HomeMy WebLinkAboutVail Transportation Master Plan 2009
VAIL TRANSPORTATION
MASTER PLAN UPDATE
Prepared for:
Town of Vail
Public Works Department
1309 Elkhorn Drive
Vail, Colorado 81657
Prepared by:
Felsburg Holt & Ullevig
6300 South Syracuse Way, Suite 600
Centennial, CO 80111
303/721-1440
Project Manager: Christopher J. Fasching, PE
And
Town of Vail
Public Works Staff
FHU Reference No. 05-168
June 9, 2009
Vail Transportation Master Plan Update
ACKNOWLEDGEMENTS
Vail Town Council
Dick Cleveland Mayor
Andy Daly Mayor Pro-tem
Farrow Hitt Council Member
Mark Gordon Council Member
Margaret Rogers Council Member
Kim Newbury Council Member
Kevin Foley Council Member
Vail Planning and Environmental Commission
Bill Pierce Chair Commissioner
Rollie Kjesbo Co-Chair Commissioner
Sarah R. Paladino Commissioner
Susie Tjossem Commissioner
David Viele Commissioner
Michael Kurz Commissioner
Scott Lindall Commissioner
Vail Transportation Master Plan Update
TABLE OF CONTENTS
Page
PREFACE ----------------------------------------------------------------------------------------------------------i
EXECUTIVE SUMMARY-------------------------------------------------------------------------------------------ii
I. INTRODUCTION--------------------------------------------------------------------------------------------1
II. EXISTING CONDITIONS---------------------------------------------------------------------------------4
A. Traffic Conditions----------------------------------------------------------------------------------4
B. Parking----------------------------------------------------------------------------------------------15
C. Transit-----------------------------------------------------------------------------------------------16
III. ANTICIPATED GROWTH-------------------------------------------------------------------------------19
A. Development--------------------------------------------------------------------------------------19
B. Parking----------------------------------------------------------------------------------------------20
C. Inter-Relationship of the Various Modes---------------------------------------------------22
IV. PROJECTED 2025 PM PEAK HOUR TRAFFIC CONDITIONS-------------------------------23
A. Traffic Volume Forecasts-----------------------------------------------------------------------23
B. Traffic Operations--------------------------------------------------------------------------------27
V. IMPROVEMENT ALTERNATIVES--------------------------------------------------------------------33
A. Main Vail Interchange---------------------------------------------------------------------------33
B. West Vail Interchange---------------------------------------------------------------------------37
C. South Frontage Road – Vail Road to Ford Park------------------------------------------40
D. South Frontage Road – Vail Road to West Lionshead (Ever Vail)------------------43
E. West Vail Redevelopment----------------------------------------------------------------------44
F. Other Improvements-----------------------------------------------------------------------------45
G. Frontage Road Cross Section-----------------------------------------------------------------46
H. Transit-----------------------------------------------------------------------------------------------47
I. Parking----------------------------------------------------------------------------------------------50
VI. FRONTAGE ROAD ACCESS MANAGEMENT PLAN------------------------------------------53
VII. RECOMMENDED TRANSPORTATION PLAN----------------------------------------------------55
A. Roadway Improvements------------------------------------------------------------------------55
B. Travel Demand Management-----------------------------------------------------------------65
C. Transit-----------------------------------------------------------------------------------------------65
D. Parking----------------------------------------------------------------------------------------------69
E. Pedestrians and Trails--------------------------------------------------------------------------69
VIII. IMPROVEMENT TRIP THRESHOLDS--------------------------------------------------------------71
IX. IMPROVEMENT COST ESTIMATES----------------------------------------------------------------74
X. OTHER CONSIDERATIONS---------------------------------------------------------------------------78
A. Priorities--------------------------------------------------------------------------------------------78
B. Other Planning Efforts---------------------------------------------------------------------------78
C. I-70 PEIS-------------------------------------------------------------------------------------------79
D. Implementation of Recommended Plan----------------------------------------------------79
E. Funding Sources---------------------------------------------------------------------------------82
F. Next Steps-----------------------------------------------------------------------------------------84
Vail Transportation Master Plan Update
LIST OF FIGURES
Page
Figure 1. Town of Vail Study Area-------------------------------------------------------------------------2
Figure 2. Existing Peak Season Traffic-------------------------------------------------------------------5
Figure 3. Existing Levels of Service-----------------------------------------------------------------------8
Figure 4. Existing Vail Bus Routes-----------------------------------------------------------------------18
Figure 5. Trip Assignment Distribution-------------------------------------------------------------------24
Figure 6. Residential “Close-in” Areas for Trip Generation-----------------------------------------25
Figure 7. 2025 Peak Hour Traffic Projections----------------------------------------------------------28
Figure 8. Year 2025 Peak Hour Levels of Service----------------------------------------------------29
Figure 9. Vail Frontage Road Daily Traffic During Winter Peak Season------------------------32
Figure 10. Central Vail Parking Imbalance – Buildout-------------------------------------------------51
Figure 11. Recommended Frontage Road Improvement Plan – Central Vail-------------------56
Figure 12. Recommended Frontage Road Improvement Plan – West Vail----------------------57
Figure 13. Vail Frontage Road Laneage------------------------------------------------------------------61
Figure 14. Vail Frontage Road Cross-Sections---------------------------------------------------------62
Figure 15. Year 2025 Peak Hour Traffic Projections with Recommended Plan----------------63
Figure 16. Year 2025 Peak Levels of Service with Recommended Plan-------------------------64
Figure 17. Proposed Vail Bus Routes---------------------------------------------------------------------67
Figure 18. West Vail Frontage Road Improvements---------------------------------------------------76
Figure 19. Main Vail Frontage Road Improvements---------------------------------------------------77
LIST OF TABLES
Table 1. 2005-2006 Season Travel Time Summary------------------------------------------------10
Table 2. Vail Frontage Road Accident Summary – Six Years------------------------------------13
Table 3. Trip Generation Rates---------------------------------------------------------------------------27
Table 4. Travel Time Comparison – Year 2025 Peak Season, PM Peak Hour--------------30
Table 5. Main Vail Interchange North Roundabout – Alternatives Assessment-------------34
Table 6. Main Vail Interchange South Roundabout – Alternatives Assessment-------------35
Table 7. West Vail Interchange North Roundabout – Alternatives Assessment-------------38
Table 8. West Vail Interchange South Roundabout – Alternatives Assessment-------------39
Table 9. South Frontage Road Alternatives Analysis – East of Main Vail
Interchange – 2025 Traffic---------------------------------------------------------------------41
Table 10. Vail Interchange PM Peak Hour Levels of Service (LOS)------------------------------60
Table 11. Mitigation Measure Offset; Total New Trips Equivalent--------------------------------72
Table 12. Transportation Master Plan Preliminary Prioritization and Implementation
Plan--------------------------------------------------------------------------------------------------80
Vail Transportation Master Plan Update
LIST OF APPENDICES (Under Separate Cover)
APPENDIX A TRAFFIC COUNTS
APPENDIX B EXISTING LOS CALCULATIONS
APPENDIX C DETAILED TRAVEL TIME DATA
APPENDIX D FRONTAGE ROAD COLLISION DIAGRAMS
APPENDIX E DEVELOPMENT AND TRIP GENERATION ESTIMATES
APPENDIX F 2025 LOS CALCULATIONS
APPENDIX G 2025 LOS CALCULATIONS WITH RECOMMENDED PLAN
APPENDIX H CONCEPTUAL LAYOUTS OF IMPROVEMENTS PLAN
APPENDIX I FRONTAGE ROAD ACCESS MANAGEMENT PLAN
APPENDIX J VAIL 20/20 STRATEGIC PLAN - 2007
APPENDIX K LIONSHEAD TRANSIT CENTER WHITE PAPER – 2008
APPENDIX L EVALUATION OF HIGHWAY NOISE MITIGATION ALTERNATIVES FOR
VAIL COLORADO – 2005 & VAIL NOISE MEASUREMENTS –
TECHNICAL MEMORANDUM 2007
APPENDIX M LIONSHEAD MASTER PLAN – TRANSPORTATION ANALYSIS – 1998
& 2006
APPENDIX N A REPORT ON THE RECOMMENDATION OF A PREFERRED SITE
FOR THE VAIL TRANSIT CENTER - 2005
APPENDIX O VAIL TUNNEL OPTIONS – SQUARE 1 DOCUMENT (DRAFT) - 2005
APPENDIX P VAIL TRANSPORTATION MASTER PLAN UPDATE - 2002
APPENDIX Q VAIL VILLAGE LOADING AND DELIVERY STUDY - 1999
APPENDIX R WEST VAIL INTERCHANGE ALTERNATIVE ANALYSIS - 1996
APPENDIX S FEASIBILITY STUDY I-70/CHAMONIX ROAD - 1996
APPENDIX T MAIN VAIL INTERCHANGE FEASIBILITY STUDY - 1995
APPENDIX U VAIL TRANSPORTATION MASTER PLAN - 1993
APPENDIX V FEASIBILITY OF A PEOPLE MOVER SYSTEM TO REPLACE THE IN-
TOWN SHUTTLE BUS ROUTE - 1987
Vail Transportation Master Plan Update
Page i
PREFACE
Purpose of the Master Plan
The purpose of the Vail Transportation Master Plan is to consolidate and update the
transportation planning and design efforts that have been on-going for the past 20 years.
This most recent document, which is based on the existing conditions of Vail’s transportation
system, current trends and the anticipated growth, will guide the implementation of Vail’s
transportation system for the next 20 years. In order to keep the plan a viable document over
this time period, continuous monitoring of the transportation system and periodic updates of
the plan are needed, including periodic traffic counts and formal master plan updates.
Previous transportation documents are referenced and summarized in the appendices of this
document. These referenced documents remain relevant and provide additional insight and
guidance for transportation planning and design purposes. The scope of each of these
referenced documents focus on various transportation related topics with some overlapping
subjects. The redundancy in this is deliberate to create a historical base and provide the
necessary background information to predict accurate trends. It is implied that all
overlapping, inconsistent information between documents shall be superseded by the most
recent and relevant document.
This master plan is intended to provide direction for a period of time over the next 20 years. It
does not convey approval for any one particular improvement, development, project, or facility.
Assumptions made within this report (i.e. trip generation reductions, transit use, etc.) must be
justified at the time of application for any one particular improvement/development and may or
may not be supported by the town or applicable agency at time of application. Every
improvement/development shall go through the town and other applicable agency review
process prior to implementation.
Adoption and Amendment of the Master Plan
The Vail Transportation Master Plan was adopted by Resolution No.12, Series of 2009, on
May 5, 2009, by the Vail Town Council following a recommendation to approve by the
Planning and Environmental Commission. Future amendments to this master plan must be
approved by resolution or motion by the Town Council following a formal recommendation by
the Planning and Environmental Commission. Implementation activities and ordinances will
be approved in accordance with the Town of Vail Municipal Code.
Vail Transportation Master Plan Update
Page ii
EXECUTIVE SUMMARY
The Town of Vail continues to experience growth through new development and the redevelopment
of older commercial and residential buildings. Recently, the Town has been involved in planning
significant redevelopment projects including West Vail, Ever Vail, the Lionshead Parking Structure,
and Timber Ridge. Numerous other developments have been recently completed, recently
approved, are under construction, or have made application to the Town. In addition, Town staff has
assessed the redevelopment potential for numerous other sites; the culmination of all these
development and redevelopment projects will collectively add noticeable demand (approximately
2,800 trips per hour at peak times) on the Town’s transportation system.
This study was initiated by the Town to assess the nature of the increased transportation demands
placed on the Town’s systems by all potential development/redevelopment as well as that from
other regional growth. The study focuses on the Town’s Frontage Road System, but considerations
for transit service and parking are also addressed towards the development of a comprehensive
plan. This study also serves to provide the following:
Establishment of a Frontage Road improvements plan from which to develop appropriate
transportation improvement projects for the Town’s primary road system.
Develop transportation demand management measures to reduce peak traffic flows during the
winter.
Develop a Frontage Road Access Management Plan with support from CDOT for all future
access points along the North and South Frontage Roads.
Identify a strategy and establish direction towards developing a Town parking plan and a transit
plan given potential growth.
Existing Conditions
A significant amount of traffic data has been collected in support of developing this plan. The data
was collected over a host of holidays and spring break time periods to reflect peak conditions.
Further, roadway/intersection capacity analyses (LOS calculations) accounted for conditions
indicative of mild snow and wet pavement. The analyses of existing traffic conditions led to the
following findings:
The interchanges tend to be the most critical components in the Town’s system. Besides
providing access to/from I-70, the interchanges are also the only points within Town where
traffic can cross I-70. This concentration of traffic through these bottleneck areas negatively
effect travel time for drivers and for transit service.
At peak times, drivers are challenged to turn left onto the Frontage Road (either north or south)
from a side street. The nature of the challenge varies by cross-street and section of Frontage
Road, but there are numerous locations where drivers attempting such a left turn experience
delay. Again, this effects transit operations where bus routing is required to make such turns.
Parking in Vail has been a high profile issue for many years during peak times. The Town
operates two parking structures capable of accommodating 2,500 vehicles. In addition, the
Vail Transportation Master Plan Update
Page iii
Town has established Ford Park for permit parking and allows parking on the South Frontage
only when overflow conditions occur. Frontage Road parking tends to occur 25 to 40 times per
winter season depending on conditions (the Town’s goal is to achieve 15 days or less per
season). Additional parking is needed to better accommodate the frequency of peak days during
ski season.
The transit service provided by Vail is heavily used. The Town has some of the highest ridership
in the state with six outlying routes and a central “spine” route referred to as the In-Town shuttle.
The East Vail outlying route often experiences capacity conditions in the morning (inbound) and
in the evening (outbound) due to high demand. The two West Vail routes, which travel in a
clockwise and counter-clockwise fashion through the West Vail area, provide needed mobility
for areas along both sides of I-70, but the interstate is a barrier in providing efficient service to
all areas in West Vail. The In-town route is by far the busiest route on the system and it provides
frequent service between and within the Lionshead and Vail Village areas. Busy times see this
route at capacity as the Town adds buses to maintain frequent service and increase capacity.
Delays are often experienced at the Golden Peak area and at the Frontage Road within
Lionshead Village (due to the need to turn left onto the Frontage Road).
The location of parking areas with respect to commercial uses and ski portal usage is not in a
precise balance. Much of the skiing terrain lies toward the eastern end of central Vail
(Lionshead and the Village), yet over half of the parking is located in the western portion of
Central Vail. Similarly, there is far more commercial use in Vail Village than in Lionshead, further
adding to the unbalanced situation of parking demand and supply.
Projected Conditions
The Town is anticipating a significant amount of growth in the next five to ten years. Considering
approved development, submitted development proposals, and potential redevelopment
proposal in the future, the Town could experience an additional net 3,000 new units and an
additional net new 700,000 square feet of commercial uses. The combination of this additional
development is projected to add approximately 2,800 PM peak hour trips onto Vail’s roadway
system during peak times in the winter.
The consequences of the combined traffic impact of the development will significantly impact
mobility within Vail, particularly during snowy weather. Transit will also be affected negatively as
buses travel along the same roadways and will pass through the same congested intersections
as other traffic.
Specifically, the following issues are anticipated during the peak hours of peak season:
Long delays and long lines of vehicles stacked along the westbound off-ramp at the Main Vail
interchange (attempting to enter the north roundabout), particularly during the AM peak hour
Long delays and long lines of vehicles stacked along the westbound South Frontage Road
approach at the South Main Vail interchange intersection (attempting to enter the south
roundabout)
Significant delays for motorists turning left onto the Frontage Road at numerous cross streets
in the Main Vail area and in the West Vail area.
Vail Transportation Master Plan Update
Page iv
Significant delay for motorists turning left from the Frontage Road onto Vail Valley Drive due
to the peculiar stop sign configuration. (Frontage Road approaches stop while Vail Valley
Drive approach does not.)
Long delays and long lines of vehicles stacked along the westbound North Frontage Road
approach at the West Vail interchange intersection (attempting to enter the north
roundabout).
Numerous options were considered to correct these issues. Some options were intended to
address a localized issue whereas other options could address a myriad of issues. A
consideration of pros and cons for options as well as other analyses, have led to the
recommended plan shown in Figure ES-1 and ES -2 and the general frontage road widening
scheme shown in Figures ES-3 and ES-4.
One of the most crucial improvements recommended in this plan is the proposed Simba Run
underpass of I-70. There are numerous mobility benefits that this improvement would provide to
the Town including:
Traffic congestion relief of the West Vail interchange roundabouts.
Traffic congestion relief of the Main Vail interchange roundabouts.
Increased flexibility and efficiency to provide transit service to West Vail including a potential
for a “line haul” rapid service connecting the Town’s major activity centers.
Accommodation of a trail connection to serve bicycle and pedestrian activity between areas
north and south of I-70 safely.
Improved efficiency for emergency and operations vehicles relative to response times and
plow routes.
Overall community connectivity.
Encouraging some to walk or utilize transit over driving given the underpass proximity to
residential and commercial uses.
Provides direct connectivity to Timber Ridge, an employee housing community.
Other needed improvement considerations as part of the plan include:
Construction of roundabouts along the North and South Frontage Road at strategic locations
to accommodate minor street left turn movements onto the Frontage Road at peak times.
Lane additions as well as signing and roadway lane striping to establish two northbound
lanes under I-70 at the West Vail and Main Vail interchanges (lanes would each be 11 feet
wide).
Expansion of the north roundabout at the Main Vail interchange.
Fi
g
u
r
e
E
S
-
1
Re
c
o
m
m
e
n
d
e
d
F
r
o
n
t
a
g
e
R
o
a
d
I
m
p
r
o
v
e
m
e
n
t
s
P
l
a
n
-
Ce
n
t
r
a
l
V
a
i
l
Vail Transportation Services 05-168 2/16
/
0
9
FELSBURGHOLT&ULLEVIGNorthCombine Forest Road
&
W
.
L
H
C
i
r
c
l
e
with Ever Vail Redevel
o
p
m
e
n
t
a
n
d
construct roundabout.
Wi
d
e
n
F
r
o
n
t
a
g
e
R
o
a
d
t
o
i
n
c
l
u
d
e
me
d
i
a
n
l
a
n
e
a
n
d
c
o
n
t
i
n
u
o
u
s
E
B
Ac
c
e
l
/
D
e
c
e
l
l
a
n
e
.
Ex
p
l
o
r
e
c
o
m
b
i
n
i
n
g
E
.
L
H
C
i
r
c
l
e
wi
t
h
r
e
d
e
v
e
l
o
p
m
e
n
t
a
c
c
e
s
s
;
po
s
s
i
b
l
e
r
o
u
n
d
a
b
o
u
t
.
Co
n
v
e
r
t
t
o
3
/
4
mo
v
e
m
e
n
t
.
Co
n
s
t
r
u
c
t
n
e
w
ro
u
n
d
a
b
o
u
t
a
t
Fo
r
d
P
a
r
k
.
Fu
t
u
r
e
a
c
c
e
s
s
t
o
Fo
r
d
P
a
r
k
.
Ad
d
r
i
g
h
t
t
u
r
n
Ac
c
e
l
/
D
e
c
e
l
l
a
n
e
Construct Simba Rununderpass of I-70 withroundabout intersectionof frontage roads.
Al
i
g
n
a
n
d
r
e
d
u
c
e
a
c
c
e
s
s
as
a
p
p
r
o
p
r
i
a
t
e
.
Cl
e
a
r
l
y
d
e
s
i
g
n
a
t
e
t
u
r
n
l
a
n
e
as
s
i
g
n
m
e
n
t
s
a
l
o
n
g
w
e
s
t
b
o
u
n
d
ap
p
r
o
a
c
h
.
Ex
p
a
n
d
Ro
u
n
d
a
b
o
u
t
Note: Travel demand mana
g
e
m
e
n
t
m
e
a
s
u
r
e
s
a
l
s
o
need to be incorpora
t
e
d
i
n
t
o
t
h
e
p
l
a
n
.
O
f
significance in the ne
e
d
t
o
e
n
c
o
u
r
a
g
e
I
-
7
0
traffic coming from the
e
a
s
t
t
o
e
x
i
t
a
t
E
a
s
t
V
a
i
l
rather than the MainV
a
i
l
i
n
t
e
r
c
h
a
n
g
e
d
u
r
i
n
g
the AM peak hour.
Po
s
s
i
b
l
e
S
i
g
n
a
l
,
O
f
f
i
c
e
r
Co
n
t
r
o
l
o
r
o
t
h
e
r
t
r
a
f
f
i
c
co
n
t
r
o
l
d
e
v
i
c
e
.
Po
s
s
i
b
l
e
S
i
g
n
a
l
,
Of
f
i
c
e
r
C
o
n
t
r
o
l
o
r
o
t
h
e
r
tr
a
f
f
i
c
c
o
n
t
r
o
l
d
e
v
i
c
e
.
Se
e
A
c
c
e
s
s
M
a
n
a
g
e
m
e
n
t
P
l
a
n
fo
r
s
p
e
c
i
f
i
c
s
o
n
a
c
c
e
s
s
p
o
i
n
t
s
W.
L
H
C
i
r
.
Fores
t
R
d
.
E. LH
C
i
r
.
L
H
S
t
r
u
c
t
u
r
e
Vail Rd.
Villa
g
e
Stru
c
t
u
r
e
Vill
a
g
e
Cen
t
e
r
Driv
e
Vail Valley
Drive
RelocateFrontage Rd.
Re
-
s
t
r
i
p
e
f
o
r
2
N
B
l
a
n
e
s
S
o
u
t
h
F
r
o
n
t
a
g
e
R
d
.
No
r
t
h
F
r
o
n
t
a
g
e
R
d
.
Chamonix
L
ane
BuffehrCreek Road
We
s
t
V
a
i
l
Pl
a
n
n
i
n
g
A
r
e
a
North FELSBURGHOLT&ULLEVIGVail Transportation Services - Enviromen
t
a
l
S
t
u
d
y
,
0
5
-
1
6
8
,
0
2
/
1
6
/
0
9
Fi
g
u
r
e
E
S
-
2
Re
c
o
m
m
e
n
d
e
d
F
r
o
n
t
a
g
e
R
o
a
d
I
m
p
r
o
v
e
m
e
n
t
s
P
l
a
n
-
We
s
t
V
a
i
l
(N
o
p
u
b
l
i
c
r
o
a
d
th
r
o
u
g
h
P
l
a
n
n
i
n
g
A
r
e
a
)
70
70
Of
f
-
s
i
t
e
i
m
p
r
o
v
e
m
e
n
t
;
Co
n
s
t
r
u
c
t
S
i
m
b
a
R
u
n
un
d
e
r
p
a
s
s
.
Add second S
B
approach lane
.
Re
s
t
r
i
p
e
f
o
r
2
N
B
l
a
n
e
s
un
d
e
r
I
-
7
0
.
Pr
o
v
i
d
e
p
r
i
m
a
r
y
f
u
l
l
-
m
o
v
e
m
e
n
t
ac
c
e
s
s
;
e
i
t
h
e
r
a
r
o
u
n
d
a
b
o
u
t
or
a
t
r
a
f
f
i
c
s
i
g
n
a
l
.
Se
e
A
c
c
e
s
s
M
a
n
a
g
e
m
e
n
t
P
l
a
n
fo
r
s
p
e
c
i
f
i
c
s
o
n
a
c
c
e
s
s
p
o
i
n
t
s
Fi
g
u
r
e
E
S
-
3
Va
i
l
F
r
o
n
t
a
g
e
R
o
a
d
L
a
n
e
a
g
e
Vail Transportation Services, 05-168, 2/1
6
/
0
9
FELSBURGHOLT&ULLEVIGNorth
Ford
Vail Valley W.
Parking
Village
C
e
n
t
e
r
R
d
.
Vail Rd.
Lionsh
e
a
d
Parkin
g
E. Lionshead
Circle
W.LionsheadCircle E.
South
F
ro
nta
ge R
d.
Safeway
City Market
Buffehr Creek Rd.
Li
o
n
s
r
i
d
g
e
L
o
o
p
Red Sandstone Rd.
Ma
t
t
e
r
h
o
r
n
C
i
r
.
Timber
Ridge Rd.
W.L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Westh
a
v
e
n
D
r
.
W.
G
o
r
e
C
r
k
.
D
r
.
Cham
o
n
i
x
D
r
.
S
o
u
t
h
F
r
o
n
t
a
g
e
R
d
.
MATCH
L
I
N
E
MATCHLINE
Fore
s
t
R
d
.
LEGEND=Two-Lane
C
r
o
s
s
S
e
c
t
i
o
n
=Four-Lan
e
C
r
o
s
s
S
e
c
t
i
o
n
=Five-Lan
e
C
r
o
s
s
S
e
c
t
i
o
n
NOTE: See cross section de
t
a
i
l
s
i
n
s
u
b
s
e
q
u
e
n
t
f
i
g
u
r
e
.
All access and intersection
s
a
r
e
s
u
b
j
e
c
t
t
o
a
d
d
i
t
i
o
n
a
l
accel/decel lanes pending d
e
v
e
l
o
p
m
e
n
t
a
n
d
State Highway Access Cod
e
c
r
i
t
e
r
i
a
.
70
70
5-LANE CROSS-SECTION
4-LANE CROSS-SECTION
2-LANE CROSS-SECTION
FELSBURG
HOLT&
ULLEVIG
Vail Frontage Road Cross Sections
Figure ES-4
NOTE: All cross sections are subject to additional laneage with
respect to turn lanes. Some adjustment may be necessary for
certain locations.
Vail Transportation Services, 05-168, 3/2/09
FHU
FHU
8'
Parking/
Bike Lane
4'
Shldr.
16' Turn Lane & Median12' Lane
Continuous
14' Accel/Decl Lane 10' Bike Path
FHU
10'
Walk
12' Lane16' Lane
or Median
12' Lane
Continuous
Accel/Decel
Thru Lane
14' Lane
12' Lane
FHU
12' Lane12' Lane6'
Shoulder/Bike
6'
Shoulder/Bike
6'
Shoulder/Bike
Vail Transportation Master Plan Update
Page 1
I. INTRODUCTION
The Town of Vail continues to experience growth through new development and the
redevelopment of older commercial and residential buildings. Recently, the Town has been
involved in planning significant redevelopment projects including West Vail, Even Vail ,Timber
Ridge, and the Lionshead Parking Structure Redevelopment. Numerous other developments
have been recently completed, recently approved, are under construction, or are in the
development review process (Appendix E shows the list of developments and
redevelopments). In addition, Town staff has assessed the redevelopment potential for
numerous other sites; the culmination of all these development and redevelopment projects will
collectively add noticeable demand on the Town’s transportation system.
This study was initiated by the Town to assess the nature of the increased transportation
demands placed on the Town’s systems by all potential development/redevelopment as well as
demand from regional growth. The study focuses on the Town’s Frontage Road System, but
considerations for transit service and parking are also addressed towards the development of a
comprehensive plan. This study also serves to provide the following:
Establishment of a Frontage Road improvements plan from which to develop appropriate
transportation improvement projects for the Town’s primary road system.
Develop transportation demand management measures to reduce peak traffic flows during
the winter.
Develop a Frontage Road Access Management Plan with support from CDOT for all future
access points along the North and South Frontage Roads.
Identify a strategy and establish direction towards developing a Town parking plan and a
transit plan given potential growth.
This study addresses existing and future conditions for the North and South Frontage Road
extending from the West Vail interchange to Ford Park including the West Vail and Main Vail
Interchanges. The focus of this effort has been on the South Frontage Road along the Villages
(Vail and Lionshead Village), but areas such as the West Vail commercial area and the two
primary interchanges were analyzed in a bit more detail than other areas within town. The study
area is generally shown in Figure 1.
Vail recently completed a planning effort, Vail 20/20, in which the community developed a
strategic plan to improve the community. Transportation considerations were a big piece of the
overall strategic plan, and the community authored a paper outlining a strategic direction for the
Town’s transportation system. The five-page paper summarizes current practices/strategies,
future goals, and potential actions to achieve their vision and values. Summary “bullets” from
this effort include:
Maintaining mobility through out Town such that peak hour traffic operations are at LOS C
during ideal conditions and LOS D during snowy conditions.
Discourage use of the automobile.
Manage parking demand/supply to reduce overflow parking along the Frontage Road.
Provide necessary support to maintain and embellish the area’s transit services.
Fi
g
u
r
e
1
To
w
n
o
f
V
a
i
l
S
t
u
d
y
A
r
e
a
FELSBURGHOLT&ULLEVIGVail Transportation Services 05-168 9/2/08 North
=
K
e
y
S
t
u
d
y
A
r
e
a
s
LE
G
E
N
D
70
70
Ford
Vail Val
l
e
y
W
.
