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HomeMy WebLinkAboutVVMC Master Plan 2015 FINAL-reduced sizeVail V SITE SPECIFIC REDEVELOPMENT MASTER PLAN AN ELEMENT OF THE VAIL LAND USE AUGUST 2014, REVISED NOVEMBER 2014, JANUARY 2015 ADOPTED XXXXX, 2015 RESOLUTION XX, SERIES OF 2015 TABLE OF CONTENTS 1 Introduction 1 APPENDIX: 2Background on VVMC 3 • Traffic Impact Study, TurnKey Consulting 3 Master Planning Process Master Plan Goals 7 LLC, September 30, 2014 • Delivery/Service Vehicles on Meadow Drive, and 4 Overview Expansion Plans Design Considerations 11 TurnKey Consulting LLC, October 10, 2014 • Preliminary Heliport Feasibility & Design of and Study Report, HeliExperts International LLC, 5 VVMC's New "Front Door" Meadow Drive, Loading/Service 19 October 21, 2014 • VVMC Frontage Road Access Analysis of 6 Traffic/South Frontage Road 22 interim Frontage Road conditions, TurnKey Consulting LLC, January 12, 2015 7 Parking 26 8 Helipad 29 9 Other Considerations 32 10 Potential Land Exchange with Evergreen Lodge 36 TEAM: Owners: Vail Valley Medical Center C-munffip, UC Architect: Heery International Vail Valley Medical Center Planning Consultants: Braun Associates, Inc. SPERT5 INTERNATIONAL LLC. - Traffic: Turnkey Consulting, LLC """ Helipad: Heli Experts International, LLC January 2015 VMC Site Specific Redevelopment Master Plan 1. INTRODUCTION Since its establishment in 1965, Vail Valley Medical Center (VVMC) has grown into one of the world's most advanced mountain hospitals, providing Olympic -quality sports medicine, leading evidence -based research, modern cancer care and extensive cardiology capabilities. While the medical care and services provided by VVMC are outstanding, the hospital's infrastructure is due for modernization. VVMC is at an age and condition where it must be modernized to meet the challenges of modern medicine and to ensure the facility provides medical staff with the resources necessary to offer the utmost in quality health care. The Vail Valley Medical Center Site Specific Redevelopment Master Plan (the Master Plan or the Plan) establishes a vision for how VVMC will respond to these challenges and in doing so addresses a multitude of operational, clinical, and technical requirements that are not being met by the existing facility. In addition, an equally important element of the Master Plan is how it addresses important neighborhood and community goals. The Master Plan provides a general direction and framework for how VVMC will redevelop in the future. It has been prepared with extensive input from physicians and staff, neighbors, the community at large, review boards and Town of Vail staff. Information provided herein is intended to demonstrate how future expansions will integrate with existing VVMC functions and the surrounding neighborhood and how, at a general level expansion plans will conform to applicable Town development standards. Bordered on the west by the Lionshead Master Redevelopment Plan and on the east by the Vail Village Master Plan, the VVMC Master Plan will provide direction for a key community -oriented property located mid -way between Vail's two villages. The Master Plan has been prepared with a focus on addressing both internal and external goals or "drivers". Internal goals generally address the viability and sustainability of the campus, VVMC's goal of providing quality health care to the community VVMC Master flan Study Area Vail Streetscape Master Plan Study Area Fig.1 - The VVMC Master Plan area is strategically located between the Lionshead and Vail Village Master Plan areas. January 2015 Y VVMC Site Specific Redevelopment Master Plan 1. INTRODUCTION and the specific operational and clinical requirements of the campus. External goals generally address how VVMC responds to broader neighborhood and community considerations. It is often the case that internal and external goals overlap. Internal and external goals are discussed in greater detail in Chapter 3 of this plan. The underlying role of this Master Plan is to establish expectations for the planned redevelopment of VVMC and in doing so provide a basis for the Town's review of future development proposals. While information provided in this Master Plan is fairly general in nature, the Master Plan does establish many specific parameters for the future expansion of VVMC. Far more detailed information on the design, operation and management of future hospital development will be provided during subsequent steps in the Town's review process. Detailed design and operational plans for hospital expansions that are deemed to conform to applicable elements of this Master Plan will have a greater expectation of project approvals than those that do not. The Master Plan will be used by the Town's Planning and Environmental Commission (PEC), the Design Review Board and the Town Council when reviewing future VVMC expansion plans. A pivotal step in the Town's review process will be the PEC review of Conditional Use Permit (CUP) applications. This Master Plan establishes parameters on a variety of development related considerations. Foremost among them are project design, parking, delivery and service, traffic, and the emergency helipad. As such, this Master Plan is the primary tool to be used by the Town in evaluating the merits of future expansion plans. In addition to this Master Plan, the Town's development standards, zoning considerations and CUP review criteria will also be considered in the review of expansion plans. The Vail Valley Medical Center Site Specific Redevelopment Plan has been adopted as an element of the Vail Land Use Plan by Resolution No. [TBD], 2015, following a recommendation from the PEC. The Plan has been prepared to provide guidance specific to the planned expansion of the campus. As such the effective life of this Master Plan is five to seven years. It is likely that after completion of this expansion that medical technologies or practices will evolve, the need for new facilities will be identified or new ideas not addressed by this Plan will arise. Future amendments to this Master Plan may be initiated in accordance with Town policies and be reviewed for conformance with the Town's master plan review criteria by the Vail Town Council following recommendation from the PEC. The area governed by this Master Plan is depicted on Figure 2 below. Fig. 2 - VVMC Site Specific Redevelopment Master Plan Study Area. January 2015 121 VVMC Site Specific Redevelopment Master Plan Z. BACKGROUND ON VVMC EVOLUTION OF VVMC VVMC began as a clinic in 1965 to support a then fledgling ski resort and since that time has grown at a level commensurate with Vail and surrounding communities. Today, VVMC is comprised of several healthcare campuses located throughout Eagle County and provides healthcare services to both residents and visitors of the Rocky Mountain region of Colorado. VVMC's main hospital campus, located in the Town of Vail, provides an essential service to the Vail community and the surrounding region. VVMC has grown into a major economic driver in Vail and Eagle County, helping to diversify and balance an otherwise highly seasonal economy. With more than 850 employees, VVMC is the second largest employer in Eagle County. This consideration alone has a very significant economic impact throughout the community. As documented by two studies, VVMC and its partners who practice at the Vail Campus have a direct economic impact to Vail. A Vail Valley Medical Center Economic Impact Analysis was completed by BBC Research and Consulting in 2009. The direct economic impact of VVMC-related spending in Vail was over $5 million, which included retail and restaurant spending by of the Clinic and Institute generate over $25 million annually to Town of Vail businesses VVMC, the Steadman Clinic and Institute have a direct economic impact of more than $30 million annual. This is in addition to the annual on-site economic activity at VVMC. The majority of this economic activity throughout Vail is from the large number of "destination patients" drawn to Vail by the Steadman Clinic. In 2009 the Clinic served 10,500 patients. 4,600 of these patients involved surgeries, of which nearly 3,000 were destination patients. On average these patients made three trips to Vail, brought 2.25 people and stayed 4 days, equating to over 80,000 visitor nights in lodging properties. Spending on lodging, meals and retail from these visitors represent a significant portion of the Town of Vail economic activity generated by The Steadman Clinic and Institute. The building that housed the original Vail Clinic still exists at the southeast corner of the campus and is one of the various wings of the hospital that no longer meet contemporary healthcare requirements. Since the original clinic was constructed the following expansions have occurred: employees, employee -residents, patients and their families. This A 1971 addition to house support services report identified other notable benefits of VVMC beyond direct A 1978 addition that houses the current Emergency and economic stimulation. Foremost among these is the high-quality Imaging Departments healthcare being provided in a rural, resort area, giving Vail and The 1987 West Wing, which was subsequently expanded Eagle County a competitive marketing advantage over other in 1990, and accommodates the Patient Care Unit mountain communities, including real estate sales implications. Intensive Care Unit, and the main VVMC Surgery Department In April of 2010, BBC Research and Consulting completed an A 2001 two-story addition to the central wing of the Economic Impact of The Steadman Clinic and the Steadman hospital, which included a replacement of the Women & Philippon Research Institute on the Town of Vail. Operations Children's Center, and construction of Vail Valley Surgery January 2015 131 VVMC Site Specific Redevelopment Master Plan 2. BACKGROUND ON THE VVMC Center (VVSC), and The Steadman Philippon Research Institute (SPRI) • In 2005, VVMC acquired the US Bank Building and since that time has been converting it to a medical office and administrative support facility for VVMC EXISTING BUILDINGS AND FACILITIES VVMC is an aging facility. Other than the Women & Children's Center and Vail Valley Surgery Center (13 years old), all other buildings within the campus are at least 24 years old, with some areas nearly 45 years old. There are many implications from the condition of these older buildings: • The buildings' basic mechanical and electrical systems are nearing the end of their useful life, requiring higher levels of maintenance and uncertainty in service. • In many areas of the hospital existing spaces no longer support the most efficient and appropriate setting for patient care. This is largely a result of the evolution in healthcare from a traditional inpatient type of delivery, to more outpatient procedures. This evolution has created the need for different types of medical facilities that are difficult to achieve in older buildings. • Over time, new services and facilities have been added wherever the hospital can find space, sometimes causing disjointed functional relationships between types of services and patient's access to them. • Higher levels of care require additional staff, medical equipment, and supplies. All of these factors have created extremely cramped conditions throughout the hospital. Over the past ten years VVMC has undergone a series of studies to determine the best long-term use and configuration of its Vail campus. Although one of the earlier studies had suggested that VVMC consider relocating most of its acute care functions to a new site in Eagle County, the VVMC Board of Directors has concluded that the main hospital must remain in Vail. The Vail Town Council has also strongly stated their support for VVMC to remain in Vail. This Master Plan was, in part, initiated to address sweeping changes in the healthcare industry, but also to ensure that VVMC remain in Vail, with a sustainable strategy to meet the long-term needs of the community. EXISTING SITE CONDITIONS AND SURROUNDING USES VVMC is located on three parcels of land that total 4.57 acres. The site is bordered on the north by South Frontage Road and on the south by West Meadow Drive. VVMC is located in the center of a transitional area between Vail Village and Lionshead. Existing land uses surrounding VVMC are depicted on Figure 3 found on the following page. Vehicular access to VVMC is provided by South Frontage Road and West Meadow Drive. South Frontage Road provides access to an employee parking structure located at the northeast corner of the campus and to the US Bank building. West Meadow Drive provides access to patient and guest parking at the west end of the campus and to loading/service facilities located at the southeast corner of the campus. Regional bus service is provided along South Frontage Road and Town of Vail bus service is provided along West Meadow Drive. West Meadow Drive also provides an important pedestrian connection between Vail Village and Lionshead. January 2015 141 VVMC Site Specific Redevelopment Master Plan lk 1 2. BACKGROUND ON THE VVMC ` I -- -- LAND USE DESIGNATIONS EDLow Density Residential WHi,ph Density Residential E 1Resort Aecomodations MCommercial mi'ublicl5emi-Public mopen Space =Park i rte_ MC Master Plan i Existing Land Use VAI, Ctibrodc. i �Ivµ4�♦ .Y�Ai 1r�-,J Gm - F 'tel IV Fig. 3 - Existing land uses surrounding VVMC. A portion of VVMC's surface parking lot at the southwest corner of the campus is actually located on Lot 10, an adjoining lot which is owned by the Town of Vail. Via separate agreement, the Town utilizes parking spaces on Lot 10 (for use by the Vail Library), which are accessed via the VVMC entry drive. The property's zoning and covenant restrictions are discussed in Chapter 9 of the Master Plan. Existing site conditions are depicted on Figure 4 found on the following page. January 2015 151 VVMC Site Specific Redevelopment Master Plan lk a 2. BACKGROUND ON THE VVMC ` I N ESI SIVEHICLIf4 TRAFFIC 4V 4V VV - EXISTING CONDITI N Irk— f 1 .. —o - Apo to4f ' - f (p' � � � ■ CIA �rl � STAFF �."�' ��� ! dwMr�~4w■ 411 t LOADI NG15ERVICE ■ ■ ACCESSPATM ENTACCESS AMBULANCE ACCESS� � ■ ■ ■ ■ ■ '4 r r� rl �r ■ ■ ■ ■ ■ ■ � � � ■ � �. ,� ■ ■ � ■ ■NO ■■` . Fig. 4 - Existing Site Conditions. January 2015 6 VVMC Site Specific Redevelopment Master Plan lk a I MASTER PLANNING PROCESS AND MASTER PLAN GOALS ` I THE MASTER PLAN PROCESS VVMC has spent nearly two years developing a master plan for the Vail campus. This process involved extensive collaboration with their consulting team, staff, the VVMC Advisory Commit- tee, the Executive Team and Board members. The Vail com- munity and Town of Vail staff were also involved in this planning process. Master planning for a medical center is unique to other land development master planning processes. A master planning effort for a hotel or commercial development may typically involve defining the potential "building envelope" of a site and then working to "fill the envelope" with buildings. Master plan- ning for Vail's hospital was based on a strategic, "inside -out" approach, rather than "outside -in." This is defined as a method for determining the real operational needs of the hospital, and then responding to those needs with the physical plan. An underlying theme for the expansion plans envisioned for VVMC is the "decompression" of spaces — to provide larger or more efficient spaces for medical services that are designed specifi- cally to improve healthcare services (as opposed to increasing capacities of such spaces). Another major influence in the master planning process that is unique to medical centers, and specifically to VVMC, is sequenc- ing of construction. It is essential that construction can be sequenced without disrupting on-going patient care. For exam- ple, because the western -most portions of the campus include the most serviceable buildings, these areas will be expanded in initial construction and the older buildings on the east side of the campus will be addressed after west wing improvements are completed. The Master Plan process was organized and executed in five major stages: 1. Project initiation, confirm goals, drivers, and LEAN Process improvement 2. Analysis of existing facilities, site issues, and operations 3. Develop Master Plan level space requirements/ projections 4. Develop conceptual Master Plan alternatives 5. Finalize the Master Plan and define a road map for future implementation. Faster Planning Process Activity 1 Activity 2 Activity 3 Activity 4 Activity 5 Proled Ini,rabon Pa Master Space Moser prim, Mosler Plan ,n G3aistr}nxersi' EY AvaInve n and Evaluaribn and PnuKttion5l en N9ematrv� SNUUM LEAN Prime Improvement January 2015 171 VVMC Site Specific Redevelopment Master Plan 3. MASTER PLANNING PROCESS AND MASTER PLAN GOALS MASTER PLAN GOALS AND OBJECTIVES A key step in Stage 1 was identifying the major goals and objec- tives for the project. This was accomplished through collabora- tive work sessions with the entire planning team. The goals and objectives addressed internal, external, operational and eco- nomic considerations, and were prioritized and categorized in the following areas: 1. Site Planning Major changes to the layout and design of VVMC, including, but not limited to, a new main entrance and a new Emergency Department, improving loading facilities, expanding parking and consideration of the helipad location were addressed in this category. 2. Functional/Organizational These goals and objectives primarily addressed internal considerations and identified a number of improvements to the organization and overall efficiency of the campus. Master Planning This focus of goals and objectives was to ensure that the Master Plan included flexibility to respond to future conditions and implementation strategies. 4. Economic Sustainability, operational costs, long-term maintenance and energy costs and implementation strategies were some of the internal goals and objectives addressed in this category. Each of these four categories included five or more statements that articulated specific goals to be addressed in the Master Plan. At the conclusion of this process the following ten goals were identified as the primary goals and objectives to be addressed in the future expansion plan of VVMC: • Relocate the main entrance to VVMC to South Frontage Road • Modify service vehicle access to a concealed loading zone • Relocate Emergency Department and ambulance traffic to South Frontage Road • Relocate helipad with direct connection to Emergency Department, and with sensitivity to neighbors • Provide adequate and convenient parking for patients, visitors and staff • Improve operational efficiencies through proper sizing and adjacencies • Accommodate patients in the most appropriate setting (and with privacy) • Optimize access and way -finding for patients and visitors • Create a flexible framework to accommodate future unforeseen changes • Accommodate appropriate medical office space on campus While most of the goals and objectives identified above are inter- nal to how VVMC operates, a number of critical external consid- erations were also identified during the master planning process. Many of these same external considerations were identified by Town of Vail staff as "issues or considerations" to be addressed during the master planning process. January 2015 181 VVMC Site Specific Redevelopment Master Plan 3. MASTER PLANNING PROCESS AND MASTER PLAN GOALS Town of Vail identified the following 13 development objectives to be addressed in the VVMC Master Plan: 1. Helipad/emergency air service to the hospital site. 2. On-site loading and delivery facilities 3. Ambulance access to and from the site. 4. Vehicle access that uses South Frontage Road for primary access. 5. Minimize vehicle trips on West Meadow Drive 6. North/south pedestrian circulation through the site. 7. Middle Creek riparian corridor. 8. Provide on-site parking in full compliance with the parking requirements. 9. Define appropriate location for vehicle access off of South Frontage Road. 10. Potential for VVMC use of Lot 10 and/or the Town's municipal center site. 11. Zoning considerations. 12. Identify future growth and expansion opportunities to ensure the community, long-term healthcare needs are met. 13. Screening of mechanical equipment. VVMC's goals and objectives for the expansion of the campus align directly with the thirteen objectives that have been raised by the Town. The manner in which VVMC expansion plans implement or address master plan goals and the issues raised by the Town is described in subsequent chapters of the Plan. Where appropriate, discussion of specific elements of the mas- ter plan begins with a statement describing the underlying goal to be addressed by expansion plans. In some cases the Mas- ter Plan includes a variety of potential solutions for how a par- ticular goal may be achieved. In other cases the Plan outlines fairly specific solutions to how a particular goal is achieved. In either case, final decisions on specific improvements to be implemented by expansion plans will be determined during the PEC's review of CUP applications. It is assumed that specific development plans proposed for VVMC will reflect the solutions outlined in this Plan. Howev- er, it is not the intention of this Master Plan to limit flexibility or to otherwise preclude potential solutions (not included in this Plan) for achieving the goals of this Master Plan. Alterna- tive solutions for addressing specific elements of expansion plans may be considered by the PEC during the review of CUP applications provided they appropriately address the goals for specific elements of the plan and the overall goals and objec- tives of this Master Plan. Proposals deemed to conform to applicable elements of this Master Plan will have a greater expectation of obtaining project approvals than those that do not. VVMC AND EVERGREEN LODGE POTENTIAL LAND EXCHANGE The idea of a potential land exchange between VVMC and Ev- ergreen Lodge evolved during the Town's deliberation of this Master Plan. This discussion occurred for a number of reasons - the Lionshead Redevelopment Master Plan includes a sec- tion on the Evergreen Lodge which discusses the potential for a land exchange with VVMC, the two proerties share a signifi- cant common boundary, and the adjacency of these two large parcels all raise the question of how a land exchange and/or coordination between these two properties could benefit the redevelopment of this area of Vail. January 2015 191VVMC Site Specific Redevelopment Master Plan 3. MASTER PLANNING PROCESS AND MASTER PLAN GOALS VVMC and Evergreen Lodge have evaluated the potential of a land exchange and concluded that a number of benefits to both properties and to the broader community could be realized by exchanging portions of their properties. Chapter 10 of this plan describes the basic elements of a potential land exchange, summarizes elements of VVMC's expansion plans that would be influenced by an exchange and addresses how decisions on the land exchange relate to the overall time line for expansion of VVMC. While a land exchange with the Evergreen Lodge is a concept that has potential, final decisions have not been made on whether an exchange will occur. For master planning purposes the land exchange is presented as a "master plan alterna- tive" for VVMC and final decisions on the land exchange will be made in the future. This master plan presents two alternatives for VVMC's future expansion - a "non -land exchange" alterna- tive and a "land exchange" alternative. With the exception of Chapter 10, the balance of this master plan is based on the assumption that there will not be a land exchange. Chapter 10 addresses how VVMC expansion plans could change with a land exchange. Both alternatives present viable options for the future rede- velopment of VVMC and each alternative is equally capable of achieving the Town's development objectives for this area of Town. January 2015 1101VVMC Site Specific Redevelopment Master Plan 4. OVERVIEW OF EXPANSION PLANS AND DESIGN CONSIDERATIONS This section of the Master Plan provides an overview of: will include three levels. The lowest level (ground level at West Meadow Drive) will include an enclosed loading/delivery facil- e Building expansions planned for VVMC ity and a central utility plant. The second level will be devoted • The main "influences" in the overall site planning of the to new Emergency and Imaging Departments. The upper level project will accommodate the main hospital entry, admissions and other • Architectural/site design and planning considerations hospital functions. relative to VVMC expansion plans EXPANSION PLANS AND IMPROVEMENTS VVMC currently has +/-207,000sf of gross floor area (exclusive of parking garages). Expansion plans will increase square footage by approximately 50%, with the total square footage of the campus growing to +/-290,000sf. Expansions will occur in three primary areas — additions to the West Wing, construction of an entirely new East Wing and construction of a new helipad building on the north side of the campus along South Frontage Road. West Wing Expansion The focal point of the +/-35,000 sf expansion planned for the West Wing is the addition of