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HomeMy WebLinkAbout1989-10-24 Support Documentation Town Council Work SessionVAIL TOWN COUNCIL WORK SESSION TUESDAY, OCTOBER 24, 1989 2:00 p.m. AGENDA 1. "Vail's No. 1 Celebration" Request for Funds 2. Discussion of Satch's Optional Premises Liquor License 3. Discussion of Gold Parking Pass Demand 4. Discussion of Vail Village Parking Structure Schematic Design and Visitors Center Location 5. Discussion of East Vail Bus Route Plans 6. Planning and Environmental Commission Report 7. Design Review Board Report 8. Information Update 9. Other NAIL TOWN COUNCIL WORK SESSION TUESDAY, OCTOBER 24, 1989 2:00 p.m. EXPANDED AGENDA 2:00 1. "Nail's No. 1 Celebration" Request for Funds Mike Beckley Action Requested of Council: Approve/deny the committee's request for up to $6,000 to match the Vail Associates amount of $6,000 for this celebration and season-long promotion. Background Rationale: The committee's been formed to explore the possibility of a Nail's No. 1 celebration and season-long promotion. The budget and proposal they handed out to the Council last Tuesday explains what they plan to do. Vail Associates has committed up to half of the $12,000 budget. The Town of Uail is being asked to match equally the Vail Associates' commitment. This requested amount could come out of the Council contingency if the Council desires to approve the request. 2:10 2. Discussion of Satch's Optional Premises Liquor License Rick Sackbauer Action Requested of Council: Steven Satterstrom, Inc., d/b/a, Satch's Restaurant at the Clubhouse; is applying to the Liquor Authority at their 11/8/89 meeting for an optional premises license, in conjunction with their existing hotel/restaurant liquor license. The VMRD has approved a lease for the entire Vail golf course, which is to be included in their optional premises license, and the Vail Town Council, as landlord, must give its consent. Background Rationale: The licensee wishes to set up two or three points-of-sale locations, including Satch's Starter Shack, throughout the golf course, consumption of which would occur throughout the entire golf course. 2:25 3. Discussion of Gold Parking Pass Demand Ron Phillips Action Requested of Council: Discuss and give staff direction as to whether or not to increase the number of gold parking passes and under what conditions. Background Rationale: We have heard from a number of realtors, particularly from Slifer, Smith & Frampton, in Vail Village that when they came to buy gold passes, the allocated number were already sold out. At this point, I have not heard complaints directly from any other businesses that there were not enough passes, but we do have a list of 4 of 5 people who have come in requesting passes who cannot purchase them because we are sold out. Slifer has an additional 20 or so that individual realtors would like to buy. A memo is enclosed in your packet outlining the options for Council's consideration on this matter. 2:45 4. Discussion of Vail Village Parking Structure Schematic Ron Phillips Design and Visitors Center Location Action Requested of Council: Comment on schematic design; location of Visitors Center, Chamber and VRA offices; and to decide whether the overall project is ready to proceed through TOV approval processes. Background Rationale: See packet - ongoing project. Staff Recommendation: Approve schematic designs for Town PEC and DRB review. 4:00 Stan Berryman 4:20 Peter Patten 4:30 Kristan Pritz 4:40 Ron Phillips 4:50 5. Discussion of East Vail Bus Route Plans Action Requested of Council: Receive presentation on the East Vail bus route plans and discuss with staff any alterations the Council wishes to make. 6. Planning and Environmental Commission Report 7. Design Review Board Report 8. Information Update 9. Other -2- 4 ~, RLRt4TR, #tili4-Lii~3~iP.R]' Pk]'1LrC. LfLTi.E J. c'~A]'ARt> ]'DUNG R[Cttufi3.* U, CatirazLL DAN hieG RE W 3A#.ivS J. SCrRAN, tll ,t>~\.STtFAN L~. CtiCRix)rt JAG?ti hi. ~tERRfTTS R1CilAIL'J L. ly;LtRRA]; 1R. FATRICe: I'- c.;.RTLA~:I} -'£RRY 5. NIBBLER Kcvt,21. KL7{N GAIt]' T. PGT7 kR THCUAS 3. Hrtais L+RtA#i d~..~~tri'iIEtT Pl.'ILLIP k. I'kRi:t7TT ~ICli'd~~i~i-s.~RY ~iT~~.~ ~'f~UI~tE', ~Cr~1~~~LI., & 3~icCI~W PP-G'FESSIUNAL CC7RP{}RATtON ATTORNEYS AT LAND 1'HE. ft(lA(7RAlVT 5445 LTG PA';KW:AY SUITE 804 EI\vI.E.ROCi17, C~L.Ot~-Afx7 8(1111 T1vt,1~I'HONE: (3D3) 772-8109 '~'ELSCGFISc~: (303) 22f>-i)dl~ ROY L. hfON4Y`a"fTtfERY October 39, 389 ~J~~ ~A+CS~~?TLE Larry Es?~wit;~, Esi~. O~ti*n At 4vrnvy TGhm of Vail 75 Sr~uth ~rorfta ~e Road Vaiy, Color ado s1.b57 ~~ : ~1~~ ~ ~"Itt~'_'ldlil~nt tC> District end Steven C3uz File tio. 87-2s~ Dear *•s`r _ Esktai th CAT9IL'slif;i: '^. 124.'i c ~" A.G3E~t.'.. L.i.~.~.~•. Z~aS~ i~~'¢WGr~'TI Vail fii~tr :p~ai.w ~.::x:~ Sa,'l:terstrvmi In::. Tn ac:c:axdaa~ce r~:ith our vvnversatior. thin aFter:tvrat-1, attached. ~,~ the prv~cased ~'}~st Amendment Lo Lease P.grven~ei.r re~~arr~in~ tt?e Vail municipal calf Course which was a.pprvt~ea i.~}~ tt?e ~7a:~1 r~ietropalitan Rec~°eativn Distrivt on October 38, y~~:a:. As ycu can sae, the ~urpc~se of this p~'apased ariaridme~~t i~ to e~'-•~~:~ the ccarporatic~z7 the _ight tc pos,seasiorf of the Vail bit~r~icit A~L Gulf Course cr~ly ~cr the purpose of serving food, beer, wi~-Re ;~tz~i. liquor so that it may qualify tc oY~tai rf the issuas~ce of an optional 6JL'eI;1~ 5BN liquor ? icense. Rick Sackbauer it an the nrvice~ss of c~btainir4g erao'(~':.i~~:;. caf thu Lease Ams:l~ment by the VNIr~D. zn additi431, Mr. SackM~u~:r. has the reiec=ant exhi3ai'~s and will d.el.j.ver them to you for inclusion with this ;arvpUSed Lease Amendment. zn thY 1,~eantime, if you have artr queetic~ns oz' cc+r;lmer,~~ti: c-rich re~pec* tc ti:is muter, ple~~e feel free to contz:cr mo. Sincerely, v1~i ~1 SusarL Y~I. Klexd SMI~s jmm enrrlasure cce Rick Saokbauer 9 C .I~ST_ ess'FJ:si'6LL'lZ~.•~J. d~ a"-'f BrTCe f?i7,L'\.t~1:iL.L THIS l:'IP.ST AMENDP~lENT is rt~ade and ezater8d il2to tx11S __ ~~ of 1989 key and between VA'fiL ME~'ROI'OL,ITAIV R1CREATiOZ~~day DISiRZCT, a Colorado quasi-trk111icipa? Cp~poratiori (kleroin refc~+_,red tc as the "District" } and STEV~,IV SATTERSTROM, T~iC, , a Colorado corpaz:aticn, doing busine~r~ as "Batch's R~stat~L'ant at the Clubhouse, Inc.," at~d "Batch"s Starter Shack, Ir:G,„ (hereinafter re£err.~:d tc~ as the "Lessee. ") 6d Y ~ Yd E i f3 ~ T ~ ; WHERilAS, the District and Lessee are parties to that ce~rt_~_ r Vaal Clt.tbhause Restaurant Lease Agreement, dated as of Ap;,,il 7, 1 ~L'7 (the "Leas©") , pursuant to which Lessee occupiers cez~tais~ prerr<i aes ;-~t7awri as the "Clubhouse" and tl~e "Starter ,'riou:~e" whi,c:~ era located are po~:tions Of the property described on Exhibit ii :~rizich :~r~ attaclled hereto and incorporatdd 1lerain by this reference {the "Yremires")o and WHEREAS, tl2e birtrict and LesseQ desire. to amend the Lease t;a include the right to poseessa.on of the Vaal Aiunicipal Ga? f Co=»L $e at;uh that the Lessee may qualify to obtain the issuance a~' a.aa optional pzemises liquor licezlse, as define~~ in C.R.S. 1~-~;~ 103, including the right to enforce compliance with alb. applicak~le pr¢virsiozis of the Coloz"aCio Liquor Code and tht Colorado Bee~• Gode. NQW, THIrREF'ORE, in consideration of the covenants a::d agx~ee.-~ents h.ez'ein coiita:izied and the payment of Teiy Dollars s71d other good and =,ral.uabie consideration, the receipt and sufficiency of which are hereby acknowledged, the parties agree as Follows: 1. Additional,Piemises. Z'he bistrict does hereby lease t:~ Lessee th? gol£ course and driviig range described on Exhibit. S, ai:ta.ched hercato and. incorporated'herein by thin reference (the "Addit.{,oi],AL Premises") . 2. Lessee's urge o~ the Additional Premieet3. Notwith- standing anything in the Lease to the contrary, Lessee shall us.y. the Additional Premises only for the purpose of serving food, kseer, w~.ne, anti liquor. 3• R~hts Reserved to Aistrict. The District reserves yor at.r~el£ and fax' its agerxts, employees, gtier~ts, licensees, arael irzviteFs, the right to use the Additional Prernir~es for puz~Poses not itlcorzszsterrt wat~1 Lessees purposes stated in par.•agraph 2 . - t, ?b~:re. S=.zch ta;~e by the Diatz•ict acid others a~ perlnitt~d ia:ld6i this Fiara~xrapla ~izall not caraatxtute ati evir_tion of T.,essee o~' zeasoai far any r_.~rat.~saisn or abatc~~r~ent iaa x'e=`it dtiL utlc3Ar the Lease, 4. 'Jtila.tie~:, rraiaitenance Taxes and ~I2k3LiL~~31CB. Tlie I7z str is L cnvezaa:ats that t:~e . operatj Uty, upkeep, rrtiaii~tenance ~CiC1 '--e~air of the Additional rrem~.ses, and payment for taxes ai:d a-=isarranr_.e attribUt&ble to the Additzt=nal Premises, shall be t~l•~ r°4pozasi,~ili~-.y of tf-_e T~YStrict, at the District" ~ awr3 ca~i n1-!Ci expertise and ~.~nr.~e~- its cohepletQ control, except as such :~tadux&tac-N may relate directly to the sale of food, beer, wine, or liqu~~r e.:'x t1ie k~:Cz3.tional Pi:e:r4ifie8, 5. Gz_oss Sales. The sale of food and beverages oaa Th6 A.~~,.ditianal. I'rerlises shall be included in "Gross Sales", as :~±?~ i rted i;~ parncr:~ aph 3 { c } of the Lease . 6- T€~rm of„Amendmazit. The term of thus Firi~t A:~and~ea~t~~ c~~ r-ease slFa' 1 cot^^r~nce o~i xlovember 3. , 1989 anti shall terminate ~~z: (ictober 31, 1980. 7. 1~Q ~th~Z' ~harac~ar~, ExceFt ts:s pa'ovided in t#ais t~r~,erfdme~?t, floe Uease shall, rehtai.~ urscha.z ed and i.n full f= e£fsrt, ' 9 ~rc.e ai:~i ~. G~ve~-niszf~ ~a4,~. Tk3:.s Americlmezit shall he governed :~y ran,;, interp_-e#:.eci iii acv~ordance w~.th the laws of the State of Colaracc_. 9. Cc~nf7.icts. Z11 the event at away conflicts batween the tean3s of tlai,s Aniendmez-it and the tetras of the L,eaBe, this Aanendmcnt sli~ili control. IPd F,'ITArEBS Ydr1ERE71;', the part~.as have executed thzs First "men.~jneL-.t to ,ease a5 of the day and year first above written. ATTEST: VAIL METROPGLITAN RECREATION DISTI;ICT, a Colorac:3a quasi- mur~~.cipal corporation :~ecz etary - . gy ~ paresident -- 2 - T~ \ STEVEN SATTER~TR(~ri2, INC. , a Colorado carpara~tion AT'~EST Secretary BX: Fz'eaident CaNSENT Tile under8xgnc~d, as Lessox under t~a~ Gi~ourid Lame boa; the Adds tional Fremi~es, hereby consents to the taz;zt-s ai:d cot2ctlticz; contained in this Fi f-~t r'lmendment to Lease . ATTEST: ~'amel.a A. Bra~zdmeyc~r Town Cier}C Tc~WR1 pF VA IL, ~ mul:ic~paI. coxpa:rAti an 3y: Town DTat~ager Date: -3- 1_1•'1'=: `J'~ 15:41 P1L`r'C:I•I `5t=~ EXHYT3IT "A" THE pI?A1I SES ~* - `:~. Exx1$x'r "a"_ THE "P.bDI't'IaNAI, PREMISES" MEMORANDUM TOe Vail Town Council , FROM: Town of Vail Staff ~~~""" DATEe October 19, 1989 RE: Limited Gold Parking Pass The Town of Vail has had greater demand for the Limited Gold Parking Pass for the winter 89-90 than previous years. This demand has come from various Village businesses. We have developed several alternatives for Council to consider. The Town has an additional 80 parking spaces available this winter in the Village Structure due to removal of the rental fleet. ALTERNATIVE I: STAY WITH CURRENT POLICY (maximum 110 passes sold). Pros: Leaves all rental car spaces available for the guests. Cons: Does not meet current Village business demand for Gold passes. ALTERNATIVE II INCREASE GOLD PASSES BY 12 (maintain same percentage of gold passes to village parking capacity). Total of 122 passes. Pros: Accommodates an additional 12 Gold pass holders. Cons: Displaces 12 day skier parking spaces. ALTERNATIVE III INCREASE GOLD PASSES BY 25. Total of 135 passes. Pros: Appears to meet full Village demand Cons: Displaces 25 day skier parking spaces. The Council, if deciding to go with Alternative II or III, could also charge a higher price than the current $475.00 per Gold pass. REC'U OCT 1 9 X989 ~~~~~~ October 19, 1989 Ron Phillips Town of Vail 75 South Frontage Road Vail, CO 81657 RE: Gold Parking Passes llear Ron: I understand that the Gold Parking Passes sold out yesterday. What surprised me was not that the pass sold out, but rather the speed in which it did so. I have by necessity purchased a Gold Pass every year they have been available. Due to my job there was never another option and the cost made the additional expense of a season ski pass too much. I do not want to sound self-serving. However I firmly feel that this particular pass should be available =~. the future only to residents of Vail and/or those individuals who need the Gold Pass for their business., I am quite certain that some of the Gold Passes issued this year will sit in bureau drawers for a good part of the season. I hope that perhaps this season more Gold Passes can be made available. For many of us this pass is essential to our business and certaini~?~ is not a status symbol. Most sincerely, A George S. Lamb 230 Bridge Street, Vail, CO 81657 (303) 476-2421 FAX 476-2658 MICNAEL BARBER ARCHITECTURE 20 October 1989 Mr. Ron Phillips, Town Manager Town of Vail ~ 75 South Frontage Road Vail, Colorado 81657 Re: Vail Transportation Center expansion and renovation for October 24 City Council meeting Dear Mr. Phillips: The enclosed information is to be distributed to Vail City Council members prior to the October 24 Council Meeting at which the Vail Transportation Center expansion and renovation will be discussed. Michael Barber Architecture has been proceeding with the schematic design of the Vail Transportation Center renovation and expansion according to the basic parameters approved by Vail Council on September 5. A narrative description of the completed schematic design is enclosed here in preparation for the graphic presentation and discussion of the project at the upcoming Council Meeting. The purpose of the presentation and discussion will be to inform City Council of the schematic design and to achieve a consensus on an approved design to be submitted to the Planning and Environmental Commission and the Design Review Board for review. Sincerely, Kathryn Harhai Enclosures MICHAEL BARBER ARCHITECTURE P R O F E S S I O N A I. C O R P O R A T I O N 1290 BROADWAY SUITE 600 DENVER COLORADO 80203-5606 TELEPHONE 303 837 OS55 FACSIMILE 303 837 0600 Q M I C H A E L BARBER A R C H I T E C T U R E VAIL TRANSPORTATION CENTER MICHAEL BARBER ARCHITECTURE Project Number 22289 SCHEMATIC DESIGN SUMMARY 24 October 1989 INTRODUCTION Michael Barber Architecture has been proceeding with the schematic design of the Vail Transportation Center renovation and expansion according to the basic parameters approved by Vail Council on September 5. The following is a narrative description of the completed schematic design, identifying tl~e basic program elements, the scope of the project as it is now understood, and the schedule for design and approval processes. PROGRAM The major program elements for the project were established during the study phase and approved by Vail City Council on 5 September 1989. Tl~e prograrli has been further defined through the process of schematic design and work sessions with Vail representatives. Refinements will continue during the design development phase. The concept design currently provides for the following programmatic components: Parking Facilities Automobile parking 1223 spaces Greyhound/Trailways buses (47') 5 spaces Town of Vail buses (35') 10 spaces Vail Associates buses (35') 4 spaces Taxis and vans 8 spaces Office Facilities Visitor Information Center 1000 sf . Chamber of Commerce 1000 sf Vail Resort Associates 5000 sf Interior public circulation space 2000 sf Transit Terminal (including toilets, office, retail) 6800 sf Public Toilets Southwest corner 580 sf East service facility 500 sf MICHAEL BARBER ARCHITECTURE PROFESSIONAL C O R P O R A T I O N 1290 BROADWAY SUITE 600 DENVER COLORADO 80203-5606 TELEPHONE 30;1 837 0555 FACSIMILE 303 837 0600 VAIL TRAf~ISPORTATION CENTER MICHAEL BARBER ARCHITECTURE 24 October 1989 Page 2 PROJECT SCOPE 1. Roadway and pedestrian improvements The pavement will be widened at the South Frontage Road to accommodate two lanes of through traffic both east and west bound, one left turn lane for west bound traffic, and one to two right turn lanes for east bound traffic. The intersection of Vail Valley Drive and East Meadow Drive will be slightly realigned to allow smoother flow of traffic. Pedestrian access out of the parking garage onto East Meadow Drive is provided at three main locations, with exterior stairs descending the landscaped berm at the southwest corner, the current garden stair location, and at a new east service facility. A pedestrian sidewalk will be added along the north side of East Meadow Drive to connect these three major stairs. 2. Parking facilities Approximately 395,000 square feet of existing parking garage and transit deck will be renovated. This work includes repair of cracks, recaulking of joints, and sealing of topping slabs. An additional 155,000 square feet of parking will be added to the east, in a four story structure of precast concrete double tees. Vehicular circulation will be one-way only, with an open ramp connecting levels two and three added at the west end. Re-striping of the garage will provide head-in parking at a 75 degree angle. A single point of vehicular access from the South Frontage Road is provided for long term parking, with three designated entry gates and three exit gates serving the lower 3- 1/2 levels. From the same driveway another entry and exit gate provides access to the upper 1-1/2 levels. Free short term parking is available on the upper 1-1/2 levels, and is accessed by a designated entry gate at the frontage road. 3. Future expansion capability The structural systems will be designed to accommodate eventual expansion of a fifth and sixth level of parking extending above tf~e four story addition being planned at this time. 4. Transit facilities The existing 6800 square foot transit terminal will be renovated with tenant finish improvements, including some demolition and relocation of partitions, new finishes, light fixtures and signage. Office space currently extending beyond the original perimeter walls of the transit center at the level three will be demolished. VAIL TRANSPORTATION CENTER MICHAEL BARBER ARCHITECTURE 24 October 1989 Page 3 4. Office and visitor Information center Approximately 7000 square feet of new office space will be constructed to house the visitor information center, the Vail Chamber of Commerce, and Vail Resort Associates, in addition to available office space existing in the transit terminal. 5. Toilet facilities New toilet facilities will be provided at both the southwest corner of the existing garage, and within the new east service facility. Existing facilities at level three in the transit terminal will be renovated with new finishes. 6. Signage Signage provided includes site identification and building identification and retail counter signage at the visitor center and terminal. Signage directing vehicular circulation within the garage will consist of wall and ceiling mounted signs, with changeable signs consisting of switched signals rather than sophisticated electronic systems. Pedestrian circulation will be directed with wall or pole mounted signs. 7. Elevatoring A total of seven public elevators will be provided at three locations. Within the transit terminal, the existing elevator will be renovated and a second installed in the adjacent elevator hoistway. To the right of the garden stair, the existing elevator will be renovated, with doors reversed to open at tl~e south, and two new elevators installed opposite the existing one. Two elevators will be installed at the new east service facility. All new elevators will be hydraulic, with 4000 pound capacity. Provisions will be made at all new elevators to size hoistways and pits which could accommodate eventual conversion to geared traction elevators if the facility is expanded vertically with a fifth and sixth parking level. 8. Mechanical systems The capacity of the mechanical ventilation system at the existing garage will be increased for improved ventilation. Mechanical ventilation will be provided at the lower three levels of the new addition. A hydronic radiant floor heat distribution system will be installed at the exposed top level of the parking structure and at the new ramp at the west side. If the topping slab at the transit deck requires replacement, installation of a snow-melt system at that location will be explored. An automatic pre-action.fire sprinkler system will be installed throughout the new construction. VAIL TRANSPORTATION CENTER MICHAEL BARBER ARCHITECTURE 24 October 1989 Page 4 9. Electrlcal systems Lighting at both existing and new parking structures will provide 50 footcandles at the entrances, and 10 footcandles throughout. Electrical capacity will be increased at the existing parking structure. New conduit will be provided throughout the existing facility. SCHEDULE As has been discussed before, the design and construction schedule targeting substantial completion of the project for the 1990 holiday season is both aggressive and optimistic. Successful implementation of the schedule is dependent on the ability of all participants to make timely decisions, and allows little leeway for delays. However the size of the project, the complexity of the renovation, and the responsibility 'of providing the community with a sensitively designed and carefully executed project clearly mandate that decisions not be forced on the project haphazardly. The schedule provides for weekly meetings between the architect and representatives of the owner throughout the design development pf~ase, and bi- weekly meetings during preparation of construction documents. We anticipate several work sessions will be necessary with the Design Review Board and Planning and Environmental Commission to develop an approved design solution. However the approval processes by both state and local regulatory agencies are the schedule component which we are least able to control. It is clearly a possibility that obtaining approvals could take significantly more time than is being allotted and adversely impact the project schedule. If the schematic design concept is approved by City Council, the design team will proceed with development of the design. It is during design development that the design is refined, building systems are evaluated and selected, and materials chosen. The culmination of that work will be presented to City Council on December 12 for approval. Production of construction documents by the architect and consultants will commence immediately following approval of the design development work. VAIL TRANSPORTATION CENTER PROJECT SCHEDULE MICHAEL BARBER ARCHITECTURE 24 OCTOBER 1989 OCTOBER NOVEMBER ECEMBER ANUARY FEBRUARY MARCH 16 23 0 6 13 20 27 4 11 18 25 1 15 22 29 5 12 19 26 12 19 OWNER/ARCHITECT MEETINGS _ ... c' SCHEMATIC DESCN •: ~~~~.. I I I I I CITY COUNCIL iPPROVAL OF S.D. I DESIGN DEVEL~FMENT I . ~ ~ ~ ,?~a .:z~ +t~ ~ ~ .3 s'; ~ , .` ~- 1~ ~ ,, ~~ z4;~ :., I , I CITY COUNGL .+PPROVAL OF D.D. I I I I ~ I I I I CONSTRUCTION 70CUMENTS I ~ ~~~ _ } r ~ w~ ° `~-'~. `~-iti ~; `~ ~ r ~ ~ `'' N ~~ '. ~ ~ ~, 1~ ti`~ -~ :~ w" ~' ~ : i` # ;T r~. ~ ~'F ~- ~._; . ISSUE CON STRLC710N DOCUMENTS ~ ~ I I I I 1 - I PLANNING k E4VIRON. COMMISSION I I I I ~ PEC SUBM;TTAL ~ I i I I i PEC/DR8 'WRK SESSION ~ I I I PEC WORK SESSION I ~ PEC APPRGVAL I DESIGN REVIEW 90AR0 ~ I I ~ I DR8 WORK SESSIONS I I I SUBMIT FlNAL DOCUMENTS ~ I I DRB APPRGVAL I I HIGHWAY DEPT REVIEW I I PRELIMINARY MEETING BUILDING DEPARTMENT REVIEW i PRELIMINARY MEETING I I ~ I I I I Planning and Environmental Commission October 23, 1989 12:15 Site visits 1:00 Vail Village Master Plan public meeting 3:00 Public Hearing Tabled to 1. A request for a site coverage variance at the Slifer Nov. 13 Building, 230 Bridge Street, Lot B, Block 5, Vail Village First Filing. Applicant: Slifer Designs Tabled to 2. A request for an exterior alteration at the Slifer Nov. 13 Building, 230 Bridge Street, Lot B, Block 5, Vail Village First Filing. Applicant: Slifer Designs 3. A request for a setback variance for a new stairway at Crossroads, Lot P, Block 5-D, Tract C, Vail Village First Filing. Applicant: .Club Majiks/JRC Partners, Limited. 4. A.request for a rear setback variance in order to construct a window well cover and a roof extension, . Lot 2, Gore Cz°eek Meadows First Filing. :Applicant: Roger and Jeanne Tilkmeier .. 5. A variance request fora third satellite. dish ai~~tenna ~~ at Vail Ruri Resort, 1000 Lionsridge Loop. Applicant: Joyce Communications Inc., dba K-CITE Tabled to 6., A request_to establish the Bed and Breakfast Use as a Nov. 13 Conditional Use within the mown of Vail. . Applicant: Town of Vail - ~ 7. A request.~to amend a condition of approval for a . variance for the Cascade Crossing Building, ..1031 South Frontage Road West. Applicant: Vail Commercial Partnership ~~ 8o A request to continue_the Red Lion Restaurant exterior - alteration application indefinitely. .Applicant: ..T.E.A.., Inc./Red Lion Inn 9, Alorksession on Air Quality issues DESIGN REVIEW BOARD AGENDA OCTOBER 18, 1989 3:00 P.M. SITE VISITS 12:45 P.M. 2 1. Gart Bros. Sign Variance Kp West Vail Mall MOTION: SECOND: VOTE: Variance: Motion, Kathy W. Second, Jamie M. Vote, 5-0. per staff memo-citing II ABCD as being criteria that are met. Design white letters: Motion, Jamie M. Second, Pat Herrington Vote, 4-1. Kathy Warren against. 11 2. Club Majiks, Exterior Stair Kp Crossroads at Vail MOTION: SECOND: VOTE: Conceptual review only. 3 3. Jackalope Sign Kp West Vail Mall MOTION: SECOND: VOTE: Withdrawn. 9 4. Ransberg Hot Tub/Patio Relocation Kp 463 Beaver Dam Rd./Lot 5, Blk 4, V.V. 3rd MOTION: Roy S. SECOND: Kathy W. VOTE: 5-0 Consent approved. Condition: Approval of Vail Associates Utility Company Approval t 4 5. Finishing Touch Sign Variance MM MOTION: SECOND: VOTE: ;~ Variance: Motion, Pat H. Second, Kathy W. Vote 4-1, Roy S. against. Recommendation to council for denial re: Staff memo, sections III, A,B,C & D. Design: Motion for denial; Roy S. Second: Kathy W. Vote 5-0. 10 6. Bossow Residence Gate MM 344 Beaver Dam Rd./Lot 9, Blk 2, V.V. 3rd MOTION: SECOND: VOTE: TABLED TO NOVEMBER 1ST MEETING. 5 7. Schweinsberg/Miller New Residence MM 2614 Larkspur Lane/L 7, Blk 1, V. Intermountain (Final) MOTION: SECOND: VOTE: TABLED TO NOVEMBER 1ST MEETING. 7 8. Lionshead Center Condos. MM Garage and Pedestrian Doors MOTION: Kathy W. SECOND: Roy S. VOTE: 5-0 TABLED TO NOVEMBER 1ST MEETING. 6 9. Mountain Tees, New Window BR Lionshead Arcade Building MOTION: Kathy W. SECOND: Jamie M. VOTE: 5-0 Approved as submitted with stucco roof. 12 10. Vail Gear Awning - BR 122 East Meadow Dr./Village Center Building MOTION: Roy S. SECOND: Kathy W. VOTE: 5-0 Consent Approval. 1 11. State Farm Sign BR Brandess Building/2077 N. Frontage Road West MOTION: SECOND: VOTE: Staff approved. 8 12. Lone Mountain Gallery Signage BR 450 East Lionshead Circle/Treetops MOTION: Roy S. SECOND: Kathy W. VOTE: 5-0 Consent approval. 13 13. Ledges Construction Sign BR 3891 Bighorn Rd./East Vail I-70 Interchange MOTION: Roy S. SECOND: Kathy W. VOTE: 5-0 Consent approval. MEMBERS PRESENT: Ned Gwathmey Jamie McCluskie Pat Herrington Kathy Warren (PEC) Roy Sante ARL~TRnnnn T T~1 TwTT STAFF APPROVALS: De Lecon Repaint / West Unit of the Texas Townhouses. Villa Cortina window enlargement Unit #155. Amoco Oil Company, new sign. Breakaway West Unit #353, add window or, West Side Decor, new doors and windows. Vail Associates Ski Storage, new shake Swiss Hot Dog Company Sign / Lionshead ABC School Airlock, new entry addition. Grubbs Resid., new front facade / -L 6, Victorian's II, new deck / East Vail. to deck. Vail Das Schone Mall. roofs. Mall. B 1, Vail Village 6th. 6 ~~ REC'OOCT 1 9 1989 A ~~~~`I NORTHWEST COLORADO 1!j ~v~~ COUNCIL OF GOVERNMENTS Post Office Box 739 Frisco, Colorado 80443 Frisco 303 668-5445 Denver Direct 303 573-7611 '~ E M O R A N p U M To: QQ Committee From: Lane Wyatt, QQ Program Coordinator~tib` Re: 1990 Dues and Budget, Water Forum Agenda Date: October 17, 1989 At the QQ meeting in Vail on October 12th it was agreed to reduce the QQ membership dues to meet specific budget criteria. This has resulted in an 18.11 QQ dues decrease which is reflected in the enclosed final budget and dues request for 1990. If you have any questions with regapd to the budget figures or dues calculations, please feel free to call Karen or me< As of this writing we are researching various alternatives to provide QQ with the legislative monitoring required for the 1990 session. This information will be forwarded along with a brief summary of the morning portion of the QQ meeting covering anticipated legislation of interest and concern for the 1990 session. The final agenda for the October 27th Water Forum is enclosed. If you would like to attend as an observer please call Karen at NWCCOG on or before Friday, October 20th. The $20.00 fee for NWCCOG members will be billed to your jurisdiction. E®gl® Coun~Awn, Bax~lt, Eagle, Gypsum, Minti.m, fwd Cliff, Vail, * C:rvnd Counfy:Fraser, Granf~, Grand Lake, Hot SUIpt'v~r Springs, Kremmling, Winter Park, #J®ckson Coun4y:Wolden, # Piridn County:Aspen, Srx~m-~css Vllage, # Routs Coun4y:-+a,~n, Cbk Leek. Steamboat Springs, Yampa. # Summtf County.8iue R~r, &eaken~dc~, Dillon. Fries, Ma~tezurr~a. Sifwr~-~a*,= WATER QUALITY'/QL`A!~TITY FUND (QQ3 BUDGET FOR 1990 Prepared 10/16/89 REVS\UES L:~W Contributions (1) RB Contribution (2) Outside Contracts (3) Associate Membership for Legal Services/Information Only (4) Water and Sanitation District Contributions (5) 1989 BUDGET 595,325 8,305 2,000 2,200 1990 BL'~DGET $78,057 -0- -0- Total Revenues Miscellaneous Income 1988/89 Carryover Total 2,000 3,500 3,500 ----------------------- $1.11,330 $83,557 125 29,806 27,080 ----------------------- $141,136 $110,762 E~PENDITL'RES Salaries - Gnrl Cnsl, Lgl Scrtry, Fscl Offcr & Rcptnst $60,776 - Program Director (40X) $13,580 - Program Assistant (40X ) 8,776 - Fiscal Officer 2,395 - Receptionist 2,216 Fringe Benefits 12,290 6,716 Indirect 6,270 4,040 Rent 2,220 964 Contract Services (NWCCOG) 3,500 1,500 Contract Services 36,000 30,000 Dues and Subscriptions 500 500 Office Supplies 400 350 Postage 980 800 Printing and Publications 400 400 Telephone 800 950 Travel and Meeting 7,000 7,500 Defense Fund 10,000 30,000 Miscellaneous Expenses 75 ----------------------- Total Expenditures $141,136 $110,762 (1) Land Use and Water Fund. Contributions by Headwaters Counties and Towns ONLY for water related legal services. (2) Contributions for all members for legal services to all NWCCOG programs, NWCCOG Board and telephone inquiries on various legal issues to all members. This service will be budgeted for separately through RB in 1990. (3) Outside contracts at S40/hour with members. This service no longer available in 1990. (4) Gunnison County 52,000 (5) Breckenridge Sanitation District 52,500 Frisco Sanititation District ,1,000 1990 DUES REQUEST REFLECTS AN MEMBER AVON BRECKENRIDGE DILLON EAGLE FRASER FRISCO GRANBY GRAND LAKE GYPSUM HOT SLTLPHUR SPRINGS KREMMLING SILVERTHORNE VAIL WINTER PARK TOTAL EAGLE COUNTY GRAND COUNTY SUMMIT COUNTY TOTAL GRAND TOTAL 18.11% DECREASE FRO~1 THE 1989 REQUEST 1989 DUES 1990 DUES % OF TOTAL $5,250 54,299 5.507% 5,250 4,299 5.507% 1,050 860 1.101% 525 430 0.551% 525 430 0.551% 3,675 3,009 3.855% 825 676 0.865% 525 430 0.551% 525 430 0.551% 525 430 0.551% 525 430 0.551% 3,675 3,009 3.855% 8,400 6,878 8.812% 1,050 860 1.101% $32,325 $26,469 33.910% $21,000 $17,196 22.030% 21,000 17,196 22.030% 21,000 17,196 22.030% $63,000 $51,588 66.090% $95,325 $78,057 100.000% t Water Forura Agenda October 27, 1989 9:00 a.m. - 6:30 p.m. Cherry Creels Inn 600 South Colorado Boulevard 0:00 - 10:00 Continental Breakfast hosted by Popham, Ifailt, Schnobrich and I{aufman, ~lttorneps at Law 10:00 Convene Welcome, Ford H. Wheatley IV, Mayor, City of Glendale Purpose of the day, Gary L. Sears, hlanag?r, City of Glendale ].0:15 Int;roduction of topics and speakers -Municipal. Water Needs introduced by James R. Griesemer, Manager, City of Aurora Speakers: Margaret Carpenter, rlayor, City of Thornton and Tom Griswold, Director of Ut.i]..iti.es, City of Aur.or.a -The Role of the Federal Government in Colorado Water Development introduced by Malcolm Murray, 1st Vice President, Denver Water Boarcl Spea}ters: James J. Scherer, Regional Administrator, Isnvironmental Protection Agency and James Martin, Aide to Senator Tim Wirth -Agricultural Water Needs introduced by Neil Grigg, Director, Colorado Water Resources Research Institute Spealters: Charles }towe, 1?conornist, University of Colorado and Larry D. Simpson, Secretzr,y, Northern Colorado Water Conservancy District -Recreational Water Needs introduced by Dennis Donald, Deputy Director, Colorado Department of Natural Resources Spealters: Richard Bratton, Bratton and Associates, Attorney at Law, Gunnison and Ron Ilolliday, Dir.•ector, Division of Parlts and Outdoor Recreation 12:30 Lunch I{eynote Spea}ter, Hamlet J. "Chips" Barry III, Executive Director, Colorado Department of Natural Resources 1:95 Session 1 Concurrent small group discussion/dialog -Municipal tJater Needs -Federal Role i.n Colorado Water Development 3:00 Session 2 Concurrent small group discussion/dialog -Agricultural Water Needs -Recreational Water Needs 4:15 Wrap up by Convenors So what? Where do we go from here? 5:15 - 6:30 Coclttai]_s hosted by the Vail Val. .ley Foundation . ~. I will attend the October 27th forum as an obser~~er: r'ame Jurisdiction: I will join S-ou for continental breakfast: Lunch selection: Chicken Oscar London Broil I will join you for cocktails: The cost for Iv'k'CCOG members will be $20.00 and the charge will be billed to 3•our jurisdiction. -~- ail Ch~r~ber of ~or~rr'werce RAC"~~ OCT 1 81;989 1~~.'