HomeMy WebLinkAboutVail Village Loading and Delivery Study 1999 Vail Village Loading &
Delivery Study �
Preliminary Data Collection ,
Analysis, and Recommendations
�
�
;
Prepared for
Town of Vail
by
MK Centennial
October, 1999
Table of Contents
Executive Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i
; �
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Loading and Delivery Problem Statement & Issues :� � : , .:. . . . . . . . . . . 3 �
= . '`t "
Problem Statement . . . . . . . . . . . . . . . . . _ ., . . . . , �_. . . . . . . . . ; �
Groups Affected by Loading and Delivery practices wrthin Vail Village,_. . . . : j4
Tourists and Visitors . . . . . . . . . . . . . ; . .y:� . . � ;-: 4
Vail Village Business Owners . . . . . `�`
-� 5
_ . . . . . �� . . . .
East Village Homeowners Associations � _ ;. . . . . . . . . . . . . . . 5
; �_
TownofVail . . . . . . . . . . . . . . • - . . . . _ . . . . . . . . . . . . • • - • . . 7
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DeliveryTrucks . . . . . . . . . . . . . . . . . � . �;.-. . . . . . . . . . . . . . . . 8
Existing System . . . . . . . . . . . . . . :: _,. =; . . . . . . . . . . . . . 10
Access and Mobility within Vail Villaje�� = ``; : 10
CheckpointCharlie . . . . . . F : . . . 1 . . . . . . . . . . . . . . . . . 10
Access and Signlnventory , . . . . . ; . . . . . . . . . . . . . . . . . . . 13
SkierDrop-offActivrty ` �� '= ; , , , , , , , , , , , , , , , , , , , , , 15
. *-,
�- .-, ,
Loading and Delivery Activ�ty : . . . . . 15
r .;, . . . . . . . . . . . . . . . . . . . . .
Permitting . , . . . . �..,. : . �� � . . � . . . . . . . . . . . . . . . 16 �
. . . . . . . . . . .
Loading and Delivery Parking Outside of, 'and Adjacent to Vail Village . . . 76
f � � '
:?g .
Loading and Delrvery Dafa Collection ': . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Noise ; = . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
. . . . . . _ -
�; T
Delivery Procedl�rgs and`Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Traff�c v: __ °':. : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
,
Parkm� . . . �: . . . . . . . . . . . . . . . . . . . . . . . . . . . . • - • . . . . . . . . . . . . 22
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Per�3ttmg Procedyr�S., ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
--;� �:
_Y
Alternative Short term Solution Development and Analysis . . . . . . . . . . . . . . . . . . 24
, :_.:
Evaluated Short term Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
-:>
_ _;� Variable Message Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
.s..,
Change,in Parking Ticket Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
� Informational Brochure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Limited Access at Hanson Ranch Road . . . . . . . . . . . . . . . . . . . . . . . . 27
Analysis of Implemented Short-Term Solutions . . . . . . . . . . . . . . . . . . . . . . . . . 28
VMSSign Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Hanson Ranch Road Barricade Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Table of Contents (continued�
Recommended Short-Term Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Improvement Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Fire Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
PermitProcess . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
InformationalBrochure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Restricted Entry to Hanson Ranch Road . . . . . . . . . . . . . . . . . . ..1:� . . . �. . . 30
;.
VMSSigns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , : . . . . . . . . 30
``✓
-.
Analysis of Operational Characteristics of Long Te "rm Solutions ::. . . . . . . . . . 31�
Permitting Enforcement x �-'r . ; ,:-, , . , , . . .;3�
Altering the Delivery Practices of the Trucking=Firms Serving the Uillage ._ .-°`34
Centralized Warehouse Retrieval . . . . . . �� � :. . . � � �''� 35
_.: :, : . .
Underground Delivery System . . . . . . . . .,.;- .:;. . . . . . . ��. . . . 38
Small Vehide Subsurface Tunnel System �✓ ;,,. . . . . . . . . . . . . . . . . . . 39
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Recommended Long-Term Solutions . . . . . . . . . . . . . . .:: ... . . . . . . . . . . . . . 41
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, = �� � ;` ` Executrve Summary y ,� � ;
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Introduction
The Vail Village Loading and delivery study was researched and prepared between
11/1 /97 and 11/1 /99 for the purpose of analyzing and understanding all the factors
surrounding people and goods movement in an out of the Vail Village commercial core.
Ultimately the study and this executive summary give recommendations and supporting
background to help minimize or eliminate motorized vehicle (primarily delivery trucks)
from the core, for the purpose of enhancing visitor enjoyment and safety. There are
several fundamental questions, which the Town of Vail must answer before determining
which of these options to proceed with. These questions include:
What is our idea of a pedestrian village and how much are we willing to spend to get
there?
Where does the money come from to accomplish the goal of a true pedestrian village?
Who has a voice in what the Town eventually does?
Whose interest takes priority in the process?
What is the time line to accomplish the goal?
Where are new loading facilities built and where are the trucks eventually going to
unload?
The following report discusses in detaii the entire range of options available to the Town
and there potential costs and benefits. This Executive summary lays out two key
scenarios that we believe to be feasible and would recommend as cost effective and
productive towards the goal of a pedestrian village.
Short Term — Siqnaqe. Enforcement. Permittinq Other Factors
The following short-term solutions were presented to the Vail Town council for approval
at the November 1998 council meeting.
Variable Message Signs
Use of Variable Message Signs (VMS) at key locations directing skiers to the
parking structures, and informing them where appropriate skier drop-offs are
located.
Additional - VMS signs, in the vicinity of the roundabout and adjacent to the
parking structure, to get the attention of out-of-town guests and direct them
clearly to the appropriate parking locations. Operate the signs only during peak
periods.
ii
Change in Parking Ticket Structure
Change the parking ticket structure. Have a ticketing structure that will penalize
the repeat offender and not affect the guests of the Village.
Start with a warning ticket, then the first three parking tickets a person receives
will be the standard $26, the fourth and all subsequent tickets, during that season
(Nov. To April) will be $100 or more (Town of Vail Council does have the
authority to increase the parking fines in the Village).
Access to the Village Commercial Core
There are several access points into the Village, only one of which is suitable for
delivery traffic entry. While we found that most delivery vehicles do enter the
Village through CheckPoint Charlie, many other vehicles enter from the other
three access points to the Village, frequently against traffic. In reviewing traffic
patterns, traffic flow, and entry access points to the Village, we discovered there
might be some opportunity to further limit access to the Village for all types of
vehicles. By limiting vehicle entry access to one or two enforceable points in the
Village, the overall traffic volume could be reduced, thus reducing the impact of
delivery vehicles.
Changes are easily instituted and are enforceable. Should reduce traffic in the
Village significantly. If instituted in conjunction with improved signage, adjusted
delivery hours and better enforcement would have impact on overall sight and
noise poliution caused by vehicles in the Village.
Hours of Delivery
One of the issues that we believe could have a significant impact with vehicle
density and dwell time in the village that would not require intensive capital
investment would be restructuring the way in which the town vendors are allowed
to deliver goods to individual businesses. While many of the restaurant owners in
town allow delivery personnel unsupervised access to their place of business to
make deliveries, or have someone available in the early morning hours to receive
goods, some restaurants/bars/hotels do not allow this to happen. This causes
some vendors to remain in Vail as late as 11 :OOAM to 1 :OOPM to service their
customers. This equates to a significant increase in dwell time and cost as well
as additional noise and sight pollution.
Earlier delivery of goods could remove the majority of larger delivery vehicles
from the village during "guest" hours. This process would require cooperation
and coordination between vendors and restaurants. This approach would be
most effective if instituted in conjunction with improved signage and some
changes in access and traffic flow in the Village. Stricter limitations could be put
on Village access if delivery personnel could complete deliveries to all
establishments before 7AM.
iii
Other Factors
While delivery trucks do create a sight and noise pollution issue as well as an
inconvenience in the Village, the ancillary issues should not be minimized as
contributing factors. W e believe they warrant further analysis.
Some of these issues include:
• Automobiles in the Village
Working people (remodel and remove = construction)
Residents
Business owners
• Enforcement
• Snowplows
• Small Package Delivery
UPS
USPS
Federal Express
Newspapers
Section 5 — Short-Term Analysis and Section 6 - Recommendations detail the entirety of
these recommendations. Before any or in conjunction with the consideration of any
major capital expenditure, these solutions should be implemented for at least one
season. The esfimatecJ cost implementing all of these suggestions v✓ill range in
$250,000 to $1 ,000,000 and should impact the total traffic in the village during visitor
houl'S by 40-60%.
Lonqer Term - Construction. Warehousinq and Deliverv SVStem
Over 250 scenarios were examined (see appendix E) to determine what combination of
warehousing and delivery options might be the most feasible and productive in terms of
both logistics and cost in removing vehicle traffic from the Village. While many of the
scenarios had attractive traits, no one scenario was perfect. it is evident however, that a
combination of some of the features of several of the scenarios could reduce the total
vehicle volume in the Village by as much as 95%.
These include:
• Addition of several delivery doors and a delivery dock at the Land Exchange
building site. To effectively service at least 1/3 to 1/2 of the Village
commercial core, 6-10 doors would be required.
• Additionally, some heated sidewalks into the village, which could
accommodate pallet jack size pull carts, as well as some traffic management
along Vail Road would be required.
• Construction of some underground delivery tunnels with street level freight
eievators under Bridge Street and Gore Creek Drive to facilitate loading and
delivery at the Land Exchange site.
• Construction of a delivery dock and 4-8 delivery doors at or near the P3&J
site
i�
• Consideration of additional storage requirements per retail square foot for
businesses in the village
• The consideration of a delivery dock to accommodate large and small trucks
at ail newly developed and redeveloped sites within the Village.
There are several examples of how and why these options could be done on a cost -
effective basis and have a major impact (incremental) on the vehicle traffic in the Village
Core in the attached study. There are also discussions on opportunities we believe
make less sense from both an economic and vehicle impact.
v
Introduction
Vail Village exists as a small specialized service center in the resort community of Vail,
Colorado. The Village provides direct access to the Vail ski resort as ivell as a number of
tourist services such as, lodging, dining, shopping, ski rentals, and entertainment: A map
of the Village can be seen in Figure 1 . The Village is a pedestrian zone. The streets within
the Village are restricted to pedestrian traffic, Police and emergency vehicles, guests
staying at lodges with parking facilities, taxis, construction and service vehicles, and loading
and delivery vehicles. There are no service entrances to Vail Village lodges and shops, so
it has become necessary for vehicles to utilize the same streets as the pedestrian traffic.
Constituencies in the Town of Vail would like to present residents; visitors, and tourists with
a true pedestrian environment therefore the desire exists to develop an alternative method
of freight delivery and garbage pick-up for the Vail Village.
A study of the loading and delivery process in Vail Village was conducted by the Town of
Vail and MK Centennial. The study includes: determining whether a problem existed,
defining the problem, defining the existing system, data collection and analysis, and
alternative solution development and analysis.
A public process was conducted throughout the study. The public process involved having '
individual or-small group meetings with each of the affected interests, and larger group
public meetings:
1
Figure 1 - Vail Village
Vail Village
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2
Loading and Delivery Problem Stafement & Issues
Community representatives and Village constituencies perceive the"need to reduce or
restrict loading and delivery traffic within the Village. A public process to determine the
problems or issues with the existing system began bydefining the problem and identifying
the affected parties and their concerns. The Town of Vail conducted preliminary public
meetings with all interested parties and affected groups.- :
Problem Statement
A series of ineetings with these groups and public meetings yielded the following problem
statement
Working Problem Statemenf
Overthe years, trucks--particularlylarge trucks--have become an irritation in Vail Village as
these vehieles use Vail's `Yront door" pedsstrian space to provide `back door" deliveries.