a new fourth floor. This new floor will provide space for The Steadman Philippon Research Institute and The Steadman Clinic. Smaller multi-level expansions are also planned at the south and west sides of the West Wing. In addi- tion to new square footage, interior spaces throughout the West Wing will be re -organized and provide increased space for surgery suites, Howard Head Sports Medicine, a Cardiac Catheterization Lab and other uses. New East Wing The existing East Wing of the hospital will be demolished and replaced with a new building of +/-45,000 sf. Located below this new building will be a multi-level parking structure which will be accessible from South Frontage Road and will provide the major- ity of all on-site parking. The south half of the new East Wing New Emergency Helipad Building The Emergency Helipad Building will be located at the northern side of the campus along South Frontage Road. While the primary purpose of this building is to accommodate an on-site helipad (see Chapter 8 for additional discussion of the helipad), the building presents an opportunity to create approximately four levels of useable square footage for VVMC. The useable square footage potential of this building is estimated to be +/- 12,000 A MAIN "INFLUENCES" IN SITE PLANNING OF FUTURE EXPANSIONS A number of factors influenced the overall site planning of future expansions to VVMC. Examples of these are the specific program- matic elements of the expansion plans, the internal relationships of new and expanded uses to other uses within the campus, and how the project can be constructed while maintaining hospital op- erations. Aside from these considerations, the single most impor- tant influence in the overall design of Master Plan improvements is moving VVMC's "Front Door" to South Frontage Road. Bringing vehicular access to this location became a driver based on the fol- lowing design rationale: The main entrance to the hospital needs to be proximate to where patients and guests arrive at the campus. Vehicle access off of South Frontage Road neces sitates relocate the main entrance (and key hospital functions such as admissions) to the East Wing. Moving ambulance arrival to the new South Frontage Road access is proposed to address a major community January 2015 1111VVMC Site Specific Redevelopment Master Plan 4. OVERVIEW OF EXPANSION PLANS AND DESIGN CONSIDERATIONS goal of removing emergency vehicles from West Meadow of the Evergreen Lodge. These covenants impose significant limi- Drive. This change necessitates that the new Emergency tations on where new buildings can be constructed on the cam - Department be located within the East Wing. pus and are a major influence on how VVMC can expand in the A new Emergency Department creates the need for the future. The general building massing of expansion plans conform new Imaging Department to be in the East Wing. to the limitations prescribed by these covenants. Given the scope of new hospital functions that will be located within the East Wing, the east end of the campus became the logical location for structured parking. While other factors were considered in the overall site planning of future expansion plans, the location of the new VVMC entry was a major influence in the design of the new campus. Construction Sequencing A major consideration in the design and construction sequence of future expansion plans is to ensure the on-going operation of the hospital during construction. This is the main reason why VVMC expansion will start with construction of the West Wing. Devel- opment of the West Wing will create new space to allow for the consolidation of a number of existing uses. This consolidation will free up existing space on the campus that can then accommodate existing uses currently located in the East Wing (uses that will be displaced during the demolition and re -construction of the East Wing). Covenant Restrictions and other Conditions The VVMC campus is encumbered by restrictive covenants that address the use of the property and establish limitations on build- ing location, building height and other site development consider- ations. In 1989 a number of restrictions on the design and development of VVMC property were established by covenants for the benefit Vail Resorts donated the land for the hospital to VVMC with the condition that the land be used for "medical services". Violation of this condition could, at Vail Resorts discretion, result in this land reverting back to Vail Resorts. SPECIFIC ARCHITECTURAL DESIGN AND PLANNING CONSIDERATIONS The following outlines planning and design considerations relative to specific elements of the VVMC expansion plans. On the follow- ing page is Figure 5, a conceptual site plan depicting expansion plans contemplated by this Master Plan. Building Massing GOAL The massing (and scale) of hospital expansions to be responsive and sensitive to the surrounding neighborhood. A number of factors influenced the building massing of expan- sions to VVMC, including the structural capacity of existing build- ings to handle additions, internal spatial relationships of existing and future hospital uses, relationships to surrounding buildings in the neighborhood and conformity with applicable Town stan- dards. As mentioned above, a number of covenant restrictions established by a 1989 land use agreement with the Evergreen Lodge directly influence design options available to VVMC. Figure 6 on page 14 provides a general indication of the building footprint and massing of expansions contemplated by the Master January 2015 1121 VVMC Site Specific Redevelopment Master Plan 4. OVERVIEW OF EXPANSION PLANS AND DESIGN CONSIDERATIONS % Middles k Corridor Heliport Building Liquid oxygen e truck delivery "- i'ak�ent ac u R-- t<�Westiot �\ _ _ L New, Front Dcwt' - to VVMC 0 ! t - -- f Medical ! - - --- 1 / [tedestgnProfessional exi - - �i + � -- parking lot + Building i Central r West Wing 1 Wing Access acmtro! f __ --- j I + East Wing _ -- _ Enclosed— DellveryFaciW VVMC Redevelopment Master Plan Conceptual Site Plan VA Colorado Fig. 5 - Conceptual Site Plan of VVMC expansion. January 2015 1131 VVMC Site Specific Redevelopment Master Plan 4. OVERVIEW OF EXPANSION PLANS AND DESIGN CONSIDERATIONS Plan. The building height and massing of VVMC should be con- sistent with existing and potential building heights immediately proximate to VVMC and in the vicinity. A number of architectural approaches can be incorporated into the design of the new fourth floor of the West Wing to reduce the scale of the building. Foremost among these should be the use of extensive glazing on the fourth floor to create a lighter, more recessed appearance. A mansard roof could also be used to soften the roofline of the building. The West Wing also includes a small expansion along Meadow Drive, new space essential to the efficient functioning of this portion of the hospital. This expan- sion presents an opportunity to create interest along the street by varying the building facade along West Meadow Drive. Building off -sets and the use of varied, but related exterior wall materials and fenestration should be used along the entire facade of West Meadow Drive. The massing and scale of the new East Wing should be consistent with building heights allowed by the existing zoning of surround- ing properties. Fenestration, roof forms, variations in wall planes, use of building materials and building stepbacks can be used to acheive compatibilty with the neighborhood and to soften the buildings relationship to the street. The Helipad Building is designed to accommodate an on-site helipad at a height that will not impact the development potential of neighboring properties. At a height of +/-75', the building be- neath the helipad can accommodate approximately 4 floor levels that can provide space for VVMC uses. The height of this build- ing should be consistent with that of other buildings along South Frontage Road. In order to reduce the scale of this building and to more sensitively integrate it with the site, consideration should be given to a "stepped building form" of varied building height. The conceptual massing diagrams on page 15 provide a general indication of the massing of the existing campus and the West Wing and East Wing/Helipad Building expansions. r 6,8 levels ~` r oma omr �e;1dj­ 5-6 ' level \ 31.r+n9s 3Levels Fv %V" levels 4 I, _ _ - —___ ----- 2-i Levels! Fig. 6 - Building heights surrounding VVMC and building heights of proposed VVMC expansions. January 2015 1141 VVMC Site Specific Redevelopment Master Plan IL I 4.0VERVIEW OF EXPANSION PLANS AND DESIGN CONSIDERATIONS ` 11 Fig. 7 - Existing VVMC Campus Fig. 8 - West Wing Expansion Fig. 9 - East Wing/Helipad Building Expansion January 2015 1151 VVMC Site Specific Redevelopment Master Plan IL I 4.0VERVIEW OF EXPANSION PLANS AND DESIGN CONSIDERATIONS ` 11 Building Relationship to Meadow Drive GOAL To establish an appropriate physical and visual relationship be- tween the hospital and the pedestrian corridor along West Meadow Drive by use of effective building design, architecture and landscape improvements. VVMC shares an important "public edge" with West Meadow Drive. The relocation of VVMC's main entry to South Frontage Road will provide a major benefit to West Meadow Drive and the pedestrian/biking experience along this corridor by dramatically reducing the volume of vehicle trips on this street. Other consid- erations to be addressed in the design of building expansions that will enhance the campus' relationship to West Meadow Drive include: • Off -sets in building facades along West Meadow Drive and the East Wing to avoid continuous wall planes • Variation of building heights • Maintain and enhance where appropriate landscaping between VVMC buildings and the street and adjacent properties • Introducing outdoor spaces (such as seating areas) in order to create interest and activity along the street • Maintaining the existing West Meadow Drive sidewalk and enhancing this corridor where appropriate • Public art • Potential relocation of Town bus stop These and other detailed design considerations will be addressed during subsequent steps in the review process. Relevant provi- sions of the Town of Vail Streetscape Master Plan Addendum will be considered in the design of site and landscape improvements along West Meadow Drive. Fig. 10 - Existing land uses surrounding VVMC. January 2015 1 161 VVMC Site Specific Redevelopment Master Plan Varied roof heights and building; offsets along Meadow Drive Enclosed Loading/Service Potential diningpalm _ - New pedestrian I I I 1 s1 a _ �✓`. connection to screening �— _ - _-- frontage road New pedestrian - I Landscape accessss to hospital sueening at existing bus stop --- -- VVMC eadowy Drive / Streetscap Diagram Fig. 10 - Existing land uses surrounding VVMC. January 2015 1 161 VVMC Site Specific Redevelopment Master Plan 4. OVERVIEW OF EXPANSION PLANS AND DESIGN CONSIDERATIONS Architecture GOAL To integrate the design of new buildings and expansion areas with existing portions of the hospital so as to create a varied but uni- fied architectural expression. The implementation of the Master Plan provides a significant op- portunity for improvement and modernization to the architecture of the campus. The present building is a conglomeration of older buildings on the east and west ends of the campus, with a mod- ern addition in the central portion. Expansion of the West Wing will address the existing 1980 fagade. The materials and forms anticipated for this expansion should be consistent with those used in the 2001 Central Wing addition, including natural stone and complimentary metal panel detailing. Window frames should be consistent with these materials and the amount of glazing should be balanced with the need for patient privacy. For exam- ple, on the new 4th level the use of more extensive glazing should be explored to take advantage of natural light and views, and to create a lighter, more recessed appearance at the very top of the building. The new East Wing should be articulated in a similar fashion, utilizing a stepped massing, from bottom to top. The use of varying materials can allow for further reduction of the visual massing of the building. Mechanical Systems One of the major goals of the VVMC Master Plan is to replace its aging utility components with a new Central Utility Plant. In order to minimize noise, odor and other impacts to the neighborhood, the plant will be enclosed within the East Wing on the ground level, behind the service enclosure and away from West Meadow Drive. This area will house heavy equipment including boilers, compressors, and emergency generators. Once East Wing con- struction is complete, existing mechanical equipment located at the southwest corner of the campus along Meadow Drive, shall be removed. New rooftop air -handling units and air-cooled chillers shall be screened (and painted to match roof materials) in a fashion that is consistent with the mechanical screen located above the 2001 Addition, whereby only the metal roofing form is visible from the sides of the buildings. Mechanical noises generated by this equip- ment will be largely contained and reflected above these enclo- sures, as opposed to directly across the roof. Pedestrian Circulation GOAL To provide safe and efficient pedestrian circulation within and through the VVMC campus that meets the needs of hospital users and the broader community. The primary pedestrian access to and from VVMC is West Mead- ow Drive. This shared vehicle/bike/pedestrian corridor is heavily used and provides a key link between Vail Village and Lionshead. Relocating the hospital's main entrance to South Frontage Road will greatly improve the safety and aesthetics of the street by sig- nificantly reducing traffic volumes. This will provide a substantial benefit to those who use this corridor, to neighboring residential uses and to the entire Vail community. A dedicated pedestrian entry to the new Emergency Department will be provided along West Meadow Drive. This entry should be located next to the Town's existing west -bound in -town bus stop. January 2015 1171 VVMC Site Specific Redevelopment Master Plan 4. OVERVIEW OF EXPANSION PLANS AND DESIGN CONSIDERATIONS A north/south pedestrian corridor shall be constructed along the east end of the campus, providing a new connection for pedes- trians between South Frontage Road and West Meadow Drive. Improvements to the Frontage Road associated with VVMC's new Front Door will include sidewalks along the south side of South Frontage Road. The potential land exchange between VVMC and the Evergreen Lodge may influence VVMC's final design solutions for pedestrian circulation. Refer to Chapter 10 —Potential Land Exchange with Evergreen Lodge for more information. Middle Creek GOAL To address existing site conditions along VVMC's boundary with Middle Creek in order to minimize potential impacts from surface drainage on the water quality and the adjacent riparian habitat along the creek. The VVMC's existing surface parking lot at the west end of the campus is located adjacent to Middle Creek and the adjoining riparian corridor. The existing relationship between the creek corridor and the parking lot is less than ideal. The existing park- ing lot extends into the stream tract (owned by Eagle River and Sanitation District) and surface drainage from the lot is not well defined. While no major changes are contemplated to this por- tion of the site at this time, improvements to the relationship of the parking lot and Middle Creek should be made, specifically with respect to the managing the quality of water that runs from the lot into the creek. VVMC will evaluate potential improvements to the parking lot's relationship with Middle Creek during the development of detailed improvement plans. Potential improvements in- clude the introduction of "best management practices" to im- prove the quality of water that runs off of the existing surface parking lot. Examples of these types of improvements include: • Re -grading the parking lot or installing gutters to prevent drainage from flowing directly into the creek • Installation of oil/sand separators or bio-swales to clean run-off before it flows from the site • Installation of riparian vegetation along VVMC lands adjacent to the creek • Implementation of "creek sensitive" snow removal/ storage practices • Better defined and demarcated parking areas An opportunity may exist to create a stronger physical and visual connection between VVMC and Middle Creek, with the introduction of trails , seating areas and other passive uses. Any use of the Middle Creek corridor for aesthetic or passive purposes, however, will need to be coordinated with the land owner and should be subordinate to the preservation of the riparian corridor and its inherent natural character. The potential land exchange between VVMC and the Ever- green Lodge may influence VVMC's final design solutions for Middle Creek. Refer to Chapter 10 —Potential Land Exchange with Evergreen Lodge for more information. January 2015 1181 VVMC Site Specific Redevelopment Master Plan 5. VVMC�S NEW "FRONT DOOR ; 5. VVMC�S NEW "FRONT DOOR ; 5. VVMC�S NEW "FRONT DOOR ; MEADOW DRIVE, DELIVERY/SERVICE For he reasons cited above, delivery vehicles should continue The number of bays within the facility should be to use West Meadow Drive to access VVMC with all other traf- between 3-4 and accommodate turning movements within fic accessing VVMC via the new Front Door. This reduction in vehicular traffic, coupled with a well-designed and properly man- aged delivery facility will balance the operational needs of VVMC while providing a major community benefit to West Meadow Drive. VVMC DELIVERY AND SERVICE FACILITY The following design and management parameters address de- sign, safety, aesthetics, noise, odor, congestion and other con- siderations relative to service and delivery functions at VVMC. VVMC service and delivery will be accommodated by a new, enclosed delivery facility on the south side of the East Wing and with provisions for larger truck deliveries in the West Parking lot. The standards below are intended to establish expectations for the design and management of delivery functions. Relevant provisions of Chapter 12-10, Off Street Parking and Loading, and Section 12-9C-5, Development Standards, Vail Town Code will also be considered in the review of subsequent development applications. Each of the parameters below shall be addressed by detailed designs and a management plan to be submitted as a part of the Conditional Use Permit process. As an element of a future CUP approval, all aspects of the management plan will be enforceable by the Town. The design and management of a delivery facility that conforms to these parameters, as determined by the PEC, shall ensure the compatibility of the delivery facility with the surrounding residential neighborhood and with the pedestrian nature of West Meadow Drive. the facility for SU -30 trucks. 2-3 additional bays should be provided for smaller trucks and service vehicles. Trash and recycling facilities shall be enclosed and located inside the building Streetscape and landscape adjacent to the loading facility should be designed to define distinct spaces for pedestrians and trucks and should discourage truck parking on West Meadow Drive. The access drive to the loading facility shall be adequately screened with landscaping Delivery Facility Management Plan • Outline the role/responsibility of the Delivery Facility Manager Establish protocol for how the facility will be managed (hours of operation, coordinating times of deliveries, managing the size of trucks that deliver to VVMC, accommodating periodic deliveries by larger trucks, servicing the US Bank Building, etc.) Establish "rules of the facility", i.e. no backing onto West Meadow Drive, no parking on West Meadow Drive, keeping door to facility closed, etc. ensuring the area re mains free of trash and debris. The West Lot Design Parameters • Provisions to accommodate oxygen deliveries Provide space suitable to accommodate the occasional delivery from WB -40 or larger truck Provide parking for VVMC service vehicles (to be accessed from the South Frontage Road) Enclosed Delivery Facility Design Parameters • All delivery docks and delivery activity shall be located inside the building January 2015 1211 VVMC Site Specific Redevelopment Master Plan 6. TRAFFIC/SOUTH FRONTAGE ROAD 11 GOAL Collaborate with neighboring properties to define and imple- ment improvements to South Frontage Road that will provide safe and efficient site access to VVMC, the Town Hall site and the Evergreen Lodge. A Traffic Impact Study has been completed by TurnKey Consult- ing LLC. This study evaluates the traffic impacts of new develop- ment at VVMC and other changes contemplated by this Master Plan, including but not limited to the creation of a new Front Door along South Frontage Road. An executive summary of the study is found in the appendix of this Plan. The Conceptual Cir- culation Plan on the following page depicts proposed vehicular and pedestrian circulation patterns for VVMC. Assumptions on potential South Frontage Road improvements (all of which are subject to approval by the Colorado Depart- ment of Transportation), VVMC expansion plans and other traffic -related operational changes at VVMC that were consid- ered in the traffic study included the following: • A two-lane round -about designed to facilitate right -in/ right -out site access to VVMC, the Evergreen Lodge and the Town Hall site, on South Frontage Road • VVMC vehicular access off South Frontage Road will be right-in/right-out only • Emergency vehicle access to VVMC via the new main access off of South Frontage Road, including westbound left turn into VVMC • Access to the West Lot Surface Parking and the East Wing parking structure will be provided from VVMC's new main access off of South Frontage Road • Access to the new East Parking Structure and the West Surface Lot will be provided via the new main access off of South Frontage Road January 2015 • During the construction of the East Wing, 69 parking spaces in the US Bank Building will be temporarily accessed via West Meadow Drive (subject to coordination with neighboring property owners) • Access from the US Bank Building to remain one-way out bound only. • Maintain roundabout Level of Service (LOS) "C" or better The performance of the South Frontage Road roundabout, the Frontage Road/VVMC access point and the Vail Road/Meadow Drive intersection were evaluated by the Traffic Impact Study. Based on analysis by TurnKey Consulting Inc. and Felsburg Holt Ullevig (retained by the Town of Vail), each of these intersections performed at a level well above minimum Town standards for both level of service and delay. An updated traffic study for VVMC will be provided with subse- quent stages of the development review process. FRONTAGE ROAD ACCESS IMPROVEMENT STUDY The Town of Vail took the lead on a conceptual design study of future road and access improvements to South Frontage Road. The participants in this process include the Town, representatives from the Evergreen Lodge and VVMC. Each of these organizations is contemplating development of their property and the primary goal of this effort is to collaboratively define a plan for access improvements along South Frontage Road that will accommodate access to each property. It is anticipated that over time each of the three properties will be limited to right-in/right-out access off the South Frontage Road improvements. This is due to future growth in background traf- fic on South Frontage Road and the proximity of access points for 22 F VVMC Site Specific Redevelopment Master Plan 1 6. TRAFFIC/SOUTH FRONTAGE ROAD ` 11 __:�xisting Pedestrian Corridor structured and -' arlc��_ --- - - -�; utance access f —� 1 t o..l 9 Y Bus Stop Ped`es#'- =.._ ec 4aryTepe ah - _- Co Major edestria _ Bus Sto _ _ Cor L Serdi2e VVMC Master Plan Conceptual Circulation Plan f waft CnIM& Awp '2011 'kyr Fig. 11 - Pedestrian and vehicular circulation around VVMC. January 2015 1231 VVMC Site Specific Redevelopment Master Plan 1 6. TRAFFIC/SOUTH FRONTAGE ROAD ` 11 each of the three properties. It is assumed that a roundabout will be necessary to allow vehicles to turn around in order to access each of these three properties. The focal point of this study was to evaluate alternative locations and designs for a roundabout. It is assumed that all three parties will benefit from a roundabout and that each property will financially participate in the solution. Topography, limited right-of-way width and site conditions along South Frontage Road present significant design and construction challenges and the sequencing of when the improvement is constructed relative to when each of the three parcels re -develop is also an important consideration. Oki P ta.be r ' €rved Let turn for- - eiriigeney vehicles r' Over ten alternative designs and locations for a roundabout were evaluated. In addition, non -roundabout solutions that facilitated necessary turning movements were evaluated but these were dropped from consideration. The preferred location of a round- about is shown on Figure 11 below. This improvement is located predominantly within the South Frontage Road right-of-way, however a portion of the roundabout is located over the "B line" (an internal control boundary of the interstate highway system) on Federal Highway Administration (FWHA) land. This concept is in the process of being presented to the Colorado Department of Transportation and FWHA. VV 4 VVMC j EG 1-TLOV Frontage Road -� ,Conceptual Improvement Plan Fig. 12 - Conceptual design of South Frontage Road access improvements. January 2015 Ar 1241- VVMC Site Specific Redevelopment Master Plan 1 6. TRAFFIC/SOUTH FRONTAGE ROAD ` 11 Subject to CDOT approvals, construction of the roundabout would occur after completion of the East Wing and VVMC's new Front Door at the South Frontage Road. This construction sequencing allows for the existing helipad to remain (it will be displaced by construction of the roundabout) until such time the new heliport building is operational. During this period of time interim access improvements to the South Frontage Road will be necessary in order to facilitate access to VVMC. A traffic analysis of this interim improvement has been completed to ensure that the intersection will perform at acceptable levels. A copy of this analysis is found in the appendix of this plan. This 14 ren existing East Entry interim improvement will provide acceptable turning movements into and out of VVMC. It is considered an "interim improvement" because over time a roundabout will be needed due to growth in background traffic coupled with the anticipated future redevelop- ment of the Evergreen and Town Hall site. Figure 12 below is a conceptual design of these improvements. Major features of these interim improvements are a west bound left -turn lane to serve VVMC and a slight re -alignment to the entry to the Town Hall site (that will maintain the left turn movement out of this site). .Shi area indicates jextent�d work New VVMC II Entry Fig. 13 - Conceptual design of interim access to VVMC. 