~7I~~IZ `5' L II1~CI-I~®1V ~11~1~ ~ U,SINESS' ~~I%T~IZ I-IO ~'IZS THE AVON/BEAVER CREEK RESORT ASSOCIATION AND AND THE VAIL CHAMBER OF COMMERCE WHAT: WHEN: WHERE: WHY: COST: R.S.V.P. A JOINT LUNCHEON, WEDNESDAY. OCTOBER ?5 1989 11:30 COCTAILS; 12:00 LUNCH MARRIOTT'S MARK RESORT THE VAIL VALLEY MARKETING BOARD WILL BE PRESENTING AN UPDATE ON THEIR INAUGURAL 1989 SEASON AND A LOOK AHEAD AT 1990 AND BEYOND $9/MEMBERS, $10/i\'ON MEMBERS -PAYMENT AT THE DOOR iVt/C & VISA ACCEPTED BY OCTOBER 23 AT 949-5189 241 East Meadow Drive. Suite 301. Vail. Colorado 81657 ~ 303/476-1000 ~~~'~ OOT 1 8 ~8~ Vail Chamber of Commerce Local Business Community Survey As a service to its members, the Vail Chamber of Commerce will periodically generate surveys on key community topicsto publicize how the local businesses and residents feel about issues that will effect our lives. The surveys are strictly informal and do not meet statistical criteria for accurate represen- tation of the majority. The information should be used as a general pulse by a sampling of Chamber Forum Luncheon attendees. At the Chamber Forum Luncheon on October 1.0,1989, 3 questions were asked of attendees: I. Should the Town of Vail continue to fund the summer marketing efforts for the Vail Valley? II. Should the Tovvn of Vail continue to fund the special events of the community such as 4th of July, Winterfaire, Vailfest, etc.? Yes No Undecided 10% 30% 60% 90% 100% III. Do you feel that those special events should be administered by the Chamber or another organization such as the Marketing Board, VMRD, etc.? Chamber Other Organization Undecided 10% 30% 60% 90% 100% a ~e~/~ Ca~~/c /L. ~Q./~2! ~~ `~~G/p/~ ~InTT /r9~7J~j There will be a special worksession with the Planning and Environmental Commission and the Design Review Board on Wednesday, November 8, 1989, from noon to 2:00 p.m. The purpose of the worksession is to view a presentation and make preliminary comments on the Village Parking Structure Expansion/Renovation Project. RECD OCT 1 91989 ,~ ~ngineerring C®nsu94anfs 953 So. Frontage Rd. West, Suite 202 Vail, Colorado 81657 303/476-6340 October 19, 1989 Mr. Rondall V. Phillips, Town Manager Town of Vail 75 S. Frontage Road Vail, Colorado 81657 Dear Ron: Please accept this letter as RBD's request to withdraw our proposal for the Intermountain Street Im~ovements for the Town of Vail. We have made this decision to avoid any potential political conflicts for Kent Rose RBD's Vail Office Manager who also serves as Mayor for the Town. We feel we need to honor Kent's commit- ment to the Vail community. RBD is in Vail for the long term and .. will be future opportunities for us Town. We look forward to submitting requests for proposals in 1992. Your assistance and consideration in has been sincerely appreciated. Sincerely, RBD, Inc . =/V- 1 yd G. McL h ' General Manager. I'm sure there to work with the on the Town's this matter Other Offices: Fort Collins, Colorado 303/226-4955 a Colorado Springs, Colorado 719/574-3504 ~. ~ .. TOPIC QUEST 8/1 BANNERS IN THE VILLAGE (request: Slevin) 8/1 STREET ENTERTAINMENT 8/8 TIVOLI LANDSCAPING 8/8 UTILITIES UNDERGROUNDING FOR ARTERIAL BUSINESS DISTRICT 8/8 WEST INTERMOUNTAIN ANNEXATION (request: Lapin) 8/8 POST OFFICE BUILDING REMODEL/ACCESS 8/15 VVCWD/TOU LAND CONTRACT 8/15 POINT OF SALES TAX COLLECTION (request: Lapin) 8/15 NO SMOKING ORDINANCE/RESTAURANTS WORK SESSION FOLLOW-UP FOLLOW- IONS 10/20/89 PETER: Arrange location and placement of permanent banner poles at any location other than Pepi's. PAM: No more rack 'n roll. Perhaps no more jazz? PETER: What is the status? KRISTAN: Provide costs to individuals to convert 'underground. Provide firm number for TOU's portion by budget time. Inventory all above- ground wiring. LARRY: Proceeding w/legal requirements for annexation. STAN: Redesign access w/CDOH as relates to remodel RON: Contract in final stages of negotiation. CHARLIE/STEVE B.: Schedule discussion. RON/SUSAN: Schedule for 11/14/89 WS. Organize study group to examine voluntary options. Have asked Ampersand for design for Lionshead east entry. Will explore with Ampersand alternative banner pole locations in Village. Peter to check with Ampersand on status of request. Review meeting held September 20. Business survey being developed. Will be ready 10/31 for distribution. Landscaping and other work will be done by Nov. 1. They're asking to wait until next spring to complete the rock walls. Received letter from New Electric detailing costs for each property. Community Development will write letters to property owners for their response. Council will discuss in November. Annexation map is being produced. Annexation should be completed by Jan. 1st so Intermountain can be included in our census count. Susan has completed research and submitted updated plats to Dan Corcoran. When space needs are determined, access redesign will be done. Larry and Jim Collins are working on contract. Further research per Merv. Group to include Safeway and other retail outlets in their scrutiny. WORK SESSION FOLLOW-UP TOPIC 8/25 CASCADE VILLAGE LIGHT 8/25 UAIL VILLAGE INN TRIANGLE 8/29 UTRC HANDRAILS (request: Slevin) 8/29 SIGN NEAR SKI MUSEUM (request: Lapin and Cathy Douglas). 8/29 HIGHWAY RESEEDING OF FILL AREAS (request: Steinberg) 8/29 WILLOW CIRCLE LANDSCAPING (request: Steinberg} 9/5 GATEWAY PROJECT SIGNAGE 9/5 DOG CONTROL (request: Steinberg) ESTI Fni i n~-no cni nrt 10/20/89 STAN: Light missing at the intersection of West- haven and South Frontage Road. PETER: Landscaping inappropriate. STAN: John and Ron feel they are in terrible shape. Handrails are going to be treated or in same way fixed before winter. STAN: Some type of dead end indication sign needs to be placed on Vail Road as you are approaching the Ski Museum from the north indicating that a that aright turn is a dead end. STAN: Could wildflower seed be mixed with grass seE and the reseeding program for all the fill areas along the Interstate. STAN: Please contact Joan Whittenburg concerning improvements in Willow Circle. PETER: Developer wishes to place explanatory sign, although he does not have a building permit. ~ DICK/PETER/STAN: Better signage required. Peter has sent Andy a letter asking if he'1 one in. Andy will contribute Cascade li Works installs the light and coordinates office of CDOH. Rich Perske agrees with long as Town Engineer approves light and ok's the project. 1 pay us to put ght if Public work with Eagle this solution as Eagle CDOH office Joe Staufer has agreed to concrete triangle this fall. Date for completion shall be the end of October. Cost estimates received. Replacements ordered. Will be installed before winter. Sign ordered to say "No Through Traffic" with arrow to the right. Installation approximately 10/22/89. Contacted CDOH landscaper in Grand Junction, and revege- tation plan was requested. Presented Council's request to him. CDOH has agreed to do wildflower seeding. Stan tried to call Joan three times. Letter sent to Joan in Kentucky. AMOCO has been contacted re: placement of sign stating some- thing similar to "Pardon my dust." Sign should be up any day. Ampersand to design amore aesthetic sign and placement at entrance of Ford Park Lower Bench, as well as parks/paths/ etc. ,~, 3 r. -. TOPIC WORK SESSION FOLLOW-UP 9/5 RUDER-REINEKE BUSINESS LICENSE (request: Cacioppo) 10/17 RUDER-REINEKE BUSINESS LICENSE FOLLOW-UP (request: Cacioppo) 9/5 CALL UP PROCEDURE FOR PEC AND DRB DECISIONS (request: Steinberg) 9/19 TREE CUTTING ON STREAMTRACT (request: Steinberg) 10/11 UAIL BUSINESS REVIEW 10/17 VUCWD LETTER (request: Lapin) 10/17 FOOD RESOURCES 10/17 VUF FINANCIAL REPORT 10/17 EAST UAIL BUS ROUTE PETER/DANI: Are they operating illegally in East Vail? KRISTAN: Prepare written response regarding action/'. reaction up to this point to Don Morris. (Box 2973, Vail) LARRY: Work out wording to disallow the call up procedure for. PEG and DRB decisions to be 'allowed without consensus. PETER/KEN: Sonnenalp and Village Center cutting down trees on streamtract adjacent to their property. STEVE B./DANI: Regarding information relating to businesses increasing/decreasing. The TC thinks the newsletter is great (and so does Dean Liotta!). RON: Write letter regarding NWCCOG contribution of $8,400 for legal support of water quantity/ quality program. RON: Write letter to Toni Bern regarding request for donation from Eagle Valley Community Fund, rather than request to Town Council. RON: Request financial report from VUF. RON/STAN/SKIP: How is this currently being augmented? Explore possibility of permanent direct route from Ford Park to parking structure. FOLLOW-UP SOLUTIONS 10/20/89 Community Development investigation of zoning matters in process. Letter sent to Ruder, and he has responded. Being reviewed by Larry and CD. Pritz sent a second letter requesting additional information. Bab has received the letter, is not happy with it, and will be discussing it with Peter. Kristan is writing Don Morris. Resolution is being developed. Pete Burnett and Matt Hecker (PD) took pictures, and Matt is doing a police report. PDT CD,~and Larry will decide appropriate action. Betsy is making list of DRB guidelines that pertain to illegal tree cutting. Info forthcoming from Admin. Services. Letter is written. Written. Written. Will be presented 10/24. ti , ~ ,~ , p~ AGENDA REGULAR MEETING VAIL METROPOLITAN RECREATION DISTRICT '~ BOARD OF DIRECTORS WEDNESDAY, OCTOBER 18, 1989 KREUGER ROOM - VAIL GOLF CLUB 3x00 PM to Call to Order 3:00 PM> - 2e Approval of minutes - September 20 & 25, 1989 3e Outdoor Ice Rink - see attached - Ben & Barb 20 min 4e Gold Peak Volleyball Courts - Bill Post 5 min 5o Adult Summer Soccer League - Barb 10 min 6. Update on General Recreation Committee - Barb 10 min (see attached) 7o Aquatic Center - Jack Wolf of Boettcher & Co 20 min 8e Golf Course Restaurant - request for liquor license on golf course - Collins letter forthcoming 10 min 9e 1990 budget introduction - Brian & Pat 10 min Schedule department meeting loo Dobson sub committee report (see attached) - Salasky 10 min lle Master Plan - Final Revision - Dodson 5 min (see attached) 12e Approval of Purchase Orders 1 min 13o Adjournment 1 min Attachmentso Minutes - September 20 & 25, 19.89 Ice Rink at Golf Course General Recreation Committee Tom Salasky Memo VMRD Master Plan _ ~ For Your Information: Ceil Folz letter Lacrosse Letters - 2 VMRD - Master Plan - final version Scott Peterson letter Golf Financial Report ~: r+LCN[TI~S -- RDC~JIAR P~'1'II~G ~TAII, NlW~POI.ITAId RDQ2F~TIUN DIS°IRICT SF,FI'IIKSII~t 25, 1989 P PRFSEI~a Tim Garton, Gail Molloy, Ken Wilson, George Knox, Merv Lapin Pgl`RBIIZS AffiEI~o None G'II~ZS PI'S a Pat Dodson C~I~ TD QRL'~Re The meeting was called to order at 3:11 Fri. FIl~NCIAL ~a Brian Jones joins the meeting, see attached financial report. Reviewed with the board. F~'IDYEE PIl[LS PR~2AAgo Barb Masoner joins the meeting. Masoner reconmierided to the board they approve: elimination of $25 golf/tennis fee to employees $50 per employee in budget (total $2,000/yr) employee of month program on the spot recognition Masoner said the TOV has approximately $25, 000 in their budget for their employee plus program. Lapin moved to approve $2,000 in the 1990 budget for the Fsnployee Plus Program, second by Wilson, .passed unanimously. . Lapin inquired about VMRD°s health insurance - do we want to research any other companies. Brain stated he already has agents looking into quotes. Lapin wants St. Farm to give a quote. CR06S QC~JRPII2Y SKI - ~~~~ Axel Wilhelmsen and Ross Davis join the meeting. See attached two versions of the contract. Masoner reviewed with the Board the contract. Requiring Axels people to have first aid training - he does not want this in the contract. Damage Deposit - Axel wants it waived, Collins is suggesting a deposit be kept in •the con~xact off' approximately $2,000. ~Tse of counter and phones by Steve Jones Sleigh Ride. -Liability insurance - VMRD will carry the liability insurance and if any accidents occur, Axel will pay the deductible. w -'Ihe construction of the Nordic Sign will be split 50/50 between Axel and VN4ZD. -Initial term is for 1 year which VMF2D wanted, but Axel wants 1 year plus five, three year terms, This is OK with Collins. -Paragraphs 8 & 9 deal with the Bowl's concern of Axel selling the equipment and how the money will be distributed. -Snow removal of roof . Restaurant is required to remove the snow and wants Axel to participate. -Rental space -Axel wants to add 1 office -Dodson said OK for the office on the East side -Damage deposit - $500 after 45 day of the t of the lease. The Board agreed to the the following: -$500 secutiry deposit paid before the first of the year. ~Jse of office space -Snow removal will be done by VMRD aver the pro shop area -Selling equipment - if sold VMF2D gets credit on trace in on a depreciated schedule and first option on buying. -Term of contract - 1 year. Ross Davis will make the final changes to the lease and Ken Wilson will sign the lease on the boards behalf. Molloy made a motion to give Ken Wilson the power to sign the Noniic contract, second by I~pin, passed unanimously. ADUI~ SOCCER: FYed Ammer joins the meeting. Ammer explained for years he has been running Fepi's soccer club and the adult . recreational soccer. He wants to establish uniform . requirements for all groups using the soccer field ie insurance requirements . Anmier told the Board he will no longer be running the adult recreational soccex league, but will continue to run and manage Pepi's club. He wants another entity to run 'the adult recreational league. . Ammer stated the field needs repair and additional equipment. New Goals - in the past Anmier has purchased new. nets every year and left the nets up all season long. He will be unable to leave his nets up all season in the future. No phone -greatly needed in case of emergency. disc -bulletin boat~i, dog control signage, additional toilet, storage shed for equipment. Dodson stated the demand for field time is coaxed out. If the recrnation department runs an adult soccer league, Ammer could risk the use of the field for his private club. Public u._~e takes priority over private use. AmmPx noted this. -- The Boar13 instructed Ma`soner to look into prioritizing Ammers requests and list her recommendations on running an adult recreation soccer league. E~FAIREo John Horan-Kates joins the meeting. See attached hand out of proposed 1989 Athletic Field Lease. Garton is concerned the lease does not provide for a security/damage deposit. Horan-Kates has no problem adding this. The lease payment is $500 and Lapin possibly could agree to this for the first year, but wants it substantially higher since this is a profit group and VMF2D is looking for revenue for recreation. Horan-Kates stated an endowment fund could possibly be set up via Euro-Faire to donate equipment/repairs to the softball field. Garton instructed staff to work on the field lease agreement further and make the arrangement more attractive to VNIFtD. FEE ~FrSrn ~' ~ Lapin stated the VJHC in the past paid $18,000 and the kids skating passes was included in the fee. This year the skating pass was not included in the negotiations. Lapin is proposing the skating pass fee for 1989/90 season .be cut in 1/2 and next year be included in the VJHC program. The Board will hear Tam Salasky's views on this matter before making a decision. 1VIY~IE HOLE GOLF ~Ee Dodson stated the proposed land is in fact the Town of Vail°s property. Next step is to meet with the surrounding residents and explain VNIRD's proposal and solicit their support. Dodson asked for direction as to time frame. Lapin wants a letter sent to every resident via certified mail, stating meeting date, time and place. Addresses can be obtained from the County. He also wants Dodson to go to the Town Council - Dodson stated he already has run it by Ron Phillips and was given the go ahead. Lapin leaves the meeting 5e08 PM. ~~' CART B1I~S~ Dodson stated he had received bids from Yamaha, Melex, E- Z =moo and Club Car. Steve Satterstr'om stated he had called many clubs regarding the Yamaha car and they all gave glowing reports - the company is willing to do anything to get established. E-Z Go is a great company, he knows their quality and Boyd Distributing is excellent to work with. If the Board decides to go with Yamaha Satterstrom suggests getting a fleet of 1 cart from each company so we can have first hand experience and make same conclusions on each-cxJmpany ourselves in the future cart purchases. Dodson stated Yamaha has a past history of bad batteries and he wants to do further resP~rch on this problem. In the cart contract and Board wants a penalty clause put in of $200/day/cart for each day late on delivery of carts. Staff will continue to negotiate. SUB ~E POLSCY: The Board likes the policy as Dodson has submitted and wants staff to be instructed to use it. No motion was made on adopting this policy -just use it. VAZI, A~TFi*TC AMBASSADOR PROQ2AM: Garton stated Rotary has taken this project aver, the criteria is being finalized at this time and Dorothy Hamill and Frank Shorter have expressed interest in supervising this program. 1990 BUDGET USER FEE`S: The Board reviewed the proposed fees. General consenstLs among Board members is to raise non resident fees. Wilson especially wants to establish a resident and non- resident user fee in the Softball program - suggest $5 resident and $20 non resident. The Board will be further discussing fees as we proceed into the budget process. Suggested fees: -Tennis non resident - $100, Sr. Citizen non resident $50 -Golf non resident - $950 ~7r Golf $50 resident, $125 non resident -Tennis court fees $7 & $9 EAGLE VA,IL.REPORT: Dodson met with the Chairman of the Eagle Vail special district. He felt the combined Eagle Vail / Vail passes was successful this year and is willing to continue the Program next year. 'T'hey also want to' continue with the Winston study on the benefits of combining the two district. VMRD AGENDAS: (ADDITIONAL I'i~ The Board instructed Dodson to reduce the scope of the VMRD Agendas. Their goal is to meet once per month and they feel many of the agenda items can be handled at staff level or at--the sub committee level with Staff members giving brief reports at the Regular Board Meetings thus min;m;zjng the lengthy items place on their .agendas. AP~TAL OF P[JRCEF~SE ORDERS: Molloy made a motion to approve the purchase orders as presented, second by Knox passed unanimously. 't~r^rrS Q?i7RT Cr: Garton i.s to sign the -teddy Viele contract on Friday, - September 22, 1989. ~- Garton Leaves 5:57 Fit Knox authorized Tim Garton to sign the Duddy Viele contract AF1'FR Collins resolves the Black Hawk Contractor problem, second by Wilson, passed unanimously. ~~° The meeting was adjourned at 6:03 FM Gail Molloy, Secretary AIIN[PI~S ' - RDC~JLAR MF~TTNr, VA7Z MEI~2OPOIZTAN CAI DISII2ICT SEPI'II"IBER 20, 1989 Z'~S Tim Garton, Gail Molloy, Ken Wilson, Geode Knox, Merv Lapin ABSFNr: None ~~ ~: Pat Dodson ~~ ~ 0~~: The meeting was called to order at 1:56 PM. APPROVAL OF P'IINiTrrES: Lapin made a motion to approve the minutes from the August 28, 1989 meeting, second by Wilson, passed unanimously. FORD PARK TII~IIJIS NUIaS: Dodson told the Board all the bids turned in for the Foci Park Tennis court project were rejected and Bill Pierce, Architect, has been negotiating with the two lowest bidders - Black Hawk Construction and Duddy Viele. Bill Pierce joins the meeting - see attached sheets which he handed out. The Board wanted to make sure Pierce had compared apples to apples on these bids. Pierce assured that he had and is recommending the Duddie Viele bid of $366,090. Dodson stated the references of both Black Hawk and Duddy Viele had been checked out. • Lapin made a motion to approve the low net bid of $366,090 from Duddy Viele and enter into a contract, second by Wilson, passed unanimously. Tim Garton arrives 2:03 PM. ~~ ~ TOUR: Many individuals were present in the audience to participate for this item. Barb Masoner opened by stating this item has came up because of the Town Council's vote to move the date of the Lacrosse tournament or lose the tournament from Vail. Molloy arrives 2:04 PM Masoner said the dates for the Vail Lacrosse Tournament are June 27 to July 4, 1990. There are several people here today who wish to give the Board a presentation. They will talk first and then it will be opened up to public input. JIl~f SORAN: Vail Lacrosse tournament organizer for the past 10 years. Has always strived to cooperate with the TOV and has given Vail much positive aspects. The Vail Lacrosse shootout is organized to promote the game of Lacrosse through an invitational tourney that features all-star lacrosse teams selected to provide the widest possible geographic representation of the lacrosse world. Proposing 1990: June 28, 29, 30 masters brac}cet, July 1, 2, 3, 4 - champion bracket and 4 womens team. Soran reviewed the players rules with the Board - any violations of these rules and the player is banned for life from this tournament. He has surveyed the teams on changing the dates and 14 of the 16 teams responded. Each team consists of 25 people with an average income of $30,000. Eleven teams cannot participate if another date is selected, three said it would be difficult, but could be done. Soran indicated each team spends approximately $3,600 for lodging. Soran said the past two weeks publicity has been a disservice to the TOV. 1990'sschedule includes a high school clinic for coaches during the master dates. Regional sports network is hopeful for 1990 with a 10 minutes half-time spent on Vail. FRANK WEIN~ft: Owner of a home in Vail and Chairman of Rocky Mountain I~crosse Foundation. In support of keeping this tournament in Vail. KARE~1 NORTEK: Representing Chamber of Commerce, Vail Valley Marketing Board and Vail Special Events. All groups support Lacrosse on the 4th of July date. SYLUTA BIJJiJNT: VRA. Sent out survey and received a small amount back - responses were favorable to Lacrosse tournament held on fourth. KEN HUEY: Vail police department. The general philosophy of the police department is the Fourth of July is a concern to them. The Lacrosse organizers, bar owners etc have been VERY cooperative with the police. The rnunber 1 problem group is the 14 to 20 year olds. If the Lacrosse is moved he does not feel the police's job would be any easier on the fourth. c~IL FOLZ: VMRD employee. She stated events have been attempted in the past targeting age groups of 16 to 20 years old. They have been unsuccessful to date. Kids want to be on Bridge Street and nothing tried to date has enticed them away. BOB RUDER: Rotary club. Stated he just came from a marketing meeting and they were talking about problems derived from success -nice problem to have. Encourages =_ VMRD to continue the Lacrosse event, RICK OOBB: Boulder. This event is great advertising for Vail and many people have seen who who otherwise would not have. JOE STAUFER: Stated for the family, the Fourth of July experience has deteriorated and some families will not be back to Vail. Keep the kids busy! Enough talent is in TOV to keep this age group busy until 2 AM. ERIC TAYIa2: 20 years old. His age group is on the street to party because they can't get in bars. They don't care about Lacrosse -they are looking for• a good time. Would support a citizen group to help the police control the croc,rd. PAUL JEPSON; Represents IQdge at Vail. The problem is night time. The financial impact to the Lr~dge is none as they lock their doors and add security. Support night activity for the 14 to 20 year olds. JIM OSTERFC~SS: Owner of Roost Ledge. Support the Lacrosse event - its a positive event. MERLE JAC!OBS: Employee of Avon Recreation. Its been very pleasant working with Jim Soran and his group - keep the tournament. JAMES JOHNSON: LAts of good suggestions from todays meeting -try out some of these suggestions before giving a negative vote to the Lacrosse tournament. WILL MILLER: Supports the Lacrosse event Lapin made a motion that the VMRD staff contract with the lacrosse tournament for the July 4, 1990 tournament, second by Knox, passed unanimously. Wilson wants Dodson to go to the Town Council and ask for their support on the Lacrosse tournament in 1990 on the July 4 date. 5'FTIl~IG POOL: Ceil Folz joins the meeting. Ceil stated she met with Jack Row of Boetcher and Co . on Monday regarding how to get ready for the December 5 election. Wolf feels the December 5 date is too soon to accomplish all that needs doing and is recommending pushing the election date to February 6, 1990. The total cost of the pool will be 4.5 million dollars. Lapin made a motion to m~~e the swimming pool election to February 6, 1989, second by Knox, passed unanimously. Folz stated a citizen conunittee will be formed consisting of swim~xs, softball players, amphitheater individuals, volunteers, etc. Folz stated she contacted Jim Collins regarding staff involvement and tax dollars allocated towards campaigning for the swinmLing pool. Collins indicated there is no problem sperxiing tax payer dollars on local issues - when it reaches the state level it become a problem. Lapin stressed he wants the staff to act as educators only - disseminate factual information only. The public meetings with local groups (Rotary, VRA, etc) should be moved closer to the election date. SEO~ND ICE SURFACE: Tom Salasky joins the meeting 4:05 PM. Salasky stated Peter Jamar has looked at the 4 proposed sites. To date he has information on two of the sites: 1) Vail Associates - Golden Peak. VA says its OK with them - go ahead with study to see if rink will fit. 2) L~ionsHead Parking structure - structurally can support and ice surface. East and west sides of the Dobson Arena - information on these two sites. is still forthcoming. Garton said he met with Mike Shannon regart3ing recreation and areas of cooperation. The outcome of the meeting was that in the future Shannon, Lichliter and a VMRD Boan~3 representative (Garton accepted) should work together for the future of recreation. The Board asked they be provided with the dollar costs of a skating rink on the driving range by next meeting. ~ ~~ Movie is asking VMRD to pay for the broken window to her house caused by a golfer on the Vail Golf Course. Dodson and Satterstrom both recommend VMRD stay out of this situation - it should remain between the golfer and the home owner. Movie Beal's letter indicated the tee box has been changed and aimed directly at her house. Knox wants Dodson to clarify this with Beal -. tell her the tee box has never been changed since she. built her house and VMRD will not pay for the window. PUHLIC HEARING JEFF 6d~JSTOrd RECEEATION Pte: See attached master plan. The meeting was turned over to Jeff Winston who presented the proposed Recreation Plan to the audience. Jeff will take the comments from the tai, 1~etro~o~itan Recreation District Vai~, Co~orac~o i ~,/~ 9 St~vrh-rz. 6 ~~/ 4~~ ~~ N~ /~ A N L c H a.s r- :. ....:_ ~ Lp~~ ~~ ~, 7~ LAP}~~ ~4c ~~~' ` ~, ,~.. t ,, ` ~ ~- i . ~ '1" G,I '~ ~J _ - -- F' -- ~lo,,s~ . /3 A G- -9 Rio M ~~/~ R K / lY C- L o i .~~ , ICE RINK AT THE GOLF COURSE NOTES _ _ Location of the rink is off the east edge of the Practice Tee 150°, west of the cart building and 20° north of the driving range fence. Rink should not be larger than 15011 X 70" since the grade change would be 3 feet in elevation as we have a 2' difference in elevation now. The north south borders are on the edge of an irrigation pipe which limits the rink size. Room is needed between the fence and the rink to provide snow dump on both sides. Shade on the driving range fence should be installed if necessary later. No cost is available at this time - an estimate of $2, 000 - $3,000. Edge of rink would be a 6 X 6 timber boarder plus the snow bank with backstop boards behind the goalie area. No Zamboni would be used until such time in the future if feasible. Season would begin in December and last possibly to mid-February without shade. No 1 finer would be used under ice - very costly and difficult to remove and clean. Area would need to be reworked and reseeded in the Spring after the ice is gone. Operation could be 10:00 am. to 10:00 pm. broken up into sessions. Skates would be rented within either the pro shop or the bag storage room if available. .... ICE SKATING RINK ON THE PRACTICE RANGE MINIMUN MAXIMUM - Grade work to level area 150 X 70 500 1,000 Dozer work, strip sod etc.... - Topsoil, minimum of 4" to cover and 2,000 2,000 repair for planting, 200 yds X $10/yd - Irrigation pipe changes and/or electricity and phone lines in area 500 500 - Border timbers 6 X 6s, 500' X $2.00 1,000 1 000 - Back board on E & W sides 200 200 - Walk Ramp and Bench Areas 100. 200 - Water Hookup from Clubhouse Basement 500 1,000 approx 150' from source to N W corner of building - Hoses and valves form Clubhouse 200 500 to west end of the rink -~ Lighting and Electric Hookup in Conduit 500 1,000 - Speakers, Sound System, Tapes, etc.... 500 2,000 - Equipment to Remove Snow and Sweep 2,000 4,000 Snow Blowers, and Power Broom - Water and Electric Costs for 10 weeks 500 500 - Skate Rentals, 150 pair X $20.00 3,000 3,000 Labor for Ice Making, Clearing Snow, 3,000 3 000 etc... 30 hrs/wk X 10 wks = 300 X 10.00 , - Attendants if necessary, skate rental, 3,000 4 900 Ice Aid, Maintenance. , 70 hrs/wk X 10 wks = 700 hrs X 7.00 Misc. 100 1,600 2,230 TOTAL $19,100 $27,030 GENERAL RECREATION COMMITTEE MINUTES TO OCTOBER 5, 1989 I. Committee Members Purpose and Goals A. Stephen Connolly: Prefers to take action over reaction to rumors. Stephen feels that special interests on the board may or may not reflect those of the community. Because of that the role of this committee is to be a liaison between the board and the locals. Many people can not attend VMRD meetings making this committee's role all the more important. Stephen would also like to work with the Recreation Department and board in solving upcoming problems and challenges. An immediate goal would be to solve the softball crisis, i.e. east field lost to swimming pool complex. This and other problems should have a win/win solution. B. Bart Cuomo: Bart has been a resident of the Vail Valley since 1984. He classifies himself as a jock. He plays basketball, flag football, softball and rugby to name a few. He is also in the resort business. We are a resort town and therefore people are drawn t:o our community. Many of our recreation facilities are world class. The local's facilities however are greatly lacking. These need to be brought up to level indicative of Vail. The standard of living for locals needs to be improved by upgrading and expanding all local facilities. This committee will represent the silent. majority in that it will be a vehicle for locals to voice their opinions. Bart gave the example of softball players. They usually are not heard from until the softball fields are in peril. Bart emphasized we need to keep quality worker's here. Upgrading Recreation facilities used by locals .is one way to do that. Being a father, Bart also realizes the need for long range objectives. How can Vail be improved for our children? One idea is to develop Donovan Park. Greenbelts are needed especially for leisure use. (2) C. Mary Anne Mills: Has lived in Vail for the past three years. She likes several different sports rather then a single focus. This will allow her to represent a variety of interests on the committee. Mary Anne feels the Recreation Department is one of the most valuable assets of our community both for locals and guests. Despite that not many people are aware of the Department°s functions, Mary Anne has volunteered her time on this committee to help make the Recreation Department and its programs better as well as better promoted. All the facilities and recreation uses need to work together. Mary Anne cares about VMRD and its functions. It is here to serve the locals, The committee will help "get the word out" on all that VMRD does. D. Mike Stevens: Has been in the Vail Valley for 9 years. Mike is a softball, basketball and volleyball player. These interests have given him a first hand look at our .facilities. Mike would like to see recreation improved. This will allow all programs to continue to grow. For instance, at present the winter leagues using Red Sandstone Gym are maxed out. Likewise summer sports have the athletic fields booked. One facility needs to be developed to take care of all recreation uses. A sports complex is needed and Mike feels the Edwards project is the solution. That site is central, parking problems would be solved, all sports could be expanded, and with lights, games could be played later in the evenings. Having fields spread out between Vail and Edwards will prohibit Vail from attracting large tournaments. E. Ron Smith was unable t an out-of-town meeting. committee include his officiating experience for his enjoyment of sports. valley since 1982. o attend this meeting due to Ron's credentials for this educational background his the Recreation Department and He has also lived in the (3) II. Facilities, Programs and Activities Committee to Represent: A. Tennis B. Red Sandstone Gym Programs (including but not limited to:) 1. basketball 2. volleyball 3. weight room C. Summer Athletics field uses 1. Softball 2. Volleyball 3. Rugby 4. Lacrosse 5. Soccer (Adult and Youth) 6. Youth Athletic Camps D. Winter Sports including XC skiing III. Recommendations to the VMRD Board A. Board needs to continue to list their accomplishments at the end of each meeting. B. Assign a board member to this committee 1. Member can make committee meeting times (See IV. A) C. More consistant meeting schedule. IV. Additional goals and objectives set by committee A. Meeting itinerary 1. All General Recreation Committee meetings to be held at 4:00 pm the day before the VMRD board meeting. 