This conflict occurs because Vaiflacks a7leyways and other alternative methods that would
provide these,essential services more discretely. This results in two problems: i) the guest
experience is not what we intend_.and; 2) business visibility and access is diminished.
Instead of fully,enjoying the resort's nafural beauty and ambiance that attracted them in fhe
first place, our visitors--especially those who come to enjoy our family-owned lodges--find
themsel"ves experiencing the sights and sounds of an urban environment. For busrnesses,
VaiPs ambiance is furtlier impacted when trucks, while providing essentia! behind-the-
scenes support for the benefrt of al! businesses, block and obstruct selected storefronts a!1
too frequently and for:intolerable periods of time.
With 'large trucks, in particular, the community has identified the following issues and
concerns:=
• size
• unsighfliness
• noise
• pollution
• safety risk for pedestrians
• frequency of c�eliveries
• Iength of time spent blockrng businesses
3
• length of time spent blocking businesses
• congestion
• loss of tourism, revenue
If, in fact, the presence of trucks in the pedestrian areas causes a negative impact on our
visitor enjoyment and the success of our businesses, the town must immediately address
the loading and delivery issue through infrastructure management and other techniques to
improve the community's overall economic viability as a world class resort.
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Groups Affected by Loading and Delivery practices with���,i/ail.,� rillage
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Vail Village is a mixture of many businesses, restaura �ts homes�a dygG�st lodges all`o�
which are served by a variety of different delivery coropanies a�c�rpes�'�of��i�ue vehiLles.
�. ��-�
The diverse nature of the village, and the variety of�'2islivery��eeds reqw�"e, th�ta nomber
of different groups be involved in defining and deterr��r�m ,the effectiveness�o�the�existing
delivery system. The groups which are represented m�his�tud� and which will be impacted
most by any decisions to alter the delivery system��re� ou�ts. and visitors, businesses
within the Village, homeowners within and adjace�t�to th��Vil a�e,rDelivery vehicles, and
the Town of Vail. Each of these groups were su�e{yed in the`��t'nme�;of 1997 to determine
how they perceived the loading and dehvery�issue ; 'lthin the`�il=�/,illage.
���� �� � �
3 � � ��
Tourists and Visitors �i ��`� :� d�� � �
Concerned that the existence of d�very truck's within �t��illage may take away from the
positive guest experience the ToW�i�of Vail conducted�'a survey of Vail Village guests and
tourists to determine rf the £�Xisting loac3ing an�,d�delivery system had any negative
reverberations on their sta��n�Vail The��i'ie. was�conducted by Town of Vail employees.
Surveyors��re stati�[��e� �a��various��"cz��s throughout the Village. Surveyors
approac� e`Ysons on ihe s�reets in the�/iliage and asked them questions pertaining to
the Villag �T exfollowing��s a�i i�'ofaquestions and responses:
1 . Please rat Y� '�il a'ge in te � sho#�the following:
�,. ��
��°`�� _ -�,�`E�,xtremely Extremely
�,,ys ' �;�15issatisfied Satisfied Mean n
�> � � 1 2 3 4 5 6 7 - 8 � 9 � 10 �
{��X r
�treet life in the sJ�immer 3 1 0 1 1 1 10 24 16 21 8.1 75
�"�G-leanLness �� 0 0 0 2 3 1 6 15 32 24 8.7 � 83
��aise levels �'� 0 0 2 2 6 2 8 16 22 23 8.2 81
� Air-qualiry�� 0 1 0 1 0 0 3 12 26 42 9.1 85
Overall appearance 0 0 0 0 2 1 4 10 29 35 9. 1 81
2. Did you notice the presence of delivery trucks?
Yes 34 42%
No 47 58%
4
3. If yes, rate the impact the presence of trucks has had on your experience
No Problem Big Problem � n
1 2 3 4 5 6 7 8 9 10
16 3 2 3 3 1 4 -0 0 0 2.8 32
Responses to the survey are also displayed in figure 2.
Vail Village Business Owners
The Village business owners were questioned by the Town of Vail and 'MK :Centennial in
both group meetings and individual meetings. There are two distinct groups within the Vail
business owners group, shop owners and restaurant owners. Both groups were met with
separately and together. This aliowed for the full variety of opinions to be considered when
addressing the loading and delivery issues within the Village. The general perception of
business owners is represented by the following statements. '
• Large trucks are unsightly, and when they park in front of businesses they block the
entrances and hurt business, the use of Smaller trucks may_help, (although smaller
trucks means more traffic).
• Trucks should park in front of the estabiishment to which they are delivering.
• Lack of storage space at Village establishments makes if impossible to reduce number
of deliveries.
• Cars parked in the village limit spaces available for truck parking .
• Trucks should be in the Village earlier, and out earlier to limit guest exposure to trucks.
• The noise made by large trucks, snow.plows, and garbage pick-up is the big problem
for lodges within the Village. The noise wakes guests and creates an unpleasant
� atmosphere. �
• Garbage pick-up between 8-9am is ideal, pick-ups outside this time slot are annoying.
East Village hlomeowners Associations
The offieial stance of the;Homeowners association is that Vail Village is divided into two
distincf areas, the commercial core of the Village and non-commercial areas, The zoned
commercial core and surrounding areas can be seen in figure 3. It is the position of the
Homeowners Association that the loading and delivery of goods intended for businesses
within the commerciaf core of the Village should take place within the commercial core of
the Village. Curtently loading and delivery is ailowed at three areas outside of the zoned
commercial core,''Hanson Ranch Road, 304 Gore Creek Drive, and Willow Bridge Road.
J
Figure 2 - Vail Village Guest Survey
Vaii Village Loading and Delivery Survey
QUesnon: Please rate Vail Viilage in terms of the following :
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Extremely
Satisfled
Quest�on: Did you notice presence of delivery trucks? :
'°_ � If yes, rate the impact the presence of trucks
_ ; � had on your experience;
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Figure 3 - Vail Village Commercial Core
Vail Village Commercial Core
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Town of Vail
The Town of Vail's interest in the loading and delivery issues within Vail Village stems from
a number of different areas. Vail Village has been struggling with the loading and delivery
issue`for a number of years now. At the beginning of this most recent study process, the
Vail Town Council proposed the ban of "large" trucks (trucks over 55 ft.j within the Village.
The Council had received complaints from business owners and residents of Vail Village,
complaining about the unsightliness and noise of the large 5'h wheel trucks.
The Town of Vail Police Department spends time and money enforcing parking policies
within the Viilage. The Town also has an obligation to Vail residents and business owners
to maintain safe and pieasant atmosphere throughout the Town of Vail.
7
Delivery Trucks
There are over 70 different companies that transport goods into Vail Village, making over
50 deliveries a day (during peak winter season, could vary between 15 - 70 depending on
the day). This works out to be approximately 50 trucks per day. The current loading and
delivery restrictions allow large truck deliveries prior to 8:30am on Bridge Street and prior
to 11 :30am within the remainder of the Village. After 11 :30am the trucks musYmove to the
parking areas adjacent to the Village, on Willow Bridge Rd, Hanson 'Ranch:Road, and 304
Gore Creek Drive. Small trucks, package trucks, and automobiles are allowed in the Village
until 6pm. Because goods are delivered by hand cart, and wheeling a fiand cart limits the
amount of distance a delivery person can cover, many drivers park their truck three times
in three different locations within the Village and then hand cart the goods (approximately
2001bs. per trip) to each nearby establishment (approximately 300 ft.). A graphic depicting
the three typical delivery zones can be found in figure 4: ` Drivers generally park first on
Bridge Street, then move to Gore Creek Drive, then out to :the Christiana to finish their
deliveries.
Figure 4 - Vail Village Driver Delivery Zones
Deliver Zones
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- � W �, _ � �� �� 4� � �q9
cae° . � � A �M1.
$
^ o� g� `� � ': �: �' �� _: M�w�+` '+hw {y �a�n
�1v �, '- �. � � G� Cf�k QCheckPdnl Rtl
ay�o - m, . p Che�lle
� ._.t.e ���0�"a'°' ' � , wpy saa+d^. � °°° � � k'PL � .
.p•' /� �t
a� .. � .�; � � I ¢X
��_ �� ` � � � ` � �
�� �- ,�.��� �
�
e, �� -- � �.
��a �.�,� f�P°— $ 4 .
Eest n� S�
Meatlowpr. Wy�Mm�'
�
. ___=_�/� � �
J � n � � �
� �
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O
O
The trucking companies and drivers were in attendance at a public meeting, and interviews
were also conducted with various companies to understand the loading and delivery issues
concerning the delivery companies. It is the position of the truckers and delivery companies
that the issues concerning the trucking firms and delivery companies are:
• A lack of adequate parking, due to unauthorized vehicles in the parking spaces
• A lack of sufficient storage space
• Some restaurants do not allow drivers to make deliveries until after 11 :30, forcing
drivers to wait around for hours and relocate their trucks to the adjacent, non
commercial core, parking areas.
Limiting truck sizes to medium (non - 5`h wheel) trucks, would create a problem for the
delivery eompanies. Most trucks delivering to the Village are full �f goods solely intended
for the Village, therefore limiting access to medium sized trucks or smallerwould make it
necessary for delivery companies to send two trucksto the Village daily. Sending multiple
trucks would substantially increase costs and also overall truck traffic in the Village.
9
Existing System
Vail Village is located within a pedestrian zone, and all vehicular access is limited to guests
staying at lodges with parking facilities, taxi and limo service, construction> and service
vehicles, and loading and delivery of goods. Within Vail Village there are dedicated loading
and delivery zones, all of which require permits. These zones are on Hanson Aanch Road,
Gore Creek Drive, Checkpoint Charlie, Willow Bridge Road, and 8ridge Street, represented
in figure 5. The delivery zones are restricted to specific vehicle types and times of day.
Table 1 details these restrictions, which inciudes the following;-
• There are no restrictions on how early trucks are permitted in the Village given they park
in designated areas to load and unload and run silent
• All traffic must be off of Bridge Street by 8:30am
• AII traffic, except courier services, must be off of Gore Creek Drive (between VHil�ow
Bridge Road and Bridge Street) by 11 :30am
• Courier Delivery Vehicles are permitted in Vail Village until 6pm - parked in designated
areas
• Garbage trucks are permitted in the Village between 7am and 9am
• Check Point Charlie is manned from 8am until 5pm during the peak season
• After 1-1:30am Large truoks (36' or more) are permitted to park on Willow Bridge Road
and Gore Greek Drive north of P3&J until 12pm
Access and Mobility within Vail 'Village
The only legal access point into Vail Village is Checkpoint Charlie, located at the west end
of Gore Creek Drive. See access map in figure 6.
Checkpoint Charlie
All' vehicles entering Vail Village are required to pass through Checkpoint Charlie on Gore
Creek Drive prior to entering the Village. Checkpoint Charlie consists of a staffed and
gated entry. Although Checkpoint Charlie is staffed by the Town of Vail Police Department,
the staff consists of Community Safety Officers (CSO), and Code Enforcement Officers
(CEO). These CSO's and CEO's are not police officers, however they do have the authority
to enforce the parking regulations within Vail Village.
10
Figure 5
� � y�`t � ��.o ! I� ``\```'` •
�J\G�e � � �oJ -- �\�� . . ■
� �k ==� - ��� Vail Village Loading and
, a ❑ _ . ; ,
o , .
-f r �`�'� Delivery Zones
�°— �Z � �'1�
o� �° � _ ��` ' , ,� . �
o� � ' �
. ..s9�a9V°�9m H`11.:.. Pla�i.ae< _ LodgeTower__ -� Vdi/
eibe ""' 'Qo' Fo�e
T�vo�� Ci�cl yeuna� -. � st Ra �
b - °� �a
h'a �'s6a . �oa9e -R.
.�� '� � � �id �
O �(�11a11-� � h�,h 1`d` , aS� N 9 _ - O �`a��.
