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HomeMy WebLinkAboutTransportation Master Plan 2002-CompleteExcerpts Notes Excerpts are designed to be stand-alone topics of the Transportation Master Plan Update. Each excerpt contains the following from the entire plan: Cover Title page Table of Contents Executive Summary Appendix A1: Peak Hour Traffic Volumes March 2000 and July 2000 Appendix A2: Vail Village Peak Hour Traffic Volumes, September 2000 The topics included as excerpts along with the applicable appendices include: Vail Village Deliveries In-Town Shuttle Appendix B1: Technology Screening Process Appendix B2: Examples of Remaining Technology Options Outlying Bus System Trail System Interface Appendix C1: Portions of the Eagle County Trails Master Plan Appendix C2:Trail Maps from Original Transportation Master Plan LOS Analysis Appendix D1: Intersection Level of Service Appendix D2: Roundabout Level of Service Appendix D3: Parking Structure Level of Service Connecting Fixed Guideways Appendix E: I-70 Capping and Fixed Guideway Mapping Appendix G: FHWA Joint Development Study Noise Appendix F1: CDOT Noise Analysis and Abatement Guidelines Appendix F2: Noise Contour Mapping I-70 Capping Appendix E: I-70 Capping and Fixed Guideway Mapping Appendix G: FHWA Joint Development Study Traffic Model Appendix H1: Population and Employment Data Appendix H2: Traffic Volume Data Appendix H3: Model Calibration Appendix H4: Growth Model Appendix H5: Trip Reassignment Work Table PEIS Issues 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 Vail Village Deliveries 1-1 Town of Vail Chapter 1: Vail Village Deliveries The following is a summary of the Vail Village Loading and Delivery Study, completed October 1999 by MK Centennial. The complete draft document is available through the Town of Vail, Public Works Department. Other additions have been included in the summary to reflect the evolving issues in the Town since the 1999 document. Introduction The Vail Village Loading and Delivery Study was researched and prepared between November 1, 1997 and November 1, 1999 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 (to be referred to as “Commercial Core” for the remainder of this chapter)1. The study and this summary provide options and supporting background to help minimize or eliminate motorized vehicles (primarily delivery trucks) from the Commercial Core for the purpose of enhancing visitor enjoyment and safety. There are several fundamental questions that the Town of Vail must answer before determining with which of these options to proceed. These questions include: · What is our idea of a pedestrian village and how much are we willing to spend to get there? 1 According to the zoning district, the Commercial Core One is a mixed-use, residential and commercial core. The general boundaries of the Vail Village Commercial Core One are Gore Creek to the north, Mill Creek to the east, U.S. Forest Service to the south, and Checkpoint Charlie to the west. Vail Village Deliveries 1-2 Town of Vail A European alpine style pedestrian village where commercial and residential uses cohabitate to the mutual benefit of the economic and lifestyle expectations of the area’s visitors, overnight guests, residents, businesses, and property owners. Public and private investment should be proportional and commensurate with the importance of the area to fund a significant portion of the Town of Vail government operations and provide a progressive return on investment to all property and business owners. An ongoing fund will be made available to sufficiently upgrade, embellish, and maintain the quality of the pedestrian area. · Where does the money come from to accomplish the goal of a pedestrian village? Construction and maintenance funds are based on developer impact fees and public and private finance sources. Care should be taken to avoid passing on exorbitant cost through fees or increased operations taxes for businesses served by the facilities. The Town will be guided by a service and facilities plan for the Vail Village service area. The plan will specify the types of public services necessary to operate and maintain a “destination resort community” at a high level for all streetscape, loading and delivery, parking, mass transit, and traffic management systems in the service area. Some degree of on-street loading and delivery will be required in the pedestrian areas of the Commercial Core. Increased limitations will be placed upon the access and usage of on- street loading bays. · Who has a voice in what the Town eventually does? The Town will be responsible for the implementation and ongoing management of the loading & delivery system and streetscape improvements as it affects the on-street staging of the loading and delivery function. On properties with the property owner and their tenants will have the voice to determine the operation and management of a close- in, decentralized (dispersed) terminal facility. The Town will establish the enforcement of operational and management requirements for the dispersed terminal systems. · Whose interest takes priority in the process? In general, the interest of the resort customer, business owners, property owners, and delivery companies in the Vail Village service area take priority in the public review, operation, management, funding, and enforcement process. · What is the time line to accomplish the goal? The dispersed terminal system will be phased with the redevelopment of sites and buildings throughout the service area. The rate of implementation is dependent upon the rate of redevelopment. As new terminal facilities are constructed and become operational there will also be a modification of the abandonment or usage of on-street Vail Village Deliveries 1-3 Town of Vail delivery bays. Over time the noise and traffic impacts of on-street delivery will be diminished. · Where are new loading facilities built and where are the trucks eventually going to unload? The dispersed loading and delivery terminal system requires that truck bays be located inside newly constructed buildings within the Vail Village