'Relocated - TOV Entry --Rilh t out only from. US Bank --JOoZ&C interim Access Cance-ptual Plan. January 2015 1251 VVMC Site Specific Redevelopment Master Plan % PARKING GOAL To increase the supply of on-site parking to an amount that when coupled with managed parking solutions meets the needs of patients, visitors and employees of VVMC. The number of on-site parking at VVMC has for many years been acknowledged to be inadequate. Providing sufficient on- site parking is one of the primary goals of this master planning effort. The following section addresses three related topics - methodologies for determining parking requirements, existing parking conditions, and the parking demands expected from ex- pansion of VVMC. More detailed information on each of these topics will be provided in subsequent development applications. METHODOLOGIES FOR DETERMINING PARKING REQUIREMENTS Zoning code formulas used to determine parking requirements for land uses such as office, retail, etc. are fairly consistent and are almost always based on square footage. Hospitals and medical centers present a unique land use and formulas used to determine parking requirements vary widely. Gross square footage, net square footage, number of employees, number of doctors, number of patient beds and number of patient exam rooms (or some combination of the above), are examples of the different "measures" used to determine parking requirements for medical centers. The Town's methodology for determining the medical center's parking requirement is based primarily on square footage, but involves three related considerations: Hospitals 1 space per patient bed 1 space/150 sf net floor area Medical offices 1 space per 200 sf net floor area While in concept a square footage based formula can provide a relative indication of a facility's parking demand, the use of square footage is arbitrary in that all square footage within a medical center is treated uniformly (with respect to its intensity of use, hence parking demand). Basing parking requirements on the number of employees may be a more accurate measure for determining a facility's parking demand. The following formula is suggested as an alternative to the Town's formula: 1 space per patient bed 1 space per exam room 1 space per day shift employee Both of these methodologies have their strengths and weakness- es and as demonstrated below, both formulas provide similar parking numbers when applied to the existing campus. More importantly, both formulas provide a parking number that is very close to the total parking needs of VVMC. As further explained below, the employee -based formula is the most appropriate and accurate formula for determining the VVMC parking demand. EXISTING PARKING CONDITIONS Applying the Town parking formula to the existing VVMC campus results in 870 spaces and after application of a 20% multi -use credit the parking requirement is 697 spaces. Applying the employee -based formula to the existing VVMC cam- pus results in 782 spaces and after application of a 17.5% multi- use credit the parking requirement is 645 spaces. While the parking requirement numbers above are very similar, they are based on formulas and may not reflect actual parking conditions, or VVMC's existing parking demand. The table below summarizes actual parking needs, or resources at VVMC: January 2015 1261 VVMC Site Specific Redevelopment Master Plan % PARKING 407 On-site spaces (located in West Lot, East Structure, US Bank Building) 60 Employee -issued ECO bus passes 32 Average number of employees who utilize VVMC shuttles 120 TOV/Lionshead parking and season parking passes purchased (2013/14 ski season) 53 Off-site leased spaces 672 Total spaces VVMC provides patient, guest and employee parking with a combination of on-site parking, off-site/leased parking and managed parking (employee bus pass and shuttles). These 672 "actual" spaces fall mid -way between two zoning calculations, in essence validating the accuracy of the two parking formulas. This information can also be used to define the existing park- ing deficit at VVMC. Assuming 672 is VVMC's required parking, there are currently 499 "code compliant" parking spaces (407 on-site spaces and 92 "managed" spaces), and as such the exist- ing parking deficit is approximately 173 spaces. PARKING REQUIREMENTS OF MASTER PLAN AND EXPANSION The increased parking demand from expansions contemplated by the Master Plan is expected to be relatively low. This is because much of the planned building expansion is primar- ily intended to "decompress" existing hospital facilities and to provide larger, more functional spaces for staff to deliver better care to patients while not significantly increasing employees or patient capacity. While there are plans for expansion of medical space and exam rooms that will generate more employees and increased patient activity that will result in increased parking demand, there are many improvements such as the re -designed Emergency Department that will not increase capacity or employ- ees, hence not increasing parking demand. Final determination of new parking demand and plans for addressing this demand will be made by the PEC during the CUP process. Assuming the use of the employee -based parking formula, the increased parking demand from the Master Plan expansion is anticipated to be approximately 80 additional spaces, for a total estimated parking demand of approximately 750 spaces. Final determination of parking requirements will made during the re- view of CUP applications. Upon completion of the Master Plan expansion all required park- ing will be provided by on-site parking spaces and other "man- aged" parking solutions. On-site parking will be provided in the US Bank Building, the West Parking Lot, new surface spaces (cre- ated when the ambulance building is removed), and a new park- ing structure at the east end of the campus. As has been done in the past, managed programs will be used to satisfy a portion of VVMC's parking requirement. Parking management will include a variety of programs to include: • Continuing the use of employee shuttles • Continuing the use of the Employee ECO bus pass program • Valet Parking • Use of compact spaces • Implementation of parking management strategies to increase the efficiencies of how parking spaces are utilized January 2015 1271 VVMC Site Specific Redevelopment Master Plan % PARKING DuTg the construction of the new East Wing parking struc- ture, interim off-site parking will be needed for approximately two years. It is anticipated that these spaces will be addressed by leasing off-site spaces and providing expanded employee shuttle and bus pass programs. Details on these programs along with additional information on the number of required parking spaces, the manner in which new parking will be provided, and parking management plans will be provided with subsequent development applications. The potential land exchange between VVMC and the Evergreen Lodge may influence VVMC's final design solutions for parking. Refer to Chapter 10 —Potential Land Exchange with Evergreen Lodge for more information. January 2015 1281 VVMC Site Specific Redevelopment Master Plan 8. HELIPAD GOAL Batterson of CLB Enterprises. The Preliminary Heliport Feasibility Establish an emergency helipad within the VVMC campus that & Design Study Report, October 21, 2014 by HeliExperts LLC is is located to provide a direct internal connection to the new found in the appendix of this Master Plan. Emergency Department and with sensitivity to the surrounding neighborhood. EMERGENCY HELIPAD SITE ALTERNATIVES EXISTING EMERGENCY HELIPAD The existing helipad that serves VVMC is located north of South Frontage Road and immediately west of the Vail Town Hall. This helipad has been used by VVMC for the past 30 years. A helipad is an essential element of a medical facility such as VVMC. On average, approximately 70 helicopter transports occur each year The vast majority of these are scheduled transports of patients from VVMC to other healthcare facilities. While the existing helipad has served its purpose in supporting emergency air transport, there are shortcomings with the current helipad and it needs to be relocated. The fundamental limitation of the existing helipad is that it requires the transfer of the patients to and from VVMC via an ambulance. The most significant implication of this is increased risk to the patient and the additional time required to transfer the patient (also adding risk). In addition, the transfer monopolizes the use of an ambulance and crew and also necessitates Police Department personnel to temporarily close South Frontage Road. None of these shortcomings would be addressed by an off-site helipad. It is for these reasons that only an on -campus helipad would improve existing conditions and meet the highest standards of patient care. The evaluation of alternative locations for the emergency helipad and recommendations for the preferred location were completed with the assistance of HeliExperts International LLC and Caycee Four potential on-site helipad locations were evaluated. Depicted on Figure 13 below, these alternatives were evaluated based on the following considerations: • Safety • Patient transfer requirements to/from the Emergency Department • FAA and NFPA standards • Aircraft performance • Community Impact Fig. 14 - On-site helipad location alternatives Each of the four on-site alternatives involves rooftop solutions and each location could accommodate a helipad that conforms to applicable guidelines of the FAA Advisory Circular relative to flight paths and other aeronautical considerations. January 2015 1291 VVMC Site Specific Redevelopment Master Plan 8. HELIPAD Alternatives B and D each presents challenges with respect to their relationship to the future location of the Emergency Department and each of these locations would have significant impacts on the surrounding neighborhood. For these reasons both B and D were dropped from consideration. While Alternative C has a very convenient relationship to the future location of the Emergency Department, the flight path to this alternative location would follow the Gore Creek corridor to the west and while this flight path would conform to FAA guidelines it would have significant impacts on residential uses located along this corridor. For this reason Alternative C was dropped from consideration. Alternative A is the preferred location for the emergency helipad due to its proximity to the future location of the Emergency Department, conformance with applicable FAA guidelines, and limited impacts to the surrounding neighborhood. PROPOSED EMERGENCY HELIPAD LOCATION The proposed helipad is located adjacent to South Frontage Road on a portion of the campus that is not encumbered by the Evergreen covenant restriction. The helipad will be designed in concert with the design of VVMC's new Front Door to ensure efficient site access and circulation. The proposed location allows for an easterly flight path that would pass over the Town Hall site and then run parallel with the 1-70 corridor. The westerly flight path would follow South Frontage Road and gradually align with the 1-70 corridor. Refer to Figure 15 on page 31. At this master plan level, it is assumed that the elevation of the helipad will be approximately 75' above the top level of the existing VVMC parking structure. The helipad is set Fig. 15 - Proposed helipad location at this elevation in order to not negatively impact the future development of surrounding properties. Based on conceptual studies, with the helipad at 75' the Evergreen Lodge could develop to the maximum allowable 82.5' building height (for habitable space) anywhere within zoning or town master plan prescribed setbacks and have no impact on the western flight path of the helicopter. The Town Hall site could be developed to just over 60' and have no impact on the eastern flight path of the helicopter. In addition to a maximum allowable building height of 82.5', town zoning allows up to an additional 15' of building height for "architectural projections" such as towers, spire, cupolas, flagpoles and similar features not usable as habitable floor area. Based on conceptual studies, the majority of the Evergreen site could accommodate the maximum 15' architectural projection with no impact to the westerly flight path of the helicopter. There is, however, a corridor along the northern side of the Evergreen January 2015 1301 VVMC Site Specific Redevelopment Master Plan 8. HELIPAD Lodge in which a 15' architectural projection could impact the westerly flight path (penetrate the FAA prescribed obstruction surfaces). Solutions to address this potential situation are to elevate the helipad to eliminate the impact or for any architectural projection above 82.5' that may be proposed by the Evergreen be located to not impact the flight path and FAA obstruction surfaces. FUTURE STEPS IN THE REVIEW OF EMERGENCY HELIPAD The Town's Master Plan evaluation of the proposed helipad is the first of many steps in the review process. Following Master Plan approval, VVMC will complete additional work on the conceptual design of the helipad, coordinate with helipad users and then submit notice of the proposed helipad to the FAA. The FAA will then conduct an initial review of the proposal. At this same time, more detailed information on the design and operation of the helipad will be submitted to the Town as part of a CUP application. Following approval of a CUP application VVMC will coordinate with the FAA on a "favorable determination of air space" for the helipad. Upon issuance of building permits and construction of the helipad, the FAA may, at their discretion, complete a final inspection of the helipad. The potential land exchange between VVMC and the Evergreen Lodge may influence VVMC's final design solutions for the Helipad. Refer to Chapter 10 —Potential Land Exchange with Fig. 16 - Proposed helicopter approach and departure flight paths. January 2015 1311 VVMC Site Specific Redevelopment Master Plan 9. OTHER CONSIDERATIONS The following section addresses zoning/development review considerations and other topics relative to expansion plans envisioned by the Master Plan. Many of these topics will be addressed in greater detail during the review of subsequent development applications. EMPLOYEE HOUSING GOAL To provide employee housing consistent with provisions of Chapter 23 of the Vail Town Code. Chapter 23 - Commercial Linkage of the Town's zoning regula- tions stipulates that "commercial development or redevelop- ment shall mitigate its impact on employee housing by provid- ing Employee Housing Units (EHUs) for twenty percent (20%) of the employees generated." Further, that "employee hous- ing impacts need only be mitigated for a redevelopment that results in a greater number of employees generated from an increase in net floor area." As such VVMC's requirement is to provide housing for 20% of the new employees resulting from the proposed expansion. Chapter 23 provides a table of employee generation rates for a variety of different land uses. Hospitals and medical facilities are not included in this table. In accordance with the ordi- nance, in such cases it is incumbent on the applicant to provide documentation of employee generation anticipated from the project. VVMC and other entities that operate within the campus (i.e. Colorado Mountain Medical, The Steadman Clinic, etc.) include a total of approximately 550 employees. For example, it is anticipated that as the Master Plan expansion is implemented employees will increase to approximately 610, an increase of As- suming 60 new employees and the Town's 20% housing require- ment, housing for 12 employees would be required. This housing may be in the form of dormitory; studio; or 1, 2 or 3 bedroom units. Final determination of new employee generation will be made during the CUP review process. Chapter 23 stipulates that 50% of required employee housing be located "on-site" with the provision that exceptions can be made to this requirement if any one of four findings are met. For two reasons all required employee housing will be provided off-site — residential is incompatible with the institutional uses at VVMC and the limited land area afforded by the campus is best utilized for addressing medical and related needs of VVMC. Detailed information on employee generation, the exception to the on-site requirement, and an employee housing plan will be provided in subsequent development applications. ZONING Existing zoning of the VVMC campus includes three different zone districts. The majority of the campus is zoned General Use (GU), the US Bank Building site is zoned Special Development District (SSD #23), and a portion of land along South Frontage Road (re- cently purchased from the Evergreen Lodge) is zoned Lionshead Mixed Use —1. Figure 16 on the following page depicts the zon- ing of the VVMC campus. The following summarizes the existing zoning of these three areas relative to the proposed master plan. General Use Zoning The majority of the campus is zoned GU. The purpose of the GU district is intended for use on sites with public and quasi -public January 2015 1321 VVMC Site Specific Redevelopment Master Plan 9. OTHER CONSIDERATIONS Existing Zoning Fig. 17 - VVMC existing zoning. uses and this zone district has been the primary tool for review- ing the development of VVMC for many decades. "Healthcare facilities" are a Conditional Use in the GU District. There are no changes proposed to this zoning. The potential land exchange between VVMC and the Evergreen Lodge may influence VVMC's final design solutions for General Use Zoning. Refer to Chapter 10 —Potential Land Exchange witr Evergreen Lodge for more information. Lionshead Mixed Use -1 Zoning This small portion of the VVMC campus was zoned LHMU-1 when acquired from the Evergreen Lodge. The LHMU-1 district does not allow for medical facilities, medical offices or clinics. For this reason the re -zoning of this portion of the campus to GU will be proposed as an element of future development applications. The potential land exchange between VVMC and the Evergreen Lodge may influence VVMC's final design solutions for Lionshead Mixed Use -1 Zoning. Refer to Chapter 10 —Potential Land Ex- change with Evergreen Lodge for more information. SDD Zoning VVMC purchased the US Bank Building in 2005. At that time, the property was used as a professional office building and was zoned SDD #23. Since that time, VVMC has converted many office uses within the building to medical uses or office uses directly related to VVMC. These medical uses are permissible by SDD #23. While the majority of the building has evolved into a medical office building, the bank use is expected to remain for the fore- seeable future. VVMC's ultimate plan is for all uses within the building to be medical -oriented and it is anticipated this will occur once the bank vacates the building. At that time it is expected that the property will be re -zoned to the GU district. There are two reasons for not re -zoning this portion of VVMC to GU at this time. The existing bank building is physically separate from the rest of the buildings on the VVMC campus and as such there are no real regulatory complications from having two dif- ferent zone districts in place on the VVMC campus. More impor- tantly, the "banks and financial institutions" are not permitted in the GU district. Re -zoning the property to GU would make the existing bank a non -conforming use and this could create future unintended or unforeseen consequences. January 2015 1331 VVMC Site Specific Redevelopment Master Plan 9. OTHER CONSIDERATIONS VAIL LAND USE PLAN planned to meet the needs of VVMC for many years. In doing so The Vail Land Use Plan includes references to VVMC. It is intend- these improvements will provide facilities that will allow VVMC ed that this Master Plan supersede all reference to VVMC found to serve the community with state-of-the-art, high quality health - in the Vail Land Use plan. The Vail Land Use Plan shall be modi- care. fied to create a new land use designation specific to VVMC. TOV LANDS The adjacency of Lot 10 to the west side of the VVMC campus presents a meaningful opportunity for the long-term growth of the hospital. While small in size, Lot 10 could nonetheless be a key factor in providing future hospital improvements at the west end of the campus. VVMC remains interested in working with the Town regarding the future acquisition of this parcel. Doing so could facilitate VVMC's ability to pursue expansion plans on the West Lot at some point in the future. The potential land exchange between VVMC and the Evergreen Lodge may influence VVMC's final design solutions for TOV Lands. Refer to Chapter 10 —Potential Land Exchange with Ever- green Lodge for more information. FUTURE EXPANSION POTENTIAL AT VVMC GOAL To ensure that opportunities remain to accommodate future Mansions to VVMC beyond those contemplated by this Master Plan. Expansions and improvements outlined in this Master Plan are It is difficult to speculate on expansions or improvements be- yond those envisioned by this Master Plan. That said, as medical services and technology evolve over the next few decades, it is reasonable to assume that over time additional changes to VVMC will be necessary. VVMC would have two options available for future expansion and improvements to the campus: US Bank Building Since it was purchased by VVMC in 2005, this building has evolved into a nearly exclusive medical office building. As a part of the changes to the main hospital campus outlined by this Master Plan, the US Bank Building will be used to accommodate some uses that are currently located on the main campus. As such the building plays a key role in the overall master plan for VVMC by providing support/anxillary medical space for the hospi- tal. A significant amount of resources have gone into renovations to this building in order to facilitate these uses. Over time, it may be possible to demolish this building and redevelop it with more direct, physical integration with the main campus. This would represent one alternative for how VVMC could address future long-term needs. January 2015 1341 VVMC Site Specific Redevelopment Master Plan 9. OTHER CONSIDERATIONS West Lot The West Lot is a location that could accommodate a new build- ing at some point in the future. This would likely necessitate below -grade structured parking. Access to this building (and parking) would be possible via South Frontage Road and the new main entry to VVMC. No specific work has been done in preparing long term improve- ment/expansion plans for the West Lot or the US Bank Building. This Master Plan does, however, acknowledge how these two areas provide VVMC with options for how future unforeseen needs could be accommodated on the campus. The potential land exchange between VVMC and the Evergreen Lodge may influence VVMC's final design solutions for future ex- pansion potential. Refer to Chapter 10 —Potential Land Exchange with Evergreen Lodge for more information. January 2015 1351 VVMC Site Specific Redevelopment Master Plan 10. POTENTIAL LAND EXCHANGE WITH EVERGREEN LODGE The underlying premise of a VVMC/Evergreen land exchange is that modifying the common boundary between the two proper- ties enhances the redevelopment opportunities of both proper- ties, opportunities that would not