� ��do 304 Gor Rd 3 _- �= N Yt�ae" _ = ryo� ;, - . . . O� .
: � sa�o. _ �reek e � _ ' � �D _ ^. . � '� Rd9e - � ,WljaWS'
—�'nd :: G oM11 r � RUCWg`K ` , ��_ ' Ipa90NO�h , h'a.: !y� - ,
U � ` G°�e Cre@k rt u�tlf^ �1 _:, .= �� - The . - �� � Checkpoint . �Ra . � J L
� l5`� - Dr. � , �ad� e iding " � ee � r. p Charli � MQ - B . P.
Bear
Ta -: _. -�- �sno -
2 O . . W^lrouse Ro �- � � �
, �
N t � '_:' �o � ` � �= hlldcens _ .
�° . � _ GOrsoch Fountam eell JohP . ///p Q ��
Lotlge
�oa_ ,�, , eaP,,s . roWa� �a�t saunanc K' F'L �� Trash TYucks Must Exit by 00 am
C� . .. �edaa . � �. __ � .
� � . � 9 •
�.����� �_� . _ a� �;� �"a�.� � �`� (8 : 30 am on
i _ �� ' -"-- � � . . Tower BBVP� �. � �" ..�. .--�_.x.,+, . , ouse � = BT1Clge StI'eet�
. /! � � :`��` _ _ e m ,. �- � = ` Rrverh
/ � �
���� � - ���, . L Courier Services Must Exit by 6 :00 pm
� ��� /� VaifAtlilehc � `\• `�.,, ; � .a ,IIi;;;'��eCenterSo�th - .','�O '�� - '�+� -. _:-- � . �g : 3 � 8TT1 011
=-=____-=/� Ciuti ; . - V�11a9 � f ° s�°^s"�8Q °' � - Bridge Street)
Mounfain = ; � Q1
� Center - o—o � a � a �o,m'��;..
BIUe CoW Ch � � ' � I � �Sonnenalp:_ uslna , � -� �O �' -
ute East Meadow Dr. Haus� �� ts��su`s� � � _ ���
� -' Villa9e �^ter � _ � �
� N �p
Park�n9 Structure � �
o � East Meadow ��•
J ' V SOU7H '. . ViP - �
EnUence to o Note:
parkingstmcWre � � � n^ � C�� T - , �z -�� _ _ , . �'pK;__ � .S'�/TllbO1S T0}�resent block
. j � � 3� _ �� ���.\JS��._ � J Y
75m����B so �° loadino and deliveYc� time
� Parking . . � � I .: U . � $.' � Q D b 'J
` Gapssao� r^ zones and not individual
�� ' ` stalls .
South Fronta � � �R��ni J �
�nterstate � 9e Roary � � = ;��ey ;
0
� _r.� =_. � _ �"�a,a.'
Table 1
Bridge St. Gore Creek Dr. Mill Creek Bldg. 304 Gore Creek Hanson Ranch Rd. Willow Bridge Rd. Check Point Charlie � �
Cars and Trucks (up to 18') Until 8:30 am Until 11 :30 am U�til 6:00 pm Unti16:00 pm Unti16:00 pm Unti16:OD pm Unti16:00 pm
Medium Trucks (19' to 35') Unti1830 am Until 1130 am Until 6:00 pm NotAllowed Until 1130 am Until 6:00 pm Until 6:00 pm � Frontaye aoad �
� ��To Police Station ��
Larg� Trccic� (36' a: more) Until 830 am UnGI 11 :30 am Until 12:OD Ploon Not Alloc✓ed Until 11:30 am Uatil 12:00 I+Ioon Uati112:OC Ydooa - �— ��
Trash ltucks Until 830 am Unti19:00 am Until 9:00 am Until 9:00 am Until 9;00 am Until 9:00 am Until 9:00 am Q \v
Courier Services Until 830 am Unti16:00 pm Until 6:00 pm Until 6:00 pm Until 6:00 pm Unti16:00 pm Unti16:00 pm �� �
All vehicles passing Checkpoint Charlie are required to have a parking or loading permit.
Permits for trucking companies are issued through the Vail Police Department. Temporary
permits may be obtained through Checkpoint Charlie personnel . There are a number of
lodges within Vail Village that do have their own parking for guests. Guests staying at these
lodges are permitted to drive into the Village and then park in the lodge lot.
There are no other legal access points into the Village other than through Checkpoint
Charlie.
Access and Sign Invenfory --
All entrances to Vail Village are signed with "Pedestrian Zone" - no vehicle access signs,
see figure 7. Hanson Ranch road and Gore Creek Drive are signed with One Way, and
Do Not Enter signs directing traffic around the loop, anda No Left Turn sign on the ramp
as it approaches Gore Creek Drive. These signs, attempt to prohibit vehicles from entering
the Village on Gore Creek Drive or Hanson Ranch Road. However, during observation
periods when loading and delivery practices were observed, there were always several
vehicles observed disregarding the One Way sign on Gore Creek Drive and entering the
Village without passing Checkpoint Charlie.
One Way and Do Not Enter signs at the north end of Willow Bridge Road also restrict
vehicular access into the Village.
Figure 7 - Vail Village Pedestrian Zone Signs
PEDESTRIAN ZONE
.
�
ZONE
= VEHICLES RESTRICTED
; ACCESS AND PARKING BY PERMIT ONLY
PARK IN DESIGNATED AREAS
VIOLATORS WILL BE TICKETED/TOWED
NO SKIER DROP- OFF
Access to loading and delivery parking adjacent to the Village is accessible without passing
Checkpoint Charlie. These loading and delivery sites are accessed through Hanson Ranch
�oad.
13
Parking signs - The parking area on Gore Creek drive is signed with the following
restrictions: permit parking only between the hours of, 7am-12pm, see figure 8. This sign
does not actually reflect the parking regulations in affect on Gore Creek Drive, there is no
restriction on how early a vehicle can park on Gore Creek Drive, and permit parking is
allowed until 11 :30am for large and medium trucks. Any vehicle parking within the Village
must be permitted and therefore the driver is or should be aware of the actual regulations,
regardless of the posted signs. Cars and package trucks are allowed on Gore Creek Drive
until 6pm. The parking signs on Hanson Ranch Road, Willow Bridge Road, and 304 Gore
Creek Drive east of the Village allow permit parking between 6am and 6pm for any size
vehicle, see figure 9. There are no parking signs on Bridge Street.
Figure 8 - Gore creek Permit Parking Signs
PERMIT
PARKING
ONLY
7am To � 2 pm
�
NO PARKING
12 �, ro 7.m
TOW AWAY ZONE
Figure 9 - Outlying Parking Signs
, TOWN OF VAIL -
, PERMIT
<PARK(NG
ONLY
` 6 .� " ro ` 6 w�
30 MINUTE LIMITAFTER
6 ,�
�
"' ` NO PARKING
12 � ro 7.�
TOW AWAY ZONE
14
Skier Drop-off Activity .
; Skier drop-off and pick-up activity takes place along Hanson Ranch Road just south of.the
P3 & J lot. Approximately 15 -20 vehicles are involved in skier drop off activity during eaCh
daily peak (am & pm). There are a number of other vehicles, mainly cars that use the
Hanson Ranch Road illegal access into the Village on this segment.
Loading and Defivery Activity
There are approximately 50 - 70 truck deliveries per day in Vail Village. Trucks delivering
goods to the Village originate from a variety of sources and deliver. a variefy of goods. A
list of delivery trucks, their size, and type of goods delivered is found in Appendix A. There
are so many different types of businesses being served by the delivery>trucks that it is not
possible to define typical delivery patterns. Through 'interviews` wi#h';frucking firms, and
obseroations it is estimated that approximately 65% of the truck deliVeries'are unique to the
restaurants. Table 2 documents establishments in the village and their corresponding
square footage.
Table 2 - Vail Village restaurants and lodges and their corresponding square footage
Business Name Sq• Ft. # seats # rooms
Blu's Restaurant 1224 < 76
Bridge Street Charlie's ; 900
' Christiania Lod e 46
Club Chelsea 2400 130 -
Club, The 2000 75
� Gartons Saioon � 6000 160
Gasthof Granshammer, Ina 28
Gorsuch Ltd. 10000
Lancelot Inn, Inc. 4000' 125
' Ceft Bank Restaurant : 3000 90
_ Lod e @ Vaif Food1$ev.
Lotl s � Vail Other `
Lod e � Vail Retail
Lod e � Vai1;-The 116
'Los Ami os-` :- - 1400 112 83
' May Palace Restaurant 3000 120
Mo uls 94
Nick's 2800 59
Ore House 3800 114
Pe i's Restaurant & Bar 157
Red Lion, The 6700 232
RusselPs � 2700 110 �
Sarah's Loun e 60
Sitzmark Lod e, The 35
Sweet Basil 100
Tivoli Lod e, The 50
Up the Creek Bar & Grili 1600 70
Vail Village Club 11620 116
Vandetta's 6200 120
15
All delivery trucks are required to shut off their engines and turn refrigeration units off when
parked and delivering in the Village. Through observations and meetings with drivers it is
clear drivers follow these regulations.
Permitting
Trucks making regular deliveries into the Village are granted permits by the Vail Police
Department. Anyone making a delivery to the Village that does not do so on a regular basis
may get a temporary permit for 30 minutes at Checkpoint Charlie. If the delivery is going
to take longer than 30 minutes, the driver must get a permit from the Police Department.
The Town of Vail also issues permits to each of the merchants whose shops are located
in the Village. These permits are for 30 minutes loading and delroery`purposes. These
permits are not intended for use as permits to drive intorShe Village for any other purpose
than loading and delivery.
Loading and Delivery Parking Outside of, and Adjacent to Vail Village
The Vail Parking Structure, located just north of Vail1)illage, is primarily used by visiting
guests and tourists staying in the Village or skiing at the Vail Resort. However there are 7
spaces on the top of the structure dedicated to 15 minu#e loading _and delivery. These
spaces are available for the loading and delivery of small itemssuch as documents.
Virtuaily any item small and light enough to be deliuered by car:should be delivered or
loaded utilizing the space at the parking structure. During observations, these spaces were
rarely all occupied, and never were they all occupied for- long periods of time.
16
Loading and Delivery Data Collection
After determining the issues concerning the loading and delivery of goods for Vail Village,
additional data collection was necessary to determine probable solutions. Additional data
was coliected concerning noise, delivery procedures -and practices, traffic, parking
availability, and permitting.
Noise
Noise can be measured for short duration sounds, suoh as a door slamming shut, or the
"average" noise over a defined time period can be calculated: The latter is the chosen
method by traffic engineering professionals and the Federal Highway Administration
(FHWA) for defining traffic impacts, where numerous instantaneous noise levels are
averaged to characterize the average noise at a location. This noise level is defined as a
decibel level (dB) in Leq and is the most common unit used for describing traffic noise.
When studying noise levels the highest regularly observed Leq, generally during the busiest
traffic period` of the day, is used to define noise impacts.
The Town of Vail has noise regulations for Vail Village that prohibit noise levels over 60 dB
before 7am, table 2lists the noise regulations for the Town of Vail .
Table 2 - Town of Uail Noise Regulations
Time : � 7am - 11 pm 11 pm-7am
Acceptable
Noise levels
Resitlential 55 d6 50 dB
Commercial 65 dB 60 dB
I�dustrial 80 d6 75 dB
In order to understand the potential impacts and decibel levels referred to in this study, the
following information concerning typical noise is presented in fiQure 10.