service area. The loading bays will be used to serve businesses both on-site and in the service area. The number of available bays to serve the service area will be incrementally increased as new buildings are constructed and existing buildings upgraded. Different sized loading bays in each building will be specified based upon the desired service level for the volume of delivery traffic. In some cases, where the location of truck bays is impractical (e.g. existing automobile parking structures), cargo van bays can be substituted in coordination with the service plan. As dispersed terminal bays become available, on-street deliveries will be replaced by facilities provided in the dispersed terminals system. By answering these questions, a foundation has been provided to explore options and make recommendations for the Vail Village loading and delivery system that is based upon a combination of on-street delivery and dispersed delivery bays. Currently, the most efficient way to make deliveries in Vail is to park in front of the business and make the delivery. The distance of pushing goods and delivery truck dwell time are both at a minimum. This method is currently allowed during the early morning hours throughout Vail Village. In general, this method works well because the trucks generally run silent (engines are turned off while idle) and drivers keep noise from doors, ramps, and pushcarts to a minimum, although they can still be heard. Problems arise due to the sheer volume of delivery activity taking place in Vail Village, which cannot be totally accommodated between 4:00 a.m. and 8:00 a.m. Further, not all businesses participate by allowing unattended access to their businesses by drivers. Due to conflicts with pedestrians, deliveries must be off Bridge Street by 8:30 a.m. This leaves Gore Creek Drive to take the majority of deliveries until 11:30 a.m. Many shops open by 10:00 a.m., and lunch begins by 11:00 a.m. The conflict of trucks blocking access and sight access, along with the disruption of the delivery activity, takes away from the ambience of the Village during this time. The problem is further complicated after 11:30 a.m. The loading zones on Hanson Ranch Road, Gore Creek Drive near Hanson Ranch Chute, and Willow Bridge Road near the International Bridge are used in the morning hours. However, after 11:30 a.m., these are the only remaining delivery zones open until 6:00 p.m. This puts delivery activity in the Vail Village Deliveries 1-4 Town of Vail residential and lodging neighborhoods. These areas feel burdened with the businesses impacts for the longest periods. Even if the full extent of the long-term solution of dispersed loading zones were implemented throughout the Vail Village area, there would still be loading activity on the streets of Vail Village. The following discussion details the range of options available to the Town and their potential benefits. Short-term and long-term options are presented that are believed to be feasible and cost effective in working toward the goal of a true pedestrian village. Recommendations Because the 4:00 a.m. to 8:00 a.m. time period is the most service efficient, it would most likely remain in place for the Commercial Core depending upon the successes of the dispersed terminal system. Deliveries in all the existing on-street loading zones (bays) within the Commercial Core would be allowed. Depending on access requirements, on-street loading bays on Bridge Street may be used to a lesser extent. This system would be adjusted based on trial and error. The priority after 8:00 a.m. would be to allow deliveries until 10:00 a.m. on Gore Creek Drive only. After 10:00 a.m. selected on-street loading bays would be used in areas immediately adjacent to the Commercial Core not served by a dispersed terminal. Use of selected on-street loading bays would also be dependent upon the availability of loading bays in dispersed terminals. Because the dispersed system will be phased, experience will determine how much restriction can be placed on the current delivery operation. The goals are to balance efficiency with being as restrictive as possible for the use of on-street bays to minimize disruptive impacts and to generate demand for the new bays created in dispersed terminals to ensure their maximum utilization. The size of vehicles allowed in the existing on-street loading bays may be limited beyond a certain time frame, such as large trucks until 10:00 a.m. and smaller trucks or cargo vans after that time. Certain categories of large trucks may be prevented from having routine access and may only be limited under special circumstances and conditions. The ultimate goal is to have the loading bays in dispersed terminals utilized to their full potential. Their design should be that when they are used to their full potential, there is appropriate mitigation of impacts on adjacent properties and the building in which they are located. Dispersed terminals that serve off-site locations will need to address control, liability, and disruptions to their own delivery operations. Agreements will need to be prepared to ensure the owner and operator of the dispersed terminal and loading bays in conjunction with the Town are satisfied with the operation. Vail Village Deliveries 1-5 Town of Vail The Town may join in an effort with the property owner to add and acquire ownership of loading bays in a dispersed terminal. Under mutual agreement, the Town could assume control and liability of loading bays or the terminal through an access easement and operational agreement. Flexibility needs to be inherent as to how the dispersed terminal and on-street system will function exactly, as it will not be known until multiple facilities are in place and the use of on-street loading bays adjusted. As the dispersed terminals are brought into service, the usage of on-street loading bays that once served the area now being served by the dispersed terminal will be proportionally reduced. Short Term Recommendations The following short-term solutions were presented to the Vail Town Council at the November 1998 Council meeting and are modified to adjust for the phasing in of the dispersed terminal system. Variable Message Signs One key component to vehicles in the Commercial Core is lost guests. Lost guests driving through the Village hampers the operation of Checkpoint Charlie and introduces significant automobile traffic into the pedestrian village areas. 