Loading...
HomeMy WebLinkAboutIn-TownShuttle In-Town Shuttle Bus System In-Town Shuttle Bus System Excerpted from 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 In-Town Shuttle Bus System 2-1 Town of Vail Chapter 2: In-Town Shuttle Bus System Note: This chapter is based on information presented in the Town of Vail Evaluation of Mass Transit Alternatives for In-Town Shuttle Bus Route (MK Centennial, September 7, 2000), in combination with public input from focus group meetings and conversations with Town of Vail staff. Introduction The Town of Vail is a relatively young community that came into being when Vail Associates, Inc. opened Vail Mountain for alpine skiing in 1962. Since then, the local population and visitors have increased creating traffic problems during peak hours, the most serious being the evening peak as skiers leave the mountain. The efficient circulation of skiers and visitors is a priority of the Town. Currently, the Town operates two major parking garages holding 2,500 cars. A free In-Town Shuttle bus serves these garages as well as the ski portals. As the number of visitors has increased, so has demand on Vail’s transit system, including the In-Town Shuttle. Presently, the Vail transit system is having difficulty in several areas: · The system at times has trouble meeting peak ridership demand. · Space is an issue as the amount of buses exceeds available bus space at stations for the safe loading and unloading of passengers. · Labor costs are an issue as adding buses to the system increases the need for more drivers, and the recruitment of drivers. · Recruitment is an issue as Vail, like other mountain and resort areas, cannot find enough drivers to operate buses. In 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 In-Town Shuttle Bus System 2-2 Town of Vail 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 with stops at Lionshead, Marriott, Golden Peak, the Vail Transportation Center, and Vail Village, as well as other popular destinations. The evaluation should determine the best options, from a range of opportunities, for providing mass transit for the Town of Vail In-Town Shuttle bus route. Town Bus System Overview To better understand the existing In-Town Shuttle system and the need for improvements, the following overview of the system is provided including route, ridership, schedule, and cost information. The Town of Vail operates eight free bus routes throughout the town during ski season (six operate during the remainder of the year). Seven of the eight routes serve outlying areas of Vail, while one, the In-Town Shuttle, serves Vail Village and Lionshead Village. The In-Town Shuttle provides service over a very small area, yet carried 1.6 million passengers in 1999, which accounted for more than three-quarters of the entire system ridership. During better snow years, In-Town Shuttle ridership has actually been as high as two million. The In-Town Shuttle operates year round along a 1.5-mile route, one way (a portion of which is restricted to bus traffic only), that runs between Golden Peak and West Lionshead Circle. The route serves the high-density commercial lodging and retail core of Vail. On the busiest day in 1999 (New Years Eve), the shuttle carried 18,000 passengers. The shuttle’s primary market consists of visitors, and destination and day skiers. These visitors travel between the slopes, lodging, and dining and shopping attractions within Vail and Lionshead Villages during the winter months. In addition, day visitors, residents, and employees use the shuttle as an internal circulator after having parked in either Vail or Lionshead parking structures. The In-Town Shuttle operates between 6:30 a.m. and 1:50 a.m. Frequency of service on the route varies depending on the time of day, with 8 to 12 minute headways between 6:30 a.m. and 7:45 a.m., 5 to 7 minute headways between 7:45 a.m. and 10:45 a.m., and 8 to 12 minute headways between 10:45 p.m. and 1:50 a.m. In the winter, four buses are regularly scheduled for off-peak service, with two additional vehicles added during peak periods (on the busiest day, New Years Eve, a total of twelve vehicles are used to provide service). During summer months, three vehicles provide service all day. Each bus completes two loops per hour during peak periods and three loops during off-peak periods. Passenger loading during the peak hours slows down vehicles so they can only make two loops instead of three each hour. The actual amount of service provided during the peak and off-peak is the same, as six vehicles make twelve runs (six vehicles – two loops) during each peak hour, and four vehicles make twelve runs (four vehicles – three loops) during each off-peak hour. In-Town Shuttle Bus System 2-3 Town of Vail The current hourly cost to provide service is between $45 and $46. The town has ten, low- floor 40’ buses (with three doors), which it primarily utilizes to provide the In-Town Shuttle service. Eight of the ten vehicles are due to be replaced in 2008, while two are new. Objectives To provide a basis for analysis and recommendations, project objectives were established. These objectives help to determine the needs of the In-Town Shuttle system and the best alternatives to meet these needs. The objectives of the project are based upon the overall goal of the project. The goal of this project is to determine the best options from the full range of possibilities for providing mass transit for the Town of Vail In-Town Shuttle bus route. The following objectives have been developed from the public meeting held April 19, 2000, other related studies, and previous conversations with Town of Vail staff. These are not listed in any order of priority. Project Objectives: · Affordability and Economic Viability · Community-Based System · Environmentally Sound · Flexibility · Visitor Use Enhancement · Safety Under each objective, criteria were created to further define the project objectives. Each criterion is followed by questions that should be asked to determine whether or not the alternative could be a potential option for the In-Town Shuttle system. See Appendix B1 for a full description of the project objectives and criteria. Options for the Vail In-Town Shuttle System Options for the Vail In-Town Shuttle system were assessed to determine their compatibility with the project objectives and criteria. Options for such a system are divided into four categories: potential technology options, potential propulsion options, potential station locations, and potential alignment options. For this report, the potential technology options were evaluated. In-Town Shuttle Bus System 2-4 Town of Vail The screening process for these options consists of two levels – a reality check screening and a fatal flaw screening. The reality check eliminated options that are clearly unrealistic, inappropriate, or unreasonable by applying common knowledge. The fatal flaw screening eliminates options that do not meet one or more of the project objectives. After the reality check and fatal flaw screening process, there remained several technology options to be considered for further evaluation (see Appendix B2 for a full description of the options considered and the Technology Screening Process). Based on the screening process detailed in Appendix B2, the remaining technology options are as follows: Power Unit/Trailer Combination Units, Low-floor Buses, Articulated Transit Buses, Low-floor Articulated Buses, Guided Busway, and Automated Guideway Transit (AGT). The AGT option consists of systems by several Group Rapid Transit manufacturers: SK, Cableliner DCC, and Aeromovel. Analysis of Remaining Technologies Two focus groups were held on September 21, 2000 to obtain public acceptance criteria and public input regarding the best options for providing mass transit for the In-Town Shuttle bus route. Discussions were based upon the remaining technology options presented in the Town of Vail Evaluation of Mass Transit Alternatives for In-Town Shuttle Bus Route (MK Centennial, September 7, 2000). Those present at the focus groups included Town of Vail residents and business people. The purpose of the focus groups was to discuss issues regarding the In-Town Shuttle system such as operations, maintenance, schedules, routes, bus stops, bus and other alternative technologies, overall effectiveness, and methods to improve the current system. Rail technology was also discussed as an alternative to the current bus technology used for mass transit. Several factors were discussed during the focus group meetings regarding the In-Town Shuttle. The Comparative Screening Matrix, Figure 2-1, shows the issues raised concerning the remaining technologies and whether or not the issues are positive or negative for the Town of Vail in regard to that technology. These issues are also summarized below. Flexibility/Alignment changes Bus technology can easily adapt to changes in alignment. Rail/fixed guideway technology requires additional right-of-way and track. The general consensus of the focus groups was to maintain flexibility. Providing flexibility was also an objective of this study. Flexible Station Locations Bus technology can easily add stations/stops along the current alignment or a new alignment. Rail/fixed guideway technology is restricted to stations/stops built along the In-Town Shuttle Bus System 2-5 Town of Vail alignment. The general consensus of the focus groups was to allow for flexibility in future stop locations (i.e. Ford Park). Noise Bus technology would be noisier than rail as more buses would be used rather than trains. Rail/fixed guideway technology is generally quieter than buses. Accessibility Both technologies are ADA accessible. Bus technology typically requires time-consuming lifts for wheelchairs. Rail/fixed guideway technology is typically level with the station. Both types of technologies can provide good accessibility for sporting equipment such as skis and bikes. Smell/Air Quality Unless overhead power is constructed or battery power is used, bus technology will continue to emit odors/emissions from the use of diesel. New buses using natural gas or hybrid technologies could be used in the future to reduce this. Rail/fixed guideway technology does not emit excessive odors as it is typically run by electric power (overhead or in-track supply). Use of Existing Stations Bus technology can use existing stations/stops throughout the Town in most cases. Rail/fixed guideway technology would require new stop construction. Employees Bus technology requires a driver for each bus, but articulated buses and power trailer units require less labor as one driver is needed for a much higher capacity. Rail/fixed guideway technology can be automated, and therefore does not require high labor costs for operation. Desirability A strong majority of the participants in the focus group expressed a desire to modify the current bus system. Although the existing bus system was recognized as needing improvements, it received a passing grade from all participants. When they viewed the rail technology, comments ranged from rail being “too urban” to “not Vail.” Congestion at Stations The use of articulated buses might be problematic if bus congestion becomes worse at each stop. Currently, the Transportation Center is able to accommodate the space requirements for articulated buses, but at some stations more than one articulated bus would not be possible. However, since articulated buses carry higher volumes, fewer buses may be required. Improving the loading and unloading of the buses (i.e. more or wider doors) would reduce the time needed at a stop and reduce overall space needs. Rail/fixed guideway technology should