Parking
Villag
e
C
e
n
t
e
r
R
d
.
Vail Rd.
Lionsh
e
a
d
Parkin
g
E. Lionshead
Circle
W.Lionshead
Circle E.
So
u
t
h
Fro
n
t
a
g
e
R
d.
Safeway City Market Buffehr Creek Rd.
L
i
o
n
s
r
i
d
g
e
L
o
o
p
Red Sa
n
d
s
t
o
n
e
R
d.
Matterhorn
C
ir
.
Timb
e
r
Ridg
e
R
d
.
W.
L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Forest
R
d.
Westh
a
v
e
n
D
r
.
W. Gore Crk. Dr.Chamonix Dr.South Frontage
R
d
.
West VailRedevelopmentWest VailInterchange
We
s
t
L
i
o
n
s
h
e
a
d
Re
d
e
v
e
l
o
p
m
e
n
t
(E
v
e
r
V
a
i
l
)
Ma
i
n
V
a
i
l
In
t
e
r
c
h
a
n
g
e
Li
o
n
s
h
e
a
d
Ar
e
a
Vi
l
l
a
g
e
Ar
e
a
Vail Transportation Master Plan Update
Page 3
Accommodate pedestrian and bicycle activity throughout town.
Reduce the negative impacts of I-70 on the Town such as noise.
For this Master Plan effort, progress meetings were held on a regular basis with Town staff, and
CDOT was involved in many of the progress meetings as well. The conduct of this study
coincided with other major planning efforts within the Town of Vail. These included:
West Lionshead Redevelopment (referred to as Ever Vail)
West Vail Redevelopment planning
Potential redevelopment of the Lionshead Parking Structure
Regionally, other transportation planning efforts were occurring as well including:
Interstate 70 Central Mountain Transportation Corridor Coalition, Draft Recommendations
for the I-70 Mountain Corridor on Travel Demand Management prepared by the Northwest
Colorado Council of Governments. The document outlines a series of travel demand
management strategies designed to shift travel to outside peak times and encourage transit
and high occupancy vehicle travel.
Intermountain 2035 Regional Transportation Plan recognizes the need for the Simba Run
underpass, Frontage Road improvements, an inter-modal facility, West Vail Interchange
modifications, trail/pedestrian improvements, noise barriers, and various transit items on the
preferred plan. However, only transit-related items were listed in the Region’s Fiscally
Constrained Plan.
Eagle County Regional Transportation Authority’s (ECO) Transit Vision 2030 which
encourages appropriate land use patterns, local supplemental bus services, and the
potential for an eventual fixed guideway service extending from Gypsum to Vail.
I-70 Mountain Corridor Programmatic EIS which considered alternatives along I-70 from
C-470 to Glenwood Springs. Within Vail, the effort recognizes the potential for a new
underpass of I-70 as well as an intermodal site, and widening of I-70 at Dowd Junction. The
current draft PEIS also recognizes preservation for future rail service between Denver and
Vail’s Transportation Center.
Vail Transportation Master Plan Update
Page 4
II. EXISTING CONDITIONS
Developing a plan to solve future transportation issues first requires a solid foundation of
understanding where Vail is today relative to transportation. This chapter describes current
conditions.
A. Traffic Conditions
1. Traffic Volumes – Peak Season
Peak hour turning movement counts have been collected at numerous locations throughout
Town at various peak time periods; the peak winter time periods were the focus of the collection
effort. Intersection turning movement counts were collected over a variety of times including the
Christmas holiday, Martin Luther King weekend, Presidents Day weekend, and Spring Break
times in 2005 and 2006. AM and PM intersection turning movement counts were collected, and
adjustments were made for balancing reasons between successive intersections.
Figure 2 shows the existing peak season AM and PM peak hour traffic flows. These represent
reconciled traffic counts which were collected over a series of peak times, raw traffic data are
shown in Appendix A. The PM peak hour traffic demands tend to be greater than the AM peak
hour traffic, but some of the predominant patterns are reversed. During the morning peak hour,
movements tend to be oriented toward the parking structures. The interchanges experience far
more traffic exiting I-70 than entering during the AM peak hour, and vice-versa during the PM
peak hour. Other characteristics from the data are described as follows:
The greatest point of traffic concentration within Vail is at the Main Vail South Ramps/South
Frontage Road/Vail Road roundabout intersection. During the AM peak hour, approximately
2700 vehicles per hour pass through this intersection and 3200 vehicles per hour pass
through it during the PM peak hour making it the busiest intersection in town. Of the peak
hour traffic passing under I-70 at this interchange, over one-half of the AM traffic is from I-70
East. During the PM peak hour, over 40% is oriented to I-70 West. Between 30 and 40
percent is estimated to simply cross I-70 (both peak hours).
The West Vail interchange serves a relatively significant pattern of traffic to/from Down
Valley. Given this traffic pattern combined with the traffic generated by the West Vail
commercial development, the West Vail north roundabout serves about 2500 vehicles per
hour during the PM peak hour (only 1,150 during the AM peak hour), making it the second
busiest intersection within Town. Of the PM peak hour traffic passing under I-70 at this point,
approximately 10 percent is oriented to/from I-70 east, 45 percent to/from I-70 west, and 45
percent is estimated to simply be crossing I-70.
The South Frontage Road carries far more traffic than the North Frontage Road. East of the
Main Vail Interchange, the South Frontage Road serves nearly 2000 vehicles per hour at
peak times. This is the heaviest traveled roadway segment within Town (other than I-70). Of
the 2,000 vehicles per hour, approximately 30 percent are comprised of trips between the
Main Vail roundabout and the Vail Village parking structure.
Fi
g
u
r
e
2
Ex
i
s
t
i
n
g
P
e
a
k
S
e
a
s
o
n
T
r
a
f
f
i
c
FELSBURGHOLT&ULLEVIGVail Transportation Service 05-168 12/4/08 Safeway City Market
Buffehr Creek Rd.
L
i
o
n
s
r
i
d
g
e
L
o
o
p
Red Sandstone Rd.
Ma
t
t
e
r
h
o
r
n
C
i
r
.
North
MATCH
L
I
N
E
MATCH
L
I
N
E
LE
G
E
N
D
W.
L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Forest Rd.
Westh
a
v
e
n
D
r
.
W. Gore Crk. D
r
.
Chamonix Dr.
S
o
u
t
h
F
r
o
n
t
a
g
e
R
d.
70
Ford
Vail Valley W.
Parking
Villag
e
C
e
n
t
e
r
R
d
.
Vail Rd.
Lionsh
e
a
d
Parkin
g
E. Lionshead
Circle
W.Lionshead
Circle E.
Vail V
alley E.
So
u
t
h
F
r
o
n
t
a
g
e
R
d
.
70
12
3
5
6
7
8
9
10
11
12
13
14
14
13
12
11
10
8 765
4
4
3
1
2
01
7
5
3
5
1
5
1
0
0
1
2
5
30
✽75
20✽
25
27
5
5
21
025
75
15
18
5
75
16
0
25
0
420
65
65
0
50
35
0
26
0
400
100
11
0
0
50
60
070
75
70
475
25
325
10
0
3011
0
1
5
5
7
5
1
5
1
0
3
9
5
1
0
15✽15
2555
190 [20]750 [340]270 [230]50 [50]200 [175]130 [130]90 [800]40 [5][✽] 15[✽] ✽[210] 150[35] 95[90] 120[20] 50[25] 235[270] 400[80] 130[90] 10[75] 150[30] 55[35] 60 9
✽
[✽]
75
[
5
0
]
5
[
5
]
22
5
[
7
9
5
]
5
[
✽]
✽
[✽]
5
[
1
0
]
[✽] ✽[295] 240[20] 40[225] 550[200] 400[✽] 5 3508540565165355425903708010095435902807016065225 [15]21 [37]5 [2]3 [1]9 [23]29 [14]38 [18]367 [201]488 [214][0] 3[6] 21[4] 49[10] 41 689 [474]27 [9]9 [2]393 [69]
2
5
[
6
]
6
2
6
[
3
2
2
]
3
3
[
4
6
]
5
[
1
1
]
[21
]
1
2
3
[24
4
]
2
5
3
[1]
1
0
[6]
1
8
6
[
2
2
6
]
3
8
3
[
5
]
0
[
4
7
2
]
1
9
3
[
0
]
1
[
1
]
3
[1
]
1
0
1
[1
3
]
8
[6
2
]
5
4
[4
]
2
9 [7
]
4 [4
]
8 [5
]
2 [3
]
2
15
6
1
5
4
0
3
7
5
5
0
55
45
15
[2] 14 [31] 9 [2] 37 [0] 0 1918
20
21
22
23
24
17
16
6
5
0
1
0
4
7
0
3
6
14
30
17
5
9
0
6
7
4
0
0
7
9
29
66
16
14700105725181348 8855514558019481572050065470203155
4
4
4
0
5
65445
21
3796
3
1
3
4
0
6
0
3
8
0
22
18
44
3
5
3
2
5
3
0
3
3
0
23
32
36
8
2
3
7
5
4
9
3
0
0
24
28
59
=
P
M
P
e
a
k
H
o
u
r
T
r
a
f
f
i
c
V
o
l
u
m
e
s
=
A
M
P
e
a
k
H
o
u
r
T
r
a
f
f
i
c
V
o
l
u
m
e
s
(a
t
I
n
t
e
r
c
h
a
n
g
e
s
)
=
C
o
u
n
t
L
o
c
a
t
i
o
n
s
=
L
e
s
s
T
h
a
n
5
V
e
h
i
c
l
e
s
p
e
r
H
o
u
r
XX
X
XX
[X
X
X
]
✽
48
0
28
5
60
0
81
5
12
6
0
70
0
3
6
0
3
3
0
6
0
0
4
1
0
690510 925950
Vail Transportation Master Plan Update
Page 6
The interchanges, West and Main Vail, are locations of significant traffic concentration because
they serve as the access to/from I-70 and they are the only means of crossing I-70. As
roundabout intersections, the ramp terminal intersections also serve through movements along
the Frontage Roads which further contributes to the traffic concentration that takes place at
these points.
Along the Frontage Road, the other notable heavier-traveled cross-streets during peak times
including:
Lionshead Parking Structure Access – Heavier demand is due to this being a major
parking facility within Town.
Village Parking Structure Access – Heavier demand is due to this being a major parking
facility within Town.
Vail Valley Drive – Heavy demand can be attributed to activity associated with the Golden
Peak lift area and associated programs that based there.
West Vail Commercial – Numerous driveways serve the shopping area in West Vail.
Individually, the traffic levels served by each driveway is less than the three heavy cross-streets
stated just above, but collectively they represent a major generating center within town.
Numerous other cross-streets intersect with the Frontage Roads, but many of these serve
localized areas and do not carry significant levels of traffic. The Frontage Roads serve as Vail’s
arterial system serving the vast majority of the vehicle-miles traveled within the Town.
The traffic data shown in Figure 2 approximately represent the 15th busiest day of the ski
season. From past transportation planning efforts conducted in Vail, the 15th highest day
represents a “low” of the peak days. Subsequent days of magnitude (16th, 17th, etc.) are not
dramatically lower than the 15th day as demands levels in order tend to flatten out. Preceding
days of magnitude (14th, 13th, etc.) are not as flat, and transportation demands for these days
are noticeably higher. When plotted on a graph, the 15th highest day is approximately the
“turning point” between peak days and average days. Typical transportation planning will
attempt to accommodate the 30th highest hour of a year, and the 15th highest day is a bit more
conservative than this in attempt to maintain a quality guest experience. The finding from
previous efforts and the notion of maintaining the guest experience has led the Town to adopt
the 15th highest day as the appropriate design level for transportation considerations, and all
subsequent analyses presented in this report approximately represent that level of demand.
2. Intersection Levels of Service (LOS)
Intersection Levels of Service (LOS) were calculated for numerous intersections including the
roundabouts at the interchanges and many of the cross-street intersections and access points
along the North and South Frontage Road. For nearly every case, the PM peak hour traffic was
the focus of the LOS analyses. The exceptions include the Main Vail interchange and West Vail
interchange intersections where the AM peak hour was also analyzed. LOS is a traffic
qualitative measure described by a letter designation ranging from A to F. LOS A represents
minimal or no delay while LOS F represents excessive delay. The calculations are geared
toward estimating the delays for traffic movements and then converting the results to a LOS
measure (based on the Highway Capacity Manual published by the transportation Board) with
the following:
Vail Transportation Master Plan Update
Page 7
LOS A, 0-10 seconds for STOP-sign controlled movements, 0-10 for roundabouts
LOS B, 10-15 seconds for STOP-sign controlled movements, 10-20 for roundabouts
LOS C, 15-25 seconds for STOP-sign controlled movements, 20-35 for roundabouts
LOS D, 25-35 seconds for STOP-sign controlled movements, 35-55 for roundabouts
LOS E, 35-50 seconds for STOP-sign controlled movements, 55-80 for roundabouts
LOS F, greater than 50 seconds for STOP-sign controlled movements, 80 for roundabouts
The roundabout intersections are located at the Main Vail and West Vail interchanges, and their
operation has an impact on the ease of access to/from I-70 as well as the ability to cross I-70. If
the roundabout intersections don’t function well, the Town’s entire transportation system suffers.
Because they are critical junctures, the levels of service were calculated for inclement weather
conditions. Results for all of the LOS calculations are shown in Figure 3, and worksheets are
presented in Appendix B.
For the roundabouts, the software package Sidra was used to estimate the LOS’s. Parameters
in this software package were adjusted in attempt to calibrate delay results against delays that
were observed in the field at the West Vail interchange. Further, adjustments were made to try
and account for poor weather. The following adjustments were made to SIDRA as part of a
roundabout calibration process:
Lane storage lengths and diameters were adjusted to match field conditions
Approach speeds were reduced from the default of 40 MPH to 25 MPH
The North American Driver “environmental factor” was used (1.2)
A peak hour factor of 0.79 was used for ideal conditions, 0.68 for snowy conditions
(approximately representing a 20% loss in capacity due to snow). The lower-than-normal
(15% less) peak hour factor for ideal conditions was based on the Highway Capacity Manual
statement that a roundabout is at its capacity when V/C = 85%
For Vail, acceptable operations were established at a LOS C or better. Typical LOS threshold
objectives in larger busy urban areas are usually LOS D, sometimes LOS E, during peak hours
of the day. In extreme cases, LOS F is tolerated. Smaller rural communities will tend to establish
LOS C as their criterion objective relative to traffic operations along their streets. A LOS C/LOS
D threshold, for peak hours during peak seasons, was chosen as the appropriate threshold for
Vail given its resort stature and the desire to provide a highly functional transportation system to
enhance the guest experience. Exceptions for poorer LOS that would be acceptable include
inclement weather in which a LOS D/LOS E is considered acceptable. In addition, a LOS D or
even worse is acceptable for a movement with extremely low traffic flows. The LOS’s for the
STOP-controlled intersections were calculated using the Highway Capacity Manual procedures
per HCS software; no inclement weather factors were used to evaluate the stop-controlled
intersections.
Fi
g
u
r
e
3
Ex
i
s
t
i
n
g
L
e
v
e
l
s
o
f
S
e
r
v
i
c
e
FELSBURGHOLT&ULLEVIGVail Transportation Services 05-168 03/16/09 Safeway City Market
Buffehr Creek Rd.
L
i
o
n
s
r
i
d
g
e
L
o
o
p
Red Sandstone Rd.
Ma
t
t
e
r
h
o
r
n
C
i
r
.
North
MATCH
L
I
N
E
MATCH
L
I
N
E
=
P
M
P
e
a
k
H
o
u
r
L
e
v
e
l
o
f
S
e
r
v
i
c
e
=
A
M
P
e
a
k
H
o
u
r
L
e
v
e
l
o
f
S
e
r
v
i
c
e
(I
n
t
e
r
c
h
a
n
g
e
s
O
n
l
y
)
=
S
n
o
w
C
o
n
d
i
t
i
o
n
s
=
C
o
u
n
t
L
o
c
a
t
i
o
n
s
=
R
o
u
n
d
a
b
o
u
t
xXX
[x
]
LE
G
E
N
D
PM
[
A
M
]
W.
L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Forest Rd.
Westh
a
v
e
n
D
r
.
W. Gore Crk. D
r
.
Chamonix Dr.
S
o
u
t
h
F
r
o
n
t
a
g
e
R
d.
70
Ford
Vail Valley W.
Parking
Villag
e
C
e
n
t
e
r
R
d
.
Vail Rd.
Lionsh
e
a
d
Parkin
g
E. Lionshead
Circle
W.Lionshead
Circle E.
Vail V
alley E.
So
u
t
h
F
r
o
n
t
a
g
e
R
d
.
70
ac aaf
c
b
a
a
e
a
cd
ca
a
[c] a[c] a[c] a a [a][c] b[a] a c [
b
]
a
b
b
aa
b
a
[a] b c [b][a] a a [a]a [a]
[a]
a
b [b
]
[
b
]
b
[b
]
b
a
b
c
a
a
a
a
c
a
b cb a b
a
b
a
b
a
b
a
b
B [D]B [A]
C
[
A
]
A [C]
c
d
Dd
e
Dd
d
c
d
[
a
]
a[d]c [
f
]
1918
20
21
22
23
24
17
16
1819 20
21
22 23
24
NO
T
E
:
R
o
u
n
d
a
b
o
u
t
L
O
S
’
s
r
e
f
l
e
c
t
p
o
o
r
w
e
a
t
h
e
r
c
o
n
d
i
t
i
o
n
s
12
3
5
6
7
8
9
10
11
12
13
14
14
13
12
11
10
8 765
4
4
3
1 9
2
15
15
17
16
Vail Transportation Master Plan Update
Page 9
Figure 3 shows the LOS results for existing conditions. The roundabout intersections all
currently operate at acceptable LOS’s with each approach being at a LOS C or better. Several
of the Frontage Road cross-street intersection movements operate poorer than LOS C.
Intersections with a LOS E or LOS F include:
Village Structure Access – The specific traffic operation issue here is the ability to turn left
out of the structure onto the South Frontage Road. The LOS estimate at peak times is LOS
E. The delay incurred by these drivers exiting the parking structure is above and beyond the
delay that these drivers incur within the structure to pay the parking fee. In fact, the fee
booths inside the structure tend to meter outbound traffic. Otherwise, the outbound peak
hour traffic demand counts would likely be greater.
Lionshead Structure Access – The outbound movement from the structure experiences a
LOS D during peak times. Similar to the Village Structure Access intersection, these drivers
are incurring additional delay beyond the LOS D due to waiting in the structure to pay the
fee.
East Lionshead Circle – The East Lionshead Circle approach to the South Frontage Road
operates at LOS E during peak times. This movement includes In-Town shuttle vehicles,
and this intersection’s poor operations has a negative impact on the Town’s transit system.
Safeway Access – In West Vail, there are numerous access points onto the North Frontage
Road serving retail uses. The access in front of the Safeway is the heavier-used access
based on the traffic count data. This access approach onto the North Frontage Road
operates at a LOS E during peak times.
The East Lionshead Circle access operation has an effect on the In-Town Shuttle bus routes as
this bus is required to turn left onto the Frontage Road as part of its normal scheduled route.
The Vail Valley Drive intersection does not have any movements operating in LOS E or LOS F,
but interestingly this intersection is characterized with a greater number of movements subject
to delay. Total vehicular delay at this intersection is greater than many of the other intersections
in Town due to the unique stop configuration. (Frontage Road approaches both stops, Vail
Valley Drive approach is given the right-of-way due to grade).
In addition to intersection LOS calculations, Town staff has also recorded travel times between
activity areas. Staff made numerous runs between activity areas during peak and non-peak
times, as well as under varying weather conditions. Table 1 summarizes average travel times
between the key activity areas, and the detailed data collected are presented in Appendix C.
Vail Transportation Master Plan Update
Page 10
Table 1. 2005-2006 Season Travel Time Summary
Peak Season Non-Peak Season
Origin/ Destination/Route Non-Peak
Hour
PM Peak
Hour
Non-Peak
Hour
PM Peak
Hour
Village Structure to Safeway
South Frontage Road -Clear7:11
-Wet 8:01
-Snowpack7:21 12:08
North Frontage Road -Clear 5:32 5:47
-Wet 8:52
-Snowpack5:57 8:33
I-70 -Clear 4:57
-Wet4:32
-Snowpack
Safeway to Village Structure
North Frontage Road -Clear 5:40 5:56
-Wet
-Snowpack
Lionshead Parking Structure to Safeway
South Frontage Road -Clear 4:45 4:57 5:19
-Wet 5:25
-Snowpack4:59 4:52
North Frontage Road -Clear 5:53
-Wet 6:23
-Snowpack10:49 6:55
I-70 -Clear 4:50
-Wet5:17
-Snowpack
Safeway to Lionshead Parking Structure
South Frontage Road -Clear 4:45 5:50
-Wet
-Snowpack
Red Sandstone Road to Cascade
WB Frontage Route -Clear 5:31
-Wet 7:25
-Snowpack5:40
EB Frontage Route -Clear 5:32
-Wet 6:45
-Snowpack5:51
Vail Transportation Master Plan Update
Page 11
3. Accident Data
Approximately six years worth of traffic accident data were compiled from the Town of Vail
Police Department’s records which identified 288 accidents occurring between 1999 and 2005.
CDOT data were also explored, but the Town’s accident records identified more accidents than
CDOT’s database along the Frontage Roads. It is likely that many of the accidents recorded by
the Town along the Frontage Roads do not reach CDOT for inclusion in their database. As
such, the Town’s Police Department records were used in this analysis.
The data are summarized in Table 2. Collision diagrams of each intersection are shown in
Appendix D. Observations of interest generally included:
South Frontage Road/Matterhorn Circle – Recently, this intersection was improved to
include an exclusive turn lane. This widening is thought to have provided a significant
benefit to any safety issues at this intersection since the data show that most of the
accidents at this location occurred in 2002 or earlier.
West Vail Interchange, North roundabout intersection – A fairly pronounced pattern of
rear-end collisions along the I-70 westbound off-ramp show up in the data. Many of these
occurred with a slick roadway surface, and the downgrade of the ramp may be a contributor
to this pattern of collisions as well as the shading patterns caused by the I-70 embankment.
Vail Valley Drive – A noticeable pattern (approximately two-thirds of the accidents) at this
intersection includes collisions with eastbound through movement vehicles. The collision
diagram suggests that eastbound Frontage Road drivers do not always understand that they
are subject to stopping and that the side-street approach has the right-of-way.
The Main Vail Interchange experienced a fair number of accidents within the study period,
but when compared against the “exposure” of traffic, the accident occurrence at this
interchange is not alarming.
Approximately 40 percent of all traffic accidents recorded along the Frontage Roads,
including the roundabouts and the cross-street intersections, occurred on slick roadway
surfaces.
The Colorado Department of Transportation maintains accident statistics along all of its roadway
facilities and typically produces average accident rate statistics stratified by facility type. The
rates are determined by segment rather than by intersection and the Department typically
calculates the number of accidents per million-vehicle-miles of travel for a given segment of
road. As such, it is not possible to directly compare the results in Table 2 to industry standards.
However it is possible to convert the data in Table 2 into segment data to allow for a
comparison to CDOT data. Assumptions have been made with respect to daily traffic from the
peak hour traffic counts. In addition, continuous traffic data from CDOT’s files were used to
estimate seasonal variations in daily traffic data toward estimating the total annual traffic served
by each segment. Of the state highway locations with continuous traffic count data, US 6 near
Keystone was used for this assessment with respect to seasonal variations. While a counter on
I-70 near Down Junction is available and was reviewed, the I-70 traffic demands at that location
peak during the summer months, whereas Vail roadways are busiest in the winter months. The
US 6 permanent counter near Keystone displays seasonal patterns that are more in line with
traffic demand fluctuations experienced along Vail’s Frontage Roads. Therefore, the US 6
Vail Transportation Master Plan Update
Page 12
counter was used for only gauging seasonal fluctuations with respect to calculating annual
accident rates for roadway segments.
The following shows the converted accident data and how it compares with CDOT data for
urban minor arterial road facilities.
N. Frontage Road, Chamonix to Buffehr Creek – 3.5 accidents/million vehicle-miles
N. Frontage Road, Buffehr Creek to Main Vail – 3.0 accidents/million vehicle-miles
S. Frontage Road, W. Vail Roundabout to Forest Road – 2.5 accidents/million vehicle-miles
S. Frontage Road, Forest Road to Vail Road - 3.5 accidents/million vehicle-miles
S. Frontage Road, Vail Road to Vail Valley Drive – 4.0 accidents/million vehicle miles
Based on the most recent CDOT data available (2004), urban minor arterial state highways
have experienced 3.45 accidents per million vehicle-miles of travel in 2003 and 2004. The
accident rates listed above for the Frontage road segments are close to this or are less, except
for the segment between Vail Road and Vail Valley Drive which is slightly higher than the CDOT
data. This segment of roadway is the busiest road section in Town (other than I-70), and
increased traffic increases the exposure and correspondingly the accident rate.
Va
i
l
T
r
a
n
s
p
o
r
t
a
t
i
o
n
M
a
s
t
e
r
P
l
a
n
U
p
d
a
t
e
Page 13
Ta
b
l
e
2
.
V
a
i
l
F
r
o
n
t
a
g
e
R
o
a
d
A
c
c
i
d
e
n
t
S
u
m
m
a
r
y
–
S
i
x
Y
e
a
r
s
In
t
e
r
s
e
c
t
i
o
n
Re
a
r
-
En
d
Br
o
a
d
s
i
d
e
Ru
n
Of
f
Ro
a
d
Ot
h
e
r
To
t
a
l
Pe
r
c
e
n
t
a
g
e
du
e
t
o
Sl
i
c
k
Ro
a
d
s
Ac
c
i
d
e
n
t
s
pe
r
M
i
l
l
i
o
n
Ve
h
i
c
l
e
s
En
t
e
r
i
n
g
Comments
So
u
t
h
F
r
o
n
t
a
g
e
R
o
a
d
We
s
t
V
a
i
l
S
o
u
t
h
Ro
u
n
d
a
b
o
u
t
2
3
0
0
5
2
0
%
0
.
5
W.
G
o
r
e
C
r
e
e
k
D
r
i
v
e
2
5
3
1
1
1
5
5
%
1
.
3
Ma
t
t
e
r
h
o
r
n
1
3
4
7
1
2
5
3
6
%
2
.
8
L
a
n
e
i
m
p
r
o
v
e
m
e
n
t
s
m
a
y
h
a
v
e
al
r
e
a
d
y
a
l
l
e
v
i
a
t
e
d
a
c
c
i
d
e
n
t
oc
c
u
r
r
e
n
c
e
s
.
We
s
t
h
a
v
e
n
D
r
i
v
e
1
4
4
0
9
5
6
%
1
.
0
Fo
r
e
s
t
R
o
a
d
5
1
1
1
8
3
8
%
1
.
0
W.
L
i
o
n
s
h
e
a
d
C
i
r
c
l
e
8
4
0
3
1
5
3
3
%
1
.
9
E.
L
i
o
n
s
h
e
a
d
C
i
r
c
l
e
1
0
4
2
1
1
7
5
3
%
2
.
0
Li
o
n
s
h
e
a
d
P
a
r
k
i
n
g
4
1
3
1
9
2
2
%
0
.
9
Ma
i
n
R
o
u
n
d
a
b
o
u
t
8
5
2
5
2
0
1
5
%
0
.
9
Vi
l
l
a
g
e
C
e
n
t
e
r
D
r
i
v
e
0
1
0
2
3
6
7
%
0
.
2
Va
i
l
T
r
a
n
s
p
o
r
t
a
t
i
o
n
Ce
n
t
e
r
A
c
c
e
s
s
10
7
0
2
1
9
1
6
%
1
.
4
Va
i
l
V
a
l
l
e
y
D
r
i
v
e
4
9
0
2
1
5
1
3
%
1
.
6
2/
3
a
c
c
i
d
e
n
t
s
i
n
v
o
l
v
e
E
B
v
e
h
i
c
l
e
(p
e
r
h
a
p
s
n
o
t
s
t
o
p
p
i
n
g
)
Fo
r
d
P
a
r
k
E
a
s
t
P
a
r
k
i
n
g
Lo
t
1
2
0
0
3
3
3
%
0
.
7
Va
i
l
V
a
l
l
e
y
E
a
s
t
D
r
i
v
e
1
1
1
5
8
2
5
%
1
.
