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Home My WebLink About1987-03-17 Support Documentation Town Council Work Session 'JAIL TOWN COUNCIL WORK SESSION TUESDAY, MARCH 17, 1987 2:00 p.m. AGENDA 1. Homestake II Presentation 2. Eagle County Economic Development Corporation Presentation 3. Discussion on I-70 Interchange Modifications 4. Update on Swimming Pool Task Force Study 5. Discussion of Ordinance No. 8, Series of 1987, an ordinance amending Chapter 3.48 Land Transfer Tax of the Municipal Code of the Town of Vail to provide that the money in the Land Transfer tax Fund may be used for improving as well as acquiring real property for parks, recreation, open space and/or similar purposes; and setting forth details in regard thereto. 6. Information Update 7. Other VAIL TOWN COUNCIL WORK SESSION TUESDAY, MARCH 17, 1987 2:00 p.m. EXPANDED AGENDA 2:00 1. Homestake II Presentation Susan Vaughn Action Requested of Council: Receive Susan Vaughn's presentation and make appropriate comments, if requested. Backqround Rationale: Memo enclosed from Peter Patten. Major impacts could occur for Vail's summer tourism businesses, especially during construction. 2:30 2. Eagle County Economic Development Corporation Presentation K.T. Gazunis Action Requested of Council: Receive presentation and ask any questions you may have. Backqround Rationale: K.T. Gazunis is the new Director of the ECEDC, and she has asked to meet with the Council and explain what is planned for the Corporation. 3:00 3. Discussion on I-70 Interchange Modifications Stan Berryman Action Requested of Council: Dave Hatten of Centennial Engineering will make a presentation at the Work Session. The topic will be placed on the Evening Meeting agenda in order for the Council to receive public input on the project. Backqround Rationale: Town staff has been working with the Colorado Dept. of Highways to accelerate construction of the I-70 Interchange improvements. The Town has retained Centennial Engineering to perform preliminary engineering and develop a detailed project description (see information in packet). This project description will be presented to the Colorado Highway Commission for approval on March 19, 1987 and then forwarded to the Federal Highway Administration for approval. If all approvals are secured and an environmental assessment is not required for the project, construction could begin as early as 10/1/87. 3:15 4. Update on Swimming Pool Task Force Study Tim Garton Action Requested of Council: Receive presentation and ask any questions you may have. Backqround Rationale: Tim Garton, chair of the Swimming Pool Task Force would like to make a brief presentation on the recent work completed by the Swimming Pool Task Force and also make a few general recommendations on the change of wording to the Real Estate Transfer Tax. 3:30 5. Discussion of Ordinance No. 8, Series of 1987, amending the Larry Eskwith Real Estate Transfer Tax Funds uses Charlie Wick Action Requested of Council: Receive input from the public about proposed changes to the RETT ordinance. Discuss changes as proposed by the Vail Board of Realtors. Backqround Rationale: This discussion will be to amend the RETT ordinance so improvements to park, open space and recreational land can be paid for out of the RETT fund. The Board of Realtors asked to meet jointly with the Council at this point to discuss the modifications. Staff Recommendation: Finalize amending Ordinance No. 8, Series of 1987, for second and final reading at the Evening Meeting. 3:45 6. Information Update Ron Phillips 3:50 7. Other -2- TO: Town Council FROM: Peter Patten, Director Community Development DATE: March 12, 1987 SUBJECT: Homestake II Proposal Now that the Homestake II water diversion application has returned to the public eye, it is important that we both refresh our memory and understanding of the project and make appropriate comments at the upcoming public hearings April 20 through the 24 at the Raintree Inn. In an attempt to begin scoping the issues and understanding the impacts of the project on Vail, I met with Dave Mott and Bob Weaver, who is natural resource consultant hired by the Upper Eagle Valley Water and Sanitation District, on March 11. Our understanding is that the most direct impacts of the project such as decreasing stream flows would be concentrated on areas downstream from Vail. Some of the negative impacts that will most likely occur in downstream areas will be an increase in water treatment costs, a lowering of the stream flows in high season which reducess the ability of the stream bed to "scour" itself, and a corresponding reduction in the amount of time that rafting and other water sports may occur during peak flows. Also, there will be an effect upon existing wetlands that has been evaluated by the Forest Service and determined to not be a significant impact. It is important to understand that this project does not involve the creation of a new reservoir facility. The water will be diverted with diversion