2. Meeting to review board's agenda items. This way the committee will be more in touch with recreation issues. (4) B. Acquire goals and objectives from the community 1. All the committee members agreed that their function is to represent the community. 2. Committee is soliciting input from the public a. telephone calls are encouraged b. letters are better as they better communicate to the boardand committee the writer's input. c. Stories with the local press to make the public aware of this committee and its purpose. 3. The committee will have political clout allowing it to resolve pressing recreation issues. 4. Next meeting to discuss alternatives for the east softball field. 321 East Lionshead Circle • Vall, Colorado 81657 • 303 / 479-2270 TO: VMRD FROM: Thomas Salasky DATE: October 17, 1989 RE: Public Skating Season Passes It is the recommendation of the Ice Arena Subcommittee and staff to provide season passes for public skating at a discounted fee through November 30, 1989. The season passes will sell for $25.00 (resident), and $35.00 (non-resident) during this time. It is believed that this will stimulate additional sales of season passes. This is a true bargain for anyone who buys it. After this time of discounted prices, the cost will return to $50.00 (resident), and $70.00 (non-resident). This is a change from previous years where fees were broken down by student/adult and resident/non-resident. We sold minimal adult passes, so we are trying to induce more adults to purchase them. Also, it reflects the policy on resident versus non-resident fees in the VMRD. ,~. N'S ,~a'~.zP r~'k7.~~ ~~/5`Y.E r~'.~ ,~•ti`~^~"r.:~'~"L;rd`dR'F ~'~"~w{tr}a`,e ,~.,. j~'-~ay~•?'.t.+a"!i'~'~.k~'~' 1a~e~ ~ ~°i~`l.~ts 4,?,~"~"'e~4 ~~- fy µ~> ,~ k~ a ~i'.~~..2'„~+~...~..tFx «s,,~.zr;t r. s~.~~ ~ .*r.~`..a.,?, ~~~..3.yr,tit.-,<3;x~~>~*..:~t,~~4,.~. ~!.s.k'3'~.~~1>.'p,Ai~..Swa~,~<r~~ Si.~y~~ VAIL METROPOLITAN RECREATTION~,DT ISTRICT ~R 1~.1`ti Prepared Under the Direction of the VMRD Board of Directors, With Input From Staff Prepared by: Winston Associates OCTOBER 1989 TABLE OF CONTENTS BACKGROUND Evolution of the VMRD, Purpose of This Plan, Mission of VMRD MISSION OF THE VMRD EXISTING CONDITIONS What does the VMRD currently provide? CURRENT VMRD FACILITIES CURRENT VMRD PROGRAMS CURRENT VMRD DEPARTMENTS YOUTH SERVICES NATURE CENTER/X-COUNTRY SKI GENERAL RECREATION DOBSON ARENA TENNLS GOLF RECREATION NEEDS An Assessment of Existing Facilities, New Facilities and Management IMPROVEMENTS FOR EXISTING FACILITIES/PROGRAMS POSSIBLE NEW PROGRAMS/FACILITIES MANAGEMENT/PERSONNEL NEEDS GOALS AND OBJECTIVES Basic Directions for the VMRD GENERAL GOALS SPECIFIC OBJECTIVES 1 2 3 3 4 5 5 5 6 7 7 7 8 8 9 10 12 12 13 ACTION PLAN Specific Policy Directions and Actions 14 Assure a Positive Relationship with the TOV and an Extension of the VMRD/TOV Agreement 14 Increase Board/Staff Interaction and Communication 15 Providing Future Recreation Facilities 15 Help Provide Programs that Contribute to the Economic Development of the Vail Valley 15 A New Recreation Initiative 17 Long-range Recreation Planning lg VAIL METROPOLITAN RECREATION DISTRICT IVIAS~'ER PLAN .-~ Prepared Under the Direction of the VMRD Board of Directors, With Input From Staff Winston Associates, 12 OCf 1989 +` BACKGROUND Evolution of the VMRD, Purpose of This Plan, Mission of VMRD The Vail Metropolitan Recreation District (VMRD) was formed in 1966, before the Town of Vail was formed, to provide recreation facilities for the developing resort community. The VMRD developed the golf course and tennis courts (on land leased from Vail Associates, and others). When the Town was formed, it began to provide a few recreation facilities (ball fields), but for many years VMRD golf and tennis were the only significant recreation in Vail. Town staff provided management services to the VMRD for a number of years. The Town eventually purchased the golf course land and was given some of the land under the tennis courts (some is still in private ownership), but those facilities are still all being managed by the VMRD under the original leases. In 1976 the Town formed the Recreation Department, constructed the Ice Arena, and began providing expanded General Recreation programs. As of January 1, 1989 the Town of Vail transferred the management of most recreation programs and facilities to the VMRD. The Town has retained ownership of most of the_' facilities however; (Ice Arena, Golf Course land, Ford Park, etc.)' and continues to retire any debt on them that may exist. The VMRD has been given responsibility for managing the facilities, and staffing/directing the programs. As a result, the VMRD is now the primary agency responsible for providing recreation in the Vail area. The VMRD is directed by a 5 member Board elected for terms of 4 years. The VMI:D is funded through a variety of sources (approximate): Property taxes $0.4m User fees $1.4m Town of Vail subsidy Contribution and services $0.5m Debt payment on facilities $0.5m Within two years (by 1991) the District is required to hold an election to increase taxes equivalent to the Town contribution, and Town taxes are to be reduced proportionately. 'The Town retains both ownership and management responsibilities for all open space, bike paths, and neighborhood parks. The Town also is contracted to provide accounting and planning services to the VMRD. The VMRD will pay the Town for maintenance services for VMRD-managed facilities in 1990. ,. ,Transfemng all .recreation programs ~rom ,the Town to the VMRD has many benefits to' - residents~of the VMRD::~~ ar~,:, .. .. _ .... , ~. ,. 1. Focused Board of Directors Recreation is now the responsibility of a board of directors that are focussed uniquely on recreation issues, rather than the Town Council which was required to oversee many domains. This visible, single-purpose board can be more directly involved with, and responsive to, its constituency in bringing about recreation programs and facilities. 2. Level Funding Source The VMRD has a level funding source that is insulated from other needs within the Town. No longer is the recreation budget subject to annual fluctuations due to other community exigencies. 3. Possibility of Expansion The VMRD can extend its boundaries beyond the Town of Vail. This will allow the VMRD to extend services, and financial responsibility, to a much broader area. Since a large number of users come from beyond the Town and District boundaries, they can now share the financial costs as well as benefits of the VMRD programs and facilities. This document is a first step in developing a comprehensive plan for the VMRD. It is a statement_t of mission, perceived needs ,and operating policies and procedures. It has been modifiedafter public review a.nd a hearing on ;September 20, 1989; At a later time, a .subsequent .document will be prepared which will include a more detailed analysis of facility and program needs and, a 5-year capital implementation plan. MISSION OF THE `7MRD Fundamentally, the mission of the VMRD is to meet the recreation needs of the residents of, and visitors to, the District, in a fiscally responsible manner. This mission statement implies several responsibilities: e To regularly and thoroughly ascertain recreational needs, with significant public input; ~ To see that programs and facilities are provided to meet the needs identified; To recognize the .important role of recreation as an attraction to Vail's guests (economic development); °,.__.__,...,_... `I'o .exercise fiscal responsibility in carrying out it's mission.; 2 EXISTING CONDITIONS YVhat does the VMRD currently provide? CURRENT VMRD FACILITIES Golf CourseZ - 18 holes (east of Village) Tennis3 - 24 courts (6 Q GoldenPeak, 5 Q LionsHead, 4 Q Booth Creek, 6 Q Ford Park) Basketball - 1 outdoor court (Transportation Center) Softball - 3 fields (Ford Park) Football/soccer - 2 fields (Ford Park) Volleyball - 3 outdoor sand courts (Golden Peak) Cross country ski trails - (Golf course and Katsos property) Nature Center - (Ford Park) Youth Center - (Lionshead Parking Structure) Dobson Ice Arena - (between Village and LionsHead) Gymnastics Center - (Old town shops) Sandstone Gymnasium - (Sandstone Elementary school) Administrative Offices - (Vail Library) ZVMRD owns (constructed) the Golf Clubhouse and the Starter House. Town of Vail (TOV) owns the golf course land. 3VMRD owns (constructed) the tennis courts on a variety of land ownerships: Golden Peak - 4 courts on 80 year land lease from Vail Associates 2 courts on TOV land LionsHead - land lease from Vail Associates Booth Creek - TOV land Ford Park - TOV land 3 CURREN'T' VMRD PROGRAMS Bic c~in~ -Vail Mini-Bike Classic After/Before School Program Football -Camp, flag football, leagues and clinics Dog Obedience Classes Equipment Rental Gymnastics -Camp, classes, competition, special events Golf -Clinics, privatelgroup lessons, LaCrosse -League, tournament, camp tournaments, Junior Golf League, Pee Wee golf clinics, mens/ladies club Ice Skating -Public skating sessions, learn to skate, privatelgroup lessons, figure skating schools, skating and hockey camps, hockey-age group, men, women, competitive; summer ice theater, figure skating championships, ice shows, curling, broomball, hockey games/tournaments, conventions, trade shows, concerts, sporting events, lectures. Nature Center -Flower walk, discovery walks, beaver pond walks, camp fire talks, mountain hikes, nature crafts, nature adventures, junior Ranger program, overnight camp-outs, living history day, horseback riding trips, Denver Museum of Natural History trip, geological hikes, specuzl speaker series, junior programs, hiking, partner hotline, Forest Service volunteer days, free day camp, camp night hikes, overnight camp-outs. Red Sandstone Gymnasium -Drop-in basketball and valleyball, basketball camp, volleyball camp, basketball and volleyball leagues, indoor soccer league, weight lifting, after school enrichment program. Ford Amphitheater -Hat Summer Night concert series. Ru~by -Leagues, tournaments. Soccer -Club, league, tournaments, camps (3), youth soccer program, indoor soccer tournament at Arena. Special Events -Coors Classic, football kicking contest, Jerry Ford Invitational Golf Tournament, Cross-country skiing, snow- shoeing, snow caves. Ford Park Lower Bench -Picnics, public use (scheduling responsibilities only). Running -Hill Climb, Younger Generation fun run, 1/2 marathon, 5 and 10K Vailfest, Old T-Shirt 5K. Softball -Men/women/co-ed leagues, tournaments, field rentals for outside tournaments, drop-in softball practice. 4 Tennis -Ladies' Day, mixed doubles night, teen tennis, kids open tennis clinic, men's noon league, team tennis, Bill Wright Adult F~ Kids Camps (10), private lessons, clinics, group lessons, Bill WrightlStephanie Hagan Weekend, Vail open tennis tourney, Vail Junior Tennis Tournament, Vail Valley Town tennis championship, tennis carnival. Volle.~ -King of the Mountain Tournament, league, camps. CURRENT VMRD DEPARTMENTS YOUTH SERVICES Youth Services -Counseling, youth activity grunt, GED program, buddy program, hang- out, birthday parties, babysitting list, work reaction program, Hershey track meet, media challenge, chalk art, arts and crafts, kids'' performance workshop, itty-bitty mini classic, teams' course, bike maintenance, raft trips, Vail arts festival, two-man VB tourney, 2-on-2 basketball, kids'- triathalon, watermelon seed spitting contest, gondola mountain bike trip, golf week, babysitting clinic, weekly pool tournaments, pizza party, magic and make-up workshop. Vail Youth Services serves both local (Vail to Edwards) and tourist youth, through recreational and counseling programs. The focus is to encourage healthy lifestyles. This is accomplished through prevention programs such as: 1. The Buddy Program 2. Eagle County Youth Activity Program 3. Drop-In Youth Center 4. Counseling 5. Level I Counseling Program (Drug Education) 6. Adult High School Diploma Program 7. Special Events 8. General Recreation Programs COST: $135,000 REVENUE: $7,000 SERVES: 30,000 (includes special events as well as daily activities) STAFF: 3 Full-time, 3 Part-time or Seasonal NATURE CENTER/X-COUNTRY SKI The Nature Center is an important alternative form of education/leisure for Vail. The Center provides interpretive displays about the local environment, coupled with nature walks along the Gore Creek. In the winter, the staff of the Center shift to managernent of a Nordic cross-country ski program: making and grooming trails, leading tours, etc. Both programs are primarily tourist-oriented. 5 Nature Center (Summer) 30% Local (kids' programs) 70% Guest (drop-in, special classes) Nordic Ski (Winter) 90% Guest (cross-country ski, rental shop, winter education) Nature Center COST: $49,000 REVENUE: $ 6,000 SERVES: STAFF: 5 Full-time GENERAL RECREATION Nordic Ski Total $7,000 $56,000 $7,000 $13,000 19,000 2 Full-time As its name implies, most of the general recreation and athletic programs of the VMRD are administered by the 2 co-directors of the General Recreation department. These include season long competitive leagues, a variety of short term instructional 'camps', the indoor facilities at Red Sandstone elementary school and the old Town Shops, and Special Events. General Recreation achieves a good balance between guest and local participation, and is revenue-neutral (revenues equal costs). Softball leagues 0 Soccer leagues m Winter leagues - weights -volleyball - aerobics -gymnastics - basketball -after school Special sports camps - soccer -volleyball - lacrosse -gymnastics - football -potpourri Special events, concerts Special Camps - 90% visitors General Recreation - 90% local COST: $216,000 REVENUE: $223,000 SERVES: 44,000 STAFF: 3 Full-time, 19 Seasonal 6 DOBSON ARENA Dobson Arena is an indoor ice arena with bleacher seating for up to 2,500, which makes it the only auditorium space in town for large special events. Its primary mission is as an ice skating facility but it also plays an important role in providing convention and spectator space which brings large groups to Vail -which has important economic benefits to the larger community. As a result, the Arena's mission is to: meet the recreational needs (ice-related) of the community, maintain acost-effective operation, fill community needs for a facility in which to present non-ice events with large auditorium space and attendance requirements. L_`'_~ /2~,r ,~~,~.zi ~~ /~~ COST: $570,000 REVENUE: $465,000 SERVES: 225,000 STAFF: 7 Full-time, 23 Part-time or Seasonal (peak winter) TENNIS Vail's tennis program has grown steadily over the year's and is now aclrnowledged to be of excellent quality. Anew tennis center is soon to be built in Ford Park. The tennis program achieves a good balance in its programs between guests and locals. Tournaments -local Lessons -local/guest General play -local/guest Clinics -local/guest Camps -guests Special events -local/guest Pro Shop -local/guest COST: $85,000 REVENUE: $31,000 SERVES: 9,000 (general play, tournaments, camps) STAFF: 3 Full-time, I1 Part-time or Seasonal GOLF Vail's scenic 18 hole municipal golf course along Gore Creek is one of the first impressions of Vail to visitors arriving westbound on I-70. It is featured in much of the publicity about Vail. It is one of five championship courses in the Vail Valley is extremely popular, heavily played, and is the single largest source of revenue in the VMIZD. It appears to have a high use level with both guests and locals. COST: $ 550,000 REVENUE: $1,005,000 SERVES: 28,000 (rounds of play) STAFF: 4 Full-time, year-round 45 Part-time, seasonal full-time (15 maintenance crew) 7 RECREATION NEEDS An Assessment of Existing Facilities, New Facilities and Management The following lists of improvements have been created from suggestions of the Board and staff members of the VMRD. The lists are not exhaustive, nor prioritized. They are intended at this point to be an indication of needs and possible future directions of the VMRD. It is intended that public review of this document will identify other needs, and help establish priorities. They will then be developed into a detailed 5-year plan and implementation schedule. I. Improvements for Existing Facilities/Programs: Along with the facilities transferred to the VMRD came responsibilities for maintenance and improvements. Obviously the need for the improvements noted below did not occur in just the last year. Most of them existed prior to being transferred to the VMRD. Many of the improvements are from recommendations from staff members, after several years of experience with the facilities, that will improve the quality of the programs offered. MAINTENANCE (cleaning, minor repair): VMRD Office, Red Sandstone Elementary gym & old Town Shops gymnastics IMPROVEMENTS TO YOUTH SERVICES BUILDING (to make it a more comprehensive facility): - add a small gymnasium - office space to .provide confidentiality for clients - storage - conference room TENNIS: - Pro shop (scheduled for 1989) - Championship courts (scheduled for 1989) - Repair LionsHead tennis fences - Maintenance on Booth Creek tennis courts DOBSON ICE ARENA: = increased storage space - increase seating capacity - add a loading dock - upgrade locker rooms (make suitable for non-hockey uses) - provide meeting rooms - unproved food service facility (to allow on-site food preparation) - provide air lock foyer - provide interior queuing for box office - provide theatrical, variable lighting - removable dasher boards 8 NATURE CENTER: - maintenance and interior remodeling (heavy use, old outdated displays) - water/sewer line - cross-country ski track extended, signage improved. GENERAL RECREATION: - Ball Fields: renovate sprinkler system repair fences provide power for outside uses (film/video of events) maintenance and stairs for hill between road and fields - Complete Golf course irrigation - Volleyball courts - Basketball courts - Potpourri expanded - Additional computer terminals at key facilities II. Possible New Programs/Facilities: Swimming pool (scheduled for public vote early 1990) Second ice surface (public skating & local programs) Reserve land for future recreation fields ~ jug. 1'Ll.~LG I Extends recreation paths throw hout valle ~ ~" ~~~~c~y~ T ~.u ~ ,: .. _. _ . ,...._.:,. g......... .. Ys ,.. Expand bicycling programs ,and special bike events (to offset the demise of Coors CIassic bike race. Promote the Vail Pass bikepath ~regionalIy and ``~ nationally. Tennis center (under construction) Fish pond for children Par 3 golf course New, comprehensive recreation center: - large free-span room for basketball, volleyball, gymnastics, dances, day camps, clinics, events, etc. - VMIZD departmental. offices, boardroom, audio-visual multi-media room; - outdoor spaces for volleyball, basketball, par cours, etc. Croquet/lawn bowling/bocci court Archery range 9 Dormitory (to house youth for sports camps) Mid-valley softball/athletic field complex: - multi-field complex, including practice field; - lighting (later starts due to travel time) Toboggan/bobsled/luge run Alpine slide Sports medicine training center Pars cours (exercise trail) Expand youth services to include child/infant day care Coed soccer league (received comments and requests) III. Management/Personnel 1Veeds: Any organization has to continually work at management and personnel relations if it is to be efficient and effective. Although the VMRD, has existed for over 23 years, during most of that period it was exclusively managing only golf and tennis facilities. Although most of the staff transferred directly from the Town Recreation Department, and the programs and facilities are essentially the same, as a single, autonomous entity the VMRD now has new responsibilities, staff demands, and public expectations that will require a more detailed review of the organization over time. Several specific areas of focus include: Regular-evaluation~of thef need .for more support staff to keep pace with-' expandingprograms. Increased responsiveness to-the public ,requires more meetings, coordination, planning. Particular areas of .current need are: ~°"`~ - Youth services (secretarial) - Tennis (part time staff) - Bookkeeping (clerical tasks) ® Establish internal performance standards and targets for operating efficiencies; e Find means to recognize and reward employees for excellence; Inkernalize and centralize common functions of VMRD: finance, marketing, operations, maintenance. (Town currently provides VMRD with many of these services, but VMRD must compete with other Town priorities for Town services); Streamline organization of departments, for example: - Limit to 5 or 6 department heads reporting to Recreation Director, allow Director more time for planning; 10 Move Potpourri children's day camp to Youth Services (more consistent with other youth programs); Improve communication between staff and Board. 11 GOALS AND OBJECTIVES Basic Directions for the VMRD As a means of accomplishing its mission (see p. 2), the VMRD proposes the following goals and objectives to guide future decision-making: A. General Goals Provide safe, attractive recreation facilities and programs'~for all ages, abilities and income levels that meet the needs of the Vail community; . , ::.. . Assure. a_positive_relationship with the_Town, and continued.` ezterision of ,the"VMRD/TOV Agreement; Complete a smooth transition to become financially independent from the Town, except in areas where it would not be cost-effective or of benefit to the District's taxpayers; Maintain quality, friendly, productive, creative employees; Work with Town, County and other communities to preserve land for future recreation needs in rapidly disappearing open space in County; Increase coordination of key community entities that have a role in recreation (TOV, VMRD, VA) Establish a clear identity for the VMRD in the community, exhibit creative, responsive leadership in recreation; Develop an entrepreneurial attitude in the VMRD that: - seeks innovation - is customer-oriented - is action-based - has a commitment to excellence TakeTadvantage _of theilarge recreation special interests in town which are an~unportant}'constituency for new recreation mitiativesy~ Help provide programs that contribute to the economic development of the community; ~ Provide cost-effective operations that meet community needs; m General recreation programs should be self-sustaining to the extent practicable without sacrificing affordability or quality; Where cost-effective, expand the boundariesaof the District to serve the needs of all of its users: 12 B. Specific Objectives Effectively publicize and promote existing programs Survey participants at the end of programs Formalize policies and procedures through subcommittee recommendations 13 ACTION PLAN Specific Policy Directions and Actions s a means o ng its overa mission, an ,, ac , evmg t e goa an o~ectives to , above, the VMRD has developed a number'of specific actions and policies for immediate- .:.. _ imp ementatiori: Assure a Positive Relationship with the TOV and an Extension of the VMRD/TOV' Agreement,. ~ . _ ..... . The VMRD/TOV_ Agreement transfers responsibility ,for recreation from the Town to the VMRD.;`. To assure review, thisAgreement was structured 'to officially ,,terminate, unless extended, after 5 years (i.e. 31 DEC 1993, see p. 14 of Agreement). This implies that there will be review of the VMRD's performance prior to that time. It was felt by the Board to be essential to anticipate a Town review of the VMRD relationship prior to a renewal of.the Agreement; and to begin now to lay the groundwork for such a revtew~ This preparation should include careful compliance, and documentation of` that'corrmpliance, with fhe Perms of the agreement, as well as satisfying other Town Council requests. ' This would conceivably involve several specific actions: 1. Actions required under the Agreement: The VMRD shall annually present a recreation plan for the forthcoming year to the Town for review and input (p.9). ® By 24 January 1991 (2 years after Agreement) the VMRD will hold an election on a mill levy. increase equal 'to the Town contribution, and if successful the Town will reduce its mill levy by an equal amount (p. 10). 2. Other actions to foster good communications with the Town Council: ® Minutes of VMRD Board meetings, sent to Council, that clearly and succinctly report the actions and accomplishments of the District. ® Continue VMRD director attending weekly meeting with Town department heads. Monthly or bi-monthly reporting to Town Council as regular agenda item. ® Continue quarterly meetings of Town/VMRD subcommittee. Request an annual review with Town Council to assure that there are not latent concerns that would cause the Agreement to not be renewed. A by-product of these actions before Council will be additional press coverage and increased visibility of the VMRD and its accomplishments. 14 Increase Board/Staff Interaction and Communication Previously, as a holdover from Town procedures, the Director acted as the interface between the Board and staff. As an organization in transition, it is important that the Board and all the staff have an open and comfortable working relationship that fosters respect and cooperation. The following actions are proposed to be implemented immediately: • Staff members attend Board meetings, particularly when their areas of responsibility are related to the agenda items; • Board members visit regularly the various facilities and programs of the VMRD to familiarize themselves firsthand with the activities, issues, staff and users. This is not meant to suggest that communications bypass the Director, quite the contrary. It is meant to give both Board and staff a better appreciation of the considerations and responsibilities that are part of the VMRD. Providing Future;~Recreation Facilities Ownership vs. Management At the formation of the VMRD, the Town granted license to the VMRD to use specific Town facilities (Ice Arena, Nature Center, Ford Park, etc.). The Town retains ownership of those facilities and continues to repay indebtedness on several of them. Under the Agreement (with the exception of structural repair, and heating, plumbing, and electricity repairs over $5,000) the VMRD is responsible for all maintenance costs, repair, and replacement. With the. potential for developing new facilities (such as the proposed aquatic center and tennis center) the question is raised as to the appropriate role of each agency in new; facilities. The primary advantage in continuing to have the Town own the •facilities would be if the Town is able, through its bond rating, to provide advantageous borrowing rates. With its release from recreation responsibilities the Town may wish to allocate its bonding capacity to other needed facilities. The willingness of the Town to commit future indebtedness to recreation needs to be verified on a case-by-case basis. ` _....::.,~.e .~ ,. Help Provide, Programs that Contribute to the Economic Development of the Vail Valley What is the Role of the VMRD in Marketing Vail? This question has increasingly become a point of contention:' for residents of thelVail communit~. On one hand, residents feel a need for a well'rounded?range of facilities, some of which may not have particularly high 'guest appeal': At the same time, others 15 point out that Vail's basic industry is the guest, and to_ ignore the' guest's needs is to bite the hand that feeds you. Several dimensions of this issue can be illustrated by two examples: SYMPHONY OF SPORTS In the Spring of 1989 the "Symphony of Sports" brought to Vail world class athletes from ice skating and gymnastics for an artistic, multi-disciplinary sports/entertainment event that was performed before a local audience in the Dobson Ice Arena. The athletes gave workshops in the days preceeding the performance, and the event was filmed for later national broadcast. The VMRD helped sponsor the event through financial as well as staff support. Was this an appropriate activity for the VMRD? Did it adequately benefit local residents? The event did not measurably, or directly, improve recreation for local residents, although it could be argued that it filled an entertainment need. But the event did greatly increase the national visibility of Vail, which will presumably benefit all residents, albeit indirectly and over a long term. The staff of the VMRD were uniquely qualified, and available, to provide necessary support and access to facilities. As a cooperative community effort the VMRD role was important to the success of the event. ~~ COMPETITION FOR USE OF DOBSON ARENA ICE SURFACE ~~-y-z-vv. ~• 7 Inherent in the management responsibilities for Dobson Arena are several challenges: 1. Show net revenue -yet many special events think they are bringing sales tax revenue to Vail and therefore deserve a discount in the fees they are charged for use. It is difficult to measure the fiscal impact of these activities and even harder to balance them against other uses of the Ice Arena. 2. Scheduling/sorting priorities -most needs for the ice surface occur at same "prime" times of the day. Difficult choices have to be made between children's instuctional classes (local needs) and open recreational skating (locals and guests), for example. a 3. Revenue activities vs. non-revenue -should priority be given to activities/events which a fee can be charged (public skating) or for activities which are non-revenue producing but important recreationally (student ice ' ' programs)? In•these and; other future evenfs how should the VMRD balance the issue of guests vs. locals? ._~.,. ...~<._. ..._. _. ~9 Merely framing the issue as guest vs. local belies the true relationship. The VMRD doesn't provide any programs or facilities uniquely for guests. It provides some facilities oriented to locals, and some facilities for both guests and locals: 16 Oriented Primarily to Locals Arts and crafts Softball Soccer Hockey Figure skating Gymnastics Basketball Volleyball Weight room Aerobics Oriented to Guests and Locals Tennis Golf Cross-country Skiing Nature Center Day Camp . Youth Center Sports Camps Special Events An analysis of annual revenue sources sheds further light on the role guests play in Vail recreation (rough approximations): Locals Guests Property Taxes $0.4m 40% " 60%~ TOV Subsidy (Sales Taxes) $1.Om 30% 70% User Fees $1.4m 30% 70% Therefore, the guests to Vail to a large degree make possible the rich variety of recreation thnt the residents of the District enjoy. The, VMRD reaffirms that it has. a.~ responsibility to participate inw' the economic development of Vail, insofar as~ it is related to ~~~recrekfion~kctivities and facilities. ~` ,~ This is not to ignore that there may be some fundamental differences between the needs of guests and locals. Each are looking for slightly different features in recreation activities: Locals Exercise (part of regular,. ongoing program) Education/skill development (thus, a wide range of activities) Socializing (meeting, interacting with friends) Productive use of time (providing positive activities for youth) Guests Entertainment Relaxation Diversion Exercise _.._. . In providing recreation for the 'Vail Valley, the VMRD should make every effort to make activifiesY accessible and attractive for the guests to participate as well. A New Recreation "Initiative Vail a Sporfs Mecca '"" "" As one means of contributing to Vail's economic development, and at the same time providing greater recreation opportunities for residents, the VMRD proposes to promote Vail as a 'sports mecca'. Capitalizing on Vail's already fine recreation facilities, reputation, and sports/fitness oriented populace, elements of this proposal include: 17 Expand current facilities and programs to provide a broad range of recreation facility/program choices; -- Make provision for both drop-in (guest) and long term participation (resident) in all sports; All facilities and programs to be of the highest quality possible; . Make entry into the facilities/programs easy for tourists through: - Publicity and sign-up in Visitor's Center - Contact with convention groups - Single premium pricing (pay one fee for multiple facilities or unlimited use) - Sports 'tasting' activities (entry level instruction in a variety of sports - Demonstration events such as the Symphony of Sports Long-range~Recreation Planning Establishing Needs, Priorities and Budgets As a part of its overall mission the VMRD has the responsibility to prepare and implement a recreation plan to meet the needs of the public. This entails assessing recreation needs -with significant public input -establishing priorities, and matching priorities to budgets. How Does the VMRD. Identify Recreation Needs and-,Opportunities? 1. Subcommittees composed of Board, staff and residents will be established in the various aspects of VMRD services. These subcommittees are to meet regularly to assess current programs, identify needs and propose improvements and new activities. From a demonstration experience the Golf Course subcommittee brought back to the Board a number of creative yet practical suggestions to improve operations. 