8
As
p
e
n
L
a
n
e
0
0
6
7
1
3
3
1
%
Po
s
s
i
b
l
e
s
p
e
e
d
i
n
g
a
n
d
/
o
r
li
g
h
t
i
n
g
i
s
s
u
e
s
i
n
t
h
i
s
a
r
e
a
Va
i
l
T
r
a
n
s
p
o
r
t
a
t
i
o
n
M
a
s
t
e
r
P
l
a
n
U
p
d
a
t
e
Page 14
Ta
b
l
e
2
.
V
a
i
l
F
r
o
n
t
a
g
e
R
o
a
d
A
c
c
i
d
e
n
t
S
u
m
m
a
r
y
–
S
i
x
Y
e
a
r
s
(
C
o
n
t
i
n
u
e
d
)
In
t
e
r
s
e
c
t
i
o
n
Re
a
r
-
En
d
Br
o
a
d
s
i
d
e
Ru
n
Of
f
Ro
a
d
Ot
h
e
r
To
t
a
l
Pe
r
c
e
n
t
a
g
e
du
e
t
o
Sl
i
c
k
Ro
a
d
s
Ac
c
i
d
e
n
t
s
pe
r
M
i
l
l
i
o
n
Ve
h
i
c
l
e
s
En
t
e
r
i
n
g
Comments
No
r
t
h
F
r
o
n
t
a
g
e
R
o
a
d
Ar
o
s
a
R
o
a
d
0
1
3
0
4
7
5
%
Al
l
o
n
o
u
t
s
i
d
e
o
f
c
u
r
v
e
-
7
5
%
i
n
ad
v
e
r
s
e
w
e
a
t
h
e
r
We
s
t
V
a
i
l
N
o
r
t
h
Ro
u
n
d
a
b
o
u
t
14
1
9
1
1
3
5
3
4
%
2
.
5
La
r
g
e
%
o
f
a
c
c
i
d
e
n
t
s
a
t
I
-
7
0
o
f
f
ra
m
p
-
p
o
s
s
i
b
l
y
s
p
e
e
d
Bu
f
f
e
h
r
C
r
e
e
k
2
3
1
0
6
8
3
%
0
.
5
Po
s
t
O
f
f
i
c
e
1
0
2
0
0
1
2
8
3
%
Ne
a
r
l
y
a
l
l
i
n
v
o
l
v
e
o
u
t
b
o
u
n
d
ve
h
i
c
l
e
o
n
s
l
i
c
k
s
u
r
f
a
c
e
.
Li
o
n
s
R
i
d
g
e
L
o
o
p
6
2
1
0
9
4
4
%
0
.
9
Re
d
S
a
n
d
s
t
o
n
e
R
o
a
d
1
3
4
4
1
2
2
7
3
%
2
.
0
7
r
e
a
r
e
n
d
s
o
c
c
u
r
o
n
So
u
t
h
b
o
u
n
d
a
p
p
r
o
a
c
h
Ma
i
n
V
a
i
l
R
o
u
n
d
a
b
o
u
t
1
3
1
0
1
1
2
5
4
0
%
2
.
2
Vail Transportation Master Plan Update
Page 15
B. Parking
Currently, the Town owns and maintains two large parking structures in Main Vail. The Village
Structure, located east of the Main Vail interchange, provides 1300 spaces for skiers and
activity at Vail Village. During ski season, a fee is assessed to park during the day if a vehicle
stays at least an hour and a half. Employees and residents have an option of purchasing
seasonal parking passes, each providing a different set of privileges. Without a pass, an all-day
fee is currently $25.00. This structure generally fills between 50 and 70 times per season and
occasionally during summer activities (when parking is free). When full, drivers are directed to
the Lionshead Parking Structure. The Village Structure also serves as the Town’s
Transportation Center serving as a hub for a variety of bus and transportation services.
The Lionshead parking structure is located approximately one-half mile west of the Main Vail
interchange. It can accommodate 1200 vehicles. During winter season, the Lionshead Structure
generally fills only after the Village Structure fills. The structure fills an estimated 20 to 40 times
per season, and once full, vehicles are directed to parallel-park along the South Frontage Road.
An extreme peak day can sometimes see over 1000 vehicles parked along the South Frontage
Road.
The location of the parking supply within the Main Vail area (Lionshead and Vail Village) is not
entirely in alignment with the parking demand generators. The Lionshead parking structure
contains only slightly less than the Village Structure, but there is considerably more parking
demand generation in the Village area. The following illustrates the imbalance:
Village Structure
• 1300 spaces of supply
• 300,000 square feet of commercial services being served
• Approximately 55 percent of the lift capacity
• 85 percent of the skiable terrain (east of Vail Road)
Lionshead Structure
• 1200 spaces of supply
• 150,000 square feet of commercial services being served
• Approximately 45 percent of the lift capacity
• 15 percent of the skiable terrain (west of Vail Road)
The ski area is oriented easterly from the Main Vail interchange. The Vail Village parking
structure is located approximately at a central point to the ski area on the mountain. The
Lionshead parking structure is skewed to the west of the ski area. Because of their relative
locations, skiers tend to fill the Village Structure before the Lionshead Structure. General
parking demand for the Village Structure is further highlighted by the fact that there is more
commercial space nearby and that the lift usage is greater than that in Lionshead (even though
lift capacity is approximately balanced). The commercial space produces additional parking
demand by virtue of the need to accommodate these visitors who only want to shop and the
employees needed to operate the commercial activity.
Vail Transportation Master Plan Update
Page 16
Other parking areas are also provided throughout town, but most are relatively small providing up
to 15 spaces. Other locations such as Ford Park and the Soccer Fields (located east of Golden
Peak) can accommodate more vehicles, but these are restricted to permitted vehicles only.
The Town of Vail has continued to explore means of adding public parking to the supply within
the central areas of Lionshead and Vail Village. A current need of at least 400 additional spaces
has been identified by the Town in attempt to reduce the number of days that the Frontage Road
is pressed into service to accommodate overflow parking. The 400 spaces are needed to
maintain a supply accommodating 90 percent of the demand days, a Town parking objective.
This is based on many seasons of collected Frontage Road parking data. However, 1,000
additional spaces would accommodate 99 percent of the current demand days. Over the long-
term (20 years), the 1,000 spaces are estimated to accommodate 90 percent of the future
demand days. More detail with respect to further parking needs is described later in this report,
but the Town’s ultimate goal is to add 1,000 spaces for general public use to meet their 90
percent objective.
C. Transit
The Town of Vail operates a free bus service for residents and guests. The service is among the
busiest in the state serving approximately three million riders per year. It is estimated that
approximately 14 percent of Vail’s residences use the transit system as a means to commute to
work, based on 2000 census data, which ranks higher than most major metropolitan areas. The
heaviest used route is the In-Town shuttle which continuously travels between Lionshead and
Vail Village; this route makes up 60 to 70 percent of the Towns bus service ridership, and it
typically is served with five to seven buses; peak times can see 8 to 10 buses traveling along this
route depending on time of day with headways ranging from 5 to 7 minutes.
Outlying bus routes each serve a different area of Vail. The East Vail and West Vail bus routes
experience the most ridership outside the In-Town Shuttle. West Vail, having a frontage road
along the north and south side of I-70, is served by opposing loop services in which one West
Vail route runs clockwise along the South and North Frontage Road and the other runs counter-
clockwise. While these two routes have offset start times from the Transportation Center, buses
along these two opposing routes cross in the Meadow Creek/Intermountain area, and this area
receives relatively infrequent service (because two opposing buses drive by at the same time).
Most outlying areas are provided service every 15 to 20 minutes; the Meadow
Creek/Intermountain area, in which the opposing West Vail bus routes cross, experiences
service every 30 minutes, albeit with two buses. This quirk in the service is the result, in part, of
limited I-70 crossings and the need to serve both sides of I-70 with transit.
Vail Transportation Master Plan Update
Page 17
Existing Transit routes are presented in Figure 4. Other characteristics of the Town’s bus system
include:
Heavy end-of-the-day-use of the In-Town shuttle as skiers utilize this service to return to
their parked vehicle or residence.
Congestion at the Golden Peak portal; this creates delay to the In-Town shuttle. This is most
prevalent on Saturdays.
Challenges with the In-Town shuttle serving the western-most reaches of Lionshead due to
delays associated with turning left onto the Frontage Road (from East Lionshead Circle).
Outlying bus routes that serve Main and West Vail are subject to passing through the
interchanges which can add delay to the service due to traffic congestion.
West Vail routes experience overloading mostly at Timber Ridge during morning hours. The
West Vail Green route (which is clockwise) also experiences overloading in the evening
between the West Lionshead Plaza and the residential areas west of Cascades.
The East Vail bus route is overloaded during peak hours with inbound riders in the morning
peak hours and outbound riders during the afternoon peak hours.
The Transportation Center, located atop the Village Parking Structure, is at its capacity. Besides
Town routes, this Center also serves the Eagle County bus system, charter services, regional
services as well as other transportation providers. The Center also serves as a location to
switch out buses during the day and as a place for drivers to take a break. The increase in
ridership amongst all providers has maxed-out the facility’s capacity, and potential increases in
transit use in the future has the Town considering a second transportation center facility
somewhere. This is discussed in a later chapter of this report.
FELSBURGHOLT&ULLEVIGVail Transportation Services 05-168 6/9/0
8
Fi
g
u
r
e
4
Ex
i
s
t
i
n
g
V
a
i
l
B
u
s
R
o
u
t
e
s
North
=
E
a
s
t
V
a
i
l
=
G
o
l
f
C
o
u
r
s
e
=
F
o
r
d
P
a
r
k
(
W
i
n
t
e
r
O
n
l
y
)
=
I
n
-
T
o
w
n
S
h
u
t
t
l
e
=
S
a
n
d
s
t
o
n
e
=
L
i
o
n
s
r
i
d
g
e
L
o
o
p
=
W
e
s
t
V
a
i
l
L
o
o
p
,
N
o
r
t
h
t
o
S
o
u
t
h
=
W
e
s
t
V
a
i
l
L
o
o
p
,
S
o
u
t
h
t
o
N
o
r
t
h
LEGE
N
D
Vail Transportation Master Plan Update
Page 19
III. ANTICIPATED GROWTH
A. Development
As mentioned, the Town initiated this effort to ascertain the impacts of foreseen and potential
growth throughout the Vail Valley. The growth includes the following:
Development that is currently under construction,
Development that has been approved by the Town, but had not yet been constructed,
Development that has been submitted to the Town for consideration, but not yet approved,
and
Parcels of land that have the potential for redevelopment for more density.
Town staff have carefully considered parcels throughout town subject to being developed or
redeveloped. While these land uses are intended to represent year 2025 conditions, the
expectation is that much of the development and redevelopment assumed in this report will
occur within the next five years. Appendix E shows the specific details, but overall anticipated
growth can be characterized as follows:
Approximately 3000 net new residential and hotel units
Over 1500 replaced residential units
Approximately 700,000 net square feet of retail development
Areas within Town that are anticipated to experience the greatest amount of growth include the
following:
West Vail – The existing shopping center has the potential of being redeveloped to include
approximately 130,000 square feet of additional commercial space than currently exists and
a net increase of approximately 210 units. This is estimated to take place within ten years.
West Lionshead (currently referred to as Ever Vail) – This includes redeveloping the Vail
Resorts maintenance yards and relocating the South Frontage Road up against I-70.
Current plans are still evolving, but the potential exists for approximately 590 units (although
the latest proposal only includes 425), 165,000 square feet of commercial space (including
35,000 square feet of office space) and additional access to the mountain (including a new
gondola). The proposal would also include additional public parking (400 spaces). This is
estimated to take place within five years.
Timber Ridge – This is a redevelopment of an employee housing complex located on the
north side of I-70 approximately just west of the Post Office. This complex could include 325
new units and the redevelopment of another 198 units. This is estimated to take place within
five years.
Vail Transportation Master Plan Update
Page 20
Lionshead Parking Structure – The Town is currently considering to entirely replace the
Lionshead Structure with a larger structure (adding 300 more public spaces), approximately
365 units, 70,000 square feet of commercial space, and 20,000 square feet for a conference
center. This is anticipated to take place within five years.
Most of the other development considered in this report is comprised of numerous smaller
parcels, many of which are located within the Lionshead area and the Vail Village area.
B. Parking
The additional needed parking supply is based on historic parking counts (along the Frontage
Road during peak days) and on projected demands tied to growth within the region and along
the Front Range. Since the 2000-2001 ski season, the 15th highest parking day (Vail’s objective
design level) has produced anywhere from 214 to 541 number of vehicles parked along the
Frontage Road (when it is pressed into service). The annual average has ranged from 325
vehicles to 483 with an overall average of about 350 vehicles. The 10th highest day has
averaged approximately 465 vehicles of overflow parking since the 2000-2001 ski season. From
this, the Town has identified the need to establish another 400 spaces over the short-term
planning horizon. The Ever Vail development project may fulfill this need, but these additional
spaces would be west of the primary parking ”desire” locations.
Over the longer term, the expectation is that an increase in population and employment (locally,
regionally, and state-wide) will only add to the parking demands that Vail will need to
accommodate. The following describes, given rough assumptions, the nature of additional
parking demand in Vail over the long-term.
Local Skier Merchant Passes – The Town estimates that jobs within Eagle County could
approximately double by the year 2030, but that merchant pass holders may increase at a
rate less than this, say 60%. This would produce 3000 more merchant pass holders.
Assuming 30 percent use their pass on a peak day, approximately 900 new pass holder
skiers would visit Vail on a peak day. Assuming 50 percent use their car at two persons per
vehicles, an additional demand of 225 parked vehicles would be generated.
Eagle County Part Time Resident – Approximately 12,000 additional units are planned
throughout Eagle County; approximately 2000 of these will be affordable homes. Of the
other 10,000, it is estimated that 30 percent of the homes would be occupied at peak times
with an average occupancy of three people per unit. Assuming 10 to 12 percent of these
people ski at Vail and 50 percent utilize their automobile with three people per vehicle, an
additional demand of 175 parked vehicles would be generated.
Front Range Visitors – The Front Range population is projected to increase by one million
persons in the next 20 years or so, and 10 to 15 percent of this increase is estimated to be
skiers. This could add 125,000 prospective skiers to the Colorado market. Currently, a peak
day could see Vail serving 0.5 percent of this market, or the equivalent of 600 to 700
additional skiers. Assuming 95 percent reach Vail via automobile at three people per car,
this component would generate an additional demand of 200 parked vehicles.
Vail Transportation Master Plan Update
Page 21
Employees – The number of jobs within Eagle County is projected to increase significantly
by 2030. Within Vail, new development is estimated to add 3600 jobs. With 30 percent of
these employees being housed within town, 2520 employees would be out of town needing
transportation. Employees are also subject to shifts and do not work everyday. As such,
they do not generate the concentrated parking demand that other users above might.
Further, assuming 50 percent drive at two persons per vehicle, an estimated additional
parking demand of approximately 325 vehicles would be generated.
In considering the combination of the above four components, an estimated 925 spaces would
be needed to accommodate growth over the next 20 to 25 years. When adding in the 400
spaces needed to address current parking shortfalls, a total of 1325 spaces could potentially be
necessary. However, a planning level of 1000 spaces is considered appropriate when
considering:
The managing of parking may be more aggressive in the future
Some of the employee-generated parking demand may be served on-site (at the place of
employment)
A portion of the part-time residents may participate in “parking clubs”
The potential of some double counting in the four components above.
The long-term “target” of providing an additional 1000 spaces is appropriate for the Main Vail
area. Areas where this supply may be increased are described as follows:
Ever Vail Redevelopment. A range of 300 to 500 public spaces have been identified for
this area. The analysis presented herein assumes 400 public spaces (which is consistent
with current development plans). To the extent possible, the Town should pursue as much
as is reasonably possible, realizing that access to/from the Frontage Road (roundabout
intersection desired) and bus stop facilities will also be necessary.
Lionshead Structure. If this is redeveloped, a total of over 2,000 parking spaces will be
provided as part of this development. Over 600 of these spaces will be dedicated to the
development, but over 1,400 would be available for public use (a 200 to 300 space
increase). This too, along with a possible transit center, will drive the need for one or two
major intersections onto the Frontage Road, perhaps being served via a roundabout.
Ford Park. Potentially, 300 to 600 net new spaces could be provided in a structure at Ford
Park. Transit service connecting it to the Village would be necessary during winter, but the
parking could also be used for various events at the park during other times of the year.
Between these three areas, the potential exists for the Town to add far more than the minimum
400 spaces in a manner that allows the parking supply to be spread around the Main Vail area.
However, most of the new spaces would be located in Lionshead or the western side of the
Main Vail area. As mentioned, most skiers vie to access the mountain through Vail Village since
the vast majority of the ski area’s acreage is oriented to the east of the Villages. While the
additional parking supply in the Main Vail area would be a boon to the Main Vail area, it may
better serve the Main Vail area if most of the new supply was located in Vail Village rather than
Lionshead (east rather than west). A map showing parking locations in relation to other activities
is presented later in this report.
Vail Transportation Master Plan Update
Page 22
C. Inter-Relationship of the Various Modes
Clearly, a cohesive transportation system requires integration of all modes of travel. Public
parking areas, for example, naturally attract traffic and can experience heavy concentrations of
traffic depending on size and location. In addition, the parking areas are also candidates for
transit service, especially where parking areas are located away from prime uses. Because
Vail's "base" area is large and spread across multiple villages, parking areas are also spread
across the villages along the Frontage Road. So the planning for one mode affects
another; parking attracts traffic and requires frequent transit service at peak times. Areas that
can accommodate large amounts of parking are limited at Main Vail, so their locations are
somewhat predetermined. This, in turn, shapes the traffic and transit patterns and service that is
needed.
The modes are also interrelated in that roadway improvements to alleviate traffic delays and
congestion also help transit service as buses are part of the traffic mix. Also, the policy to
manage parking and skier-drop-off activity can affect traffic and transit demands and the trade-
off thereof. Vail’s Transportation and Parking Committee continuously monitor parking trends
and develop strategies to help alleviate parking problems within town. These strategies can
have an impact on how many users are willing to drive versus utilize transit or another mode. As
such, parking policy, management, and location directly impact traffic demands and transit
demands. The process is dynamic.
Traffic, transit, skier drop-off and parking, while inter-related, also need to be appropriately
planned with respect to the ski-area terrain location, access to the ski area, and proximity to the
commercial development. Future plans for Main Vail will increase commercial space as follows:
Vail Village – from 300,000 to 350,000 square feet
Lionshead Village – from 150,000 to 250,000 square feet
West Lionshead (Ever Vail) - approximately 165,000 square feet (retail and office)
In addition, West Lionshead is anticipated to be served by a new ski lift onto the mountain and
this development is being planned to accommodate skier drop-off activity, particularly for charter
buses and shuttles. Additional parking areas are possible at Ford Park, Lionshead Parking
Structure (as part of potential redevelopment), and West Lionshead. The new lift and the new
parking areas have the potential of attracting traffic to that localized area and each warrant
consideration for transit service embellishments. In essence, the addition of parking, commercial
space, and skier access to Main Vail and the fact that each of these will be more spread out
than current conditions requires embellishments to the transportation system with respect to
carrying traffic and providing transit service.
Vail Transportation Master Plan Update
Page 23
IV. PROJECTED 2025 PM PEAK HOUR TRAFFIC
CONDITIONS
A. Traffic Volume Forecasts
Projected traffic demands along the Frontage Road system are key to assessing and mitigating
future transportation conditions. As mentioned, the PM peak hour traffic is generally heavier
than the AM peak hour, with a few pattern exceptions. As such, year 2025 traffic forecasts have
focused on the PM peak hour time period for analysis, with exceptions being the Main Vail and
West Vail Roundabout Interchanges where cursory-level AM peak hour forecasts were
developed as well.
The total PM peak hour forecasts were developed with the use of a travel demand model
utilizing the TRAFFIX software package. The model was developed by estimating the amount of
additional PM peak hour trips for each development and redevelopment proposal, and then
assigning these new trips to the street system. Forecasts then resulted from the additive nature
of the new trips in combination with the existing traffic which was increased modestly (0.5% per
year) to year 2025. The AM peak hour traffic was developed by applying an approximate 35
percent flat growth factor to the existing AM peak hour; the 35 percent was based on the level of
growth resulting from the 2025 PM peak hour projections (as compared to existing traffic levels).
Table 3 shows the trip generation rates that were used, and Figure 5 shows the trip distribution
assumptions that were used in this analysis. Trip rates were based on a combination of sources
including the Institute of Transportation Engineers’ (ITE) Trip Generation and the Lionshead
Transportation Master Plan. ITE trips rates were primarily applied to development located away
from the Vail base areas. Because of the heavy transit use and the fact that much of the
development is mixed and close-in (lending itself to trips made via walking), the trip generation
rates used in this study are less than the ITE rates because the ITE data are intended for more
typical suburban settings where commuter activity is prominent. At peak times in Vail, tourist
activity is prominent. The close-in trip generation rates used in this analysis are in line with ITE’s
Recreational/Home category. Areas where the close-in residential trip rates were applied are
shown in Figure 6. A 20 percent reduction in trip generation rates was applied for the close-in
areas.
The increased retail uses within the villages were also subject to reduced trip generation rates
as compared to ITE’s shopping center category data. A PM peak hour trip reduction of 65
percent was applied due to the following reasons:
The retail and commercial activity, being located at the base of the ski area, is heavily
dependent upon people who are already in the village for skiing purposes.
There are many units located close to the new retail uses which tends to induce walking
trips rather than vehicular trips.
Many of the employees of the retail uses are typically discouraged to drive themselves to
work, in part due to the parking fee at the structures.
Provision of free transit service by the Town of Vail.
FELSBURGHOLT&ULLEVIGVail Transportation Services 05-168 6/9/0
8
Fi
g
u
r
e
5
Tr
i
p
A
s
s
i
g
n
m
e
n
t
D
i
s
t
r
i
b
u
t
i
o
n
North
=
T
r
i
p
A
s
s
i
g
n
m
e
n
t
P
e
r
c
e
n
t
a
g
e
XX
%
LE
G
E
N
D
Ford
Vail Val
l
e
y
W
.
Parking
Village C
enter R
d.
Vail Rd.
Lionshe
a
d
Parkin
g
E. Lionshead
Circle
W.LionsheadCircle E.
So
u
t
h
Fro
n
t
a
g
e
R
d
.
Safeway City Market
Buffehr Creek Rd.
Li
o
n
s
r
i
d
g
e
L
o
o
p
Red Sandstone Rd.
Ma
t
t
e
r
h
o
r
n
C
i
r
.
Timber
Ridge Rd.
W.L
i
o
n
s
h
e
a
d
Cir
c
l
e
W
.
Forest Rd.
Westha
v
e
n
D
r
.
W. Gore Crk. Dr.Chamonix Dr.
S
o
ut
h
F
ro
n
ta
g
e
R
d
.
West VailArea15%
Li
o
n
s
h
e
a
d
Pa
r
k
i
n
g
10
%
I-70 West30%
Vi
l
l
a
g
e
Pa
r
k
i
n
g
15
%
Ea
s
t
V
a
i
l
vi
a
Fr
o
n
t
a
g
e
Ro
a
d
5%
I-
7
0
E
a
s
t
25
%
70
70
FELSBURGHOLT&ULLEVIGVail Transportation Services 05-168 2/16
/
0
9
Fi
g
u
r
e
6
Re
s
i
d
e
n
t
i
a
l
“
C
l
o
s
e
-
i
n
”
A
r
e
a
s
f
o
r
T
r
i
p
G
e
n
e
r
a
t
i
o
n
North LEGEND=Ski Li
f
t
/
G
o
n
d
o
l
a
Ford
Vail Val
l
e
y
W
.
Parkin
g
Villag
e
C
e
n
t
e
r
R
d.
Vail Rd.
Lions
h
e
a
d
Parking
E. Lionshead
Circle
W.Lionshead
Circle E.
So
u
t
h
Fro
n
t
a
g
e
R
d
.
Red Sandstone Rd.W.
L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Forest Rd.
70
Vail Transportation Master Plan Update
Page 26
A cursory-level evaluation of existing retail trips was conducted by reviewing the level of traffic
turning into the structures today. During the PM peak hour, the outbound traffic contains a
significant amount of skier trips, so it is not appropriate to include these outbound traffic with
respect to gauging trip generation rates. Inbound PM peak hour traffic contains trips associated
with retail and some other uses, so while it is not 100 percent retail traffic, it does serve as an upper
limit. At the Lionshead Parking Structure,150 inbound PM peak hour trips exist current; the
Lionshead Village contains approximately 150,000 square feet of retail-related use. At the Village
Structure, 310 vehicles entered during the PM peak hour; that village contains approximately
300,000 square feet of retail/commercial. These traffic numbers represent a 45 to 50 percent
reduction in ITE shopping center trip rates if they were all retail-related, but they are not.
Other trip types that are part of the inbound movements to the structures include:
Library trips (which is open until 6:00 PM on weekends, later on weekdays)
Dobson Ice Arena trips (which typically has a full schedule including hockey events, figure
skating, lessons, and public skating)
Adventure Center trips. The Adventure Center provides other recreation including tubing,
ski biking, snowmobiling, snowshoeing, and a trampoline, and it is remains open until 9:00
PM on weekend nights.
Residential uses. Several residential complexes within the villages are not able to
adequately park their own overnight guests, so the parking structures are used instead. At
Lionshead, staff estimates that approximately 100 vehicles are parked overnight at peak
times related to selected residential uses. At the Village Structure, between 200 and 300
vehicles are parked overnight related to some of the residential uses there.
Special events. Both villages routinely host evening events such as concerts, festivals,
exhibits, and other attractions.
All of these attract trips beyond the retail/commercial attraction. As such, the true retail trip rate
is even less that the 45 to 50 reduction quoted above. As such, using rates that equate to a 65
to 70 percent reduction for the new retail development is not inconsistent with current trip-
making trends in Vail. However, using these reductions in traffic impact studies for an individual
development should be used with caution and only be done in coordination with Town staff and
CDOT.
Again, Appendix E shows the trip estimates for each of the development areas. In total, all of
the considered development could generate an additional 2,800 trips per hour during the PM
peak hour. The following summarize some of the bigger trip generators (4,350 trips per hour if
“pure” ITE trip generation rates were used).
West Vail – the net increase in square footage and residential units could generate a total of
470 additional trips during the PM peak hour. This would be above and beyond the
estimated 800 to 1000 trips per hour generated by the West Vail development today.
Timber Ridge is estimated to generate an additional 180 trips per hour during the PM peak hour.
West Lionshead (Ever Vail) has the potential of generating an additional 580 trips per hour
during the PM peak hour.
Vail Transportation Master Plan Update
Page 27
Lionshead Parking Structure redevelopment is estimated to generate 275 trips during the
PM peak hour.
The Lionshead Village area (excluding the Lionshead parking structure) is projected to
generate an additional 490 PM peak hour trips given the collective development.
The Vail Village area redevelopment is projected to generate an additional 260 PM peak hour
trips given the collective development potentials.
Table 3. Trip Generation Rates
Trip Generation Rates (per DU for Res, per 1000 SF otherwise)
ITE Vail-Remote Vail-Close In
Use Daily
PM
Peak Daily
PM
Peak Daily
PM
Peak
Residential – New 5.86 0.54 5 0.5 4 0.4
Residential – Replace NA NA 0.75 0.08 0.6 0.06
Commercial - Office 11.01 1.49 11 1.49 11 1.49
Commercial – Retail 42.94 3.75 42.94 3.75 15 1.3
Hospital 17.6 1.18 17.6 1.1 NA NA
Figure 7 shows the 2025 total PM peak hour traffic projections at the Town’s roundabout
intersections and many of the Frontage Road cross-streets. In general, future PM peak hour
traffic flows along busiest segments of the frontage roads are projected to increase an
estimated 40 to 50 percent over existing traffic flow levels at peak times. Some segments will
experience as much as a 60 to 70 percent increase. The interchanges will experience a greater
concentration in traffic with the additional trips. Major cross-streets will still include Vail Valley
Drive, both parking structure access points, and West Vail accesses (if access modifications are
not constructed). Moderately traveled cross-streets include all of the Lionshead Circles, Village
Drive, and Forest Road (given Ever Vail redevelopment and if left intact).
B. Traffic Operations
Similar to the existing conditions LOS analysis, the roundabout intersections were analyzed
for ideal conditions as well as for snow conditions using the same factors and adjustments
mentioned before. Figure 8 shows the results of the PM peak hour analyses. Noticeable
capacity deficiency highlights include:
Main Vail Interchange – The north roundabout is projected to operate at a LOS F
during the PM peak hour. The south roundabout is projected to function at LOS D, but
several approaches are expected to operate at LOS E or LOS F.