structures and tunneled underground into the existing Homestake I reservoir. Upon completion of the project there will be minimal visual impacts according to my understanding of the project. The diversion structures placed on the streams themselves will be fairly unobtrusive and the tunnels will be 8 to 10 feet wide. However, I do feel that there will be impacts upon Vail's summer tourism business during the construction period. According to the proposal, the construction period will be approximately ten years. My discussion with Dave Mott and Bob Weaver indicated that the construction period could easily be considerably longer. My initial feeling from this brief discussion about the project and its potential impacts is that the major area of concern is our summer tourism business which we are now in an agressive process to boost. It would be ironic that at the same time we would vastly increase our marketing of Vail in the non-ski season, a major construction project in the most popular wilderness area surrounding Vail would take place. I believe that the construction itself may deter summer guests (especially the weekend front range visitor) from spending their usual amount of time in the Vail area. Even the perception of construction in the mountains surrounding Vail would potentially sway a summer visitor toward other more unspoiled areas in the Colorado Rockies. More directly, the businesses in Vail which thrive upon the summer guest activities in the mountains such as hiking, fishing, rafting, jeeping, camping, etc. have potentiallly major impacts. Considering the extended construction, the loss of business could be substantial. Finally, if any of you would be interested in being a witness at the upcoming hearings, Dave Mott would be happy to work with you on the testimony. I have directed him and Bob Weaver to a number of local businessmen involved in summer activities related to the mountains. I hope this has served to bring you a little bit more up to speed regarding the Homestake II project in preparation for Susan Vaughn's appearance before you this coming Tuesday. INTERCHANGE IMPROVEMENT I-70/MAIN INTERCHANGE VAIL, COLORADO OVERVIEW Traffic circulation and transportation patterns within the Town of Vail, Colorado, are unique for several reasons. The Town of Vail is located in a narrow mountain valley. Level, reasonably sloped, and/or private land is very limited which has limited both the size of the community and the availability of land for transportation facilities. All access to Vail and most cirulation within Vail is provided by I-70 and its frontage roads. The town has taken several measures to reduce the need for vehicluar travel and, thus, traffic volumes. Two large public parking garages (over 2,000 spaces total) have been strategically located to intercept visitors. From the garages, most destinationss in the town core can be reached by walking or utilizing the free bus system. A large portion of the commercial-business core is an auto-free zone. Thus, the -public transportation system and pedestrian access system is widely accepted and utilized. Vail's primary transportation problem occurs at the interface between I-70 and the roadways providing access to the public parking garages and Vail commercial center. The Main Vail interchange is a closely spaced diamond interchange with the intersection of Vail Road (the cross-street for the interchange) and South Frontage Road also spaced very close. Peak-hour congestion at this complex has been a concern of the community for over five years. The proposed improvement will greatly facilitate access from I-70 to the frontage road system serving the intercept public paking garages by eliminating the congestion caused by competing turning and weaving movements at the vail Road/South Frontage Road intersection. These Traffic System Management (TSM) improvements will greatly improve local traffic operations. Proposed improvements will be limited to modifications to the Interstate ramps and channelization and signalization in the Main Interchange complex. Analysis has shown that these improvements will enhance traffic operations and level of service on the affected segments of the transportation system. Vail has no alternative routes nor a connecting system of local arterials which would be adversely affected by the proposed improvements. No additional traffic will result on I-70 since the improvements will not make I-70 any more attractive for local traffic than it already is. The Town of Vail, citizens, and local businesses have been working cooperatively on this project. The design of the improvements and the required right-of-way will be provided to CDOH by the Town. The project has been widely publicized and is overwhelmingly supported by local business interests (with one exception). Due to Vail's unique geographic setting and transportation system, these improvements will have no significant negative impacts to the Town of Vail or its businesses. Thus, the proposed project