, 17
Figure 10 - Typical Noise Levels
Ne • . - - . -
(Thresho • • • � � - . -
Heavy metal ban �
Accelerating motorblke - �
Car horn at 10 ft, away � �
Noisy factory • �
3rd floor apartment ne� to Freeway : �
B-757 alrcraff cabin during flight �
Crackling of plastic food wrappers (2 feeT away). • e
Outside In resldentlal area (away from roads)
Indoors, soft radio playing ;� .=�
����
Indoors at nlght �'�0� =_
Whispering � � � ��f �
Human b{eathing 10
0
Noise from the loading and delivery of goods in the Village was recorded at six locations
withinlhe Village (Sitzmark Lodge, Pepi's, Christiania, Bridge Street Lodge, The Willows,
The Lodge North) during two time periods, early morning (6am-8:30am) and late morning
(9am - 10:30am). A map and chart of the peak noise data collected is found in figure 11 .
A detailed chart of all noise data collected can be found in Appendix B.
18
Figure 11 - Vail Village AM Peak Noise Levels
AM PEAK NOISE LEVELS
,�� � d �_, ° _eJ
�'8. 67.3 .\..
min. 35.2 O �•••
16. Q+9. 66.5
r—,_._ � D .-L_ i , ` �.. Mn. 3].9
\ ]9.
�,�e q R " ) �tA�.�chde� wd O T,,. �T ����R Fwect
I �
� �g �y � ��er�.
a+e. s�s
� �� � � 3� �' �J mm. w.e
�; Y� �t. :' � - v,�'"°.
mde.a
� � w�
GwaC�ekpr �� c.aa M,� �Che�iiePolnt � Rd .: �
o�me � Caore r. . _..O �
a'9 69.6 i.._.
� min. 46.] ���'�4yj� �� . � �cew
. 81. WnuM yyM� FwMI^` � p��y 8�m� - 'bWp� �
� � �
�,.._ "' _ , � � �--� 56 , �_
mh 9ed � }
`" \:^. mmc J3b �
\��.. •. av➢. 62.P �\
w� mh. 4).0 � yw���, �
� �y� rtar. 8).4
�� — —
���� Ee� � �° ` g� 4 �
'Haeeow or. � �'m'rx
�/� �
p�,���� ✓�/ . . . � �
P6WIN
The noise levels measured within Vail Village basically peaked between 9am - 11am, with
the exception of the Willows and the Bridge Street Lodge locations. The Willows and
Bridge Street 'Lodge locations had their peak noise levels between 7am - 9am. Through
observations, the reason for the different peak noise times appears to be early morning
truck delivery traffic on Bridge street.' Because all traffic must be off of Bridge Street by
8:30am, delivery trucks-make Bridge Street their first stop and conduct deliveries prior to
8:30 so as'not to violate the 8:30 restriction time. The traffic affecting the Willows is
primacily early morning delivery trucks and snow plows that need to be in the Village to clear
the streets. ='
Town noise regulations permit only noise levels below 65 dB between 7am and 11pm within
the=Village. The Pepi's location recorded the highest noise levels (greater than 60 dB)
during both early and late morning time periods. Pepi's is centrally located within Vail
Villag`s arid isadjacent to a great deal of loading and delivery activity. In order to keep
within the town of Vail Noise Code, Checkpoint Charlie personnel should make efforts to
direct delivery traffic to locations other than near Pepi's whenever possible.
19
Delivery Procedures and Practices
Vail Village is serviced by a variety of suppliers providing goods and services to restaurants,
lodges and retail establishments. Each of these suppliers transports their goods into the
Village in a unique way (frequency, type of vehicle, time of day). Due to the competitive
nature of business, there are several suppliers of beverages, food, linen, as well as several
small package delivery companies who are in the Village on a daily basis. In fact, it is likely
that an individual business in the Village may have several suppliers supplying the same
product. All these competing suppliers result in increased truck traffic in the"Village.
Most suppliers operate on set schedules with set route drivers into the Village. The Village
Commercial Core (VCC) is large enough to warrant a separate 'truck from each supplier.
In most cases trucks coming to the VCC are full of goods to be delivered solely within the
Village. If the VCC does not support a full truck from an individual supplier, thetruck might
have additional stops in Lionshead, Avon, or further down-valley.
The drivers who transport the goods into the VCC are generally route drivers who have
been delivering Vail for some time. They understand the, permitting, parking and noise
ordinances and adhere to them . A typical day for a driver del'ivering food into the Village
would begin at 2am in Denver, Grand Junction, or Glenwood Springs: They would typically
make three stops in the VCC. At each stop they would deliver 2=5;es#ablishments, making
, around 70 total trips from their truck. Each load weighs approximately 200 Ibs. And is
�`' wheeled anywhere from 150 - 350 ft. On an average day, a driver would spend 6 hours in
the Village and deliver 14,000 - 18,000 Ibs. of goods: ' �
Most suppliers operate on a three; #ive or six day delivery schedule, depending on the
demand for their goods. All suppliers expressed a need to be in the Village on at least two
days between Thursday and Saturday.
Traffic
Along with the deliverytrucks, there is a considerable amount of automobile traffic occurring
within the Village. Thesautomobile traffic consists of construction and service vehicles,
taxis, Town�of Vail vehicles, "shop owners, and visitors who are unfamiliar with the area and
do not know where to park in .Vail. Figure 12 documents the vehicle mix and corresponding
percentage of traffic each vehicle represents.
Automobiles (cars) clearly make up the majority (30%)of the traffic entering the Village.
Alfhough delivery trwcks are noted in the problem statement, the problem in terms of volume
is actually with cars. Removing cars, that are not essential for loading and delivery, from
the Village would make substantially more room available for large trucks to park closer to
the establi§hments they need to deliver to, therefor needing less time to complete their
deliveries.
20
Figure 12 - Vail Village Vehicle Mix
Vall Vlllage PedesMan Area Vehlcle Mbc
'kECtlrtabb�edmCheri�o!ntCheAeCounkaf1i0,000vehNesh1B85end1BB8 �
� r�oer�.'��- ; � �� _ ` {_ � � �- 3 �� ; 30%
t, �,��,. �.�e,..k`?'° �
� �i�` 3%
� rYe�ve�i+`�7e`�e 4%
�S v�°" 2%
'�o,�' P°c�p°���� t�- s f�f, �: 12%
> �� . � � � � -
� �e�eaiosnwyi� � �' � � = 17%
��
•: - c�aa. o
„� nuduwi�t � 7 /o �
�� 1 %
�,W� �
4� ��4� ����w,��:�r1 � ` ` 24% ,
Deliveries to Vail Village vary by season and day of the week as well as by type of vehicles.
Table 3, presents the Vail Village delivery activity by day of the week.
Table 3 - Daily Delivery Activity
Total tri s into_the Villa e ='
Da of the week' All`Vehicles Deliver trucks
Sunda 599 ' i9% 29 2%
Monda : 815 12% 176 12%
Tuesda 71;5 '10% 178 12°/,
Wednesda .11:70 17% 306 21 °/,
Thursda 1176 "' 17% 288 20%
Frida i1279 19% 308 22%
Safarda ; 1223 18% 151 11 %
Total 6858 100% 1430 100%
� z
Total trips#o the Village tend to be heaviest during Friday and Saturday, and lightest on
Sunday. However, delivery trips are light on Saturday and heaviest during Wednesday,
Thursday, and Friday. These numbers indicate that limiting deliveries on Saturday and/or
Sunday might be possible. Each trip is an in or out event at an entry of exit point in the
Village.
21
Parking
Parking in Vail Village is only for permitted vehicles. Vehicles without the correct permit or
vehicles who exceed the limits of their permit will be ticked. During a three week period MK
Centennial observed the permitted parking zones within Vail Village and found the foliowing
occupancy rates presented in table 4.
Table 4 - Vail Village Parking Study
Peak Hour < ' Total Number
Street Name 6:00 7:00 8:00 9:00 10:00 11 :00 Of Spaces'
Gore Creek Dr.
# of Trucks Parked 5 5 6 6 7 ` 6 "
# of Cars Parked 4 6 7 5 2 6 ' 18
# of 5 aces Available 9 7 5 7 9 6 ' :
W illow Bridge Rd. -
# of Trucks Parked 1 � � 2 � 2 3 1 � 1 � -
# of Cars Parked 4 6 6 3 3 4 10
# of S aces Available 5 0 0 2 4 3
Hanson Ranch Rd.
# of Trucks Parked 0 0 2 2 :2 2
# of Cars Parked 1 ' 2 1 1 0 ° ' 2 3
, # of Spaces Available 2 1 0 0 1 ' ` ' 0
Bridge St.
# of Trucks Parked � 3 � � 2 � 2 - 3 � 1 �1 �
# of Cars Parked 4 6 6 3 ' 3 4 N/A
# of S aces Available 1 0 ' 0 2 4 3
304 Gore Creek Dr.
# of Trucks Parked 0 0 0 1 1 2
# of Cars Parked 1 - ' 1 3 3 2 2 4
# oi S aces Available .3 3 ' 1 0 1 0
' Actual number of spaces varies tlue to differentiation in vehicle sizes.
The town of Vail provides no free parking within Vail Village. There is a parking structure
north of the Vi�lage for �isitors, with 7 - 15 min. spaces for loading and delivery purposes.
The rates for parking in the Uail Village structure are presented in table 5.
' Table 5 - Vail Parking Structure Rates
�' Time Parked in Structure Rate
0'-'. to 1 -1/2r=hours Free
't-1/2: to 2 -:�'- hours $2 .
2- �:t - to __ �- �3- hours $5
. � 3 `> � to -- -' � 4 hours $6 �
4 to 5 hours $7
5 to 6 hours $8
6 to 7 hours $9
7 to a nours $to� . �
8 to 9 hours $11
9 to 11 hours $12
� 11 to 15 hours $13
15 to 24 hours $14
Lost Ticket $14
Entry and exit behveen 3pm - 3am Ffee
22
All parking regulations are enforced by the Town of Vail Police Department. Checkpoint
Charlie is currently staffed by the Town of Vail Police Department during peak visitors
seasons, winter and summer, from 7am - 4pm and is staffed as personnel are available
during the off-seasons. The Town of Vail Police Department also provides for CSO and
CEO patrols within the Village as staff is available. These patrols walk or drive through the
Village and insure that parking procedures and time limits are adhered to. The coat of a
ticket for parking illegally in the Village was recently raised from $12 to $26.
Permitting Procedures
The Town of Vail currently issues 5 different types of,permits for parking in Vail Village,
these permits are:
1 ) Annual permits for shippers
2) Merchant permits for shop owners
3) Temporary daily permits for 30 minute loading and delivering
4) 15 minute temporary permit
5) Special permit for a one time delivery that will take longerlhan 30 minutes
These permits are issued by the Town of Vail Police 'Department. It is possible to receive
a temporary permit from Checkpoint Charlie persongel <as you enter the Village. All other
permits must be applied for at the Police Department headquarters, 75 S. Frontage Road.
The permits are to be displayed on the driver-side dashboard. Times and/or dates for which
the permit is valid written on the face of the permit. Examples of the existing permits are
found in Appendix C.
��
Alternative Short-term Solution Developrrient and
Ana/ysis
After conducting the initial data collection, a set of short term solutions were implemented
and evaluated by the Vail Town Council for implementation during the 1997 Christmas
season . No follow-up was done after the initial evaluation of these solutione.
These short-term solutions are designed to improve operational deficiencies in the current
system. These are recommendations that can and should be implemented immediately and
permanently, as they are cost effective and will have an impact on the existing system.
Evaluated Short-term Solutions
The following short-term solutions were presented to fhe Vail Town council for approval at
the November 1997 City Council,meeting.
Variable Message Signs :
Use of Variable Message Signs (VMS) at key locations directing skiers to the parking
structures, and informingthem:where appropriate skier drop-offs are located. Additional -
VMS signs, in the vicinity of the roundabout and adjacent to the parking structure, to get the
attention of out-of-fown guests and direct them clearly to the appropriate parking locations.
Operate the signs only.during peak periods.