West Vail Interchange – Both roundabouts are projected to operate at LOS F during the
PM peak hour.
Vail Transportation Service 05-168 2/16/09 Safeway City Market
Buffehr Creek Rd.
L
i
o
n
s
r
i
d
g
e
L
o
o
p
Red Sandstone Rd.
Ma
t
t
e
r
h
o
r
n
C
i
r
.
Fi
g
u
r
e
7
20
2
5
P
e
a
k
H
o
u
r
T
r
a
f
f
i
c
P
r
o
j
e
c
t
i
o
n
s
North FELSBURGHOLT&ULLEVIG
MATCH
L
I
N
E
MATCH
L
I
N
E
LE
G
E
N
D
=
P
M
P
e
a
k
H
o
u
r
T
r
a
f
f
i
c
V
o
l
u
m
e
s
=
I
n
t
e
r
s
e
c
t
i
o
n
N
u
m
b
e
r
=
L
e
s
s
T
h
a
n
5
V
e
h
i
c
l
e
s
p
e
r
H
o
u
r
XX
X
XX
W.
L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Forest Rd.
Westh
a
v
e
n
D
r
.
W. Gore Crk. D
r
.
Chamonix Dr.
S
o
u
t
h
F
r
o
n
t
a
g
e
R
d.
70
Ford
Vail Valley W.
Parking
Villag
e
C
e
n
t
e
r
R
d
.
Vail Rd.
Lionsh
e
a
d
Parkin
g
E. Lionshead
Circle
W.Lionshead
Circle E.
Vail V
alley E.
So
u
t
h
F
r
o
n
t
a
g
e
R
d
.
70
12
3
5
6
7
8
9
10
11
12
13
13
12
11
10
8 765
4
4
3
1
37
5
5
30
090
140
15
33
5
80
30
5
31
5
480
70
91
0
55
57
0
37
0
540
105
15
4
0
55
95
5
10
0
90
70
730
35
570
145
4013
0
1
6
0
7
2
0
2
0
1
8
5
5
4
0
1
5
20✽20
1605
170
31596542565 42518523013015526513529022539555015015205100759
517
5
556
0
5✽5
✽415459005205 650250660110205505770100655951101056951905158021070370655510604549073052555459308510590
3
0
9
4
5
4
0
5
285
390
15
205
5
5
5
✽
3
9
5
55
1
1
5
1
0
6
0
5
10
510
5
2
15
9
3
0
4
5
7
0
5
5
5
60
50
15
457070✽1918
20
21
22
23
24
17
16
9
7
0
1
0
8
1
0
3
5
15
30
17
9
0
0
7
0
7
3
5
8
0
35
70
16
30102019510351825105 1257652057951995270456951157302065100
7
0
5
7
5
115645
21
70140
3
0
5
2
5
7
0
6
1
0
22
20
45
3
5
5
2
0
3
0
5
1
5
23
35
40
8
5
5
7
5
5
0
4
8
5
24
30
60
✽
69
0
46
0
11
5
5
13
2
0
17
7
0
11
2
0
5
5
5
5
4
5
91
0
7
4
0
1020850 13251370
FELSBURGHOLT&ULLEVIGVail Transportation Services 05-168 5/20/09
Fi
g
u
r
e
8
Ye
a
r
2
0
2
5
P
e
a
k
H
o
u
r
L
e
v
e
l
s
o
f
S
e
r
v
i
c
e
North
MATCH
L
I
N
E
MATCH
L
I
N
E
LE
G
E
N
D
=
P
M
P
e
a
k
H
o
u
r
T
r
a
f
f
i
c
V
o
l
u
m
e
s
=
A
M
P
e
a
k
H
o
u
r
T
r
a
f
f
i
c
V
o
l
u
m
e
s
(a
t
I
n
t
e
r
c
h
a
n
g
e
s
)
=
I
n
t
e
r
s
e
c
t
i
o
n
N
u
m
b
e
r
=
L
e
s
s
T
h
a
n
5
V
e
h
i
c
l
e
s
p
e
r
H
o
u
r
xXX
[x
]
70
70
NO
T
E
:
R
o
u
n
d
a
b
o
u
t
L
O
S
’
s
r
e
f
l
e
c
t
p
o
o
r
w
e
a
t
h
e
r
c
o
n
d
i
t
i
o
n
s
12
3
5
6
7
8
9
10
11
12
13
13
12
11
10
8 5
4
4
1 9
2
15
15
17
16
761918
20
21
1819 20
21
22
23
24
17
16
22
23
24
e fFCFEDAFFEDa aa
d
b
b
b
f
b
ea
ef
a
c
fd
bf
b
a
a
d
bb b
a
efe c
a
a
b
a
c
a
c
a
c
FFBB
A
c
a
eEdEE
d
D
E
F
F
F
3
Ford
Vail Valley W.
Parking
Villag
e
C
e
n
t
e
r
R
d
.
Vail Rd.
Lionsh
e
a
d
Parkin
g
E. Lionshead
Circle
W.Lionshead
Circle E.
Vail V
alley E.
So
u
t
h
F
r
o
n
t
a
g
e
R
d
.
Safeway City Market
Buffehr Creek Rd.
L
i
o
n
s
r
i
d
g
e
L
o
o
p
Red Sandstone Rd.
Ma
t
t
e
r
h
o
r
n
C
i
r
.
W.
L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Forest Rd.
Westh
a
v
e
n
D
r
.
W. Gore Crk. D
r
.
Chamonix Dr.
S
o
u
t
h
F
r
o
n
t
a
g
e
R
d.
Vail Transportation Master Plan Update
Page 30
Cross-street intersections that are projected to have a LOS F left turn movement include:
• Village Parking Structure Access
• Lionshead Parking Structure Access
• Vail Valley Drive (left FROM the Frontage Road)
Cross-street intersections that are projected to have a LOS E left turn movement include:
• West Vail commercial accesses
• East Lionshead Circle (which impacts the heavily-traveled In-Town shuttle bus
service)
• Village Center Drive
• West Lionshead Circle
LOS E and LOS F were described in Chapter Two with respect to corresponding motorist delay
levels. These poor LOS’s indicate that mobility within Vail will be severely limited during busy
times. This impacts not only private automobile users within town, but it also will have a
significant impact on the Town’s ability to provide transit service. Given poor weather conditions,
many drivers will be frustrated traveling within Vail, thereby exacerbating a visitor’s resort
experience.
In addition to intersection LOS’s, travel time estimates between Safeway and the Village
Parking Structure, as well as Safeway and the Lionshead Structure, have been developed for
the PM peak hour of projected Year 2025 conditions as follows in Table 4.
Table 4. Travel Time Comparison – Year 2025 Peak Season, PM Peak Hour
Safeway to
Village
Structure
Village
Structure to
Safeway
North
Route South
Route North
Route South
Route
Safeway to
LH
Structure
LH Structure
to Safeway
Cascade
to Red
Sandstone
Red
Sandstone
to Cascade
Existing
Ideal 5:30 6:30 6:00 8:00 5:00 5:00 5:30 5:30
Snowy 7:30 9:00 8:30 10:30 5:00 5:00 6:30 6:45
2025 (without any improvements)
Ideal 6:30 7:30 8:30 10:00 7:00 13:00 6:00 6:00
Snowy 9:00 12:30 15:00 14:00 10:00 17:00 8:45 7:15
Vail Transportation Master Plan Update
Page 31
As shown, travel time within Vail during peak times could increase by as much as 12 minutes
depending on conditions and routing. Much of the additional delay will occur at the intersections
where LOS’s are anticipated to be poor
Beyond the comparisons shown in Table 4, travel time estimates were also developed between
Cascade Village and West Vail. Given the LOS results of Figure 8 (and corresponding delays),
year 2025 snowy conditions would require 8 to 10 minutes of travel between these two areas.
These trips would experience significant travel delay incurred at the West Vail interchange
roundabouts and through turning onto the Frontage Road. The LOS worksheets are shown in
Appendix F.
In addition to the peak hour projections, daily traffic projections were developed along the
frontage roads which is shown on Figure 9. The daily traffic is shown as a means of quickly
comparing the order of magnitude changes in traffic due to growth, as well as the resulting
demands due to implementing the recommended plan (discussed later in this report).
Fi
g
u
r
e
9
Va
i
l
F
r
o
n
t
a
g
e
R
o
a
d
D
a
i
l
y
T
r
a
f
f
i
c
Du
r
i
n
g
W
i
n
t
e
r
P
e
a
k
S
e
a
s
o
n
Vail Transportation Services, 05-168, 2/1
7
/
0
9
FELSBURGHOLT&ULLEVIGNorth
Ford
Vail Valley W.
Parking
Village
C
e
n
t
e
r
R
d
.
Vail Rd.
Lionsh
e
a
d
Parkin
g
E. Lionshead
Circle
W.LionsheadCircle E.
South
F
ro
nta
ge R
d.
Safeway
City Market
Buffehr Creek Rd.
Li
o
n
s
r
i
d
g
e
L
o
o
p
Red Sandstone Rd.
Ma
t
t
e
r
h
o
r
n
C
i
r
.
Timber
Ridge Rd.
W.
L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Forest Rd.
Westh
a
v
e
n
D
r
.
W.
G
o
r
e
C
r
k
.
D
r
.
Cham
o
n
i
x
D
r
.
S
o
u
t
h
F
r
o
n
t
a
g
e
R
d
.
MATCH
L
I
N
E
MATCHLINELEGEND=Existing T
r
a
f
f
i
c
=Year 202
5
P
r
o
j
e
c
t
e
d
T
r
a
f
f
i
c
Without I
m
p
r
o
v
e
m
e
n
t
s
=Year 202
5
P
r
o
j
e
c
t
e
d
T
r
a
f
f
i
c
With Rec
o
m
m
e
n
d
e
d
S
y
s
t
e
m
Improvem
e
n
t
s
XXXX[XXXX]
49
0
0
[7
9
0
0
]
{1
2
,
5
0
0
}
19
,
6
0
0
[2
8
,
5
0
0
]
{2
7
,
8
0
0
}
14
,
1
0
0
[2
4
,
5
0
0
]
{2
3
,
3
0
0
}
98
0
0
[1
6
,
3
0
0
]
{1
8
,
0
0
0
}
76
0
0
[1
1
,
5
0
0
]
{9
5
0
0
}
10
,
0
0
0
[1
6
,
5
0
0
]
{1
8
,
5
0
0
}
72
0
0
[1
1
,
5
0
0
]
{1
1
,
0
0
0
}
12
,
0
0
0
[1
8
,
5
0
0
]
{1
4
,
0
0
0
}
10
,
7
0
0
[1
7
,
4
0
0
]
{1
3
,
5
0
0
}
82
0
0
[1
3
,
6
0
0
]
{1
7
,
0
0
0
}
18
,
7
0
0
[2
7
,
0
0
0
]
{2
3
,
0
0
0
}
Pr
o
p
o
s
e
d
n
e
w
I-
7
0
u
n
d
e
r
p
a
s
s
{XXXX}
70
70
Vail Transportation Master Plan Update
Page 33
V. IMPROVEMENT ALTERNATIVES
Based on the traffic operations presented in the previous section, improvement alternatives
were developed and analyzed relative to their impact on the critical street system components
within Town. The critical consideration areas include the following:
Main Vail Interchange
West Vail Interchange
South Frontage Road from Vail Road to Ford Park (Village Frontage)
South Frontage Road from Vail Road to Forest Road (Lionshead Frontage)
West Vail Redevelopment Area
Alternatives were identified and analyzed for each of these critical areas to determine the most
appropriate alternative (or combination of alternatives) to mitigate projected traffic demands.
A. Main Vail Interchange
Numerous peak hour traffic patterns are served by this interchange, and many are in direct
conflict with each other. The predominant PM peak hour traffic pattern consists of movements
from the Village Structure Frontage Road “leg” to the westbound I-70 on-ramp. But other
noticeably heavy patterns during the PM peak hour include movements between the Lionshead
leg and the eastbound on ramp, the westbound off ramp and the South Frontage Road (both
directions) and movements simply crossing I-70. Additionally, a major pattern during the AM
peak hour is westbound I-70 traffic exiting the freeway and turning south heading to the parking
structure. Alternatives that were considered to alleviate poor LOS’s can be categorized as either
capacity improvements, travel demand measures, or provision for alternative routes.
Tables 5 and 6 were developed to clarify the issues associated with each of the interchange’s
roundabouts during the PM peak hour. The tables show realistic improvements as well as
supplemental mitigation considerations to achieve acceptable LOS’s. Table 5 presents material
associated with the north roundabout and Table 6 presents information relative to the south
roundabout.
Vail Transportation Master Plan Update
Page 34
Table 5. Main Vail Interchange North Roundabout – Alternatives Assessment
Main Vail Interchange, North Roundabout
LOS F projected along WB off-ramp and Spraddle Creek Approach
(Snowy and Ideal Conditions) Primary Issue(s): Major traffic conflict is between NB left turn movement (to WB I-70 and
Frontage Road) and WB left turn movement from WB I-70 off-ramp.
Realistic Capacity Improvement(s):
Expand to a full two lane roundabout; add northbound approach lane
from under I-70 (possibly reversible lane); add bypass lane from
Frontage Road to WB I-70.
Supplemental Traffic Reduction Still
Needed for LOS D on otherwise poor
operating approaches(Snowy):
Still need to reduce PM peak hour forecasts by 50 to 100 vehicles per
hour, or 2 to 4 percent.
2025 Traffic Composition: 30% is from proposed development.
Potential Measure Traffic Flow Effect
(as Isolated Measure)* Relative Cost
1. Add Simba Run underpass. Total traffic reduced by 150 to 200
vph (6 to 8%).
High, but measure would provide
other benefits as well.
2. Encourage use of East Vail
Interchange
Estimated ramp traffic removed is
between 100 and 150 vph (4 to
6%).
Low; would require VMS along I-
70 and along Bighorn Road.
3.Parking Management Measures
Estimated traffic removed is
between 100 and 150 vph (3 to
5%).
Low; would impact parking
policy.
4. Express Bus Service linking West
Vail, Lionshead, and Vail Village
Estimated traffic removed is
between 50 and 100 vph (2 to
4%).
Medium.
5. Extended Skiing Hours Estimated traffic removed is
between 25 and 50 vph (1 to 2%). Low.
6. Metering of Outbound Structure
Traffic (toll booths)***
Estimated traffic removed is
between 50 and 75 vph (2 to 3%). Low; toll booths already in place.
7. Expand Regional Transit Service
(e.g. Summit County Front Range)
Estimated traffic reduction of 1%
per every three to four peak hour
bus trips.
Medium to High
Other Considerations
Mixed Use Trip Gen Reduction (WV)**
Could reduce intersection's PM
peak hour traffic by another 25
vph (1%)
Employee housing auto disincentive
(Timber Ridge)
Could reduce intersection's PM
peak hour traffic by another 25 to
50 vph (1 to 2%)
* Combining measures will reduce the effect of certain measures as some mitigation measures target the same traffic
"group".
** This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip-making.
***Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While
this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration along Town
roads. Metering this outbound flow would provide a little benefit to traffic operations.
Vail Transportation Master Plan Update
Page 35
Table 6. Main Vail Interchange South Roundabout – Alternatives Assessment
Main Vail Interchange, South Roundabout
LOS F projected along WB Frontage Road Approach and along Vail
Road approach (snowy).
Primary Issue(s): Major movement is WB right turn to under I-70 (much of which is oriented
to WB I-70). Largest conflict with this movement includes the combination
of movements onto the EB on-ramp.
Realistic Capacity Improvement(s): Incorporate second northbound lane under I-70 and re-designate WB
Frontage Road lanes to utilize it (right, through/right, and left/through).
Supplemental Traffic Reduction Still
Needed for LOS D (Snowy):
Still need to reduce PM peak hour forecasts by 50 to 100 vehicles per
hour, or 1 to 2 percent. Additional reduction may be desirable to provide
excess capacity for U-turns from/to the west (due to right-in/right-out
access restrictions nearby).
2025 Traffic Composition: 25% is from proposed development.
Potential Measure Traffic Flow Effect
(as Isolated Measure)* Relative Cost
1. Add Simba Run underpass. Total traffic reduced by 150 to 200 vph (3
to 4%).
High, but measure would
provide other benefits as
well.
2. Encourage use of East Vail
Interchange
Estimated ramp traffic removed is between
50 and 100 vph (1 to 2%). This measure
would also create some "shifts" in traffic
entering the roundabout.
Low; would require VMS
along I-70 and along
Bighorn Road.
3. Parking Management Measures Estimated traffic removed is between 125
and 200 vph (2 to 4%).
Low; would impact parking
policy.
4. Express Bus Service linking West
Vail, Lionshead, and Vail Village
Estimated traffic removed is
between 50 and 100 vph (1 to 2%). Medium.
5. Extended Skiing Hours Estimated traffic removed is between 25
and 50 vph (1%). Low.
6. Metering of Outbound Structure
Traffic (toll booths)***
Estimated traffic removed is between 100
and 150 vph (2 to 3%).
Low; toll booths already in
place.
7. Expand Regional Transit Service
(e.g. Summit County Front Range)
Estimated traffic reduction of 1% per every
three to four peak hour bus trips. Medium to High
Other Considerations
Mixed Use Trip Gen Reduction (WV)** Could reduce intersection's PM peak hour
traffic by 25 (<1%).
Employee housing auto disincentive
(Timber Ridge)
Could reduce intersection's PM peak hour
traffic by another 25 to 50 vph (1%)
Hospital Access onto Fr. Road
* Combining measures will reduce the effect of certain measures as some mitigation measures target the same
traffic "group".
** This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip-making.
***Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While
this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration along Town
roads. Metering this outbound flow would provide a little benefit to traffic operations.
Vail Transportation Master Plan Update
Page 36
Improvements that show promise for the Main Vail interchange’s PM peak hour operation
include:
Simba Run Underpass. This improvement is estimated to attract 3 to 4 percent of the traffic
passing through the south roundabout and 6 to 8 percent of the traffic traveling through the
north roundabout. The Simba Run Underpass would provide some needed relief to the Main
Vail interchange by giving local drivers another option to cross I-70. This is a relatively
expensive improvement, and the relief it provides to the Main Vail Interchange alone is
probably not enough justification for its construction. However, the Simba Run underpass
would provide other benefits such as:
Traffic congestion relief of the West Vail interchange roundabouts.
Traffic congestion relief of the Main Vail interchange roundabouts.
Increased flexibility and efficiency to provide transit service to West Vail including a potential
for a “line haul” rapid service connecting the Town’s major activity centers.
Accommodation of a trail connection to serve bicycle and pedestrian activity between areas
north and south of I-70 safely.
Improved efficiency for emergency and operations vehicles relative to response times and
plow routes.
Overall community connectivity.
Encouraging some to walk or utilize transit over driving given the underpass proximity to
residential and commercial uses.
Provides direct connectivity to Timber Ridge, an employee housing community.
Widening/enhancing the roundabouts (particularly the north roundabout) to establish
continuous double lanes carrying traffic from the Village South Frontage Road “leg” to the
I-70 West on-ramp “leg”. Signing will be crucial with this improvement to clearly guide
motorists through the interchange. The roadway below I-70 would need to be striped and
signed to clearly show two northbound lanes and one southbound lane. There is 34 feet of
width allowing for three 11-foot lanes. A potential embellishment could be the provision for
the center lane to be reversed during the AM peak hour through dynamic traffic control
planning involving temporary barriers and signs, but both roundabouts will need to be
properly designed to accommodate this potential. Providing a full four lanes under I-70
would be an ideal long-term consideration when the I-70 bridges are replaced by CDOT
(which may not be for many years given CDOT’s favorable Sufficiency Rating of these
bridges being in the low 90’s).
Alternatives that involve parking management could collectively make a difference as well.
With the Town “core” located right at the interchange and much of the public parking
associated with “core” activity (skiing, dining, shopping, etc.), the ability to manage afternoon
traffic spikes generated from the parking structures can lessen some of the concentration of
traffic experienced at the Main Vail interchange. Management could also include providing
real-time information to guests with respect to travel conditions along I-70 and/or existing the
structures. Guests may opt to stay in town longer after a day of skiing if they learn about real
time congestion problems prior to reaching their vehicle. There may be other parking policy
and/or economic consequences in applying these management techniques, but properly
managing the parking could have an impact on peak traffic demands.
Vail Transportation Master Plan Update
Page 37
Encourage use of the East Vail interchange via dynamic signing can also remove an
element of the traffic from the Main Vail interchange. The primary means of conveying
information to drivers would be via dynamic signing upon exit of the Village Parking
Structure and along westbound I-70 prior to the East Vail interchange. The one drawback of
this alternative is that it would place more traffic along the Frontage Road east of Ford Park,
but this section of Frontage Road has excess capacity as a two-lane road given that it
carries less than one-half of the traffic the other Frontage Road segments carry. This
alternative would be most effective to relieve the AM peak hour time period by intercepting
traffic arriving from Vail Pass (which is significant during the AM Period) and will be essential
to accommodating AM peak hour concentrations of traffic exiting I-70 from the east.
Intelligent Transportation System (ITS) mitigation measures should be implemented to the
extent possible to optimize existing transportation infrastructure. Providing public parking at
Ford Park would complement the notion of encouraging usage of the East Vail interchange.
Another consideration listed in Table 6, but not specifically quantified, is the modification of the
Hospital’s access. The Vail Valley Medical Center is currently served by Meadow Drive via Vail
Road. As such, nearly all of its traffic impacts the south roundabout intersection along the Vail Road
(south) leg. The Center is in the planning process to reconfigure its facility such that it might have
an access directly onto the Frontage Road west of the roundabout, across from the Municipal
Center. This would “shift” some of this facility’s traffic out of the south roundabout and off of the
south roadway “leg” which is projected to operate at a poor LOS. This scheme requires coordination
with the other nearby uses’ access points, but it could offer a small dose of traffic relief to the
heavily-used south roundabout.
B. West Vail Interchange
The predominant movements through this interchange during the PM peak hour include movements
from the North Frontage Road and from the South Frontage Road to westbound I-70. AM peak hour
traffic patterns illustrate the reflection, but the magnitude of traffic during the AM peak hour is much
less than that of the PM peak hour based on the existing counts. Part of this phenomenon is due to
the commercial activity in West Vail (north side of I-70) which is a more significant generator during
the PM peak hour than during the AM peak hour. The PM peak hour major movements all merge
within the north roundabout, and the north roundabout intersection is the most challenging
component of the interchange complex. Like the Main Vail interchange bridges, the West Vail I-70
bridges have a very high Sufficiency Rating, and CDOT is not likely to replace these any time soon.
Tables 7 and 8 show the effectiveness of various alternatives on the PM peak hour operations of
this interchange. A key improvement for this interchange is the establishment of two northbound
lanes under I-70 from the south side and maintaining two continuous lanes to westbound I-70
(through the roundabout). Like the Main Vail interchange, there is adequate width to accommodate
these (35 feet, allowing for three 11-foot lanes), but striping and signing enhancements will be
necessary to clearly convey this lane configuration to drivers. Also, the southbound Chamonix
approach into the roundabout should be widened to include two entering lanes.
The nature of the West Vail area being removed from the skiing “core” of Vail results in less
effectiveness of the travel demand measures considered in the Main Vail interchange
alternatives analysis (including managing traffic demand from the parking structures). The most
effective mitigation measure for West Vail would be the construction of a Simba Run underpass.
This improvement would remove 10 to 12 percent of the PM peak hour traffic utilizing the
interchange complex.
Vail Transportation Master Plan Update
Page 38
Table 7. West Vail Interchange North Roundabout – Alternatives Assessment
West Vail Interchange, North Roundabout
LOS F projected along WB Frontage Road Approach and LOS E along
SB Chamonix Drive approach (snowy).
Primary Issue(s): Major movement is WB left turn to under I-70, to WB I-70, and NB
approach to EB Frontage Road and onto WB I-70. Largest conflict
involves NB left turn onto WB I-70 with the left turns from WB Frontage
Road.
Realistic Capacity Improvement(s): Add northbound approach lane from under I-70. Should also add SB
Chamonix approach lane.
Supplemental Traffic Reduction Still
Needed for LOS D (Snowy):
Still need to reduce PM peak hour forecasts by 200 to 250 vehicles
per hour, or 6 to 8 percent.
2025 Traffic Composition: 21% is from proposed development.
Potential Measure Traffic Flow Effect
(as Isolated Measure)* Relative Cost
1. Add Simba Run underpass. Total traffic reduced by 400 to 450
vph (10 to 12%).
High, but measure would provide
other benefits as well.
2. Parking Management Measures
Estimated traffic removed is
between 25 to 50 vph (less than
1%)
Low; would impact parking policy.
3. Express Bus Service linking West
Vail, Lionshead, and Vail Village
Estimated traffic removed is
between 75 and 100 vph (2 to
3%).
Medium.
4. Extended Skiing Hours Estimated traffic removed is less
than 25 vph (<1%). Low.
5. Metering of Outbound Structure
Traffic (Village and LH toll
booths)***
Estimated traffic removed is
between 25 and 50 vph (1 to 2%).
Low; toll booths already in place.
Metering outbound West Vail
commercial traffic may be
beneficial.
6. Expand Regional Transit Service
(e.g. Summit County Front Range)
Estimated traffic reduction of 1%
per every three to four peak hour
bus trips.
Medium to High
Other Considerations
Mixed Use Trip Gen Reduction
(WV)**
Could reduce intersection's PM
peak hour traffic by 25 to 50 vph
(1%)
Employee housing auto disincentive
(Timber Ridge)
Could reduce intersection's PM
peak hour traffic by less than 25
vph (<1%)
Less West Vail Development
Could reduce intersection's PM
peak hour traffic by 25 vph per
10,000 SF reduction in retail.
* Combining measures will reduce the effect of certain measures as some mitigation measures target the same traffic
"group".
** This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip-making.
***Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While
this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration along Town
roads. Metering this outbound flow would provide a little benefit to traffic operations.
Vail Transportation Master Plan Update
Page 39
Table 8. West Vail Interchange South Roundabout – Alternatives Assessment
West Vail Interchange, South Roundabout
LOS F projected along EB Frontage Road Approach (relative minor)
and along EB Off-ramp (snowy). Primary Issue(s): Major movement is WB right turn to under I-70. This movement's
largest conflict includes the eastbound off-ramp left turn to under I-70.
Realistic Capacity Improvement(s): Add northbound approach lane from under I-70 (extended back to the
south roundabout)
Supplemental Traffic Reduction Still
Needed for LOS D (Snowy):
Still need to reduce PM peak hour forecasts by 100 to 150 vehicles
per hour, or 3 to 5 percent.
2025 Traffic Composition: 21% is from proposed development.
Potential Measure Traffic Flow Effect
(as Isolated Measure)* Relative Cost
1. Add Simba Run underpass. Total traffic reduced by 400 to 450
vph (14 to 16%).
High, but measure would provide
other benefits as well.
2. Parking Management Measures Estimated traffic removed is
between 25 and 50 vph (1 to 2%). Low; would impact parking policy.
3. Express Bus Service linking West
Vail, Lionshead, and Vail Village
Estimated traffic removed is
between 75 and 100 vph (3 to
4%).
Medium.
4. Extended Skiing Hours Estimated traffic removed is less
than 25 vph (<1%). Low.
5. Metering of Outbound Structure
Traffic (toll booths)***
Estimated traffic removed is
between 25 and 50 vph (1 to 2%). Low; toll booths already in place.
6. Expand Regional Transit Service
(e.g. Summit County Front Range)
Estimated traffic reduction of 1%
per every three to four peak hour
bus trips.
Medium to High
Other Considerations
Mixed Use Trip Gen Reduction
(WV)**
Could reduce intersection's PM
peak hour traffic by 25 to 50 vph
(1 to 2%)
Employee housing auto disincentive
(Timber Ridge)
Could reduce intersection's PM
peak hour traffic by less than 25
vph (<1%)
Less West Vail Development
Could reduce intersection's PM
peak hour traffic by 25 vph per
10,000 SF reduction in retail.
* Combining measures will reduce the effect of certain measures as some mitigation measures target the same traffic
"group".
** This consideration entails redeveloping the West Vail area to better balance uses and incite internal trip-making.
***Potentially, improvements in parking control equipment over time may allow for a more rapid exit flow rate. While
this will be advantageous to those attempting to exit, it will contribute to the peak traffic concentration along Town
roads. Metering this outbound flow would provide a little benefit to traffic operations.