reduce problems for station congestion as schedules are reliable and more than two trains or vehicles would not be in the station at the same time. In-Town Shuttle Bus System 2-6 Town of Vail User Friendly Bus technology requires a driver who typically acts as an ambassador and answers questions or provides assistance in case of an emergency. Rail/fixed guideway technology does not require a driver, and therefore does not provide the same feeling of personal service. Reliability Bus technology can be delayed by such factors as weather conditions, traffic, and rider conflicts. Rail/fixed guideway technology can run under any conditions and provides on-time, reliable service. Aesthetics Bus technology does not detract from the aesthetic appearance of the Town of Vail because the bus system is already a part of the fabric of the Town; rail/fixed guideway technology is viewed as too urban and inconsistent with the character of the Town. Size of Vehicle Bus technology requires the use of a large vehicle, but one that most people are accustomed to seeing and/or using (with the exception of an articulated bus). Rail/fixed guideway technology consists of cars that would not be larger than the size of a bus, but more than one car would not fit in with the character of Vail Village. In-Town Shuttle Bus System 2-7 Town of Vail Figure 2-1: Comparative Screening Matrix Fl e x i b i l i t y - Al i g n m e n t Ch a n g e s Fl e x i b l e St a t i o n Lo c a t i o n No i s e 1 Ac c e s s i b i l i t y Sm e l l / A i r Qu a l i t y 1 Us e o f Ex i s t i n g St a t i o n s Em p l o y e e s De s i r a b i l i t y Co n g e s t i o n a t St a t i o n s Us e r F r i e n d l y Re l i a b i l i t y Ae s t h e t i c s Si z e o f V e h i c l e Bus Technology Power Trailer Unit + + - + - +/- + + + + - + - Low-floor Bus + + - + - + - + - + - + + Articulated Bus + + - + - + +/- + +/- + - + - Low-floor Articulated Bus + + - + - + +/- + + + - + - Guided Busway - - + + + + + + + + + + AGT/Rail Technology SK - - + + + - + - + - + - +/- DCC - - + + + - + - + - + - +/- Aeromovel - - + + + - + - + - + - +/- 1 Assumes standard diesel bus technology. New technologies (diesel and hybrid) are expected to produce less noise and emissions. In-Town Shuttle Bus System 2-8 Town of Vail Station Locations The focus groups also discussed optimal transit stop locations for the system. The locations were rated using a full star for stops viewed as most critical or half star for stops viewed as less critical. The following lists present: 1) those stops that received full stars from both focus groups; 2) those stops that received at least one full star from either focus group; and 3) those stops that received at least one half star from either focus group. The transit stop locations and ratings are as follows: Full star (both groups): · Golden Peak · Covered bridge (Transportation Center) · Medical Center · Crossroads Full star (one group): · Ford Park · Sonnenalp (could combine with Crossroads) · Library/Dobson Ice Arena · Lionshead parking structure · Lionshead East · Lionshead West · Cascade · Hub site Half Star (either group): · All major hotels · Village Inn (Chateau) The results of this discussion show that the current system already provides stops at all locations identified as full stars by both groups. Two locations identified as a full star by one group (Ford Park and Cascade) are currently served by other routes but not the In-Town Shuttle route. For the half star group, not all major hotels are served by the existing route, but further discussion revealed that this was not considered feasible or realistic. The discussion of a stop at Ford Park revolved around only providing regular service if this became a permanent parking site and providing temporary service for special events. This shows that the current routing generally provides good service to the stations/stops considered most important. The one addition would be to extend the current system west to Cascade Village on a permanent basis. Ford Park would be considered on a temporary basis unless permanent parking was provided. In-Town Shuttle Bus System 2-9 Town of Vail In addition to stop locations, there was also a desire to provide express service between Lionshead and Golden Peak. It was felt that during peak times the travel between these two stops was very high with less demand for intermediate stations/stops. Recommendations Six recommendations are presented that best meet the overall objectives and criteria for the In-Town Shuttle system, as well as issues discussed at the focus meetings. These recommendations have been divided into short-term and long-term categories. Short-term options are the most cost effective and practical for solving existing capacity and service related problems. Long-term options address capacity issues associated with future growth in the Town of Vail. It should be noted that these recommendations are based on the best available information, technology, and/or feedback from local agencies and residents. One or several recommendations may be used individually or in combination with others. The Town of Vail should consider each recommendation relative to the current traffic volumes and other traffic issues as well as looking ahead to potential traffic scenarios in the future. Short-Term Recommendations The following four recommendations have been identified to address existing capacity problems, as well as other issues or problems. Develop an Express Bus Route from Vail Village to Lionshead Based on the comparative analysis of the five feasible bus technology options (power trailer unit; low-floor bus; articulated bus; low-floor, articulated bus; and guided busway) and three AGT/rail technology options (SK, DCC, Aeromovel) versus the project goal and project objectives, it is clear that the Town of Vail should consider focusing