2. Market Research will be conducted in the form of reviewing previous surveys, conducting new surveys when appropriate, focussed group interviews, etc. to identify . .user satisfaction and recreation needs. 3. Demonstration Events such as special tournaments or exhibitions will be used whenever possible to test public reaction to new activities before they are officially launched. 4. r ^ Public Input is ,receiv.ed .formally at the regular meetings of the VMRD Board,t and informally-at any time by the.Board and VMRD staff. "~The~ VMRD will ~ 18 - _... make a continued, and, even greater, effort in the .future to invite public ,. .,~ N comment `andideas regarding recreation ri`~the"VaiT Valley _; _ ~ 5. Publicity. Once new activities have been introduced, VM1ZD will focus efforts on effective publicizing the events/facilities to the public to assure that they have a fair exposure before evaluating their success. How does the VMRD Establish Facility and Program Priorities? In order to evaluate new (and existing) programs or facilities the VMRD proposes to use the following criteria to establish priorities: 1. Activities that meet the needs of both guests and residents - activities should be designed with both in mind; 2. The value of the activity to economic development (marketing Vail); 3. The total number of people served by the event/activity - activities should serve more than small interest groups; 4. Cost/revenue projections -unless there is a social justification such as Youth Services, activities and programs should come close to paying their own way; 5. Activities that broaden the recreational opportunities. Establish a Five Year Planning/Budget Process As a framework for orderly growth and management of recreation in the District, the VMRD proposes to establish a 5-year budget/master plan that would be updated annually, and would at a minimum include the following considerations: • Improvements to Existing Facilities • New Facilities • Management/Organization/Personnel needs • Goals/Objectives/Actions 19 - October 6, 1989 Dear Pat and Vil/IRD Board ~flembers; I just want to thank you all for the wonderful times and the great experiences I have had with the Vail Recreation Department. This was my first "real" job out of college and I truly believe it was and is the best experience possible. IVot only was I allowed to work within the profession that 1 had gone to college for, but the scope of my responsibilites was so broad that it also encompassed many of my favorite activities and introduced me to the organization of special events- my true love! As I go onto working with cultural and educational programs, 1 do so hope that the VIVIRD continues to take a strong stand on bringing and keeping top quality sports in this town and maintains the vision that Vail IS "sports central';all the while continuing to pursue that goal! Once again, thank you Pat for having faith in me seven years ago, even though you thought I was too young/ Thank you for giving me the great opportunities such as Symphony of Sports, and thank you for making seven years fly by so quickly. VII~RD Board members, thank you for your words of encouragement and praise and the giving of your time so freely in a position that is often without encouraging words or praise! Good luck all, and I'm certain I will be working with you in the very near future! Sincerely, ~~ Cecilia Fo/z L=~ ~- ~1 t ~1 •,:, _. r. •• 'ti; -~ ~' r ~1 n v C_ ~ 1 P, ~: I._ I`- L~ • ~; i ' ~ h , : a :•: a ~ f~ ~:~: a i• ~: a ~ - t ~ ' h::~': i ~ ~ I ~' I' ~~. ~•i•. .~...~ h i•.~ ,.~•: :. 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L.' ,•~.' 1, ;,; ~•t t~ ': '~ ~..C ;~':{ :•:~• h L ' :~t .' ., i';{ ~ ~:..;~ h ,a'..~i;.~:~i h' 'h:~': ~ ~ 1. `'!~'.:'1 L' J: ~~~~ I J~.in ~~i~l ,~~~~ Iyaa. ~J `_,~ p ~::k; ~: r.d ~.,. r•-~--;~ ~'r~1 a_._.~.~ I ~~~.~ ---------------------------------- ---------------------------------- VAIL fivLF COURSE - ACTIVITY' ,REr^ORT PERIOD: Ihru 8 October, 196"r. #Fsth 18 9 Ail # Holes Holes Passes # --------------------------- #Apr S3S 176 0 <ga; 1792 129 1024 #Jun 1139 393 1923 #dul 2611 612 2168 #Aug 2591 739 230b eSep 1bi0 551 1b52 #Oct 411 221 518 #Nnv Hotel 18 4 28 272 478 d94 375 1G Hotel Additional 9 Green fees 10 0 45 12 207 bb 9Dd 93 526 S9 242 4 138 After 9TH Jr. Jr. Total # 5 Club 18 9 # # 121 # 20 2 G G 3v39 # 42 89 28 0 4105 # 63 42 63 G 1119 # 1S 96 9D C~ 7219 t: 4i 34 19 0 4648 # I1 18 4 G 1391 # #YTU 10804 262E 9651 1862 240 2064 262 331 243 D 29242 # - ---------------------------------- VAIL GOLF COURSE - GREEN FEE REVE!:UE VAIL GOLF COURSE - TOTAL REVENUE REPORT PERiOA: Thru 8 October. 1989. PEP,IOA: ihru 8 October, 1989. - ------------------------------ #Hth 18 ? Hotels Addit After 9N Jr. 8y Total Total UHRD SHS Total # Holes Holes GF S Club Total iai GF Cart Revenue Revenue Actual # ! 2 Revenue Revenue 92 8 ! -------------------------- 3Apr 18,U2S 10 1A 1b2.OG f0 f0 f0 fi4d.5d f8,G81.00 f1,832.GG 31,d85.44 ii4b.5b 19,919.40 # #Hay 132,650 11,545 1570 174S.D0 120A 340 fA fi,1G8.88 f36,110.0A f13,661.GU 112,151.54 fi,1G9.44 f49,91A.44 # Stun (53,460 f9,132 111,112 11,483.SA (420 52,250 1496 12,1fi3.78 584,355.50 42i,44d,SG 125,250.16 12.195.72 f111,i90.U6 # #Ju11133,5SU fiS,3G0 12G,S12 125,406.25 f63G f2,3GA f1,225 f3,b84.84 fi48,983.25 S4b,Ad0.5A 142,375.64 (3,684.84 (245,043.15 ! #Augi129,SS4 f18,4iS (29,466 f1d,34S,OG (190 12,4UG f313 (3,793.32 1197,838.50 141,416.50 143,623.18 13,793.32 f24S,2S5.00 1 15ep 170,590 (11,899 115,510 35,905.50 (470 S8SO 4293 (2,386.78 f1DS,Sii,50 f29,834,75 (21,447.97 12,386.18 ft35,412.25 # #Oct 111,345 (3,522 (354 (3,983.50 fl$S f135 1235 (493.76 119,iS5.5G f6,112.OG 55,618.24 (493.16 f2S,92i.5D # #Nav 10.00 iG.00 10.OG 10.00 # #YTDf439,1iA f6D,233 178,144 159,930.75 12,695 11,915 f2,Sd4 113,191.92 1d5G,1U1.25 (172,623.25 St58,8t2,B3 113,810.42 f823,318,AG # ---------------------------------------------------------------------- ------------------------------------------------------------ VAIL GOLF COURSE - ACTI~~ITY fiEPORT _ FERIOr: O.to}er, 1989. # Gay IS 9 Aii 1~ot:I Hotel Additional After 8IO 1r. Jr. Totai # # !Toles Haies r""asses 18 9 Breen fees 5 Club 18 9 # ,. # # 1 41 15 S8 10 0 9 4 0 4 0 133 # J2 1^c 54 G G 8 G G G G ico # # 3 2b 5 39 0 0 G 0 0 4 0 "0 # # 4 17 15 I1 0 G 0 G 0 0 0 43 # # 5 14 13 31 0 0 i0 1 G 0 0 80# # b 35 9 34 0 0 4 0 0 0 G 82 # # 1 43 29 39 4 0 1 1 0 4 0 111 # # 8 23 25 42 0 0 8 G 0 0 0 98 # # 9 35 18 2S 0 0 1 3 11 0 0 99 ~ # 10 :9 ~ 4i 4 0 G 1 n 0 G 86b # 11 23 11 44 0 0 0 0 0 ~) 0 ;9 t # 12 28 S 44 0 G 12 0 1 0 0 9b # # 13 22 2b 43 0 6 G 0 0 ~? :7 91 # # i4 24 i9 40 0 0 i9 5 0 0 0 lbi # # i5 14 9 21 0 4 0 0 0 0 G 44# # !c 5x08 0 # # it 4 # # 18 0 # # 19 0 # # 1G G # # 11 0 # # 22 4 # # 23 0 p # 14 0 # # 25 ~~ { # 26 0 # # 27 0 # # 28 0 8 # 19 0 # # 30 0 8 # 31 0 t ----------------------------------------------------------------------- #Tatal 411 221 S78 10 0 138 it 18 4 0 1391 # #YT8 10809 2820 9b51 1862 240 20b4 337 331 203 0 18242 # ,. ~ ,. -------------------------------------- UAII GQCF CGlaRSE - GREEN FEE REHEHUE BAII 6QLF COGRSE - TQTAI RE~lEHGE REPORT PERI00: GcioDer, 1984. PERIQ4: Qctaber, 1989. ---------------------- #Day 18 9 Hatels Addit After a/H Jr. 8: Total Total VMRD 5HS Total 8 # Holes Holes SF 5 Club Total Tzz 6F Cart P.evenue P.evenue Actual 8 # 2 Reaenae Revenue 92: 8. 1 -------------------------------- f 1 31,435 3214 6354 #150,44 f4 fD it'.44 359.36 #2,26'5.04 #742.00 3662.64 (59.36 #2,947.04 # # 2 3864 3184 fG f12G.44 S4 34 #4.40 333.32 #1,1'64.04 3414.44 #386.88 333.12 11,514.40 8 ! 3 4650 375 3G f0.40 f4 f0 34,40 322.64 3325.00 f2~3.04 3266.36 #22.64 31,068.40 # # 4 3425 #225 f0 44.44 f0 34 30,44 i1b.4v #650,44 3265.'?4 f188.bU 316.46 f855,Q0 f d 5 6415 3145 34 8150.60 614 34 36,04 326.48 #838.60 f25d,OG #235.52 420.48 31,086.40 f 3 h 3835 3135 f0 362,54 fU 30 30.04 #34.46 11,432.54 #436'.46 3395,64 (34.44 31,5U2.5G # 3 7 31,505 f522 34 325.00 fib 30 #36.64 #39.64 #2,132.40 3488.46 3448.96 339.44 32,624.00 # # 8 ;63}5 3450 fb #141.46 f4 30 30.0'4 322.32 #1,396.40 3214.64 3256.88 322.32 31,615.60 1 ! 9 3815 4230 34 34.40 3145 530 3165.04 #33.36 #1,445.6'0 f422.4D 1368.24 #33.16 31,861.40 # t10 3325 #135 f~i SG.GG 310 30 3U.00 (21.26 3810.00 3341.40 iJ1J.12 321.29 31,211.64 ! 811 3575 3186 34 SQ,GO 30 30 10.06 #26.00 #355.60 #325.64 f299,UPi f2b.40 31,060.44 8 312 3144 315 f0 3115.40 f4 3105 10.40 #29.68 31,455,44 f311.40 (341.32 129.68 31,426.66 3 d13 4550 #390 34 10.64 3U 30 30.00 331.36 394J.40 3392.630 3366,64 333.36 31,332.40 B 814 3640 3265 SO 43,360.68 #54 f4 16.86` 368.15 #4,695.66 si,i42.04 #1,013.84 #86.16 35,393.00 # ?15 #350 3135 34 46.04 f4 f0 30.00 f9.id 3485.60 3122.06 4112.24 39.76 #647,60 # !1b i4 i4 6N06 34 ib 34.64 SO.OU 36.00 SN6N 38.6'3 44.04 30.04 # 317 34 34 3G 34 40.04 40.00 46.64 30.44 30.46 30.66 3 318 #0 f0 34 f0 36.44 40.66 fO,GG fB.OG f0.u0 34.4'6 8 #19 34 34 fb S4 , 40.00 40.00 44.40 46.60 30.00 40.64 8 #24 i0 f0 f0 f0 40.44 36.84 30.40 f4.44 40.40 44.00 I 821 34 30 f4 fb 30.06 46.4'6 #4.00 30.00 34.06 46.0'6 E 322 3G 30 i4 34 f0.4U #6.40 f0.G4 #4.04 34.04 f?.~:';~ t #23 fG 30 f0 30 46.66 #4.04 34.60 #0.04 14.80 3G.~i0 f #24 ib i0 f0 30 34.46 iU.04 #0.'64 34.40 30.40 16.64 K 825 34 f0 30 f0 40.64 40.4'6 ii~,GO 50.04 16.60 SO.~iO # #2b i4 f0 36 f0 46.66 f4.00 34.04 38.04 36.60 34.44 9 323 30 3G SG fb 46.6'6 iv.G+i f4.{'4 SQ.GG 30.46 f0.0'6 f 428 i4 30 fG f4 #4.44 #0.44 44.04 30.60 46,66 34.04 8 329 84 SG ib fb 30.60 40.00 30.00 30.00 f0.04 30.40 # 430 i4 fb 30 ib 40.64 34.60 34.60 38.44 #6.00 34.44 8 R31 3G 30 30 fG #0.40 #4.04 30.00 34.40 40.64 14.44 # - --------------------------------------- 3Tot 311,345 33,522 #354 33,983.54 3185 4335 #235.00 f443.76 319,155.50 36,332.40 35,678,24 3443.16 (25,921.50 8 -------------------------------------------------------------------------- ------------------------------------------------ 3TT4 (439,1,0 364,2JJ f18,144 (59,930.15 32,695 #7,975 #2,563.56 #13,198 3654,]47.25 3132,623 3153,813 (13,810 3823,318.04 t ---------------------------------------------------- f' ~ 4 0 0 L L '~ l e®r ~®1®~ad® department ®f highways April, 1988 L Final Report 2 a Transportation PTeeds Assessment Prepared by Colorado Department of Highways Division of Transportation Development Program Management Branch April, 1988 L i ~• I-70 WEST CORRIDOR STUDY TABLE OF CONTENTS Page No. I. Executive Summary . . , , , 1 II. Introduction , , , A o Background 7 . , , , 7 B. Study Goal and Objectives , , , , , g C . Report Format . . , , , , , 10 D. Study Organization . . , , , , , 11 III. Existing Condition . , , , 15 ~ A. Overview , 15 ~ B. Key Issues 17 C. Highway Inventory o , , , 19 D. Accident Data , 26 ~ ~ ~ ~ E. Hazardous Material . . o , 27 F. Maintenance , , , , , 34 IV. Socioeconomic Analysis . , , 39 A. Methodology o , , 39 B. Future Forecasts . o . . . . . . . . . . . 40 V. Transportation Model Development . . , , , , , 45 A. Introduction , 45 o e o e o o e e e o B. Methodology , e o e o 45 C. Validation Process . , 45 ~ 1. Highway Network, o e , , , 46 2 .. Trip Generation . , , , , , 4 6 3. Trip Distribution , a . . . , 52 4. Traffic Assignment . e ~ , , . 52 D. 1980 Model Validation Results . , , E Model Limitati , 56 . ons . , , 57 VI. Transportation Analysis and Plan Development . 65 A. Overview ~ ~ 65 B. Analysis of Existing plus Committed System o e 66 C. Definition of Alternatives o o , ~ ~ ~ ~ ~ 68 ~ D. Analysis of Alternatives e , 70 E. 2010 Regional Transportation Plan . , 77 F. Staging of the Recommended Regional Transportation Plan , , gg ~ G. Present to 1990 Highway System Improvements 98 L H. 1991 to 2000 Highway System Improvements . , . 102 I. 2001 to 2010 Highway System Improvements . 106 J. Prioritizing of Improvements . , , , , , . 108 L K. L Environmental Overview o Bic cle Im r 111 . y p ovements . . . . . . . . . . . 117 VII. Capital Facilities Plan . . , , 123 A. Recommended System Improvements 123 B. System Costs e o . . . . e e 124 i ` , ~, I-70 WEST CORRIDOR STUDY TABLE OF CONTENTS Page No. VIII. Future Direction of the Study 129 1 A. Short-Term Actions 129 B. Long-Range Actions 130 C. Monitoring Efforts 131 D. Future Schedule . . . 131 Appendices A. Yearly Traffic Counts A-1 B. Accident Data (Hazard Indices) B-1 _ C. I-70 Frontage Road Survey C-1 D. Eisenhower Tunnel Analysis D-1 E. Historical Site Maps E-1 F. Public-Owned Parks F-1 G. Detailed System Cost Breakdown G-1 ii t i L 6 L L ~1 ~ 1 List of Figures. Figure No. Page No., I-1 Year 2010 Regional Transportation Plan . , 3 II-1 I-70 West Corridor Study Area . g ~ ~ II-2 Study Organization . . . . 13 III-1 III-2 Functional Classification , . , Existing plus Committed Lanea e 21 g . . . . . . . . 22 III-3 Traffic Trends on I-70 . . . , , , 23 III-4 Peak Day Traffic . , ~ . 24 ` III-5 March 1985, Hourly Traffic Volumes 25 ~ ~ III-6 e . . . Brake Failures - Vail Pass . . 30 III-7 Local Hazardous Material Incidents . . ~ 31 ~ ~ III-8 Tunnel Data on Hazardous Material Loads . 33 III-9 Road Closure Summary . 37 IV-1 Population (1980-2010) o . . . . . . . . 42 IV-2 Retail Employment (1980°2010) . . 43 V-1 1980 Base Year Roadway System . . . . 47 V-2 Traffic Zones . . ~ . 48 V-3 Level of Service Analxsis (Evening Peak Period) . . . . 63 VI-1 2010 Existing + Committed Level of Service Map . o . . . . . . 67 VI-2 Silverthorne EB On°Ramp Analysis . . 84 VI-3 US 6 WB Off-Ramp Analysis . . . 85 VI-4 Silverthorne WB Off°Ramp Analysis . 86 VI-5 US 6 EB Off-Ramp Analysis . . . 87 VI-6 SH 103 EB On-Ramp Analysis . . , 88 VI-7 US 40 EB On°Ramp Analysis . . , . 89 VI-8 US 6 EB On-Ramp Analysis , 90 VI-9 SH 9 EB On-Ramp Analysis . . . , o o . 91 VI-10 SH 91 EB On~Ramp Analysis . . 92 VI-11 Recommended Year 2010 Regional Transportation Plan 9 VI-12 . . . , . 2010 Plan Level of Service Analysis . 9 100 VI-13 1990 E+C Level of Service Analysis . . . . . 101 VI-14 1990 Plan Level of Service Analysis 103 VI-15 2000 E+C Level of Service Analysis o . . a e o 104 VI-16 2000 Plan Element . ~ 105 VI-17 2000 Plan Level of Service Analysis . . . 107 VI-18 Possible Bike Path Alignment (Edwards to West Vail). . . . , 119 VI-19 Possible Bike Path Alignment (Loveland to Bakersville) . . . . 120 VI-20 Possible Bike Path Alignment (Georgetown to Silver Plume). . 121 VI-21 Possible Bike Path Alignment (Idaho Springs to Floyd Hill) . . . , . , . . 122 L iii L L .~ List of Tables - Table No. ~ Page No. 1 II-1 Study Organisation 12 r V-1 Speed and Capacity 49 V-2 Trip Generation Rates . ~ ~ ~ 51 V-3 Friction Factors , ~ ~ 53 r V-4 Average Trip Length , ~ 54 i V-5 Person to Vehicle Conversion Factors 55 V-6 Selected Link Comparison 58 _ V-7 Vehicle Miles of Travel Comparison 59 V-8 Ground Count Vehicle Miles of Travel (March, 1980) , , ~ 60 V-9 1980 Estimated VMT for March, 1980 61 V-10 1980 Estimated VMT for May, 1980 62 VI-1 Evaluation Criteria Results ~ ~ 73 VI-2 Evaluation Criteria - Ranking by Criteria '78 VI-3 Evaluation Criteria - Weighted Criteria Results 79 VI-4 Final Alternative Ranking .- 80 VII-1 System Cost , 126 VII-2 System Cost Summary 178 iv `. I. Executive Summary The I-70 West corridor is located- just west of the Denver metropolitan area. It is comprised of Clear Creek, Summit, and Eagle counties which are in a mountainous terrain environment. The primary economic activity is the summer and winter recreational opportunities. This type of economic activity presents special challenges to the state, counties and local governments in providing an adequate transportation system. I-70 is the only east-west route through the three county corridor. It also provides the primary access to the ski areas at Winter Park, Arapahoe Basin, Keystone, Loveland, Breckenridge, Copper Mountain, Vail, and Beaver Creek. In the summer months, access is provided to national forest lands, ~ state parks and reservoirs, as well as private resort areas. ~ Currently, congestion problems are occurring along portions of I-70 which are in need of a solution today. If these congestion problems are not solved, the level of economic growth that will occur in the I-70 West corridor will be adversely affected. This lower level of economic growth will adversely impact all levels of government in the corridor. The I-70 West Corridor Study was initiated by the Colorado Department of Highways to respond to the current congestion problems and to identify the level of highway needs generated by the magnitude of anticipated future growth. For this reason, the I-70 West Corridor Study was undertaken to examine the short-term and long-range highway needs in the corridor. In assessing the short-term and long-range highway needs .in the I-70 West corridor, the level of growth in population, retail employment, and recreational capacity had to be made. Population is projected to grow from 26,970 in 1980 to 66,325 in 2010. Retail employment will increase from 10,100 in 1980 to 23,700 in 2010. An analytical tool had to be developed which could translate the economic growth into future year traffic projections. This tool would then be used to analyze the benefits of alternate system improvements. A transportation model was developed for the I-70 West Corridor Study. This transportation model was successfully calibrated using 1980 condition information. The results of the calibration process indicated that the model was within 0.50 of the actual vehicle miles of travel (VMT), actual 1980 VMT - r~ 2,385,390 and estimated 1980 VMT - 2,299,280. This calibrated t~ti analytical tool was then applied to the future year conditions of economic activity to arrive at traffic estimates by highway segments. These traffic estimates are then used to identify highway system needs. The year 2010 was used as the starting point for developing the final Regional Transportation Plan. The first step was to assign the 2010 highway trips to the existing plus committed (E+C) highway system. This permitted the identification of locations on the E+C system which would not be able to handle L L -" ` ~' handle these future year trips adequately. The I-70 West corridor is considered a rural area, therefore, a rural design standard was used to determine the overall performance of the E+C system. It became clear that a rural design standard could not be used due to the level of investments needed to maintain a rural level of service standard. Therefore, an urban design standard was selected to measure the performance of alternate networks and develop a final Year 2010 Regional Transportation ~, Plan. A range of network alternatives was identified to assist in developing the final Regional Transportation Plan. These ~~ alternatives consisted of operational actions such as ramp metering and reversible traffic lanes, mass transit and, finally, capacity improvements. The alternatives were screened against a wide range of evaluation criteria to determine the performance of individual elements. Out of this evaluation process, a Year. 2010 Regional Transportation Plan was developed. Figure I-1 depicts the improvements recommended for the final Plan. This Plan consists of the following improvements to the state highway system: U.S. 6 SH 9 1. Six laning in Silverthorne/Dillon, for approximately 2.0 miles, from I-70 to Elkhorn Road. Estimated Cost - $3.35 million 2. Four laning from Elkhorn Road to the Keystone Ski area. Estimated Cost - $16.97 million 3. Conduct a site analysis for the construction of a C' runaway truck ramp on the west side of Loveland Pass. Estimated Cost - $0.05 million ~, 1. Adding two additional lanes from. Main Street ~~ (Frisco) to Breckenridge. Estimated Cost - $16.57 million 2. Adding two additional lanes from I-70 to ~~ Wildernest Rd. in Silverthorne. Estimated Cost - $0.47 million ~~ 3. Widen to six lanes from I-70 to Main Street ~ (Frisco). Estimated Cost.- $1.75 million 4. Extend the widening to four lanes all the wa to Y the Summit/Grand county line. Estimated Cost - $33.73 million ` L' -2- I-70 WEST CORRIDOR STUDY FIGURE I-1 b Year 2010 Regional Transportation Plan Improvements --------•-----•- - - - --r--- i ~ - ------Z--~ --- --r~~ i ` <~ \ rt.re oxiooe ~ \ \ ~' i I\ ~ I,.,..-.,.1 i ~ f `~~~ i EAGLE ~°~~~, ~~'~ SUMMIT ~ ( ~~ ~~" svriwos woacorr ~ ~ ~ uvu acoxaerowx ~ t.. L.~-~.,- ~ ... ~ ooruxc o.nur LE ~.L ~, CLEAR CREEK Eow• .row _ ~uioxto. Q7 xos ® - s vExrxoxx .x iuox ~' s ..~; of EE.VEx ....ice aD V.IL ~ . : 61x ~"'~ cxEE. R7 ©xruxx °~ r J NSET roxE J I I ? 4 1 YOxiEiuY1 i .-1 `~ xEO curr ~........ ~.. © , xE~.Exx..~E r" \ ~% IPISET ' \ ~E .~.E.r11-1 J ~~ ~„ r- . ~; ----------- i ~ r --~----, ~ -- -~---------~ ~~. .~..,i _~ 2 Additional Lanes Additional Access Point 1 Additional Lane e io l ~ U.S. 40 1. Widen to four lanes from I-70 to the Henderson Mine _ access road. Estimated Cost - $10.12 million f 2. Add a climbing lane from the Henderson Mine access _ road to the summit of Berthoud Pass. Estimated Cost - $22.00 million I-70 ~ _ 1. Widen to six lanes from the bottom of Floyd Hi11 to SH 9 (Copper Mountain), except for the Eisenhower Tunnel. Estimated Cost -.$100.55 million 2. Add an eastbound and westbound climbing lane on Vail Pass from SH 91 to the East Vail interchange. Estimated Cost - $28.97 million 3. Construct a new access point at U.S. 6 and I-70 in - the Eagle/Nail area. 4 Estimated Cost - $0.99 million j 4. Widen to four lanes the I-70 Spur route in Avon from I-70 to U.S. 6 including a railroad separation. ~; Estimated Cost - $6.50 million It is also recommended that additional variable message signs be installed in the I-70 West corridor to improve communications to the motorists in the corridor .regarding road and traffic conditions. The exact location for these signs will be determined by a detailed location study. The estimated cost for the study and signs is approximately $700,000. Non-System Improvements D i th i ~~ ur ng e w nter season, actions will have to be put in 0-- place so that twenty percent of the day skiers will either make their daily ski trip outside the peak period with such things as staggered ski lift tickets or increased use of mass transit or ridesharing. This goal is gradually increased from the present level of seven percent to ten percent in 1990, fifteen percent in 2000 and twenty percent in 2010. No cost was estimated for these non-system improvements. These improvements are tailored to meet the demand during the winter recreational season and are not expected to be feasible during summer recreational periods. General System Improvements In addition, there are general types of improvements which will benefit the entire system. These are operational improvements that are an important part of the overall Plan. For this study, it is also recommended that ramp -4- 1 ~~ , metering, along with some selected ramp widenings, be implemented. The specific location where these operational improvements will be implemented will be determined by a detailed study to be conducted very shortly. It was estimated that these improvements would cost $4.21 million. The Year 2010 Regional Transportation Plan was staged for 1990 and 2000 based on the location and magnitude of economic activity in the corridor and using an urban level of service standard. For 1990, due to the short time frame, only operational improvements are being recommended. They consist ofe I-70 1. Ramp metering at those locations recommended by a detailed ramp metering study. 2. Widening of selected on-ramps to two lanes with the specific locations being identified by the ramp metering study. 3. Conduct a site analysis fora runaway truck ramp on the west side of Loveland Pass. ~ 4. Conduct a study to determine the optimum location for additional variable message signs and install signs in those locations recommended by the study. For the year 2000, the opportunities for capacity improvements are much greater. Therefore the Plan el t needed by , emen s that will be the year 2000 consist of these additional improvementsa U.S. 6 1. Widen to six lanes in Silverthorne/Dillon from I-70 to Elkhorn Rd.; and Q j~ 2. Widen to four lanes from Elkhorn Rd. to Keystone. SH 9 - 1. Widen to four lanes from Main Street (Frisco) to Breckenridge; and 2. Widen to six lanes in Silverthorne from I-7o to Wildernest Rd. I-70 1. Widen to six lanes from the bottom of Floyd Hill to Silverthorne (exce t f th p or e Eisenhower Tunnel); 2. Construct a new access point in the Eagle/Nail area; L -_- 1 L 3. Construct the Twin Tunnels bypass; and 4.. Widen to four lanes the I-70 Spur from I-70 to U.S. 6 including a railroad grade separation. S The cost of these improvements was developed based on a uniform cost estimating methodology currently used by the Colorado Department of Highways. The total cost (in 1987 dollars) by the year 2010 is estimated to be $246.93 million. This cost is broken down into $3.35 million (1988-1990), $160.65 million (1991-2000), and $82.93 million (2001-2010). Financial feasibility is an important consideration when judging the reasonableness of anx transportation plan. When the I-70 West Corridor Study was initially proposed, the development of a cost allocation plan was an integral part of it. However, the need to generate sufficient revenue must consider more than just those revenue sources within the I-70 West corridor. The benefits gained by the entire state economy due to the tourist industry necessitates the need to consider statewide options. Therefore, a separate study will be undertaken to investigate all the feasible revenue sources and the possible revenues that could be generated from each. The work done in this study merely lays the groundwork for a more detailed effort. A statewide constituency must be developed to generate enough support for the necessary revenues to bring about the required improvements. The long range needs assessment for the I-70 West Corridor Study has been accomplished What lies ah d . ea are two key activities: 1. Identification of funding strate ies which can generate revenues sufficient to cover the costs of th e recommended Year 2010 Regional Transportation Plan; and 2. Identification of the strategies for accomplishing the mode split goals of 10 percent by the year 1990 , 15 percent by the year 2000, and 20 percent by the year 2010. In addition, the hazardous materials issue is of sufficient concern to members of the I-70 West Task Force and residents of the I-70 W t es corridor, that an ad hoc committee appears warranted. This committee can rovide timel P y guidance for the counties and municipalities in the I-70 West corridor regarding the designation of routes for ha d ~~ zar ous materials transportation as authorized in Senate Bill 156 passed by the legislature in June, 1987. The committee can also coordinate efforts regarding training of hazardous materials r esponse personnel, as well as assessment of equipment needs for this purpose. L -s L f I I . I IdTRO DUCT I ON A. Background In December 1985, the Colorado Department of Highways initiated the I-70 West Corridor Study. The I-70 West corridor, comprised of Clear Creek, Summit and Eagle counties, has unique ~- characteristics which must be understood in order to accomplish the task of assessing current transportation problems, projecting future demand and identifying viable transportation solutions. Figure II-1 identifies the I-70 West Corridor Study ~ Area. These three- counties are mountainous, and this fact creates its own set of travel conditions, demand patterns, and maintenance needs which differ significantly from other portions of I-70 which traverse the eastern plains. I-70 is one of the few east-west routes through Colorado, and is the primary east-west route through the three county corridor. Consequently, the traffic demand for I-70 is generated from a broad base. I-70 is - used for "through trips," which have both their origin and destination points outside the corridor. I-70 provides excellent winter access to and through the mountain areas. Portions of the I-70 West corridor, from the bottom of Floyd Hill in Clear Creek County to as far west as Dillon, serve as bedroom communities for people who work in the Denver metropolitan area. I-70 also provides access to ski areas such as Winter Park, Arapahoe Basin, Keystone, Loveland, Breckenridge, Copper Mountain, Vail, and Beaver Creek. Although these trips are winter weekend oriented, many of these areas, as well as the national forests and state parks, attract numerous summer weekend recreation trips. Recreational opportunities exist within the I-70 West corridor for fishing, hiking, bicycling, rafting, technical mountain climbing, camping, sailing and picnicking. Tourists venture into the corridor to take advantage of the beautiful scenery, historic sites, the Georgetown Loop narrow gauge railroad, Mount Evans summit, and other sights and activities unique to this mountainous area. I-70 is also used to access many recreational areas be and the corridor limits such as Glenwood Springs (known foryits hot springs), Aspen, Snowmass, the Maroon Bells area, and the Colorado National Monument in Grand Junctions The rate of growth in the corridor is expected to increase. Additional housing, jobs and recreational opportunities quickl translate into more traffic on the limited number of roadway facilities. Other towns in the corridor have experienced significant growth in both residential, economic, and recreational activities in the past, making this a dynamic transportation route within Colorado. L -~- I-70 WEST CORRIDOR STUDY FIGURE II-1 Study Area i i B. Study Goal and Objectives _ The scope of work for the I-70 West Corridor Study was drafted ~ and presented to municipal and county government representatives, planning groups, representatives from private industry, the ski industry, and other interested parties. Their interest and commitment to the I-70 West Corridor Study ~- culminated in the development of a final scope of work which reflected local concerns such as the hazardous materials issue, agreement to participate in the financing of the Study, and participation on a task force designed to oversee the Study. The goal of the Study is to develop short term and long range transportation strategies to accommodate economic growth in the I-70 West corridor. It is important to note that transportation strategies are not limited to just the highway system. The Colorado Department of Highways recognizes that the highway system has capacity limitations and cannot be the only modal option explored by this Study to meet demand. Consequently, the Department chose a multi-modal approach in order to determine ~. the extent that non-highway strategies can meet future transportation needs in the I-70 West corridor. The Study has four objectives, three of which are planning-based objectives and one that is operational in nature. The first planning based objective is to examine cumulative effects of development on the highway system over the next twenty-two years. Development is recognized to occur on a piecemeal basis; however, its impact on the transportation system is cumulative. Forecasts of growth in residential, employment, and recreational activities will provide a reasonable level of future demand .which can be compared to existing and future highway capacity to determine where improvements should be made. The second planning objective is to develop a highway system plan to meet the short term and long range needs of the I-70 West corridor. This plan needs to reflect the physical and environmental limitations in the corridor in terms of highway capacity expansion. The portion of the transportation demand beyond the physical capabilities of the highway system will be met by other transportation modes. The third planning objective (now deleted) is to develop a cost allocation plan for the transportation improvements recommended by the study. Total costs are allocated over time, based on the staging of improvements. In addition, the responsibility for the costs of the projects are identified for the participating public and private sector agencies. This objective will also identify potential shortfall in funding based on anticipated revenue from federal, state, and local sources. However, due to the statewide importance of the tourist industry, this objective was removed from this study and set aside for a later date. The fourth objective is operational in nature. Maintenance practices and policies within the I-70 West corridor were analyzed and where appropriate, recommendations were made for improvements, particularly for severe weather conditions. L -s- C. Report Format The final report for the I-70 West Corridor Study presents a summary of findings for each of the major work elements leading to a presentation of the recommended short-term and long-range Regional Transportation Plan for the I-70 West corridor. Existing conditions within the corridor were identified in order to determine capacity and other service problems for the highway system and where short term strategies may be needed to improve conditions. This effort also included an in-depth analysis of accident data and of the history of hazardous materials incidents within the corridor. These findings were compiled into Technical Report 1, Existing Conditions; Technical Report 4, Accident Analysis; and Technical Report 5, Hazardous Materials Overview. The socioeconomic conditions within the corridor were analyzed in order to determine existing trends, locational patterns and their effect on the transportation system within the corridor. With the assistance of local planning departments, forecasts of future population, employment and recreational capacity were made for 1990, 2000 and 2010. The results of this effort are contained in Technical Report 3, Existing and Future Land Use. A key element of