be possible with existing parcel boundaries. Enhanced redevelopment opportunities include not just the specific development potential of each property, but also how the design and development of each site could be accom- plished to create a seamless transition between each property and to better address community -oriented goals and objectives. VVMC and the Evergreen Lodge have evaluated a potential land exchange and determined that at a conceptual level a land ex- change could provide benefits to both parties and also result in redevelopments that further the Town's development objectives. This section summarizes the main elements of a land exchange, elements of the VVMC master plan that would change in the event of a land exchange and next steps on the potential land exchange. MAIN ELEMENTS OF THE LAND EXCHANGE The concept of the land exchange involves VVMC conveying a portion of its west parking lot to the Evergreen Lodge in exchange for the easternmost corner of the Evergreen site. Land acquired by the Evergreen Lodge would be used to link the future rede- velopment of the Lodge directly to West Meadow Drive. VVMC would utilize the easternmost portion of the Evergreen site to shift the location of the helipad building and in doing so create more room for the main entry to the hospital. A conceptual site plan of VVMC's expansion plans with the land exchange is found on the following page. green Lodge that significantly restricted the future development of the VVMC site. A key element of the land exchange would involve the Evergreen Lodge releasing many of these restrictions and in doing so create future expansion opportunities beyond what is currently possible. A major focus of redevelopment plans for the Evergreen Lodge is to create a strong pedestrian connection to West Meadow Drive. A second aspect of the land exchange would involve VVMC cooperating with the Evergreen Lodge on site and landscape improvements necessary for the Evergreen Lodge to create a new public space that will establish this connection. These two considerations will provide important benefits to each property and also to the broader community. LAND EXCHANGE INFLUENCE ON VVMC REDEVELOPMENT MASTER PLAN If the land exchange is implemented the vast majority of the ex- pansion plans outlined in this redevelopment master plan will re- main unchanged. For example, there would be no changes to the design of the West Wing (and it will remain the initial step in the construction process regardless of a land exchange), and the ma- jor elements of the East Wing will be largely unchanged. Changes to expansion plans that would result from the land exchange are relatively subtle, but none the less important to the future devel- opment of VVMC. The following highlights how specific elements of this Master Plan would be influenced by the land exchange: Pedestrian Circulation The VVMC redevelopment master plan currently includes a north/ south pedestrian connection along the eastern edge of the site. The pedestrian connection planned by the Evergreen Lodge would potentially be a better pedestrian solution and could eliminate In addition to the exchange of land, there are two other signifi- the need for the connection at the east end of the VVMC site. cant elements of the potential land exchange. In 1989 VVMC This decision would be made during the CUP review of the East agreed to a number of protective covenants benefitting the Ever- Wing. January 2015 1361 VVMC Site Specific Redevelopment Master Plan lk a 10. POTENTIAL LAND EXCHANGE WITH EVERGREEN LODGE ` I 7� -4 i / Relocated helipad building \ Site/ Lan cape caturn ------ Expanded entry / - to VVMC Pa g lnt t t • 4- a Canopy entry be gn �/ `„ �^r - i to VVMC r. Medical - Professional a3 r - Building i Central 1 _ West Wing � I Wing East Wing r VVMC Redevelopment Master Pian r o s Via- n °- 4 0 Land Exchange Conceptual Site plan Vai4 Colorado Figure 18 - Conceptual site plan with Evergreen land exchange. January 2015 1371 VVMC Site Specific Redevelopment Master Plan 10. POTENTIAL LAND EXCHANGE WITH EVERGREEN LODGE Middle Creek The VVMC redevelopment master plan outlines options for improving storm water run-off from the west parking lot. The land exchange would convey this portion of the VVMC site to the Evergreen Lodge. Consideration will be given to this potential change of ownership (and future development plans) when mak- ing final decisions on specific storm water improvements for the west parking lot. Parking Conveyance of a portion of the west lot to the Evergreen Lodge will remove approximately 25 parking spaces from VVMC. The loss of these spaces will need to be incorporated into the overall parking plan for VVMC. This will be addressed during the CUP process for the East Wing. Helipad Building and Entry to VVMC Acquiring a portion of the Evergreen site will allow the helipad building to shift to the northwest. This shift will create more room for the new Front Door to VVMC (vehicular circulation, pa- tient drop-off, etc.) and allow for an improved arrival experience for all hospital users. Relief to current covenant restrictions will also allow for greater flexibility in the design of the East Wing and the main entry into the hospital. Based on an initial review by HeliExperts LLC, the shift in the helipad will have no appreciable impact on the planned arrival and departure flight paths. LH Mixed Use Zoning and other Zoning Considerations The portion of Evergreen land that may be acquired by VVMC is currently zoned LHMP-2. If acquired, this land should be rezoned to the General Use District so zoning is consistent with the adjoin- ing VVMC property. TOV Lands VVMC remains interested in acquiring Lot 10 from the Town of Vail. Redevelopment plans for the Evergreen Lodge, particularly with respect to the planned pedestrian connection, may influence the future use of Lot 10. As an element of the land exchange discussions VVMC, the Evergreen Lodge and the Town of Vail will coordinate on how what role, if any, Lot 10 may play in final de- sign solutions for VVMC and the Evergreen Lodge. Future Expansion Potential If covenant restrictions are released by the Evergreen Lodge there will be a significant and very positive change to the future expan- sion potential at VVMC. Currently future expansions to VVMC beyond what is contemplated by this Master Plan are limited to the West Lot and the US Bank Building. Existing covenant restric- tions limit the height, building footprint and location of any new building in the West Lot. Covenant restrictions do not limit the redevelopment potential of the US Bank Building; however, this site is somewhat detached from the rest of the campus. While the West Lot and the US Bank Building do provide potential for future expansions to VVMC, expansions in these areas would be difficult to integrate with rest of the campus. The potential land exchange would include a significant degree of relief to existing restrictive covenants. The conceptual massing diagram on the following page depicts where additional build- ing expansion could occur if covenant restrictions are modified. These areas of future building expansion would be more viable to VVMC (than exisiting expansion potential) given their relationship and proximity to existing facilities. The importance of this cov- enant relief to the long-term future of VVMC will be realized by the community over time. January 2015 1381 VVMC Site Specific Redevelopment Master Plan 10. POTENTIAL LAND EXCHANGE WITH EVERGREEN LODGE NEXT STEPS WITH LAND EXCHANGE There are two key steps with regard to making a final decision on the land exchange. The first of these is for VVMC and the Ever- green Lodge to continue their discussions on the more detailed aspects of the land exchange. The second is to coordinate with Vail Resorts. When Vail Resorts conveyed land to VVMC for the hospital the conveyance included the condition that the land be used "for purposes directly relating to medical services". If this condition is violated, at VR's option the property would revert back to them. For the land exchange to occur, Vail Resorts will need to modify this condition such that residential/condominium use is permissible on the portion of the West Lot that would be acquired by the Evergreen Lodge. In the event the land exchange is realized both parties would continue to coordinate on the planning and design of their re- spective projects. It is assumed that the Evergreen Lodge would initiate a planning process for their redevelopment. VVMC would proceed with the obtaining CUP approvals and initiating construc- tion of the West Wing (the West Wing is currently planned as the first sequence of construction and this would not change with or without a land exchange). VVMC would then modify detailed designs of the East Wing to reflect changes made possible by the land exchange (shifting location of helipad building and design of VVMC entry off of South Frontage Road). These detailed designs would then be submitted to the Town for review as part of a CUP application. Fig. 19 - Conceputal massing study of future VVMC infill/expansion potential with relief of existing covenant restrictions. January 2015 1391 VVMC Site Specific Redevelopment Master Plan 1 75x!ecutive SummaryOnl The complete Traffic Impact Study is available upon request Prepared For: Vail Valley Medical Center Master Plan I-70 South Frontage Road, Just west of the main Vail interchange Vail, Colorado September 30, 2014 2533 West Pinyon Ave TC1rnKe Grand Junction, CO 81505 970-985-4001 Consulting, LLC VVMC Master Plan TIS 1 Executive Summary 1.1 Introduction This report documents the traffic impact study (TIS) for the proposed Vail Valley Medical Center (VVMC) Master Plan (Project) in the Town of Vail (TOV), Colorado. The VVMC is located on the south side of the 1-70 South Frontage Road (Frontage Road) about 750 feet west of the main Vail interchange. The VVMC also has access to West Meadow Drive. See Figure 1 for the Project Vicinity Map. All land use details listed in this TIS are based on the VVMC Master Plan effort, and will be updated as the Project concept is refined. Another key assumption is a future roundabout on the Frontage Road, which would provide optimal access to each of the three adjacent properties when this area builds out. The TOV has recently been working with adjacent property owners to evaluate alternative roundabout locations and to define the preferred location for this roundabout. This TIS assumed a roundabout configuration, but the roundabout solution is dependent upon the participation of all three property owners, and is based on the assumption that each of the properties will be redeveloped at the same time. Since the timing of these projects may not occur simultaneously, VVMC evaluated Frontage Road improvements that would be necessary if VVMC were to redevelop "First and Alone". The "First and Alone" evaluation was done to find a workable VVMC access solution that could occur within the existing right of way. The ultimate roundabout configuration would require additional highway right of way for implementation. In addition, CDOT understands that over -designed roundabouts can create operational issues, which is another reason that VVMC evaluated access options that do not include a roundabout. This TIS will be updated as necessary and resubmitted for the TOV Condition Use Permit (CUP) and Colorado Department of Transportation (CDOT) access permit processes. 1.2 Study Area The Study Area includes the intersections listed below, which are shown in Figure 1. Figure 2 shows the lane geometry and traffic control. Intarcarfinnc #1 Frontage Road and Evergreen Access (South Leg) (Proposed intersection west of VVMC Access — assumed to be a roundabout) #2 Frontage Road and VVMC Access (South Leg) / TOV Access (North Leg) #3 Vail Road and Meadow Drive TurnKe Page 1 Consulting, LLC VVMC Master Plan TIS The Vail Road and Meadow Drive intersection was added to the Study Area because the VVMC trips at this intersection will increase during the East End construction. The increase in VVMC trips at this intersection will occur because the 69 parking spaces at the US Bank Building will be accessed via West Meadow Drive instead of the Frontage Road. The south roundabout at the Main Vail Interchange was not included in the Study Area. The 2025 Vail Transportation Plan (Vail TMP) concluded that there is a limited amount of realistic capacity improvements that could be constructed at this interchange, and discussed other system -wide improvements that would help alleviate congestion at the Main Vail Interchange. 1.3 Traffic Analysis Periods and Years The traffic analysis was conducted for the periods and conditions listed below. The traffic volumes used in the analysis are based on traffic data from the peak summer and winter seasons. In addition, traffic volumes from the Vail TMP were used for the Frontage Road. Periods • Weekday AM Peak Hour • Weekday PM Peak Hour Conditions • Year 2015 — West End (During Construction) • Year 2016 — West End (Construction Completed) • Year 2017 — East End (During Construction) • Year 2018 — East End (Construction Completed) • Year 2035 — Build -out (20 -year horizon) Definitions: West End improvements include approximately 40,000 SF of medical space on and around the existing West Wing of the VVMC. East End improvements include approximately 25,000 SF of net new medical space and an expanded parking structure at the east end of the Campus. 1.4 Background Traffic Assumptions Related to Adjacent Development The future traffic volumes used in this study assume the following: • VVMC build out • Evergreen Site redevelopment, per previous traffic study for this site • No changes to the Town of Vail municipal site 1.5 Existing and Proposed Project Uses Table 1 shows the existing and proposed Project uses for each condition. Table 2 shows the number of employee and guest/patron parking spaces for each condition. � TurnKe Page 2 consulting, i_ WMC Master Plan TIS Table 1- Existing and Proposed Project Uses Condition Year Gross Bldg Full-time Employees Patient Exam Rooms Condition Year Area SF FTE Beds # Parking Spaces Existing 2014 202,000 569 58 155 West End 2015 202,000 569 58 160 (During Const 9 107 116 245 46 West End 2016 242,000 590 58 190 Const Completed 57 66 195 96 291 East End 2017 242,000 590 58 190 (During Const East End 2018 268,000 610 58 197 Const Completed) 245 46 291 254 153 Build -out Prior to 300,000 1 700 58 2601 2035 East End 2017 32' 153' 185' 02 Overall Increase 49% 23% 0% 68% (Existing to Build -out Notes: SF — square footage 1. The SF and exam rooms shown for the Build -out Condition are speculative in nature. Estimates are provided for long-range traffic planning purposes only Table 2 - Existing and Proposed Parking Spaces Note: the number of parking spaces were estimated based on schematic designs for the Master Plan effort; the final parking numbers are subject to change as more detailed design work is completed. # Parking Spaces Accessed via Total Condition Year West Meadow Drive Frontage Road # Parking Spaces Emp P / G Total I Emp P / G Total Emp P / G Total Existing 2014 9 107 116 245 46 291 254 153 407 West End 2015 9 57 66 195 96 291 204 153 357 (During Const West End 2016 9 107 116 245 46 291 254 153 407 Const Com leted East End 2017 32' 153' 185' 02 0 0 32 153 185 (During Const t End 2018 53 0 5 404 210 614 409 210 619 CoEa ted (nstBuild-out Prior to 53 0 5 435 260 695 440 260 700 2035 Overall Increase 73% 70% 72% (Existing to Build -out Notes: Emp — Employee, P / G — Patron / Guest 1. Includes 69 parking spaces (46 = P / G, 23 = Emp) at the US Bank Building that will be accessed from West Meadow Drive instead of the Frontage Road. 2. During the East End Construction, the VVMC will "replace" 245 parking spaces by leasing parking spaces at nearby parking structures, and/or increasing transit and shuttle use by employees. 3. These 5 parking spaces are for service vehicles CTurnKe Page 3 Consulting, LLC VVMC Master Plan TIS It Not To Scale Proposed Intersection #1 Existing I-70 South South [assumed VVMC Frontage Rd Roundabout roundabout] Access� at Main Vail (General location base1r ° [Int #2] on FHU study area)d Interchange Existing VVMC Main Access (to be relocated to Int #2) Evergreen Lodge .A VVMC 1-70 -- Vail Rd W Meadow Dr AM �. Vail Road and Meadow Dr Pint #31 Vail Valley Medical Center (WMC) Master Plan Vicinity Map Figure 1 TurnKe Page 4 Consulting, LLC VVMC Master Plan TIS 1 2 Not To Scale Exact location and �}+► geometry of the �s Proposed Intersection not know at this point; ~ yellow shape represents the area studied by FHU : TOV West Access Evergreen Main Vail Lodge TOV Main Interchange Access Access 2 1-70S Fro ntage Rd VVMC v 3 W4 fea = dow T � e E Meadow Drive F 3 Ped / Transit only Vail Valley Medical Center (VVMC) Master Plan Figure Existing Lane Geometry and Traffic Control 2 �TurnPage 5 Consulti�nga,LLC VVMC Master Plan TIS 1.6 Summary of Traffic Analysis Results The following sections summarize the traffic analysis results at the three Study Area intersections. 1.6.1 Intersection #1 on Frontage Road - Assumed Roundabout The TOV has taken the lead on the preliminary design of the Proposed Roundabout on the Frontage Road. The participants in this process include all adjacent property owners because the roundabout would require additional right of way from these properties. VVMC, TOV, and the Evergreen Lodge have been meeting for a couple months to evaluate various roundabout location and configuration options. The TOV has retained Felsburg Holt and Ullevig (FHU) to provide technical support to the effort, and they produced a memorandum to the TOV on 8/1/14. The FHU memo summarized the results of the alternatives analysis for the roundabout, which was based on build out conditions of all three properties in the year 2035. The most recent team meeting was held on 8/5/14 where the participants agreed that the roundabout would be likely be located near the shared property line between the VVMC and Evergreen properties. FHU is currently looking at several different access configurations for the roundabout at this location. This VVMC TIS could not analyze the proposed roundabout because the preferred configuration is not known yet. Therefore, this TIS refers to and relies upon the FHU memo for the roundabout operational analysis in the build out condition. The FHU memo indicates that the proposed roundabout would operate at LOS B or better, even when using conservative background traffic and site trip generation estimates. It is anticipated that the preferred roundabout location and configuration will be identified sometime during the VVMC Master Plan approval process, so this TIS will be updated accordingly. VVMC has identified the Frontage Road improvements that would be necessary if VVMC were to redevelop "First and Alone". The "First and Alone" evaluation was done to find a workable VVMC access solution that could occur within the existing right of way. The ultimate roundabout configuration would require additional highway right of way for implementation. In addition, CDOT understands that over -designed roundabouts can create operational issues, which is another reason that VVMC evaluated the "First and Alone" access options that do not include a roundabout. The Proposed Roundabout on the Frontage Road was analyzed for the completion of of the VVMC Master Plan, which is anticipated to be year 2018. Table 3 shows the level of service (LOS), delay, and queuing results of the roundabout analysis based on the HCM 2010 Roundabout Methodology. TurnKe Page 6 Consulting, LLC VVMC Master Plan TIS Table 3 — Int #1 - Assumed Roundabout Analysis Results [Year 2018] Roundabout AM Peak Hour PM Peak Hour LOS — Delay 95th % Queue LOS —Delay 95th % Queue Approach LOS — Delay (sec) (ft) (sec) (ft) West Leg A-5 20 A — 9 70 (Frontage Road Southbound East Leg A-6 50 A-6 50 (Frontage Road and Right -Turn South Leg A-6 20 A-9 20 (Evergreen Lodge Access 105 (VVMC Access, North Leg A — 6 20 A-6 20 TOV Service Access (Evergreen Lodge Overall Roundabout A-6 50 (max) A-7 70 (max) all vehicles Table 3 shows that the Proposed Roundabout will operate at LOS A with minimal queuing in year 2018, the anticipated opening year of the WMC Master Plan. Refer to the FHU memo in the Appendix for the year 2035 Build -out analysis results. 1.6.2 VVMC Access I TOV Access on Frontage Road [Intersection #2] The year 2018 East End (Construction Completed) analysis showed that the existing roadway configuration at the VVMC Access will probably create grid -lock on the Frontage Road and Main Vail interchange. If the proposed roundabout is not constructed prior to year 2018, the "First and Alone" alternative should be constructed prior to (or coincide with) the completion of the VVMC Master Plan construction in year 2018. Table 4 shows that the "First and Alone" alternative will provide acceptable traffic operations at the VVMC Access and TOV Access thru the year 2035. In addition, an eastbound right -turn deceleration lane should be constructed at the VVMC Access on the Frontage Road. Table 4 - VVMC Access: "First and Alone" Alternative [Year 2035] VVMC Access is RIRO: TOV Access is % (Left -turn IN prohibited) �TurnPage 7 Consulti�nga,LLC AM Peak Hour PM Peak Hour Direction Movement LOS — Delay 95th % Queue LOS — Delay 95th % Queue sec ft sec ft Southbound Shared Left- C — 16 30 C — 19 50 TOV Access and Right -Turn Northbound Right -turn A-4 55 A — 10 105 (VVMC Access, Westbound (Evergreen Lodge U-turn A-5 95 B — 13 120 Access �TurnPage 7 Consulti�nga,LLC VVMC Master Plan TIS Table 5 shows that the RIRO configuration at the VVMC and TOV Accesses on the Frontage Road will operate at LOS A in the Year 2035 Build -out Condition. Table 5 — WMC/TOV Access on Frontage Road Analysis Results [Year 2035] VVMC and TO Accesses are RIRO (in coniunction with the Proaosed Roundabout) 1.6.3 Vail Road and Meadow Drive [Intersection #3] The existing main access to the VVMC is on West Meadow Drive. In order to get to the VVMC main access, drivers pass thru the Vail Road and Meadow Drive intersection, which is a small four-way stop intersection with a high number of pedestrians and local buses. The VVMC Master Plan proposes to relocate the main access to the Frontage Road, but the new main access on the Frontage Road will not be open until year 2018. In addition, when the East End is being constructed in year 2017, it will be necessary to access the 69 parking spaces at the US Bank Building via West Meadow Drive. This means that the VVMC traffic on West Meadow Drive will increase over the existing condition when the East End is under construction. The existing roadway configuration was analyzed for the year 2017 East End (During Construction) scenario. Table 6 shows what can be expected at the this intersection when the 69 parking spaces at the US Bank Building are access via West Meadow Drive during the construction of the East End parking structure. Table 6 — Vail Road and Meadow Drive Analysis Results [Year 2017] AM Peak Hour AM Peak Hour PM Peak Hour Direction Movement LOS — Delay 95th % Queue LOS — Delay 95th % Queue (ft) (sec) sec ft sec ft B — 10 95 West Meadow Drive Northbound Right -turn A — 3 45 A-8 95 Accessouthbound Northbound SVVMC Right -turn A-4 35 A-5 50 TOV Access Southbound A — 10 —7 115 1.6.3 Vail Road and Meadow Drive [Intersection #3] The existing main access to the VVMC is on West Meadow Drive. In order to get to the VVMC main access, drivers pass thru the Vail Road and Meadow Drive intersection, which is a small four-way stop intersection with a high number of pedestrians and local buses. The VVMC Master Plan proposes to relocate the main access to the Frontage Road, but the new main access on the Frontage Road will not be open until year 2018. In addition, when the East End is being constructed in year 2017, it will be necessary to access the 69 parking spaces at the US Bank Building via West Meadow Drive. This means that the VVMC traffic on West Meadow Drive will increase over the existing condition when the East End is under construction. The existing roadway configuration was analyzed for the year 2017 East End (During Construction) scenario. Table 6 shows what can be expected at the this intersection when the 69 parking spaces at the US Bank Building are access via West Meadow Drive during the construction of the East End parking structure. Table 6 — Vail Road and Meadow Drive Analysis Results [Year 2017] TurnKe Page 8 Consulting, LLC AM Peak Hour PM Peak Hour Approach LOS — Delay 95th % Queue LOS —Delay 95th % Queue (sec) (ft) (sec) (ft) Eastbound A — 7 50 B — 10 95 West Meadow Drive Westbound A — 10 55 A — 9 65 East Meadow Drive Northbound A — 8 55 B — 12 90 Vail Road Southbound A — 10 —7 115 B — 11 T 100 Vail Road) Overall Intersection A — 9 115 (max) B — 11 100 (max) all vehicles TurnKe Page 8 Consulting, LLC VVMC Master Plan TIS Table 6 shows that there will not be a noticeable change in the LOS, delay, or queuing at the Vail Road and Meadow Drive intersection during the construction of the East End when the 69 parking spaces at the US Bank Building will be accessed via West Meadow Drive. The 69 parking spaces at the US Bank Building represents a 60% increase in VVMC parking spaces accessed via West Meadow Drive (116 existing vs 185 during East End Construction). However, the traffic data obtained in February 2014 showed that the peak hour trips to/from the US Bank Building were 36 vph (AM) and 43 (PM). Based on the existing peak hour traffic volumes at the Vail Road and Meadow Drive intersection (AM = 316 vph, PM = 518 vph), the increase in VVMC trips on West Meadow Drive to/from the US Bank Building during the East End Constructions is only 11 % (AM) and 8% (PM). VVMC Trips on West Meadow Drive after the VVMC Master Plan is Completed After the VVMC Master Plan is completed in year 2018, the VVMC traffic volume on West Meadow Drive will go from about 1,000-1,400 vehicles per day (1,000 = summer season, 1,400 = winter season) to 58 vehicles per day (service and delivery vehicles only). The 58 vehicles per day on West Meadow Drive is 29 services and delivery vehicles that make 29 trips IN and 29 trips OUT for a total of 58 daily trips. The existing peak hour VVMC traffic at the Vail Road and Meadow Drive intersection represents 21% (AM) and 29% (PM). After completion of the VVMC Master Plan in year 2018, the peak hour traffic volume at this intersection will decrease by those same percentages. 