satisfies the environmental criteria for a Category Excluded Minor Highway Improvement. BACKGROUND Vail, Colorado is a resort community located approximately 90 miles west of Denver. It is situated in the narrow Gore Creek valley with I-70 providing all access. Three interchanges provide access to the town; East Vail, Main and West Vail. (See Figure 1) Circulation through the town is provided by I-70 and the frontage roads parallel to I-70; a single frontage road between the Main and East Vail interchanges and north and south frontage road between the Main and West Vail interchanges. There are no other arterials within the Town to provide local circulation. The Town originally started around the Main interchange and most of the higher density developments (condominiums, hotels, shops, and ski lifts) are currently concentrated there. The Town of Vail has developed extensive alternatives to automobile transportation in order to overcome the limited roadway system and land available. The commercial core is an auto-free zone. The density of the town core also encourages walking. The Town of Vail also provides extensive, free bus service. In 1986, the 26 bus system carried just less than 3 million riders, with as many as 17,000 riders a day during peak periods. Ridership has been increasing six to eight percent each year. Finally, in order to accommodate bus riding and walking, the town has e ' 1-70 CORRIDOR THROUGH VAIL WHITE RIVER NATIONAL FOREST MAIN VAIL INTERCHANGE EAST VAIL INTERCHANGE WEST VAIL INTERCHANGE VAIL TOWN LIMITS (VAIL VILLAGE 70 TO DENVER SKI AREA , • / SCALE IN MILES KEY: 1-70 MAINLINE 70 L J 0 2 FRONTAGE ROAD TO GRAND JUNCTION o p BOULDER, 25 SCALE IN MILES o a 76 0 30 60 EISENHOWER TUNNEL GE N EAGLE VAIL n Ill 70 GLENWOOD SPRING pILLON DENVER 70 VAIL PASS O O OtV IDEOpgq 25 rut OoDOpOO O o VAIL AREA MAP FIGURE 1 0 v AREA AND VICINITY MAPS SCALE AS SHOWN CENTENNIAL ENGINEERING INC constructed two large, multi-story parking structures with a total capacity of 2,050 spaces. The 850-space Transportation Center garage 'is located off the south frontage road, approximately one-fourth mile east of the Main interchange. The 1200-space Lionshead garage is located about one-half mile west of the Main interchange, again off the south frontage road. In spite of the measures taken to reduce automobile traffic, Vail experiences severe traffic congestion at certain times of the year. This congestion is most evident during the ski season, particularly on the weekends, and during special summer events. The worst congestion occurs at the Main interchange and at the nearby intersection of Vail Road and South Frontage Road (four-way stop). In 1983, the Town of Vail, in cooperation with the Colorado Department of Highways and Eagle County, initiated a comprehensive study of the causes of and possible remedies for the congestion problems. The Final Report: I-70/Vail Feasibility Study evaluated a series of short-term and long-term improvements. Based on this study, laneage improvements to the Main interchange were made on Vail Road in the summer of 1984. The progress and recommendations of this study was coordinated with the Town Council and publicized in the local papers. The Steering Committee for the study included the Town of Vail, Eagle County, and the Colorado Highway Department (CDOH). Since the study's completion, the Town has created a Transportation and Parking Task Force to deal with this and other issues. The Task Force consists of representatives from Town staff, the Town Council, the Planning Commission, Vail Associates, Vail Resort Association, CDOH, and citizens- at-large. The Town of Vail will be hosting the World Alpine Ski Championships in February 1989. The Town decided to proceed with the recommended improvements and initiated discussions with the Colorado Highway Commission in the fall of 1986. A copy of the Town Resolution No. 26 is attached. It was agreed that local interests would provide the necessary right-of-way and design services while the Colorado Department of Highways would provide construction funds and construct the improvements. The basic physical problem at the Main interchange is the close spacing between the south frontage road and the south ramp terminals. With approximately 150 feet between these two intersections, there is inadequate storage and weaving length for southbound traffic on Vail Road. Southbound traffic forms queues back from the four-way stop which block the eastbound 1-70 exit ramp. Southbound traffic changing lanes in this area does not have sufficient weaving distance to do so efficiently, resulting in partially-blocked lanes. The major problem at the four-way stop is the number of lanes entering the intersection. There are multiple lanes on each approach. As a result, the assignment of intersection right-of-way is erratic and inefficient; i.e., no regular traffic discharge pattern can develop. This produces long headways for vehicles entering the intersection and, thus, reduces the capacity. The traffic operations/Traffic System Management (TSM) improvements which Vail is pursuing to remedy the current situation consisted of two inter-related projects: 1) A new pair of on- and off- ramps for eastbound traffic are proposed for construction approximately one mile west of the Main interchange. (See Figure 2) This will create a T-intersection with the south frontage road opposite the Town's sewage treatment plant. The intersection will be signalized and auxiliary turn lanes on the south frontage road will be built to improve the intersection's operations and safety. The new ramps will provide more direct access to the Lionshead parking structure and employment areas west of the Main interchange. 