the I-70 West Corridor Study is the p transportation model used to project future traffic demand in the corridor and expected levels of service on the highway system. The unique aspects of the I-70 West corridor necessitated the development of a "recreational" transportation model based on a peak winter weekend condition in a rural area rather than the typical urban, average weekday transportation model driven by work trips. The development and calibration of the I-70 West corridor model is documented in Technical Report 2. In addition, a summer model was developed to represent the peak recreational month. This summer model used the winter recreational model as the basis for its development. The transportation analysis and plan development is detailed ~~ within Chapter VI of this report. Several alternative scenarios were modeled. The results were compared using standard performance measures such as ve hicle miles of travel, vehicle hours of travel, auto emission levels, benefit-cost ratios, etc. Based upon the transport ation analysis, a recommended regional transportation plan of improvements was developed, reflecting physical, environmental and fiscal constraints. This plan is then staged for the years 1990 and 2000. For each year, the plan is costed out using the ' methodology developed for the Department s Resource Allocation Project Prioritization (RAPP) process. The final report concludes with a summary regarding the future direction of the Study. This includes discussion of the implementation of short-term and long-range strategies and of monitoring efforts. -10- r D. Study Organization - The Colorado Department of Highways is responsible for carrying out the I-70 West Corridor Study. This effort, however, was not envisioned to occur within a vacuum. The Study was organized to ~ include active participation ~bx representatives from other agencies and groups who will be impacted by the results of this study. Figure II-2 identifies the study organization. The Division of T ransportation Development assigned a project _ manager to oversee staff efforts on the Study. In addition, the study area covers portions of Engineering Districts 1 and 3 a which also assigned staff to participate in the Study. The Northwest Colorado Council of Governments is the regional planning agency for the corridor, and the Director of this agency served as Chairman of the I-70 West Task Force, as well as provided technical assistance to Highway Department staff. Local planning department staff provided additional assistance regarding existing and projected land use data. The I-70 West Task Force mention ed previously, served as the key ad hoc body overseeing the Study's progress. Table II-1 identifies the composition of the I-70 West Task Force. ~I c i L e ~ °11- I-70 WEST CORRIDOP STUDY TABLE II-1 I-70 West Task Force Composition Counties - Clear Creek (1) ~ . - Eagle (1) - Summit (1) Municipalities - Avon (1) - Dillon (1) - Eagle (1) - Frisco (1) - Silverthorne (1) - Vail (1) - Breckenridge (1) Colorado Department of Highways Division of Transportation Development (1) - Division of Highways (2) Private Developers - Breckenridge Ski Area (1) - Vail and Associates (1) - Copper Mountain (1) - Keystone Ski Corp. (1) - Loveland Ski Area (1) Colorado Ski Count ~-~ ry, USA (1) Northwest Colorado Council of Governments (1) L L -12- 1 t 9 L L Om~~ 1N~~T CORRIDOR STUDY 5d11B~° ORGANIZATION ~~~~e~~ Manager °~~ ~ Task [~ r Figure II-2 4JWCG(~~ 4~DOH Staffi LOCAL Staffi ~~~~ °13~ III. EXISTING CONDITIONS A. Overview The existing conditions within the I-70 West corridor were documented early in the Study. The current patterns of housing, employment and recreational opportunities provided key information on the number of trips being generated in the corridor. Traffic volume data for state and county roads within the corridor provided information on where congestion currently exists. Additional information regarding the highway system ~ characteristics, accident data, and other transportation modes within the corridor was collected and is summarized within this chapter. The organizational interrelationships within the I-70 West corridor are important. The communities, counties, recreational areas, highway department subdivisions, etc., are part of a system which operates beyond the corridor boundaries. For this c reason, it is important to identify the organizational components of the corridor. These components will be instrumental in the synthesis and implementation of the recommendations developed from the transportation analysis. The first organizational component is local government - the cities and counties within the corridors Clear Creek County Empire Georgetown Idaho Springs Silver Plume Eagle County Avon Eagle Gypsum Minturn Vail t i L Summit County Blue River Breckenridge Dillon Frisco Silverthorne The second organizational unit is related to the state government, beginning with the legislature. The legislature is of particular interest regarding highway funding. Federal funds for highway projects have been increasingly difficult to secure; consequently, fuel taxes, bonding authority, toll road authority, and other revenue measures are being proposed at the state level for alternative financing of highway needs. The legislators representing the I-70 West corridor arse -15- r SEPIATE Clear Creek, Eagle and Summit Counties-S Senator Sallx Ho 21649 Cabrlni B1 Golden, Colorado HOUSE: er 80401 to District 13 Clear Creek and Summit Counties-House District 53 Representative Sam Williams 0982 High Point Drive B Breckenridge, Colorado 80424 453-1586 (local) Eagle County-House District 57 Representative Scott McInnis P.O. Box I Glenwood Springs, CO 81601 866-2968 (Capitol) 945-6546 (local) House District 56 Representative Dan Williams P.O. Box 56 Edwards, CO 81632 866-2962 (Capitol) 926-3457 (local) Also related to state government is the Colorado Department of Highways. The Department has eleven highway commission districts,. two of which include the I-70 West corridor: Clear Creek County Commissioner Karl P. Mattlage District 6 P.O. Box 773990 Steamboat Springs, CO 80477 879-0100 Eagle and Summit Counties Commissioner James Golden District 7 P.O. Box 398 Grand Junction, CO 81501 242-7322 These highway commissioners will be instrumental in implementing the recommendations of the I-70 West Corridor Study. Implementation of any improvements to I-70 and the other state highways in the corridor will be contingent on these projects appearing in the Department's Five Year Program of Projects adopted annually by the Highway Commission. The Colorado Department of Highways also has six engineering districts. These districts are responsible for the design, construction, and maintenance activities on the state highway system. The implementation of projects and improvements within r -16- the I°70 West corridor are the responsibility of the following engineering districtse Clear Creek and Summit Counties Engineering District 1 Phil R. McOllough, District Engineer 18500 East Colfax Avenue Aurora, CO 80111 757°9371 Eagle County Engineering District 3 R. P. Moston, District Engineer P.O. Box 2107 222. South Sixth Street Grand Junction, CO 81502 248-2708 Lastly, the Colorado Department of Highways has nine maintenance ~ sections, two of which cover the I°70 West corridor. These sections are subdivided into various patrols which are responsible for routine maintenance and snow and ice removal on the state highway system. These sections area Clear Creek and Summit Countieso ~ Maintenance Section 5 Ed Fink, Highway Maintenance Superintendent 18500 E. Colfax Avenue Aurora, Colorado 80011 757°9649 Eagle Countya Maintenance Section 2 J. Bryce Sanburg, Highway Maintenance Superintendent 593 Serenade Street Grand Junction, Colorado 81504 434-5229 B. Key Issues The first two meetings the Colorado Department of Highways held with the interested cities, counties, ski areas and planning agencies regarding the I°70 West Corridor Study resulted in the identification of key planning and transportation related issues which the participants hoped to have addressed in the scope of work for the I-70 West Corridor Studye Key Planning Issuese Clear Creek County - water qualify - erosion control ° fire protection L L °17- i_ Eagle Count - economic development-coordination of efforts countywide - flood plan management coordinator - proposed Adams Rib Ski Area impacts - expansion of Eagle County Airport and related impacts Summit County - major expansion in the ski areas of Copper Mountain, Keystone and Breckenridge, and related impacts - environmental considerations and impacts from air pollution, erosion, phosphorus loadings, etc. Key Highway Issues Clear Creek County - highway maintenance funding and procedures - I-70 traffic congestion - hazardous materials transport - Berthoud Pass congestion/US 40 impacts on I-70 -. the proposed Berthoud Tunnel - bridge spanninc~~of Clear Creek at Fall River - loss of non-bridge, off-systems funds Ea le Coun_y - Vai Interchange on I-70 relating to existing congestion problems and acceleration of construction - access between Eagle County Airport and Vail/Beaver - Creek/Adams Rib via I-70 and Highway 6 reconstruction of U.S. 24 Dowd Junction to Minturn I-70/U.S. 6 spur connection at Avon (2 lane facility with at-grade railroad crossing with D&RGW RR) - improvement of U.S. 6 from Dowd Junction to Avon or Edwards such as 4 lanes with 5th center turn lane and possibly an eastbound on-ramp between Dowd Junction and Avon for relief of Beaver Creek ski traffic on I-70 - hazardous materials transport - winter maintenance of I-70 - weed control within I-70 and US 6 right of way - bike facility between Vail and Glenwood Canyon - adequacy of existing deer crossing signs and fences Summit County - SH 9 to Breckenridge - impacts from closures of Loveland Pass, Vail Pass and Eisenhower Tunnel - hazardous materials transport - potential of mass transit in I-70 corridor - erosion control from Eisenhower Tunnel west to Silverthorne - highway beautification l L L L _~$- ~ Co Highway Inventory An accurate description of the highway system in the corridor is a prerequisite for identifying existing conditions or problems, and projecting the system's ability to function in varying future growth scenarioso Highway characteristics fall into two categories: physical and operationalo Physical characteristics includes le 20 number of lanes lane width 3e shoulder width 4o right-of-way 5o pavement condition 6e surface type 7e mileage/lane-miles In compiling the highway network database, several of the physical characteristics are inventoried by highway segments (links); number of lanes (directional) and mileageo Width of shoulders/lanes, right-of°way and pavement condition are characteristics which focus on site specific analyses, rather than system analysese Since only paved roads will be included in the analysis of the I°70 West corridor, surface type is a 1°given'0 to the inventory dataa Operational characteristics included to traffic volume 2a vehicle miles of travel 3o percent trucks 4o functional classification 5e terrain type 6a accident history In a system analysis, these factors are important since they drive the system°s ability to handle the traffic demando Key concepts involved in the operational characteristics of a highway system include capacity and functional classifications Capacity is defined as the total number of vehicles which a given segment of roadway can handle per lane per hours In the case of a freeway, the capacity under ideal conditions is generally 2000 vehicles per lane per hoard This number can be reduced by several factorso For instance, as the number of trucks on the roadway increases, the capacity decreasese Terrain also affects the capacitye If the terrain is mountainous as it is in the I-70 West corridor, speeds decrease and capacity diminisheso Area type also plays a role in capacitye A central business district in an urban area will reduce the capacity of a freeway or principal arterial more than if the freeway or principal arterial is located in a residential ~ or rural areas L t °19° Two other factors which can affect capacity are lane width and weather. In the mountainous I-70 West corridor, weather is an important factor. Snow and ice on the roadway cause conditions which eventually reduce speeds and affect capacity. The Highway Capacity Manual suggests an 8% reduction in capacity for "even a trace of precipitation." When access on a highway facility is not controlled, the function of the facility is focused more on accessing adjacent land uses rather than moving trips through the area. The functional classifications being used in the I-70 West Corridor Study are identified on Figure III-1 and Figure III-2 identifies the number of lanes on the existing plus committed (E+C) system. Vehicle miles usage of the the volume of segment. Al system total. period. of travel (VMT) is roadway system. VM' traffic on a roadway 1 the segments. are VMT can be for an indicator of the extent of r is calculated by multiplying segment by the length of that then summed for a facility or a daily, monthly, or annual Traffic volume. information was collected along I-70 in order to determine the beak month, day and period. Two permanent traffic counting locations were the source for this information: one at the Eisenhower tunnel and the other in Glenwood Canyon. The information was collected for 1976, 1980, and 1984. Historically, the peak month is August, with the lesser peak in March. This information is portrayed on Figure III-3. Appendix A contains the yearly information for both locations. Figure III-4 shows the distribution of traffic by day. This figure shows clearly that Saturday and Sunday have the highest traffic in comparison to the weekdays. Figure III-5 shows the distribution of traffic by time of day and that the peak period is in the evening between 4:00 pm and 6:00 pm. Traffic projections will be used in assessing level of service (LOS) on the highway system. The term, "level of service," is used to describe the congestion levels of a roadway. Roadways can be classified into one of six levels of service categories: A, B, C, D, E, and F. Level A represents a condition of free flow, and level F is the condition where there is no freedom of movement for the driver and speeds are extremely low (in some cases, near zero). Levels of service A and B are considered good; levels C and D are considered fair, and levels E and F are poor. In an urban area (e.g. the Denver metropolitan area), new highway construction would be designed for LOS D due to the expected traffic demand and the limitations of highway funds for widening and new construction projects. In the rural areas, (I-70 West corridor is classified as rural), the highway system is designed for LOS C operation. Within the I-70 West corridor, the following specific locations exhibit conditions where 1986 volumes to capacity exceed LOS C: r i L L L L -ao- I-70 WEST CORRIDOR STUDY FIGURE III-1 Functional Classification ------------------ - ---r--- ---- ~ i p?. ~ - -- -~~~ i ` ~\ ~ \ \ ....E .x~roE EACLE ~ `~ .~ ..n ~ ~ ~.,....~_.. ..- ... ~/ `~• SUMMIT ( _ OEOOTT . ~ ergiNOs OEOxOETOWM v ~~• I cESUr ~ oosaep ~- L ' CLEAR \~~ CREEK _ qq.. Pvox © ~NVOxT., EE EOW•T ~ - •~ 6i vExiwOxxE ~ Ox ,n ..,E ~ rCMEEE ~_ ..E,x ~ "' wruxw (J INSE +e s.oxE J I L wowrE:u~ ~ l Exisco ,_ . -___ ~ \ 1 ...,,,/// ~ r i `~ ' r ~.,.. ~ wo.wT. ~ i ~ ~ EwExw~r~E N ~.~: . ~! IPdSET ~ ~~ ~E w..Ex ~ i ~ ~ i ~~ r~ .- . Interstate ~- Arterial Collector I-70 WEST CORRIDOR STUDY FIGURE III-2 Existing Plus Committed Lanage --'-'---------'--- - - '--r--' -----T-~ St,EE .xIDDE ~ ~ .l ~~ _ f~r--~, -~ ..„~ EAGLE ~ ~' ~ \ SUMMIT ~ f ~ ~~ '~' J ID~NO ~~ 6VgINpB 1 `I, ~ OIIDE EOwx / wOLCOTT Cl v\' l © ,. agjsExo o~so _ _ ,. `. \.~ '~~ CLEAR CREEK ^ E~GEE •vOx _~ m - Eow..DS ....... 1..,. l oxroe o. m fl ~ ~ r.xoEx ~l ,IDLL ox O .L_.~ veu ~cniilxi ~~ ,u.x ! J INSET E•sroxE J > ~ ti .ax.E~~ J i ~ i •~ .I,~D ~ ---- ----------- ---~ ~ o EurE ~ .oxx.. I ~ i Iw, ~ xE~EExx,DDE /~' \ ~Ex.Er ~ INSET ~ r~ \ __ ~ ------------- ~~ ~~. r . ~. l_._ ~.~~ 6 lanes 4 lanes .. 3 lanes 2 lanes O ~ Dn~oN SLVERTNORNE i .o m FRISCO s~~o w~~~ ~o~~as~~~ ~~~~x Figure III-3 Traffic (Thousands) (Thousands) 25 2 0 15 0 N W I 10 5 0 _....._... ....d ........................_.... ......._.._...................._.._..........._..........._.__.._................._..............._........_.._....._.._......._....._......_......._..........__....._........._........ ................._........................._. ,..:......................_....................._.........._................_.._..........................................__.. ......................._....._._..... ;. ,, Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Months 1976 ®1980 1984 Tunnel ATR PEAK DAY TRAFFIC N .P 1 30 25 20 15 10 5 0 Figure III-4 Thousands Sat Sun Mon Tue Wed Thu Fri ® 1985 1985 Tunnel ATR ~„ (..~.' i ° ~,° I~° ~' ~ ~ f a,a~ eel @°~0 WEST CORRIDOR ~TIIDY Bv1flRCFio 195 FiOUFd~Y l'RAFFIC VC)l~Uf~A ,~a~~~~ zsoo zooo 1500 0 1000 500 0 Figure III-5 1 2 3 4 5 6 7 8 9101112 1 2 3 4 5 6 7 8 9101112 A,M. Hours P.M. E.B. ®W,B. I-70 West Approach to Tunnel I-70 at Dowd Junction I-70 at Georgetown I-70 at U.S. 40 I-70 in Idaho Springs I-70 at the Eisenhower Tunnel These locations will be assessed for possible transportation system management (TSM) type improvements to improve capacity. Each of the state highways in the I-70 West corridor has a federal aid system designation. This designation determines the federal funds available for use on that statewide system of roads, as well as the matching ratio formula (federal versus state/local funds). The basic federal-aid categories are federal-aid interstate (FAI), federal-aid primary (FAP), federal-aid secondary (FAS), and federal-aid urban systems (FAUS). Some of the categories, such as FAI, have a subcategory which is specifically designated for rehabilitation, restoration, resurfacing and reconstruction projects. In the I-70 West corridor, the facilities have the following federal-aid system designations: I-70 FAI SH 91 FAP SH 40 FAP SH 24 FAP SH 9 FAP SH 6. FAP/FAS SH 103 FAS SH 131 FAS D. Accident Data An important part of the I-70 West corridor existing data base is accident information. The Division of Highways provided summary accident information for all the state highways in each of the counties in the study area. The data was summarized for the period January 1, 1984, to January 1, 1986, for all state highways except I-70. The I-70 accident data was summarized for a three year period, January 1, 1983, through January 1, 1986. The accidents were classified into three types: 1. Property damage only 2. Injury accidents 3. Fatal accidents i A weighted hazard index for each segment was calculated. Positive weighted hazard indices indicate an above average accident frequency/severity combination which is statistically significant and bears further investigation. Appendix B contains the weighted hazard indices for segments of the state highway system, by county. Many of the highway segments with relatively high weighted hazard indices are already being addressed with safety projects by Districts 1 and 3. The transportation analysis portion of the I-70 West Corridor Study [ -26- considered accident data in developing the final recommended regional transportation plan for the I°70 West corridor. E. Hazardous Materials The transportation of hazardous materials has been an on- oin concern for the people in the I°70 West corridor due to the geography of the area and the serious impacts an accident involving hazardous materials can have on the residents, ecology, and economy of the corridor. Technical Report 5, _ Hazardous Materials Overview, was produced as a result of the concerns expressed not only by the I°70 West Task Force, but also by local citizens who participated in the meetings held midway through the Study. The term, °°hazardous materials,t0 describes a range of substances. Generically defined, hazardous materials are any substance capable of posing an unreasonable risk to health, safety, and property. Federal rules regulatin hazardous materials containe g d in Title 49 of the Code of Federal Regulations, Parts 100 to 177, identify more than 2,000 hazardous materials. A partial listing of these materials is provided below to illustrate the range of substances involvede °Bdynamite, acetone diesel fuel, mercury, sulfuric acid, _ mustard gas, hazardous waste, gasoline, torpedoes, paint, cigarette lighters, cleaning compounds, matches and fingernail polish. °0 . , The federal hazardous materials regulations concern themselves with the responsibilities of shippers and carriers in terms of packaging, shipping papers, marking, labeling, and placarding. The trucking industry is responsible for the purchase and display of the placards on their vehicles. Non_placarding, or incorrect placarding, is regulated by the federal government. The federal laws regulating transportation of hazardous materials are non°inclusive. The federal °OUniform Motor Vehicle I,aw°0 regulates transportation of hazardous materials on highways, but does not regulate railroads. In addition, the federal law does not address routing of hazardous materials. These factors certainly present the need for route designation at the state level in order to protect the interest of Colorado residents. Federal regulations have an innate shortcoming in terms of enforcement. There are very few federal inspectors responsible for enforcing the federal hazardous materials regulations. The Department of Energy regulates handling and transportation of their hazardous materials only when related to national security. Colorado has been working toward a law regulating hazardous materials for several years. The number of shipments ~. °27- r through Colorado, the number of recorded incidents and proposed hazardous materials waste sites in the west have placed added urgency. on the need for legislation. In May 1986, former Governor Richard Lamm signed Senate Bill 19 into law (C.R.S. 40-2.2, 101-213) which officially went into effect July 1, 1986. The primary authority for promulgation of rules and regulations under this Act is given to the Public Utilities Commission (Department of Regulatory Agencies). A ~, crucial aspect. of the bill is that it only relates to nuclear materials and, as indicated above, does not regulate nuclear _ materials used in national security actities controlled by the U.S Department of Defense or radioactive materials which are utilized in carrying out atomic energy defense activities bar the U.S. Department of Energy. Also excluded are wastes from mining milling, smelting or similar processing of ores or mineral-bearing material. The act enables the Executive Director of the State Department of Highways to adopt rules to designate which state highways shall be used or not be used by motor vehicles .transporting non-exempt nuclear materials in Colorado. On November 19, 1986, the ~ Colorado Department of Highways adopted such route designations. The key point here is that the portion of I-70 within the I-70 West corridor is specifically excluded from the list of routes designated for nuclear material shipments, Recently passed legislation (Senate Bill 156, passed June 24, 1987), addresses the permitting and routing of hazardous materials transportation by motor vehicles and the inspection of these vehicles. The process for identification of route within the state has been initiated. The legislation enables the Colorado State Patrol to designate which public roads are to be used for the transportation of hazardous materials or exempted. Gasoline, diesel fuels and liquid petroleum are exempt from inclusion as hazardous materials unless local municipalities, counties or other authorized petitioners request they be included in the hazardous materials definition. Towns, cities, counties, and the Department of Hi hwa s are permitted to petition the State Patrol for route designation on or before July 1, 1988. This petition needs to specifically describe the requested designation for the particular route. It is recommended that. the towns, cities and counties in the I-70 West corridor participate with the State Patrol in requesting route designation within their jurisdictions, as allowed within `~ the legislation. The I-70 West Task Force analyzed the experience of hazardous material transportation within the I-70 West corridor using data supplied by several fire districts. In reviewing the number and type of incidents reported, it was obvious that hazardous materials transportation within the I-70 West corridor needs to t be given serious attention. However, due to the lack of L funding, this Study did not conduct a detail assessment of this problem. L -28- a The Vail Fire Department assembled. data on the numbers of incidents involving brake problems with westbound semi-trailer trucks on Vail Pass. The data spans six and a half years (1981 through April 1987). A total of 73 incidents were identified, averaging ten per year as Figure III-6 indicates. The incident of brake failure/fires warrants attention by the trucking industry to ensure that their trucks are maintained properly, with particular attention to braking systems. The steep grades which exist in portions of the I-70 West corridor can tax the ability of a truck°s braking system in terms of overheating which can lead to fires or failure altogether. The impacts of truck accidents in the I-70 West corridor can be significantly worsened if the payload involves hazardous materials. The Snake River Fire District provided a list of hazardous materials incidents from 1981 through July 1987. Thirteen incidents were reported; three specifically reported brake problems. Six of the thirteen incidents involved overturning of a truck. As with the Vail Fire Department data, the number of truck incidents underscore the need to examine this potential impact on hazardous material transportation within the I-70 West corridor. The Silverthorne Fire District°s data of hazardous material incidents spans from 1983 through July 1987. A total of 98 incidents were reported, averaging 20 per year. Overwhelmingly, brake problems and vehicle fires comprised the majority of the incidents. The Town of Dillon reported a total. of four hazardous materials incidents; one was a duplicate of the Silverthorne data. Two of ~- the three incidences specifically indicated the involvement of gasoline tankers. Figure III-7 graphs the summary of the fire district data (excluding Vail°s brake failure incidents) on hazardous materials incidents. L Additional information on hazardous material movement in the I-70 West corridor was collected by the Department of Highways° maintenance staff at the Eisenhower Tunnel and Loveland Pass. The Eisenhower Tunnel data was collected from November 1985, through November 1986. The total number of vehicles carrying hazardous materials was noted and categorized as followso Hazardous materials contact Colorado State Patrol action; ° Hazardous materials contact - Colorado State Patrol not available; - Hazardous materials contact - verbal warning; or Legal transportation of hazardous materials through the Eisenhower Tunnel. In this thirteen month period, 8,407 hazardous materials loads were carried through the Eisenhower Tunnel. Of these, 95% were legally transported; verbal warnings were issued in 13% of the °29- Brake Failures - Vail Pass (Westbound Trucks) Figure III-6 W 0 Number of Failures 1981 1982 16 14 12 10 8 6 4 2 0 1983 1984 1985 Years ® Truck Incidents 1986 1987 Figure III-7 Number of Incidents 0 W 0 35 30 25 20 15 (Local Data) 1982 1983 1984 Year ® Incidents 1985 1986 1987 .~ contacts and only 4% necessitated acti:o Patrol, whether a trooper was availabl graphs the Eisenhower Tunnel data by comparative purposes.. n by the Colorado State e or not. Figure III-8 month and category for Data on hazardous materials transport was collected at Loveland Pass during the weeks of July 31-August 6, 1985, and November 1-7, 1985. Rather than noting violations as was done at the Eisenhower Tunnel, the summer data tallied vehicles carrying hazardous materials and the winter data categorized the hazardous material vehicles by category of the hazardous materials. A daily average of 7.1% of the trucks using Loveland Pass during the week of July 31-August 6, 1985 were transporting hazardous materials; this increases to 10.9% for the average weekday situation. The largest portion of the hazardous material vehicles were recorded by the day shift (49%) followed by the swing shift (29%). The night shift accounted for the remaining 22% of the hazardous materials vehicles. Data from the week of November 1-7, 1985, indicates 94% of the hazardous material vehicles were transporting flammable liquids or flammable gas. Small percentages. are attributed to the other types of hazardous materials such as Class "A," "B" and "C" explosives, corrosives, oxidizers, etc. The predominance of flammable liquids' transportation over Loveland Pass needs to be considered b~ local jurisdictions within this area in terms of their participation in the designation of routes for hazardous materials transportation. Flammable liquids are not included in the definition of hazardous materials under SB 156 unless they are petitioned to be designated as such by local jurisdictions. Recently, two separate truck accidents on the west side of Loveland Pass resulted in hazardous material being spilled. Because of the serious environmental implications of hazardous material spills, the I-70 West Task Force requested the Colorado Department of Highways to examine the potential for a runaway truck ramp on the west side of Loveland Pass. It is likely that U.S. 6 will continue to be used by trucks carrying hazardous materials and that the number of trucks will increase. For this reason, the I-70 West Corridor Study is including the recommendation for a runaway truck ramp site analysis on the west side of Loveland Pass. The recommendation for the site analysis will be included in the 1990 stage of the Regional Transportation Plan. Based upon the review of hazardous materials legislation and incidences and experiences (as presented in this section), several recommendations are offered: 1. Local jurisdictions should become active participants in the designation of routes for hazardous materials transportation as defined in Senate Bill 156. This process is to conclude on July 1, 1988. r L L -32- Percent of Loads 100% 75% w 50% W 25% 0% Nov Jan. Mar. 9g Contact/CSP Action May July Month ® Verbal Warning Sept Nov, ~ Legal Loads 9>~as e ~1 2. Local jurisdictions within the I-70 West corridor ~^ should become advocates of the inclusion of specific requirements for mountainous driver training and experience in terms of Uniform Licensing for the ~' trucking industry currently being developed by the U.S. Department of Transportation, Federal Highway Administration. c 3. More strict requirements should be imposed on the t` trucking industry concerning the level of vehicle maintenance, particularly for braking systems. ~' 4. Colorado law regulates the transportation of hazardous materials. These regulations need strict and proper enforcement in order to reduce the potential for hazardous materials incidents. A portion of these regulations specifically pertain to the powers and duties vested in personnel of the Ports of Entry (POE) stations. While POE personnel are actually engaged in performing their duties and acting under proper orders and regulations, they have similar powers as peace officers. Among these, they have "the authority to restrain and detain persons or vehicles until any tax or license fee imposed by law is paid or until compliance is had with any tax or regulatory law or regulation issued thereunder" (C.R.S. 42-8-104). Personnel at the POE. weigh stations are strongly ~~ urged to utilize the powers vested in them by Colorado State law to ensure safe transportation of hazardous materials through Colorado, particularly mountainous portions. ~~ F. Maintenance Highway maintenance is an important aspect of any highway ~' assessment, because the operational capability of a highway system can be diminished by such things as roadway surface deterioration, snow and ice, poor lighting, inadequate lane demarkation, etc. Although highway maintenance is a year-round activity., the I-70 West corridor is sensitive to winter related maintenance due to its unique characteristics such as mountain passes, areas susceptible to avalanches and its proximity to many of the state's ski areas. ~,' The Colorado Department of Highways has two procedural ~ directives which define maintenance practices related to snow and ice removal. Procedural Directive 1055.1 addresses road closures, enactment of the snow tires/chains requirement, and other restrictive measures. The purpose of this directive is to ensure the safety of the traveling public during severe weather conditions. Procedural Directive 1055.2 addresses policy, ~, -34- `~ priorities, and level of service for snow and ice control. This directive sets forth the procedures to be employed in order to maintain all state highways as near normal driving conditions as Department resources and personnel can provide under given weather conditions. The Highway Supervisor is responsible for determining when conditions warrant road closure, adequate snow tires, chain station operation or other restrictive measures to protect the traveling public. Current maintenance policies; procedures and practices in the I-70 West corridor are considered appropriate and no major changes are recommended. Contracting with local private contractors for additional snow removal support during severe storms or other extreme conditions is one way of leveraging existing manpower and equipment and should be considered during severe weather conditions. It should be recognized that snow and ice removal efforts can be constrained by the severity of the weather conditions (e.g., high winds, whiteouts) and additional personnel and equipment would not improve results. However, during normal snow and ice removal procedures, the situation can be greatly enhanced by motorists who are properly prepared and equipped for mountain driving in winter conditions. Several options are recommendeds A special task force could continue to pursue having the Department of Revenue include winter driving information in the drivers° manual with subsequent questions on the drivers° test. Driver training programs specifically designed for winter driving conditions i th n e mountains could also be offered. Audio/video cassette tapes which provide winter driving information aim d i e part cularly at tourists would be available at car rental booths and Colorado Ski Country , USA information booths at Stapleton Airport. More stringent training programs could be required of truckers driving through the mountains i th i n e w nter. The possibility of audio/video cassettes designed for truckers could also be located at Ports of Entry weigh stations. Articles specifically addressing winter driving tips, the availability of di i au o/v deo cassettes at Stapleton Airport, winter driving training programs, etc. could , appear annually in airline magazines found on airplanes serving Colorado, prior to and during the ski season. Public service announcements on television radio could present winter driving tips for drivin in th / t i g e moun a ns. ~, -35- f Road closures occur fo in terms of duration. through March 1987, on closures. Figure III-9 average road closure for the overall average. closures, recommendations Rock Slides• r various reasons and vary significantly Data was gathered from November 1985, road closures and reasons for the offers a comparative display of the each of the state highways involved and Ranked in order of duration of road are summarized below: Rock slides had the longest average duration for road closures. ~ Rock slides are a naturally occurring process which can be expected along road cuts through rock formations. Road signs indicating the potential for falling rocks can be found along the state's highways throughout the I-70 West corridor. The consideration of wire mesh over the portion of the rock face where the potential for rock slides is high is recommended. Hazardous Materials: Few recommendations can be made in terms of additional or improved maintenance activities to reduce the impact of a hazardous materials incident. Prevention of a hazardous materials incident is the prudent course of action and can be facilitated through strong state legislation which regulates the handling and shipment of hazardous materials throughout Colorado. Secondly, it is recommended personnel be enhanced procedures should they be incidents. Tunnel Incidents: that the safety of maintenance through proper training and involved in hazardous materials The confining nature of the tunnel exacerbates the seriousness of a tunnel incident and can limit response options available to maintenance personnel to reduce road closure time. The one tunnel closure listed by Maintenance Section 5 involved a vehicle (camper) which caught fire. This situation necessitated closing the tunnel to all traffic, whereas, if this incident had occurred along a highway, it is possible that one lane of traffic could have remained open. Snow Slides• Snow slides have closed state highways for an average of 2-1/2 hours. Maintenance has responded to the situation through an avalanche control program and placement of additional equipment in slide-prone areas. Avalanche shoots scheduled for off-peak times have reduced the average road closure to 1-3/4 hours. ~. L L -36- 8°~~ W~~T ~(~RRI~C~R ~T~19X RQAD CLOSURE a w s Figure III-9 Hours 8 7 _ .... 