Vail Transportation Master Plan Update
Page 40
As mentioned, the Simba Run underpass would be an expensive improvement. It would provide
some benefit to the Main Vail interchange, but it would provide far more traffic operations benefit
to the West Vail interchange. In addition, this underpass’s provision for a third crossing of I-70
provides more flexibility for transit service and bus routing as well as provision for pedestrians and
bicycles. A more detailed Simba Run Feasibility Study should be considered to fully flush out all
pros, cons, and impacts associated with this potential improvement project.
C. South Frontage Road – Vail Road to Ford Park
This stretch of the South Frontage Road is characterized as being the heaviest traveled segment
of Frontage Road in Town (just east of Vail Road) and by having heavy cross-street movements,
namely the Village Parking Structure and Vail Valley Drive (also known as Blue Cow Chute).
Further, the Vail Valley Drive intersection is characterized by a unique stop-sign configuration in
which approaches along the Frontage Road are stopped and Vail Valley Drive traffic approaching
the intersection is provided the right-of-way. This is unique in that it is the only Frontage Road
intersection in Town with this traffic control configuration. As mentioned, some of the accidents
that have occurred at this intersection appear to be caused in part by this unique configuration
and the fact that drivers traveling along the Frontage Road do not expect the need to stop. Other
intersections which exist within this stretch of roadway include bus and top-level parking access
points to the Village Structure as well as Village Center Road located just west of the Village
Structure. Much of the Frontage Road is five lanes wide, but it narrows to a two-lane section east
of Vail Valley Drive.
Numerous alternatives (and sub-alternatives) were considered to better accommodate traffic
demands along this stretch of Frontage Road. Some of the alternatives were intended to mitigate
localized deficiencies like tough-to-make left turn movements onto the Frontage Road. Others are
intended to mitigate forecasted deficiencies like traffic generated by a potential major parking area
at (or under) Ford Park. Also, the considered concepts look to alleviating some of the difficult left
turn movements from the side streets by allowing (or forcing) these drivers to turn right, travel a
short distance, and then make use of a new roundabout to u-turn back west, effectively making a
left turn onto the Frontage Road.
Table 9 shows the alternatives and intersection sensitivity LOS results for each alternative. From
the table, it can be seen that 2-lane roundabouts would function well along this stretch of the
South Frontage Road. However, this size of roundabout requires a significant amount of space
(150 feet minimum diameter). Preliminary roundabout layouts showed that this concept would not
properly fit between I-70 and the Parking Structure unless allowance was made to encroach into I-
70. Potentially, grade adjustments could be made to I-70 and/or the Frontage Road to
accommodate vertical design issues, but the horizontal encroachment of a roundabout into the I-
70 mainline would likely not be accepted by CDOT or FHWA officials. The notion of encroaching
into the “development side” of the frontage road also offers challenges by virtue of the existing
parking structure. This would not be an easy facility to move to allow for more space. Other
locations along the frontage roads have similar challenges in that the freeway constrains widening
on one side and development on the other. The development side of the frontage roads can also
pose grade challenges with respect to the served cross-street. But in light of the freeway, all
improvements along the frontage roads should not encroach beyond the “B” line of I-70.
Vail Transportation Master Plan Update
Page 41
Table 9. South Frontage Road Alternatives Analysis – East of Main Vail
Interchange – 2025 Traffic
Intersection PM Peak Hour Level of Service
Alternative Village
Center
Village
Structure
Blue
Cow
Chute
New Vail
Valley Dr.
No Action E F F na
Signal or Manual Traffic Control at Village Structure E B F na
Alt 1a- Roundabout at Vail Valley Drive E F D na
Alt 1b- Same as 1a, but make Village Structure 3/4
movement (forcing left outs to turn right and u-turn
through roundabout)
E C
F (A if 2
lane
roundab
out)
Na
Alt 1c- Same as 1a, but make Village Center Drive
3/4 movement (forcing left outs to turn right and u-
turn through roundabout)
C F
E (A if 2
lane
roundab
out)
Na
Alt 2a- One Way Vail Valley Drive with new
connection onto Frontage Road near Ford Park
(new bridge over Gore Creek with one way
eastbound circulation)
E F A F
Alt 2b- Same as 2a but with one-lane roundabout
intersection for the new one-way out intersection
near Ford Park
E F A D
Alt 3a- Roundabout at Village Structure (2-lane) E A F Na
Alt 3b- Same as 3a, but make Village Center Drive
3/4 movement (forcing left outs to turn right and u-
turn through roundabout)
C A F Na
Alt 3d- Same as 3b, but also make Vail Valley Drive
3/4 movement and add another roundabout at west
end of Ford Park to accommodate U-turns.
C A
F *
(NB right
Turn
only)
F *
(A if 2 lane
roundabo
ut)
Recommended Alternative (see below)– Ford Park
Roundabout, ¾ quarter movement of Vail Valley
Drive with Lane Addition to Ford Park, Police
Control at Village Structure Access
C B A N/A
Other considerations for this stretch of Frontage Road include:
Heavy left turn movements from the Village Structure
Unique traffic control configuration for the Frontage Road/Vail Valley Drive intersection, due in
part to the steep upward grade to the Frontage Road (and eliminating a high flow of traffic
stopped on a slick roadway approach slope).
The potential that Ford Park may be the site of additional parking supply in the future.
Vail Transportation Master Plan Update
Page 42
Given the host of considerations, constraints, and projected traffic operations, the following plan
components are recommended relative to the South Frontage Road, east of Vail Road:
Roundabout at Ford Park to serve as a means of “u-turning” (eastbound to westbound) and
to potentially serve a future parking structure.
Restrict the Vail Valley Drive to three-quarter movement (no left out) and add a continuous
right turn lane along the South Frontage Road (along the Wren’s frontage) allowing for free-
flow right turn movements from Vail Valley Drive onto the Frontage Road and extending to
Ford Park (and the new roundabout).
Provide police officer traffic control at the Village Parking Structure during the PM peak
hours on peak days of activity. This would effectively serve as a manual traffic signal (but
without lights, poles, mast arms, etc.).
Leave the Village Center Drive intersection as it exists. Drivers attempting to turn left onto
the Frontage Road at this location might experience some delay at peak times, but there is
the option to instead turn right and travel to the roundabout at Ford Park to “U-turn”. This left
turn movement is not anticipated to be heavy.
This recommended alternative creates “out of the way travel” for motorists attempting to go
westbound along the South Frontage Road from Vail Valley Drive or any other access between
Vail Valley Drive and the recommended Ford Park roundabout. Though the perception of this
additional travel time inconvenience may seem to be onerous, it is outweighed by the safety and
traffic operations improvements. The majority of accidents which occur at this intersection are
due to the odd configuration at this intersection and driver expectation. Due to the high volume
of thru movement traffic crossing the Frontage Road, requiring Frontage Rd traffic to stop, the
LOS for the Frontage Road during peak times is currently at a C and D with the future expected
to worsen to D and F. The recommended alternative improves the existing and future LOS for
the Frontage Road to an A and lowers the LOS on Vail Valley Drive from an A to a B.
The need to travel out of the way is not new to Vail. Vail is a community divided by the
interstate with only two points for crossing; and therefore today it is the norm for many motorists
to have to backtrack and drive out of the way to get from one side of the interstate to the other
(i.e. traveling from Red Sandstone area to Lionshead area). This new imposed movement at
Vail Valley Drive will be similar, yet on a much lesser scale. It may be expected to cause
frustration at first, but become the norm within time. It is estimated that the additional length of
travel is approximately 1800 feet or 60 seconds of additional travel time assuming an average
speed of 20 mph.
Options 2a and 2b consider a new traffic pattern allowing only one way traffic along Vail Valley
Drive, exiting to the east via a new bridge over Gore Creek at the east end of Ford Park. This
option minimizes the conflicts at the current Vail Valley Drive and S. Frontage Road intersection,
however these options incur far more “out of the way travel”. It is estimated that the additional
travel would be approximately 4800 feet or an additional 2 minutes and 40 seconds. These
options also require a long span bridge over Gore Creek that would double or triple the cost of
the improvements. The recommended plan is estimated to be approximately $3 million, with the
majority of these costs being burdened by any expansion of Ford Park (i.e. Parking,
Recreational or Cultural facilities).
Vail Transportation Master Plan Update
Page 43
This plan provides the benefits of:
Converting the South Frontage Road/Vail Valley Drive intersection into a more conventional
type of intersection that would provide for free flow along the Frontage Road approaches
(and a potentially safer intersection).
Alleviating the poor LOS of turning left out of the parking structure.
Providing a major access point for Ford Park to serve its activities including events and
potentially increased parking (for skiers).
D. South Frontage Road – Vail Road to West Lionshead (Ever Vail)
This stretch of roadway is also heavily traveled at peak times, especially the segment just west
of Vail Road. The major access onto this stretch of road serves the Lionshead Structure. The
cross-section of the road at the Vail Road roundabout is five lanes, but this transitions to two
lanes west of the Municipal Center (approximately 1000 feet west of Vail Road). As part of the
Lionshead Master Plan adopted by the Town in 1998, the section of frontage road west of the
Municipal Center is planned to be widened to include a westbound bike lane (also to be used for
overflow parking), a center median for left turn movements, and a continuous accel/decel
eastbound right turn lane (although two continuous westbound lanes are included as far west as
Lionshead Parking Structure). Projected traffic levels along this stretch of the South Frontage
Road are on the order of 14,000 to 15,000 vehicles per day during peak times (as was shown in
Figure 9). Between the daily traffic projections and the peak hour projections, widening of much
of the frontage road system is required as the traffic demand levels would support the need for
four or five lanes of traffic. Further, adequate width is needed to accommodate snow storage
during the winter. The planned frontage road cross-section within the Lionshead area is
discussed later in the report.
Moderately traveled cross-streets in this stretch of roadway include both West Lionshead Circle
intersections as well as East Lionshead Circle. The intersection at East Lionshead Circle is also a
critical consideration in the master planning of the Frontage Road because it serves Vail’s busiest
bus route; the In-Town shuttle. These buses are required to turn left onto the Frontage Road from
East Lionshead Circle to cover the western Lionshead area, but this can be a difficult left turn
movement to make during peak times due to heavy traffic flows along the Frontage Road.
Other considerations that play into developing a plan for this stretch of the Frontage Road
include the potential redevelopment of the West Lionshead area and associated realignment of
the Frontage Road adjacent to I-70. The Ever Vail development proposal is currently under
consideration by the Town and it includes this Frontage Road realignment. Further, the
Lionshead Parking Structure is proposed to be redeveloped to include more parking, residential
uses, commercial, and potentially community uses, as mentioned.
As part of the Ever Vail development proposal, a section of the South Frontage Road is planned
to be realigned up against I-70. Discussions between Town and CDOT staff have revealed the
need to recognize a legally established Barrier Line (B-Line) along the south side of I-70. With
the realignment and the widening of the remainder of the South Frontage Road, the ultimate
Frontage Road width cannot impede beyond the B-Line. All future planning and engineering of
the South Frontage Road expansion needs to recognize this. The north-side South Frontage
Road right-of-way line could coincide with the B-Line, but it cannot extend beyond it.
Vail Transportation Master Plan Update
Page 44
Given these considerations and all of the past planning, improvement alternatives were not
specifically considered for this stretch. Rather, the following guidance has been provided to
development planners:
West Lionshead Area (Ever Vail) – With the Frontage Road likely being realigned adjacent
to I-70 (in the Forest Road area), the potential exists to incorporate a major intersection in
the form of a roundabout. This intersection could be located such that it connects Forest
Road and West Lionshead Circle into a common intersection. Potentially, the Forest Road
leg could also be a major access for the West Lionshead redevelopment. This would help
mitigate that redevelopment’s traffic impacts and at the same time better serve the difficult
left turn movement onto the South Frontage Road from West Lionshead Circle. Two existing
intersections could be consolidated into one, served by a roundabout.
Lionshead Structure Redevelopment – If this entails a total demolition and reconstruction
of the current structure, the potential exists to combine its primary access with East
Lionshead Circle as a roundabout intersection. This design would better serve the
Lionshead Structure in terms of accommodating left turn movements onto the South
Frontage Road. This design would also better accommodate left turn movements from East
Lionshead Circle onto the Frontage Road, including In-Town shuttle bus movements. The
fact that this redevelopment entails an entire “re-do” of the facility could also lend itself to
explore grade-separating movements into or out of the parking area from/to the Frontage
Road. The exact configuration of the roundabout at the East Lionshead Circle intersection
should be defined at the time the precise redevelopment plan is considered.
Hospital Redevelopment – Specific plans are continuing to take shape for the Hospital.
The facility is currently located along West Meadow Street which provides all of its access.
The site does have frontage onto the South Frontage Road, but there are grade difference
challenges. Redevelopment plans may include the incorporation of an access onto the
South Frontage Road which would at least require an assessment of the Frontage Road
width at that location. This access would relieve traffic from Vail Road and reduce the
amount of peak hour trips entering the Main Vail Roundabout.
These concepts have been forwarded to the appropriate development design teams for possible
integration into their respective plans.
E. West Vail Redevelopment
Numerous access options were considered during the planning of the West Vail redevelopment
located on the north side of I-70 just east of the West Vail Interchange. A few alternatives that
were considered and their dispositions were as follows:
Access Chamonix Lane along the north side of the development. This concept would
rely on other intersections to access the North Frontage Road, namely Chamonix Road into
the northern leg of the West Vail roundabout and Buffehr Creek Road. However,
encouraging most of the redevelopment’s traffic onto Chamonix Lane (located along the
backside of the West Vail commercial development) will change that roadways local
character. Analysis has also revealed that focusing too much West Vail redevelopment
traffic into the roundabout via the north leg (Chamonix Road) would be problematic. As
mentioned, the two major traffic streams from the South Frontage Road and from the North
Frontage Road to I-70 west merge at this point within the roundabout creating very few gaps
for traffic entering the roundabout from the north.
Vail Transportation Master Plan Update
Page 45
A series of access points along the West Vail Frontage. This would be similar as exists
today for this center. Analysis has indicated that the South Frontage Road’s increase in
traffic over time will create greater difficulty for drivers attempting to turn left onto the South
Frontage Road. Because of this increased difficulty and the potential for increased left turn
movements onto the Frontage Road, this option was not pursued.
The option that is being recommended includes the establishment of a major access
intersection, perhaps in the form of a roundabout. A traffic signal has been raised as a
possibility for this major intersection, but the overall community has maintained that traffic
signals should not be used in Vail. The precise location of the roundabout can be made in
concert with the redevelopment program as needed. Beyond this, a right-in/right out access
could possibly be provided on either side of the roundabout intersection, subject to intersection
spacing and the closure of the existing access points. The final plan should be clearly
coordinated with redevelopment planning efforts and it would likely result in fewer access points
onto the North Frontage Road than exist today.
F. Other Improvements
Sub-sections A through E in this chapter provided analytic information for mitigation measures
for the critical sections with Vail. Beyond these, other cross-street intersection improvements
are needed as well based on the projected traffic volumes. These are described as follows:
Simba Run Underpass Roundabouts – As mentioned, there would be a benefit of providing
another crossing of I-70. Several intersection configuration options were assessed for the
Simba Run underpass intersections onto the Frontage Roads. Options included straight tee
intersections as well as an angled crossing that would favor a continuous traffic flow
between the North Frontage Road west leg and the South Frontage Road east leg (with the
two frontage Road legs “teeing” into this continuous frontage road). LOS analyses clearly
favored roundabout intersections as minor street left turn movements in the other two
options were projected to operate at a LOS F. As single-lane roundabouts, the Simba Run
intersections are projected to operate at a LOS D under snowy conditions during the PM
peak hour. While single-lane roundabouts would be appropriate, certain movements should
be provided with a by-pass lane to ensure adequate operation at peak times. These
assessments should be pursued further as part of a Simba Run underpass feasibility study.
Based on the State Highway Access Code, turn lanes should be added at the intersections
of:
• North Frontage Road/Red Sandstone Road – right turn lane and center left turn lane.
• North Frontage Road/Lionsridge Loop – center left turn lane
• North Frontage Road/Buffehr Creek – center left turn lane
Vail Transportation Master Plan Update
Page 46
One other consideration in Frontage Road improvements is the access into Red Sandstone
Elementary School. The Frontage Road is two lanes at this location, and there is a
concentration of turning movements before and after school. This condition is prevalent when
school is in session and involves bus turning activity as well as private vehicles. Because the
turning movements are fairly concentrated due to school activity, a center left turn lane should
also be considered at the school’s entrance.
G. Frontage Road Cross Section
Some of the frontage roads segments will need to be widened to accommodate higher
concentrations of traffic and other activities. The fundamental characteristics of these cross-
sections involve the following (see Figure 14):
A minimum 6’ paved shoulders along two lane sections of the Frontage Road to accommodate
adequate shoulders to meet CDOT minimum standards and to function as shared bicycle lanes.
A continuous auxiliary lane along the developed side of the roadway, where required in high
density areas, the commercial cores. This lane will serve as a continuous right-turn
acceleration and deceleration lane for high traffic access points.
A left turn lane for access points where necessary, along with raised medians in the high
density commercial core areas to provide access control and provide landscape areas for
signage, wayfinding and aesthetics.
A combined 10-foot at-grade paved shoulder/shared bicycle/overflow parallel parking lane
on the freeway side of the frontage road in the village commercial core areas. This will
provide safe accommodations for multiple uses including; break down lane, maintenance
bypass lane, bicycle lane, and for emergency overflow parking in the near term; designed
so that it may be converted into an additional thru lane if needed in the future, if traffic
warrants and overflow parking is no longer an issue. Parking on the development side of
the roadway should be prohibited as it will create sight distance problems for vehicles pulling
out of the side-streets attempting to turn onto the Frontage Road. Further, the clear zones
required along the development-side of the frontage roads to accommodate an access and
provide for some sight distance would greatly reduce the amount of parallel parking that
could be provided.
A 10’ raised and separated multi-use recreational path along the development side of the
Frontage Road.
This wide cross-section is intended to accommodate winter conditions when spill-over
parking occurs most frequently as well as summer conditions when bicycling (and not spill-
over parking) is more prevalent. Later in the report, these characteristics are “captured” as
part of a 5-lane cross-section prototype.
Vail Transportation Master Plan Update
Page 47
H. Transit
Growth within Vail, Eagle County, the “Front Range”, and Colorado as a whole will require
transit enhancements to maintain the existing percentage of transit ridership and to encourage
additional transit usage in the future. This study assumes transit usage will generally maintain
its existing levels. This is reflected in the reduction taken in the number of future trips
generated. The total number of future trip projected is 2800 per hour, this takes into account
multi-use trips as well as multi-modal uses. This is an overall 36% reduction from the standard
ITE projection of the approximately 4350 trips.
Transit enhancements can be generally be categorized as follows;
Local Transit Enhancements
• Bus Capacity – Increase number of buses and service routes
• Bus Service – Increase bus service, by reducing headways
• Shuttle services
Regional Transit Enhancements
• “Front Range” bus service
• Charter buses
• Eagle (ECO), Summit and Lake County bus service
Other Transit Mode Enhancements
• Railways (Light, High-Speed)
Transit Incentives
• Making transit
▪ Easier
▪ Faster
▪ Cheaper
The Town is currently coordinating with the I-70 PEIS, the RMRA Study, the I-70 Coalition and
the Eagle County Collaborative to consider Regional Transit Enhancements and Railways. The
Town will need to continue collaboration with these groups and provide input to process and
study.
The enhancement to Vail’s local transit can be directly implemented by the Town to increase
service levels for guests and residents.
In addition, the construction of certain roadway improvements, such as the Simba Run
underpass of I-70, provides increased routing options for Town buses. The areas of Town that
could experience the most growth, and hence the most potential for transit demand increases,
are West Vail, Timber Ridge, West Lionshead, throughout the Lionshead Village, and
throughout Vail Village. Realizing all of this, options for service could include the following:
Vail Transportation Master Plan Update
Page 48
Establishment of a ”line-haul” service entailing the routing of buses between the West Vail
commercial center, Timber Ridge, West Lionshead, Lionshead, and the Village (and
possibly Ford Park). The Simba Run Underpass would be key for this service, and then the
complementary bus routes would “feed” those riders to the Line Haul route, thus providing
those who reside away from the Line Haul route.
Service to West Vail and to outlying areas north of I-70 could be focused around a new
transit center at Lionshead. As mentioned, the Village Transportation Center is at its
capacity, and the Town is pursuing another site within Lionshead as a means of relief. The
Lionshead Transit Center could be that site in which the Sandstone route, the Lionsridge
Loop route, and potential opposing-loop West Vail routes are based. Riders served by these
routes destined to the Village or Golden Peak could transfer to the In-Town shuttle at the
Lionshead Transportation Center. To supplement the additional demand placed on the In-
Town Shuttle, a high frequency express route could be provided connecting the two
transportation centers as well as West Lionshead given the parking and new ski lift planned
in that area; this could effectively be referred to as a Village Express route.
With the possibility of four bus routes terminating at the Lionshead Transportation Center
rather than the Village Transportation Center and with the potential for significant parking
supply taking place at Ford Park, supplemental service to the already heavily used In-Town
Shuttle makes sense. During the day, the In-Town shuttle could run from the Lionshead Mall
(on the southwest corner of the Lionshead Parking Structure) to Golden Peak. In addition, a
separate “extension” shuttle service between Ford Park and Golden Peak could be provided
given the potential of additional parking spaces that may be provided at Ford Park. An
“extension” service route could also be provided at the west end connecting West Lionshead
(Ever Vail) to the Lionshead Mall. In the evening, both of these “extension” services could be
discontinued, and the routing of the In-Town shuttle could be extended from West
Lionshead to Ford Park. Golden Peak could be served via the golf course route in the
evening.
Without the Simba Run underpass, transit service within Vail will continue to be similar as it
exists today; there is limited routing flexibility in serving future demands. A line-haul system is
not possible without omitting at least one of the major interstate crossing bottlenecks and adding
travel time by forcing buses to pass through interchanges. The Lionshead Transportation Center
would be more effective with the Simba Run underpass as the Center would be better suited to
serve West Vail, both sides of I-70. The better suited that the Lionshead Transportation Center
can be, the more relief it can provide to the Village Transportation Center. A Simba Run
feasibility study should be pursued to better understand the pros and cons of this improvement,
but one advantage includes the synergy it helps build with a new Transportation Center at
Lionshead.
There will be a genuine need to establish a transportation center in Lionshead. Today,
Lionshead is a major hub including a gondola and ski lift, a major parking structure, and tourist-
oriented commercial space, and condominium units. Recent redevelopment such as the
Arrabelle and planned redevelopment, as described in the Lionshead Master Plan and
contemplated redevelopment at the Lionshead Parking Structure will establish Lionshead as a
near equal rival to the activity in Vail Village. Currently, the Lionshead Village area is
anticipated to see approximately 1500 net new units and 290,000 additional square feet of non-
residential development given current plans. With the potential to construct a new underpass of
I-70 at Simba Run, a Lionshead Transportation Center will be in a much better position than
the VTC to serve as the ski-area access hub for western Vail with respect to transit; the
Vail Transportation Master Plan Update
Page 49
synergy that could be developed by a Lionshead transit center and the Simba Run Underpass
together will be an extraordinary enhancement to transit service in West Vail
A Lionshead Transportation Center will also provide needed redundancy to VTC. Today, it is
not uncommon for the VTC to experience more buses on-site than bus-spaces. The VTC is also
a designated area for bus drivers to take a break. Regulations require drivers to park their
vehicle and rest at minimum specified intervals, and the VTC has historically served in this
capacity. Vail is ideal for ECO service driver breaks given that Vail is the terminus of many
ECO routes. With the potential of more service, regionally and locally, there will be greater
demand for a dedicated driver break area. The VTC will not be able to accommodate all
services, all routes, and all driver break activity in the future. Another means is necessary to
relieve the VTC; a Lionshead Transportation Center would be able to provide this relief to the
VTC. So, the need for a Lionshead Transportation Center is driven by:
The need to provide a high level of transit service to a dense area of activity within Vail.
The intent to leverage the future Simba Run underpass to vastly improve the nature of
transit service connecting western Vail to Central Vail.
The need to relieve the VTC of some of its transit-related demands with respect to regional
routes and driver break areas.
The need to “clean up” significant conflicts which occur at the Lionshead Mall/Lionshead
Parking Structure entry area, particularly with pedestrian activity.
The desire to better accommodate hotel shuttles.
The desire to better establish an official, organized skier drop off area.
The Town may also want to explore the possibility of using different sized buses. Some routes
clearly experience major spikes in demand that might be better served with higher-capacity
buses. Increased frequency could also be a consideration, but too many buses along a
particular route eventually results in dimensioning returns and becomes a waste of resources.
With an additional Transportation Center at Lionshead and an additional means of crossing I-70
(Simba Run Underpass), there are numerous options for the Town. As is the case today, routing
will be dynamic and adjustments will need to be made every season in response to changing
conditions within the Town.
The Eagle County bus system (ECO) would also make use of the Lionshead Transportation
Center. It is anticipated that demand served by ECO will grow in the future given the strong
potential for growth Down Valley within Eagle County. Potential routing of this service within Vail
could also be enhanced with a Simba Run underpass.
Vail Transportation Master Plan Update
Page 50
I. Parking
Currently, the town-owned Village Structure and the Lionshead Structure provide 2500 total
spaces of public parking. Ford Park offers parking for an additional 250 vehicles during ski
season supplemented with transit service to the Village; this parking is restricted to permitted
vehicles only. As previously mentioned, the Town has set a goal to establish 400 additional
public parking spaces for the near-term planning horizon and a total of 1000 additional public
parking spaces for the long-term. These objectives are based on parking demand projections
completed in 2001 that include a reduction of 44 to 48 percent for parking need due to
carpooling and transit usage and also based on winter season parking data relative to the
frequency of using the Frontage Road to serve overflow parking demands. The additional
parking is intended to reduce how often the Town’s supply is exceeded. Frontage Road parking
statistics are collected nearly every time the Frontage Road is pressed into service. The Town
has established an objective to accommodate the 90th percentile design day, which is
approximately equal to the 15th busiest day during winter ski season; the 400 and 1000 space
increase would meet this goal for the short-term and long-term time-frames, respectively.
Location options to place the increased parking supply include the following:
West Lionshead (Ever Vail) as part of that area’s redevelopment. Between 300 and 500
additional public parking spaces are being considered as part of the West Lionshead plan
(beyond parking to be dedicated to development uses). In association with this and the new
lift planned for West Lionshead is the potential for a roundabout intersection onto the
Frontage Road and transit facilities.
Lionshead Structure as part of its possible redevelopment. The redevelopment of the
Lionshead Structure could incorporate an additional 200 to 300 public spaces for public use
(beyond the parking needed to support the proposed uses).
Ford Park - Preliminary study conducted by the Town has yielded the possibility of adding
300 to 600 spaces at Ford Park, likely below the playing fields. The potential of constructing
a roundabout at Ford Park would support the additional of parking in this area relative to
access onto the Frontage Road, and transit service providing connectivity to the Village
would be necessary to support this concept. Besides serving parking demands during ski
season, the provision of parking at Ford Park would support event activity during the
summer.
The future location of the parking supply within the Main Vail area (Lionshead and Vail Village)
may remain a bit out of alignment with the parking demand generators. If the development and
redevelopment of Vail comes to fruition as described in this report, there will be a bit of a
mismatch with respect to the placement of the parking versus the demand for the parking.
Figure 10 illustrates the imbalance.
As mentioned, the ski area is oriented easterly from the Main Vail interchange. The Vail Village
parking structure is approximately located at a central point to the ski area on the mountain. The
Lionshead parking structure is skewed to the west of the ski area, and the West Lionshead
(Ever Vail) is skewed to the west even more-so. Because of their relative locations, skiers tend
to fill the Village Structure before the Lionshead Structure.
FELSBURGHOLT&ULLEVIGVail Transportation Services 05-168 2/16
/
0
9
Fi
g
u
r
e
1
0
Ce
n
t
r
a
l
V
a
i
l
P
a
r
k
i
n
g
I
m
b
a
l
a
n
c
e
-
B
u
i
l
d
o
u
t
North
20
0
0
t
o
2
3
0
0
s
p
a
c
e
s
35
0
,
0
0
0
15
%
51
%
LI
O
N
S
H
E
A
D
V
I
L
L
A
G
E
Pa
r
k
i
n
g
Co
m
m
e
r
c
i
a
l
S
F
Sk
i
a
b
l
e
T
e
r
r
a
i
n
Li
f
t
C
a
p
a
c
i
t
y
16
0
0
t
o
1
9
0
0
s
p
a
c
e
s
35
0
,
0
0
0
85
%
49
%
VA
I
L
V
I
L
L
A
G
E
LEGEND=Existin
g
P
u
b
l
i
c
P
a
r
k
i
n
g
S
p
a
c
e
s
=Additi
o
n
a
l
P
a
r
k
i
n
g
s
p
a
c
e
s
P
r
o
p
o
s
e
d
xxx-xxxXXXX
Ford
Vail Val
l
e
y
W
.
