority. These include the
following:
1. Lionshead Bypass – from the skier bridge in Lionshead, bypassing Lionshead, and
connecting to the existing trail system behind Tree Tops Condominiums
2. Vail Village Bypass – from Vail Road near Checkpoint Charlie, to Vista Bahn
3. Sunburst Road Bypass – from the golf course clubhouse to the west end of Katsos
Ranch Path
Appendix C1 is a portion of the Eagle County Trails Master Plan. This appendix is included
to illustrate how the trail system in the Town of Vail ties in with the Eagle County Trails
Master Plan.
Executive Summary x Town of Vail
For reference, Appendix C2 includes the trail maps from the original Transportation Master
Plan.
Peak Hour Traffic Volumes
In 1990, peak hour traffic volumes were collected at 26 intersections along the Frontage
Roads in Vail. These counts were taken in March and July during peak weekends. This
update includes counts in 2000 at the same intersections in March and July during peak
weekends. The counts in 2000 differ because eight of the intersections from the 1990 counts
have been reconstructed as four roundabouts; two in West Vail and two in Vail Village, all
providing access to and from I-70. The results of the traffic counts are provided as Appendix
A1.
Appendix A2 also provides peak hour traffic counts completed by Felzburg Holt & Ullevig in
September 2000 for the Vail Village area. These counts were not conducted for the 1990
Transportation Plan but are included here for reference.
Intersection Level of Service (LOS) Analysis
The LOS Analysis update provides LOS for the intersections studied in the original
Transportation Master Plan. This update also includes LOS for the newly constructed
roundabouts in West Vail and Vail Village.
All intersections along the Frontage Road were found to maintain a LOS of C or better, a
standard for the Town of Vail, with the exceptions of Vail Valley Drive West (LOS D),
Matterhorn Circle (LOS E), and Westhaven Drive (LOS F). Recommendations for these
intersections include the following:
1. Traffic signals. Although the Town of Vail has not used traffic signals in the past to
maintain the character of the Town, they are still a feasible solution and could be
considered.
2. Traffic directors during peak periods of travel.
3. Roundabouts at these intersections. Although the space requirements at the
intersections with poor LOS would indicate that roundabouts are not a feasible
solution, this possibility should be further examined, as roundabouts are effective
tools in creating adequate flow conditions at an intersection.
4. An all-way stop installed at the intersection (this would bring the LOS to C).
Implementation Process
The implementation process includes a scheduled plan of action for certain elements within
the Transportation Master Plan Update. Transportation system elements within the Update
should be prioritized as short-term (one to five years), mid-term (six to ten years), and long-
term (eleven to 20 years). Recommendations have not been made concerning priorities for
Executive Summary xi Town of Vail
the Town as priorities usually change, depending on what is most appropriate at that time.
The Town of Vail should develop a flexible plan for prioritizing the recommendations included
in this Update. This prioritization plan should remain open and flexible as any changes in
priorities may affect other plan elements. An individual chapter is not included to address
this element.
Plan Monitoring and Updating
The original Plan included continuous monitoring and periodic updates of the Transportation
Plan to include actions such as periodic traffic counts and a formal plan update every five
years. This update to the Transportation Master Plan serves the purpose of updating
changes that have taken place in the transportation system for the Town of Vail since 1990.
An individual chapter is not included to address this element.
Issue that is resolved and no longer applicable:
I-70 Access
In the original Transportation Master Plan, I-70 access was addressed because of the poor
traffic flow at two of the three interchanges (West Vail and Main Vail interchanges). The
report outlines the physical and operational characteristics of the interchanges, goals
regarding access to I-70, additional crossing capacity of I-70 at these locations, and
alternatives to solve the congestion problems at these interchanges. The issue has since
been resolved with the construction of roundabouts at these interchanges – two roundabouts
to replace the four intersections at West Vail, and two roundabouts to replace the four
intersections at Main Vail.