6 _. _-- _ ;, 5 _.._ _.. __._ ......................_._._. _ 4 _...._.. _...._ _ __ __ 3 _. _ 2 ~_ _~_ ® .., _ f~ _ _ .. 0 Snow Aval, Hazmat Weather. Tunnel Accid. Traffic Truck Rock Slides Slides U.S. 6 ®U.S. 40 I-70 ~ Average IV. SOCIOECONOMIC ANALYSIS A. Methodology Population, employment, and recreational capacity are the three primary socioeconomic variables used in the I-70 west Corridor Study. Variations of these primary variables are also used in the Study in order to accommodate trip generation rates taken from other studies. In all, eight socioeconomic variables were used in the I-70 west Corridor Study. These area Population 1 - population in the 6-county Denver area Population 2 population in the 3-county Study Area including the winter Park area Dwelling Units - number of dwellin units in the 3-cou g my Study Area including the Winter Park area Capacity 1 - recreational capacity for destination visits Capacity 2 e recreational capacity for day visits . Retail Employment e retail employment in the 3-county Study Area Hotel/Motel/Condominium - number of rooms available in the 3-county Study Area for destination visitors Secondary Population - second home owners in the.3-county Study Area visiting on weekends The Summit Co_° unty Statistical Abstract was used to allocate population in Summit County. No similar documents were available for Clear Creek or Eagle Counties. As a result, population in Eagle and Clear Creek counties were allocated based on comments provided by the Eagle and Clear Creek County Planning Offices. Dwelling units were arrived at using the occupancy rates for ~. each county. Occupancy rates are as followso Clear Creek - 2.56 persons per dwelling Eagle - 2.55 persons per dwelling Summit - 2.48 persons per dwelling The capacity of relative ability overnight basis. categories (day a was allocated a estimates, broken recreational areas is a measure of each area°s to accommodate visitors on a daily and Recreational capacity was divided into two visitors and destination visitors). Each area share of recreational capacity based on 1980 down by visitor category. -39- L The total number of retail employees for each county was taken ~~ from the 1980 Census. A basic assumption was made that all retail employees worked at least one weekend day. Therefore, no _ distinction was made for retail operations open only Monday through Friday. In addition, the number of retail employees was multiplied by a factor of .950 to account for employees working two jobs. The resulting number was subsequently used as retail employment. i The allocation of retail employment in Summit County was based on percentages of retail revenues, by area, as shown in the Summit County Statistical Abstract. Allocation of retail ~' employment for Eagle and Clear Creek Counties was made on the assumption that most retail services were in and around municipalities. Accordingly, allocations were made to traffic zones that included cities and towns. ~' Hotel/motel/condominium rooms were allocated to traffic zones based on the best information available. The assumption was ~~ that accommodations were located in and around cities, towns, and major recreational areas. The exact number of rooms was not needed; therefore, totals may not add up to actual totals. Secondary population is an important variable in the Study ~' Area. Secondary population is composed of those people who own second homes in the Study Area and live there on weekends. For Summit County, data on secondary population was available along with allocations by geographical area. County totals for secondary population in Summit County were developed by using 1984 data from the Summit Co~Y Statistical ~' Abstract to arrive at a factor of 2.01 times resident popul t on. Distribution of secondary population was based on percentages by ~` geographic area found in the Statistical Abstract. Secondary population for Eagle County used a factor 0.5 times resident population based on conversations with Eagle County planning staff. Clear Creek County secondary population used a factor of .104 times resident population based on conversations with Clear Creek County officials. The allocation of secondary ~~ population in Eagle and Clear Creek Counties was made assuming that secondary homes were near major population and recreation centers. ~, B. Future Forecasts County totals for future year population were taken from the State Demographer's Office, the Summit County Statistical Abstract, and local planning office estimates. The Statistical Abstract showed population figures for Summit County through the year 2000. The year 2010 figures were developed through a ~~ straight line projection of 1980 to 2000 data. L -40- ~' No information was available from the Clear Creek County Planning Office for future population, but staff suggested that data from the State Demographer be used. However, after discussions with Clear Creek County officials, future population totals were adjusted upward to reflect a more reasonable growth pattern. Eagle County had very little data available for future population totals. At the direction of the Eagle County Planning staff, the State Demographer°s totals were used for the year 2000 and 2010 future population forecasts. The growth rate for population through 1990 is expected to be lower than anticipated and, therefore, a lower forecast was used. Figure IV-1 shows population growth for the Study Area. Future capacity totals at the major recreational areas were difficult to forecast due to the shorter planning horizon of most of the recreational areas. Forecasts. of future capacities were developed from information received through some developers and through reports produced by the U.S. Forest Service and various consultants. Retail employment for future years was assumed to grow in proportion to population. The same ratio of retail employment to population used for 1980 was applied to future years. Figure IV-2 shows retail employment forecasts in the Study Area. The number of hotel/motel/condominium rooms was assumed to grow in order, to meet the demand of increasing recreational activity. No information was available on rooms available in future years .and, since exact .numbers of rooms were not needed, a reasonable assumption of growth in the number of rooms was made. d t i L Secondary population was also assumed to grow in proportion to resident population for future years. The ratios of secondary to resident population used in 1980 were applied to each county in future years, The allocation of future socioeconomic variables to the traffic zone. levels used the same assumptions and percentages of distribution described in the previous section for 1980 base year data. This was consistent with future land use patterns shown for Summit County. However, as is the case with Avon and the Beaver Creek Ski Area, allowances were made for growth in areas that were expected to develop in future years. The Town of Eagle and the area in and around the proposed Adam°s Rib Ski Area were also expected to show considerable growth. Future socioeconomic variables for 1990, 2000 and 2010 are shown in Technical Report No. 3. °41~ I-70 WEST CORRIDOR STUDY POPULATION (1980-2010) Figure IV-t on (ThcusantlEl 60 50 40 30 20 10 0 1980 1990 2000 2010 Year ® Clear Ck ® Eagle 0 Summit ®Total -42- s H 1 fl fl. L l L L L G~ 20 15 10 5 0 1980 1990 2000 2010 Year ® Clear Ck ®Eagle Q Summi t ®Total _43e V. TRANSPORTATION MODEL DEVELOPMENT A. Introduction The development and calibration of a computerized traffic forecasting model was an important task in achieving the goals of the I-70 West Corridor Study. A winter recreational scenario was used primarily because of the simplicity a single recreational industry provided in terms of model development. The target month of March also represented the third highest traffic month of the dear. In addition, a tremendous amount of data regarding the winter recreational industry was available, whereas data regarding summer recreational activities was less available. A summer recreational model was developed, however, through the use of traffic adjustment factors to duplicate summer conditions. B. Methodology A standard urban transportation forecasting modeling process was used as the basis for projecting future year traffic levels. The modeling process was modified to fit the unique qualities of a rural recreational oriented setting of the I-70 West corridor. The basic model was developed for a typical weekend day without recreational traffic. This is representative of weekend traffic found during early May and November when the I-70 West corridor experiences a transition between winter and summer activities. In order to complete the winter recreational model, two layers of traffic were added (day skiers and destination skiers) to simulate a typical weekend day in March. The summer recreational model was developed by modifying the winter model through traffic adjustment factors to duplicate a typical weekend day in August. The layering effect of the transportation model allows for a greater degree of flexibility, and should assure its use as an important tool in determining the cumulative affect of recreational activity on the transportation needs in the I°70 West corridor. C L C. Validation Process The validation process is an attempt to recreate existing or known conditions in a base year. k'or the purposes of this Study, 1980 was used as the base year primarily because of the availability of decennial census data. After the base year traffic conditions were duplicated,. traffic in future years can be projected with a reasonable sense of accuracy. The four major steps in the validation process area 1. Development of the highway network; 2. Trip Generation; 3. Trip Distribution; and 4. Traffic Assignment. °45- l { L i These four steps are discussed in more detail in Technical Report No. 2. A brief summary of these steps follows. 1. Highway Network The 1980 base highway system for the I-70 West corridor ~ consists of Interstate 70, all State Highways (except State Highway 5 and 82) and selected county roads. The 1980 base highway system is shown in Figure V-1. ~~ The study area used 52 internal traffic zones and 12 external stations. Criteria for developing traffic zones included political boundaries, major highways, major geographical barriers and activity centers. The I-70 'West traffic zone map is shown in Figure V-2. The link data file contains a description of each link, ~~ distance, speed, capacity, number of lanes, functional classification, and area type. Complete link data records are contained in Technical Report No. 2. The critical in uts are s eed ca acit ~-- P p p y, and functional classification. Initially, speeds and capacities were taken from the North Front Range Corridor Study completed in August 1986, by ~~ Parsons Brinckerhoff wade and Douglas. Although speeds for this Study remain unchanged, capacities were modified to account for percent of trucks, grades, lower design speeds, recreational vehicles, and physical restrictions. Changes in capacities were based on Special Report 209 Highway Capacity Manual. Additionally, a twelve percent reduction in capacity was used to simulate winter ~ condition on roads within the Study Area. Technical ~ Report No. 2 contains the capacity worksheets used as a basis for roadway capacities. Table V-1 shows speeds and capacities used in the I-70 West corridor model. Functional classifications for roadways in the Study Area are shown in Figure III-3. The functional classification for roadways was developed based on the approved :1980 ~' functional classification maps and from comments received by staff from Districts I and III, and local government 1~ representatives. ~' Due to the differing traffic volumes -and roadway geometrics for arterial roadways in the Study Area, it was felt that a finer definition of the arterial system would ~: be appropriate. Therefore, for modeling purposes, arterial roadways were broken into two subcategories: high volume arterials and low, volume arterials. This differentiation is reflected in the speed/capacity figures (see Table V-1) and the link data records. Trip Generation Trip generation multiplies trip rates for each trip purpose by socioeconomic variables to produce a listing of productions and attractions by trip purpose. -46- t t Y-7d WEST CORRIDOR STUDY FIGURE V-1 1980 Base Year Roadway System 0 s I-70 WEST CORRIDOR STUDY FIGURE V-2 Traffic Zones 0 59 59 5~ 56 54 1 (~~ '~' rr„r., ~""' r,,r,,., ~' t..r.®., t''~: ~ ~"""'" r„ ,.,., rv.." .•pw.. ......, .r--9r, ^"~q, .n....-, -..-.-, ^-y., ~..w°'1 ~ ~~ 6~ ~. t t t I°70 WEST CORRIDOR STUDY TABLE V°1 Speed and Capacity Functional class Area Type CBD Fringe Residential Rural Freeway ° ° 50/1050-1600 50/1050®1600 Arterial a 45/650750 45/650-750 (High Volume) Arterial - 35/500-650 35/500/650 (Low Volume) Collector 30/400-450 30/400-450 50/1050°1600 ° Speed/Range of Capacities * Capacity in vehicles per lane per hour accounting for grades, percent of trucks, physical and design restrictions and winter conditionse SOURCE< ATorth Front Range Corridor Study, August, 1986a °49- r Eight total trip purposes were used model. These are: Home Based Work Home Based Other Non-Home Based Home Based Accommodation Home Based Recreation Accommodation Based Recreation Internal-External External-External Trip generation rates for each trip purpose were taken from a number of sources. Where no information was available, trip rates were developed. Table V-2 shows the trip rates for each trip purpose. Home Based Work production rates were developed by dividing retail employment by total dwelling units for each county. This equation results in a unique production rate for each county. Production rates were developed with the best information available at the time of development. Home Based Other and Internal-External trip rates were taken from the Longmont Transportation Plan model. Non-Home Based trip rates were taken from the Colorado Springs model. Trip rates for the three recreational trips were developed with the cooperation of the ski area developers and Colorado Ski Country, USA. Actual 1980 visits were used for calibration purposes, and average daily visits were computed as annual skier visits divided by 150 recreational days. Internal-External and External-External station volumes were taken from the 1980 Traffic Volume Study completed by the Colorado Department of Highways and factored for a May (no recreational traffic) weekend condition. Percentages of External-External trips to total station volumes were taken from the Interstate Hi hway Location Study completed in Aril 1960 y the E. Lionel Pavlo Engineering Co. Technical Report No. 2 contains information on weekend factors for station volumes and projections of station volumes through 2010. Internal-External station volumes are a direct input to the socioeconomic data file. External-External station volumes are based on volumes from the Pavlo Study and the MINUTP program "Fratar" was used to factor them to 1980. Special generators are used when productions and attractions for a zone cannot readily be determined with the use of a standard trip rate. The only special -50- in the I-70 West ~'. F L i i L s ~~ I°70 WEST CORRIDOR STUDY TABLE V°2 Trip Generation Rates Home-Based Work Productions = Oo583(DoUe°CC + 1°065 DoUe-S + 1°084 ( ) (DeUo°E) Attractions = Oo955(Employment) Home-Based Other Productions = 2e300(Pope~2) + 2o300(SecoPopo) Attractions = Oo680(Popo=2) + 4o140(Employment) Pion°Home Based Productions = Oe169(Popa°2) + Oo169(SecePope) + 1e268(Employment). Attractions = Oo169(Pope°2) + 1e268(Employment) Home-Based Accommodation Productions = Oo168(Pope°1) Attractions = Oo900(Hotel/Motel/Condominium) Home-Based Recreation Productions = Oo168(Popo°1) Attractions = Oo305(Capom2) .~_ Accommodation Bas ed Recreation Productions = Oe500(Hotel/Motel/Condominium) Attractions = Oa305(Cap.ml) Internal-External Productions = 1o000(Station Volumes) ' ~_ Attractions = Oe560(Pop.~2) + 1e460(Employment) I L t °51° r generators in the I-70 West Study are in zones 9 and 46, -~ the Henderson Mine, and the Eagle County Airport. Although there were very few trips in and out of the airport during 1980, improvements to the airport may result in a significant number of future trips from that zone. Trip Distribution l Trip distribution was done with the standard gravity model program TRPDST from MINUTP. Friction factors were taken from the North Front Range Corridor Study. The time increments were lengthened to allow for longer trips in the Study Area. Additionally, friction factors were developed for use by the Internal-External trip purpose and modified until desired trip lengths were achieved. Table V-3 shows friction factors used in the I-70 West Corridor Study. Average trip lengths for each trip purpose are shown in Table V-4 below. Trip length distribution curves are contained in Technical Report 2. Traffic Assignment Prior to actual assignment, the production and attraction (P&A) trip tables from trip distribution were factored to convert person trips to vehicle trips. Charter bus grips and local transit trips are also factored out in order to produce a trip table with vehicle trips only. Table V-5 shows the factors used to convert P&A person trip tables to P&A vehicle trip tables. The eight trip tables were then added together and converted to a total purpose origin and destination trip 1 table. , The assignment process used was three iterations, all-or- nothing. Iteration percentages were 30 o-, 30%, and 40%. The percent of ADT used to calculate volume to capacity ratios was 11%. A k-h pea our assignment was also completed in order to determine the impact of traffic during the congested peak periods. The beak period on the I-70 West corridor occurs on weekend evenings and lasts about 2 hours. The model assumes a 65/35 percent directional split in the peak period and that 20% of the twenty-four hour voltunes occur during the two hour period. The percent of peak period traffic used to calculate volume to capacity ratios was 51%. Develo me t f th p n o e summer model was achieved by using the winter model and adjusting for summer traffic patterns and conditions. Recreational activities during summer months are more varied -52° [ t P_ 1. L I-70 WEST CORRIDOR STUDY TAB7~E V-3 Friction Factors Trip Purpose* Time Increment HBW/HBA/HBR HBO ABP NHB I-E 1 20,000 55,369 76,132 14,000 2 18,500 48,380 65,851 12,875 3 17,000 35,881 46,971 11,750 4 14,800 24,702 30,402 10,100 5 10,700 15,373 17,833 8,025 6 9,600 9,791 12,537 7,200 7 ~ 8,200 6,607 8,578 6,150 8 7,450 4,727 6,302 5,588 9 6,050 3,496 4,807 4,538 10 4,500 2,705 3,660 3,375 15 3,750 1,000 1,360 2,813 20 3,000 380 625 2,350 30 40 900 67 150 1,975 . 45 600 400 -- 10 -- 30 1,550 1 075 50 250 -® -- , 850 60 80 50 5 1 1 600 90 1 1 1 1 1 488 198 100 1 1 1 94 ~HBW ° Home Based Work HBA - Home Based Accommodation HBR - Home Based Recreation HBO - Home Based Other ABR a Accommodation Based Recreation NHB - Non°Home Based I-E a Internal°External °53- i L I-70 WEST CORRIDOR STUDY TABLE V-4 Average Trip Lengths [ Trip Purpose Time (in minutes) HBW 9.45 f HBO 6.49 r NHB 4.87 [t I-E 50.84 HBA 62.72 HBR 57.82 ABR 8.94 l e L L L -54- Q 0 L L %°70 TnTEST CORRIDOR STUDY TABLE ~1°5 Person to Vehicle Conversion Factors Trip Purpose Auto Occupe Charter HBW e909 ° HBO 0560 ° NHB ° - I-E ° ° HBA 0345 e85 HBR e345 093 ABR e345 ° °55- Transit e65 L i than in winter months. However, basic travel patterns on Interstate 70 proper are very similar. A review of historical traffic data at stations in or near the Study Area showed that summer traffic was 10-15% higher during 1 the summer. This is offset, however, by an increase in capacity on the highway system because of better weather conditions. Additionally, during the summer, traffic volumes near the fringe of the Study Area increases dramatically. These changes in traffic patterns and volumes are discussed in greater detail in Technical Report 2. Based on these conclusions, the following modifications to the 1 winter model were performed. 1. Recreational capacities were redistributed to summer activity areas such as Dillon Reservoir and National Forest Areas. 2. Major objective of the analysis was to determine how closely the model results compared to known conditions. 3. External station traffic volumes were increased to show summer traffic patterns. 4. External-external growth factors were adjusted to reflect an increase in traffic traveling t~Firough the Study Area. All other input assumptions and modeling parameters were the same as those used for the winter model. D. 1980 Model Validation Results The major objective of the analysis was to determine how closely the model results compared to known conditions. The 1980 Annual Average Daily Traffic (AADT) volumes were adjusted to March 1980 weekend volumes through the use of a seasonal adjustment factor. Seasonal adjustment factors were developed by using six years (1980-1985) of historical volume counts from four ATR stations in or near the Study Area. The four ATR stations are located on Interstate 70 at Mount Vernon Canyon, the west approach to the Johnson Tunnel, east of Glenwood Springs, and on State Highway 9 north of Silverthorne. Historical weekend traffic volumes for March and May were tabulated and compared to historical AADT volumes for each of the six years. The percent change between AADT volumes and weekend volumes was calculated and an average percent change for 1982 to 1985 was used as the final seasonal adjustment. The adjusted 1980 winter traffic volumes were used for comparison with model results. L -56- With seasonal adjustments, the model was calibrated to both the recreational (March). and non-recreational (May)' weekends. Comparisons for the recreational (March) weekend included link volume comparisons, vehicle miles of travel (VMT) comparisons and a plot of I-70 West corridor model volumes overlayed on an adjusted 1980 ADT trend line. The results of these comparisons are discussed in more detail in Technical Report No. 2. Table V-6 shows the selected link comparison for both the March and May conditions. Overall, the link volumes estimated by the model compare favorably to adjusted volumes. Most of the links fall within the 10 percent range which is acceptable for calibration purposes. Traffic volumes for each link of the I-70 West Corridor Study were multiplied by the distance of respective links to arrive at overall VMT. Regional VMT estimated by the model for March was compared to VMT from the adjusted 1980 ADT. The results are shown in Table V-7. The three most critical VMT totals are the regional total, Interstate, and arterial totals. All three of these VMT totals fall within or are very close to the acceptable 10 percent range. Adjusted 1980 VMT totals, March estimated VMT totals, and May estimated VMT totals are shown in Tables V-8, V-9, and V-10, respectively. d L L L The results of the comparisons discussed above indicate that the model calibrates and should be able to reasonably predict future 24 hour traffic volumes in the I-70 West corridor based on future land uses. One final check was done, however, using the peak period assignment. This comparison looked at the Level-of-Service (LOS) indicated by the peak period traffic volumes, and compared them to the 1985 LOS analysis results contained in Technical Report No. 2. The 1985 and 1980 LOS are shown in Figure V-3. The LOS comparison shows that congestion, denoted by LOS D and E, occurs in the same areas of the interstate. The LOS for 1980 is somewhat higher (less congestion) than 1985, as would be expected. E. Model Limitations The purpose of the transportation model is to provide the user with a tool to forecast future year traffic volumes on the highway system. With this information, major capital construction needs can be identified in order to meet future year traffic demands. There are, however, a number of limitations to the use of any transportation model and these are directly related to the level of accuracy of the input data such as land use projections, the size of the traffic zones, and the method used to assign these trips to the highway system. Traffic projections and a coarse highway system preclude the use of the transportation modeling results in determining site specific needs such as traffic signal locations, specific interchange ramp configurations or intersection analysis -57- L r I-70 WEST CORRIDOR STUDY TABLE.V-6 Selected Link Comparison r f Adj. Adj. - Sections March '80 Model May '80 Model of I-70 Traffic Est. Diff. Chge• Traffic Est. Diff Chge . • E/O Idaho 28,900 33,600 4,700 16.2% 19,900 19,400 -500 -2.5 E/O Empire 26,700 31,900 5,200 19.5% 17,500 17 700 200 1.1~ Tunnel 22,000 22,600 600 2.7% 12,600 15,200 2,600 20.6 Vail Pass 13,600 13,500 -100 -1.0% 9,400 10,200 800 8.5% E/O Wolcott 7,400 6,400 -1,000 -13.5% 7,400 6,400 -1,000 -13.5° E/O Gypsum 5,400 5,800 400 7.4% 5,400 5.800 400 7.4% Sections of U.S. 40 E/O Empire 7,400 7,500 100 1.4% Sections of U.S. 6 Loveland Ski 1,300 2,100 800 61.5% E/O Dillon 14,700 10,000 -4,700 -32.0% Sections of SH 9 Silverthorne 14,100 11,800 -2,300 -16.3% S/O Frisco 9,900 7,200 -2,700 -27.3% Sections of SH 91 Copper Mt. 6,200 6,400 200 3.2% Sections of U.S. 24 Minturn 6,900 6,900 0 0.0% 4,800 5,300 500 10.4° 800 0 -800 -100.0°s~ 8,600 8,800 200 2.3% 8,500 10,500 2,000 23.5% 6,000 4,900-1,100 -18.3% 4,100 4,700 700 17.1%t 5,400 6,900 1,500 27.8%~ L L -58- L 1 fl L L L Functional Classification Freeway Arterial Collector Total I°70 baEST CORRIDOR STUDY TABLE V-7 Vehicle Miles of Travel Comparison Adjusted VMT 1,821,542 527,046 9,802 2,385,390 Estimated VMT 1,785,910 450,497 62,873 2,299,280 Difference Percent °35,632 °200% 76;549 14e5% °53,071 °541°4% °12,154 °Oe5% °59° I-70 WEST CORRIDOR STUDY TABLE V-8 Ground Count Vehicle Miles of Travel (March, 1980) Functional Area Type Classification CBD Fringe Residential Rural Total Freeway 0 0 0 1,821,542 1,821,542 Principal Art. 0 0 49,665 287,511 337,.176 Minor Arterial 0 0 31,726 158,144 189,870 Collector 0 0 5,460 4,342 ~ 9,802 Total 0 0 86,851 2,271,589 2,358,390 -60- B 6 0 Q L L L I°70 6dEEST CORRIDOR STUDY TABLE V°9 1980 Estimated VMT for March, 1980 (Calibrated Transportation Model) Functional Area Type Classification CBD Fringe Residential Rural Total Freeway 0 0 0 1,785,910 1,785,910 Principal Arta 0 0 44,947 266,197 311,144 Minor Arterial 0 0 47,329 92,023 139,353 Collector 0 0 10,078 52,795 62,873 Total 0 0 102,354 2,196,925 2,299,280 °61° 1 I-70 WEST CORRIDOR STUDY TABLE V-10 1980 Estimated VMT for May, 1980 r (Calibrated Transportation Model) Functional Area Type Classification CBD Fringe Residential Rural Total Freeway 0 0 0 682,586 682,586 111 Principal Art. 0 0 43,579 238,056 281,635 Minor Arterial 0 0 52,060 75,467 127,528 ~~ Collector 0 0 8,941 51,934 60,875 Total 0 0 104,580 1,048,044 1,152,624 ~. i i e -s,_ ~ I-70 WEST CORRIDOR STUDY FIGURE tl-3 Level of Service analysis (Evening PeaDc Period) W Q '-'T'om ~ ~ ~- Existing (1985) Level of Service (A) - Estimated (1980) Level of Service ~~ i (number of turn lanes and length of each turn lane). The highway networ}c consists only of the major routes in the corridor; therefore, the analysis of local street needs and projections of traffic on these local streets is also precluded. r Any detailed analysis of local street systems or site s ecific problems would require a separate detailed planning effort. Base year traffic estimates developed by this transportation model will only provide a foundation from which these detailed studies can be built. The Colorado Department of Highways will continue to maintain the transportation model for use in developing traffic volumes for future highway projects identified in Chapter VI. i L L L -64- L VI. TRANSPORTATION ANALYSIS AND PLAN DEVELOPMENT A. overview The' transportation analysis provided a systematic approach to testing various transportation improvements° ability to meet the projected demand in the I-70 West corridor. The types of improvements to be tested were compiled with the assistance of the I-70 West Task Force. Two key issues are associated with the transportation analysis and the implications of these issues deserve some discussion. The first issue involves the Highway Department's policy regarding the level of service for rural versus urban areas. The I-70 West corridor falls within a rural area which means its design should accommodate traffic volumes at level of service (LOS) C. Rural areas have lower daily traffic volumes, less pronounced daily peaks, a simpler network of arterials and collectors, and fewer and wider spaced access points along regional facilities. For these reasons, the Highway Department contends that highways within rural areas can feasibly be designed to maintain a LOS C standard. As the transportation analysis progressed, it became increasingly evident that traffic patterns within the corridor resembled urban rather than rural characteristics. I-70 is being projected to carry as many as 75,000 vehicles on an average weekend day, with as much as 20% of that traffic occurring in the pronounced afternoon peak periods. In urban areas, traffic patterns are driven by work trips which congest the highway system during the morning and afternoon peaks. The recreational trip characteristics of the I-70 West corridor resemble these same urban work trip patterns. Given the physical and financial constraints within the I-70 West corridor and the magnitude of demand being projected for the corridor, it is recommended that the corridor be designated as urban and LOS D design standards be used•for identifying where improvements are needed. The second issue is related to identifying multi-modal solutions to solving the' transportation problems. It is important to initiate a shared-responsibility approach to meeting transportation demand. The opportunities for bus, rail and air transportation service within the corridor need to be supported at both the public and private level. Mass transit options are quite conducive to transporting skiers into and out of the corridor, particularly day skiers. Increasing vehicle occupancy beyond the current level will expand the highway system°s present person carrying capacity to absorb some of the additional projected demand. The multi-modal opportunities in the summer time are much less feasible due to the dispersed nature of the summer recreational activities. L L °65- These issues and their implications on the recommended regional transportation plan will be addressed throughout the transportation analysis. B. Analysis of Existing Plus Committed System Most transportation analyses begin with a "do for the purpose of measuring the deterioration current highway system, as growth and develo~ Study Area. For the I-70 West Corridor Study, committed11 highway network was developed. highway improvements are: nothing" scenario of the LOS on the oment occur in the an "existing plus The "committed" - New eastbound interchange ramps between the West Vail and Main Vail interchange and modifying the eastbound off ramp at the Main Vail interchange. The Department's Five Year Program of Projects, 1986-1990, was a source for identifying the committed projects. Some of the projects in the Five Year Program of Projects, however, are of a nature which cannot be reflected in a transportation model. An example of this may be safety-related improvements of lighting and guardrails, or resurfacing the roadway. The trips generated by 2010 levels of growth and development were assigned onto the existing plus committed (E+C) highway system. The p.m. peak period was the highest travel demand period and, therefore, most of the analysis in this section was based on the pm peak period. The pm peak period was simulated and Figure VI-1 identifies congested areas operating at unacceptable LOS, D, E or F. Since the majority of the pm peak period traffic is eastbound, it is not surprising to find the eastbound lanes of I-70 operating at LOS F from Vail to the east end of the corridor. In addition, U.S. 40 eastbound is operating at LOS E, U.S. 6 through Dillon is at LOS E and F, the majority of SH 9 (northbound Breckenridge to Frisco and from Silverthorne north) is at LOS E and F, and portions of the frontage road system in Vail are operating at LOS F. Several interchanges on I-70 indicate severe congestion problems under the E+C scenario: Eastbound (EB) on ramp at SH 103 EB on ramp at U.S. 40 EB off, EB on, and Westbound (WB) on ramps at Silverthorne WB off ramp at Main Frisco EB on ramp at Main Frisco EB on ramp at SH 91 WB off ramp at SH 91 EB on ramp at East Vail EB off ramp at new Vail interchange WB on ramp at West Vail WB off ramp at U.S. 24 EB on ramp at U.S. 24 EB on ramp at Avon LOS F LOS F LOS F LOS E LOS F LOS F LOS E LOS F LOS E LOS F LOS F LOS F LOS E r h L L -66- L I-70 WEST CORRIDOR STUDY FIGURE VI-1 - 2010 Level of Service Analysis on the Existing Plus Committed System -------------------- - ---r--- -----z--~ i Fv ` --- s"~\ serf Duoaf \ \ ..