on some type of bus technology to improve the In-Town Shuttle system. Bus technology is more flexible than rail technology, in terms of both alignment changes and station locations; can use existing stations/stops in most cases; is viewed as more user-friendly by residents; does not detract from the aesthetic appearance of the Town of Vail as would the more urban looking rail/fixed guideway; and generates less annualized costs (including capital and operating costs) than rail/fixed guideway technology. The only areas that bus technology does not score as high as rail/guideway technology are noise, as rail/fixed guideway technology runs quieter than buses, and reliability, as rail/fixed guideway systems are not as susceptible to delays caused by traffic congestion, weather conditions, and rider conflicts. In addition, while smell/air quality could be an issue with the use of bus technology, new buses using natural gas or hybrid technologies could be used to reduce this problem. In-Town Shuttle Bus System 2-10 Town of Vail While the existing In-Town Shuttle generally functions well during off-peak hours in the winter and during the summer season, problems occur during winter peaks when there is more intense demand for service generated by skiers departing for and from the slopes. To address the increased demand, Vail Transit typically has six buses operate during peak periods (with additional buses pressed into service on even busier days such as New Years Eve). However, since the shuttle system operates on short headways (7 minutes or less) during these hours, and such a large number of passengers are trying to board/deboard buses, the frequency between buses is often less than dwell times at major boarding points. This results in buses becoming bunched along the route, and not being uniformly spaced. The operating efficiency of the service in turn suffers as passenger loads on lead buses are greater than trailing buses, and system speed is governed by the slower bus. As the system speed slows, more passengers accumulate at stops between buses, dwell time again increases, and system speed is further reduced. Given the above conditions, 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. The express route would alleviate congestion problems along the In-Town Shuttle route by diverting some of the traffic (buses and people) to the Frontage Road. One or more of the buses along the In-Town Shuttle route could be eliminated or used for another route while a low-floor, articulated bus could be used on the express route. The express route would initially be used for service during peak winter periods, but service frequency could be increased in the future if necessary. 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. The Town of Vail would need for the vehicle manufacturer to guarantee that the CNG vehicle fuel tanks would be built to handle the higher internal pressure generated on the tanks at the high altitude of the Town. This would be done when determining the vehicle specifications. Modifications would need to be made to the System’s maintenance facility if compressed natural gas vehicles are purchased instead of diesel vehicles. The typical cost to modify a maintenance facility to handle CNG vehicles is $600,000. Also, the Town would need to construct a CNG fueling station for the vehicles, which costs approximately $1.7 million. In-Town Shuttle Bus System 2-11 Town of Vail Improve 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. Passengers benefit because if there is sufficient time, they may decide to leave the bus stop and return closer to the arrival time of their bus. Even if they decide to wait, knowing when the bus will arrive reduces the anxiety associated with waiting. The electronic message boards in combination with other current information technology in place for the Vail transit system will provide for a modern, easy-to-use bus system. Extend In-Town Shuttle Route to 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 a survey on its West Vail Green and Red routes to determine the number of riders who currently board 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. If demand warrants, the In-Town Shuttle route should be extended west to serve Cascade Village. 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 Recommendations 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, as indicated earlier, 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. Guided busways combine the flexibility of bus transit with the permanence of rail transit at a lower cost than rail/fixed guideway technology. The technology consists of buses fitted with two small wheels projecting horizontally out of the bus, which run along two vertical rails or curbs. The main advantage of guided busways is the reduced lane width requirement, which decreases the total amount of right-of-way required. Bus steering is automated through the guide wheel mechanism, which provides a fixed-wheel position. In-Town Shuttle Bus System 2-12 Town of Vail The total capital cost of constructing the three-mile guideway (including retrofitting the bus fleet and adding additional vehicles) would be between $15 and $20 million. The Town of Vail would, however, need to determine if there is currently enough space to construct the busway in the right-of-way along the existing roadway network, or if additional property would be required. Acquiring right-of-way would drive up the cost of the project substantially. 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 detect not only the presence of a bus, but the bus adherence to schedule and the volume of other traffic. 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 D3 Parking Garage 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 H2 Traffic Volume Data H3 Model Calibration H4 Growth Model H5 Trip Reassignment Work Table