1.7 Conclusions and Recommendations The following conclusions and recommendations are based on the Project trip generation and traffic analysis. 1.7.1 Proposed Roundabout on Frontage Road [Intersection #1] The TOV has taken the lead on the preliminary design of the Proposed Roundabout on the Frontage Road. The participants in this process include all adjacent property owners because the roundabout would require additional right of way from these properties. VVMC, TOV, and the Evergreen Lodge have been meeting for a couple months to evaluate various roundabout location and configuration options. The TOV has retained Felsburg Holt and Ullevig (FHU) to provide technical support to the effort, and they produced a memorandum to the TOV on 8/1/14. The FHU memo summarized the results of the alternatives analysis for the roundabout, which was based on build out conditions on all three properties in the year 2035. The most recent team meeting was held on 8/5/14 where the participants agreed that the roundabout would be likely be located near the shared property line between the VVMC and Evergreen properties. FHU is currently looking at several different access configurations for the roundabout at this location. This VVMC TIS could not analyze the proposed roundabout because the preferred configuration is not known yet. Therefore, this TIS refers to and relies upon the FHU memo for the roundabout operational analysis in the build out condition. The FHU memo indicates that the CTurmnKe Page 9 onsulting, LLC VVMC Master Plan TIS proposed roundabout would operate at LOS B or better, even when using conservative background traffic and site trip generation estimates. It is anticipated that the preferred roundabout location and configuration will be identified sometime during the VVMC Master Plan approval process, so this TIS will be updated accordingly. VVMC has identified the Frontage Road improvements that would be necessary if VVMC were to redevelop "First and Alone". The "First and Alone" evaluation was done to find a workable VVMC access solution that could occur within the existing right of way. The ultimate roundabout configuration would require additional highway right of way for implementation. In addition, CDOT understands that over -designed roundabouts can create operational issues, which is another reason that VVMC evaluated the "First and Alone" access options that do not include a roundabout. 1.7.2 VVMC Access on Frontage Road [Intersection #2] The year 2018 East End (Construction Completed) analysis showed that the existing roadway configuration at the VVMC Access will probably create grid -lock on the Frontage Road and Main Vail interchange. If the proposed roundabout is not constructed prior to year 2018, the "First and Alone" alternative should be constructed prior to (or coincide with) the completion of the WMC Master Plan construction in year 2018. The "First and Alone" alternative will provide acceptable traffic operations at the VVMC Access (RIRO) and TOV Access (3/4 movement) thru the year 2035. In addition, an eastbound right -turn deceleration lane should be constructed at the VVMC Access on the Frontage Road. 1.7.3 Vail Road and Meadow Drive [Intersection #3] The VVMC trips at this intersection will increase during the East End construction due to the 69 parking spaces at the US Bank Building being accesses via West Meadow Drive. However, the increase in traffic at this intersection will only be 11 % (AM) and 8% (PM), and there will not be a noticeable change in the LOS, delay, or queuing at this intersection. No changes are recommended at this intersection. TurnKe Page 10 Consulting, LLC f__ -- TumKey (0' 1 `1,_ � co g, LLC MEMORANDUM 2533 West Pinyon Ave Grand Junction, CO 81505 970-985-4001 TO: Dan Feeney, PE, Vail Valley Medical Center (VVMC) FROM: Skip Hudson, PE DATE: October 10, 2014 RE: Delivery / Service Vehicles on West Meadow Drive — Version #3 This memo was previously submitted to the Town of Vail (TOV) on September 16th and 30tH The previous versions relied upon general Delivery / Service Vehicle data provided by the VVMC Facilities Group. This version is based on actual Delivery / Service Vehicle count data collected September 29 thru October 3. This version also includes actual traffic count data on West Meadow Drive instead of an estimation based on the ITE Trip Generation Manual. This memo addresses the VVMC Delivery / Service vehicle traffic on West Meadow Drive. Tables 1 and 2 show the existing VVMC Delivery / Service vehicles. The information in Tables 1 and 2 is based on a 5 -day traffic count conducted Monday, September 29 thru Friday, October 3, 2014. A VVMC staff person observed and recorded details (arrival & departure time, vendor name, vehicle size,) for each Delivery / Service vehicle at the loading dock for a 12 -hour period (6 am to 6 pm) each of the five days. The Attachments contain more detailed calculation tables and the raw traffic count data. VVMC anticipates that these numbers will not change significantly after the Master Plan construction is completed. Even though the VVMC will be larger in size, employee more people, and serve more patrons and guests, it is anticipated that the same number of Delivery / Service vehicles will visit VVMC on a daily basis — they will just deliver or pick-up more material each trip. Table 1 — VVMC Delivery / Service Vehicles [DAILY] Based on traffic counts conducted Ser)tember 29 thru October 3. 2014 Page 1 of 3 # of Deliver / Service Vehicles # of Delivery / Service Vehicle Trips Vehicle _ ,_ ,, on West Meadow Drive SizeEMMM - I �" Average Highest Day Average Highest Day (Monday -Friday) (Monday) (Monday -Friday) (Monday) Passenger 11 13 22 26 Vehicle SU -30 10 14 20 28 or smaller WB -40 2 1 4 2 Total 23 28 46 56 Page 1 of 3 Table 2 — VVMC Delivery / Service Vehicles [PEAK HOUR] Based on traffic counts conducted Seotember 29 thru October 3. 2014 Notes: 1. The AM and PM peak hours are based on the peak hours at the Vail Road and West Meadow Drive intersection; the highest hour for Delivery / Service vehicles to/from the VVMC ("VVMC Peak Hour") generally occurs from 10 am to 11 am. During the week-long traffic count, the arrival and departure time for each Delivery / Service vehicle was noted. Based on the arrival and departure data, the average time a Delivery / Service vehicle was parked in the loading dock area was 21 minutes. The following was also noted from the arrival and departure data: When there were Delivery / Service Vehicles in the loadina dock area: • 66% of the time there was only 1 Delivery / Service Vehicle in the loading dock area • 25% of the time there were 2 Delivery / Service Vehicles in the loading dock area • 7% of the time there were 3 Delivery / Service Vehicles in the loading dock area • 98% of the time there were 3 or less Delivery / Service Vehicles in the loading dock area • There were only four instances in the five-day period where there were more than three Delivery / Service Vehicles in the loading dock area at the same time; each instance lasted 10 minutes or less. Page 2 of 3 # of Delivery / Service Vehicle Trips on West Meadow Drive AM Peak Hour VVMC Peak Hour' PM Peak Hour' (Adjacent Roadways) (10:00 — 11:00 am) (Adjacent Roadways) (7:30 — 8:30 am) (4:00 — 5:00 pm) Trips IN 4 8 3 Trips OUT 4 7 4 Total 8 15 7 Notes: 1. The AM and PM peak hours are based on the peak hours at the Vail Road and West Meadow Drive intersection; the highest hour for Delivery / Service vehicles to/from the VVMC ("VVMC Peak Hour") generally occurs from 10 am to 11 am. During the week-long traffic count, the arrival and departure time for each Delivery / Service vehicle was noted. Based on the arrival and departure data, the average time a Delivery / Service vehicle was parked in the loading dock area was 21 minutes. The following was also noted from the arrival and departure data: When there were Delivery / Service Vehicles in the loadina dock area: • 66% of the time there was only 1 Delivery / Service Vehicle in the loading dock area • 25% of the time there were 2 Delivery / Service Vehicles in the loading dock area • 7% of the time there were 3 Delivery / Service Vehicles in the loading dock area • 98% of the time there were 3 or less Delivery / Service Vehicles in the loading dock area • There were only four instances in the five-day period where there were more than three Delivery / Service Vehicles in the loading dock area at the same time; each instance lasted 10 minutes or less. Page 2 of 3 Table 3 compares the background (non-VVMC) traffic on West Meadow Drive to the VVMC Delivery / Service vehicles that will be on West Meadow Drive after the VVMC Master Plan construction is completed. The VVMC main entrance will be relocated to the 170 South Frontage Road so the only VVMC traffic on West Meadow Drive will be Delivery / Service vehicles. The peak hour traffic volumes in Table 3 are based on intersection turning movement counts conducted in February 2014 during the peak winter season. It was not feasible to conduct a daily tube count on West Meadow Drive in February due to winter conditions. The daily traffic volumes shown in Table 3 are based on tube counts conducted in October 2014. Tube counters were placed on West Meadow Drive just west of Vail Road. In addition, tube counters were placed at the VVMC main entrance and service entrance. The VVMC traffic volumes were subtracted from the West Meadow Drive tube count to determine the non-VVMC background traffic on West Meadow Drive. The Attachments contain the daily traffic volume data collected on West Meadow Drive on Thursday, October 3, 2014. Table 3 — Compare VVMC Traffic Volumes on West Meadow Drive After VVMC Master Plan Construction Comaleted Notes: 1. Bus numbers estimated based on frequency/headway information provided by Vail Transit. 2. Based on Monday, which has the highest number of Daily Deliveries 3. No traffic volume growth was assumed for the background traffic volume on West Meadow Drive because the area is built -out. 4. Represents the existing and future volume of VVMC Delivery / Service vehicles Page 3 of 3 Peak Hour Traffic Volume (vehicles per hour) Daily Traffic Volume Traffic Volume Source [Based on traffic count data collected on (vehicles per day) Tuesday, February 4, 2014— Peak Winter Season] (Based on traffic count AM Peak Hour PM Peak Hour data collected on Thursday, October 3, 2014] (7:30 am — 8:30 am) (4:00 pm — 5:00 pm) Passenger 33 81 394 Vehicles Existing Background Buses 14' 20' 1801 Traffic 3 Total 47 101 574 VVMC Traffic 4 8 7 562 (Delivery/ Service Vehicles only) Future Total 55 108 630 (Background + VVMC) Future VVMC Traffic 15% 7% 9% as % of Total Notes: 1. Bus numbers estimated based on frequency/headway information provided by Vail Transit. 2. Based on Monday, which has the highest number of Daily Deliveries 3. No traffic volume growth was assumed for the background traffic volume on West Meadow Drive because the area is built -out. 4. Represents the existing and future volume of VVMC Delivery / Service vehicles Page 3 of 3 Attachments VVMC Delivery/ Service Vehicles' [DAILY] Collected during a week-long traffic count conducted September 29 thru October 3, 2014 Note 1: 1 Vehicle = 2 trips (1 Trip IN, 1 Trip OUT) a x y y Number of DAILY o c a 3 a .� `-' o U o w a co_ o'� 'm ❑ Passenger SU -30 Delivery Vehicle Trips on Date 3 d ii o U m w >, LL L m T E c m o U a U "= > .. o Vehicle (orsmaller ) WB -40 Total West Meadow Drive m o m o x w d y v o m a° m c o = U o m v = y d 2 u=°, w 0 _ w d One Delivery Vehicle=2Tri s ( ry P) V) t �. m m g E n_ c_ Lu .o Y _ $ y m 3 N N H c 2 m s .- E uJ $ a w :? Q Y w w N c c E a a a U I1 Trip IN, 1 Trip OUT] a fY C7 a N> > O V) > Q LL d Q ❑ 7 d o LL' O Y Q (Y m 2 O n o Q? y d F LL m U y O Q LL d o a Q Q c d U w 2 N o 2 U m o 'm 16 m oo x 2i K ao to x V) ❑ Monday 1 3 1 1 2 1 2 1 1 1 1 4 1 1 1 1 1 1 1 1 1 1 13 14 1 28 56 Tuesday 1 1 1 i 1 3 1 22 1 1 1 2 2 1 10 6 16 32 Wednesda 1 3 1 1 3 3 3 2 1 1 1 1 1 1 1 1 1 1 12 11 4 27 54 Thursday 1 1 1 1 1 2 1 2 1 1 2 1 1 4 1 1 1 1 1 1 1 1 1 1 2 1 1 1 1 2 1 1 1 1 1 1 1 1 1 1 1 1 2 1 1 1 3 1 1 1 1 1 1 1 1 1 13 10 3 26 52 Friday 1 1 1 1 1 2 1 1 1 1 1 1 3 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 1 1 1 1 1 1 9 10 1 20 40 Total (5 -day periodl 57 51 9 117 234 Average (per day) 11 10 2 23 46 Highest Day 13 14 1 28 56 Note 1: 1 Vehicle = 2 trips (1 Trip IN, 1 Trip OUT) VVMC Delivery / Service Vehicles' [PEAK HOUR] Collected during a week-long traffic count conducted September 29 thru October 3, 2014 note t.i venic—a nips It inp IN,t inp uuit ������ Rome �me�BFE�mmm�m���m������� mo©v mno® MEM MmMM moon m©©" mo©o �91MIM nTIKMM m����������m�����m�� moo© ��oo�000��������oo�000�mao�o� moom Thursday, October 02, 2014 �000000���®o®�oo�oo��oo�� EMU Friday, October 03, 2014 Emu MmM m©OM note t.i venic—a nips It inp IN,t inp uuit Traffic Count ("Trips") Data Collected on West Meadow Drive - Thursday, October 2, 2014 West Meadow Drive. SUMMARY of Traffic Count Data Date/Time West Meadow Drive Main Entrance Service Entrance WB IN EB OUT Total IN OUT Total IN OUT Total Location Trips Trips Total IN OUT W Meadow Dr(ALL) 900 1 772 11,672 Main Entrancel 5401 4461 986 10/03/2014 00:00 - 00:14 3 4 7 4 2 1 6 0 0 0 Service Entrance 0 56 56 10/03/2014 00:15 - 00:29 3 7 10 3 1 4 0 0 0 Delive Vehicles 211 28 56 10/03/2014 00:30 - 00:44 1 5 6 3 0 3 0 0 0 WMC Total 568 530 1,098 10/03/2014 00:45 - 00:59 2 4 6 1 1 2 0 2 2 10/03/2014 01:00 - 01:14 3 2 5 1 1 2 0 0 0 W Meadow Dr No WMC 332 242 574 10/03/2014 01:15 - 01:29 1 1 2 0 0 0 0 0 0 10/03/2014 01:30 - 01:44 1 1 2 1 0 1 0 0 0 10/03/2014 01:45 - 01:59 1 1 2 0 1 1 0 0 0 10/03/2014 02:00 - 02:14 0 1 1 1 0 1 0 0 0 10/03/2014 02:15 - 02:29 0 3 3 3 0 3 0 0 0 10/03/2014 02:30 - 02:44 0 0 0 0 0 0 0 0 0 10/03/2014 02:45 - 02:59 0 0 0 0 0 0 0 0 0 10/03/2014 03:00 - 03:14 0 0 0 0 0 0 0 0 0 10/03/2014 03:15 - 03:29 0 1 0 0 0 0 0 0 0 0 10/03/2014 03:30 - 03:44 0 1 0 0 0 0 0 0 0 0 10/03/2014 03:45 - 03:59 0 1 1 1 0 0 0 0 0 0 10/03/2014 04:00 - 04:14 0 0 0 0 0 0 0 0 0 10/03/2014 04:15 - 04:29 1 0 1 0 0 0 0 0 0 10/03/2014 04:30 - 04:44 1 2 3 0 0 0 0 0 0 10/03/2014 04745 - 04:59 0 0 0 1 1 2 0 0 0 10/03/2014 05:00 - 05:14 1 0 1 0 0 0 0 0 0 10/03/2014 05:15 - 05:29 1 0 1 2 2 4 0 0 0 10/03/2014 05:30 - 05:44 6 1 7 0 2 2 0 0 0 10/03/2014 05745 - 05:59 7 3 10 2 7 9 0 0 0 10/03/2014 06:00 - 06:14 0 3 3 3 0 3 0 0 0 10/03/2014 06:15 - 06:29 4 1 5 0 2 2 0 0 0 10/03/2014 06:30 - 06:44 7 3 10 1 4 5 0 0 0 10/03/2014 06:45 - 06:59 8 6 14 2 4 6 0 2 2 10/03/2014 07:00 - 07:14 6 9 15 2 2 4 0 1 1 10/03/2014 07:15 - 07:29 5 8 13 5 3 8 0 1 1 10/03/2014 07:30 - 07:44 15 6 21 3 9 12 0 2 2 10/03/2014 07:45 - 07:59 18 9 27 7 16 23 0 0 0 10/03/2014 08:00 - 08:14 14 8 22 5 11 16 0 3 3 10/03/2014 08:15 - 08:29 20 8 28 9 7 16 0 1 1 10/03/2014 08:30 - 08:44 24 9 33 4 13 17 0 2 2 10/03/2014 08:45 - 08:59 22 13 35 7 12 19 0 0 0 10/03/2014 09:00 - 09:14 29 7 36 10 13 23 0 0 0 10/03/2014 09:15 - 09:29 18 13 31 6 10 16 0 2 2 10/03/2014 09:30 - 09:44 17 13 30 13 11 24 0 0 0 10/03/2014 09:45 - 09:59 17 14 31 14 13 27 0 2 2 10/02/2014 10:00 - 10:14 19 17 36 10 8 18 0 0 0 10/02/2014 10:15 - 10:29 17 8 25 5 8 13 0 0 0 10/02/2014 10:30 - 10:44 13 18 31 12 7 19 0 0 0 10/02/2014 10:45 - 10:59 19 20 39 11 11 22 0 0 0 10/02/2014 11:00 - 11:14 22 13 35 10 10 20 0 1 1 10/02/2014 11:15 - 11:29 14 10 24 9 5 14 0 1 1 10/02/2014 11:30 - 11:44 21 10 31 11 10 21 0 0 0 10/02/2014 11:45 - 11:59 8 13 21 11 2 13 0 1 1 10/02/2014 12:00 - 12:14 14 17 31 15 9 24 0 0 0 10/02/2014 12:15 - 12:29 14 15 29 13 4 17 0 1 1 10/02/2014 12:30 - 12:44 18 12 30 13 8 21 0 0 0 10/02/2014 12:45 - 12:59 21 11 32 12 11 23 0 0 0 10/02/2014 13:00 - 13:14 14 11 25 7 7 14 0 0 0 10/02/2014 13:15 - 13:29 18 18 36 9 9 18 0 1 1 10/02/2014 13:30 - 13:44 15 14 29 10 8 18 0 0 0 10/02/2014 13:45 - 13:59 17 10 27 4 7 11 0 1 1 10/02/2014 14:00 - 14:14 21 11 32 10 9 19 0 0 0 10/02/2014 14:15 - 14:29 21 18 39 18 4 22 0 0 0 10/02/2014 14:30 - 14:44 14 11 25 10 4 14 0 1 1 10/02/2014 14:45 - 14:59 19 13 32 10 6 16 0 1 1 10/02/2014 15:00 - 15:14 18 14 32 7 9 16 0 0 0 10/02/2014 15:15 - 15:29 15 9 24 7 10 17 0 0 0 10/02/2014 15:30 - 15:44 15 17 32 10 7 17 0 1 1 10/02/2014 15:45 - 15:59 11 17 28 12 6 18 0 3 3 10/02/2014 16:00 - 16:14 16 10 26 14 7 21 0 0 0 10/02/2014 16:15 - 16:29 16 12 28 11 7 18 0 1 1 10/02/2014 16:30 - 16:44 10 16 26 8 3 11 0 1 1 10/02/2014 16:45 - 16:59 16 18 34 12 6 18 0 2 2 10/02/2014 17:00 - 17:14 12 17 29 10 7 17 0 3 3 10/02/2014 17:15 - 17:29 14 13 27 8 8 16 0 5 5 10/02/2014 17:30 - 17:44 10 9 19 6 8 14 0 0 0 10/02/2014 17:45 - 17:59 5 13 18 12 2 14 0 1 1 10/02/2014 18:00 - 18:14 17 12 29 9 8 17 0 1 1 10/02/2014 18:15 - 18:29 10 11 21 11 6 17 0 3 3 10/02/2014 18:30 - 18:44 15 11 26 5 8 13 0 2 2 10/02/2014 18:45 - 18:59 12 8 20 5 7 12 0 0 0 10/02/2014 19:00 - 19:14 4 14 18 5 1 6 0 2 2 10/02/2014 19:15 - 19:29 8 6 14 8 3 11 0 0 0 10/02/2014 19:30 - 19744 6 7 13 4 2 6 0 0 0- 10/02/2014 19:45 - 19:59 8 1 9 1 4 5 0 0 0 10/02/2014 20:00 - 20:14 9 8 17 3 5 8 01 0 1 0 10/02/2014 20:15 - 20:29 7 22 29 18 5 23 0 0 0 10/02/20142030-2044 4 9 13 7 1 8 0 0 0 10/02/2014 20:45 - 20:59 6 5 11 1 4 5 0 0 0 10/02/2014 21:00 - 21:14 3 3 6 1 2 3 0 0 0 10/02/2014 21:15 - 21:29 6 2 8 1 3 4 0 0 0 10/02/2014 21:30 - 21:44 8 7 15 2 4 6 0 0 0 10/02/2014 21:45 - 21:59 1 5 6 3 1 4 0 1 1 10/02/2014 22:00 - 22:14 4 6 10 2 2 4 0 0 0 10/02/2014 22:15 - 22:29 3 2 5 0 1 1 0 1 1 10/02/2014 30-22744 4 5 9 1 0 1 0 1 1 10/02/2014 22:45 - 22:59 3 10 13 4 2 6 0 0 0 10/02/2014 23:00 - 23:14 1 4 5 3 0 3 0 0 0 10/02/2014 23:15 - 23:29 4 4 8 1 2 3 0 2 2 10/02/2014 23:30 - 23:44 2 4 6 2 0 2 0 0 0 10/02/2014 23:45 - 23:59 2 5 7 3 0 3 0 0 0 DELIVERY AND CONSTRUCTION VEHICLE INFO Date Arrival Time Departure Time Time On Site Company/Vendor Vehicle Type/Size What's being delivered? Photo Taken ? 29 -Sep 06:30 06:45 15 Min Reyhal GMC Savanna 2500 Electrical Supplies 1 29 -Sep 07:1S 07:20 5 Min Galleria Freight Liner Single Axel Oncore 2 29 -Sep 07:20 08:05 45 Min Meadow Gold Freight Liner Semi Milk 3 29 -Sep 07:45 07:52 7 Min Pristine Landscape Chevy 2500 Pickup Watering Flowers 4 29 -Sep 08:10 08:50 40 Min Sundance GMC 4500 Salt for Hospital 5 29 -Sep 08:S1 09:00 9 Min Reyhal GMC Savanna 2500 Electrical Supplies 1 29 -Sep 08:51 08:52 1 Min WMC Courier Dodge Ram Supplies 6 29 -Sep 09:28 09:30 2 Min Reyhal GMC Savanna 2500 Electrical Supplies 1 29 -Sep 10:00 10:03 3 Min Game Ready Toyota Tacoma Surgery Supplies 7 29 -Sep 10:07 10:24 17 Min Staples On Track GMC Box Van Office Supplies Room 800 8 29 -Sep 10:16 10:20 4 Min Vail Honey Wagon Duel Axle Peterbuilt Garbage 9 29 -Sep 10:20 11:02 42 Min Alpine Vending Box Truck Single Axle Vending Machines 10 29 -Sep 10:33 10:44 11 Min Fed EX Duel Axle Box Van Misc Boxes - Shipping/Rec 11 29 -Sep 10:35 11:12 37 Min Alsco Duel Axle Box Van Linen Kitchen 12 29 -Sep 10:40 10:42 2 min Makasan GMC 2500 Van Pharmaceutical 13 29 -Sep 10:55 11:02 7 Min DMI Ford F350 Pickup D -Mark 14 29 -Sep 11:12 12:05 53 Min UPS Single Axle Box Van Misc Boxes - Shipping/Rec 15 29 -Sep 11:46 11:55 9 Min Retrever Fright Services Single Axel Box Freightliner Ryder Pick up From Lab Dept 16 DELIVERY AND CONSTRUCTION VEHICLE INFO Date Arrival Time Departure Time Time On Site Company/Vendor Vehicle Type/Size What's being delivered? Photo Taken ? 29 -Sep 12:51 13:08 17 Min VVMC Courier Ford 350 Van Med Supplies 17 29 -Sep 12:52 13:07 15 Min Fed EX Single Axle Box Van Suit 100 18 29 -Sep 13:25 13:33 8 Min Oroweat Box Truck Single Axle Bread 19 29 -Sep 14:30 14:36 6 Min Fed EX Box Truck Single Axle Pick Up 20 29 -Sep 1 14:36 14:48 12 Min Fed EX Box Truck Single Axle Misc Boxes - Shipping/Rec 11 29 -Sep 14:50 15:05 15 Min Pristine Landscape Toyota Tacoma Darryl 21 29 -Sep 15:05 15:57 52 Min AMS Ford 250 Pickup Mark Leyman 22 29 -Sep 1 15:10 15:15 5 Min RK Mechanical Dodge Pickup Copper Tubing 23 29 -Sep 1S. -2S 15:33 8 Min Haseldan Const Ford 250 Pickup Drywall 24 DELIVERY AND CONSTRUCTION VEHICLE INFO Date Arrival Time Departure Time Time On Site Company/Vendor Vehicle Type/Size What's being delivered? Photo Taken ? 30 -Sep 08:40 08:41 1 Min WMC Courier Dogde Ram Supplies 1 30 -Sep 1 08:52 08:55 3 Min Game heady Nissan xterra Surgery Supplies 2 30 -Sep 09:14 09:30 16 Min OnTrac GMC 2500 Van Pharmaceutical 3 30 -Sep 10:10 10:43 33 Min UPS Single Axle Box Van Misc Boxes - Shipping/Rec 4 30 -Sep 10:25 10:45 20 Min Alsco Duel Axle Box Van Linen Kitchen 5 30 -Sep 10:43 10:55 12 Min Fed Ex Duel Axle Box Van Misc Boxes - Shipping/Rec 6 30 -Sep 11:03 11:41 38 Min AlpinAire Ford F350 Box Truck Oxygen Tanks 7 30 -Sep 11:11 11:12 1 Min Toyota 4 Runner Pick Up 8 30 -Sep 12:48 13:00 12 Min WMC Courier Ford 3S0 Van Med Supplies 9 30 -Sep 12:55 13:09 14 Min Fed Ex Box Truck Single Axle Misc Boxes - Shipping/Rec 10 30 -Sep 13:52 14:12 20 Min WMC Courier Ford E350 Van Misc Boxes - Shipping/Rec 11 30 -Sep 13:56 14:21 25 Min The Balance Sheet Ford F 150 POV Pickup From Steadman Clinic 12 30 -Sep 15:20 15:40 20 Min VW Passat POV Pick Up 13 30 -Sep 15:40 1S:43 3 Min Game Ready Toyota Highlander Pick up 14 30 -Sep 16:06 16:35 29 Min AlpinAire Ford F350 Box Truck Oxygen Tanks 7 DELIVERY AND CONSTRUCTION VEHICLE INFO Date Arrival Time Departure Time Time On Site Company/Vendor Vehicle Type/5ize What's being delivered? Photo Taken ? 1 -Oct 05:30 06:20 50m Fresh Point Dual Axle Box Truck Produce 1 1 -Oct 05:53/15:40 05:55/15:44 2m/4m RK Mechanical Dodge 2500 Pickup nks, Air Compressor, Misc Electri 2 1 -Oct 07:15 07:20 5m Diamond Drilling Ford E350 303-472-6544 3 1 -Oct 08:35 08:36 lm WMC Courier Dodge Ram Van Drop Off Package 4 1 -Oct 08:58 09:05 7m ACE GMC Savanna Van Misc Boxes 5 1 -Oct 09:03/15:15 09:15/15:28 12m/13m Ontrac GMC Box Van Desk Top Supplies 6 1 -Oct 09:33 10:15 42m RK Mechanical Semi Mechanical Supplies 7 1 -Oct 09:46 10:05 19m Pepsi Semi Kitchen 8 1 -Oct 10:23 11:49 1h26m Vestern Paper Distributc Freightliner Boxtruck Housekeeping 9 1 -Oct 10:42 11:45 1h3m UPS Box Truck Misc Boxes 10 1 -Oct 10:50/14:12 10:55/14:33 5m/21m FedEx Express Box Truck Misc Boxes, Pick up Packages 11 1 -Oct 10:55 10:58 3m Garbage Truck Dual Axle Picking up garbage 12 1 -Oct 12:44 12:50 6m Allteck Chevy Silvorado 2500 Drop off materials 13 1 -Oct 12:49 13:10 21m World Class Ford Clubwagon Van Delivering water 14 1 -Oct 12:50 13:25 35m FedEx Ground Box Van Misc Boxes 15 1 -Oct 13:04/15:30 13:26/15:39 22m/9m WMC Courier Ford Van Hospital Supplies 16 1 -Oct 13:10 13:18 8m Auspac Chevy Pickup Picking up tools 17 1 -Oct 13:17 13:41 24m UPS Freight Truck Storage Unit 18 DELIVERY AND CONSTRUCTION VEHICLE INFO Date Arrival Time Departure Time Time On Site Company/Vendor Vehicle Type/Size What's being delivered? Photo Taken ? 1 -Oct 13:41 13:50 9m UPS Box Truck Forgot to deliver package 19 1 -Oct 14:16 14:20 4m Game Ready Toyota Highlander Pick Up packages 20 1 -Oct 14:56 15:28 32m 5AIA Semi Receiving Batteries 21 1 -Oct 16:58 17:10 12m Striker Chevy Van Express Body parts 22 DELIVERY AND CONSTRUCTION VEHICLE INFO Date Arrival Time Departure Time Time On Site Company/Vendor Vehicle Type/Size What's being delivered? Photo Taken ? 2 -Oct 7:00 7:40 40m Meadow Gold Box Truck Milk 2 2 -Oct 7:25 7:28 3m Helsden constra Toyota Tundra N/A 1 2 -Oct 8:00 8:02 2m Game Ready Nissan Game Ready 1 2 -Oct 8:25 10:15 1h50m HSS Toyota Venza Aforking on computers w/ permission from se 2* 2 -Oct 8:55 9:11 16m Construction Ford Ranger Picking Up 1 2 -Oct 8:55 9:11 16m Construction Hyundai Picking Up 1 2 -Oct 9:05 9:30 25m Construction GMC Materials 1 2 -Oct 9:24 9:45 21m RK Mechanical Box Truck Pipes & Fittings 1 2 -Oct 9:30 9:40 lom Alsco Box Truck Linens 1 2 -Oct 9:35 10:27 52m UPS Box Truck Misc Packages 1 2 -Qct 9:35 9:45 10m Vail Honeywagon Truck Dumping Trash 1 2 -Oct 9:35 10:40 1h5m Westernslope Box Truck Water 1 2 -Oct 10:50 10:52 2m Toyota Picking up Med Equip. 1 2 -Oct 11:15 11:28 13m Fedex Ground Box Truck Misc Packages 1 2 -Oct 11:17 11:24 7m Fedex Express Box Truck Misc Packages 1 2 -Ott 12:55 12:57 2m Game Ready Toyota Highlander Pick up / Game Ready 1 2 -Oct 13:00 13:03 3m RK Mechanical Ram 4x4 Pickup Pick up Construc. Materials 1 2 -Oct 13:20 13:31 11m Honeywagon Small Tanker Cleaning out outhouse 1 KH% It, 6Aft DELIVERY AND CONSTRUCTION VEHICLE INFO Date Arrival Time Departure Time Time On Site Company/Vendor Vehicle Type/Size What's being delivered? Photo Taken ? 