£ :;
Change�in`Parkmg Tickef Structure
Change the parking ticket structure. Have a ticketing structure that will penalize the
repeat offender and not affect the guests of the Village. Start with a warning ticket, then the
firstthree parking tickets a person receives will be the standard $26, the fourth and all
subsequent tickets, during that season (Nov. To April) will be $100 or more."
"`Town of Vail-Council does have the authoriry to increase the parking fines in the Village.
lnformational Brochure
Create an informational brochure of existing loading and delivery practices for all
people who utilize Vail Village - give Check Point personnel informational maps they can
hand out to people directing them to the correct loading and delivery areas or the parking
structure. The brochure will contain the overall guidelines for the policy decisions of the
Town Council. A draft of the brochure is presented in figure 13.a and 13.b.
24
Figure 13.a - Informational Brochure (Front)
I ; �
I
� I • • i
' P011 1 �
� , � , c es �
I� ° �'� •`_' ' ' � � ' All parking areas are for I • There are no restrictions on � • All trucks, vans , and cars must
commercial loading & ; how early delivery trucks are � turn off engines and
I� '�` ' ' � ���1� i deliverypurposes onl y ' permitted in the Villa ge, given ; refri geration units while
� l ; t h e y p a r k i n d e s i g n a t e d a r e a s ; p a r k e d i n Vai l Vi l lage.
; � The delivery of small items ; (see map) �
i information on ; and people who just need to ; ; • Code Enforcement and Safety
th e i run into the village for a � • Special parking permits may ; Officers from the Town of Vail
transportation ; moment are not permittted i be obtained at Checkpoint ; Police Department are
and loadin & ; �'�'ithin the Village. These � Charlie or the police station ; available to enforce these
g ; needs may be accommodated ; (75 S . Frontage Road) ; policies and assist Vail Village
d e I ive ry syste m ; by parking in the parking I � visitors with parking concerns
in Vail Village ; structure ; • All traffic , except courier ;
; ; delivery vehicles, must be off ;
i • 7 - 15 minute parking ; Gore Creek Drive (between ;
� � ; spaces are available o n i Willow Bridge road and ! �iolators of these olicies
� _ _ ; t h e t o p 1 e v e 1 o f t h e ; Bridge Street) by 11 : 30 a.m. ; �ill be ticketed resultin
� ' Parking structure ; � � g
� : ; ; ' in a fine of $26
� , �
onewa i ' � parking in the structure ; � Courier delivery vehicles are ;
�, a � i for u n d e r 1 h o u r a n d ' Permitted in Vail Village until ;
; 6 m. arked in desi nated i
� 30 minutes is free p • p g
; areas A map depicting Vail Village
; � No parking in fire lanes or no � and all of the proper loading
' parking zones at anytime • Garbage trucks are only � and delivery zones can be
�, ' ``, permitted in the Village ,
� " � between the hours of 7 a.m. ; found on the reverse side of
�+ � ' All traffic must be off of i � this pamphlet
TOWN OF VAIL � ; Bridge Street by 8 : 30 a.m. ; and 9 a.m. ;
�
' '
�
Figure 13.b - Informational Brochure (Back)
� w• �••
� 61/ �� d �:a _oJ `''��.
�\�e �- ,: `., .
M �. ---�``�.
'��" ��'�~� Vail Village Loading and
.,
o/ D � _,!f -I ''`;:\`�.
� —� � �� � "�- Delivery Zones
o_a—e �
\ �� �y9a�Ae ' Vdla9e ' � �LOtlgeTOwer_`.-- Vdi/�j �
a. ;-r � > 4 0. �• elbe mm> Plezs , y p0
ma� Circl ,�ea �- -��� 0 � -� �eStRtl �
ya `=�'�ns � y,�dye
bo �. �� ���_ �,� �� � o ���� � _ s
� " `, �CO\n\�O. 304 C'ure Ch Ra � � - � N � _ , - .�Rly���� � -The . ��
< (�F°�:� Creek ., � ., . � � . �R ee � wllowg � � =
�d � - G�r o n �'r a � iW� . � ��tpd9eNo!� �` / : �'a ._. ���R . ..
< e ut � - ��.. �Checkpolnt a � . _ . � � � �
` ny � Creek pr �tl C.,,,��''', c6Wan ' .cas�rro a'-°,- Charli
� 1� _ �-. eaar � eww�ne " ' � � ee c r. O _ .
' �oQ Brshop
U � � g
To'v+!ho R . Lod9e
N O � at �e °,�oy�s Childrens - � �. ' .�'� -
� ¢`N� . - Gorsuch � Fountain Be1F Gall 5�1vna[k ///ok, pl. �� �� i�. F'. �'c�'�
,,or £�b � Pepis � to'++� ��9e, � e� �� Trash Trucks Must Exit by 9: 00 am
� `� Y� f � �'a� e�� ���� (8 :30 am on
�-.r �... �fi � j Cbdc �h.a� n �P'� : ,�
:: "�� To,,,a, BQ,d�a $ � =w"��� ��a ��� Brid e Street
� i� ""=� :�. � � '� � � � �� �,a�n ��: g )
�
;,;� ��: ��� '" m ���°�jn"= �-_ �"'��5� ,�� Courier Services Must Exit by 6:00 pm
�'u� . �,, ''�,�:..�'� � b`��r�-�i�' �so„w � � �%� 8:30 am on
�/ , �..,.T -�` ���Q� eG�� � o£ �I
� venG ben� _: . � '����''�,y '�•'c`.- � va�a9 _ �..fy .�n���w �c .: Bridge StYeet�
�..
m
-'-_-' a ' Mauntalni. ` - � m+. _ - - n
Ceniar ° °-- � R °� .
BIUe CaW ChOte �� ' I _ SonnaHaus. smao V . _ •O
m (�
EastMeadow . - a4\ � _ : Zs��� � � _ � �~
. - :- Dr v�1�snNoNintar '. ._ \\l ,_ .
Park�n8 Struct a � ° °4
Ure � . East Meadow Dr.
� � � .. P$OUTH � NF' = � .
Enhance to � Q � o Note:
parking sUUClure � W : '
j � � �� ` �� ��JS� , Symbols represent block
+P��e� � I �� _ p Q � _N° � loading and delivery tune
. .`` 5 � : r^ zones and not individual
pO�poA�
�� y - - - St1115.
South Frop ����^�"�`
�nte tage Roaa � ' =
rstate �� -. �y�> . "��.
� '.:=-: "` -_,. �
Bridge St. Gore Creek Dc Mill Creek Bldg. 304 Gore Creek Hanson Ranch Rd. Willow Bridge Rd. Check Point Charlie � � �
Cars and Trucks (up ta 18') Until 8:30 am Until 11:30 am Until 6:00 pm Unti16:00 pm Until 6:00 pm Umi] 6:00 pm Unti16:00 pm �
Medium Trucks (19' to 35') Until 8:30 am Until 11:30 am Unti16:00 pm Not Allowed Unril 1130 am Until 6:00 pm Until 6:00 pm � � Q Fronfage Roatl �
�TO Police Sfation
Large Trucks (36' or more) Until 830 am Until 1130 am Until 12:00 Noon Not Allowed Until ll 30 am Until 12:00 Noon Until 12:00 Noon ��
Trash Trucks Until 8:30 am Unti19:00 am Unti19:00 am Until 9:00 am Unti19:00 am Unti19:00 am Unti19:00 am � D� .
Courier Services Until 8:30 am Unti16:00 pm Unfil 6:00 pm Unti16:00 pm Until 6:00 pm Unti16:00 pm Unti16:00 pm
Limited Access at Hanson Ranch Road
Create a check point at Hanson Ranch road at Vail Village Drive between the hours of 8-
10am and 2-4pm to limit people from using Hanson Ranch road as a skier drop-off and
pick-up.
This option will involve having a check point placed across Hanson Ranch road - the
barricade will not block the entrance to the roadway entirely, this will permit access to
guests who are allowed to park in the P-3&J lot and area residents on Gore Creek Drive.
The check point will be clearly marked directing other traffic (skiers etc.) to the appropriate
locations, Gold Peak skier drop-off or Check Point Charlie.
There will need to be a Code Enforcement Officer or Code Security Officer available to
police the area and direct those who are not permitted fo park there to the correcT locations.
There may not be adequate personnel available for this task, and concerns have been
raised about large back-ups of vehicles. Due to these concerns it was proposed that this
solution be tested during a two week trial period before it is irriplemented for the entire ski
season.
Analysis of Imp/emente� Short- Term Solutions �
Both the use of VMS signs and the Hanson Ranch Road_ barricade were implemented
during the 1997 Christmas season. The brochure `is currently in the process of being
finalized.
VMS Sign Analysis '
VMS signs were placed at the Main Vail Roundabouts to direct traffic to the parking
structures During observations-of time periods with and without the VMS signs, it appeared
that feweruehicles drove towards Checkpoint Charlie in search of parking . However traffic
counts takeri-during this time period were inconclusive in demonstrating any difference in
driver behavioY.`
Hanson F?anch Road Barr�cade Analysis
The barricade at Hanson `Ranch Road, consisted of a sawhorse barricade and a CSO
during the AM and PM;peaks. MK Centennial conducted traffic counts on Hanson Ranch
Road both with and-without the barricade. The results of these 4raffic counts are found in
table::6.
�:.-_
- :
Because�the traffic levels during the two time periods recorded (Christmas and after
Christmas) differ, the volumes had to be factored in order to have an accurate comparison.
After factoring the volumes, traffic counts indicate that traffic on Hanson ranch Road was
reduced by approximately 30% when the barricade was in place.
The Police Department reportedly spent $100/day maintaining the barricade and keeping
Checkpoint Charlie staffed during the two week trial period. Observations also indicated
that traffic utilized other �earby skier cirop-ofi lae�4iehs in residential neighborhoods, simply
27
moving the problem.
Table 6 - Hanson Ranch Road Barricade
With Barricade ��> W�ithout Bardcade � - � _ - � � �
No.- of �rehicles
-- Factored foran�accurate - - �
No.`of i. Day of ` No. ot Comparison to Xmas Attect of Barricade_ � [
Date ` �Vehicles� Week �-Date Veliicles --- week`data - - -
26-Dec 724 f 9-Jan 705 902 Traffic reduced-:by: , 178 � �
27-Dec 736 S ' 10-Jan 760 973 Traffic'reduced'by: ; 237
28-Dec 500 Su � 11 -Jan 520 666 � Traffic, reduced b : j 166
Totals 1960 1985 2541 --� - Traffic reduced -by: �� 581 ' .-� ;
� '� TraNc reduced by: 30°/a
i �
� t
_ � �_ ��5
i^� �'\
28
Recommended Short- Term So/utions
Based on the existing system, the analysis and testing done during the 1997-98 season,
the following items should be implemented as soon as is feasible. The implementation of
these recommendations will have a significant impact on traffic in the Village. :
lmprovement Actions
Signs
Signs regarding loading and delivery zones should be uniform either "6am-6pm permit parking only'
or "Permit parking only at all times."
Having signs posted at the entrance to the village that state "Pa�liing by permit only in designated
areas", would eliminate the need for additional signs denoting the loading and delivery zones within
the village.
The signs on Vail Road adjacent to the bank need to be changed to include 2 hour parking on
Sundays
The "Do Not Enter' sign at Wilbw Bridge Road needs to be double posted. This sign is ignored by
many drivers. .
The "No Parking"' sign on,Gore Creek in front of the Lancelot needs to be removed and replaced
with a fire-hydrant sign.
Fire Zones
Fire hydrant signs need to be posted at all fire hydrants and water pipes. The areas around water
pipe§°will �ot bedesignated as fire zones, however loading and delivery should not take place 7 feet
on ei£her side of a designated water pipe.