~"' ~ ~~.~ 1~ 1 f ~"`'') EAGLE \,y~ \ ~ ~,~`1. SUMMIT (l ~ ®j _ (Q{ 6 pIM08 1 ~OLCOTT ~ \ ~ ~ ~ :I`YER ,Y GEOf6fTO VM ~ ~ o •~, _ ~ L-. ,,~~~ ~ ~~/CLEAR. CREEX DDTfffO ~~~ E•Off •VOM l ® unto io. C~ fow•noe ~ ® ~ nrxon. ..~ l~r. o~ ~ M ~ v~iE i ~. o f ~,__~ i °cnii: (J NSET -, ffrnoef J xrwx ~ i ~~ ..f.D~' ~ .~ ~'---- ~ i ----------- ---~ ~ ~~ r. ~ .fD ff,ff ~ , ~ .o~~ f ~ ,D ~;/ INSET \ ~f .~rff < ~ o ~ ~~ r~ oa~oe ------------ ~ ~ r --Z.-~ I SLVEPTIORNE / 1.-_ ___-_-____-_-_-_ -/ [~ Level of Service A-C D 0 E ~ ~' FNISCO F ~/ o r The ramp congestion during the p.m. peak period warrants examination of transportation system management (TSM) improvements and/or expanding the ramp capacity. It is quite clear from the levels of congestion under the E+C scenario that improvements to the highway system are necessary _ in order to achieve an acceptable level of service, D or better. The various alternative improvements and combinations of improvements to be tested were developed with assistance from the I-70 West Task Force. C. Definition of Alternatives In addition to the E+C system, eleven other transportation alternatives were developed and tested. The I-70 West Task Force was instrumental in formulating the alternative scenarios using a reasonable level of economic growth in the I-70 West corridor by the year 2010. Each of these scenarios are identified by the type of transportation improvement, or l combinations of improvements they incorporate. Mode Split: As mentioned previously, the highway system may not be physically capable of being widened to provide all the additional capacity needed to handle the total demand. Consequently, other modes need to handle a portion of the travel demand by utilizing higher occupancy vehicles or vehicles not on the highway system (i.e., rail and air). Currently, 7% of the day skier trips in the I-70 West corridor utilize buses and less than 1% of the trips utilize rail in the form of the Denver Rio Grande ski . train to Winter Park. 9i Four mode split scenarios were developed with varying percentage increases for bus and rail trips. The E+C highway system was used to judge the effectiveness of these mode split scenarios: 1. 8,5/15/15 - 85% of the trips in autos, 15% of trips on buses, and 15% of the trips between Denver and Winter Park on rail. 2. 80/20/20 - 80% of the trips in autos, 20% of trips on buses, and 20% of the Denver/Winter Park trips on rail. 3. 70/30/30 - 70% of the trips in autos, 30% of trips on buses, and 30% of the Denver/Winter Park trips on rail. 4. 50/50/50 - 50% of the trips in autos, 50% of the trips on buses, and 50% of the Denver/Winter L Park trips on rail. -68- ~~ 8 r Transportation System Management Alternatives: Transportation System Management (TSM) strategies are effective in increasing the operational ability of the highway system without long-term, high cost investments. These strategies are often employed to meet short-term demands in a corridor. Several TSM alternatives were developed for testing in the I°70 West corridor: 1. Ramp met I°70o EB.on ramp EB on ramp EB on ramp EB on ramp EB on ramp EB on ramp EB on ramp EB on ramp EB on ramp EB on ramp EB on ramp EB on ramp eri: at at at at at at at at at at at at ng at selected interchanges along SH 103 (Idaho Springs) Fall River Road U.S. 40 Georgetown U.S. 6 (Loveland Pass) , SH 9 (Silverthorne) SH 9 (Main Frisco) West Frisco SH 91 (Copper Mountain) East Vail interchange Main Vail interchange new Vail interchange 2. Ramp metering at the selected interchanges, plus taking an existing lane from the off-peak direction. This would result in three lanes serving eastbound traffic and one lane serving westbound traffic in the p.m. peak period. The 3/1 lane split would be reversed for the a.m. peak period. 0 o_ L L L 3. Although not a typical low cost TSM strategy, ramp metering at the selected interchanges, plus adding a lane for the peak direction was considered. This resulted in three lanes serving eastbound traffic and two lanes serving westbound traffic in the p.mo peak direction. The 3/2 lane split would be reversed for the a.m. peak period. Parallel Facilitieso Relief to congestion on a offering the option of a particularly applicable in system is developed enough the same destination. In parallel facilities exists scenarios were developedo facility can be achieved by parallel facility. This is urban areas where the roadway to offer alternative routes to the I-70 West corridor, few however, two alternative 1. U.S. 285, from SH 9 (Hoosier Pass) into the Denver metropolitan area (C-470). 2. An improved frontage road system from Georgetown to Floyd Hill. This frontage road system would take advantage of the existing right-of-way and °69° i roadway paralleling portions of I-70 in this vicinity; however, the frontage road was modeled as a two lane one-directional high speed facility with significant construction costs and operational problems. Ultimate Highway System: This alternative was designed to achieve a LOS D over the t entire highway system. Laneages were increased to a maximum of eight lanes on I-70 from the Main Frisco interchange to the east end of the Study Area, and six lanes between East Vail and Main Frisco. Other highway improvements under this scenario are: U.S. 40 Widening (four lanes to six lanes) from I-70 to Empire; four-laving Berthoud Pass U.S. 6 Dillon - widening to six lanes through town; l four lanes from Keystone to Arapahoe Basin (it was assumed that Loveland Pass could not be widened) SH 9 Silverthorne - six lanes from I-70 to W' Road ildernest SH 9 Frisco -widening (four lanes to six lanes) from !_ I-70 to junction with Main Street; two lanes to four lanes from the junction with Main Street through Breckenridge Intermediate S stem Alternative: This alternative was designed to combine portions of the other alternatives which appear to be ~hysicall~, fiscally and operationally feasible. The eight laving of I-70 under the ultimate highway scenario is quite unlikely to be implemented; consequently, an intermediate system of six-laving I-70 from the bottom of Floyd Hill to West Vail was tested. The ramp metering strategy was included in the intermediate system due to its effectiveness in p maintaining mainline traffic flow during peak periods, and H... its relatively low cost and its ease of implementation. The 70/30/30 mode split option was included in the intermediate system alternative for testing during the winter season. This level of increase in modal share over present day is quite significant (+230%); the probability of dropping the mode split back to 80/20/20 was considered more realistic. D. Analysis of Alternatives Each of the transportation alternatives was tested against the 2010 growth scenario. The p.m. peak period was simulated and this portion of the report compares the results of the various. model runs against the following evaluation criteria: L t -70- ~- i :;a. Construction/Capital. Costs ° The cost for implementing the committed projects" under the E+C system is $1,801,000. Cost estimates for improvements under each of the alternatives were estimated for comparative purposes. Under the mode split options, a bus system was assumed to meet the mode split demand. Miles at LOS D/Change in Mileage at LOS D - The miles of highway operating at LOS D or better are summed and compared to the E+C system. This overall measure of congestion on the highway system assists in determining if additional highway improvements above the E+C system will have positive relief for congestion problems. Vehiclee Miles of Travel (VMT)/Vehicle Hours of Travel (VHT) VMT indicates the level of usage of the highway system since it is calculated by multiplying the traffic volume on each section of highway by the length of that section of highway and then summing all sections. VHT is an indication of the efficiency of the highway system when compared to a base system. VHT represents the total amount of time on each link. ~_ Average Speer is compared in congestion Air quality pollutants hydrocarbons, 3 ° The average speed for each to the E+C system to indicate has facilitated higher vehicle An estimate of the tons emitted by vehicles (car] and oxides of nitrogen). of the systems whether relief speeds. per day of air ion monoxide, ~ Benefit/Cost ° Total user benefits are computed for each alternative. User costs consist of vehicle running cost, person time cost, accident cost and annual maintenance cost. Each user cost is calculated based on the average speed on each link of the network. The average speed is computed based on the volume to capacity (V/C) ratio. The total user cost for each alternative is the summation of _ the four individual user costs for the year 2010. The total user costs for the year 2010 for each alternative are brought back to a present value using a 5% discount rate. The system cost for each alternative is also - computed. _ To determine the benefit/cost ratio of an alternative, the difference between the present value of the user benefits for the E+C system and the alternative is compared to the difference between the system cost for the E+C system and the alternative. %f the difference between the user benefits is greater than the difference between the system costs, it means that the users are receiving benefits in excess of their costs. The benefit/cost ratio is the quotient of the difference in user benefits divided by the difference in the system costs. °71- i Accidents - The number of property damage only, injury, and fatal accidents for each of the system alternatives is 1 estimated in order to compute the accident cost component of the benefit/cost analysis. Relocations - If right-of-wa ac isition is necessa for' Y ~ ry any of the system improvements, a subjective rating was made (none, low, medium, or high) based on the perceived magnitude of the relocations. Time did not permit a ! detailed assessment of the number of relocations. These subjective ratings were established by the I-70 West Task Force . Local Impacts - The I-70 West Task Force assisted in identifying the magnitude of local impacts of each transportation alternatives. The I-70 West Task Force ~, assigned a weighted value from 1 to 10 which was included in determining the overall ranking of the alternatives. A rating of 1 indicated that the alternative had severe local impacts, while a rating of 10 indicated that the alternative had minimal local impacts. Operational Feasibility - The I-70 West Task Force assisted in assigning. a value from 1 to 10 for the operational feasibility of an alternative; these values were included in determining the overall ranking of alternatives. A rating of 1 indicated that the alternative had severe operational problems, while a rating of 10 indicated that the alternative had minimal operational problems. Table VI-1 presents the evaluation criteria results for each of the alternatives. The alternatives are grouped by transportation improvement type and discussed below. Mode Split Alternatives: As mentioned previously during the winter season, the existing mode split in the corridor is 93/7/<1. The mode split options tested increased the current 7% modal share to 15%, 20%, 30% and 50%. The mode split also included an increase in ridership on the Winter Park ski train from its current level of less than 1% up to 15%, 20%, 30% and 50%. Congestion on the highway system is not improved under the first ~. mode split alternative (85/15/15). The highway system mileage operating at LOS D or better under this mode split option is the same as the E+C system. Eastbound Vail Pass and Loveland Pass move from LOS F to LOS E under this mode split alternative; neither of these improvements meet the standard of LOS D for the corridor. As the modal share increases, however, the mileage of highway operating at LOS D or better increases. When the mode share is up to 50%, 19 miles of the highway system is improved over the E+C system. As noted under the operational feasibility column -72- 1-70 b1EST CORRIDOR STUDY EVALUATION CRITERIA RESULTS TABLE bl-9 ALTERNATIVE CONSTRUCTION/ CAPITAL COST (E tt 9000) AlR BUALITY (tons/day) MI. LOSD/ LOS CHANGE CONGESTED SPEED (m p h ) VMT/VNT (tt 9000) ACCIDENTS (~ tt 9000) RELOCATIONS BENEFIT/ COST LOCAL IMPACT OPERATIONAL FEASIBILITY E¢C 30,234 206 9937/0 39.90 6930/238 94959 None 3 g E¢C/85/95/95 76,018 200 9937/0 49.90 6739/230 95372 None 3.54 4 8 E¢C/80/20/20 937,340 997 9942/5 49.70 6632/225 95548 None 2.32 4 7 E¢C/70/30/30 I 969,922 990 9955/98 42.80 6420/295 96025 None 3.29 5 5 w EaC/50/50/50 B 276,382 977 9956/19 45.30 6015/997 96468 None 3.14 5 2 RAMP METERING 32,646 206 9937/0 42.70 6928/237 95965 None 3.99 9 5 RMP MTR/TAKE LN 38,034 217 9939/2 49.00 6929/227 96239 None 93.88 6 3 RMP qTR/ADO LN 906,580 205 9959/22 48.70 6930/224 98522 Lora 9.67 8 9 ULTIMATE 998,691 202 9235/98 50.70 6930/189 22092 High 2.79 3 10 INTERMEDIATE 238,268 188 1237/900 50.70 6420/185 98138 Mod. 3.51 7 6 IMP. US 285 942,907 269 9997/(-20) 47.40 8287/349 37102 Mod. -19.78 6 8 FRONTAGE RD 64,309 208 9939/(-6) 44.00 6924/243 17225 Mod. -1.59 2 3 of Table VI-1, the low weight of 2 reflects the unlikelihood of achieving a 50% mode split in the corridor. Both VMT and VHT begin to decrease as the mode split increases. This is logical since the higher occupancy vehicles reduce the number of automobiles on the highway system, thereby reducing congestion. Simultaneously, speeds increase over the level in - the E+C alternative (39.9 mph) to 45.3 mph for the 50/50/50 mode split option. The mode split alternatives have positive benefits relative to air quality. An estimated 206 tons of pollutants per day is estimated under the E+C alternative; this decreases to 200, 197, 190 and 177 tons per day respectively, under the four mode split alternatives. The benefit/cost ratios for the mode split alternatives range from a low of 2.32 to 3.54. The cost of implementing a bus system capable of serving the increasing number of mass transit trips under the progressively larger mode share options range from $45.7 million to $246.1 million. These large capital costs begin to erode the benefits accrued. This situation is indicated under the operational feasibility column as well. The likelihood of being able to implement a program to achieve an 85/15/15 mode split is given a fairly high value of 8, compared to a low value of 2 for the 50/50/50 mode split option. The accident cost increases as the mode split percentages increase. This is related to the increase in speeds achieved E under less congested alternatives. Higher speeds correlate to more severe accidents. The mode split alternatives did not have any relocation impacts over the E+C system. No additional right-of-way is necessary to implement a bus system or increased ski train ridership. Lastly, the local impacts range from a low of 3 under the E+C alternative to a maximum of 5 for a 50/50/50 mode split. Transportation System Management Alternatives: The ramp metering alternative does not indicate much improvement over the E+C system. Ramp metering does not increase the system mileage operating at LOS D or better, nor does it improve air quality over the E+C system. VMT and VHT are nearly identical to the E+C alternative, however, congested speed improves from 39.9 mph to 42.7 mph under the ramp metering alternative. The benefit/cost ratio is 3.99 (reflecting a low implementation cost over the E+C system) but the accident cost is higher under the ramp metering alternative. When ramp metering is coupled with taking a lane from the off-peak direction, minimal improvement is made over the E+C system in terms of less congestion. Only two miles of highway improves to LOS D or better. Similarly, there is a minimal decrease in VMT and VHT under this alternative than the E+C -74- C E L ~. L ~. alternativee Congested speed increases from 39°9 mph to 49x0 mph and this higher speed is reflected in the higher accident cost for this alternativee Vehicle emissions worsen under this alternative; 11 more tons - per day of pollutants are estimated under the ramp metering/take a lane alternative than under the E+C alternativee This alternative has the highest benefit/cost ratio of all the alternatives, 13°88° There are minimal implementation costs ($8 million over the E+C system) compared to the benefit of 'an additional lane to serve peak direction traffico Ido relocations are anticipated under the ramp metering/take a lane alternative since no additional right-of-way is necessary> Local impact was assigned a value of 6, reflecting probable local congestion due to the loss of a non-peak direction lane and a degradation of air qualitye Operational feasibility is assigned a low value of 3 since taking a lane from the non°peak direction involves placement of lane separation devices,(eego, cones) for approximately 65 miles along. I~70, Also, the problem of different grades between the westbound and eastbound lanes creates an obstacle for merging peak direction traffic back into two lanes at the termini points of this TSM strategye An additional obstacle involves vehicle breakdowns in the third lane for the peak direction; this lane would be shut down by a stalled vehicle until the vehicle could be removed from the laneo The third TSM alternative combines ramp metering with adding a new lane for the peak direction of traffico This alternative increases the system operating at LOS D or better by 22 miles over the E+C systeme Although VMT remains the same between this and the E+C alternative, VHT decreaseso Congested speed increases to 4807 mphe Air quality does not improve significantly under this TSM alternative (one less ton per day of pollutants than the E+C alternative) The benefit/cost ratio is only 1°67 (compared to 13088 for the ramp metering/take a lane alternative due to the additional $76 million estimated for the TSM strategy and construction of the reversible lane)e L L 6 Parallel Facilities Alternativeso The first alternative upgrades UeSe 285 to a four lane high speed facility, with improvements to SH 9 from Breckenridge to UoSo 2850 The estimated construction cost for these improvements is approximately $113 million above the E+C alternativee The intent is to attract some of the trips off I°70 onto UoSe 2850 This alternative actually increased the number of system miles operating at LOS D or better from the E+C systeme However, rather than improving the congested pame peak condition of I°70, both %°70 and UeSo 285 operated at congested levelso °75~ r Due to the traffic volume on I-70 and U.S. 285, VMT and VHT ~. increased significantly under this alternative, as did the tons per day of air pollutants. The benefit/cost ratio is -19.78, making this the lowest ratio ~. of all the alternatives. The accident cost is extremely high due to the increased VMT, VHT and speed of travel.. A moderate level of relocation impact is expected under this alternative due to the widening of both U.S. 285 and SH 9. A weight of eight (8) was assigned to the operational feasibility of this alternative which reflects the probability that U.S. 285 cannot be widened. The other alternative provides a parallel frontage road facility to I-70 from Georgetown to~ the bottom of Floyd Hill. This alternative is less costly than the U.S. 285/SH 9 improvements ($34 million over the E+C alternative). This alternative decreases the system mileage operating at LOS D or better by six miles. The VMT for this alternative is slightly lower than the E+C scenario, but VHT increases slightly. Congested speed increases by 4 miles per hour between this alternative and the E+C alternative. Air pollutants are increased by 2 tons per day under the frontage road alternative. A negative benefit/cost ratio is , computed (-1.59); the cost of .this alternative is not quite offset by expected benefits. The provision of a frontage road paralleling I-70 would require right-of-way acquisition; consequently, relocations were considered to be in the moderate range. The I-70 West Task Force assigned a low weight for the local impact of this frontage road system (2); the Task Force considered the operational feasibility of this alternative to be highly unlikely so a low weight of 3 was assigned. Appendix C contains the field survey of the existing frontage road system. Ultimate Highway System: This alternative was originally tested with an equal number of lanes serving both directions. This showed an excess of capacity in the off-peak direction and not enough capacity in the peak direction to meet the LOS D or better standard. Consequently, the laneage was split on a 5/3 basis for the peak periods. This ultimate highway system alternative increases the number of miles of highway operating at LOS D or better by 98 over the E+C system. Congested speed goes up to 50.7 mph compared to the E+C congested speed of 39.9 mph. VMT is the same under both the ultimate and E+C system; VHT is significantly reduced under the ultimate highway scenario. The benefit/cost ratio for the ultimate highway system is 2.79; the accident cost is fairly high and relocations are assumed to be in the high range due to the significant amount of highway widening under this alternative. r i L L -76- i The I-70 West Task Force considered local impact for this ultimate highway system Ito be fairly low so assigned a 3, however, the Task Force did not consider this alternative to be very feasible so assigned a 10 for operational feasibilitye Intermediate Highway Systems This alternative showed the most significant improvement in the number of system miles operating at LOS D or better (100 miles over the E+C system)e Congested speed was increased to 50e7 mph (same as for the ultimate highway system)o VMT and VHT are significantly reduced from the levels under the E+C system; this reduction is reflected in the air quality analysis, 188 tons per day compared with 206 tons per day under the E+C alternatives Constnaction costs for this intermediate highway system are high, $208 million above the E+C system, due to the widening of I~70 and the capital costs associated with a bus system capable of serving the 30% mode splits The benefit/cost ratio for this alternative is 3051 indicating that the user benefits significantly outweighed the system costso A moderate level of relocations are anticipated under this alternative due to the widening of I-70a The I-70 West Task Force weighted the local impact of this alternative as fairly high (7) and considered its operational feasibility as moderate (6)0 Table VI~2 ranks the alternatives in descending order for each of the evaluation criteriae Weights were assigned to each of the criteria in order to provide a composite value for each alternativeo These weights and the resultant values for each of the alternatives are portrayed in Table VI-3o The composite values assisted the I-70 West Task Force in identifying the preferred alternativeo Table VI-4 identifies the alternatives in descending order and the intermediate highway system alternative ranked highesta Ee 2010 Regional Transportation Plan Based on the results of the analysis of criteria, the I-70 West Task Force selected the intermediate system for refinements Each of the components of the intermediate alternative were reexamined and the results are presented belowe- Six Lanes on I=70, the bottom of Floyd Hill to West Vailo The intermediate alternative included a 4/2 lane split for forty one miles, from Floyd Hill to Silverthorne, during the peak periodso The operational and physical constraints of this tyke of configuration are significanto The configuration is different for both the aem and pemo peakso In the aamm peak, the reversible lane would be taken from the eastbound set of three lanes, whereas in the p.mm peak, the reversible lane would be taken from the westbound set of three laneso This would require some type of physical barriers to be installed ~77- L 1-70 WEST CORRIDOR STUDY TABLE VI-2 EVALUATION CRITERIA RANKING BY CRITERIA RANK CONSTRUCTION/ AIR LOS/ CONGESTED VMT/VHT ACCIDENTS RELOCATIONS BENEFIT/ LOCAL OPERATIONAL CAPITAL COST QUALITY LOS CHANGE SPEED COST IMPACT FEASIBILITY 1 E+C 50/50/50 INTERNED. INTERNED. 50/50/50 E+C E+C E+C NTR/ADD LN ULTIMATE 2 RMP NTR INTERNED. ULTIMATE ULTIMATE INTERNED. 85/15/15 85/15/15 NTR/TAKE INTERNED. E+C 3 MTR/TAKE LN 70/30/30 MTR/ADD LN NTR/TAKE LN 70/30/30 80/20/20 80/20/20 MTR/TAKE LN MTR/TAKE LN NTR/ADD LN 4 FRONTAGE RD 80/20/20 50/50/50 MTR/ADO LN 80/20/20 RAMP NTR 70/30/30 85/15/15 US 285 85/15/15 J 5 85/15/15 85/15/15 70/30/30 US 285 85/15/15 70/30/30 50/50/50 INTERNED 70/30/30 US 285 00 0 6 MTR/ADD LN ULTIMATE 80/20/20 50/50/50 FRONTAGE MTR/TAKE LN RANP NTR 70/30/30 50/50/50 80/20/20 T 80/20/20 MTR/ADD.LN MTR/TAKE LN FRONTAGE RD RAMP NTR 50/50/50 MTR/TAKE LN 50/50/50 85/15/15 INTERNED. , 8 US 285 E+C E+C 70/30/30 MTR/TAKE LN INTERNED MTR/ADD LN ULTIMATE 80/20/20 70/30/30 9 70/30/30 RAMP NTR 85/15/15 RAMP MTR E+C FRONTAGE RD INTERNED. 80/20/20 E+C RAMP MTR 10 ULTIMATE FRONTAGE RD RAgP NTR 80/20/20 MTR/ADD LN MTR/ADD LN US 285 MTR/ADD LN ULTIMATE MTR/TAKE LN 11 INTERNED. MTR/TAKE LN FRONTAGE RD 85/15/15 ULTIMATE ULTIMATE FRONTAGE RD FRONTAGE RD FRONTAGE RD FRONTAGE RD 12 50/50/50 US 285 US 285 E+C US 285 US 285 ULTIMATE US 285 RAMP MTR 50/50/50 ~~ ~~~ ~' ~`~ ~' f ll~ ~ ~ war r~.~ ...-... ~-~+• .......-~ ~.~.. ~^-; .~.-~ .~.., ~1 I-70 WEST CORRIDOR STUDY TABLE VI-3 EVALUATION CRITERIA 6dE1GHTED CRITERIA RESULTS ALTERNATIVE N0. CONSTRUCTION/ CAPITAL COST AIR QUALITY LOS/ LOS CHANGE CONGESTED SPEED VMT/VHT ACCIDENTS RELOCATIONS BENEFIT/ COST LOCAL IMPACT OPERATIONAL fEASIBILITY TOTAL E+C 12 5 5 9 b 92 b 92 4 99 70 85/95/95 8 8 b 2 8 99 6 9 6 9 69 80/20/20 6 9 7 3 9:, 10 4 4 6 7 65 70/30/30 b 90 8 5 90, 8 b 7 8 5 69 . J 50/50/50 9 92 9 7 92 6 4 6 8 9 66 tp I RAMP MTR 99 4 3 4 6 9 4 10 9 5 57 qTR/TAKE LN 90 2 6 90 5 7 4 99 90 3 68 MTR/ADD LN 7 6 90 9 3 3 3 3 92 19 67 ULTIMATE 3 7 99 99 2 2 2 5 4 12 59 INTERMEDIATE 2 99 12 92 99 5 9 8 91 7 80 US 285 5 9 9 8 9 9 2 9 90 9 39 FRONTAGE RD 9 3 2 b 7 4 2 2 2 3 40 I-70 WEST CORRIDOR STUDY TABLE VI-4 Final Alternative Ranking Rank Alternative Points 1• Intermediate 80 2• E+C 70 3. 85/15/15 69 4. 70/30/30 69 5. Ramp Metering/Take a Lane 68 6• Ramp Metering/Add a Lane 67 7. 50/50/50 66 8• 80/20/20 65 9. Ultimate 59 10. Ramp Metering 57 11. Frontage Road ~ 40 12. U.S. 285 39 -80- between the contra°flow or reversible lane and the remaining two non-peak direction lanes. This task would be significant considering the reversible lane is forty-one miles long. It would have to be in place prior to the beginning of the peak period and removed at the end of the peak period. During. winter periods, the removal of snow and ice would be occurring in the corridor fairly regularly. A reversible lane would hamper snow and ice removal activities due to the physical lane separators. In addition, during winter storms, it might not be feasible to clear all three traffic lanes at one time, so a reversible lane situation could be precluded. Another physical obstacle in the corridor is the. differences in elevation which occur between the eastbound and westbound sets of lanes. Portions of I-70 exist where eastbound lanes are significantly lower than the westbound set of lanes. The contra-flow or reversible lane of traffic would not always have the option of merging back into the other three peak direction lanes due to this vertical drop. This presents a problem if a vehicle in the contra°flow or reversible lane needs to exit the interstate, or if a vehicle breaks down or stalls in the contra°flow or reversible lane. ~. For these reasons, the reversible lane option is not being recommended. The lanes will be evenly split 3/3 for the six-laned portion of I°70. Excess capacity exists for the three lanes serving non-peak direction traffic. The three lanes serving the peak direction will experience congestion which will result in a lengthening of the peak period. Therefore a , three hour peak period was used for the peak direction traffic. The testing of a three hour peak period reflected the affects of congestion on the length of the peak period. I-70 through Vail was also analyzed. It was found that the congestion exists on the fronta e d i g roa s n Vail, rather than on I-70. The system was tested keeping I-70 from West Vail to the Pitkin Creek interchange in East Vail at four lanes. The result was LOS C or better operation on the Vail portion of I°70. This change•is being incorporated in the final 2010 Plan. Vail Pass, due to its grade and the number of structures involved, was reexamined. -Rather than six laning the entire pass, an alternative of only including climbing lanes for the uphill portions of the pass was tested. The result was an acceptable level of service on I-70. The 2010 Plan recommendation is for five lanes on the east id s e of Vail Pass (SH 91 to the top of the Pass); three lanes f L or westbound traffic and two lanes for eastbound L °81- traffic. The five lanes on the west side of Vail Pass are split with three lanes for eastbound traffic and two lanes for westbound traffic. Interchange Analysis The results of the that a number of were experiencing twelve interchange; were identified. below. year 2010 traffic projections indicated interchanges in the I-70 West corridor heavy ramp congestion. Initially, s with congestion on one or more ramps Those twelve interchanges are listed 1. Main Idaho Springs (SH 103) interchange 2. Empire Junction (U.S. 4 0) interchange 3. Silverthorne (SH 9/U.S. 6) interchange 4. Main Frisco (SH 9) inte rchange 5. Copper Mountain (SH 91) interchange 6. East Vail interchange 7. Main Vail interchange 8. New Vail interchange 9. West Vail interchange 10. Dowd Junction (U.S. 24) interchange 11. Avon interchange Each of the twelve interchanges were analyzed in detail using the Highway Capacity Manual (HCM) Software for analysis of ramps and ramp junctions. The HCM program uses inputs such as percent of trucks, peak-hour percentage, design speed, and terrain to calculate and convert total traffic to equivalent passenger cars per hour (PCPH). The traffic 1n passenger cars per hour is then used to develop levels of service at the merge/diverge points and at points upstream and downstream from the ramps on the freeway mainline. A review of the HCM results showed that only six of the original interchanges experienced any serious congestion at the ramp junctions. The six interchanges are: Idaho .Springs (SH 103) U.S. 40 (Empire Junction) U.S. 6 (Loveland Pass) S ilverthorne ( SH 9/U . S . 