2 -Oct 13:38 13:54 16m Hasleden Ford Pickup 250 Doors 1 2 -Oct 13:00 14:15 1h15m WMC Ford Van Packages 1 2 -Oct 14:29 14:52 23m Fedex Ground Box Truck Pick up 1 2 -Oct 14:38 14:45 7m Fedex Express Box Truck Pick up 2 2 -Oct 14:50 15:06 16m Enterprise DHL Ford E-250 Package Dropoffs 1 2 -Oct 15:53 16:03 10m WMC Ford E-250 Van Picking up Packages 1 DELIVERY AND CONSTRUCTION VEHICLE INFO Date Arrival Time Departure Time Time On Site Company/Vendor Vehicle Type/Size What's being delivered? Photo Taken ? 3 -Oct 07:08 07:09 00:01 01:03 00:30 00:32 00:01 00:41 01:55 00:09 00:50 00:16 00:01 00:17 02:12 00:14 00:27 00:06 00:12 00:13 Game steady Ice - Machine Ice Machine 3 -Oct 07:11 08:14 Baumont Drywall / Truck Drywall 3 -Oct 08:04 08:34 Staples White Van Desk and Chairs 3 -Oct 08:21 08:53 Coca-Cola Delivery Truck Soda 3 -Oct 08:52 08:53 WMC Van Currier 3 -Oct 09:15 09:56 UPS Van Multiple Boxes 3 -Oct 09:42 11:37 Recall Large Truck Shredding 3 -Oct 11:07 11:16 Fed Ex Box Truck Supplies 3 -Oct 11:12 12:02 STaples Van Furniture 3 -Oct 11:20 11:36 Fresh Point Large Truck Food 3 -Oct 11:38 11:39 Soups of Vail Car Food 3 -Oct 11:50 12:07 Fed Ex Box Truck Boxes 3 -Oct 12:19 14:31 HSS Car Service OR 3 -Oct 12:24 12:38 WMC Van Boxes 3 -Oct 13:12 13:39 Ontrac Truck Boxes 3 -Oct 13:40 13:46 Pristine Landscape Pickup Flowers 3 -Oct 13:51 14:03 Western Paper Large Truck Delivery 3 -Oct 14:18 14:31 DHL Van Delivery DELIVERY AND CONSTRUCTION VEHICLE INFO Date Arrival Time Departure Time Time On Site Company/Vendor Vehicle Type/Size What's being delivered? Photo Taken ? 3 -Oct 14:21 14:31 00:10 Fed Ex Box Truck Pickup 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 Vail Valley Medical Center Vail, Colorado Preliminary Heliport Feasibility & Design Study Report Date of Issue: October 21, 2014 Amendment Date: January, 15 2015 PREPARED BY: � INTERNATIONAL LLC. 1LhLiExPERTS � Veteran owned - Formerly Raymond A. Syms & Associates and Operated Aeronautical Consulting Services 28 Baruch Drive, Long Branch, New Jersey 07740 Phone (732) 870-8883 ■ Fax (732) 870-8885 Web: www.heliexpertsinternational.com ■ Email: ray@heliexp.com i ErL-1I:XPERTS INTERNATIONAL LLC, Veteran4wneu Formerly Raymond A. Syms & Associates and Operated RECORD OF AMENDMENTS No. Date of Issue Date Entered Entered By Items 1 01/15/2015 01/15/2015 Rex Alexander Exhibits: G, J & K HeliExperts International LLC ©2014 All Rights Reserved Page i WMC Heliport Feasibility & Design Study Report <'� � ErL-1EXPERTS INTERNATIONAL LLC, Topic _ Veteran i7wnea Formerly Raymond A. Syms & Associates and Operated TABLE OF CONTENTS Section Topic Page 1 Purpose of Report 2 2 Background 2 3 Heliport Site Selection And Description 2 4 Study Determinations 4 4.A Inventory Of Current Aviation Facilities In The Vicinity 5 4.13 Aeronautical Regulatory Considerations 5 4.B.1 Federal Regulations 5 4.13.2 State Regulations 6 413.3 Local Regulations 6 4.0 Preliminary Site Selection Criteria & Evaluations 6 4.13 Safety 7 4.E Community Considerations 8 4.F Current Airspace Utilization & Interface Issues 9 4.G Climatical Considerations 9 4.1-1 Environmental Concerns 9 4.1-1.1 Sounds 9 4.1-1.2 Exhaust Emissions, Dust And Lights 11 4.1 Findings 12 4.J Recommendations 12 5 VVMC Heliport Site Selection And Review Process 13 Exhibit A Evaluated site locations 15 Exhibit B Touchdown and Liftoff Area (TLOF) Illustration 16 Exhibit C Lighting Illustrations 17 Exhibit D Windsock Illustration 18 Exhibit E Pilot Briefing Sheet Illustration 19 Exhibit F TLOF, FATO & FATO Safety Area Illustration 20 Exhibit G Extended FATO Illustration 21 Exhibit H National Safety Council Letter of Verification 22 Exhibit I FAA Approach/Departure Airspace Illustration 23 Exhibit J Surrounding Heliport Airspace Illustration 24 Exhibit K Overall Approach/Departure Airspace Illustration 25 Glossary 26 References 29 HeliExperts International LLC ©2014 All Rights Reserved Pagel VVMC Heliport Feasibility & Design Study Report t'� � ErL-1EXPERTS INTERNATIONAL LLC, _ Veteran i7wneu Formerly Raymond A. Syms & Associates and Operated PURPOSE OF REPORT The purpose of this report is to provide preliminary information on the feasibility of constructing a heliport on the VVMC campus. This report addresses the need for a heliport at VVMC, site selection and general description of the proposed heliport, safety and community considerations, aeronautical regulatory considerations, and subsequent steps in the review and construction of a heliport. This report is to be used by the Vail Planning and Environmental Commission and the Vail Town Council in the review of VVMC's Master Plan proposal to develop a heliport on the hospital campus. This report concludes at this initial master plan level review, that the proposed heliport location can meet and exceed all current safety guidelines and licensing criteria of the FAA, NFPA and the aviation and air medical industries. Upon approval of the VVMC Master Plan and as a part of the Town's Conditional Use Permit review process additional site specific design and operational information on the heliport will be provided. In addition, the FAA and NFPA will be involved in the review of the helipad prior to its construction. BACKGROUND The integration of a well-designed and properly sited heliport on a hospital's campus has been proven to dramatically and positively impact short and long term patient outcomes as well as overall community safety. By reducing travel distances, lifesaving minutes can be better allocated to the delivery of definitive care rather than patient transport. This minimization of distance also cuts down on ambulance traffic and transfers which in -turn reduces the risk exposure to patients, medical teams and the community. By collocating a heliport directly on the hospital's campus VVMC can eliminate the need for an additional ambulance transfer and decrease the strain placed on limited and valuable local emergency response assets and personnel. HELIPORT SITE SELECTION AND DESCRIPTION Vail Valley Medical Center currently utilizes a ground based heliport located adjacent to the hospital campus to the north of the hospital on the opposite side of South Frontage Road for the transfer of patients from their facility. While this configuration is adequate it is a less than ideal situation in regards to providing optimum rapid transport to time critical patients. In conjunction with potential delays in transport the current operation exposes patients to potential risks during transfers between ambulances and helicopters as well as extremes in local environmental conditions. HeliExperts International LLC ©2014 All Rights Reserved Page 2 VVMC Heliport Feasibility & Design Study Report i ErL-I�XPERTS INTERNATIONAL LLC, - Veterani7wneu Formorly Raymond A. Syms & AssocFates and Operated Both on-site and off-site locations were initially considered, but in adhering to the primary objective and criteria, that being to have a better heliport than currently exists (i.e. one on campus), off-site locations were not pursued. In assessing all identified potential onsite heliport locations (See Exhibit A) the onsite hospital heliport location identified was chosen due to its inherent superiority based on the criteria used in the evaluation process. The identified rooftop location provides the overall maximum benefit in the areas of: • Safety • Reduced patient transfer requirements • Reduced patient transport distance and time • Enhanced patient care • FAA and NFPA standards • Aircraft performance • Local EMS and First Responder asset allocation • Limited community impact This conclusion is based on both current as well as previous work conducted by our team members dating back to 1995 to include a site selection feasibility analysis which was performed for VVMC in 2011. Keeping the need for the heliport to have good patient stretcher and gurney access to and from the Emergency Room in mind, the concept for using a rooftop heliport with good vertical access to the hospital is very important. Proper application of Federal Aviation Administration (FAA), National Fire Protection Association (NFPA) standards and good design practices however dictate the heliport itself needs to be at an elevation allowing for proper airflow under the heliport itself. The proposed heliport design meets or exceeds all of those exacting criteria. The proposed helicopter Touchdown and Liftoff (TLOF) landing site will be a concrete and steel 60' X 60' heliport (See Exhibit B), elevated approximately 75' above the VVMC parking structure and mounted on extended columns above the medical office building on the main campus. The inclusion of the 75' elevation has been incorporated to maximize aeronautical safety and meet safety criteria, address the effects of contemplated future construction in the vicinity based on current zoning criteria, and enhance overall operational and patient safety. The addition of a gurney ramp from the heliport to the extended elevator shaft will be the main structures located on site. The elevator structure will need to be raised to an elevation that will allow for an appropriate gurney ramp from the heliport to the elevator to meet appropriate life safety and building codes. In addition, the access and equipment needed to meet FAA, NFPA and the Town of Vail codes will be part of the construction. HeliExperts International LLC ©2014 All Rights Reserved Page 3 VVMC Heliport Feasibility & Design Study Report ErL-IEXPER7S INTEFtNATIJNAL LLC, j — - Veteran awnea ` Formorly Raymond A. Syms B Associates and Operated The heliport is designed to be a state-of-the-art facility utilizing the latest design criteria and techniques that are fully compliant with all applicable aeronautical and safety regulations. The heliport would safely accommodate the primary air medical helicopters operated by AirLife Denver and Flight For Life Colorado as well as any of the other air medical helicopters in operation within the region. The pad will use the latest technology in LED lighting, specifically designed to meet the safety and lighting needs of the helicopter flight crews (See Exhibit C). The wind direction will be indicated by a lighted windsock that can be seen by the pilots both from the air and the heliport (See Exhibit D). The lights will not illuminate or cast beams to any off campus properties. Helicopter flight operations into and out of the heliport will be in full compliance with all FAA regulations. The heliport design will meet all fire safety and life safety criteria required by the National Fire Protection Association (NFPA) regulations. Industry recognized helicopter safety procedures and best practices will be incorporated to the fullest extent possible. A site specific operations manual will be produced that will cover specific procedures for operations at the heliport. This will include procedures for trained security personnel and hospital staff which will assure the site is properly maintained and the area is clear of all persons during flight operations. The heliport location, design and operations plan has been modeled for making the heliport available at all times for medical emergency transport utilization. This heliport will be identified to the appropriate agencies as well as having comprehensive pilot briefing information provided for their use (See Exhibit E for an example). Such documentation will provide all the information a professional pilot would need to locate and safely operate an air medical helicopter at the proposed facility. STUDY DETERMINATIONS A. Inventory Of Current Aviation Facilities In The Vicinity B. Aeronautical Regulatory Considerations C. Preliminary Site Selection Evaluation D. Safety E. Community Considerations F. Current Airspace Utilization & Interface Issues G. Climatical Considerations H. Environmental Concerns I. Findings J. Recommendation HeliExperts International LLC ©2014 All Rights Reserved Page 4 WMC Heliport Feasibility & Design Study Report ��,.,.�� ��ILI,,�rL-1EXPERTS INTERNATIONAL LLC, Direction - Veteran i7wneu Formerly Raymond A. Syms & Associates and Operated A. INVENTORY OF CURRENT AVIATION FACILITIES IN THE VICINITY The closest public use aviation facilities to the VVMC property are as follows: Name Direction Direct Distance (SM) Driving Distance (SM) Est. Driving Time Round Trip (@55 mph Avg.) Eagle Co. Regional Airport (KEGE) West 28 35 1.3 hours Lake Co. Airport (KLXV) South 29 40-46 1.5 - 1.7 hours Mc Elroy Airfield (20V) North 28 68 2.5 hours *All distance measurements obtained using Google Earth Pro The current heliport used for the VVMC patient transports is approximately 275' away from the proposed rooftop heliport. With proper coordination and procedures either of the two heliports can easily interface the use of the common airspace. There are no issues of conflict or safety with the airport traffic of any of the above identified facilities given that standard aviation operational procedures and communication are adhered to as is dictated by Federal Aviation Regulations. This is one of the issues the FAA will include in their evaluations, which is required under Title 14 of the Code of Federal Regulations (C.F.R.) Part 157. B. AERONAUTICAL REGULATORY CONSIDERATIONS 1) Federal Regulations The Federal Aviation Administration Guidelines, predominately Advisory Circular (AC) 150/5390-2C, Heliport Design, provides guidance regarding the installation of heliports such as that proposed by the Hospital. The heliport VVMC has considered is not covered directly by the Federal Aviation Administration Regulations, which pertain predominantly to those installations designed for public -use, or publicly funded heliports. While those guidelines are not mandated by the FAA for installations other than those established as a public facility or those facilities receiving federal grant monies through the Airport Improvement Program (AIP), of which this site will neither be public nor receive any AIP funding, the design of the facilities for the proposed heliport will however be taking the fullest advantage of the latest and most up-to-date safety and efficiency aspects provided for under the current FAA recommendations. HeliExperts International LLC ©2014 All Rights Reserved Page 5 VVMC Heliport Feasibility & Design Study Report Al �� ErL-1EXPERTS INTERNATIONAL LLC, j Veteran i7wneu Formerly Raymond A. Syms & Associates and Operated The National Fire Protection Association (NFPA) now requires all new heliports to meet the FAA design standards in those jurisdictions that use NFPA standards for their codes. For all new and substantially modified heliports, the FAA guidelines are very detailed regarding the pad area in addition to the clear area which a site must possess to be considered adequate for the operation of a helicopter. Preliminary investigation of the proposed site reveals the proposed heliport location would have the ability to meet these parameters. Prior to any construction of a new heliport, the Vail Valley Medical Center will be required to submit notice of its proposed helipad to the FAA pursuant to Title 14 C.F.R. Part 157. Upon notification by the hospital of their desire to establish a heliport, the FAA will then initiate a study of the airspace in the vicinity of the proposed site. The FAA will ascertain whether the proposed helipad, at the site suggested, would have any detrimental effect upon the safe and efficient use of airspace. 2) State Regulations The State of Colorado does not currently regulate the establishment of a heliport of the type VVMC is now considering but rather relies entirely on the oversight and guidelines established by the FAA. 3) Local Regulations The Town of Vail has local land -use jurisdiction over the application and requires the obtaining of a conditional use permit for the proposed use. The National Fire Protection Association (NFPA) 2011 edition of NFPA 418 "Heliport Standards" now requires a heliport to meet all the relevant portions of the FAA Heliport Design Advisory Circular for new and modified heliports. The local Fire Marshall and code officials will use that as their guide on the physical plant and operational issues dealing with any heliport application. C. PRELIMINARY SITE SELECTION CRITERIA & EVALUATIONS Sound aviation criteria as spelled out by the Federal Aviation Regulations and the FAA heliport advisory circular in conjunction with community compatibility criteria demand inclusion of community-based issues at the very inception of any potential site inventory. By utilizing this as a starting point it allows for the optimization in the areas of safety, patient care, aircraft performance, compatibility, asset longevity, and community integration. Through using the experience of literally decades of helicopter operations and by applying lessons learned a method of integrating HeliExperts International LLC ©2014 All Rights Reserved Page 6 WMC Heliport Feasibility & Design Study Report community -sensitive criteria while interfacing aeronautical requirements with real-life site considerations has emerged. Heliports, unlike airports, need very little ground space. This reduced need for a large area of operation improves safety while at the same time reducing the large "sound footprints" associated with many airports. This then supplements the integration of heliports into urban and suburban settings. The Hospital campus is situated in such a manner that it allows, under normal atmospheric conditions, the helicopters to limit flying over the majority of the Vail residences on the way to or from the heliport. Given the needed helicopter performance, pilots will be requested to follow the roadways and interstates at the maximum practical altitudes to the extent consistent with safety and patient welfare. D. SAFETY The proposed location possesses all of the components which meet or exceed the recognized safety standards of the FAA, as well as the aviation and air medical industries in general. This includes the complete compliance with FAA advisory circular AC 150/5390-2C and NFPA 418 as well as Federal, state and local building codes and standards. The Touchdown and Liftoff Area (TLOF) will be expanded to meet the current advisory circular criteria for elevated heliports where the Final Approach and Takeoff (FATO) area is non -load-bearing. (See Exhibit F) Based on guidance provided in the FAA advisory circular for site elevations above 1,000 feet MSL, the Final Approach and Takeoff Area (FATO) length will be increased accordingly. (See Exhibit G) Using NTSB (National Transportation Safety Board) and FAA real-life historical heliport safety data on over 40 years of records for private use hospital heliports of the type considered here; those facilities have maintained a PERFECT safety record as it relates to physical risk to any members of the general public or anyone in the surrounding community. The National Safety Council, an independent third party safety education and research organization, was used to verify this statistic (See Exhibit H). The fact is that the installation of a hospital use heliport in a community has a documented historically perfect public safety record with respect to injury of any kind to any member of the host community. No other transportation mode can make this admirable claim. HeliExperts International LLC ©2014 All Rights Reserved Page 7 WMC Heliport Feasibility & Design Study Report %Ark ErL-IEXPERTS INTERNATIONAL LLC. — - me . IVeteran Formerly Raymond A. Syms 6 Associates Ownea and Operated community -sensitive criteria while interfacing aeronautical requirements with real-life site considerations has emerged. Heliports, unlike airports, need very little ground space. This reduced need for a large area of operation improves safety while at the same time reducing the large "sound footprints" associated with many airports. This then supplements the integration of heliports into urban and suburban settings. The Hospital campus is situated in such a manner that it allows, under normal atmospheric conditions, the helicopters to limit flying over the majority of the Vail residences on the way to or from the heliport. Given the needed helicopter performance, pilots will be requested to follow the roadways and interstates at the maximum practical altitudes to the extent consistent with safety and patient welfare. D. SAFETY The proposed location possesses all of the components which meet or exceed the recognized safety standards of the FAA, as well as the aviation and air medical industries in general. This includes the complete compliance with FAA advisory circular AC 150/5390-2C and NFPA 418 as well as Federal, state and local building codes and standards. The Touchdown and Liftoff Area (TLOF) will be expanded to meet the current advisory circular criteria for elevated heliports where the Final Approach and Takeoff (FATO) area is non -load-bearing. (See Exhibit F) Based on guidance provided in the FAA advisory circular for site elevations above 1,000 feet MSL, the Final Approach and Takeoff Area (FATO) length will be increased accordingly. (See Exhibit G) Using NTSB (National Transportation Safety Board) and FAA real-life historical heliport safety data on over 40 years of records for private use hospital heliports of the type considered here; those facilities have maintained a PERFECT safety record as it relates to physical risk to any members of the general public or anyone in the surrounding community. The National Safety Council, an independent third party safety education and research organization, was used to verify this statistic (See Exhibit H). The fact is that the installation of a hospital use heliport in a community has a documented historically perfect public safety record with respect to injury of any kind to any member of the host community. No other transportation mode can make this admirable claim. HeliExperts International LLC ©2014 All Rights Reserved Page 7 WMC Heliport Feasibility & Design Study Report &L-EXPERTS INTERNATIONAL LLC, veteran awnefm Formerly Raymond A. Syms & Associates and Operated E. COMMUNITY CONSIDERATIONS A detailed inventory of the surrounding land uses and the overall nature of the Vail Valley area has been compiled by our team members over several site visit spanning a number of years, the first of which being conducted in 1995 with a follow- on inventory in 2011 and again in 2014. This is very important for the proper helicopter access to the proposed heliport. The FAA sets very exacting criteria for heliport approach and departure paths for their issuance of a positive airspace (See Exhibit 1). Besides lateral clear areas which must be kept clear of obstacles, they also define approach angle minimums for safety along with considerations for land uses under the flight paths. The modern helicopters that will be operated at this location have excellent performance capabilities as well as a very high reliability record. These performance capabilities allow for the helicopter to climb and descend in a manner that keeps the distances from other land uses and residential properties at a maximum. Based on data compiled by Vail Valley Medical Center in a five year retrospective review from January, 2009 to December, 2013 regarding patient modes of transport, e.g. ambulance vs. helicopter, the average number of helicopter transports performed in any given year are expected to be approximately 73. This number equates to the hospital conducting approximately one air medical helicopter transport every five days. The Vail Valley Medical Center does not envision this utilization frequency to change significantly. Provided the heliport is constructed at the appropriate height above ground level, in this case approximately 75 feet, the selected site provides an excellent area for the establishment of a properly designed hospital heliport and the subsequent approach/departure paths to include an extended FATO as recommended by the FAA for elevations above 1,000' MSL (See Exhibit J). The designated primary approach and departure paths are to the west and east over the interstate (See Exhibit K). Those paths have been thoroughly vetted by HEI and Cayce Batterson, FAA Designated Pilot Examiner and Local air medical helicopter Pilot, and will also be fully reviewed by the FAA. All of the appropriate factors influencing the effects the proposed heliport may have on the surrounding community were carefully considered. The facility's site selection, design, and operational policies will have no measurable adverse impact upon the community at large. The potential effects upon the residential, office, and educational areas in the surrounding location will be minimized by the utilization of the proposed flight track which is designed to overfly commercial property and roadways. In addition, the pilots will use the helicopter manufacturers sound abatement procedures for the minimizing of the helicopter sounds. HeliExperts International LLC ©2014 All Rights Reserved Page 8 WMC Heliport Feasibility & Design Study Report ��,.,.