Permit Process
A formal permit program should be instituted. Denoting specific permits by size shape or color. The
� program should make provisions for new permits each year. Electronic permitting is recommended,
such as the Smart Card, which would r2strict entry by time of day and the specifics cf the permit
29
holders permit
lnformational Brochure
The informational brochure needs to be finalized and approved as a hand-out for all drivers,
business owners, and visitors to Vail Village.
Restricted Entry to Hanson Ranch Road
The Hanson Ranch Road Barricade, did relieve the strain of traffic entering the Village
through an illegal access, however the decision as to whether or notto-continue or make
permanent the barricade needs to be made by the Town of Vail CityCouncit and Vail Police
Department.
VMS Signs
VMS signs should continue to be placed at the Main Vail roundabouts where they can direct
drivers to the correct parking areas.
Other short-term suggestions to enhance the existing loading and delivery that could be
done on a voluntary basis include the following: _
Immediately on a voluntarv basis: :
• Work with individual restaurants that are not accepting early deliveries and try to work
out a way for them to take early (prior to 11 :30) deliveries and get the trucks out of the
Village.
• Recommend that all shops, distributors, and restaurants in the Village attempt to limit
their. weekend deliveries. ::
• Have trucking companies to alterfheir routes into and out of Vail Village to more evenly
distribute the truck traffic on the roadways into and out of the Village.
�_
• Work�with garbage companies (BFI and Honeywagon) to restrict Vail Village pick-up
times to between 8am-9am.
Continue to work with the Vail Village merchants, restaurants, and residences to
enhance the existing system.
<:•
• Work with .tiucking companies and try to get trucks in and out of Vail Village as quickly
as possible - this may mean changing routes slightly etc.
• Encourage all Vail Village shops and restaurants to maintain enough storage for more
than one day's supply.
Vail Town Council approved the use of VMS signs, an informational brochure, and the %"��
Hanson Ranch Road barricade for implementation as short term solutions, The increase
in parking fines was not approved because the Town of Vail parking ticketing system is not
%
-g� t
�-��
Analysis of Operational Characferist�cs �of°Lo g- Term
�� �;� ��
Solutions - - � ��
��
�. ��� �,
� ��� ��
� � �,
The purpose of this section is to outline and detail t�e ros, _c�ons, costs a�bemefifs of the
� � �
various opportunities to improve the loading and del�very system long-term�This is not a
� �v
"fatal flaw" analysis but rather an operational look at a"11 ihe oppqrtunities on the table. The
intent is to use this analysis to narrow down the sco�ie of�options and to identify feasible or
likely options for further development and operation.
�, -�==� =
� �- ��
While many of these options are aimed spe�if'�c� Ila y aY-the loadin�nand delivery problem in
the village, it is important to note that in� man� cases-the trt�ck" problem is merely a
symptom of other issues directly or indirectly related to loadmg<and delivery. This analysis
identifies those issues as well offering'sugge�tions intendeel=fo positively impact the Village
loading and delivery challenges:=� �' `"�
� ,y.. � �;
�. � ��
W e have attempted to outline "these issues in a w,ay designed to communicate the benefits
and costs�xeach o ortGni � Additio an Il "'�
pp ty� y i9e�---Fiave organized these "solutions" so that
the mosi p�od�tctive (� e tl�e biggest bang�fio��th'e buck) opportunities are explored first.
Finally, s���a?ge cap��estment by the town or the business owners or both, we
believe the firsS�fo�r�options o�i��tl�ne�=in this report wili produce the most improvement in
safety, noise�an.cLsrg°�tf `�Dllution�f4���ie dollar spent. This along with some modifications
in how the Uillage addresses�;and enforces procedures for pedestrians, buses, snow plows,
taxis, a7bage trucks��t�d�automobiles could have a meaningful impact on the Village
atmD�here. � ��
� ��
IrfiJocder to better und'erstand the consequences of the sum of the alternatives which are
a a lable to Vail, itsis important to clarify the two basic characteristics of any goods and
�er�ii,ces delivery y tem which fully or partially fulfill the previously state objectives. These
characteristics;a'r"e:
Surface vs. Subsurface Operations
• Direct Service or Decentralization vs. Non-Direct or centralized Operations
Subsurface (or underground) delivery systems may be applicable when (as is the case in
Vail) insufficient space is available on the surface level to separate incompatible delivery
functions from other activities. The primary factors affecting the feasibility of subsurface
3i
delivery systems are constructability, liability, and costs. if these factors can be overcome,
the primary objective can be satisfied.
Direct service delivery refers to the situation which individual merchants order their products
from multiple vendors who are responsible for bringing the product directly to the merchant.
This type of delivery system emphasizes a high level of service to the merchant and can,
therefore, result in excessive truck volumes in the core area due to multiple product types
and varying delivery times. The entire product delivery effort, however, is the responsibility
of the merchant and vendor.
By contrast, the application of a centralized delivery system in Vaii�Villag���Id be done
in order to : „� �-� �
� ; -���
• Transfer less-than-truck-load (LTL) deliveries t�smaller vehi f s, and��, F�
• Consolidate small deliveries onto fewer vehicle§ -� �M �'��'� ��
� � ��� ��
To accomplish the objective of smaller or fewer tru kc s: i�the Village core, se�ice to the
customer is typically reduced primarily in terms of�deliuery times and frequency or
eliminated all together. This is due almost solely to ihetifact that a third party is involved in
the product delivery system. Construction of a warefiouse acihty;�`purchase of down-sized
delivery vehicles, personnel to operate and maintain faciliti�s, insurance, and product
replacement are all third parry responsibilities ;�.most instances, t �s�third party would be
the Town of Vail or a private business und�c�nt�ac,�t,� Tow_i�.�In any case, the Town
would be responsibly involved in the product dis�ribut�o�1 system.
� �
Time restrictions on goods dehvety is a mear�s by whic ,=c mo peting uses of limited physical
space can be monitored and alloca`ted t��ionty funetions. As such it is a compromise
�w_.
which is imposed on the ar a in order to avoid eXCessive capital expenditures while
retaining a certain level of con�e'nience a7 d efficiency for delivery operations. In addition,
the Town s�hvolvement ��stYicted to�s�typ�F-regulatory and police powers. The town
current��s#i�e restnet�on� for producl-delivery and plans to continue these restrictions.'
A complete-a� of all p ss�bi� long-term solutions is presented in Appendix E.
� �� �y�
Permittrn�/En#orcement �°
�
One�o� biggest o porturiities which would have immediate impact would be tighter
enf0�cement of current�r I s and an updated permitting process. As the system currently
e�c�s, too many exc�eptions are made for all types of vehicles in the Villa -:
�
Total delivery (lac�e=and small truck)and service parking spaces needed is 5 to 30 spaces.
���� �
�d�fy=pohe�es af Checkpoint Charlie.
�=`"Eliminate 30% of the traffic (cars) accessing the Core for small deliveries and minor
tasks through the use of the 1 -1 /2 hours of free parking in the Vail Parking Structure
for this type of need.
• Designate a desirable area of the Vail Parking Structure for short-term parking only.
' Taken from Town of Vail Transportation Master Plan
32
There are currently spaces available within the structure for short-term parking that
are unused, enforcement officials will need to be proactive and direct small delivery
vehicles to these parking spaces.
• Enforcement of this issue would be key to its success. Educate the users that the
Town is providing convenient short-term spots in the Vail Parking Structure,
however, abuse of these spots will result in strict enforcement.
Develop written policies concerning vehicles requiring access to the Village
including:
• Cars without large amounts of goods to be delivered will not be�a��Owed in the
�, r=<
Village or in the loading zones. Use of the parking structur.`e=would�be required for
these trips. �`� �
� ��
• Trucks and cars that are making deliveries�of large quan�f�ties of goods will b.e
� allowed access to the Village loading zones__and will b�`�g�ven piisarity for thQSe
zones. Time will be limited to only what is needed to load or unf9�d these goods.
• The towing of vehicles for violation of loatlir�, g zone restrictions�v�i� 1�e=strictly
enforced. ���� ��
• Construction work requiring parking will ne�e�l��de planned and approved in
advance by the Town of VaiPs Community De Iev o `inent Public Works, Fire and
Police Departments. � ' ���>
• Service vehicles will be allowed lim�ted�,access ta sorrrs�loading zones for
emergency work only. Non-emergenc:y serv�ee work sFi�ould be scheduled for non-
peak traffic hours in the Village All servi�e vehicles will ne d to contact the Police
Department for a parking permitfor both the e�encyxand non-emergency work.
�� �- ���;=�
• Investigate the possibility of locating "drnp boxes-_�i "n__=.tlesignated places for overnight
couriers. � �.
����� �' �M
Input new electronic perm�t��g procedures ;�
- usin� a Smart Car�_System, or A�l3ags, institute a parking permitting process that
woulcJ,effective��� ict delivery��:�rid types automatically throughout the day
, ��nd�e�k. Vai(T7_;i`�Ilage p�rking permfts would no longer be just a piece of paper, but
a cotiervd��d with' �"�i,��,�c strip. These cards could be coded to allow different
types�of�access t ��fferQr�t�vehicles. The cards could also be restrictive as to
dates�a�d co It�! exp re ��ating problems of drivers using outdated permits.
Ac�s>tb he villa e would'be through an electronic gate, and a properly coded
�ard would b�sa to raise the gate. Cards would also need to be displayed
��;within the vehi�cing them on rearview mirror tags.
� The cards coul���� s,o maintain information on all vehicles entering the Village, their
� times of deliv�, and frequency of visits.
�� Fees could b�g assessed to obtain the permits, offsetting the cost of the system.
--��� Emergency�vehicles could be equipped with opticom interface to override the gate,
��or they uld simply run through the gate.
• :=The cost of implimenting an electronic permitting system would be approximately
=$200,000. Costs vary depending on the technology, Smart Card, AVI , or magnetic
strip.
Pros
Reduce automobile, work person and various other traffic, will help reduce the impact of the
delivery vehicles that must enter the Village. An updated permitting process could also
provide for a means of better tracking delivery, and other vehicular activity within the Vail
33
Village.
Cons
Other than initial ill-will towards enforcement officers there are no cons. If all codes and
rules are applied and enforced and backed by the Village community and Town Council ,
this action will have positive long-term results. This system does necessitate equal
treatment for everyone in the Viliage.
Cost
Cost of training and enforcing. Cost of getting buy-in from all part es involve� to stay out
of the Village. �r�'� ��-"��
� £
Feasibilitv �� �'�����„
Do-able, but politically uncomfortable. ��� �� � � 3�
�-� ��';" �_`"`� � . --
Alternatives � .�;�' `��rr� ,�`
Recognize that a "pedestrian village" is not feasibl� =`�-� � � - �
��.��
Altering the Delivery practices of the Trucking Frrrrrs 5erving the Village
� ��=�
Add Drivers/Delivery Personnel �"�=�-� ����
One alternative that has been suggested fre u ne tl �o eeduce dv�ell time is to mandate two
4 Y ��
delivery personnel in all vehicles enter ng the Village WCile�=ihis initially seems to make
some sense, further analysis indie i s that=the o e delivery driver in the vehicle is
constrained by factors (primarily a�restaurant n t beingw,open to make a delivery) other than
__� _�, �;
his or her ability to offload a truck�> �- - ��
��� � _
In most cases, addihonal delivery personnel3could�e added to the delivery vehicles. Cost
for this c�an�ge betwee� 300 and $60 perday per vehicle. This assumes the ability
to hire=ahd retam, the la�o%�necessary to meet the new demands. Given the current job
markets I aly as well a§�p Den�`�r and the Western Slope, it is unlikely enough labor
could be hued�-an�.r_etained„�t,'D m�et the additional demand. Most if not all delivery
��:
companies��nt�n�laally lookir�g�°fiar drivers and run 5-25% below demand.
Pros �,za `
10�0% increase in eff�e�ywhich could reduce dwell times if implemented with a change
in __ejivery hours.