Parkin
g
Villag
e
C
e
n
t
e
r
R
d.
Vail Rd.
Lions
h
e
a
d
Parking
E. Lionshead
Circle
W.Lionshead
Circle E.
So
u
t
h
Fro
n
t
a
g
e
R
d
.
Red Sandstone Rd.W.
L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Forest Rd.300-500
15
0
0
20
0
-
3
0
0
30
0
-
6
0
0
13
0
0
70
Vail Transportation Master Plan Update
Page 52
Additional parking provided in the Main Vail area would better serve the Town if it can be
located to the east. However, the location of parking must also be balanced with site
opportunities to provide it. Currently, the most promising opportunities to gain parking supply is
via the Lionshead Parking Structure redevelopment, Ever Vail and Ford Park. Two of these
three are located to the west, a bit aside from the skiable terrain. While the Town should look to
capitalize on these opportunities, the Town should also pursue parking opportunities in the
eastern area of Main Vail to better balance supply and demand locations. An improved balance
translates into less travel within and between the Vail areas (much of which would need to be
served by transit service). The provision of additional parking supply in the eastern reaches of
Central Vail would also support a travel demand recommendation that entails encouraging
usage of the East Vail interchange and the Main Vail interchange (discussed more later in
report).
Vail Transportation Master Plan Update
Page 53
VI. FRONTAGE ROAD ACCESS MANAGEMENT PLAN
As the Town’s Transportation Plan was being developed through this process, CDOT and the
Town agreed to develop an Access Management Plan (AMP) for the North and the South
Frontage Road. The AMP will serve as a planning tool for CDOT and for the Town in that it
defines allowable access from which proposed development can plan. The AMP is a document
that CDOT and Town staff agree to in principal; it is not subject to a formal IGA and agency
adoption.
The plan is intended to show the long-term access onto the Frontage Roads. It is NOT the intent
to use the plan as a means of closing access to an existing thriving use. Rather, the plan is used
as a framework for new development and redevelopment of properties or possibly when a
frontage road construction project (like widening takes place). If development or redevelopment
does not occur, then access will continue as it exists today, barring a safety issue. Further, the
access locations are not meant to be precise. The plan shows potential access locations that are
plus/minus 50 feet or so, and shifts larger than this might be possible as well.
Besides showing access onto the roadway, the plan also shows each parcel’s access if it is not
onto the Frontage Road. Examples of this include a parcel accessing a cross-street (rather than
the frontage road) or gaining access through an adjacent parcel. Further, the AMP is based on
the assumption that individual parcels will remain under individual ownership. In the event that a
development plan incorporates numerous individual parcels as part of a common proposal, then
the access scheme needs to be carefully evaluated and could be different than what the AMP
shows.
The AMP is shown in Appendix I and it recognizes the elements of the plan that have been
described to this point. Many of the existing access points are recognized in the plan. The most
notable intersection/access change is the Simba Run underpass of I-70. This will create two major
intersections onto the frontage road system. Other areas of anticipated change include the
following:
A new access to serve the Vail Valley Medical Center is shown along the South Frontage
Road approximately 900 feet west of Vail Road. Additional coordinating with the Medical
Center may be needed as their plans continue to evolve. Potential access consolidation
should be pursued.
The redevelopment of the Lionshead Parking Structure will alter the access for this site.
Specifically, a “front door” access is being proposed as well as a major access to the parking
area at approximately the current location. One the major differences is that the parking
access may include a grade-separated ramp for the westbound left turn in movement. A
planned roundabout at the East Lionshead Circle intersection onto the South Frontage Road
will also serve access needs for this redevelopment.
West Vail commercial uses are potential candidates for redevelopment at the future time.
However, a master plan has not been finalized and there are numerous land owners in this
area that still need to coordinate. However, the AMP is showing a roundabout access and
additional partial movement accesses. This would eliminate other access points along the
North Frontage Road.
Vail Transportation Master Plan Update
Page 54
Timber Ridge is a planned affordable housing project located along the North Frontage
Road approximately equidistant between Lions Ridge Loop and Buffehr Creek Road. Its
potential access scheme includes two accesses onto the Frontage Road.
It should further be noted that the Ever Vail development proposal is being proposed by the
Town. Located in Lionshead at Forest Road, the Ever Vail development includes relocating the
South Frontage Road up against I-70. This will require a modification to the AMP.
Vail Transportation Master Plan Update
Page 55
VII. RECOMMENDED TRANSPORTATION PLAN
From the analysis shown in the previous chapters, a Town Transportation Plan has been
developed and is presented in this chapter. The Plan is comprised of several elements
including:
Roadway Improvements
Parking
Transit
Travel Demand Management Considerations
Access Management Plan
Cost Estimates and Potential Funding Sources
A. Roadway Improvements
Figure 11 conceptually shows recommended roadway improvements needed to accommodate
travel demands within the Main Vail area and Figure 12 conceptually presents improvements
that would be planned for West Vail. The major components include the following:
1. The Simba Run Underpass
This is a critical component to serve Vail’s traffic needs in that it provides some relief to the Main
Vail Interchange and a fair amount of relief to the West Vail interchange. Additional benefits
realized from this improvement include the provision for an additional pedestrian crossing of I-70
and a dramatic increase in bus routing flexibility within Town.
This underpass of I-70 will greatly improve mobility within Vail and it benefits all modes of travel.
Traffic-wise, this improvement will provide moderate relief to the Main Vail interchange
approximately improving operations by one-half a LOS (some approaches more than others).
It’s most significant traffic operations benefit is realized at the West Vail Interchange in which
peak hour operations have the potential of improving by up to two Levels of Service at peak
times. The grade-separation of I-70 will provide for crossing capability without relying on the
interchanges where traffic concentrations occur due to I-70 access. This underpass is
anticipated to reduce traffic by approximately five percent and 12 percent, respectively, at the
Main Vail and West Vail interchanges. Further, the increased ease of crossing I-70 would
reduce total travel along the Frontage Road system.
Fi
g
u
r
e
1
1
Re
c
o
m
m
e
n
d
e
d
F
r
o
n
t
a
g
e
R
o
a
d
I
m
p
r
o
v
e
m
e
n
t
s
P
l
a
n
-
Ce
n
t
r
a
l
V
a
i
l
Vail Transportation Services 05-168 2/16
/
0
9
FELSBURGHOLT&ULLEVIGNorthCombine Forest Road
&
W
.
L
H
C
i
r
c
l
e
with Ever Vail Redevel
o
p
m
e
n
t
a
n
d
construct roundabout.
Wi
d
e
n
F
r
o
n
t
a
g
e
R
o
a
d
t
o
i
n
c
l
u
d
e
me
d
i
a
n
l
a
n
e
a
n
d
c
o
n
t
i
n
u
o
u
s
E
B
Ac
c
e
l
/
D
e
c
e
l
l
a
n
e
.
Ex
p
l
o
r
e
c
o
m
b
i
n
i
n
g
E
.
L
H
C
i
r
c
l
e
wi
t
h
r
e
d
e
v
e
l
o
p
m
e
n
t
a
c
c
e
s
s
;
po
s
s
i
b
l
e
r
o
u
n
d
a
b
o
u
t
.
Co
n
v
e
r
t
t
o
3
/
4
mo
v
e
m
e
n
t
.
Co
n
s
t
r
u
c
t
n
e
w
ro
u
n
d
a
b
o
u
t
a
t
Fo
r
d
P
a
r
k
.
Fu
t
u
r
e
a
c
c
e
s
s
t
o
Fo
r
d
P
a
r
k
.
Ad
d
r
i
g
h
t
t
u
r
n
Ac
c
e
l
/
D
e
c
e
l
l
a
n
e
Construct Simba Rununderpass of I-70 withroundabout intersectionof frontage roads.
Al
i
g
n
a
n
d
r
e
d
u
c
e
a
c
c
e
s
s
as
a
p
p
r
o
p
r
i
a
t
e
.
Cl
e
a
r
l
y
d
e
s
i
g
n
a
t
e
t
u
r
n
l
a
n
e
as
s
i
g
n
m
e
n
t
s
a
l
o
n
g
w
e
s
t
b
o
u
n
d
ap
p
r
o
a
c
h
.
Ex
p
a
n
d
Ro
u
n
d
a
b
o
u
t
Note: Travel demand mana
g
e
m
e
n
t
m
e
a
s
u
r
e
s
a
l
s
o
need to be incorpora
t
e
d
i
n
t
o
t
h
e
p
l
a
n
.
O
f
significance in the ne
e
d
t
o
e
n
c
o
u
r
a
g
e
I
-
7
0
traffic coming from the
e
a
s
t
t
o
e
x
i
t
a
t
E
a
s
t
V
a
i
l
rather than the MainV
a
i
l
i
n
t
e
r
c
h
a
n
g
e
d
u
r
i
n
g
the AM peak hour.
Po
s
s
i
b
l
e
S
i
g
n
a
l
,
O
f
f
i
c
e
r
Co
n
t
r
o
l
o
r
o
t
h
e
r
t
r
a
f
f
i
c
co
n
t
r
o
l
d
e
v
i
c
e
.
Po
s
s
i
b
l
e
S
i
g
n
a
l
,
Of
f
i
c
e
r
C
o
n
t
r
o
l
o
r
o
t
h
e
r
tr
a
f
f
i
c
c
o
n
t
r
o
l
d
e
v
i
c
e
.
Se
e
A
c
c
e
s
s
M
a
n
a
g
e
m
e
n
t
P
l
a
n
fo
r
s
p
e
c
i
f
i
c
s
o
n
a
c
c
e
s
s
p
o
i
n
t
s
W.
L
H
C
i
r
.
Fores
t
R
d
.
E. LH
C
i
r
.
L
H
S
t
r
u
c
t
u
r
e
Vail Rd.
Villa
g
e
Stru
c
t
u
r
e
Vill
a
g
e
Cen
t
e
r
Driv
e
Vail Valley
Drive
RelocateFrontage Rd.
Re
-
s
t
r
i
p
e
f
o
r
2
N
B
l
a
n
e
s
S
o
u
t
h
F
r
o
n
t
a
g
e
R
d
.
No
r
t
h
F
r
o
n
t
a
g
e
R
d
.
Chamonix
L
ane
BuffehrCreek Road
We
s
t
V
a
i
l
Pl
a
n
n
i
n
g
A
r
e
a
North FELSBURGHOLT&ULLEVIGVail Transportation Services - Enviromen
t
a
l
S
t
u
d
y
,
0
5
-
1
6
8
,
0
2
/
1
6
/
0
9
Fi
g
u
r
e
1
2
Re
c
o
m
m
e
n
d
e
d
F
r
o
n
t
a
g
e
R
o
a
d
I
m
p
r
o
v
e
m
e
n
t
s
P
l
a
n
-
We
s
t
V
a
i
l
(N
o
p
u
b
l
i
c
r
o
a
d
th
r
o
u
g
h
P
l
a
n
n
i
n
g
A
r
e
a
)
70
70
Of
f
-
s
i
t
e
i
m
p
r
o
v
e
m
e
n
t
;
Co
n
s
t
r
u
c
t
S
i
m
b
a
R
u
n
un
d
e
r
p
a
s
s
.
Add second S
B
approach lane
.
Re
s
t
r
i
p
e
f
o
r
2
N
B
l
a
n
e
s
un
d
e
r
I
-
7
0
.
Pr
o
v
i
d
e
p
r
i
m
a
r
y
f
u
l
l
-
m
o
v
e
m
e
n
t
ac
c
e
s
s
;
e
i
t
h
e
r
a
r
o
u
n
d
a
b
o
u
t
or
a
t
r
a
f
f
i
c
s
i
g
n
a
l
.
Se
e
A
c
c
e
s
s
M
a
n
a
g
e
m
e
n
t
P
l
a
n
fo
r
s
p
e
c
i
f
i
c
s
o
n
a
c
c
e
s
s
p
o
i
n
t
s
Vail Transportation Master Plan Update
Page 58
Transit-wise, the Simba Run underpass would provide an excellent opportunity to enhance
service and increase efficiency. The areas served by the West Vail routes are awkward given
major origins and destinations along both sides of I-70. Buses, like all traffic, are forced to cross
I-70 at the Main Vail and the West Vail interchanges, and the circular routing through town is
cumbersome. The underpass would allow for a host of route revisions resulting in far fewer
vehicle-miles of bus travel required for service level (or better). With major activity centers
possible along the North Frontage Road west of the new underpass as well as along the South
Frontage Road east of the new underpass, the potential exists to establish a “spine” or line-
haul” service connecting all of these centers. Other routes within town would then “feed” into the
line-haul service.
Pedestrian-wise, the Simba Run underpass would provide a crucial link between the north and
south sides of I-70. Pedestrian activity has been known to take place across I-70 at-grade near
the Simba Run location. It is an extremely unsafe situation when pedestrians are crossing the
high-speed freeway. Fencing barrier exists along both sides of I-70, but openings in the fences
are often created (illegally) allowing pedestrian activity to cross the interstate. The Simba Run
underpass would mitigate this issue. Further, the Simba Run underpass would provide an
excellent means for bicyclists to cross I-70, allowing riders an alternative to pedaling through the
roundabout interchanges. The crossing could reduce bicycle/pedestrian travel by as much as
four miles (depending on the specific origin/destination along either side of I-70).
The one drawback of the Simba Run underpass is it’s expense. This is the most costly element
in the Transportation Plan. However, it is also an improvement that provides a significant level
of benefit to the Town’s mobility for all modes of travel. As a next step, the Town should
undertake a more detailed feasibility study to fully appreciate the impacts, costs, benefits, and
potentially identify a means of funding. A schematic layout of the Simba Run underpass is
shown as part of Appendix H.
2. Main Vail Interchange Roundabout Enhancements.
The key enhancement at this interchange is to establish two continuous lanes from the east leg
of the South Frontage Road to the I-70 west on-ramp. Signing, striping for two northbound lanes
under I-70, and enlargement of the north roundabout are the primary elements to this
improvement. These improvements would greatly alleviate poor Levels of Service improving the
overall LOS to LOS E from LOS F during snowy conditions. This improvement alone is not
adequate to mitigate traffic impacts, but it serves as a piece of the ultimate transportation plan in
attempt to achieve acceptable conditions at this interchange.
3. West Vail Interchange Roundabout Enhancements
These improvements include establishing two northbound lanes under I-70 and entering the
north roundabout. Also, a desirable improvement addition to this includes adding a second
southbound entry lane along Chamonix Road subject to acquiring right-of-way. These
improvements would help alleviate poor Levels of Service (improving to LOS E from LOS F
during snowy conditions) for the westbound North Frontage Road approach along the south
roundabout and the westbound off-ramp approach at the north roundabout as well as the
southbound Chamonix approach into the north roundabout. These improvements alone are not
adequate to mitigate traffic impacts given future traffic demands, but they serve as a piece of
the ultimate transportation plan an in attempt to achieve acceptable conditions.
Vail Transportation Master Plan Update
Page 59
4. Other Frontage Road Roundabouts
Roundabouts should be constructed at strategic cross-street locations where volumes are
relatively high and poor minor-street left-turn movements level of service are projected (if left under
stop-sign control). The roundabouts alleviate the poor left-turn operations. Locations include:
Ford Park (in association with parking additions)
Lionshead Parking Structure redevelopment
West Lionshead redevelopment (Ever Vail)
Simba Run Underpass (both intersections, one onto the North Frontage Road and one onto the
South Frontage Road)
West Vail commercial redevelopment
These roundabouts should be adequate with one circulating lane provided that bypass lanes are
provided to serve the heavier movements.
5. Roadway Widening
Roadway widening is also needed at selected locations to accommodate projected volumes and/or
improve safety. Locations include:
Vail Valley Drive to Ford Park - This widening, to a 4-lane section, entails adding a second
eastbound lane and is in conjunction with the three-quarter movement restriction at South
Frontage Road/Vail Valley Drive and the roundabout at Ford Park.
Municipal Center to West Lionshead – This widening, to a 5-lane section, is consistent with
current plans by the Town and would better tie Lionshead activity areas with the Main Vail
interchange.
Turn-lane additions at North Frontage Road/Buffehr Creek Road, North Frontage Road/
Lionsridge Loop, and North Frontage Road/Red Sandstone Road. Turn lane additions may
also be appropriate at development accesses pending the development’s precise nature.
Timber Ridge may be one example. Also, there is a need for a left turn lane at the Red
Sandstone Elementary School. As part of these improvements, it may be desirable to
incorporate raised islands for reasons of aesthetics.
Shoulder widening along existing/future 2-lane sections of Frontage Road should occur to
bring the Frontage Road up to current CDOT safety standards and provide for a shared bicycle
lane.
Given the improvements presented as part of this plan, intersection levels of service should be at
acceptable levels.
Figure 13 shows a color-coded map of the frontage road system symbolizing general widening
needs based on a number of considerations and Figure 14 shows the prototypical cross-section of
each. Traffic loading was one such consideration in which sections anticipated to serve less than
12,000 vpd were prime candidates to be left as two lanes with cross-street/drive way turn lanes at
necessary. Four lane roads were identified as those of segments serving volumes greater than
12,000 vpd and/or needing additional width to accommodate short sections of additional lanes. An
example of this includes the South Frontage Road segment between Vail Valley Drive and Fort
Park, where an additional auxiliary lane is provided. The five-lane cross-section is intended for the
highest traveled segments in Town where there is also other activity, like the need to provide
Vail Transportation Master Plan Update
Page 60
overflow parking and the need to accommodate relatively high cross-street traffic loadings. The
five-lane category is intended for the segments adjacent to the active Lionshead and Vail Village
areas. Figure 15 shows the projected PM peak hour traffic given the recommended plan
improvements, and Figure 16 shows the corresponding LOS results, LOS worksheets are shown
in Appendix G, and all improvements are schematically shown in Appendix H.
Table 10 shows a summary of the LOS changes for the interchange intersections given the growth
to 2025 and growth with recommended improvements. The table shows that the interchanges
would be congested with the anticipated growth, but that implementing the recommended
improvements plan would help alleviate much of it.
Table 10. Vail Interchange PM Peak Hour Levels of Service (LOS)
Scenario
Main Vail
North
Main
Vail
South
West
Vail
North
West
Vail
South
Existing (Ideal)
Existing (Snow)
B
B
A
A
B
B
B
C
2025 Do Nothing (Ideal)
2025 Do Nothing (Snow)
F
F
B
D
C
F
F
F
2025 w/Improvements (Ideal)
2025 w/Improvements (Snow)
B
D
B
D
B
C
B
D
Fi
g
u
r
e
1
3
Va
i
l
F
r
o
n
t
a
g
e
R
o
a
d
L
a
n
e
a
g
e
Vail Transportation Services, 05-168, 2/1
6
/
0
9
FELSBURGHOLT&ULLEVIGNorth
Ford
Vail Valley W.
Parking
Village
C
e
n
t
e
r
R
d
.
Vail Rd.
Lionsh
e
a
d
Parkin
g
E. Lionshead
Circle
W.LionsheadCircle E.
South
F
ro
nta
ge R
d.
Safeway
City Market
Buffehr Creek Rd.
Li
o
n
s
r
i
d
g
e
L
o
o
p
Red Sandstone Rd.
Ma
t
t
e
r
h
o
r
n
C
i
r
.
Timber
Ridge Rd.
W.L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Westh
a
v
e
n
D
r
.
W.
G
o
r
e
C
r
k
.
D
r
.
Cham
o
n
i
x
D
r
.
S
o
u
t
h
F
r
o
n
t
a
g
e
R
d
.
MATCH
L
I
N
E
MATCHLINE
Fore
s
t
R
d
.
LEGEND=Two-Lane
C
r
o
s
s
S
e
c
t
i
o
n
=Four-Lan
e
C
r
o
s
s
S
e
c
t
i
o
n
=Five-Lan
e
C
r
o
s
s
S
e
c
t
i
o
n
NOTE: See cross section de
t
a
i
l
s
i
n
s
u
b
s
e
q
u
e
n
t
f
i
g
u
r
e
.
All access and intersection
s
a
r
e
s
u
b
j
e
c
t
t
o
a
d
d
i
t
i
o
n
a
l
accel/decel lanes pending d
e
v
e
l
o
p
m
e
n
t
a
n
d
State Highway Access Cod
e
c
r
i
t
e
r
i
a
.
70
70
5-LANE CROSS-SECTION
4-LANE CROSS-SECTION
2-LANE CROSS-SECTION
FELSBURG
HOLT&
ULLEVIG
Vail Frontage Road Cross Sections
Figure 14
NOTE: All cross sections are subject to additional laneage with
respect to turn lanes. Some adjustment may be necessary for
certain locations.
Vail Transportation Services, 05-168, 2/16/09
FHU
FHU
6'
Parking/
Bike Lane
4'
Shldr.
16' Turn Lane & Median13' Lane14' Accel/Decl Lane
or Through Lane
10' Bike Path
FHU
10'
Walk
12' Lane16' Lane
or Median
12' Lane12' Lane
12' Lane
FHU
12' Lane12' Lane6'
Shoulder/Bike
6'
Shoulder/Bike
6'
Shoulder/Bike
Vail Transportation Services, 05-168, 2/17/09
Fi
g
u
r
e
1
5
Ye
a
r
2
0
2
5
P
e
a
k
H
o
u
r
T
r
a
f
f
i
c
P
r
o
j
e
c
t
i
o
n
s
wi
t
h
R
e
c
o
m
m
e
n
d
e
d
P
l
a
n
FELSBURGHOLT&ULLEVIGNorth
Ford
Vail Valley W.
Parking
Villag
e
C
e
n
t
e
r
R
d
.
Vail Rd.
Lionsh
e
a
d
Parkin
g
E. Lionshead
Circle
W.Lionshead
Circle E.
Vail V
alley E.
So
u
t
h
F
r
o
n
t
a
g
e
R
d
.
Safeway City Market
Buffehr Creek Rd.
L
i
o
n
s
r
i
d
g
e
L
o
o
p
Red Sandstone Rd.
Ma
t
t
e
r
h
o
r
n
C
i
r
.
Timber
Ridge Rd.
W.
L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Fore
s
t
R
d
.
Westh
a
v
e
n
D
r
.
W. Gore Crk. D
r
.
Chamonix Dr.
S
o
u
t
h
F
r
o
n
t
a
g
e
R
d.
MATCH
L
I
N
E
MATCH
L
I
N
E
LE
G
E
N
D
=
P
M
P
e
a
k
H
o
u
r
T
r
a
f
f
i
c
V
o
l
u
m
e
s
=
A
M
E
s
t
i
m
a
t
e
d
=
I
n
t
e
r
s
e
c
t
i
o
n
N
u
m
b
e
r
=
L
e
s
s
T
h
a
n
5
V
e
h
i
c
l
e
s
p
e
r
H
o
u
r
XX
X
XX
(X
)
70
70
37
5
5
48
0
30
090
140
15
81
5
80
30
5
31
5
550
90
5
55
57
0
37
0
540
105
15
4
0
55
95
5
10
0
90
70
6
7
5
2
1
5
5
0
5
3
4
5
215
325
5
(
5
)
17
5
(
1
1
5
)
5
(
5
)
55
5
(
6
0
0
)
(360) 875(190) 380(5) 5 70523573513021048584010075095125907951656358520080345 (30)65 (30)5 (5)5 (5)10 (25)60 (30)45 (20)480 (270)525 (225)(✽) 5(10) 25(5) 55(10) 45 660 (520)80 (50)10 (10)590 (110)
3
0
(
1
0
)
6
7
0
(
4
5
0
)
4
0
(
5
0
)
5
(
1
5
)
(75
)
2
6
0
(25
0
)
1
9
5
(5)
1
5
(10
)
2
0
5
(
3
2
5
)
5
5
5
(
1
0
)
✽
(
8
0
0
)
3
9
5
(
5
)
5
(
5
)
5
(5
)
1
1
5
(1
5
)
1
0
(7
0
)
6
0
(5
)
5
10 (1
0)
5 (
5
)
10 (1
0)
5 (
5
)
(20) 50 (70) 65 (50) 80 (5) ✽65960108095 1907604505702652256584083575
9
5
7
9
5
90740 95110
5
(
✽
)
✽
(
✽
)
5
(
1
0
)
(✽) ✽(490) 320(25) 45
6
9
0
4
5
5
6
0
5
5
75
30
6
2
5
4
0
25
20
6
7
0
7
5
5
7
0
8
5
45
55
4
5
8
6
0
7
0
7
6
0
35
30
6
5
4
9
5
6
0
4
4
0
20
70
7
2
5
1
0
3
5
5
3
0
4
5
4
8
5
15
50
5
1
0
7
0
5
1
5
2
8
0
15
410
3
2
5
6
7
5
1
0
0
5
3
0
300
50
315 (40)845 (370)435 (325)65 (65)355 (350)185 (185)215 (400)130 (50)(5) 15(5) 5 (370) 260(50) 135(205) 275(75) 190(90) 350(375) 560(95) 150(120) 15(105) 205(85) 105(55) 75
✽
55
5
36
5
10
8
0
12
5
0
16
6
0
11
1
0
5
8
0
5
3
0
1
0
0
0
8
5
0
745660 11101080 58 769
5
6
7
8
9
10
11
12
13
13
12
11
10
24
12
3&
4
2
1918
20
21
18 1920
21
22
15
16
17
23
24
15
17
16
22
1
23
25
26
25
26
3&
4
Fi
g
u
r
e
1
6
Ye
a
r
2
0
2
5
P
e
a
k
L
e
v
e
l
s
o
f
S
e
r
v
i
c
e
Wi
t
h
R
e
c
o
m
m
e
n
d
e
d
P
l
a
n
FELSBURGHOLT&ULLEVIGVail Transportation Services 05-168 5/20/09 Safeway City Market
Buffehr Creek Rd.
L
i
o
n
s
r
i
d
g
e
L
o
o
p
Red Sandstone Rd.
Ma
t
t
e
r
h
o
r
n
C
i
r
.
North
Westh
a
v
e
n
D
r
.
W. Gore Crk. D
r
.
Chamonix Dr.
S
o
u
t
h
F
r
o
n
t
a
g
e
R
d.
MATCH
L
I
N
E
MATCH
L
I
N
E
=
O
p
t
i
m
u
m
C
o
n
d
i
t
i
o
n
s
=
S
n
o
w
y
C
o
n
d
i
t
i
o
n
s
=
I
n
t
e
r
s
e
c
t
i
o
n
N
u
m
b
e
r
=
R
o
u
n
d
a
b
o
u
t
=
E
s
t
i
m
a
t
e
d
A
M
,
S
n
o
w
y
C
o
n
d
i
t
i
o
n
s
xXX
[x
]
LE
G
E
N
D
(X
)
70
Ford
Vail Valley W.
Parking
Villag
e
C
e
n
t
e
r
R
d
.
Vail Rd.
Lionsh
e
a
d
Parkin
g
E. Lionshead
Circle
W.Lionshead
Circle E.
Vail V
alley E.
So
u
t
h
F
r
o
n
t
a
g
e
R
d
.
70
bcd becbff
d
b
b
b
f
b
b
c c dc[A](A)[A](A)[A](A)
a
c
a
c
a
c
a
c
[C](A)overall B [C]C [C]A [
B
]
B [
B
]
B [C]C [C]A [B]A [A]A [B]overall
B
[
B
]
A [B
]
B [B
]
A
[
A
]
A
[
B
]
becdcb
B
[
C
]
A
[
A
]
B [B]
bc
c
b
bb
B
overall
W.L
i
o
n
s
h
e
a
d
Ci
r
c
l
e
W
.
Fore
s
t
R
d
.