2) The existing eastbound off ramp at the Main interchange will be closed (Figure 3). Traffic signals will be installed on Vail Road at its intersections with the westbound off ramp (north side of 1-70) and at the south frontage road. Closing the eastbound off-ramp will reduce traffic volumes using this complex and reduce congestion due to weaving maneuvers. The two signals will be traffic responsive and interconnected -to reduce congestion and queuing. The eastbound on-ramp will not be closed since it isn't the cause of any 1 - - .~1 t ' 9-~~ ~ ..,rte.: L•e-.,~, 1'.• °--q ~.~'~~r•7 % _ - • ~ • . ~ r,•'`. " °I rte. • .~2+e'~''T v of • ~.w_.~.~"._- ~ ~ ~ .'c~~~' :t. .....~••-3 I'' 1 t " err c r [ ~•;`~ti Via" F a: Q ra..~,,,:~•.3:.a....., . :t; -:>'•r",;;;•^":y7:~;+~_?;t,.ayi,egSd'af"« r MIViIA.. - s.s< ~ s Y7. - i y. - a-,<.._.._.~. ~'y. .;•°``3?RVwah~L .;"!~[;-•"n ~w•+y~i`~:.~" . _ - I r-•~~ I+FOe 4.00 RAMP A ' : ^4 Fem.-. Mt. y ->3~~ 1r~r_.-=-~~- ` - - - ..r- ' " ~ •ry ~ S. FRONT4GF '~~'F'6?~~ .y RD. x'14 :7 r"O F, V A. a l'`. ? Y: , r„`>:3t.g~? RiGHT-OF WAY `~,{C + ays ,1 '6+~: - r Jry` r FUTURE ShF40. GAP Wo - PARKI N6~` s ar ` ..,3 GARAGE d j i TAip N M,IAL - J i jRETAIMING WPLL I I I i I • L j 8150 r--- q°fn 8_50-, i RAMP A RAMP 8 8140 8140 PT/PC P, i 8130 j _ , pI - ~ ~ 8130 do ' 81.20 P oo~o.------- r solo - i--~.-.8120 silo 8! 10 _8100- 45+00 50 1 00 54+OC SCALE FIGURE 2 PLAN I" = 200 PROPOSED NEW RAMPS PROFILE I • = 200'H 20 ~ CENTENNIAL = 11+00 15+00 20+00 24+00 v iw ENGINEERING 1 INC I~ . r ti f - r 1. t~j i -o SCALE FIGURE 3 SIGNAL HEADS .f M LEGEND. F W IR+ 2 ('mnlG,l. I 50 TRAFFIC SIGNAL SYSTE R R 2 -y ' r ~Il POLE Y G CENTENNIAL MASTARM a 2 z S n ENGINEERING TRAFFIC SIGNAL POLE z 2 •G 2 .4 'INC H AD 2 4- G P TRAFFIC SIGIVAL E D E PFD SIGNAL ME" A B C LUM'N"E congestion. It is the main exit to the east for users of the Transportation Center parking garage. These vehicles make right turns, which do not burden the intersections to any great extent. Southbound left turns from Vail Road to this ramp are relatively minor and can be accommodated without signalization by utilizing gaps in traffic which will be created by the signalization of the Vail Road/South Frontage Road intersection. The need to implement these improvements has been widely discussed within the community since they were first recommended. The local community supports the proposed project and is making a significant contribution (land and services) toward its implementation. The only adverse impact which has been discussed is the loss of a "small-town" atmosphere resulting from the installation of traffic signals. It is felt that there will be no adverse impacts to businesses (although one service station owner has expressed concern about reduced traffic volumes in front of his business) or the community. Thus, this TSM project satifies the environ- mental criteria for a Category Excluded Minor Highway Improvement. INTERSTATE COST ESTIMATE MANUAL INFORMATION Proposed access changes to the interstate system properly undergo close scrutiny by the Colorado Department of Highways and the Federal Highway Administration (FHWA). This is to assure that the changes do not interfere with the free flow and safety of traffic on the interstate system. Information demonstrating the public benefits and need must be provided to the FHWA as set forth in the Interstate Cost Estimate Manual. This information includes the following: 1) A state of the type and condition of the crossroad including: a) The system or regional plan of which it is a part: The roadway system in Vail, and the plan for upgrading the current system have been described above. b) ADT, current and design year; through and turning Extensive traffic counts were taken in 1983 and 1984 as part of the I-70/Vail Feasibility Study. The daily volumes at the Main interchange are shown in Figure 4. Morning and evening peak hour turning movement volumes for typical winter weekend days are shown in Figures 5 and 6, respectively. In March of 1986, another series of traffic counts were taken at the Main interchange to monitor changes in traffic volumes. The morning and evening peak hour turning movements counts are shown in Figures 7 and 8, respectively. A comparison of the 1983 and w 1986 volumes is given in Table 1. In general, it