�� &�`
Cons ���
oulcLnot have s�gnificant impact on dwell time without ability to make all deliveries before
�� � a�
6 OO�.m Increases in cost probably not proportional with increased benefits and
T:,.
effiicierjCy�Not easy or cheap to get additional delivery drivers.
Cost
10-15% increase in cost of goods to Village establishments and therefore to consumers.
Feasibilitv
May not be feasible if it is too difficult to hire additioral drivers. Ea�ily mandat�d, harder
34
to enforce and get buy-in from delivery companies.
Alternatives
Hours, signage and enforcement.
Centralized Dispatch
Delivery laws could be changed or scheduled via a centralized dispatch. The cost to do this
would eventually be passed on to the businesses in the Town in the form of price increases.
While these costs are difficult to quantify in terms of raw dollars, the variables are easily
identifiable. Not all of the vendors who deliver to the Village would in;Gtitr all of the
expenses; however, all would incur some of them. „���, �'
F _� , y, .
Pros �_ � � �
Dispatching the trucks into the Village could ensure that only a�rtam number of trucks
would be delivering to the village at one time. This eould limi�the visibiltty�of large t�cks
r � �
for guests. �.-� �`�= ' ��;
� - .,,� -.-� �rs
�.� R:e:rr�
Cons ����'�
Lasting Expenses. Trucks that deliver to the Village-are typically loaded the prior night.
Allowing late afternoon cutoff for orders as the delivery schedule changes impacts all
"upstream" functions of the business including:��� �
'�=i`:�� ��=��>=
=—� � .
�_=
• Loading �-°=��:���, ��'
• Shift Schedules �� ��'" �� —y
• Sales/Order Cutoffs - Driver .�chedules, ��
• Vehicle Maintenance � � `����
��= � ;=�
� = f �"
Cost �� � `
The exact cost in dollars is nofa known quantity;but In any case, whatever changes the
businesse�a�ke any fin�icial costs wo�eap"assed on to the businesses in the Village.
Feasibilitu � �� �
While it is r�asonabie to assum� t�at�there may be some flexibility by individual vendors,
� --�:�
there is a limit�o�inrh�t mdividual Isusiness may be able to do to accommodate changes in
.�_�� �--�
delivery re uireme Ts n�'� he Villag�.
C��ralized Ware�h��o�%Retrieval
Centralizafion (Closg=ln)
Th s�lternative con�_,s`�is�ts of a central receiving area at which delivery trucks would transfer
pro�u'ct to smaller=Vehicles or hand-carte the goods to their final destination. The idea is
#o replace larger�rucks currently being used in Vail Village with smaller vehicles, such as
Cushmans -To make this feasible, a warehouse should be within close proximity of the
Village; preferabiy 1 /4 mile or less, and in no instance greater than '/z mile. A delivery
system of this type would require a fleet of approximately 10-15 small delivery vehicles.
The centralization alternative utilizing a close-in receiving area (within one-quarter to one-
half mile of the Village) would make use of smaller vehicles in lieu of larger trucks within the
Villac�e tr� com�lete the delivPry. DPlivery 4rucks w�uld unload their cargo onto smaller
vehicles (such as Cushmans or tractor units similar to airport luggage trains) and then
35
transport it to Viliage destinations. Operators of the vehicles could either be the truck driver
himself or a third party employee. Delivery vehicles within the pedestrian area would be
smaller in size, and the number of vehicles required to deliver the same volume of goods
wouid increase by approximately 30% over the existing system.
A possibility if a site or sites could be found. This option would require additional study
including how business owners would get goods into the Viilage, site plans, and many
operational issues. There is currently no one site that could accommodate the loading and
delivery needs of the entire Vail Village, however, there are a number of possible smaller
sites, such as the P3&J and the Land Exchange site, to be considered at�this time. This
solution would require that each time a piece of property becomes�ayailal�Ie as a possible
x�, �� .
loading and delivery site, the site is evaluated to deterrome if it c9uld provide any parking
opportunities for loading and delivery vehicles. If thistis dane f�r:eu ry site as it becomes
available this process would eventually result in the prouision of m�alt�ple close .in centrali ed
�
warehouse/retrieval sites. �_3 w�` ���";�, _�,� "'
r . � � ��;���
s -, ��..,�-_°:�:
The land exchange site was identified as a possrble sife fo� an undergrou�ad�ng and
delivery site, ff it is possible to exiend the boundan�s of�the site, the site would be useable
for a close-in delivery site. Sheets showing ihe fao nt o�fhree possible alternative
�` - R���:��;:.
configurations of delivery bays are shown rn Apper�dix D. zc ��
�- �� =�
�, �-�=_ �- _
Pros ^�w��� �- �""
���
would probably eliminate most big trucksEfcoi�i�the�Vi1 age ���
�s _
�� �_ �
Cons f�r ��
High cost-benefit trade off, significantly increasing cost of goods to hotels and restaurants,
and thus to visitors. Also, lega�ai�d' pracfisal issues:ihvolving liquor, constructive receipt
of goods, food quality, etc. �tiy issue�s�,involvingrhow business owners would transport
their own goods in the Village�°:�-- The to�n could�tnake vehicles available for the business
owners to�se reqwre�bus�iness ownersrtto purehase their own vehicles for transporting
goods .�fr�m�the war2 o.use to. their p1ace`of business. Could significantly increase
frequency�of traftac in the Vil a�e��;
• Land acqu�sifian costs would be��extremely high for a close-in receiving area and a
wareh��u e�opera igt��may nqf�'be considered a compatible land use with adjacent
p�r�p�rties. _
• f - eated sidewalks,ar short tunnels, may be necessary to transport the goods from the
�-�entralized site t�fhe final destination.
�=._�
�� ���
���/111,delivered�goods would need to be "double-handled;' that is they would need to be
� un�oaded a�=fhe receiving area and reloaded onto another vehide before delivered to
anFestablishment.
• The Town of Vail or some other operating entity would Iikely become financially and
legally invoived in the goods delivery business. Maintaining the loading facility;
purchase, operation, and insurance of vehicles; and product liability would alI be
additional elements of the Town's involvement.
• This alternative may not be appropriate for all types of deliveries, and therefore may
JV
only be a partial solution. For example, special arrangements would likely be required
for liquor deliveries, since the law requires liquor to be delivered directly to the liquor-
licensed establishments? This may be resolved if, in securing the liquor license, the
establishment also obtains a license for an optional premises, such as a warehouse.
Cost
Warehouse. $5-$75 million, depending on site, size and specs. Ongoing operation $1 -$4
million per year.
Feasibilitv -�
Could be accomplished in 4 to 7 years. Would need additional �tudy o�available sites.
Finding a suitable site would be an issue. � � '� "'
�' �-,�.~- _��
Alternatives �� ��-� :� �vy
Centralized warehouse with centralized delivery system would ncrease costs but simplify
the process. �� �' �� �
z �� �
� "-�;� `
��
Centralization (Remote) � ,_
This alternative is identical to close-in centralization zcept that,the warehouse receiving
area would be located away form the Viilage a�a whe7e�-land�prices would be more
feasible. The idea is to consolidate goods so that;#ewer deliv`erq trucks would be needed.
�� ��
Pros �"=�'� �,�:�`
Allows for consolidation of goods prior to tlelivery to he 1/tllage, and would probably reduce
the number of total vehicle trips to the Vdlage� �2�
� ��
—, �
Cons ��° � �
High cost-benefit trade off, sig_n`�ficantly in�reasing cns3 of goods to hotels and restaurants,
and thus to_visitors. AlsorJega� and practical_issues involving liquor, constructive receipt
of goods�f�d quality�e���_�Jvlany issues involvi'ng how business owners would transport
their o�nrn gooc�s in the Uilrag'e�„The town eould make vehicles available for the business
owners�use e�uire bu ness o�w,ners to purchase their own vehicles for transporting
goods froni�#he_� �warehous ��eir��lace of business. Could possibly even increase
frequency of tCa�c m=k�e Villa�e����
• Ail delivered gooc�s would;peed to be "double-handled," that is they would need to be
���
un`loaded at the receiving�area and reloaded onto another vehide before delivered to
�,�;>
�an establishment. �-`-'�
�� �,�
• he Town of Vail or some other operating entity would likely become financially and
����ally involv�ed�in the goods delivery business. Maintaining the loading facility,
�- purchase operation, and insurance of vehicles; and product liability would all be
aelrlitional �lements of the Town's involvement.
� .,.-
• This alternative may not be appropriate for all types of deliveries, and therefore may
only be a partial solution. For example, special arrangements would likely be required
2 Conversafien with the Colorado Department of Revenue, Liquor Er.forcement
Division, March 23, 1990.
37
for liquor deliveries, since the law requires liquor to be delivered directly to the liquor-
licensed establishments.3 This may be resolved if, in securing the liquor license, the
establishment also obtains a license for an optional premises, such as a warehouse.
• It is unlikely that small vehicles would have sufficient torque and gearing to pull the
larger loads over the longer distances inherent in this alternative. Thus, while the
number of trucks would be less, the size of the typical delivery vehicle would be
relatively large.
a
Cost
Warehouse. $5-$50 million, depending on site, size and specs. O�going°no�ation $2-$6
million per year. �. �;���
F�� �s�-`"� v-c'--.a�' _
Feasibilitv �-- ��-�_,�� � . ���
Couid be accomplished in 4 to 7 years. Would ne`ed additionaF study ofka�ailable sites.
Finding a suitable site would be an issue. � , ��' ,�� ��
� —��� =_ � ,
Alternatives �������-
Centralized warehouse with centralized delivery systern-woyld='Increase costs but simplify
the process. � ��`��--�
�=µ�
�� � -�� _�`-�-_
�-=_ �� � .;
��
Underground Delivery System ��������'�,_ ��"
� ���� �?
While this is an attractive alternativesihat could`potentially el�minate 80-90% of truck traffic
in the Village, it has an extremely=high casUbenefit��f io. Much additional study and
planning would need to be done�oti�ihis alternative. �
�� �
�
Subsurface Tunnel System� ��'y
�==
The subs�rFace tunne�sys�erin�'would be a tna�or undertaking involving three major issues:
�
• Constru_"ct�bil�ty
• Liability -��'�, m � _
• Costs
The cons�tion ;of sus apr�ect would require the excavation of approximately 32,000
cub�yards of matena�l;a�d58,000 square feet of new support structure for the pedestrian
areas above. All utilities an•`d other infrastructure that are currently below the surface such
as'storm and sanitaS o sewers, water, gas, telephone, and electric would need to be
�ef ated. ConstrueYion would take a minimum of two years and more likely three to four
�r� Portion��f the Village would be entirely closed off to pedestrian traffic, and
�usinesses would be required to shut down during certain critical periods of the excavation
process
This alternative consists of tunnels directly below Gore Creek Drive, Bridge Street and
Hanson Ranch Road. The tunnels would be large enough to accommodate full-size trucks
3 Gonversa4ion wi4h 4he Colorado Department of Revenue, Liquor Eniorcement
Division, March 23, 1990.
38
such that direct service to all merchants is retained. The tunnel entrance would be located
north of the current site of Check Point Charlie and exits would occur in the vicinity of Mill
creek, with underground traffic oriented one-way in the eastbound direction. Underground
access to buildings would be provided via installing basement doors, staircases, and
service elevators to the surface level.
Pros
A complete system could eliminate most traffic from the Village.
Cons ;��
Current restaurant and hotel configuration (basements, storage�e�evato�s) need to be
redone. Would require many streets in the Village to be torn u��for spme period of time.
Does not address automobile, snowplow, or other ve�iicle traffic�Hlgh cost.