A
[
B
]
A [B]1918
20
21
1819 20
21
22
23
24
17
16
22 23
24
12
5
6
7
8
9
10
11
12
13
13
12
11
10
8 519
2
15
15
17
16
76 1-Lane 7-With Roundabout2-Lan
e
2-
L
a
n
e
25
26
25
26
3&
4
3&
4
6 1-Lane 7Officer Control2-Lane
1-
L
a
n
e
11 Of
f
i
c
e
r
C
o
n
t
r
o
l
A[D]B [E]B [E]C [F]B[D](D)(D)A [E](B)(B)A [C]overallA [A](A)B [C](A)(B)(B)B [F](B)[B](B)(B)overall[A](A) [B](B)[C
]
(C
)
(C
)
[B
]
(
B
)
b
a
B
[
B
]
B [D
]
A
[
D
]
B
[
D
]
B
[
D
]
B [D
]
A
[
A
]
A
[
B
]
a
c
(B
)
[D
]
ov
e
r
a
l
l
[
D
]
(
A
)
[C]
(C)
[
B
]
(
C
)
[A]
(A)
a
c
[F
]
(
D
)
[D](B)[D](A)A[A]B[B]A[B]CA [B]A [B]B [B]A [AB [B]A [A A[C]overall
A
[
D
]
A
[
C
]
B
y
P
a
s
s
B [B]
A
[
A
]
B [C
]
B [B
]
A
[
B
]
B
[
B
]
A
[
B
]
2-
L
a
n
e
A
[
A
]
A
[
A
]
Vail Transportation Master Plan Update
Page 65
B. Travel Demand Management
Measures should also be pursued to reduce spikes in traffic demands, especially for the Main
Vail Interchange. Considerations include:
Encouragement of drivers to use the East Vail interchange, through dynamic signing, when
the Main Vail interchange is operating at its capacity. This will be critical toward alleviating
operational issues during the AM peak hour.
Look to meter outbound traffic from the Parking Structures. This occurs some today in the
form of toll booths with drivers needing to stop and pay upon exit. Assuming this continues,
the outbound metering will continue as well.
Ski passes can also be used to help control demand on peak days. The Town should work
closely with Vail Resorts on this so as to not encourage inexpensive skiing at times when
high travel demands are anticipated.
Provision of real-time information to skiers about conditions along I-70 and/or within town
(such as how long of a wait to exit the parking structure) could also help manage traffic
demand during the afternoon. Again, the Town and Vail Resorts should coordinate to
determine an efficient and effective means to inform skiers at the end of the day as to
current conditions. If drivers are forewarned about congested conditions, they may tend to
naturally “spread out” over time and be less concentrated at peak times.
Explore parking management options in which potential fee incentives are applied for drivers
who avoid entering and leaving during peak hours.
Encouraging all potential ride-sharing services including van pools, bus pools, and any other
specialized transit to serve major travel “markets “ including employees, clubs, Front Range
areas, and Down Valley.
C. Transit
With Growth occurring in West Vail, Timber Ridge, West Lionshead, Lionshead Village, Vail
Village, and potentially Ford Park (in the form of parking supply), establishing a line-haul transit
system that directly connects these major activity centers with frequent service would be
beneficial. The In-Town Route would essentially remain as-is with the potential for some
adjustment at the east end and the west end with variations pending time of day. Other outlying
routes would be geared toward moving people to and from the primary line-haul route.
A key consideration for this line-haul concept to function is the Simba Run underpass. This
construction improvement is essential to the line-haul concept by routing buses past each of the
key activity centers without the need for back-tracking. This improvement also builds synergy
with a future proposed Lionshead Transportation Center. This would then be best situated to
serve Lionshead and West Vail with this underpass. As the ability of the Lionshead
Transportation Center is increased to serve as a transit hub for the west half of Vail, more relief
can be provided to the heavily-used Village Transportation Center. Other routing options can be
developed, but the provision of the Simba Run underpass provides routing flexibility within town
and would result in service efficiencies.
Vail Transportation Master Plan Update
Page 66
Figure 17 shows a potential bus routing system map of Vail. As previously suggested, the plan
would take advantage of the new Simba Run underpass of I-70. A brief description of each
potential route follows:
In-Town Shuttle – This route would be similar to the current routing, but one key, and time
saving, change would include eliminating the western-most leg to West Lionshead Circle.
This would eliminate the need to turn onto the Frontage Road; the In-town shuttle would be
entirely off of the Frontage Road during peak times. West Lionshead Circle could be served
by an exclusive shuttle extension route until a roundabout at East Lionshead Circle onto the
South Frontage Road is completed. Time-of-day routing adjustments could be made such
that the In-town shuttle’s eastern terminus is Ford Park (given additional parking that would
be provided there) once ski activity is completed for the day and Golden Peak is no longer a
high-demand area (in the evening).
East Vail and Golf Course – Both of these routes would remain similar as they exist today.
The Vail Transportation Center would continue to serve as the hub terminus for these
routes. Additional overflow service should be considered for East Vail at peak times.
Ford Park – This route is intended to transport users parked at Ford Park to the Vail
Transportation Center. This route would remain as it exists today, but the frequency of
service may be increased pending the construction of additional parking supply at this area.
After peak hours, this route could be served by a re-routing of the In-Town shuttle. A
variation could include a shuttle to Golden Peak.
West Vail/Main Vail Frontage Road – This route would be the “Line Haul” previously
referenced in this report. Buses along this route would simply travel directly between the Vail
Transportation Center and the West Vail commercial area. Major stops along the route
would include the planned Transportation Center at Lionshead, West Lionshead (Ever Vail),
and Timber Ridge. The Simba Run underpass is a crucial improvement needed for this
route to make sense and be efficient.
West Vail South – This route would run along the South Frontage Road from the Vail
Transportation Center west with stops at the redeveloped Lionshead Parking Structure,
North Day Lot, and West Lionshead. Further west, this route would stay on the south side of
I-70 also serving Cascade Village, West Gore Creek Drive, and Intermountain. To provide
transit service across I-70, this route would cross at the West Vail interchange and terminate
at the West Vail commercial area before turning around and back-tracking to the Vail
Transportation Center (or the Lionshead Transportation Center) via the South Frontage
Road.
West Vail North – This route would parallel the West Vail South route in that it would utilize
the North Frontage Road. However, it would also utilize the South Frontage for a portion of
its travel. This too would stop at the redeveloped Lionshead Parking Structure, North Day
Lot, West Lionshead, Timber Ridge, and the West Vail commercial area. However, it would
also serve the Lionsridge area and the residential areas in West Vail on the north side of
I-70. This route also requires the Simba Run underpass to efficiently connect with the major
stop areas.
Sandstone – This route would be remain as it exists today which includes service between
the Vail Transportation Center and the Red Sandstone Road area.
FELSBURGHOLT&ULLEVIGVail Transportation Services 05-168 2/16
/
0
9
Fi
g
u
r
e
1
7
Pr
o
p
o
s
e
d
V
a
i
l
B
u
s
R
o
u
t
e
s
North
=
E
a
s
t
V
a
i
l
=
G
o
l
f
C
o
u
r
s
e
=
F
o
r
d
P
a
r
k
(
W
i
n
t
e
r
O
n
l
y
)
=
I
n
-
T
o
w
n
S
h
u
t
t
l
e
=
S
a
n
d
s
t
o
n
e
=
W
e
s
t
V
a
i
l
N
o
r
t
h
=
W
e
s
t
V
a
i
l
E
x
p
r
e
s
s
=
W
e
s
t
V
a
i
l
S
o
u
t
h
LEGE
N
D
Vail Transportation Master Plan Update
Page 68
The ECO service to Vail would also be able to take advantage of the Simba Run underpass.
Potentially, ECO routes could access the Town via the West Vail interchange with programmed
stops at the West Vail commercial area, Timber Ridge, West Lionshead, the redeveloped
Lionshead Structure, and the Vail Transportation Center. This potential ECO routing would mimic
the “line haul” concept previously described.
In addition to regular transit service, charter bus, private shuttle and van services, and general
passenger drop-off and pick up facilities need to be enhanced to handle the current need and
future growth. Each of these types of services will need to be accommodated at the new
Lionshead Transit Center, and at appropriate future Mountain/ Major Destination Portal hubs.
Portal hub recommendations include;
West Vail Commercial Redevelopment: Hub shall accommodate three Town of Vail bus
routes, ECO bus routes, two or three shuttle/vans, four to six passenger vehicle drop-offs
Cascade Ski Lift: Hub shall accommodate 1 TOV bus route, ECO bus routes, one or two
shuttle/vans, three passenger vehicle drop-offs
West Lionshead Development (Ever Vail): Hub shall accommodate the In-Town Bus, two
or three TOV bus routes, ECO bus routes, accommodate 15-20 charter buses during a
typical day, three to five shuttle/vans, 20-25 passenger vehicle drop-offs. This location
should provide premier charter bus services, providing arrival services, restrooms, lockers, a
meet & greet location, guest information, etc.
E. Lionshead Circle / Concert Hall Plaza: Hub shall compliment the new recommended
transit center accommodating the In-Town Bus, TOV bus routes, and four to six
shuttle/vans.
Gold Peak: Hub shall maintain existing services including the In-Town bus, 1 TOV bus
route, one or two Charter buses when needed, two or three shuttles and 20-27 passenger
vehicle drop-offs. Currently DEVO drops off in this location, the Town should continue to
work with Vail Resorts in providing a better location or a better managed operation to
accommodate the influx of passenger vehicle drop-offs and pick –up that occur in this
location. The congestion it causes creates significant delay along Vail Valley Drive during
the AM and PM peak drop-off times.
Ford Park: Hub shall accommodate three TOV bus routes, two or three Charter Buses, two
or three shuttle/vans, and 10-15 passenger vehicle drop-offs
A more detailed study to verify the above Portal Hub recommendations at these locations will need
to be completed by the Town prior to any implementation. The study will need to take into account
the aforementioned potential recommendations in conjunction with transit service frequency as well
as look at other configurations that may accommodate the transit demand.
Vail Transportation Master Plan Update
Page 69
D. Parking
The Town should look to expand the public parking supply within Main Vail to reduce the frequency
of Frontage Road use for overflow parking. Based on accommodating a 90th percentile and based
on Frontage Road parking data over the past few ski seasons, 400 new spaces should be
developed over the short term. Over the long term, 1000 additional spaces (600 more) should be
developed in Main Vail. To the extent possible, more new public spaces should be located in the
eastern sections of the Main Vail area.
Potential locations include:
West Lionshead (up to 400 additional spaces)
Lionshead Parking Structure (as part of its redevelopment; possible net gain of 300 spaces)
Ford Park (at least 300 additional spaces, and possibly more if the above-mentioned locations
do not include an increase)
The addition of these parking areas, along with additional commercial and skier access would
“spread out” Vail’s base area to approximately 1.6 miles of frontage. Because of the increased
density, activity, and distance, the Town’s transportation system within and to the Main Vail area
clearly needs to be enhanced to support these activities through the combination of roadway
improvements and transit service enhancements.
A more detailed parking study to verify these locations and the associated number of additional
spaces will need to be completed by the Town prior to any implementation. The study will need to
take into account the aforementioned potential recommendations as well as looking at alternative
locations, transit incentives, in combination with parking management solutions that may alleviate
the parking situation, which may include outlying lots with bus service.
E. Pedestrians and Trails
Vail maintains a system of trails to accommodate pedestrian and bicycle activity throughout
town. Multi-use routes are provided along the 12-mile long Gore Valley Trail (GVT) on the south
side of town, the 2.75mile long North Recreation Path (NRP) along the north side of town as
well as several short “spur” trails. These trails combine detached recreation paths, attached
bike lanes and residential streets to provide pedestrian and bicycle friendly routes to most areas
of the town. In the spirit of maintaining a multi-modal transportation system, a goal of the trail
system is to offer safe and efficient non-motorized routes for both recreational and commuting
purposes. The recommended Simba Run underpass will provide an important pedestrian and
bicycle connection across I-70. In particular, the connection will serve pedestrian activity
between the Timber Ridge employee housing development and the ski area.
The Town’s Recreational Master Plan recommends bike lanes along all Frontage Roads in the
town. The following recommended roadway guidelines (Figure 14) accommodate this goal:
Vail Transportation Master Plan Update
Page 70
Widened paved shoulders along all two-lane sections of roadways to provide a shared
bicycle lane in each direction.
Continuous auxiliary lanes in the four and five-lane sections of roadways to be used as
shared bicycle ways. Vail’s peak biking season, the spring, summer and Fall, falls opposite
of the peak traffic season, winter, when the auxiliary lanes are most used by vehicles and
least by bicyclists. This helps minimize bicycle/vehicular conflicts in the auxiliary lanes. A
well defined signage program will need be installed to make bicyclists and motorists aware
of the “Share the Road” policy.
A ten-foot wide shared shoulder/parking/bicycle lane along the I-70 side of the Frontage
Roads in the proposed 5-lane sections of Frontage road to provide a shared bike way.
Similar to the auxiliary lanes the parking/motorists conflicts are minimized as the peak
seasons of each are opposite. Again a visible “Share the Road” signage program should be
installed.
A ten-foot wide multi-use recreational raised and/or separated path shall be provided along
the entire lengths of the highest traffic volume sections of the Frontage Roads, specifically
from the Dowd Junction path at the west most end of town to Ford Park along the South
Frontage Road and from the north West Vail Roundabout to the north Main Vail Roundabout
along the North Frontage Road.
Vail Transportation Master Plan Update
Page 71
VIII. IMPROVEMENT TRIP THRESHOLDS
The preceding analysis and resulting Transportation Plan is based on future development
throughout Town. The total PM peak hour trip generation of all new development is estimated to
be 2,800 trips. The recommended plan was based on the premise of achieving acceptable
Levels of Service at the critical locations within town. This chapter of the report is intended to
provide a sense as to the effectiveness of each improvement toward alleviating a projected poor
Level of Service measured against an equivalent trip generation associated with new
development.
Three critical operational traffic components are considered here including:
Main Vail interchange, North roundabout, WB I-70 Off-ramp approach
Main Vail interchange, South roundabout, WB Frontage Road approach
West Vail interchange, North roundabout, WB Frontage Road approach
The effectiveness is measured in terms of the equivalent offset in total PM peak hour trip
generation. In other words, each improvement can offset a certain amount of traffic impact from
new development measured in total trip generation.
Estimates of the effectiveness were based on a series of sensitivity LOS analyses given varying
degrees of trip generation from the new developments (i.e. portions of the 2800 new trips
estimated). Table 11 shows the effectiveness of each improvement, and the bottom row of the
table shows the needed trip offset to achieve a LOS D under snowy conditions. The structure of
Table 11 is a menu allowing one to pick and choose measures, summing the effectiveness
offset values to achieve the figures in the bottom row. All values are given in terms of ranges as
these are gross estimates. It should also be noted that actual values will vary depending on
where within town development takes place. In addition, values may decrease as more
improvements are considered.
The north roundabout at the Main Vail interchange is a component requiring the greatest
amount of trip “offset” to achieve a LOS D. Only 200 to 300 total PM peak hour trips from new
development could occur before LOS E is reached, so 1700 to 1800 new PM peak hour trips
need to be offset by improvements (given that all new development will generate nearly 2,800
PM peak hour trips). From Table 11, improving the roundabout and establishing two northbound
lanes under I-70 at this interchange would be the single most effective measure for the WB I-70
off-ramp approach. But this alone would not offset enough impact to achieve LOS D; other
measures would also be required such as the Simba Run underpass and/or a combination of
other items listed.
Vail Transportation Master Plan Update
Page 72
Table 11. Mitigation Measure Offset; Total New Trips Equivalent
Effective PM Peak Hour Trip Generation Offset (1)
Main Vail Interchange
West Vail
Interchange
Potential Measure
North Roundabout
WB I-70 Off-Ramp
Approach
South Roundabout
WB Frontage Road
Approach
North Roundabout
WB Frontage Road
Approach
1. Expand Main Vail North
Roundabout 1400-1500 0 0
2. Add NB Lane Under I-70
(at both interchanges)
(Incorporated in
Measure 1) 500-600 300-400
3. Simba Run Underpass 500-600 200-300 1200-1300
4. Encourage Use of East Vail
Interchange 300-400 100-200 0
5. Parking Management
Measures 300-500 250-350 100-200
6. Express Bus Service (2) 200-250 100-150 200-300
7. Extend Ski Hours 100-150 50-100 <50
8. Meter Outbound Parking
Structure Traffic 150-200 150-200 100-150
Target – Number of Trips from
New Development to Offset to
Maintain LOS D During Snowy
Conditions (3)
1700-1800 600-700 1000-1100
(1) Values in columns represent the effectiveness of the improvement in terms of total generated PM
peak hour trips from new development. Values will vary for each of the three critical traffic
approaches listed below depending on the specific location of a new development proposal and
based on how many of the improvements are packaged together (the effectiveness of each
improvement will lessen as the number of measures/improvements to be implemented increase). (2) Measure requires Simba Run underpass for best results. (3) Values in this row show the objective amount of PM peak hour trips that need to be offset by the
improvements above or through reducing the level of planned development. Total PM peak hour trips
from new development are estimated to be 2,800 when built out.
At the Main Vail South Roundabout, establishing the second northbound lane under I-70 (and
installing appropriate striping and signing to take full advantage this improvement) would be the
most effective offsetting measure, but again at least one other measure would also be needed.
At West Vail, the Simba Run underpass is really the only measure that would produce enough
effectiveness to alleviate a LOS E. Based on operations at the West Vail north roundabout,
Table 11 indicates that the Simba Run underpass should be in place by the time that three-
eighths of the proposed development is completed (bottom row shows the need to offset 1,000
to 1,100 trips out of the 2,800 total peak hour trips projected).
Vail Transportation Master Plan Update
Page 73
As an example in applying Table 11, suppose a development/redevelopment proposal is
estimated to generate a total of 400 PM peak hour trips. If mitigation measures were to be
applied so as to offset the impact of these trips on the interchange roundabouts listed in the
table, then one would select the appropriate mitigation measures such that the offset values
sum to 400. Table 11 would suggest that the impact of these 400 total trips could be offset at
the Main Vail North roundabout via encouraging other traffic to use the East Vail interchange
(Number 4, 300-400 trip offset effectiveness). However, this measure would only offset about
one-half the impact at the South Roundabout intersection, so one may also choose to provide
Express Bus Service (Number 6, 100-150 trip equivalent) and extend ski hours (Number 7, 50-
100 trip offset equivalent) to fully mitigate the traffic impact of the development at the south
roundabout.
With respect to these three offsetting measures for the West Vail roundabout, Numbers 3, 6,
and 8 would fall just short of offsetting the impact of a 400-trip development. One other measure
would be required, perhaps Parking Management Measures (Number 5, 100-200 trip offset).
Another application of the table is to use it in assessing a particular improvement, say the Simba
Run Underpass. If the Town is able to advance this improvement, then enough trip offset would
be in place to offset the impacts of 1200 to 1300 trips per hour from new development at the
West Vail Roundabout. However, this improvement would “buy” less impact offset at the Main
Vail roundabouts.
The table is intended to be guide. Clearly, the location of the development will have an effect on
the relative impact to the roundabouts listed, so some engineering judgment is required in the
table’s application. Also, the table only addresses the PM peak hour. As previously shown, there
is one notable operational issue anticipated during the AM peak hour in 2025; the north
roundabout intersection at the Main Vail interchange. The crucial mitigation measure to alleviate
this issue is to encourage approximately one-half of these trips to exit I-70 at East Vail (rather
than Main Vail) through the use of variable message signs placed along I-70.
Vail Transportation Master Plan Update
Page 74
IX. IMPROVEMENT COST ESTIMATES
Planning level construction cost estimates have been developed for the Frontage Road
improvements. These have been grouped into Frontage Road sections and include the
improvement recommendations presented here as well as other maintenance activities such as
overlays.
Figures 18 and 19 show the improvements, their cost, potential funding sources and a rough
estimate as to the appropriate timing. These figures were developed by Vail’s Public Works
staff. The figures break the frontage road system up into numerous segments, and the
improvements called out also include other enhancements to such has recreational paths and
medians to be integrated into the overall improvement. Center roadway medians are only shown
adjacent to the commercial core areas, West Vail, Lionshead and Vail Village where:
Traffic volumes tend to be highest
Cross-street movements are most significant
Delineation and direction are most critical to motorist
Raised medians can provide safety and aesthetic benefits to the traveling public, but they also
create increased challenges with respect to maintenance including snow removal. As such,
their application is limited to those segments in which tourist activity is the greatest (and so are
the traffic loadings).
Besides costs, the figures also identify potential participation by nearby development as well as
to a general timing for the improvement as to the time frame of when it should be built. This time
frame is based partially on need and partially on the timing of development, when the
development participation can be realized. The total cost for the program improvements is
approximately $70 million in 2007 dollars. The Simba Run underpass would be the single most
costly improvement. However, this improvement would deliver significant benefit to the Town as
this report has identified.
The nomenclature in Figures 18 and 19 can be further generally defined as the following;
Cost: Estimated cost based on 2007 construction costs seen in Vail. Estimates are
provided by the Town of Vail staff, with supporting information being provided by FHU
Development Funding: Provides potential funding sources other than the Town of Vail or
CDOT budgets
Improvement: Provides a brief description of general type of Improvement that is
recommended by this plan:
• Safety: Recommends a safety type of improvement (i.e. shoulder widening, guardrail)
• Rec. Path: Recommends a recreational path improvement (i.e. bike lane / adjacent
path)
• Min. Std: Recommends the road to be brought up to Minimum CDOT standards
(shoulders)
• Turn Lanes: Requires additional turn lanes
• Capacity: Requires capacity improvements (additional lanes / roundabout)
Vail Transportation Master Plan Update
Page 75
• Roundabout: Roundabout recommended
• Access: Recommended access improvements
• Medians: Recommends medians for access control and aesthetics
• Underpass: Recommends a new underpass
• Interchange Improvements: Recommends interchange improvements
Timing: Provides an estimate timeframe that the recommended improvements should be
implemented
North FELSBURGHOLT&ULLEVIGVail Transportation Services 05-168 5/11
/
0
9
Fi
g
u
r
e
1
8
We
s
t
V
a
i
l
F
r
o
n
t
a
g
e
R
o
a
d
I
m
p
r
o
v
e
m
e
n
t
s
$1
9
.
5
M
i
l
l
i
o
n
NOTE: Cost estimat
e
s
a
r
e
i
n
2
0
0
7
d
o
l
l
a
r
s
.
Accel/Decel lanes m
a
y
a
l
s
o
b
e
n
e
e
d
e
d
a
t
s
e
l
e
c
t
l
o
c
a
t
i
o
n
s
.
North FELSBURGHOLT&ULLEVIGVail Transportation Services 05-168 5/11
/
0
9
Fi
g
u
r
e
1
9
Ma
i
n
V
a
i
l
F
r
o
n
t
a
g
e
R
o
a
d
I
m
p
r
o
v
e
m
e
n
t
s
So
l
a
r
i
s
NOTE: Cost estimat
e
s
a
r
e
i
n
2
0
0
7
d
o
l
l
a
r
s
.
Accel/Decel lanes m
a
y
a
l
s
o
b
e
n
e
e
d
e
d
a
t
s
e
l
e
c
t
l
o
c
a
t
i
o
n
s
.
Vail Transportation Master Plan Update
Page 78
X. OTHER CONSIDERATIONS
A. Priorities
Improvements in this plan may require time to implement as funding becomes available.
Roadway construction including the underpass will take time to fund. As such, the lower cost
travel demand management measures should be pursued first. These include parking pricing
policies and encouragement to use the East Vail Interchange. These should be the simplest
measures to implement and “test” for effectiveness.
Relative to improvement priorities, the Simba Run underpass provides a wide variety of benefits
to Vail’s Transportation system. Traffic-wise, this improvement relieves both interchanges,
provides an option to cross I-70, provides for a pedestrian crossing of I-70, provides greater
flexibility in routing Town buses, allows emergency response agencies to react quicker, and it
allows for a planned Lionshead Transportation Center to better serve the community and relieve
the heavily-used Village Transportation Center. Also, securing funding, obtaining necessary
approvals, design, and eventual construction will take time. As such, the Town should consider
moving ahead with the approval and clearance processes for the Simba Run underpass. This
may best be done by first conducting a more detailed Simba Run Underpass Feasibility Study to
better understand and quantify all of the benefits, disadvantages, impacts, and costs associated
with this project
B. Other Planning Efforts
Additional planning studies may be required for various pieces of this plan. Improvements or
actions that impact any portion of I-70 or the right-of-way thereof may be subject to State and
Federal approval procedures. Modifications to the interchanges are subject to CDOT’s Policy
Directive 1601 which may require a feasibility study. Environmental clearance will also likely be
required for interchange modifications as defined in CDOT’s Policy Directive 1601 and in the
National Environmental Policy Act (NEPA). Transportation Improvements that impact Ford Park
may also be subject to 4F regulations and procedures.
Longer term, the ideas have been raised to perhaps dramatically change I-70 through Town.
The thought is based on the potential of utilizing the space that I-70 currently occupies for
development as the value of this property may more than offset the costs of reconfiguring I-70.
Two ideas have been raised. One includes “cut and cover” in which I-70 would be depressed in
its current alignment and structural decking would be placed atop of I-70. The other idea
includes the potential of re-routing I-70 under Vail Mountain south of Town. Far more study is
needed to determine if either of these is feasible, but in the event that one of these options is
approved and funding is identified, the Town’s transportation plan should be updated. Under
either one of these scenarios, I-70 would no longer be the barrier that it is currently, allowing a
host of options transportation-wise. In addition, an assessment should be made to determine if,
and what, type of east-west roadway would be needed through the Town. If either of these
ideas becomes eminent, any improvement recommended in this plan should be reviewed
carefully before implementation to ensure it would still be warranted.
Vail Transportation Master Plan Update
Page 79
C. I-70 PEIS
CDOT has issued a draft of the I-70 PEIS document for public review. This effort considers an
extended length of I-70 from C-470 to Glenwood Springs including through the Town of Vail.
Results of the effort identify the potential for rail service from Denver to the Vail Transportation
Center. In addition, the Town of Vail is a member of the I-70 Coalition and is in full support of
the Coalitions actions with respect to the PEIS and the future of I-70. Their latest activity can be
found at http://www.i70solutions.org. A Record of Decision (ROD) is anticipated in year 2011.
Further, the Town is a member of the Rocky Mountain Rail Authority and is participating in their
high speed Rail Feasibility Study which is expected to be completed by Summer of 2009.
Currently the rail study has identified Vail as a potential rail station site. The addition of a high
speed rail from Denver, thru Vail and beyond will have a dynamic effect on transportation and
transit in Vail. An additional study will be required to determine the impacts on Vail of such an
improvement.
D. Implementation of Recommended Plan
The recommended plan is mainly driven by the anticipated growth and development of Vail.
The timeline for implementation also is driven by development. The major infrastructure
improvements; i.e. The Frontage Road widenings, the construction of roundabouts and
roundabout improvements, and the Simba Run Underpass, will need to occur along side the
anticipated developments.
Other ancillary improvements, noted as safety, minimum standards, or recreational path
improvements should be done regardless of development in a timely fashion, as these types of
improvements are not necessarily development driven and are existing needs.
A preliminary prioritization and implementation plan is provided in Table 12. It should be noted
that this figure assumes all of the major anticipated development occurs and occurs in a
timeframe as outlined. The cost estimates provided in Figures 18 and 19 have been
transferred to this chart and further broken down into the major funding sources; Town of Vail
capital budget, Town of Vail RETT budget, Tax Increment Financing, traffic impact fees,
developer required improvements, and CDOT funding. These funding sources are generalized
and limited. Each project, or section of road system, will have a detailed in depth funding
scenario completed prior to implementation. The detailed funding scenario will finalize exactly
how the projects will be funded, analyze the master plan assumptions, and look at any
additional funding mechanisms.
Va
i
l
T
r
a
n
s
p
o
r
t
a
t
i
o
n
M
a
s
t
e
r
P
l
a
n
U
p
d
a
t
e
Page 80
Ta
b
l
e
1
2
.
T
r
a
n
s
p
o
r
t
a
t
i
o
n
M
a
s
t
e
r
P
l
a
n
P
r
e
l
i
m
i
n
ar
y
P
r
i
o
r
i
t
i
z
a
t
i
o
n
a
n
d
I
m
p
l
e
m
e
n
t
a
t
i
o
n
P
l
a
n
Po
t
e
n
t
i
a
l
F
u
n
d
i
n
g
M
e
c
h
a
n
i
s
m
(
M
i
l
l
i
o
n
s
$
)
(5
)
Implementation Timeline (4)
Ca
p
i
t
a
l
R
o
a
d
S
y
s
t
e
m
Im
p
r
o
v
e
m
e
n
t
s
TO
V
C
a
p
i
t
a
l
Bu
d
g
e
t
RE
T
T
T
I
F
F
Tr
a
f
f
i
c
Im
p
a
c
t
Fe
e
s
(1
)
De
v
e
l
o
p
m
e
n
t
Re
q
u
i
r
e
d
Im
p
r
o
v
e
m
e
n
t
(2
)
CD
O
T
(3
)
To
t
a
l
Fu
n
d
i
n
g
To
t
a
l
Co
s
t
Ba
l
a
n
c
e
Im
p
l
e
m
e
n
t
a
t
i
o
n
T
i
m
e
Fr
a
m
e
Benefits 0-3 Years 3-6 Years 6-10 Years 10+ Years
Se
c
t
i
o
n
I
–
N.