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. Currently, VMS signs are used in the vicinity of the roundabout, on the Frontage Roads, and adjacent to the parking structure to get the attention of out-of-town guests and direct them to appropriate parking locations. These signs could be operated only during peak periods. However, many guests do become lost and find their way to Checkpoint Charlie. This is the main entry for trucks to the Village. If lost traffic to this area were minimized, more automation and smart cards could be implemented for delivery traffic. Change in Parking Ticket Structure Consideration should be given to a ticketing structure that penalizes the repeat offender of the loading zones in Vail while not affecting Village guests. This is an approach used in Park City, Utah. First-time offenders pay the maximum hourly rate, and the rate for each subsequent offense is increased significantly. First-time offenders would receive a warning ticket, then the first three parking tickets a person receives would be the standard $26. The fourth and all subsequent tickets during that season (November to April) could then be $100 or more (Town of Vail Council has the authority to increase parking fines in the Village). Vail Village Deliveries 1-6 Town of Vail Access to the Village Commercial Core 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. This reduces the traffic, noise, and visual impact of delivery vehicles on the existing primary route entering at Checkpoint Charlie. Further, the use of on-street loading bays can be better regulated. Enforcement of access limitations could include either manning access gates or starting a system of “smart cards” that allow access only to card holders and only during certain times of the day. The assignment of access routes to vehicles (vendors) that make routine and scheduled delivery can be accomplished through the operational agreement of the dispersed terminal or on- street loading bay that is the point of destination. System Planning and Design 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. Hours of Delivery 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. While many restaurant owners in town allow delivery personnel unsupervised access to their place of business or have someone available in the early morning hours to receive goods, other restaurants/bars/hotels do not permit this. This causes some vendors to remain in Vail as late as 11:00 a.m. to 1:00 p.m. to service their customers. This equates to a significant increase in dwell time and cost as well as additional noise and visual unsightliness. Earlier delivery of goods could remove the majority of larger delivery vehicles from the Commercial Core before “guest hours.” This process would require cooperation and Vail Village Deliveries 1-7 Town of Vail coordination between vendors and restaurants. This approach would be most effective if instituted in conjunction with improved signage and some changes in access and traffic flow in the Village. Stricter limitations could be put on Village access if delivery personnel could complete deliveries to all establishments before 7:00 a.m. Vendors and restaurant owners could increase the pace of delivery by providing loading and unloading assistance to truck drivers. Once elements of the dispersed terminal system are in place, deliveries that cannot be arranged within the on-street delivery periods can be made from a nearby terminal, thus reducing the use of on-street loading bays that are currently located in residential and lodging neighborhoods adjacent to the Commercial Core. The dispersed terminal also allows for a greater efficiency of dwell time because the conditions under which deliveries are staged is less affected by weather and on-street congestion. Before any major capital expenditure is made on long-term solutions, the appropriate short- term solutions should be implemented for at least one season. The estimated cost of implementing these suggestions ranges from $250,000 to $1,000,000. These solutions should reduce total traffic in the Village during visitor hours by 40 to 60 percent. Other Factors While delivery trucks do create sight and noise issues as well as an inconvenience in the Village, the ancillary issues should not be minimized as contributing factors. Some of these, which might warrant further analysis, include: · Automobiles in the Village · Construction (new and remodel) · Residents · Business owners · Enforcement · Snowplows · Vans/taxis · Small Package Delivery · UPS · USPS · Federal Express · Newspapers · Meal Delivery Long Term Recommendations Over 250 scenarios were examined to determine what combination of warehousing and delivery options might be the most feasible and productive in terms of both logistics and cost in removing vehicle traffic from the Village. While many of the scenarios had attractive traits, Vail Village Deliveries 1-8 Town of Vail no one scenario was perfect. It is evident, however, that a combination of some of the features of several of the scenarios could reduce the total vehicle volume in the Village by as much as 95 percent. These include: · 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. This type of expansion would include approximate costs of $250,000 to $400,000 per bay. See Figure 1-1 below for potential delivery quadrants for the Commercial Core (the delivery quadrants are provided for purposes of calculating a total number of loading bays, but the actual dispersed terminal may be located in another quadrant). Figure 1-1: Potential Delivery Quadrants for the Commercial Core · 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. · 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. 