�� ��ILI,,�rL-1EXPERTS INTERNATIONAL LLC, - Veteran i7wnea Formerly Raymond A. Syms & Associates and Operated F. CURRENT AIRSPACE UTILIZATION & INTERFACE ISSUES The proposed heliport is located well outside of any airport traffic areas of any of the regional airfields currently in operation today. There are no evident issues of conflict or safety with the airport traffic in the vicinity which should also be confirmed by the FAA. Provided the limited difference in distance (approximately 275 feet) between the current site and the newly proposed hospital campus site, there will realistically be no fundamental difference in airspace utilization and considerations. G. CLIMATICAL CONSIDERATIONS Of primary importance in selecting an appropriate site for an aeronautical facility are the prevailing winds, cloud cover and horizontal visibility. The prevailing winds greatly influence the approach and departure routes to and from any facility. The general orientation of the touchdown area is, to some degree, also related to the prevailing wind direction. Cloud cover and visibility can, of course, affect flight operations significantly. The location and design of the heliport takes advantage of these Climatical considerations to the extent possible and no problems are perceived in this area. If weather conditions are such as to pose a safety, performance or comfort issue, flight operations will be suspended until which time conditions have improved to safely conduct operations. H. ENVIRONMENTAL CONCERNS 1) Sounds We understand that citizens may be concerned about the level of sound associated with the operation of a private use medical heliport. There are two distinct issues involved, one being the sounds of the aircraft approaching and departing the site and the sounds produced while the aircraft is on the roof at the facility. Heliports generate essentially no noise in and of themselves; therefore the operation of the aircraft is the primary factor. Only when the aircraft is actually operating is there any sound at all. At the proposed facility, this will only occur intermittently at approximately once every 5 days based on the past five years of data, and on those occasions only for a matter of a few minutes. Noise will be experienced as a helicopter approaches the site, lands and shuts down as well as during startup and its subsequent departure. This is quite unlike other transportation modes such as streets, HeliExperts International LLC ©2014 All Rights Reserved Page 9 WMC Heliport Feasibility & Design Study Report highways, interstate road systems, commuter and freight railroads and certain major waterways, where the sound production is almost constant. Given the location of the heliport the sound of takeoffs and landings will be briefly blended with that of the surrounding roads. The sound level of the helicopter that would utilize the proposed facility is far below that of many accepted noise producers in our environment. Lawnmowers, leaf blowers, chain saws, tractors, irrigation pumps, vacuum cleaners, hair dryers, motor cycles, buses, trucks, cars, all regularly produce noise levels higher than that which the average person would perceive when they hear an air medical helicopter. The relative distance, nature and intensity of the noise generated, height above the ground, type and vintage of the aircraft, sound attenuation factors of the terrain between the source and the receptor are all factors in the way sound is perceived. Older, heavier military helicopters are very different from the modern, light, efficient and much quieter civilian helicopters utilized by the vast majority of air medical helicopter providers of today. The Vail Valley Medical Center Heliport is designed primarily for the AirLife Denver and Flight For Life Colorado air medical transport program aircraft as well as the other air medical helicopters in the region of the same size and class which make up the regions Helicopter EMS transport system. The helicopters using the Vail Valley Medical Center Heliport will also use highly defined routes which are professionally designed to have the helicopter sounds blend into the existing roadway sound environment. It must be kept in mind that the proposed helicopter activity develops an extremely transitory sound during flight. The entire sound event lasts only for approximately 45-60 seconds either on landing or takeoff. At any one point along the flight route, providing the observer is close enough to hear or notice it, the helicopter will typically only be heard for 20 seconds or less. This compares very favorably with sounds already found in most neighborhood environments. The preliminary flight paths take fullest advantage of the open area over the frontage road and Interstate highway to the north running east and west to minimize the potential effects on any other land uses. All heliport flight paths can voluntarily be restricted to the ones provided when consistent with safety and conditions. There are few active recreational or transportation activities in the modern world that are completely silent. Historically, the vast majority of heliports do not have any detrimental quality of life issues with the neighboring land -uses. HeliExperts International LLC ©2014 All Rights Reserved Page 10 WMC Heliport Feasibility & Design Study Report E4 -(EXPERTS INTERNATIONAL LLC. -=� , Formerly Raymand A. Syms 6 Associates Veteranawneu and Operated highways, interstate road systems, commuter and freight railroads and certain major waterways, where the sound production is almost constant. Given the location of the heliport the sound of takeoffs and landings will be briefly blended with that of the surrounding roads. The sound level of the helicopter that would utilize the proposed facility is far below that of many accepted noise producers in our environment. Lawnmowers, leaf blowers, chain saws, tractors, irrigation pumps, vacuum cleaners, hair dryers, motor cycles, buses, trucks, cars, all regularly produce noise levels higher than that which the average person would perceive when they hear an air medical helicopter. The relative distance, nature and intensity of the noise generated, height above the ground, type and vintage of the aircraft, sound attenuation factors of the terrain between the source and the receptor are all factors in the way sound is perceived. Older, heavier military helicopters are very different from the modern, light, efficient and much quieter civilian helicopters utilized by the vast majority of air medical helicopter providers of today. The Vail Valley Medical Center Heliport is designed primarily for the AirLife Denver and Flight For Life Colorado air medical transport program aircraft as well as the other air medical helicopters in the region of the same size and class which make up the regions Helicopter EMS transport system. The helicopters using the Vail Valley Medical Center Heliport will also use highly defined routes which are professionally designed to have the helicopter sounds blend into the existing roadway sound environment. It must be kept in mind that the proposed helicopter activity develops an extremely transitory sound during flight. The entire sound event lasts only for approximately 45-60 seconds either on landing or takeoff. At any one point along the flight route, providing the observer is close enough to hear or notice it, the helicopter will typically only be heard for 20 seconds or less. This compares very favorably with sounds already found in most neighborhood environments. The preliminary flight paths take fullest advantage of the open area over the frontage road and Interstate highway to the north running east and west to minimize the potential effects on any other land uses. All heliport flight paths can voluntarily be restricted to the ones provided when consistent with safety and conditions. There are few active recreational or transportation activities in the modern world that are completely silent. Historically, the vast majority of heliports do not have any detrimental quality of life issues with the neighboring land -uses. HeliExperts International LLC ©2014 All Rights Reserved Page 10 WMC Heliport Feasibility & Design Study Report EXPERTS INTERNATIONAL LLC. VeieranOwnea Fvrmorly Raymond A. Syms 6 Associates and Operated 2) Exhaust Emissions, Dust and Lights Today's modern aircraft, such as the helicopters which would operate at the proposed facility, are powered by engines which produce very few pollutants. Much of this is due to the engine's high combustion temperatures and its ability to burn fuel very efficiently. Due to the low amount of emissions from helicopter turboshaft engines, the most widely used engines are exempt from Engine Emission Certification requirements of the Federal Aviation Administration (FAA) and International Civil Aviation Authorities (ICAO) specified in the Federal Aviation Regulations (FARS) and ICAO Annex 16 Volume II. In layman's terms, the exhaust of the helicopter is essentially invisible and due to the temperature difference with the surrounding air it will rise and dissipate very rapidly. Another major factor is the natural dispersal of helicopter exhaust both by the helicopter's relative distance from members of the general public and effect the rotor system has on the exhaust. While there is minimal odor associated with the exhaust, it is detectable only while the helicopter is on the heliport and then only within very few feet of the helicopter. Under all proposed conditions, no member of the surrounding community would be aware of any odors or effects from the exhaust emissions during normal operations of the proposed heliport. The heliport being elevated above the ground is also a major factor for dispersal. The approach/departure paths for the helicopter at an average climb/approach speed of 60 knots (70 mph) has the helicopter spending less than 45 seconds in the climb out or approach phase. An Ambulance would need about two minutes for travel by roads for the same approximate distance providing there are no stops for traffic or traffic signals. The helicopter does not discharge or leak any oil or fuel during the normal course of operation. The likelihood of a fuel spill is very remote. All of the fuel discharges on records of the FAA and NFPA have been associated only with fueling or maintenance operations, which will not occur at this location. There are no lights associated with the heliport that will cast a beam, or light path, off the site in the surrounding neighborhood. The windsock lights, obstruction lights and lights around the heliport are designed to be glare -free and will not produce any "beams" of light for illumination off the heliport. HeliExperts International LLC ©2014 All Rights Reserved Page 11 WMC Heliport Feasibility & Design Study Report �� ErL-IEXPERTS INTERNATIONAL LLC, VeieranOwnea ` Formerly Raymond A. Syms B Associates and Operated I. FINDINGS The heliport that the applicant proposes easily meets and exceeds all of the current safety guidelines and licensing criteria of the FAA, NFPA and the aviation and air medical industries. The heliport will be available at all times, both day and night, for critical patient transport needs providing numerous benefits to the Hospital's patients as well as the general community population. The helicopters that are proposed to land at the heliport will not pose any safety hazard to the community. The evidence for this projection is found in over 50 years of heliport operational statistics and perfect safety record as it relates to such hospital heliports and the host community which has been verified by the National Safety Council. Sound levels, due to the heliport design being elevated above the ground, along with operational policies associated with the heliport all comply with all codes and good practice. It should be noted that the air medical helicopters that will use this heliport are quieter than many of the larger military style helicopters that currently fly through the area. J. RECOMMENDATIONS Hospital heliports afford access to helicopter air medical transport systems which positively impact countless lives every year. This has been proven to dramatically impact patient outcomes both in the short term as well as the long term and overall community safety. From a community prospective the actual time a helicopter will be physically approaching or departing the heliport totals only a few minutes per use. If these few minutes of time are reduced further to reflect when the air medical helicopter could be heard or seen at any one point along the route of flight, the time percentage would drop to only 10% to 30% of those few minutes. Historically, air medical heliports make good neighbors and can be of benefit to the surrounding community, especially here where helicopter services could be utilized to fill not only the obvious patient transport needs of air medical helicopters but to also be available for compassionate or emergency use requests by the community. In conclusion, the proposal to allow the applicant to establish this heliport should be favorably considered. There are essentially no negative criteria in any of the HeliExperts International LLC ©2014 All Rights Reserved Page 12 WMC Heliport Feasibility & Design Study Report k'� � ErL-1EXPERTS INTERNATIONAL LLC, _ Veteran i7wneu Formerly Raymond A. Syms & Associates and Operated operational or physical aspects of the proposal, and there are clearly a myriad of benefits to the community as a whole. VVMC HELIPORT SITE SELECTION AND REVIEW PROCESS • Define selection criteria and develop short-list of potential heliport locations. • Confirm the structural assumptions and relationship to building utilities; validate airspace clearances and aircraft performance capabilities. • Select preferred heliport location. • Propose heliport location as part of VVMC Master Plan, complete Town review process. Including approach to sound/safety issues and specific design considerations with city officials and adjacent properties. • Produce conceptual design in respect to FAA, NFPA and building codes — Verify all obstacles including future buildings on and off campus. • Informational meeting or Pilot Briefing Package to all users. • Make applications to FAA (FAA application can be made any time after the conceptual design is complete) and to the Town of Vail (Conditional Use Permit application). • Obtain CUP approval from Town (to be conditional on FAA approval) • Obtain building permit approvals from Town of Vail for construction. • Construct heliport • Progress and initial training at 85% completion of construction • Finish heliport, final inspections, FAA and Code signoff's • Commission pad, conduct final training & issue FAA and Pilot Briefing information. HeliExperts International LLC ©2014 All Rights Reserved Page 13 VVMC Heliport Feasibility & Design Study Report ErL-IEXPERTS INTERNATIONAL LLC, yeieranOwnea ` ---y Raymond A. Syms & Associates and Operated Respectfully submitted, Raymond A. Syms Managing Member HeliExperts International LLC Rex J. Alexander Senior Consultant HeliExperts International LLC HeliExperts International LLC ©2014 All Rights Reserved Page 14 WMC Heliport Feasibility & Design Study Report E+L-IEx ERTS INTERNATIQNAL LLC. Veteran Ownea � For orfy Raymond A. Syms & Associates and Operated EXHIBIT A HeliExperts International LLC ©2014 All Rights Reserved Page 15 WMC Heliport Feasibility & Design Study Report i. t,L-1ExPERTS INTERNATIONAL LLC, 4M0 ,., Veteran `4 Formvr{y Raymarrd A. Syms R tissociafes -'- eraterl and Operated EXHIBIT B HeliExperts International LLC ©2014 All Rights Reserved Page 16 WMC Heliport Feasibility & Design Study Report mMGW 34,0 RD Iw HeliExperts International LLC ©2014 All Rights Reserved Page 16 WMC Heliport Feasibility & Design Study Report ,i. k'4 t,L-1ExPERTS INTERNATIONAL LLC, ,., Veteran �-;'�`� Formvr{y Raymarrd A. Syms R tissociafes -'- eraterl and Operated ADB L-10 LED Obstruction Light Available in multiple voltages EXHIBIT C IUL-L LED In-PavementSemi- Flush Perimeter Lights Examples Only HeliExperts International LLC ©2014 All Rights Reserved WMC Heliport Feasibility & Design Study Report EHP-L LED Perimeter/ Lead-in Lights Page 17 IrE+L-IEXPER7S INTERNATIONAL LLC.Veteran Kamp--- 7- Ownea - formerly Raymond A- Syms 6 Associates and Operated EXHIBIT D JRE RIC Figure I. Typical Type L-806 supports Example Illustration From FAA AC 150/5345-2E FAA Specifications For Wind Cone Assemblies HeliExperts International LLC ©2014 All Rights Reserved Page 18 WMC Heliport Feasibility & Design Study Report E+L-IEx ERTS INTERNATIQNAL LLC. Veteran Ownea 77 Formerly Raymond A. Syms & Associates and Operated EXHIBIT E Harrisburg, FAA Identifier (TBD) I GPS ID focal Sectional Charlotte I Heliport Use Hospital / PPR LOCATION LatlLon 35° 17'09-20" N 080'39'58-98' W (estimated) 35° 17.153' N 080, 39.983' W (NAC 83) 3528589° N 1 080.66638` W Address: 9592 Rocky River Road. Harrisburg, INC 28075 Description: Hospital is located in Cabarrus County and is 0.5nnt east of exit -36 of 1-485. Heliport is north of the hospital 175'. TLOF I 60'x 60' 1 FATO 106'x 105' 1 MGW 1 35,000 lbs. &• ■ Ground I K I Elevated Surface TvPe Concrete Elev. 1 723 ft. est. I Variation I 7.7w I Nrst Wx 1 JCIF 1 133.675 Preferred App/Dep App/DePaths 1 167° 1347' 31W 1 13W Windsock Yes Fenced Site No SecurityYes Fire Suppression Yes (type) Handheld Extinguisher Windsock X Perimeter X I Lead-in X I Flood X Beacon Glide Sloe I PCL ire UHF Simplex x Duplex 155.340 Receive 7PL7146.2DPL PL 146.2 80OMhz X -viper 155.340 DPL IV .� 1. Ma netic interference on ad 2. Power lines on hospital perimeter 3. Hos ital 175' south 4. 516- 6 1 .li Site Manager I Karen Corker 7ffiCe Phone 1 (704) 403-4840 ED Phone 1 (704) 403-.9400 1 Security Phone 1 (704) 403-9499 NOTES:. Unmarked and unlighted power lines uncle .he 167 3t All Non Carolina HealthCare helicopters coordinate -,-i-i MedCenEr= t I (704) 512-7941 and radia freq. 155.3251PL-91.5. Pilot Briefing Sheet Last updated: {}812 812 0 1 4 Page 1 of 2 Pmduced By HehExperts Intematdonal LLC 92014 All Rights Reserved Pilot Briefing Sheet Last updated: 08)2812014 Page 2 of 2 Produced By HeliExperts International LLC *2014 Ad) Rights Reserved HeliExperts International LLC ©2014 All Rights Reserved Page 19 WMC Heliport Feasibility & Design Study Report i. t,L-1ExPERTS INTERNATIONAL LLC, 4M0 ,., Veteran `4 Formvr{y Raymarrd A. Syms R tissociafes -'- eraterl and Operated EXHIBIT F HeliExperts International LLC ©2014 All Rights Reserved Page 20 WMC Heliport Feasibility & Design Study Report i. t,L-1ExPERTS INTERNATIONAL LLC, 4M0 ,., Veteran `4 Formvr{y Raymarrd A. Syms R tissociafes -'- eraterl and Operated EXHIBIT G HeliExperts International LLC ©2014 All Rights Reserved Page 21 WMC Heliport Feasibility & Design Study Report <-.e EUExPERTS INTERNATIONAL LLC, MOM Veteran Ownea Formoriy Raymond A. Syms & Associates and Operated EXHIBIT H ATTN: Raymond Syms HeliExperts International LLC 28 Baruch Drive Long Branch, NJ 07744 October 20, 2014 Dear Mr. Syms: The mission of the National Safety Council is to make our world safer by preventing injuries and deaths at work, in homes and communities, and on the roads through leadership, research,. education and advocacy. To support this mission, the Library of the National Safety Council gathers, catalogs and disseminates safety statistics, research and other information from a wide range of reputable sources. As you requested, we searched our holdings for documents detailing any injuries of persons from the general public at or in the vicinity of hospital heliports. The search located a number of documents addressing incidents resulting in injuries and fatalities to flight crew members and passengers. However, we found no accounts of hospital heliport -related injuries to members of the general public, whether from direct contact with the helicopter itself or as the result of being distracted by the helicopter while driving. I hope this information is helpful. Please let me know if we can he of any further assistance„ Alaina Kolosh National Safety Council Manager. Library & Information Services making our world safer 1121 SPRING LAKE ❑RIVE - ITASCA. IL 44143.3201 • 16301 265-1721 P • I;5-JQ) 2115-1315 F • neu­g HeliExperts International LLC ©2014 All Rights Reserved Page 22 WMC Heliport Feasibility & Design Study Report ,i. ti�r ,L-iExP RRTS INTERNATIONAL LL�, ,., Veteran `�`4 Formvr{y Raymarrd A. Syms R Associafes -'- Operated and Operated EXHIBIT I 500 FT [152 M] 250 FT [76 M] 500 FT rrN [1 52 M] z5ur� � nv [76 M] 500 FT [152 M] .,000 FT 1,219 M] LEGEND 1 Approach/Departure Surface 2:1 Transitional Surface Illustrations From FAA AC 150/5390-2C Heliport Design Guide HeliExperts International LLC ©2014 All Rights Reserved Page 23 WMC Heliport Feasibility & Design Study Report E+L-IEx ERTS INTERNATIQNAL LLC. Veteran Ownea � For orfy Raymond A. Syms & Associates and Operated EXHIBIT J HeliExperts International LLC ©2014 All Rights Reserved Page 24 WMC Heliport Feasibility & Design Study Report - «w,w• '�• t r - -OWL _- �- ^' �:.-I�,_ 1. ~� - �Jx�x �•� _ � - Y was' '� . r Y 'fir ry •• • • Surface2-1 8:1 Approach/Departure Surface Lateral Transition Surface �_, awin <,� � ErL-1EXPERTS INTERNATIONAL LLC, - Veteran i7wnea Formerly Raymond A. Syms & Associates and Operated GLOSSARY OF TERMS Approach/Departure The flight track helicopters follow when landing at or departing Path from a heliport. An approach/departure surface is centered on each approach/departure path. The approach/departure path starts at the edge of the FATO and slopes upward at 8:1 (8 units horizontal in 1 unit vertical) for a distance of 4,000 feet (1,219 m) where the width is 500 feet (152 m) at a height of 500 feet (152 m) above the heliport elevation. (D) (Formerly Overall The overall length of the helicopter, which is the dimension Length or "OL") from the tip of the main or forward rotor to the tip of the tail rotor, fin, or other rear -most point of the helicopter. This value is with the rotors at their maximum extension. See Figure B-1. If only the value of the rotor diameter (RD) is known, estimate the value for D using the relationship D = 1.2 RD (or conversely, RD = 0.83 D). Design Helicopter A single or composite helicopter that reflects the maximum weight, maximum contact load/minimum contact area, overall length (D), rotor diameter (RD), tail rotor arc radius, undercarriage dimensions, and pilot's eye height of all helicopters expected to operate at the heliport. Design Loads Design and construct the TLOF and any load-bearing surfaces to support the loads imposed by the design helicopter and any ground support vehicles and equipment. Dynamic Load For design purposes, assume the dynamic load at 150 percent of the maximum takeoff weight of the design helicopter applied through the main undercarriage on a wheel -equipped helicopter or aft contact areas of skid -equipped helicopter. Elevated Heliport A heliport located on a rooftop or other elevated structure where the TLOF is at least 30 inches (76 cm) above the surrounding surface (a ground level heliport with the TLOF on a mound is not an elevated heliport). Emergency A clear area at ground level or on the roof of a building Helicopter Landing capable of accommodating helicopters engaged in firefighting Facility (EHLF) and/or emergency evacuation operations. An EHLF meets the definition of a heliport in this AC and under Title 14 CFR Part 157. HeliExperts International LLC ©2014 All Rights Reserved Page 26 VVMC Heliport Feasibility & Design Study Report <'� � ErL-1EXPERTS INTERNATIONAL LLC, - Veteran i7wnea Formerly Raymond A. Syms & Associates and Operated GLOSSARY OF TERMS Final Approach and A defined area over which the pilot completes the final phase Takeoff Area (FATO) of the approach to a hover or a landing and from which the pilot initiates takeoff. The FATO elevation is the lowest elevation of the edge of the TLOF. FATO Safety Area A defined area on a heliport surrounding the FATO intended to reduce the risk of damage to helicopters accidentally diverging from the FATO. Hazard to Air Any object having a substantial adverse effect upon the safe Navigation and efficient use of the navigable airspace by aircraft, upon the operation of air navigation facilities, or upon existing or planned airport/heliport capacity as determined by the FAA. Heliport The area of land, water, or a structure used or intended to be used for the landing and takeoff of helicopters, together with appurtenant buildings and facilities. Hospital Heliports A heliport limited to serving helicopters engaged in air ambulance, or other hospital related functions. A designated helicopter landing area located at a hospital or medical facility is a heliport and not a medical emergency site. Medical Emergency An unprepared site at or near the scene of an accident or Site similar medical emergency on which a helicopter may land to pick up a patient in order to provide emergency medical transport. A medical emergency site is not a heliport as defined by the FAA AC. Medical Emergency sites constitute a higher risk exposure than a standard heliport. Prevailing Winds Well-designed approach/departure paths permit pilots to avoid downwind conditions and minimize crosswind operations. Align the preferred flight approach/departure path, to the extent feasible, with the predominant wind direction. Obstructions In determining approach/departure paths, take into account the obstructions in the vicinity of the heliport and, in particular, those likely to be a hazard to air navigation. (RD) Rotor Diameter The length of the main rotor, from tip to tip. HeliExperts International LLC ©2014 All Rights Reserved Page 27 WMC Heliport Feasibility & Design Study Report <,� � ErL-1EXPERTS INTERNATIONAL LLC, - Veteran i7wnea Formerly Raymond A. Syms & Associates and Operated GLOSSARY OF TERMS Static Load For design purposes, the design static load is equal to the helicopter's maximum takeoff weight applied through the total contact area of the wheels or skids. Touchdown and A load-bearing, generally paved area, normally centered in the Liftoff Area (TLOF). FATO, on which the helicopter lands and/or takes off. Transitional Surfaces Transitional Surfaces start from the edges of the FATO parallel to the flight path center line, and from the outer edges of the 8:1 approach/departure surface, and extend outwards at a slope of 2:1 (2 units horizontal in 1 unit vertical) for a distance of 250 feet (76 m) from the centerline. The transitional surface does not apply to the FATO edge opposite the approach/departure surface. HeliExperts International LLC ©2014 All Rights Reserved Page 28 WMC Heliport Feasibility & Design Study Report Ark 14 CFR Part 77 (-,406,10EILIEEXPERTS 14 CFR Part 91 INTERNATIONAL LLC. — - Operating Requirements: Commuter and on demand operations and rules governing persons on board such aircraft. . Formerly Raymand A. Syms 6 Associates Veteran awnea and Operated REFERENCES 14 CFR Part 77 Safe, Efficient Use and Preservation of the Navigable Airspace. 