shows there was a significant increase in traffic over the period. Some of the increase can probably be attributed to different peak characteristics. The 1986 count was taken the week before Easter and represents peak conditions (second only to Christmas/ New Years week). The 1983 is more reflective of an average weekend in March (which is the peak month for skiers). A com- parison of Average Daily Traffic (ADT) is shown in Table 2. The proposed ramp improvements are designed to resolve an existing traffic operations concern. As such, no traffic fore- casts have been made which correspond to a specific design year. Because traffic volumes in Vail are so directly tied to skiers' characteristics, it is very difficult to forecast traffic. Skier demand is dependent on snow condition, marketing success, skier mix (destination skiers vs. Front Range skiers), etc. As shown later, remaining capacity has been analyzed to show the advantages of the proposed improvements. Figures 9 and 10 show 1986 morning and evening peak hour volumes if the proposed improvements are constructed. c) Number of existing traffic lanes and type of highway. Both Vail Road and the South Frontage Road function as arterials. Figure 3 shows the proposed improvements at the Main interchange complex. With the exception of proposed changes to KEY: NORTH FRONTAGE ROAD WINTER AVERAGE WEEKDAY TRAFFIC (WINTER AVERAGE WEEKEND TRAFFIC) 2400 (3300) 2150 6 ON aAMp X98 OFF RA 2000 (2950) MP (2750) 6100 (8400) EB pFF RAMP EB ON 2950 RAMP 2500 (3100) (3000) 11100 o (13700) Q O J_ Q > SOUTH FRONTAGE ROAD 9000 5200 9500 (10200) 41 (6300) (11300) ~ryr MAIN VAIL INTERCHANGE FIGURE 4 CENTENNIAL - WINTER AVERAGE DAILY TRAFFIC 'ENGINEERING INC N. FRONTAGE RD. /7j 1-70 WB ON RAMP 1-70 WO OFF RAMP 4 173 0 l2 327 r1z 74 3l5 /86 483 1-70 EB OFF RAMP 1-70 EB ON RAMP 476 7 z54- s ° ~I253 182 95 735 277 27° 465 S. FRONTAGE RD. S. FRONTAGE RD. z7o Iz9 336 99 96 269 324 )1-114, ? s4• 59 60 40 624.3 /65 MAIN VAIL INTERCHANGE VAIL RD. EXISTING LANEAGE FIGURE 5 1983 - EXISTING A.M. WEEKEND TRAFFIC CENTENNIAL ENGINEERING INC N. FRONTAGE RD. 176 1-70 WB ON RAMP 1-70 WB OFF RAMP ~ r75 32 ~ . 0.44 /88 2,66 242 !56 S28 342 1-70 EB OFF RAMP 1-70 EB ON RAMP 6 310 32 173 ? i i /66 446 368 482 8!4 139 343 S. FRONTAGE RD. S. FRONTAGE RD. ! 116 227 31~ z91 1 1694 568 557 ? 133 \I?82 86 a5/ 52 18¢70 3'S 4 MAIN VAIL INTERCHANGE VAIL RD. EXISTING LANEAGE FIGURE 6 1983 - EXISTING P.M. WEEKEND TRAFFIC CENTENNIAL ENGINEERING INC N. FROh7AGE RD. 231 hT0 WE ON RAMP 1-70 WE OFF RAMP 'wl 8 223 2 0 VL~ 6 t 489 463 176 0 83 A 259 687 1-70 ES OFF RAMP 22 1-70 ES ON RAMP 1 352 313. ~3 334 149 181 258 142 A ~X. . 995 400 368 627 S. FRONTAGE RD. ) I I S. FRONTAGE RD. 368 140 487 184 R 127 1 2 9t 402 444 ?1 5 9 \I*48 8 a 1 1 0 46 89 6 h' 198 MAIN VAIL INTERCHANGE VAIL RD. EXISTING LANEAGE FIGURE 7 -1986 EXISTING A.M. WEEKEND TRAFFIC CENTENNIAL ENGINEERINu INC 12 N. FRONTAGE RD. 186 1--70 WB ON RAMP 1-70 Wd OFF RAMP Ar"i 3 183 50V~-- 2 t~ 273 399 0311221 710 405 1-70 EB OFF RAMP 1 9 ' 1-70 EB ON RAMP ~10 250.136 3 276 2118 y145 697 330 649 1027 216 433 S. FRONTAGE RD. S. FRONTAGE RD. 216 132 301 512 337 2054 791 718 11 9 1 74 \I),,102 a88 48 178 69 295 MAIN VAIL INTERCHANGE VAIL RD. EXISTING LANEAGE FIGURE 8 1.986 EXISTING P.M. WEEKEND TRAFFIC _ CENTENNIAL INEERING INC ENG 13 TABLE 1 COMPARISON OF TOTAL APPROACH PEAK HOUR COUNTS 1983 1986 A.M. P.M. A.M. P.M. 8:30-9:30 4:00-5:00 8:30-9:30 4:15-5:15 (VPH) (VPH) (VPH) (VPH) Traffic at Four-Way Northbound approach volume 165 315 198 295 Southbound approach volume 735 482 995 649 Eastbound approach volume 324 557 444 718 Westbound approach volume 269 568 402 791 Total approach volume 1,493 1,922 2,039 2,453 % Increase 36.6 27.6 Westbound I-70 Ramp Northbound approach volume 186 528 259 710 Southbound approach volume 177 176 231 186 Westbound approach volume 327 188 489 273 Total approach volume 690 892 979 1,169 % Increase 41.9 31.1 Eastbound I-70 Ramp Northbound approach volume 277 814 400 1,027 Southbound approach volume 483 342 687 405 Eastbound approach volume 254 173 334 276 Total approach volume 1,014 1,329 1,421 1,708 % Increase 40.1 28.5 TABLE 2 COMPARISON OF 24-HOUR WEEKEND MACHINE TRAFFIC COUNTS A.M. Peak P.M. Peak 1983 - 1986 % of 24- % of 24- 1983 1986 Growth hour Total hour Total Traffic at four-way stop eastbound approach volume 4,950 6,605 33.4% 7% 11% Traffic at four-way stop westbound approach volume 5,650 8,073 42.9% 5% 10% Eastbound I-70 on ramp from Vail Road 3,000 3,056 1.8% 5% 11% Westbound I-70 off ramp to Vail Road 2,750 4,273 55.4% 12% 7% t cD ~ c rn I m m 231 20R O z 8 e z 489 Z 8 223 G) 483 76 8 "11 D 259 n V C D r= = O Z D <m r ° < 1 687 L 885 22 258 121 373 885 379 21R 1848 Adak 1374 158 L 129,' 402 11 55 318 SOUTH FRONTAGE ROAD 246 94 325 89* 106 48 89 83 1 1 14 2mn n Zal 397 ~388 651 02 ~ 8 Z Zm 156 198 m rii z ZD - N -n (o 00 c 186 m 50 R m < o m 2 273 z 3 18 Z 221* G) 399 ~ 3?3 ~ D 1 Ti "730 'Tl < C7 D_ r -i m z °n z ° m 405 Du D 274 K 386 L 9 e1 ~ 293 386 