5 large truck bays 4 small cargo van bays 5 large truck bays 4 small cargo van bays 5 large truck bays 4 small cargo van bays 5 large truck bays 4 small cargo van bays N Vail Valley Drive Parking structure Checkpoint Charlie Vail Village Deliveries 1-9 Town of Vail · 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. · 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. · Change current zoning code requiring additional on or off-site storage requirements per retail square foot for businesses in the Village. · 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. · 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. · 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. The number of terminals and loading and delivery bays is dependent upon several factors: · Number of bays required by the Town’s loading bay standards to serve a building and its site. · Allocation of excess capacity of required loading bays to serve the service area. · Site limitations and available funding will determine the increase in the number of additional on-site bays beyond standard requirements. · Terms and conditions for bay occupancy and standard of operation for terminal facilities and enforcement. · Vehicular size and dwell (usage) characteristics will change with twenty-four hour, seven- day week availability. Environmental and planning factors must also be considered in the location, routing, and sizing of dispersed terminal and adjacent facilities, e.g., on-site transshipment and warehousing. These include the following: · Truck access routes and the location and operation of on-street loading bays should equalize impacts by distributing traffic on all available access routes and in all loading bays, so that no one neighborhood or route is impacted more than another. Vail Village Deliveries 1-10 Town of Vail · Noise, lighting, and odor should have no harmful effects upon residential, lodging, and commercial properties. · Visual and functional impacts of trucks, cargo vans, warehousing, access portals, delivery or maintenance activities, and terminal facilities upon residential, lodging and commercial properties should be minimized or eliminated and its design in keeping with the character of the surrounding neighborhood. · The quantity of dispersed delivery terminals, bays, and specialized functions such as transshipment and warehousing. Operations Standard operational and enforcement guidelines for dispersed delivery terminals should be drafted. The purpose of the guidelines is to establish standards for operational easements and management agreements of facilities for which the Town is a participant or is responsible for enforcement. Operational options could be as simple as a “first come, first served” system or as elaborate as a reservation and monitor system. Current technology allows for reservations and check-in by cell phone, personal digital assistant (PDA), and/or smart cards. The majority of transportation logistic software programs should be adaptable to the same type of use in Vail. A joint operational agreement could integrate dispersed terminal facilities within private developments with the same requirements as on-street loading bays. They would require a permit to park, state a maximum time limit, and have restricted hours. Enforcement could be carried out by the Vail Police Code Enforcement officers. To ensure the use of the loading bays, further restrictions should also be placed on the existing on-street spaces to limit the on-street supply and generate demand for bays in dispersed terminals. More elaborate reservation systems could be implemented on a long-term basis as the need arises. Initially, however, a simpler operation would be the most efficient, as the operations need to be adjusted for both on-street and as dispersed delivery terminal and other support facilities are added. Some examples of more elaborate reservations systems include a centralized dispatch system or a close-in, small-vehicle or cargo van centralized or dispersed system. A centralized dispatch system consists of changing or scheduling deliveries via a centralized dispatch. Dispatching the trucks into the Village could ensure that only a certain number of trucks would be delivering to the Village at one time. This could limit the conflicts of large trucks with guests, residents, and businesses. A centralized dispatch system would be helpful but not necessary for a dispersed terminal system. Dispatch could be handled by operational personnel at the terminal or the truck driver in direct communication with a Vail Village Deliveries 1-11 Town of Vail business owner that has his or her own cargo van. Close-in, cargo van dispersed delivery terminals could reduce the need to regulate how many vehicles have access to on-street delivery bays. The close-in, small-vehicle centralized or dispersed system consists of a receiving area at which delivery trucks would transfer products to smaller vehicles or hand-cart the goods to their final destination. The idea is to replace larger trucks currently being used in Vail Village with smaller vehicles, such as small, motorized carts or sedan-sized cargo vans. To enhance the centralized or dispersed transshipment terminal, on-site warehouse facilities are appropriate. A centralized or dispersed transshipment terminal should be within close proximity of the Village; preferably one-quarter of a mile or less, and in no instance greater than one-half of a mile. A centralized transshipment delivery terminal system would require a fleet of approximately ten to fifteen small delivery vehicles. Operators of the vehicles could either be the delivery truck driver or a third party employee. A dispersed transshipment delivery terminal system could be serviced by a similar sized fleet or business owners could acquire and operate their own small delivery vehicle. The small delivery vehicles can be housed and stage their deliveries from cargo van loading bays located in close-in parking structures sized to accommodate automobiles. All of the recommendations outlined above could have major incremental impacts on vehicle traffic in the Commercial Core. 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.