Additions:
Connecting Fixed Guideway Transit Systems
Two rail systems that have been proposed are the Inter-Mountain Connection (IMC) and the
Colorado Intermountain Fixed Guideway Authority (CIFGA). The IMC is a commuter rail that
would primarily use existing tracks and run from Vail to the Eagle County Airport. The
CIFGA system is a fixed guideway system that would run from Denver International Airport
(DIA) to Vail and eventually the Eagle County Airport. This addition to the Transportation
Master Plan addresses these two systems and how they would affect the transportation
system in Vail.
This chapter also includes recommendations for alignments and station locations in the Vail
area based on topography and proximity to activity centers. Mapping is provided in Appendix
E to show potential alignments for the fixed guideway system. Potential alignments for the
CIFGA system include the following:
Executive Summary xii Town of Vail
· Dowd Junction
The CIFGA alignment could enter Vail by way of Dowd Canyon on the existing Union Pacific
(U.P.) Railroad tracks. Just before the crossing of I-70 over Highway 6 (Dowd Junction), the
alignment would curve to the east, paralleling the existing bike path. At the point where the
bike path crosses under I-70, the alignment could follow one of two options. Option 1 would
be a tunnel cut through the slope of the mountain north of I-70. This option would parallel I-
70 until the entrance to West Vail, at which point the median opens up and the alignment
would cross over to the median. This option would be most beneficial if I-70 was not capped.
Option 2 would bring the alignment into the median under the proposed capping of I-70
through Dowd Canyon, in between the eastbound and westbound lanes.
Two other options exist for the alignment in the Dowd Canyon area. Option 3 through this
area involves the diversion of the alignment before Dowd Canyon. As I-70 curves to the east
and back before Dowd Canyon, the alignment could continue south (instead of curving back
west and into Dowd Canyon) and tunnel through into Dowd Canyon just west of West Vail.
At this point the alignment could cross into the median and continue into West Vail.
Option 4 for the Dowd Junction area includes following the existing rail line into Minturn and
then tunneling north back to I-70. This option would be considered because of potential
grade problems at Dowd Junction. Options 1 and 2 might face difficulties in creating a rail
line that could negotiate the steep grade at the intersection of I-70 and Highway 6.
· West Vail
For either option discussed above, the alignment would be in the median as CIFGA enters
West Vail. The CIFGA alignment would remain in the median, whether or not the capping
was to be constructed. A station location could also be constructed in the median for West
Vail access at a location determined to be the most practical. This station would include
pedestrian crossings to access areas north and/or south of I-70 and the Frontage Roads in
West Vail.
· Main Vail
The CIFGA alignment would remain in the median through Main Vail as well, with potential
station locations at the proposed North Day Lot Transportation Center in Lionshead and the
Vail Transportation Center for pick-up and drop-off of riders. These stations could be
constructed in the median of I-70 with pedestrian crossings to access areas north and/or
south of I-70 and the Frontage Roads.
· East Vail
The CIFGA alignment could also remain in the median through East Vail and continue east
outside of the Vail city limits.
As the IMC is proposed as an interim solution until completion of the CIFGA project, all
alignment recommendations might be temporary. These sections could be removed as
Executive Summary xiii Town of Vail
sections of the CIFGA project are completed. However, the IMC could also remain useful as
a local service, providing more frequent stops in Vail for downvalley commuters. Any
decisions regarding the temporary or permanent use of the IMC would be decided by the
Town of Vail upon further studies and public involvement. Recommendations for potential
IMC alignments include the following:
· Dowd Junction and West Vail
The IMC alignment would parallel the CIFGA alignment entering Dowd Canyon and traveling
through West Vail (using Option 1 or 2). Shortly after passing by the West Vail Roundabouts
and the potential station location in West Vail, the IMC alignment would leave the median,
crossing over to the area between I-70 eastbound and South Frontage Road. The alignment
would continue to parallel the CIFGA alignment.
· Main Vail
The alignment would continue to use the space between I-70 eastbound and South Frontage
Road, while sharing the potential station locations at Lionshead and the Vail Transportation
Center with the CIFGA for pick-up and drop-off. The IMC is proposed to end at the Vail
Transportation Center, at which point the line would go back downvalley along the same
route.