� � � �;y
�- - ,��� -=b .�-
Town liability would be significantly affected. Turaneling in close prox�mi�to existing
-._
development would have to be done utilizing special, procedures to mi�irr��ze poCential
damage or weakening a building's structural integrity ME�upon completi n of�the project,
it is possible that structural damage to adjacent bwldmgs m�ay not be evident for 10 to 20
years or more after project completion. The liabdity conseque�ces of this alternative would
continue indefinitely. �� �
�� ���
Cost �==�'�-�, �.x .-w
Multi-million dollar outlay for system. Still need a� "entrance ' facility into the system . The
cost of the tunnel project can only be.�ssly es i ated at this time. Basic excavation,
structural components, and utility re,�ocation�would be approximately $30 to $40 million.
Costs associated with building acceSS modifr,cations ihsurance, material disposition, and
portai treatments would increase�to.tal pro ect costs�_to;$60 million or more
�`��== � �_-�
Feasibilrtv� � � � .-�,�'
Not feasipJ"� �n the short�te�r"m-wdhout consider,able investment ($1 to $2 million) in study,
plannin � ete�Funding;wotild`0pe and issue� '
Alternatives �"'^ �
Centralized war_e.hot�s i�g and �t�uery, smaller scale walking tunnels to allow for delivery
ofaround�D= o-o �go�tls �
Altho�i t� this alternative,�t�'(e"ves the primary objective, its construction, liability, and cost
imp�lications make it�mp�actical . Therefore, this alternative is recommended to be
eliminated from furth �'consideration.
�Sina/l�veh�cle�surface Tunne! System
This aitemati e is similar to the subsurface tunnel system except that the underground
tunnels,=would'be sized to accommodate smaller vehicles (such as Cushmans) to reduce
cosfs� Such an operation would require centralization of deliveries where goods would be
transferred to third party vehicles.
The smaller subsurface tunnel system involves the same basic issues of constructability
and liability but at a reduced project cost of approximately $12 to $20 million. In addition,
this alternative would invotve main#aining a �entr�l r��eiving �re� whPre goods wo�ici be
consolidated and transferred to smaller vehicles for ultimate access to the customer. Given
39
the fact consolidated loads would be carried by small vehicles, this kind of delivery
centralization would be just as appropriate on the surface. As a consequence, tunnel
excavation would not be financially necessary if delivery centralization was to occur.
Therefore, this alternative is recommended to be eliminated.
�
���
,°�� �' _
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40
:�
_�---�°���
Recommended Long- Term Solufions ���-� �� �
�� ����L.�
F���-.='" ��_=�c°y�°= ?-9
,. ,e._.,{,_P�� „�m� �'
Plannin a course of action is recommended Ttie Villa e �`ill be under oin so e
9 9� �' � . —� 9 9. w�
redevelopment in the future and the uses of the P3&� and La�cl Exchang��prope�ti�� are
uncertain. In preparation for these eventualities itt�s r�corfimended that th�Town of Vail
have a plan of action prepared, pro-actively approac iLL� =the loading and delivery issues
of the future. �'���'.
�. � �.
It is not feasibie to service the loading and delivery needs o��ntire�Vail Village with one
central dose-in site. The size of the village, res�uir�that trucks nust<be parked in multiple
locations throughout the Village to facilita��efficiet�t�delivery to�the Vail Village. These
.� �� °.- €�
locations can be divided into four bas�c quadran'�s see;Fi ure,14 - Delivery Quadrants.
�� � ��.
It will be necessary to have centralized sites in eac -of �hese quadrants for the delivery ,
system to work. �' � �
�� � �
��- ,�
�_ � w
Since there are no existing loading and delivery sites II sites will have to be future sites,
and they may not all begi�pera�tions d�ring.he�sa�ne season. The process of developing
and constr�t�ing these sites�vy I be itera�e;=�d may take many years. As existing sites
within tbe each of th fctut'- uadrants€applie"s for redevelopment permits, they will be
required t2d�e�mine the�n�er of loading and delivery bays the site may be able to
provide. � '-
It is recomroended�t�fie,follow�ng°guidelines be used in determining future loading and
delivery�� The7e_are��ur quadrants within the Village and each quadrant needs a
min�ufii of 5 large t�b�aysand 4 small truck or car bays.
�
Poss�b � uture site��
The�P�&J site al�o nk own as, the Christiania parking lot site, would need to be constructed
with �he ock area below the Christiania guest parking area. The grade difference between
Hanson,Ranch Road and Gore Creek Drive lends itself to construct a two-level structure
on this site in which the lower level would be used for unloading and the upper level would
be used to replace the parking the at currently exists on that site. Access to the lower level
would be on Gore Creek Drive and access to the upper level would be provided via Hanson
Ranch Road. The limited size of this site limits the size of the trucks which could use it for
loading and deliveries. Smaller delivery trucks, such as Federal Express and UPS could
uYiliz� this siie, however ii is unlikely ihai a large 5'" wheel truck could use the site.
�i
' :I: � ,
�{�; �� �
The Land Exchange sitei��rii-Read-.."`T 's currently owned by Vail Associates and is ! I! i
planned to be developed as a hotel. The key with this site would be to use the underground ; ,i �
portion of any newly constructed site to house loading and delivery bays for large trucks. � ' ;
Large trucks could be accommodated within the size limits of the site. While the site is ;' �
located within the Village it is not ideally located to facilitate loading and delivering from the ; �
site. Overall distances for which drivers would have to hand cart goods would be increased.
This increase in delivery distances would increase the overall time each truck spends �
delivering to the Village. Because of this the number of bays would need to be ; , i
approximately 10-15 in order to accommodate all of the large trucks serving the Viliage.
Delivery times would also need to be extended past 11 :30am. The increase in distance
which drivers must haul goods through the Village may require the use of_motorized carts
or dollies as well. i� � :
_ ; ..
As these two sites, and others are being dev ed within the Viliage apply to the Town of
Vail for permitting, it is recommended tha t e requirement of the permitting process be
to evaluate the sites potential for accommo ing loading and delivery vehicles.
� _
Figure 14 - Delivery Qu�drants � ' `
Delive Quadrants
M,,,��aaK C� � _,J �''��.
�.-----���,
J�. ```
� . . - . . an _�; �
. . - . . � ,�
N4
� �°°dA' . • - � . Fare
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y �ea
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�� � ry C� � - � �.k e �Po � m�
� ��C a ... Y . u � � 0.uW�^ �.plM9°� _ i.qyRd.
=� 3.r
� ��eu�yy ��, - . . QCheckPaint
� _ Q a e kplyYes%`�'� B ae ��: � Ot �C ';Chatlie
wop. q
2 Jd�d �°^R°wlpuws �awrb �;, PeW °"'�ea 9v� � . Ly�w � v _ � /��WPI. �eP
a �„� /`_' �*
q,� � � -
�-_-_--_,� awb� � -� a�.�a°°
� e
e . ``�:a acen�s,sw� E
• ' Wus
__i' • • . �w�
� m.r —° �
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Slue Cow Chute
as�Maatloq. p ,y � � •
r.
Pamfy954uqvre � �
❑ PS
� � � s� �
��
Post-it� Fax Note 7671 �ate pa°es�
To , � From
Co./Dept. Co. Q'Z '
Phone N Phone #
Fax ff p �2 - Fax #
O
The Land Exchange site, Vail Road site, is currently owned by Vail Associates and is
planned to be developed as a hotel. The key with this site would be to use the underground
portion of any newly constructed site to house loading and delivery bays for large trucks.
Large trucks could be accommodated within the size limits of the site. While the site is
located within the Village it is not ideally located to facilitate loading and delivering from the
site. Overall distances for which drivers would have to hand cart goods would be increased.
This increase in delivery distances would increase the overall time each truck spends
delivering to the Village. Because of this the number of bays would need to be
approximately 10-15 in order to accommodate all of the large trucks serving the Village.
Delivery times would also need to be extended past 11 :30am. The increa�Q� in distance
which drivers must haul goods through the Village may require the�use of motorized carts
or dollies as well. ���'
�� `—"�� ��-,
�-.>3..,. x.=m
As these two sites, and others are being developed within the Village apply=tonthe Town of
Vail for permitting, it is recommended that the a requirement of�the permittir�g�proces��be
to evaluate the sites potential for accommodating loading ar�d dehvery vet�iclss �~��
� -�.:�. �-�
����-�s ��,:,�`°
-��>_
Figure 14 - Delivery Quadrants ����,
���.=>n
��*��a��
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42
Appendix A
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m � y i° a
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d C C C T 7) f0
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a� m m m m o m m �n a� m ° m m �a m m m � �o m m ? w m m m m i� °�
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d - � O� m Ol �` l0 l9 C Of L = y ta T c0 c0 tV N W � •V f6 c6 t0 � t0 t0 N N W 'r �> O
� � � O O O � N N � =� lU � O N tR N N N N UI U7 �. N N N � N N N N N O C � V
� Z C �' J J J rG d' d' m 7 � C C7 2' � � �' d' R' d' � (I� d' � d' J d' �' � �' � U N J .
C C
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� '� Z' � Z' O � � �' � 7 p w N � w � Y w w � � � � � �J �
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Z` Z` E m � m m Z` ` a� a� m m m � a�
T > � > � > y � y � —y > > � � � � � � � � m � y K � � � > � > >
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Appendix B
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Appendix C
. i � � � . . . . . ..
(,.. . . _ . . . . . � , _
` �
,\
u
�1
Tou�• oF vAU '� VAIL VILLAGE
75 Soath Fronrage Road
Yail, Colorado 81657 MERCHANT PERMIT
Deparnnent of Police
�iUST BE DISPGAYED ON DRIVER'S SiDE DASHBOARD
ISSUIYG OFFICER
EFFECTNE D�TES
DELIVERiNG T0
VALID FOR BRIDGE STREET / 6 :30-8 :30 AM / 15 MINUTE LIMIT
ALL OTHER LOADING ZONES / 6 :30 ANI-6 : 00 PM / 30 MINUTES
(PER�IIT IS TR4uSFERABLE, BUT MAY NOT BE PHOTOCOPIED) •
'�` ;
u
TOWV OF Y�IL �S T O WN OF V�lII�
�5 Sourh Frontcge Road � AILY PERNIIT
Yail, Colorado 81637
Depar:menr ol?olice
,dLL ZD<<'ES .'3! YE :d 30 .YII.V L'Ti LI.Yl7:iPE3.KIT.YIL ST BE DISPLi PED ON D.-LSH
ISSL I�i G OFF3 �ER D�TE/TI1�IE
VEHICLE DESCRIPTIO�i
DElIti�RI�iG TO
PARI�I�iG LGC�TION
---
- -- -- - .-- -- --. . -- - - - -
, . � . � . .. . _ _ � .� . .
1 • . ' . • • _- .
Ta�� aF y� � T0�1V OF V_�.IL � � .
,. _��.: -��.�. .� 15 , � �-�'E �ER'1�T �
:� c��:r� a:�;;
��c--ser af?ol�
P='.:!l-�dc D@G{T� CN�R1�3 'S .�c,^,.(Sc3Cd� •
I:st�� o� c�� D:�r�r��
ti��: �� D:rLrZ_�0`+ �
D �L���r`iC 20
2�.�Z:i',i� T �C:�i1 �11 •
``� SPECIA�L PERMIT
� ti��
�+
TOt-VIV OF vAIL
P. O. Box 567 Department of Police
Vail, Colorado 81658 MUST BE DISPLAYED ON
(303) 479-2200 DRIVER'S SIDE DASH PERMIT NUMBER
BO1�RD
License Plate: Effective Time/Date:
Vehicle Description:
Parking Location:
�eifvering �i�o•
NOTES/CONDITIONS
Appendix D
� - - 81 . 2 � - - � - - - - — - - - - - - -
X �� 8165 . 2 g165 . 3X GORE
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WILLOW ROAD � C P CHA
8160 . 6 M
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Appendix E
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