F
r
o
n
t
a
g
e
-
A
r
o
s
a
t
o
Ro
u
n
d
a
b
o
u
t
$
0
.
7
0
$
0
.
1
0
$
0
.
8
0
$
0
.
80
$
A
s
f
u
n
d
i
n
g
i
s
a
v
a
i
l
a
b
l
e
W
i
d
e
n
e
d
s
h
o
u
l
d
e
r
f
o
r
s
a
f
e
t
y
an
d
b
i
c
y
c
l
e
l
a
n
e
s
$0.80
Se
c
t
i
o
n
I
I
–
N.
W
V
R
o
u
n
d
a
b
o
u
t
t
o
Ze
r
m
a
t
t
L
n
$4
.
3
0
$4
.
3
0
$4
.
3
0
$
Ma
j
o
r
W
e
s
t
V
a
i
l
Co
m
m
e
r
c
i
a
l
Re
d
e
v
e
l
o
p
m
e
n
t
Ca
p
a
c
i
t
y
,
a
c
c
e
s
s
r
o
u
n
d
a
b
o
u
t
,
me
d
i
a
n
s
,
b
i
c
y
c
l
e
l
a
n
e
s
$4.30
Se
c
t
i
o
n
I
I
I
N.
F
r
o
n
t
a
g
e
-
Z
e
r
m
a
t
t
L
n
to
S
i
m
b
a
$1
.
0
0
$
0
.
5
0
$
1
.
6
5
$
0
.
1
5
$
3
.
30
$
3
.
3
0
$
C
o
m
p
l
e
t
i
o
n
o
f
t
h
e
Ro
o
s
t
a
n
d
T
i
m
b
e
r
Ri
d
g
e
D
e
v
.
Tu
r
n
l
a
n
e
s
a
n
d
b
i
c
y
c
l
e
l
a
n
e
s
$3.30
Se
c
t
i
o
n
I
V
Si
m
b
a
R
u
n
U
n
d
e
r
p
a
s
s
$4
.
5
0
$5
.
0
0
$5
.
0
0
$5
.
0
0
$1
9
.
5
0
$1
9
.
5
0
$
Co
m
p
l
e
t
i
o
n
o
f
Ev
e
r
V
a
i
l
/
T
i
m
b
e
r
R
i
d
g
e
Ca
p
a
c
i
t
y
,
t
r
a
n
s
i
t
i
m
p
r
o
v
e
m
e
n
t
,
co
n
n
e
c
t
i
v
i
t
y
Feasibility Study $19.50
Se
c
t
i
o
n
V
S.
F
r
o
n
t
a
g
e
R
d
.
-
D
J
P
a
t
h
to
R
o
u
n
d
a
b
o
u
t
$
4
.
8
0
$
0
.
5
0
$
5
.
3
0
$
5
.
3
0
$
A
s
f
u
n
d
i
n
g
i
s
a
v
a
i
l
a
b
l
e
B
i
c
y
c
l
e
l
a
n
e
s
a
n
d
r
e
c
r
e
a
t
i
o
n
a
l
pa
t
h
$5.30
Se
c
t
i
o
n
V
I
S.
W
V
R
o
u
n
d
a
b
o
u
t
t
o
Si
m
b
a
$2
.
0
0
$0
.
8
0
$2
.
8
0
$2
.
8
0
$
As
f
u
n
d
i
n
g
i
s
a
v
a
i
l
a
b
l
e
Wi
d
e
n
e
d
s
h
o
u
l
d
e
r
f
o
r
s
a
f
e
t
y
an
d
b
i
c
y
c
l
e
l
a
n
e
s
$1.40 $1.40
Se
c
t
i
o
n
V
I
I
S.
F
r
o
n
t
a
g
e
R
d
.
-
S
i
m
b
a
to
S
t
r
a
t
a
$
4
.
5
0
$
4
.
5
0
$
4
.
5
0
$
C
o
m
p
l
e
t
i
o
n
o
f
E
v
e
r
Va
i
l
I
n
f
r
a
s
t
r
u
c
t
u
r
e
Ca
p
a
c
i
t
y
,
t
u
r
n
l
a
n
e
s
,
b
i
c
y
c
l
e
la
n
e
s
,
m
e
d
i
a
n
s
,
p
a
r
k
i
n
g
l
a
n
e
$4.50
Se
c
t
i
o
n
V
I
I
I
N.
F
r
o
n
t
a
g
e
-
S
i
m
b
a
t
o
MV
R
o
u
n
d
a
b
o
u
t
$0
.
8
0
$1
.
5
0
$0
.
5
0
$2
.
8
0
$2
.
8
0
$
As
f
u
n
d
i
n
g
i
s
a
v
a
i
l
a
b
l
e
Tu
r
n
l
a
n
e
s
a
n
d
b
i
c
y
c
l
e
l
a
n
e
s
$2.80
Se
c
t
i
o
n
I
X
MV
R
o
u
n
d
a
b
o
u
t
Im
p
r
o
v
e
m
e
n
t
s
$
1
.
0
0
$
2
.
6
0
$3
.
6
0
$
3
.
60
$
C
o
m
p
l
e
t
i
o
n
o
f
E
v
e
r
Va
i
l
/
T
i
m
b
e
r
R
i
d
g
e
Ca
p
a
c
i
t
y
F
e
a
s
i
b
i
l
i
t
y
Study $3.60
Se
c
t
i
o
n
X
S.
F
r
o
n
t
a
g
e
R
d
-
S
t
r
a
t
a
t
o
E.
L
H
C
i
r
c
l
e
$0
.
5
0
$2
.
4
0
$2
.
9
0
$2
.
9
0
$
Co
m
p
l
e
t
i
o
n
o
f
E
v
e
r
V
a
i
l
In
f
r
a
s
t
r
u
c
t
u
r
e
Ca
p
a
c
i
t
y
,
t
u
r
n
l
a
n
e
s
,
b
i
c
y
c
l
e
la
n
e
s
,
m
e
d
i
a
n
s
,
p
a
r
k
i
n
g
l
a
n
e
$2.90
Se
c
t
i
o
n
X
I
S.
F
r
o
n
t
a
g
e
-
E
.
L
H
C
i
r
c
l
e
to
M
V
R
o
u
n
d
a
b
o
u
t
$
2
.
0
0
$
2
.
0
0
$
4
.
3
0
$
8
.
3
0
$
8
.
3
0
$
C
o
m
p
l
e
t
i
o
n
o
f
L
H
Tr
a
n
s
i
t
C
a
r
,
P
a
r
k
i
n
g
Re
e
d
.
,
E
v
e
r
g
r
e
e
n
,
Fo
u
r
S
e
a
s
o
n
s
Ca
p
a
c
i
t
y
,
t
u
r
n
l
a
n
e
s
,
b
i
c
y
c
l
e
la
n
e
s
,
m
e
d
i
a
n
s
,
p
a
r
k
i
n
g
l
a
n
e
$1.00 $7.30
Se
c
t
i
o
n
X
I
I
S.
F
r
o
n
t
a
g
e
R
d
-
M
V
Ro
u
n
d
a
b
o
u
t
t
o
V
V
D
$0
.
4
0
$0
.
4
0
$2
.
0
0
$2
.
8
0
$
Co
m
p
l
e
t
i
o
n
o
f
S
o
l
a
r
i
s
Me
d
i
a
n
s
$2.80
Se
c
t
i
o
n
X
I
I
I
S.
F
r
o
n
t
a
g
e
R
d
.
-
V
V
D
t
o
Fo
r
d
P
a
r
k
$
2
.
9
0
$
2
.
9
0
$
2
.
9
0
$
C
o
m
p
l
e
t
i
o
n
o
f
F
o
r
d
Pa
r
k
P
a
r
k
i
n
g
S
t
r
u
c
t
u
r
e
Sa
f
e
t
y
,
m
e
d
i
a
n
s
r
o
u
n
d
a
b
o
u
t
a
t
we
s
t
e
n
d
o
f
F
o
r
d
P
a
r
k
Feasibility Study $2.90
Se
c
t
i
o
n
X
I
V
Fr
o
n
t
a
g
e
R
d
.
-
F
o
r
d
P
a
r
k
to
E
a
s
t
V
a
i
l
$1
.
5
0
$4
.
7
0
$6
.
2
0
$6
.
2
0
$
Co
n
s
t
r
u
c
t
i
o
n
o
f
B
i
k
e
La
n
e
s
t
o
E
a
s
t
V
a
i
l
Tu
r
n
l
a
n
e
s
a
n
d
b
i
c
y
c
l
e
l
a
n
e
s
$3.10 $3.10
To
t
a
l
s
$3
.
3
0
$1
4
.
6
0
$8
.
0
0
$1
2
.
4
0
$2
4
.
6
5
$7
.
0
5
$7
0
.
0
0
$7
0
.
0
0
$
$14.30 $35.20 $9.50 $11.00
To
w
n
o
f
V
a
i
l
T
o
t
a
l
s
(C
a
p
i
t
a
l
)
$3
.
3
0
$0.75 $2.55 $ $
To
w
n
o
f
V
a
i
l
T
o
t
a
l
s
(R
E
T
T
)
$1
4
.
6
0
$2.75 $4.35 $1.70 $5.80
Va
i
l
T
r
a
n
s
p
o
r
t
a
t
i
o
n
M
a
s
t
e
r
P
l
a
n
U
p
d
a
t
e
Page 81
Po
t
e
n
t
i
a
l
F
u
n
d
i
n
g
M
e
c
h
a
n
i
s
m
(
M
i
l
l
i
o
n
s
$
)
(5
)
Implementation Timeline (4)
Pa
r
k
i
n
g
&
T
r
a
n
s
i
t
Sy
s
t
e
m
I
m
p
r
o
v
e
m
e
n
t
s
TO
V
B
u
d
g
e
t
RE
T
T
T
I
F
F
Tr
a
f
f
i
c
Im
p
a
c
t
Fe
e
s
(1
)
De
v
e
l
o
p
m
e
n
t
Re
q
u
i
r
e
d
Im
p
r
o
v
e
m
e
n
t
(2
)
Gr
a
n
t
Fu
n
d
i
n
g
To
t
a
l
Fu
n
d
i
n
g
To
t
a
l
Co
s
t
Ba
l
a
n
c
e
Im
p
l
e
m
e
n
t
a
t
i
o
n
Ti
m
e
F
r
a
m
e
Benefits 0-3 Years 3-6 Years 6-10 Years 10+ Years
Pa
r
k
i
n
g
-
E
v
e
r
V
a
i
l
40
0
S
p
a
c
e
s
$
2
0
.
0
0
$
2
0
.
0
0
$
2
0
.
0
0
$
C
o
m
p
l
e
t
i
o
n
o
f
E
v
e
r
Va
i
l
P
a
r
k
i
n
g
S
t
r
u
c
t
u
r
e
Pr
o
v
i
d
e
s
a
d
d
i
t
i
o
n
a
l
s
k
i
e
r
pa
r
k
i
n
g
$20.00
Pa
r
k
i
n
g
-
L
i
o
n
s
h
e
a
d
30
0
S
p
a
c
e
s
$1
5
.
0
0
$1
5
.
0
0
$1
5
.
0
0
$
Co
m
p
l
e
t
i
o
n
o
f
L
H
Pa
r
k
i
n
g
R
e
e
d
.
Pr
o
v
i
d
e
s
a
d
d
i
t
i
o
n
a
l
s
k
i
e
r
pa
r
k
i
n
g
$15.00
Pa
r
k
i
n
g
-
F
o
r
d
P
a
r
k
#
o
f
S
p
a
c
e
s
-
T
B
D
b
a
s
e
d
on
f
e
a
s
i
b
i
l
i
t
y
s
t
u
d
y
$5
.
0
0
$
5
.
7
0
$
4
.
3
0
$
1
5
.
0
0
$
1
5
.
00
$
E
s
t
i
m
a
t
e
b
a
s
e
d
o
n
3
0
0
sp
a
c
e
s
.
C
o
m
p
l
e
t
i
o
n
o
f
Fo
r
d
P
a
r
k
S
t
u
d
y
Pa
r
k
i
n
g
f
o
r
C
u
l
t
u
r
a
l
a
n
d
R
e
c
.
fa
c
i
l
i
t
y
a
n
d
s
k
i
e
r
p
a
r
k
i
n
g
Feasibility Study $15.00
Li
o
n
s
h
e
a
d
T
r
a
n
s
i
t
Ce
n
t
e
r
-
E.
L
H
Ci
r
c
l
e
/
C
o
n
c
e
r
t
H
a
l
l
$7
.
5
0
$2
.
5
0
$1
0
.
0
0
$1
0
.
0
0
$
Co
m
p
l
e
t
i
o
n
o
f
T
r
a
n
s
i
t
Ce
n
t
e
r
S
t
u
d
y
Pr
o
v
i
d
e
b
e
t
t
e
r
b
u
s
s
e
r
v
i
c
e
a
n
d
re
l
i
e
v
e
s
V
V
T
R
C
$10.00
To
w
n
o
f
V
a
i
l
B
u
s
Ex
p
a
n
s
i
o
n
-
4-
6
B
u
s
e
s
(H
y
b
r
i
d
/
A
r
t
i
c
u
l
a
t
e
d
)
$2
.
6
6
$
1
.
3
4
$
4
.
0
0
$
4
.
00
$
C
o
m
p
l
e
t
i
o
n
o
f
S
i
m
b
a
Ru
n
U
n
d
e
r
p
a
s
s
,
E
v
e
r
Va
i
l
,
T
i
m
b
e
r
R
i
d
g
e
Pr
o
v
i
d
e
b
e
t
t
e
r
s
e
r
v
i
c
e
,
in
c
l
u
d
i
n
g
"
L
i
n
e
H
a
u
l
"
r
o
u
t
e
W
V
to
V
V
$1.33 1.33
En
h
a
n
c
e
d
E
C
O
B
u
s
Se
r
v
i
c
e
$
$
Re
q
u
i
r
e
s
c
o
u
n
t
y
v
o
t
e
to
i
n
c
r
e
a
s
e
E
C
O
fu
n
d
i
n
g
In
c
r
e
a
s
e
d
o
w
n
v
a
l
l
e
y
s
e
r
v
i
c
e
To
t
a
l
s
$7
.
6
6
$5
.
7
0
$7
.
5
0
$
$3
9
.
3
0
$3
.
8
4
$6
4
.
0
0
$6
4
.
0
0
$
$10.00 $36.33 $16.33 $
To
w
n
o
f
V
a
i
l
T
o
t
a
l
s
(C
a
p
i
t
a
l
)
$7
.
6
6
$ $6.33 $1.33 $
To
w
n
o
f
V
a
i
l
T
o
t
a
l
s
(R
E
T
T
)
$5
.
7
0
$ $5.70 $ $
Po
t
e
n
t
i
a
l
F
u
n
d
i
n
g
M
e
c
h
a
n
i
s
m
(
M
i
l
l
i
o
n
s
$
)
Implementation Timeline
TO
V
B
u
d
g
e
t
R
E
T
T
T
I
F
F
Tr
a
f
f
i
c
Im
p
a
c
t
F
e
e
s
De
v
e
l
o
p
m
e
n
t
Re
q
u
i
r
e
d
Im
p
r
o
v
e
m
e
n
t
CD
O
T
/
Gr
a
n
t
Fu
n
d
i
n
g
To
t
a
l
Fu
n
d
i
n
g
To
t
a
l
Co
s
t
Ba
l
a
n
c
e
0-3 Years 3-6 Years 6-10 Years 10+ Years
Gr
a
n
d
T
o
t
a
l
s
$1
0
.
9
6
$2
0
.
3
0
$1
5
.
5
0
$1
2
.
4
0
$6
3
.
9
5
$1
0
.
8
9
$1
3
4
.
0
0
$1
3
4
.
0
0
$
$24.30 $71.53 $25.83 $11.00
Gr
a
n
d
T
o
w
n
o
f
V
a
i
l
To
t
a
l
s
(
C
a
p
i
t
a
l
)
$1
0
.
9
6
$
$0.75 $8.88 $1.33 $
Gr
a
n
d
T
o
w
n
o
f
V
a
i
l
To
t
a
l
s
(
R
E
T
T
)
$
$2
0
.
3
0
$2
0
.
3
0
$2.75 $10.05 $1.70 $5.80
PA
R
K
I
N
G
&
T
R
A
F
F
I
C
M
A
N
A
G
E
M
E
N
T
M
E
A
S
U
R
E
S
1.
E
n
c
o
u
r
a
g
e
u
s
e
o
f
E
a
s
t
V
a
i
l
i
n
t
e
r
c
h
a
n
g
e
a
t
p
e
a
k
t
i
m
e
s
w
i
t
h
V
M
S
a
n
d
CD
O
T
c
o
o
r
d
i
n
a
t
i
o
n
2.
S
k
i
p
a
s
s
m
a
n
a
g
e
m
e
n
t
a
t
p
e
a
k
t
i
m
e
s
,
c
o
o
r
d
i
n
a
t
e
w
i
t
h
V
R
3.
R
e
a
l
t
i
m
e
i
n
f
o
r
m
a
t
i
o
n
d
i
s
b
u
r
s
e
m
e
n
t
t
h
r
o
u
g
h
o
u
t
t
o
w
n
4.
P
a
r
k
i
n
g
f
e
e
m
a
n
a
g
e
m
e
n
t
w
i
t
h
i
n
c
e
n
t
i
v
e
s
a
n
d
d
i
s
i
n
c
e
n
t
i
v
e
s
5.
R
i
d
e
-
s
h
a
r
e
i
n
c
e
n
t
i
v
e
s
N
E
X
T
S
T
E
P
S
:
1.
C
o
m
p
l
e
t
e
N
e
x
u
s
s
t
u
d
y
f
o
r
T
r
a
f
f
i
c
I
m
p
a
c
t
F
e
e
a
n
d
c
o
d
i
f
y
2.
S
i
m
b
a
R
u
n
&
M
a
i
n
V
a
i
l
R
o
u
n
d
a
b
o
u
t
F
e
a
s
i
b
i
l
i
t
y
S
t
u
d
i
e
s
3.
L
i
o
n
s
h
e
a
d
T
r
a
n
s
i
t
C
e
n
t
e
r
D
e
s
i
g
n
S
t
u
d
y
4.
F
o
r
d
P
a
r
k
P
a
r
k
i
n
g
F
e
a
s
i
b
i
l
i
t
y
S
t
u
d
y
5.
I
n
s
t
a
l
l
p
e
r
m
a
n
e
n
t
t
r
a
f
f
i
c
c
o
u
n
t
e
r
s
t
o
m
o
n
i
t
o
r
t
r
i
p
t
r
e
n
d
s
6.
I
m
p
l
e
m
e
n
t
p
a
r
k
i
n
g
a
n
d
t
r
a
f
f
i
c
m
a
n
a
g
e
m
e
n
t
m
e
a
s
u
r
e
s
7.
C
o
n
t
i
n
u
e
t
o
p
a
r
t
i
c
i
p
a
t
e
i
n
t
h
e
R
M
R
A
s
t
u
d
y
8.
C
o
n
t
i
n
u
e
t
o
c
o
o
r
d
i
n
a
t
e
t
r
a
n
s
p
o
r
t
a
t
i
on
p
l
a
n
n
i
n
g
w
i
t
h
E
C
O
a
n
d
E
a
g
l
e
C
o
u
n
t
y
9.
E
x
p
a
n
d
t
h
e
U
r
b
a
n
R
e
n
e
w
a
l
b
o
u
n
d
a
r
i
e
s
a
s
a
p
p
r
o
p
r
i
a
t
e
10
.
L
o
b
b
y
f
o
r
f
u
n
d
i
n
g
a
n
d
h
a
v
e
"
s
h
o
v
e
l
r
e
a
d
y
"
p
r
o
j
e
c
t
s
N
O
T
E
S
:
1.
R
e
q
u
i
r
e
s
u
p
d
a
t
i
n
g
a
n
d
c
o
d
i
f
y
i
n
g
t
he Town's Traffic Impact Fees
2.
I
m
p
r
o
v
e
m
e
n
t
s
r
e
q
u
i
r
e
d
b
y
a
d
e
v
e
l
o
p
m
e
n
t
t
o
m
i
t
i
g
a
t
e site traffic over and above Traffic Impact Fees.
3.
C
D
O
T
a
n
d
F
e
d
e
r
a
l
t
r
a
n
s
p
o
r
t
a
t
i
o
n
f
u
n
d
i
n
g
i
s
unreliable at this time due to significant reductions in revenues, compounded by an
in
c
r
e
a
s
e
o
f
p
r
o
j
e
c
t
n
e
e
d
.
4.
T
h
e
p
r
e
l
i
m
i
n
a
r
y
t
i
m
e
l
i
n
e
p
r
o
v
i
d
e
d
i
s
r
e
l
e
v
a
n
t
t
o
t
h
e
p
a
c
e
o
f
d
e
v
e
l
o
p
m
e
n
t
5.
A
l
l
c
o
s
t
e
s
t
i
m
a
t
e
s
a
r
e
i
n
2
0
0
7
c
o
n
s
t
r
u
c
t
i
o
n
d
o
l
l
a
r
s
.
Vail Transportation Master Plan Update
Page 82
E. Funding Sources
To fund these transportation system improvements, the Town must rely on some of the
following funding mechanisms and sources.
Colorado Department of Transportation (CDOT)
Federal Agencies (Federal Transit Administration, Federal Highway Administration)
Private Developers
Town of Vail Traffic Impact Fees (revised and codified)
Tax Increment Financing (TIF) – Town has a $15 Million Bonding capacity at this time
Real Estate Transfer Tax (RETT) – for landscaped areas and paths
Town’s Capital Budget
Vail Resorts Inc. $4.3 million parking commitment
Conference Center Fund of $9.3 million for possible reallocation if approved by voters
Selling or leasing development rights on Town of Vail land identified in the Lionshead
Master Plan and the western south side of the Village Parking Structure
Required voter approved initiatives
• Tax Increases
• Improvement Districts
• Bonding or refinance the Town debt after 2012
CDOT
All of the roadways & interchanges discussed in this memo are under the jurisdiction of the
Colorado Department of Transportation. The Vail Frontage Roads are the number –five - priority
of the Intermountain Transportation Planning area for Region 3;. However, only the first four
projects are currently scheduled to be funded between 2005-2035 given all the other regional
priorities.
Simba Run is listed as a project in the I-70 PEIS. In addition, interchange improvements may be
cleared independently of the overall project if there is no mainline roadway improvements
associated around them, similar to the Edwards roundabout scheduled interchange project.
Once the overall PEIS record of decision is released in ~2011, individual projects may apply for
funding. The cost of the PEIS in 2005 was estimated in excess of $4 billion and to date only
$1.8 billion is earmarked for the next 25 years.
CDOT schedules asphalt overlays for the frontage roads approximately every 15 years. The
next overlay was scheduled for 2009 but has since been pushed out to 2013. It is advantageous
to the Town of Vail to widen shoulders for vehicular and bicycle safety and make other frontage
road improvements prior to any overlay to take advantage of a CDOT funded overlay of the
whole road. When the overlay is completed the overall project will have a finished look and be a
better road in the long run.
Vail Transportation Master Plan Update
Page 83
CDOT has recently proposed we accept $11 million to take over the 11 miles of Frontage roads
that run thru Vail. This would give ownership to Vail, making the Town responsible for all the
maintenance and capital costs going forward. Currently the Town receives $115,000 per year
from CDOT to perform snow removal and minor pothole maintenance. CDOT is currently
responsible for all capital improvements, including maintenance overlays and reconstruction
costs.
Federal Agencies
The Town of Vail has been awarded $ 2.4 million in 2008 and $ 235,000 in 2009 for a
Lionshead Transit Center. It is unlikely the remaining $4 million will be awarded in 2010 which
would complete the town’s three year requested and funded amount of $7 million dollars.
The Town of Vail is in line to collect an estimated $2-4 million for the proposed Lionshead transit
center. It was originally scheduled to be released over a three year period starting in Federal FY
2008, however since no specific project was designated it will now have to be completely
released to a viable project in 2010. The Town is obligated to contribute a match of at least
20%, or $0.4 to $0.8 million. Mike Rose, Transit Manager, went to Washington D.C. as part of
the Colorado Association Transit Agencies delegation to finalize the request.
Private Developers
It is anticipated that all of the developer impacted roads will be constructed by a consortium of
developers over time. The main contributors will be the Lionshead Parking Structure, West
Lionshead (Ever Vail) development, Strata, Evergreen, Four Seasons, Solaris, Arrabelle, and
the Ritz. As well as, the Timberline Lodge (Roost) and West Vail commercial.
Traffic Impact Fees
The Town to date has assessed traffic impact fees in excess of over $3.5 million. Many
developers have constructed improvements in lieu of paying fees to the Town . The Town has
available $584,000 of unallocated dollars for traffic impact mitigation. If they continue to follow
the current approach, the Town will end up with few dollars to fund the cost of a Simba Run or
Main Vail interchange improvements. Increasing the traffic impact fee would allow the Town to
collect additional dollars to offset the cost of the future improvements. Relying on traffic impact
fees to offset the cost of the improvements is relative to timing. Both the Lionshead Parking
Structure and West Lionshead (Ever Vail) developments are expected to create significant
transportation improvements. The value of the fee would be significantly less than the value of
the improvements. Additionally, these developments will greatly influence the need for Simba
Run and Main Vail.
West Vail on the other hand would not have to construct significant improvements relative to the
size of project that could be developed and therefore could generate more impact fee dollars to
be used elsewhere. However, this would most likely be the last place for significant
development, again thus causing a timing issue. The Town is
currently under contract for a traffic fee Nexus study, however it is currently on hold until the
recommended improvements are adopted. The nexus study is critical for two reasons: one to
determine if any adjustment should be made to the current fee, and two, to officially codify the
traffic impact fee requirements.
Vail Transportation Master Plan Update
Page 84
Tax Increment Financing (TIF)
Using Tax Increment Financing to bond the cost of the projects meets the needs we have
addressed above and most of the projects fall under legitimate use of Tax Increment Financing.
Again, timing is critical as bonds can only be let with a payback period that expires in 2025. For
each year that passes, the payback period is shortened by one year. There may be a need to
modify the boundaries of the current Urban Renewal District. There are also streetscape costs
not included in the above that may also need to be funded by a portion of TIF.
The Town Finance Department has estimated the town’s TIF bonding capacity at approximately
$15 million at this time
Real Estate Transfer Tax (RETT)
RETT has and will continue to be used to make improvements to the trail system along all of the
frontage roads. In addition, the Town has used RETT for landscaping the medians along the
frontage roads. A large percentage of the cost of the work outside the development area can be
attributed to the cost of the recreational enhancement to the roadway. In addition, the cost of
providing parking for park and recreation uses is a use of RETT. The RETT can also be bonded
against. A significant portion of streetscape has been funded with RETT in the past. There are
current and future projects planned for the use of RETT funds for recreation enhancement
projects.
Capital Budget
Previous presentations have shown little or no ability to fund projects from the capital account
beyond the capital maintenance to extend the life of existing infrastructure. In 2012, the town
makes its final debt payment on its current bonds. The payments have been about $ 2.5 million
per year.
F. Next Steps
Complete the Nexus study in 2009 for a traffic impact fee to codify the current practice and
adjust the fee if desired based on the new transportation need and cost information
Complete the Lionshead Transit study in 2009
Prepare a Simba Run and Main Vail interchange feasibility study in 2009.
Prepare a Ford Park Parking Feasibility Master Plan study in 2009
Implement appropriate travel and parking demand management measures
Continue to participate and complete the Rocky Mountain Rail Authority Rail Study
Continue to coordinate long term transportation planning effort with ECO and Eagle County
(Expansion of ECO transit / Regional Rail study)
Present a comprehensive list of all the projected costs for all projects and begin to compare
this to a comprehensive list of funding sources
Expand the Urban Renewal boundaries to allow tax increment financing to be used from
West Vail to Main Vail along the frontage roads, interchanges and the location of Simba Run
underpass
Vail Transportation Master Plan Update
Page 85
Lobby the Department of Transportation to participate in the funding of these roadway
improvements. The ability to have “shovel ready” projects, as funding scenarios are always
changing, is a proactive step in competing for funding. This allows completion of the Vail’s
master transportation improvements plan to be more of a reality.
Install permanent traffic counters at the roundabout interchanges to monitor trip trends