971 L C4--- 612 R 205 a 791 43 250 SOUTH FRONTAGE ROAD 128 79 179 74 m 4 40 -4281 48 178 69 330 10,290 776 '354 2mo 1 T ~Zm -4141 )Z 285 Zj mm Z 11Z the eastbound off-ramp, the future laneage is the same as the existing laneage. The South Frontage Road in the vicinity of the proposed new ramps currently has one through lane in each direction. d) Probable number of traffic lanes for the design year. Figure 2 shows the proposed laneage at the intersection of the new ramps with the South Frontage Road. Essentially, a left turn lane would be added to the South Frontage Road for east- bound traffic and a right turn lane would be added for westbound traffic. Figure 3 shows the future configuration and laneage of the Main interchange which is changed little from the existing situation. e) Distance to and size of communities directly served. In 1980, the Town of Vail had a permanent population of 4,091. Because Vail is a resort community, the potential ski season population ranges from 17,400 to 35,400 (depending on occupancy assumptions). In addition, a number of employees commute to Vail from residences elsewhere in the area. f) Distance to the next interchange in each direction. The distance between the West Vail and Main interchanges is 2.66 miles. The distance from the Main interchange to the East Vail interchange is 3.86 miles. The proposed new ramps would be 1.06 miles west of the Main interchange. Thus, the distance between the West Vail interchange and the proposed ramps would be 1.60 miles. This is less than the 2.0 mile average suggested for urban areas, but greater than the 1.0 mile minimum requirement. There would be 1.06 miles between the two consecutive on-ramps (i.e., proposed new on-ramp and existing Main interchange on-ramp). This proposal is a unique situation in that a full interchange has not been proposed. In the basic sense, its major functional change is the relocation of an existing off-ramp. 2. An analysis of the crossroads, the other roads and streets in the area, and relation of the interchange to them and to other interchanges to assure the ability of the streets and roads to effectively collect and distribute Interstate highway traffic. Table 3 shows an analysis of current (1986) level of service if the intersections in the main interchange complex were signalized. A second compilation shows the amount by which traffic could increase before design and maximum capacity levels are reached. Table 4 shows a similar analysis of the level of service if the proposed changes were implemented. As expected, the level of service has improved with the proposed improvements. A comparison of the resident capacity shows how significant these improvements are. It should be pointed out that the 1986 counts were taken during a peak period and this represents a worst-case scenario. Two additional advantages of the proposed improvements should be noted: 1) The main interchange complex will operate more efficiently because there would be only two signalized intersections instead of the three currently needing signalization. 2) The additional on-ramp will give flexibility to meet future demands. The left turn from eastbound South Fronage Road to the on-ramp to I-70 will have another opportunity when congestion builds at the main intersection (Vail Road/South Frontage Road) in the future. 3. The relationship of the interchange to adjacent interchanges of the Interstate highway and the acceptable merger and diverge lengths, and the ability to sign adequately: As mentioned above, there would be approximately 1.6 miles between the existing West Vail interchange and the proposed off and on-ramps. This exceeds the minimum urban requirement of 1.0 mile. Because of this distance, there would be no interaction between the on- and off-ramps. Weaving analysis is not a consideration because there is TABLE 3 LEVEL OF SERVICE ASSUMING SIGNAL CONTROL AT EXISTING MAIN INTERCHANGE COMPLEX 1984 1986 Morning Evening Morning Evening Four-Way Stop A C B C South Ramps A B A C North Ramps A A B A 1986 Residual Capacity at Four-Way Stop (Vail Road and South Frontage Road) Morning Evening Design Capacity (LOS D) 37% 12% Maximum Capacity (LOS E) 54% 26% TABLE 4 LEVEL OF SERVICE FOR PROPOSED RAMP IMPROVEMENTS 1986 Morning Evening Vail Road & South Frontage Road (Four-Way Stop) A B North Ramps - Main Interchange B A New Ramps at South Frontage Road A A 1986 Residual Capacity at Four-Way Stop (Vail Road and South Frontage Road) Morning Evening Design Capacity (LOS D) 55% 34% Maximum Capacity (LOS E) 74% 51% no auxiliary lane between the ramps (and also the long distance). Table 5 shows the merge and diverge level of service for the ramps under study. All sections would operate satisfactorily. Figure 11 shows the location of existing guide signs on eastbound I-70 and how these would be relocated or replaced for the proposed ramps. Because there is adequate distances available and no functional changes, there would be no problem in signing the new ramps. 