Noise Contour Map
This addition includes the creation of a noise contour map based on existing and future traffic
volumes in the I-70 corridor. Noise measurements were taken at 50 locations throughout the
Town of Vail to determine current noise levels produced primarily by I-70. These existing
measurements were used for the development of a noise model. The noise model accounts
for terrain features and traffic conditions. A future noise model was then developed based on
known development plans and traffic forecasts. The noise model includes planning level
noise abatement options.
A map of the noise contours with explanatory text will be included as a part of this section in
Appendix F2.
I-70 Capping Review
The Town of Vail has expressed the desire to explore other options to reduce noise levels
and bring a greater sense of community cohesion to the Town of Vail. Under consideration
is the “capping” of I-70. This would involve the tunneling of I-70 under the existing alignment,
using the land above for development or open space purposes. This addition to the
Transportation Master Plan provides an analysis of other capping projects completed
throughout the country, critical issues that the Town of Vail would face in considering such a
project, and recommendations for locations and land use in constructing a cap. Appendix E
provides mapping for potential capping areas along I-70 through Vail.
Executive Summary xiv Town of Vail
Traffic Model
From existing traffic counts, peak hour link volumes were documented and compared with
previous 1990 link volumes. Using this information as a base, a spreadsheet-based travel
demand model has been prepared for the Frontage Roads and major intersections in the
Town of Vail. The model forecasts future traffic based on socio-economic data (housing,
population, and employment). Eight traffic analysis zones have been used for the model and
these include the following: I-70 East, I-70 West, East Vail, Vail Village, Lionshead, West
Vail south of I-70, West Vail north of I-70, and Other Vail north of I-70. The model has been
set up for multiple forecast years, and ten and twenty-year forecasts have been conducted.
Appendices H1-H5 document the model structure and assumptions made.
Programmatic Environmental Impact Statement (PEIS) Issues Resolution
A PEIS was recently initiated by the Colorado Department of Transportation (CDOT) for I-70
between Denver and Glenwood Springs (see I-70 Mountain Corridor PEIS, Summary of
Issues, J.F. Sato & Associates, June 2000). To prepare for this PEIS planning effort, issues
that could potentially affect transportation in Vail were identified and discussed during a focus
group attended by residents representing a wide array of interests and backgrounds. This
addition to the Transportation Master Plan identifies these issues and potential solutions to
the issues that have been recommended by the Town of Vail. The issues and solutions are
also presented in the form of a matrix to indicate how different solutions can potentially
address more than one issue.
Recent or Ongoing Studies
In addition to the studies described in this update, other recent or ongoing studies are taking
place in the Town of Vail. Some of these are summarized below.
Transportation Center Work in Lionshead
The North Day Lot Transportation Center is proposed in the Lionshead Redevelopment
Master Plan (Design Workshop, Inc., December 15, 1998). The Transportation Center would
serve to create a major new point of entry into the pedestrian and retail core of Lionshead. It
would also play a role in providing for a central transit stop in Lionshead.
The Transportation Center would consist of:
· Local/regional shuttles
· Local/regional transit and charter buses
· Short-term skier drop-off area
· Pedestrian portal
· Combination of large central service and delivery facility
· Construction under a structured parking deck
· Access to central Lionshead by freight elevators and a service tunnel
· Accommodation for a peak volume of 15-20 delivery vehicles and storage space
Executive Summary xv Town of Vail
The Redevelopment Master Plan views the Transportation Center as a priority project as it is
a prerequisite for other critical projects discussed in the Plan.
Roadway Functional Planning along South Frontage Road for Simba Run Crossing
The scope of work for this project involved conceptual design development for three
elements:
1. Improvements to the South Frontage Road between Ford Park and just west of
Cascade Village
2. A two-lane I-70 underpass at Simba Run
3. Related North Frontage Road improvements at the intersection of the new Simba
Run Underpass
Other elements of this project:
1. Feasibility of the improvements identified in the Lionshead Redevelopment Master
Plan
2. Improvements to drainage at Town Hall and access control
3. Feasibility of the South Frontage Road realignment near the VA shops
4. Space and height constraints at the pedestrian overpass