14 CFR Part 91 General Operating and Flight Rules. 14 CFR Part 135 Operating Requirements: Commuter and on demand operations and rules governing persons on board such aircraft. 14 CFR Part 157 Notice of Construction, Alteration, Activation, and Deactivation of Airports. AIM Aeronautical Information Manual FAA AC 70/7460-1 Obstruction Marking and Lighting FAA AC 150/5220-16 Automated Weather Observing Systems (AWOS) for Non -Federal Applications. FAA AC 150/5190-4 A model Zoning Ordinance to Limit Height of Objects Around Airports FAA AC 150/5390-2C FAA Advisory Circulars on Heliports Design FAA AC 150/5345-12 Specifications for Airport and Heliport Beacons FAA AC 150/5345-27 Specifications for Wind Cone Assemblies FAA AC 150/5345-39 FAA Specification L-853, Runway and Taxiway Retroreflective Markers. FAA AC 150/5345-46 FAA Specification for Runway and Taxiway Light Fixtures. FAA RD 90/8 Analysis of Helicopter Mishaps at Heliports, Airports, and Unimproved Sites FAA RD 90/9 Analysis of Helicopter Accident Risk Exposure Near Heliports, Airports and Unimproved Sites FAA RD 91/1 Composite Profiles of Helicopter Mishaps at Heliports and Airports FAA RD 93/17 Safe Heliports Through Design and Planning FAA FSIMS 8900.1 Vol- 8/Chp-3/Sec-3 FAA Evaluation and Surveillance of Heliports NFPA 10 Standards for Portable Fire Extinguishers NFPA 99 Standards for Health Care Facilities NFPA 418 Standards for Heliports ISO 31000:2009 International Organization for Standards Risk Management Principles and Guidelines OSHA 1910 Subpart -N Materials Handling and Storage OSHA 1910.191 Compressed Gasses OSHA 1910 Subpart -Z Toxic and Hazardous Substances OSHA 1910.1030 Blood Borne Pathogens OSHA 1910.23 Guarding floor and wall openings and holes IS-BAO Standards International Standard for Business Aircraft Operations CAMTS Standards 9th Edition Commission on Accreditation of Medical Transport Systems NEMSPA Heliport Safety Guide National EMS Pilots Association Air Medical Journal Articles "Delay in ED Arrival Resulting from a Remote Helipad at a Trauma Center"/ By; Brooke Lerner, October -December 2000. "Hospital Helipads and the Emergency Medical Treatment and Active Labor Act" / By Steven S Andrews, MD, May -June 2005. "Should Air Medical Patients Be Transferred on Helipad or Trauma Bay?" David Lehrfeld, MD Robert Gemignani, BS, Adam Shiroff, MD, Sarah Kuhlmann, MD, Pamela Ohman-Strickland, PhD,2 and Mark A. Merlin, DO, EMT -P, FACEP3 / July -August 2013 HeliExperts International LLC ©2014 All Rights Reserved Page 29 WMC Heliport Feasibility & Design Study Report ErL-ILMERTS INTERNATIONAL LLC, yeieranOwnen ` Formerly Raymond A. Syms B Associates and Operated - Nothing Else Follows - HeliExperts International LLC ©2014 All Rights Reserved Page 30 WMC Heliport Feasibility & Design Study Report f__ -- TumKey (0' 1 `1,_ � co g, LLC MEMORANDUM 2533 West Pinyon Ave Grand Junction, CO 81505 970-985-4001 TO: Tom Kassmel, PE, Town of Vail Engineer FROM: Skip Hudson, PE DATE: January 12, 2015 RE: VVMC Frontage Road Access — Analysis of Interim Frontage Road Conditions Full Movement Accesses Version #2 Since the initial version of this memo, the Town of Vail (TOV) developed a concept drawing that shows the TOV access to the Frontage Road reconfigured such that it lines up with the Vail Valley Medical Center (VVMC) access on the south side of the Frontage Road. The realignment of the TOV access allows for full movement accesses because the inbound left - turns do not conflict with each other. Refer to the Attachments to see the TOV access realignment concept drawing. Traffic Volumes In addition to reconfiguring the TOV access, the TOV also conducted traffic counts on the Frontage Road and at the VVMC, TOV, and Evergreen Lodge accesses on December 26-27, 2014 (December 2014 Traffic Counts). The traffic counts were compared to the previous traffic counts and the following conclusions were drawn: • Frontage Road: The December 2014 Traffic Counts on the Frontage road were 32% to 42% lower than the year 2006 traffic volumes from the Vail Transportation Master Plan (TMP) forecasted to year 2014 (refer to Table 12 in the VVMC TIS, which is included in the Attachments). Therefore, the December 2014 Traffic Counts on the Frontage Road were used in the revised traffic analysis. • VVMC Traffic: The December 2014 Traffic Counts at the VVMC accesses were 2% to 14% lower than the traffic counts conducted on Tuesday, February 4, 2014 (February 2014 Traffic Counts). The lower counts in December 2014 reflect that the VVMC clinics are closed on holidays and weekends and that weekdays are higher for the VVMC. Therefore, the February 2014 Traffic Counts at the VVMC accesses were used in the revised traffic analysis. Traffic Analysis Table 1 shows the results of the revised traffic analysis for year 2018 (Opening Year) conditions. The Attachments contain the Synchro and SimTraffic Analysis output. Page 1 of 4 TABLE 1 — Traffic Analysis Results: Interim Conditions at VVMC & TOV Accesses (2018) Page 2 of 4 Traf Vol Scenario #1 Traf Vol Scenario #2 Movement (December 2014 Holiday Counts (February 2014 Winter Weekday Traffic forecasted to Year 2018) Counts forecasted to Year 2018) Delay (sec) — LOS — 95th Queue (ft) AM Peak Hour Left -turn 4 sec — A — 20 -ft 3 sec — A — 20 -ft into TOV Eastbound Thru Free-flow Free-flow Right -turn Free-flow Free-flow into VVMC) Left -turn 3 sec — A — 65 -ft 3 sec — A — 60 -ft into VVMC Westbound Thru Free-flow Free-flow Right -turn Free-flow Free-flow into TOV Left -turn 17 sec — C — 25 -ft 10 sec — B — 25 -ft out of VVMC Northbound Right -turn 3 sec — A — 50 -ft 3 sec — A — 50 -ft out of VVMC Shared Left - Southbound And Right -turn 15 sec — C — 20 -ft 14 sec — B — 20 -ft (out of TOV) PM Peak Hour Left -turn 5 sec — A — 20 -ft 3 sec — A — 20 -ft into TOV Eastbound Thru Free-flow Free-flow Right -turn Free-flow Free-flow into VVMC) Left -turn 8 sec — A — 70 -ft 4 sec — A — 60 -ft into VVMC Free-flow Free-flow Westbound Thru (Not blocked by the (Not blocked by the WB LT Queue) WB LT Queue Right -turn Free-flow Free-flow into TOV Left -turn 28 sec — C — 25 -ft 12 sec — B — 25 -ft out of VVMC Northbound Right -turn 4 sec — A — 75 -ft 3 sec — A — 70 -ft out of VVMC Shared Left - Southbound And Right -turn 27 sec — C — 30 -ft 14 sec — B — 30 -ft out of TOV Page 2 of 4 Conclusions The following conclusions were drawn from the traffic analysis results: • Based on a 2.34% annual growth rate (AGR) for the Frontage Road traffic, full movement accesses at the WMC and TOV accesses will provide acceptable traffic operations for holiday weekend and typical weekday peak hours during the peak winter season in year 2018. • Using the same 2.34 AGR for Frontage Road traffic, full movement accesses at the WMC and TOV accesses will provide acceptable traffic operations for holiday weekend and typical weekday peak hours during the peak winter season thru at least year 2025. It is anticipated that sometime between years 2025 and 2030 the full movement accesses will fail (i.e. one or more movements will be LOS F and/or the westbound left -turn queue will extend back into the thru lane). • The left -turn storage lengths shown on the concept drawing: o Eastbound left -turn into the TOV access — the length of this lane could be longer depending on what is needed for the westbound left -turn lane at the main Evergreen Lodge access, but the current length of 100 -ft shown on the concept drawing should be adequate. o Westbound left -turn into the VVMC access — 150 -ft will be adequate in year 2018, but will need to be longer to provide acceptable traffic operations thru year 2025. The taper shown on the concept drawing could be reduced from 125 -ft to 50 -ft, which would allow for a 225 -ft left -turn lane. Page 3 of 4 Attachments Sketch showing the Full Movement Accesses at TOV and VVMC Table 12 from the VVMC TIS • Synchro and SimTraffic Analysis Output Page 4 of 4 EXIST. HELIPAD v v G "1ERglg F R44") '0 °0 � � � F � � / � \ •°' � � \ Rasp Teo Date: 12-31-14 "PRELIMINARY SUBJECT TO REVISION" BEGIN PRO ILE RECONS UCTION, G Tp0) WB LANE TA. 1+00 \ C_1� Rp 0 50 100 n'ti so �� �_, ° i' �.. °• c v SCALE: 1 "=50' \FC REMOVE PORTION OF T PIPE TO DRAIN = G PARCEL , \ �F \ \ \ \ APPROXIMATE LIMITS OF °..s, o ° �. / \\ G \ \ PAVEMENT RECONSTRUCTION 05 0 \ TOE OF FILL (TYP.) / \ \ C, \ \ �7 `\ m\l \� ° ADJUST SAN. MANHOLE \ ,G G \ \ .T MUNICIPAL CENTER F \ •°s \ PARKING LOT N, \ ADVERSE CROSS SLOPE E _ Ilr o THROUGH INTERSECTION, — E V \ OTENTI RELOCA URBAN LOW -SPEED E CRITERIA (SAN MH, INLET • \ F \ G 4T ('ll (35 MPH) �e II � � � � � � • �� � � APPROX. EXTENTS � \ \�5 •6. \ \ \ \ OFF R o. E / OF REGRADING Ly_ \\� \ �• ` / Q FULL 41 CONC. WB LANE PROFILE \ \ \ E Ea-- ; CROSS PAN LOCATION V EXIST. c), DRIVEWAY I E�� EXIST. R/W LINE ��. SLOPE END PROFILE RECONSTRUCTION • f 14.8% WB LANE STA. 4+50PARCEL 2 i.A 83 ACRES ICA_CI �B�s� �� • ` .r MUNICIPAL CENTER >• .q Wei -... � ?. � `• � . T ` ATCH MEDIAN FOR LEFT TURN LANE _-E — — _ _ _ TOE OF FILL (TYP.)- -� FULL G — WIDE ACCESS REQUIRE 0 i — T - _ _ _ \ y \ NTERSTgTE HICHWqNTA E ,R.o \ I I FACILITATE PARKING GARAGE Al O RC _ CD Lu _T' SOUTH F\ j VVMC PARKING GARAGE LNE Oc RO _GERD PIROFI LO E_ -------- I° _F_ —T T _ ---- T - T .. VVMC I — ry�_ VNB BUILDING EP BMBMB ONK{ =E I 0.5572 ACRES (CALL) L I I • 0.5572 ACRES (PLAT) r� _ SCORPIO CONDOMINIUMS Disclaimer: Impacts shown are conceptual in nature LOT E I i and based on available contour surveys. Impacts are VAIL VILLAGE, SECOND FILING 2.188 ACRES (CALL) O ;� subject to revision with additional survey information. 2.188 ACRES (PLAT) --- °• ° VVMC Master Plan TIS 4 Existing and Future Traffic Volumes The following sections describe the existing, future background, and total traffic volumes. The Appendix contains tables that show the traffic volumes at the Study Area intersections. 4.1 Background Traffic Volumes 4.1.1 Frontage Road Traffic Volumes 4.1.1.1 Existing Year 2014 The existing year 2014 Frontage Road traffic volumes are based on the traffic counts conducted in February 2014. The Frontage Road traffic volumes from the February 2014 traffic count were compared to the traffic volumes from 1) the 2009 Vail Transportation Master Plan Update (Vail TMP), 2) the Vail MOB TIS prepared in November 2012 by Turn Key Consulting, and 3) the MOB and Municipal Center Roundabout Analysis memo prepared in October 2012 by FHU. Table 12 shows the traffic volume comparison. Table 12 - Compare Frontage Road Traffic Volumes Peak Hour Direction Year 2006 (Vail TMP) Year 2014 (Calculated) Note 1 Year 2014 (traffic count in Feb 2014 Year 2025 (Vail TMP) Year 2032 (TOV Info) AM EB 395 475 193 Not included in Vail TMP 605 WB 585 704 265 880 Total 980 1,178 458 1,485 EB 815 980 359 1,202 1,160 PM WB 600 722 274 992 985 Total 1,415 1,701 633 2,194 2,145 Notes: 1. The year 2014 Frontage Road traffic volumes were calculated using a straight-line growth between the years 2006 and 2025 traffic volumes in the Vail TMP. The annual growth rate (AGR) between years 2006 and 2025 traffic volumes in the Vail TMP was 2.34% per year. Table 12 shows that the year 2014 traffic counts are 62% lower than the year 2014 traffic volumes calculated using the years 2006 and 2035 traffic volumes from the Vail TMP. In addition, the 2014 traffic counts are 54% lower than the year 2006 traffic volumes from the Vail TMP. Because of the significant difference between traffic volume sources, the Frontage Road traffic volumes based on the Vail TMP were used so that this TIS is consistent with the Vail TMP. The traffic volumes in the Vail TMP are based on traffic data "collected over a variety of times including the Christmas holiday, Martin Luther King weekend, Presidents Day weekend, and Spring Break times in 2005 and 2006." (Page 4 of the Vail TMP). Figure 11 shows the adjusted year 2014 traffic volumes. CTurnKe Page 26 onsulting, LLC VVMC Master Plan TIS Lanes, Volumes, Timings Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1: VVMC Access & 170 South FR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� t r r Volume (vph) 2 298 21 191 447 39 9 0 53 5 0 3 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 14 12 12 12 12 12 12 12 12 Storage Length (ft) 100 0 150 0 0 0 0 0 Storage Lanes 1 0 1 1 1 1 0 0 Taper Length (ft) 50 100 25 25 Satd. Flow (prot) 1770 1843 0 1925 1863 1583 1805 0 1615 0 1715 0 Flt Permitted 0.950 0.950 0.950 0.970 Satd. Flow (perm) 1770 1843 0 1925 1863 1583 1805 0 1615 0 1715 0 Link Speed (mph) 25 25 15 30 Link Distance (ft) 500 500 500 500 Travel Time (s) 13.6 13.6 22.7 11.4 Peak Hour Factor 0.92 0.92 0.75 0.75 0.92 0.92 0.75 0.92 0.75 0.92 0.92 0.92 Heavy Vehicles (%) 2% 2% 0% 0% 2% 2% 0% 2% 0% 2% 2% 2% Shared Lane Traffic (%) Lane Group Flow (vph) 2 352 0 255 486 42 12 0 71 0 8 0 Sign Control Free Free Stop Stop Intersection Summa Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 42.4% ICU Level of Service A Analysis Period (min)15 AM Pk Hr - #2 Synchro 8 Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS SimTraffic Performance Report Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1/9/2015 1: VVMC Access & 170 South FR Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBR SBL SBR All Denied Del/Veh (s) 3.1 0.3 0.3 3.1 0.6 0.2 0.1 0.1 0.1 0.1 0.9 Total DelNeh (s) 3.8 0.4 0.3 3.4 0.8 0.2 16.6 2.5 15.2 4.1 1.4 Total Network Performance Denied DelNeh (s) 0.9 Total DelNeh (s) 1.8 AM Pk Hr - #2 SimTraffic Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS Queuing and Blocking Report Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1/9/2015 Intersection: 1: VVMC Access & 170 South FR Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summ Network wide Queuing Penalty: 0 EB EB WB NB NB SB L TR L L R LTR 18 8 74 33 49 24 1 0 34 6 25 4 10 5 63 25 48 19 466 452 452 452 100 150 AM Pk Hr - #2 SimTraffic Report Mark Bunnell, PE, PTOE Page 2 VVMC Master Plan TIS Lanes, Volumes, Timings Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1: VVMC Access & 170 South FR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� t r r Volume (vph) 2 721 39 116 544 5 8 0 148 13 0 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 14 12 12 12 12 12 12 12 12 Storage Length (ft) 100 0 150 0 0 0 0 0 Storage Lanes 1 0 1 1 1 1 0 0 Taper Length (ft) 50 100 25 25 Satd. Flow (prot) 1770 1848 0 1925 1863 1583 1805 0 1615 0 1731 0 Flt Permitted 0.950 0.950 0.950 0.964 Satd. Flow (perm) 1770 1848 0 1925 1863 1583 1805 0 1615 0 1731 0 Link Speed (mph) 25 25 15 30 Link Distance (ft) 500 500 500 500 Travel Time (s) 13.6 13.6 22.7 11.4 Peak Hour Factor 0.92 0.92 0.75 0.75 0.92 0.92 0.75 0.92 0.75 0.92 0.92 0.92 Heavy Vehicles (%) 2% 2% 0% 0% 2% 2% 0% 2% 0% 2% 2% 2% Shared Lane Traffic (%) Lane Group Flow (vph) 2 836 0 155 591 5 11 0 197 0 19 0 Sign Control Free Free Stop Stop Intersection Summa Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 64.4% ICU Level of Service C Analysis Period (min)15 PM Pk Hr - #2 Synchro 8 Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS SimTraffic Performance Report Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1/9/2015 1: VVMC Access & 170 South FR Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBR SBL SBR All Denied Del/Veh (s) 2.9 0.7 0.6 3.1 0.5 0.3 0.1 0.2 0.1 0.1 0.8 Total DelNeh (s) 4.6 1.1 0.7 8.1 0.8 0.2 28.3 4.4 26.8 5.1 2.1 Total Network Performance Denied DelNeh (s) 0.8 Total DelNeh (s) 2.7 PM Pk Hr - #2 SimTraffic Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS Queuing and Blocking Report Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1/9/2015 Intersection: 1: VVMC Access & 170 South FR Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summ Network wide Queuing Penalty: 0 EB EB WB NB NB SB L TR L L R LTR 22 31 86 29 87 36 1 2 37 6 45 10 11 14 68 24 74 29 466 452 452 452 100 150 PM Pk Hr - #2 SimTraffic Report Mark Bunnell, PE, PTOE Page 2 VVMC Master Plan TIS Lanes, Volumes, Timings Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1: VVMC Access & 170 South FR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� t r r Volume (vph) 2 212 21 191 291 39 9 0 53 5 0 3 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 14 12 12 12 12 12 12 12 12 Storage Length (ft) 100 0 150 0 0 0 0 0 Storage Lanes 1 0 1 1 1 1 0 0 Taper Length (ft) 50 100 25 25 Satd. Flow (prot) 1770 1837 0 1925 1863 1583 1805 0 1615 0 1715 0 Flt Permitted 0.950 0.950 0.950 0.970 Satd. Flow (perm) 1770 1837 0 1925 1863 1583 1805 0 1615 0 1715 0 Link Speed (mph) 25 25 15 30 Link Distance (ft) 500 500 500 500 Travel Time (s) 13.6 13.6 22.7 11.4 Peak Hour Factor 0.92 0.92 0.75 0.75 0.92 0.92 0.75 0.92 0.75 0.92 0.92 0.92 Heavy Vehicles (%) 2% 2% 0% 0% 2% 2% 0% 2% 0% 2% 2% 2% Shared Lane Traffic (%) Lane Group Flow (vph) 2 258 0 255 316 42 12 0 71 0 8 0 Sign Control Free Free Stop Stop Intersection Summa Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 37.9% ICU Level of Service A Analysis Period (min)15 AM Pk Hr - #3 Synchro 8 Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS SimTraffic Performance Report Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1/9/2015 1: VVMC Access & 170 South FR Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBR SBL SBR All Denied Del/Veh (s) 3.8 0.2 0.3 3.3 0.6 0.2 0.1 0.1 0.1 0.1 1.1 Total DelNeh (s) 3.3 0.4 0.3 2.9 0.5 0.1 10.4 2.5 14.3 2.9 1.3 Total Network Performance Denied DelNeh (s) 1.1 Total DelNeh (s) 1.6 AM Pk Hr - #3 SimTraffic Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS Queuing and Blocking Report Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1/9/2015 Intersection: 1: VVMC Access & 170 South FR Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summ Network wide Queuing Penalty: 0 EB EB WB NB NB SB L TR L L R LTR 22 6 64 29 51 21 1 0 30 6 25 5 10 4 60 23 48 19 466 452 452 452 100 150 AM Pk Hr - #3 SimTraffic Report Mark Bunnell, PE, PTOE Page 2 VVMC Master Plan TIS Lanes, Volumes, Timings Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1: VVMC Access & 170 South FR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� t r r Volume (vph) 2 394 39 116 301 5 8 0 148 13 0 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 14 12 12 12 12 12 12 12 12 Storage Length (ft) 100 0 150 0 0 0 0 0 Storage Lanes 1 0 1 1 1 1 0 0 Taper Length (ft) 50 100 25 25 Satd. Flow (prot) 1770 1837 0 1925 1863 1583 1805 0 1615 0 1731 0 Flt Permitted 0.950 0.950 0.950 0.964 Satd. Flow (perm) 1770 1837 0 1925 1863 1583 1805 0 1615 0 1731 0 Link Speed (mph) 25 25 15 30 Link Distance (ft) 500 500 500 500 Travel Time (s) 13.6 13.6 22.7 11.4 Peak Hour Factor 0.92 0.92 0.75 0.75 0.92 0.92 0.75 0.92 0.75 0.92 0.92 0.92 Heavy Vehicles (%) 2% 2% 0% 0% 2% 2% 0% 2% 0% 2% 2% 2% Shared Lane Traffic (%) Lane Group Flow (vph) 2 480 0 155 327 5 11 0 197 0 19 0 Sign Control Free Free Stop Stop Intersection Summa Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 47.2% ICU Level of Service A Analysis Period (min)15 PM Pk Hr - #3 Synchro 8 Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS SimTraffic Performance Report Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1/9/2015 1: VVMC Access & 170 South FR Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBR SBL SBR All Denied Del/Veh (s) 3.2 0.4 0.3 3.5 0.4 0.2 0.1 0.2 0.1 0.1 0.7 Total DelNeh (s) 3.1 0.6 0.4 4.0 0.4 0.1 12.0 3.3 14.2 3.2 1.6 Total Network Performance Denied DelNeh (s) 0.7 Total DelNeh (s) 1.9 PM Pk Hr - #3 SimTraffic Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS Queuing and Blocking Report Year 2018 - East End (Const Completed) - Full Mvmt Accesses 1/9/2015 Intersection: 1: VVMC Access & 170 South FR Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 0 EB EB WB NB NB SB L TR L L R LTR 22 9 64 25 83 30 1 1 29 6 43 10 10 7 58 23 70 28 466 452 452 452 100 150 PM Pk Hr - #3 SimTraffic Report Mark Bunnell, PE, PTOE Page 2 VVMC Master Plan TIS Lanes, Volumes, Timings Year 2025 - Full Mvmt Accesses 1: VVMC Access & 170 South FR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� t r r Volume (vph) 2 351 21 191 526 39 9 0 53 5 0 3 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 14 12 12 12 12 12 12 12 12 Storage Length (ft) 100 0 225 0 0 0 0 0 Storage Lanes 1 0 1 1 1 1 0 0 Taper Length (ft) 50 50 25 25 Satd. Flow (prot) 1770 1847 0 1925 1863 1583 1805 0 1615 0 1715 0 Flt Permitted 0.950 0.950 0.950 0.970 Satd. Flow (perm) 1770 1847 0 1925 1863 1583 1805 0 1615 0 1715 0 Link Speed (mph) 25 25 15 30 Link Distance (ft) 500 500 500 500 Travel Time (s) 13.6 13.6 22.7 11.4 Peak Hour Factor 0.92 0.92 0.75 0.75 0.92 0.92 0.75 0.92 0.75 0.92 0.92 0.92 Heavy Vehicles (%) 2% 2% 0% 0% 2% 2% 0% 2% 0% 2% 2% 2% Shared Lane Traffic (%) Lane Group Flow (vph) 2 410 0 255 572 42 12 0 71 0 8 0 Sign Control Free Free Stop Stop Intersection Summa Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 45.9% ICU Level of Service A Analysis Period (min)15 AM Pk Hr - #2 Synchro 8 Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS Year 2025 - Full Mvmt Accesses SimTraffic Performance Report 1/12/2015 1: VVMC Access & 170 South FR Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBR SBL SBR All Denied Del/Veh (s) 3.5 0.3 0.3 3.0 0.6 0.3 0.1 0.1 0.1 0.1 0.9 Total DelNeh (s) 3.9 0.5 0.4 4.0 0.9 0.2 20.7 2.6 19.0 5.4 1.5 Total Network Performance Denied DelNeh (s) 0.9 Total DelNeh (s) 2.0 AM Pk Hr - #2 SimTraffic Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS Queuing and Blocking Report Year 2025 - Full Mvmt Accesses 1/12/2015 Intersection: 1: VVMC Access & 170 South FR Movement EB EB WB WB NB NB SB Directions Served L TR L T L R LTR Maximum Queue (ft) 24 7 88 48 36 51 24 Average Queue (ft) 1 0 36 2 6 26 5 95th Queue (ft) 10 5 68 47 26 48 19 Link Distance (ft) 466 465 452 452 452 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 100 150 Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 0 AM Pk Hr - #2 SimTraffic Report Mark Bunnell, PE, PTOE Page 2 VVMC Master Plan TIS Lanes, Volumes, Timings Year 2025 - Full Mvmt Accesses 1: VVMC Access & 170 South FR Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� t r r Volume (vph) 2 847 39 116 639 5 8 0 148 13 0 5 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 12 12 12 14 12 12 12 12 12 12 12 12 Storage Length (ft) 100 0 225 0 0 0 0 0 Storage Lanes 1 0 1 1 1 1 0 0 Taper Length (ft) 50 50 25 25 Satd. Flow (prot) 1770 1850 0 1925 1863 1583 1805 0 1615 0 1731 0 Flt Permitted 0.950 0.950 0.950 0.964 Satd. Flow (perm) 1770 1850 0 1925 1863 1583 1805 0 1615 0 1731 0 Link Speed (mph) 25 25 15 30 Link Distance (ft) 500 500 500 500 Travel Time (s) 13.6 13.6 22.7 11.4 Peak Hour Factor 0.92 0.92 0.75 0.75 0.92 0.92 0.75 0.92 0.75 0.92 0.92 0.92 Heavy Vehicles (%) 2% 2% 0% 0% 2% 2% 0% 2% 0% 2% 2% 2% Shared Lane Traffic (%) Lane Group Flow (vph) 2 973 0 155 695 5 11 0 197 0 19 0 Sign Control Free Free Stop Stop Intersection Summa Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min)15 PM Pk Hr - #2 Synchro 8 Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS Year 2025 - Full Mvmt Accesses SimTraffic Performance Report 1/12/2015 1: VVMC Access & 170 South FR Performance by movement Movement EBL EBT EBR WBL WBT WBR NBL NBR SBL SBR All Denied Del/Veh (s) 3.2 0.9 0.9 3.0 0.6 0.3 0.1 0.2 0.1 0.1 0.8 Total DelNeh (s) 5.5 1.2 0.9 11.4 1.0 0.2 47.7 5.0 40.2 11.0 2.6 Total Network Performance Denied DelNeh (s) 0.8 Total DelNeh (s) 3.2 PM Pk Hr - #2 SimTraffic Report Mark Bunnell, PE, PTOE Page 1 VVMC Master Plan TIS Queuing and Blocking Report Year 2025 - Full Mvmt Accesses 1/12/2015 Intersection: 1: VVMC Access & 170 South FR Movement EB EB WB NB NB SB Directions Served L TR L L R LTR Maximum Queue (ft) 22 28 103 38 83 43 Average Queue (ft) 1 2 43 7 46 11 95th Queue (ft) 12 15 81 27 74 32 Link Distance (ft) 466 452 452 452 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 100 225 Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 0 PM Pk Hr - #2 SimTraffic Report Mark Bunnell, PE, PTOE Page 2