4. The existence of other roads or streets, or the probability of developing them generally parallel to the Interstate System, which could be used by Interstate highway traffic by way of interchanges other than the one under construction in traveling to and from its origin or destination. The freeway and interchanges are important land use factors in Vail. I-70 generally bisects the Town. Traffic crossing I-70 must do so only at the interchanges, the grade separation structure at Booth Creek, or the structure providing access to the Town Shops. This barrier effect is particularly significant between the Main interchange and the West Vail interchange where considerable development has occurred on both sides of I-70. Because of the I-70 barrier and topographic constraints, the frontage roads and I-70 itself are the major circulation system in Vail. The I-70/Vail Feasibility Study looked at the potential for other solutions. Because of the close spacing of I-70 and its parallel frontage roads, there is no opportunity to provide additional grade separations to enhance north-south circulation within the town. Land around the Vail Road/South Frontage Road intersection has high density development which precludes relocating the intersection further from the Main interchange. Because of the narrow valley and full development of all available land, there is no opportunity to develop another east-west arterial through the Town. The Town is currently investigating the feasibility of a fixed guideway, people mover system to replace buses in the town center. TABLE 5 EASTBOUND I-70 MERGE AND DIVERGE ANALYSIS 1986 VOLUMES Level of Service Morning Evening New Off-Ramp Diverge B B Freeway A A New On-Ramp Merge A A Freeway A A Existing On-Ramp Merge A B Main Interchange Freeway A A C X - N EXIT 176 O 0 (n C 0ow m+-1 x Z M MP 175.90 O 1 N EXIT 175 MP 176 Z R° VAIL NEXT RIGHT MP 175 D O EXIT 175 MP 174.70 MP 176.04 ~ - N VAIL M 1 MILE P 176.04 W fn 0 o MP 174.00 EXIT 176 RE Z RE VAIL EXIT 176 RIGHT LANE 000, EXIT 176 T4 RE VAIL MP 175.75 MP 175.90 O MP 174 1 MILE MP 175.07 EXIT 173 E MP 173.33 MP 173.27 EXIT 173 MP 173 E SKIER PARKING WEST VAIL N.T.S. NEXT RIGHT RIGHT LANE MP 173.10 n EXIT 173 SKI AREA SIGN LEGEND ,Zm CE VAIL LIZ NEXT RIGHT N NEW SIGN fZm MP 172.93 E EXISTING SIGN m Z EXIT 173 RE RELOCATE OR REPLACE EXISTING SIGN lz WEST VAIL cZ~D E 1 MILE MP 172.33 5. A statement of the cost resulting from construction of the interchange, together with the estimated benefit-cost ratio, as part of a cost effectiveness analysis. Because this is a TSM project, estimating a benefit-cost ratio was not done. The estimated cost of constructing the new ramps, removing the existing off-ramp and installing three signals is $1,400,000. 6. A special case where the interchange is clearly necessary to satisfy a compelling public need such as to provide access to HOV lanes or access to fringe parking areas. The proposed ramps will provide more direct access to the Lionshead parking garage (1200 car capacity). The new ramps are located 1/2 mile west of this garage. RESOLUTION NO. 26 Series of 1986 A RESOLUTION REQUESTING ACCELERATION OF FUNDING FROM THE COLORADO HIGHWAY COMMISSION TO CONSTRUCT A NEW PARTIAL INTERCHANGE WEST OF THE MAIN VAIL INTERCHANGE ON INTERSTATE 70; AND SETTING FORTH DETAILS IN REGARD THERETO. WHEREAS, the Town of Vail, County of Eagle and the State of Colorado Department of Highways retained Centennial Engineering to conduct a study to determine feasible alternatives to modify the Main Vail Interchange of Interstate 70; and WHEREAS, the study was completed in 1984 and reviewed by the Town of Vail, County of Eagle, and the State of Colorado Department of Highways; and WHEREAS, the study suggested that the interchange be first modified by signalization and ultimately modified by the construction of a new partial interchange west of the main Vail interchange on Interstate 70; and WHEREAS, the Colorado Highway Commission has included funding of the design and construction of a partial interchange and signalization (Project #843038) in the amount of $1,801,000 in the current Five Year Highway Program of projects adopted September 13, 1985 as recommended by the Centennial Engineering study. Two hundred one thousand dollars ($201,000) is earmarked for final design in the fiscal year 1989-90; and WHEREAS, the Town of Vail and Beaver Creek will be the hosts of the World Alpine Ski Championships to be held during February 1989; and WHEREAS, both Houses of the Colorado General Assembly have unanimously passed resolutions supporting the holding of the World Alpine Ski Championships in Vail and Beaver Creek during February, 1989; and WHEREAS, the Town of Vail greatly appreciates the inclusion of the construction of a new partial interchange west of the main Vail interchange on Interstate 70, but believes that a new partial interchange will significantly decrease traffic congestion created by the additional traffic flow generated by the World Championships and the Vail Mountain expansion and growth of the Town of Vail thereby maximizing traffic safety; and WHEREAS, the Town Council of the Town of Vail believes it to be in the best interest of the Town of Vail, the County of Eagle and the State of Colorado, that funding for the construction of a new partial interchange west of the main Vail interchange on Interstate 70 be accelerated to allow for construction of the project to be completed before the World Ski Championships to be held in February, 1989. NOW, THEREFORE, be it resolved by the Town Council of the Town of Vail, Colorado, that: Section 1. The Town Council of the Town of Vail hereby requests that continued funding be made available for Project #843038, but that such funding be accelerated to allow for the construction of the project to be completed before the World Ski Championships to be held during February of 1989. Section 2. The Town Council hereby authorizes the Town Manager and Town Attorney to take all necessary steps to obtain accelerated funding for Project #843038. INTRODUCED, READ, APPROVED AND ADOPTED this 21st day of October, 1986. /s/ Paul R. Johnston Paul R. Johnston, Mayor ATTEST: /s/ Pamela A. Brandmeyer Pamela A. Brandmeyer, Town Clerk ORDINANCE NO. 8 Series of 1987 AN ORDINANCE AMENDING CHAPTER 3.48 LAND TRANSFER TAX OF THE MUNICIPAL CODE OF THE TOWN OF VAIL TO PROVIDE THAT THE MONEY IN THE LAND TRANSFER TAX FUND MAY BE USED FOR IMPROVING AS WELL AS ACQUIRING REAL PROPERTY FOR PARKS, RECREATION, OPEN SPACE AND/OR SIMILAR PURPOSES; AND SETTING FORTH DETAILS IN REGARD THERETO. WHEREAS, the Land Transfer Tax Ordinance presently provides that the funds received by the Town pursuant to the tax shall be subject to appropriation for acquiring real property for parks, recreation, open space and/or similar purposes; and WHEREAS, the Town Council has received input from the general public that it makes sense to use the Transfer Tax not only for the acquisition of open space, recreation and park land, but also for the improvement of such land; and WHEREAS, the Town Council believes that such an amendment would benefit the welfare of the community. NOW, THEREFORE, be it ordained by the Town Council of the Town of Vail, Colorado, that: Section 1. Section 3.48.040 Amount Payable, subparagraph B, is hereby amended to read as follows: "Where the consideration shall exceed five hundred dollars ($500), the Land Transfer Tax payable shall be one (1) percent of the consideration, the proceeds of which tax shall be earmarked for acquisition AND IMPROVEMENT of real property including paying incidental costs and the principle of and interest on any borrowing for the acquisition, such property to be located either within or without the limits of the Town." Section 2. Section 3.48.090 Land Transfer Tax Fund is hereby repealed and reenacted with amendments to read as follows: "All funds received by the Town pursuant to this Chapter shall be deposited in the Land Transfer Tax Fund, which fund is hereby created. The fund shall be subject to appropriation only for the following purposes: acquiring and improving real property, for parks, recreation, open space and/or similar purposes, including t paying incidental costs and the principle of and interest on any borrowing for the acquisition. Section 3. If any part, section, subsection, sentence, clause, or phrase of this ordinance is for any reason held to be invalid, such decision shall not affect the validity of the remaining portions of this ordinance; and the Town Council hereby declares it would have passed this ordinance, and each part, section, subsection, sentence, clause or phrase thereof, regardless of the fact that any one or more parts, sections, subsections, sentences, clauses or phrases be declared invalid. Section 4. The Town Council hereby finds, determines and declares that this ordinance is necessary and proper for the health, safety and welfare of the Town of Vail and the inhabitants thereof. Section 5. The repeal or the repeal and reenactment of any provision of the Vail Municipal Code as provided in this ordinance shall not affect any right which has accrued, any duty imposed, any violation that occurred prior to the effective date hereof, any prosecution commenced, nor any other action or proceedings as commenced under or by virtue of the provision repealed or repealed and reenacted. The repeal of any provision hereby shall not revive any provision or any ordinance previously repealed or superseded unless expressly stated herein. INTRODUCED, READ AND APPROVED ON FIRST READING THIS 3rd day of March , 1987, and a public hearing shall be held on this ordinance on the 3rd day of March , 1987, at 7:30 p.m. in the Council Chambers of the Vail Municipal Building, Vail, Colorado. Ordered published in full this 3rd day of March 1987. Paul R. Johnston, Mayor ATTEST: Pamela A. Brandmeyer, Town Clerk -2- I ~ INTRODUCED, READ AND APPROVED ON SECOND READING AND ORDERED PUBLISHED this day of 1987. Paul R. Johnston, Mayor ATTEST: Pamela A. Brandmeyer, Town Clerk 6 -3-