6 ) Frisco (SH 9) Copper Mountain (SH 91) At each of these interchanges, one or more of the ramps experienced a level of service of E or F at the check points. These interchanges will need to be studied in greater detail to determine if ramp metering and/or interchange modifications will be needed. In addition, the Avon interchange was analyzed in terms of congestion problems associated with the at-grade railroad crossing which frequently causes traffic to queue up onto the I-70 mainline. -82- With the exception of the Avon interchange, detailed diagrams of each of the interchanges indicating a need for improvements are depicted in Figures VI~2 to 10• Each figure shows the ramp in .question along with the merge/diverge and freeway levels of serviceo _ Most of the congestion problems on interchange ramps will require additional capacity to be added in order to accommodate traffic demands The problems experienced at the Avon interchange will likely require the addition of a new access point between Dowd Junction and the Avon interchanges This new access point at Eagle/Vail is being included in the recommended 2010 Regional Transportation Plan because it allows westbound traffic to access U•Se 6 east of Avon, thereby avoiding the need to cross the railroad tracks in Avono In addition, eastbound traffic is provided access onto %°70 when a train is blocking traffic in Avono Transuortation System Management Optiono The add°a°lane, take®a®lane TSM options were not included in the intermediate alternatives Ramp metering appeared to be an effective measure in maintaining adequate mainline traffic flow and was, therefore, retained as a feasible implementation strategy for the recommended plano FIowever,a detailed study must be conducted to verify this findingm Tunnelse ~- The mountainous terrain of the corridor poses significant construction obstacleso The tunnels in the I-70 West corridor characterize this situations The Twin Tunnels ' east of Idaho Springs, and the Eisenhower Tunnel both fall within the portion of I-70 being recommended for widening to six laneso It is feasible to widen the Twin Tunnels to six lanes by the year 2000, due to their short lengtho As an interim measure® the county road serving the game check station located on the south side of the eastbound lanes, is being recommended for significant upgrade to serve as a bypass of the Twin Tunnelsm The existing structure will need improvement and a new structure over Clear Creek will also be necessary to get traffic onto I-70- The Eisenhower Tunnel, on the other hand, is a mile and a half in lengtho The widening of both bores to accommodate a third lane is not financially feasible; therefore, it is not being recommended within the 2010 Plano An•analysis was done of the traffic conditions during peak periods in the Eisenhower Tunnel areao In the short-term (2000), the congestion occurs not in the tunnel itself, but rather on the west approach to the tunnelo Once traffic makes it up this steep grade from Silverthorne to the west portal of the tunnel, the flow is steady through the Eisenhower L Tunnels Consequently, the recommendation is for six lanes L °83® L / NOgTN / / / // ~~` // Y ~`` ~~~ FRONTAOEgOAO ~~'~'~ ~~ i/ i ~ N'E• gAMP / D/~ / / __ i s ~. ~~~ ~. 1• _% Q,P . (~• I I I. .' `. .~ .~ ~ ~. `. i /~~ ~~ 5 7311/F /~ 3315/F FIGURE VI-2 S.H. 9 - U.S. 6 INTERCHANGE E.B. ON RAMP MERGE/DIVERGE FREEWAY 18381E Volume (PCPH)/LOS 0-7® ~~~~ RAIVI6' ANALYSIS \\ 3. ~~ ~~ ~\ i~~ I \\~~ ~- / N // // i/ ROAD ~'~-.~~~/ \\\'~i~'/'~ // ~::~.,.. '~Q / $~P /// ~-70E•B' a /// RAMP \ \ \ /~ \\ Ol s ~.~. ~~~~ 2153/F 5232/® ®~ ~~ e~1® FIGURE VI-4 i-7o w~s~ RAMP ANALYSIS S.H. 9 - U.S. 6 INTERCHANGE W.B. OFF RAAAP ~ MERGE/DIVERGE FREEWAY 1838/E Volum® (PCPH)/LOS ~ _. _.~. ~-.~. ~----.~ I,~.' !~"`'°' tom'" ~ ~ ~ ~ ~. ......, ,.....~ ...,..., ~.... ,~..,~, '~ `~'] .-~-°-, _ _. , 0 0 ~~~ ~935,~ ~//.'/ ; , S.H. 9 - U.S. 6 INTERCHANGE E.B. OFF RAMP ~C MERGE/DIVERGE FREEWAY i838/E Volume (PCPH)/LOS . ~~ i i i i i i OdONTM ~ ~ I~ ~/ ~ i i~ i ~ 'MP ~~ 1 1 ~\ 9~ti ~ ,~ ~\ of ` o,~ ~ ~ i ~ ~~~ ~i ~~ ~ ~ i ~ / ~ PL E RAIAP _ _'' Q / // ~~ ~~ .. .•• . ~i ~i i 1-70 E.B. U~iY' ' ~ ~' .. *~p ~ ~ .' O ~: ~~ .' ~~ ~~ ~~ ~ ~ i~ i~ i~ i~ ®~ ~• ,~~ • /PP~Q y~. a 7393/F 2013/F FIGURE VI-6 ~~~® ~~~~ RAMP ANALYSIS S.H. 103 INTERCHANGE E.B. ON RAMP ~C MERGE/DIVERGE FREEWAY 18381E Volume (PCPH)/LOS a, eAeev boarM ~ , ~.7o`M.B• ..•~'p ... ' ~ 6967/F ~.e. • •.. ~ ~ 2587/F i o 001® ~• ~• FIGURE VI-8 I-70 1NESY RAIUIP ANALYSIS U.S. 6 INTERCHANGE E.B. ON RAMP ~C MERGE/DIVERGE FREEWAY 1838/E Volume (PCPH)/LOS -__._. f__.~.. r._... "'_'°.' ra=m I~-~' !'~ ~~ !~ ~'° w ~ '~`-~' r~ tea, ~ '~ 1 ~o ___-~ .. ~ ~1 a_~. PAA7P ~i .~a• _ . I-9 ~~ .VSIS ~.. ~. ~ ~~e ~ ~~,...~1ANGE E.B. O1~ RAMP MERGE/DIVERGE FREEIAIAY ~838/E Volume (PCPH)/SOS 4583/C FIGURE VI-10 8-70 ~9EST RAMP ANALYSIS . S.H.911NTERCHANGE E.B. ON RAMP ~C MERGE/DIVERGE FREEOIVAY . ~838/E Volume (PCPH)/LOS -~-• rte--- r--- f......" '~I ~ v+...~r~ ~..~-gin PEA " (~ ~`~'. P'4~.- F ~.' _ """"", °""""y """" "...'' I'r,.,^) „'°"'1 Q on either side of the Eisenhower Tunnel, but maintaining the tunnel at four lanes, due again to prohibitive cost estimates for widening the Eisenhower Tunnels Prior to the year 2010, the Eisenhower Tunnel will not experience any capacity problemse However, after the Year 2010, there will not be enough capacity in the Eisenhower Tunnel to accommodate the anticipated traffico Therefore, two alternatives were considerede (1) a 3/1 lane configuration within the tunnel; (2) the possibility of three laning each bore without widening; and (3) Eisenhower Tunnel operational changed le 3/1 Lane Configurations This alternative would require the non-peak direction at the Eisenhower Tunnel to operate as a two-way facilitye This would allow three lanes in the peak direction and one lane in the non-peak directions The volumes in the am peak period are such that this configuration would only have to be implemented in the pemo peak periods If this alternative were implemented, the level of service for eastbound traffic would be acceptable (level of service D) and the level of service for the westbound traffic would ~ go from B to Do ~ To implement this alternative, the control towers on each side would have to be relocated to permit the construction on the proper transitions to and from the north side bores In addition, the operating cost at Tunnel would increase. If this implemented today, the operating ex, Eisenhower Tunnel would increase by per yearn This amount would increase electricity went upo the Eisenhower proposal were lenses at the about $300,000 as the cost of Some form of separation would have to be put in place when the north bore was in two-way operations The maintenance forces at the Eisenhower Tunnel would have to use either removable cones or an automated systems The manual operation would require the north bore be closed to traffic while the cones were being installede In addition, the speed would more than likely have to be reducedo 20 Three Laning Each Bore Without Widening: Two alternatives were examinede (1) three 9°-610 traffic lanes with the walkway remaining in place; and (2) three 10°®6°0 traffic lanes without the walkwaxe Appendix D contains the results of this analysiso L °93- The overall conclusion of this analysis is that: a. The removal of the walkway did not substantially increase the capacity to justify its removal. ~~ The capacity of the either bore only increased about 7% ,when the walkway was removed. There would also be a substantial cost in removing the walkway, since it contains some utilities, and these would have to be placed below the roadway surface. b. The 9'-6" lane alternative increased capacity by 32%. This increase would be sufficient to allow either bore to operate at level of service D or better. The only solution which would accommodate the current p.m. peak period traffic was to have all the existing four lanes opened to eastbound traffic from Silverthorne to U.S. 6 (Loveland Pass exit) from 3:00 p.m. to 6:00 p.m. All westbound traffic would be diverted off I-70 at U.S. 6 (Loveland Pass) and sent over Loveland Pass. Eastbound traffic would have been merged back into two lanes in the ~, vicinity of U.S. 6 (Loveland Pass). After I-70 was widened to six lanes from Silverthorne east, the operational change would still remain in place. This solution was one of the recommended actions submitted for public comments, and it was clear that alternative was not acceptable to the citizens or local governments in the I-70 West corridor. Some of the comments to support this were that: - Loveland Pass is an unsafe route during severe weather conditions (a snowshed and guardrail were included in the draft recommendation). - Westbound travelers would be unnecessarily penalized during the time period when the one-way operation would have been implemented. - Four lanes of traffic on the west side would be force back into two lanes in the short term, and this would cause a back up in the Eisenhower Tunnel and down the approach. - Increased traffic congestion on U.S. 6 in the Keystone and Dillon areas. The immediate problem at the Eisenhower Tunnel is not the tunnel itself, but the section from Silverthorne to the Eisenhower Tunnel. This is due to the length of the steep grade. This steep grade presents problems to heavy trucks or underpowered passenger cars. Two alternatives were examined to address this problem. The first alternative was the Eisenhower Tunnel operational change. This -94- e alternative was discussed earliere The second alternative was making the westbound side'of I°70 from the Eisenhower. Tunnel to Silverthorne a two°way facility during the p.mo peak periods This configuration would have three in the eastbound direction and one lane in the westbound directiono There are some operational problems associated with this alternative which makes this solution unacceptablee They areo e There is no safe way of separating the eastbound and westbound traffic which were using the westbound side of I°70o ~ ° There is no way of easily towing broken down - vehicles out of the new eastbound lane due to the grade differences between the eastbound and westbound laneso e Westbound auto traffic would have to share the same lane with truckse _ The Colorado Department of Highways did not want to include a recommendation in the final report regarding a recommmended solution to the Eisenhower Tunnel congestion ~ problems The Department felt .that a more detailed _ analysis would be required before a recommendation could be madee Also, since the problem would not occur until some time around. the year 2010, there was no need to make a recommendationo The I°70 West Task Force felt that the final plan needed to address the Eisenhower Tunnel congestion problemo A majority of the Task Force members voted for a set of prioritized actions that should be undertaken at the Eisenhower Tunnel once congestion levels are reached in the tunnels Three actions were identified by the I°70 West Task _ Forces The first priority was to implement the 3/1 lane alternatives If this alternative did not solve the problem, the second priority was to implement a 3/2 lane alternative, where the westbound tunnel was left at 2 - lanes and the eastbound tunnel was three lanes (without removing the walkway), If this alternative still did not solve the problem, the third priority was to begin to explore the possibility of a new third bores Mode Split Optiona The 70/30/30 mode split- option included in the intermediate system alternative was considered too ambitious for the corridors Consequently, an 80/20/20 mode split option was testedo This level of modal share, Combined with the other recommended improvements, provided for a transportation system which, for the most part, operates at LOS D or better during the aema and pemo peak °95° L periods. Up to this point, the-discussion on mode split has centered on buses. However, to achieve this goal other measures could be used. What the 80/20/20 mode split really means is that either 20% of the day skiers must not make their trip in the peak period or they must use some form of mass transit or rideshare. In order to achieve the 80/20/20 goal, it is recommended that the I-70 West Task Force appoint a subcommittee to research, develop and implement those strategies that are deemed the most practical. This subcommittee should be comprised of a mix of public/private transportation providers and developers. Suggested committee membership would include: - Ski area developers - County representatives - Municipal representatives - Public transit providers (Summit County Transit, Town of Vail, and the Denver Regional Transportation District) - Private transit/rail providers (Greyhound, Denver, Rio Grande and Western Railroad, Grayline, etc.) - Colorado Department of Highways - Public Utilities Commission - Colorado Ski Country, USA - Chambers of Commerce The strategies should focus on achieving the goals set for each of the staged-years (1990, 2000 and 2010). A mixture of marketing and operational strategies may need to be developed, rather than relying on any one strategy. Examples of strategies that may be considered ayes Staggered sk policy that early or stay Reduced ski arrive in a skiers; i lift tickets utilizing a pricing would encourage skiers to leave late; lift tickets for day skiers who vehicle with four or more other - Implementation of a "swing shift" ticket for ski areas with night skiing; -~ Package tickets with discounted evening meals in cooperation with local restaurants; - Weekday ticket prices that encourage more Monday-Friday day ski trips; - Package deals in cooperation with providers of charter bus service; -96- ° Improve and promote the use of park-n°ride facilities in the I°70 West corridor through the Denver Regional Council of Governments Ride Arrangers service; . m Package deals in cooperation with the Denver, Rio Grande and Western railroad for more use of ~~ the Winter Park ski train; - Advertising campaign focusing on alternatives ~[ for day skiers; !t Research legislation and regulations which currently prohibit/restrict use of charter services by public transit agencies and recommend/introduce the necessary legislative changes at the national or state level; ° Research use of transportation brokerage concept for transportation services in the I-70 West corridor; and ° Explore the use of vanpools for encouraging ridesharing. The formalization of a subcommittee to undertake this task is critical to the overall success of the improvements identified in the I°70 West Corridor Study. If the recommended mode split goals of the I°70 West Corridor Study are not achieved, the investments in the highway improvements will only provide a temporary improvement in levels of traffic congestion. The intermediate system alternative also included improvements to U.S. 40, SH 9 both in Silverthorne and in the Frisco to Breckenridge area, and to U.S. 6. The recommended Year 2010 Regional Transportation Plan incl d u es the following improvements for these state highwayse ~. U.S. 40 The recommended Year 2010 Plan calls for ~idenin~ (three lanes to six la f nes), rom I-70 to Empire, and from three lanes to four lanes from Empire to Henderson Mine. This widening is to eliminate congestion from the level of traffic projected on U.S. 40 by 2010. It is recommended that a~climbing lane be constructed from the Henderson Mine access road to the summit of Berthoud Pass. U.S. 6 The recommended Year 2010 Plan calls for widening (four lanes to six lanes) from I°70 ~ through the Town of Dillon, and (two lanes to ` four lanes) to County Road 1 (Swan Mountain Road). L °97° I SH 9 Silverthorne - The recommended Year 2010 Plan calls for widening (four lanes to six lanes) between I-70 and Wildernest Road. This capacity improvement assists in alleviating congestion ~ projected by the Year 2010 and will be ; consistent with the recommended widening of U.S. 6 on the south side of I-70, entering into the Town of Dillon. It is also recommended that SH 9 be widened to four lanes to the Summit/Grand county line. Frisco - The recommended Year 2010 Plan ~~ identifies widening (four lanes to six lanes) from I-70 to the junction with Main Street, and two lanes to four lanes from the junction Main , Street through Breckenridge. ~ Figure VI-11 portrays the recommended Year 2010 Regional Transportation Plan. Figure VI-12 identifies the LOS resulting from the improvements identified in Figure VI-11. F. Staging Recommended Year 2010 Regional Transportation Plan The recommended Regional Transportation Plan calls for major improvements to the facilities in the I-70 West corridor by the year 2010. The improvements are not all necessary at the same point in time and need to be staged according to the cumulative effect of growth and development within the I°70 West corridor. Congestion currently exists on I-70 and portions of state highwaysdue to present levels of population, employment and recreational activities. Short-term improvements should be targeted at this existing congestion problem, rather than those improvements which will be necessary due to levels of growth expected in 2000 or 2010. Staging of the recommended 2010 Plan is segmented into short-term and long-range actions. The short term is defined as three to five years and this constrains the amount of physical construction activity which can be expected. The focus for the short term will be on feasibility studies for various elements of the recommended Plan, and design activities for the construction elements over the next five to ten years. The long-range is defined as ten to twenty years. These improvements will be focused on capacity projects. G. Present to 1990 Highway System Improvements With only two years until 1990, the highway system will basically remain the same in this time period. Figure VI-13 identifies the LOS on the E+C highway system in 1990. LOS F is anticipated on I-70 from U.S. 6 (bottom of Floyd Hill) through Idaho Springs. West of Idaho Springs to U.S. 6 (Loveland Pass) LOS is expected to operate at E. The Eisenhower Tunnel is anticipated to operate at LOS D, however, the approach from Silverthorne to the Eisenhower Tunnel will operate at LOS E. ~~ -98- i--------------~-~ I ~I '1 I-70 WEST CORRIDOR STUDY FIGURE VI-11 2010 Plan Improvements 1 '~ 2 Additional Lanes Additional Access Point 1 Additional Lane f,~., f~ ~~~ i •~ (` 'A ~ q l ~.E.a,ooF r ~ ~E .,~E4 ~.. ~, ~. . ~ .~ m 0 S~VER7HORNE FRISCO ~~ 10 ~ su. Lc u..oe o. m I-70 WEST CORRIDOR STUDY FIGURE VI-12 2010 Level of Service Analysis on the Plan - - ---r--- -----~-~ O ,~ - - - -~~s ~~ .~ ~ f- ,~ ~- ~~.~ EAGLE \,`~ ~ ~ ~~ ~--~. '\ SUMMIT ~ ~ ~ ID~e ~ avnlRDe ~~ ,1 ~ ~ o«o~.o.,« a,~o.. ;,~.E. I o '~, .~ ~, c~ l_-_ ~,-W"'-"~. CLEAR CREEK i ue.e COY «ru.« ~' r J NSET, e.era«e J ~ .., ~o«,E.~y" - ----- .~o /' r.~ I~ ~ .«««E«aoaE ~ ~ ~ INSET ' Level of Service A-C D E F J ~~ .,, r I~. ~. j ~ ~~ r I, '~ O ~ ~ DlLON SIVERTNORNE ` ~~ n l i t 0 m FRISCO 0 EAGLE I-70 WEST CORRIDOR STUDY FIGURE VI-13 1990 Level of Service Analysis on the Existing Plus Committed System --r--- ----~` -~--- -~'~ I \ roTE onmo[ ~~\ \ l ,~ ,~ `) . ~ \ M ~~ SUMMIT +olcon v`c \ ti~ ~i EDr'LIID[ 1 IITHOIIM[ IIOM [[LVF~ Y111L 1 a[E[[ ~ 1 a''P ~ t/ J NSET [[.[TO.[ iwroex 1 EY~LCo `.- - ------------------ -- -----------~ ~ ~~v Level of Service A-C D E F /< \ Gr \~ rte----~ -~ f,~.~ f ~4`.~ t_ i j 1 ~ I -. ~ - \ ~~' ~--~. CIEAR b CREEK ~. __-_ ^ ,~ ~"' EC[[Mw,~oa[ ~~ aa[ [~.[ . `~ ~ r ~ IPdSET Between SH 9 at Frisco and Silverthorne;- LOS eastern segment of ,I-70 has been identifies congestion problems which will worsen.over and the strategy for widening will be from is reflected in the six actions which are short term: improves to D. The 3 as having existing 'the next few years, . east to west. This recommended for the - Begin design of Twin Tunnels bypass - Conduct ramp metering study and implement ramp ~, metering at recommended locations - Implement those strategies which will achieve the 10% goal in mode split levels ~, It is recommended that the Twin Tunnels bypass be constructed by 2000; to facilitate this schedule, design should begin in the short term. The ramp metering strategy will require a feasibility analysis to determine the specific benefits which can be accrued on the mainline by metering of traffic at the twelve selected on ramps. This study is scheduled for 1988. The conclusions from this study may also identify where additional capacity will be needed on the ramps as a result of the~ramp metering actions. The interchange analysis presented above identified eight interchanges which indicate a need for ramp widening. The design of these ramp widenings is scheduled to occur in the short term in order to complete this recommended action by the year 2000. Two feasibility studies are recommended. The first would examine the feasibility for a runaway truck ramp on the west side of Loveland Pass. The second study deals with identifying the location of additional variable message signs. Based on the results of these two studies, funds will have to be budgeted to implement the recommendations. Figure VI-14 identifies the recommendation for the 1990 stage of the recommended Regional Transportation Plan. Figure VI-15 identifies the LOS resulting from the improvements identified in Figure VI-14. H.. 1991 to 2000 Highway System Improvements Figure VI-16 illustrates the congestion on the E+C system which would occur with the year 2000 levels of population and employment growth. Widening of I-70 from the bottom of Floyd Hill to Silverthorne will be necessary. This will reduce congestion sufficiently to bring the majority of this section of the interstate into the acceptable LOS. I-70, east of SH 103 to the east end of the Study Area and the Eisenhower Tunnel, is projected to operate at LOS E, even with the widening to six lanes. The Twin Tunnels are included in this segment and in order to enhance smooth traffic operation, the Twin Tunnel bypass will be necessary in conjunction with the interstate widening, as a detour route during the widening of the Twin Tunnels. -102- f f~'' r---- ~ ~r ,~ ~ ~ ~ ~ ,mss t i f i I-70 WEST CORRIDOR STUDY FIGURE VI-14 1990 Level of Service Analysis on the Plan ------------------ - - ---r--- ------~-~ rt•ra oaiooe ~ \ ~ ~~ ~~ ~ ~ ,y ~ ~.~. EAGLE ~` SUMMIT ~ 1 nib ~ ~. ~. orco+: ~ ~ a 0 ~ ~~, ( \ ~~-~i' .f _N_, ~~ ~ .~ ~~~ '~~ CLEAR CREEX •ror _ eow•aos n ® ~ nr~oar, 3 or acniii ~r roar r J NS ET ae•aro.c J r roxrE:u~ auto _ _____ ~.-_- ~`1 ~ ~ ~, .~o «,., ~ ro~..• a•a ~ a,o~. r ~ \ ~E a~.E. ~-ll-J J i ` r `.- ---------------- j~ f- -__`-- --~ Level of Service A-C D E F INSET _~ I-70 WEST CORRIDOR STUDY FIGURE VI-15 2000 Level of Service Analysis on the Existing Plus Committed System ~---- -T-~--- -~'_-1 1 ~ (1 ~'~ 1 Level of Service A-C D E F ~`" .~ ~.E~.~„,o~E ~;~ r , ~ ~ f-.,.~.~ ,~ 7 .\ ~ ~ ~-, 0 FR6C0 ~ - /!~ n ~--- r---~ r---- r°-~-~ ~, ~. ~ ~' ~ !~.~`° + a ate; 4 ~° ~'=°~ ~=f `~ I-70 WEST CORRIDOR STUDY FIGURE VI-16 2000 Plan Improvements i ---------------- ~ ~ n 1 ; "- - _1 ~ ,\ .>.>F F.,o~E . (~~ ~ ,l ~~ --~ ~ ~ ~ -~_ EAGLE ~~ SUMMIT ~~ "---- ~ 1 ~ r ~ ,N.,~~ .~ ~~. ~'T. •~,. ~ ~ .s.E ----- --- ,~_~`, ~.~ ~, CLEAR CREEK •vox .~ ® F v F>xoxx ' ~i EEF ~ >xFx ((-J MSE7 .Ew>axE J 1 EniF x>ezu~" ~~ i ~ ~ FED CLifF YOUNT •FiN ~ , CFExF~OpE ~`-~ ~ \ ~/ t~/ •LUE PIYFP (~-~ l _~ "---------------------- /~ ~~ r\----L---~ ~r 2 Additional Lanes Additional Access Point ~`" 1 Additional Lane IPISET The new access point at Eagle/Nail is recommended by the Year 2000. This facility will eliminate traffic queues caused by the at-grade railroad crossings in Avon. A structure already exists at this location overU.S. 6, the railroad tracks and the river. The new access structure will require ramps to be constructed for the westbound off movement and the eastbound on movement. In addition to the interstate construction, ramp widening at the interchanges examined in the interchange analysis will be necessary. The widening of portions of some of the state highways is warranted by the year 2000. SH 9, from Main Street (Frisco) to Breckenridge, is scheduled for widening from two lanes to four lanes. SH 9 in Silverthorne from I-70 to Wildernest Rd. is recommended for widening by 2000. This facility is currently at four lanes and the recommendation is to widen them to six lanes in this vicinity. The widening will be consistent with the interchange improvements at three of the four ramps and the ramp metering at this interchange. The six laning of U.S. 6 is recommended through the Town of Dillon, to Elkhorn Road. In addition, the two lane portion of SH 9 north. to the county road to Ute Pass is recommended for widening to four lanes. This improvement will result in this section operating at an acceptable LOS. U.S. 40 between Empire and I-70 will experience some congestion problems without some improvments. The Year 2000 Plan Element indentifies the need to widen this section to four lanes. If this is accomplished, the facility will operate at an acceptable LOS. In addition, a mode split goal of 15% has been established by the year 2000. Figure VI-17 identifies the 2000 stage of the recommended Regional Transportation Plan. Figure VI-18 depicts the LOS resulting from the improvements identified in Figure VI-17. I. 2001 to 2010 Highway System Improvements Figure VI-1 illustrates the congestion on the highway with year 2010 levels of population and employment growth E+C system. The widening of I-70 from Silverthorne to Mountain is warranted. This widening would complete the segment of I-70 recommended for six lanes. The climbing on the uphill sides of Vail Pass are also necessary by This would widen. Vail Pass to a total of five lanes on side of the summit. The widening of the Twin Tunnels lanes would be necessary by the Year 2010. Widening of the remaining portions of needs to be completed by the year improvements, some of the system will F. This congestion will result in -106- system on the Copier entire lanes 2010. either ~i to six U.S. 40, SH 9 and U.S. 6 2010. Even with these be operating at LOS E and a lengthening of the peak i 1 I-70 WEST CORRIDOR STUDY FIGURE VI-17 2000 Level of Service Analysis on the Plan " ------------------ - - ---r•-- ---- ~ ~ ,~ ar.ra uuooe ~ \ ,1 ' ~ '1 EAGLE ~'...n ~~ '~ SUMMIT 1`~ ~oacorr ,~ \ ~.f i ooraaxo orrsu~ •.ox ~ i.._ ® F.OLE a0W anvoei~ ~ .xoa ~ ~ ~. ~ a v xrxoxx uox .r«oe m v.n 1 aai ~-'~ I 'n I i c.cra ~ixruxx r J INSET xersroxa J ~ I ~ x co •oxrezu~. ~ I ~ .i r ~. __. ~' ~ xa~aExx~oaa r ~ ` ~--~ i \ as x~rEx L.- - ------ ------------- -----------~ ~ ~'~- x.~--'~ Level of Service A-C D E ~rr~-~,----.rte--,.P,~r~-,,,, F . _~ .~ ~,~ CLEAR ~ CREEK INSET f period beyond two hours. On U.S. 40 is -recommended for widening from two to four lanes from Empire to Henderson Mine access road. In addition, the climbing lane from the Henderson Mine access road to the summit of Berthoud Pass will need to be completed. Finally, the mode split goal by the year 2010 has been set at 20%. As I-70 is widened, consideration should be given to the designation of the new lanes for high occupancy vehicles (HOV) during peak periods. There was not enough information available to make a recommendation as to which section of I-70 should be designated as HOV lanes. Therefore, during the development of the environmental assessment, one of the alternatives should be an HOV lane during peak periods. This strategy would encourage ~~ more persons to consider carpooling. Besides the transportation actions recommended by this Study, there is one other- area that needs to be improved. This area deals with improving communications to motorists in the corridor. There are currently three variable message signs along I-70, one just east of U.S. 40 (Empire Junction.), another just west of SH 9 (Silverthorne), and the other east of the Main Vail interchange. If motorists were aware of road and traffic conditions before they encountered them, they could make other arrangements, such ~-~ as using an alternate route, like U.S. 285, or delaying their departure until the conditions have improved. To do this, it is recommended that additional variable message signs be installed along I-70 and those state highways feeding I-70. A study should be done as soon as possible to identify where the additional variable message signs should be located. These a dditional locations would greatly improve motorists' knowledge of road and traffic conditions. The message on the signs should be controlled at a central location, preferably the Eisenhower Tunnel. Maintenance crews operating in the I-70 West corridor could relay any information regarding road and traffic conditions to the Eisenhower Tunnel for posting on the signs. These signs should be installed as soon as the funds become available. J. Prioritizing of Improvements Improvements are broken down into three time frame sho t t r erm (1987-1990), intermediate (1991 to 2000) and long-range (2001 to 2010).. This grouping of improvements does not identify which of the projects within the same time frame are the most important or the least important. The I-70 West Task Force felt that it would be beneficial to prioritize the improvements within each ~~ time period. This prioritization would provide the Department ~~ with some guidance in preparing the Five Year Program of Projects and the Annual Construc tion Budget. The Task Force realizes that conditions change from year to year and may affect ~~ -108- i a project's ranking. With this understanding, a prioritization process was developed by the Department. The project ranking contained in this report reflects the views of the I-70 West Task Force and not necessarily that of the Colorado Department of Highways. Six evaluation criteria were developed to assist in the prioritization process; existing congestion, future congestion, cost per mile, amount of relocations, possible local impacts, and operational feasibility. Values were developed for each project with each time frame. The next step was assigning weights to each of the criteria based on the importance of that criteria. Several sets of weights were developed to determine how sensitive the weights were to the final ranking. Noted below are the five set of weights: Alternative Number Criteria No. 1 No. 2 No. 3 No. 4 No. 5 b Existing V/C 5 3 3 5 3 Future V/C 5 3 3 3 5 Cost per Mile 1 1 3 1 2 Relocations 2 2 1 3 1 _ Local Impacts 3 2 1 2 5 operational ~ Feasibility 1 1 1 1 2 Each alternative was then ranked according to each set of weights. The rankings for each set of weights were then averaged to arrive at a final prioritization by time frame. Since the short-term (19871990), only deals with ramp metering, no ranking was done. The Department provided a suggested project ranking to the Im70 West Task Force for review. This project ranking was based on the six evaluation criteria and set of weights discussed earlier. The I°70 West Task Force reviewed the proposed project ranking and made two changes. The first change was to the project on I-70 from east of Idaho Springs to the bottom of Floyd Hill. According to the prioritization process, this project ranked tenth. The I-70 West Task Force changed the ranking to 3rd. All the projects were lower by one to accommodate this change'. The second change dealt with the Eisenhower Tunnel recommendations. The I-70 West Task Force decided to rank this project the last under. the 1991 to 2000 time period. The I-70 West Task Force only felt comfortable with the ranking for the first five projects. These five projects appear to have the support of the entire Task Force. The Task Force decided to rank all the projects even though the confidence level for the projects after the fifth. rank project was not as high. The final ranking for 1991 to 2000 is as followse 1. I°70 (Silverthorne to Eisenhower Tunnel) ° Widen to six lanes f 2. I°70 (Twin Tunnel) ° Construct bypass L_ ~, °109- 3. I-70 (east of Idaho Springs to the bottom of Floyd ~' Hill) Widen to six lanes 4. I-70 (U.S._ 40 to west of Idaho Springs) - Widen to six lanes 5. I-70 (Georgetown to Eisenhower Tunnel) - Widen to six lanes 6. I-70 (U.S. 40 to Georgetown) - Widen to six lanes 7. U.S. 6 (I-70 to Elkhorn Rd. in Dillon) - Widen to six lanes 8. U.S. 40 (I-70 to Empire) - Widen to four lanes ~ , 9. SH 9 I-70 to Wildernest Rd. i v - ( n S11 erthorne) Widen ~ to six lanes 10. SH 9 (north of Silverthorne to Ute Pass access road) I - Widen to four lanes 11. I-70 (west of Idaho Springs to east of Idaho Springs) ~~ - Widen to six lanes 12. U.S. 6. (Elkhorn Rd. in Dillon to Keystone Ski area) - Widen to four lanes 13. SH 9 (Main St. to Breckenridge Ski Area) - Widen to four lanes ~ ~ 14. U.S. 40 (Henderson Mine access road to the summit of , 15 Berthoud Pass) - Construct a climbing lane I-70 . Spur in Avon (I-70 to U.S. 6) - Widen to four lanes 16. I-70 (U.S. 6 - Eagle/Nail area) - Construct new access point 17. Eisenhower Tunnel alternate lanage configuration The ranking for 2001 to 2010 is as follows: 1. I-70 (SH 9 in Silverthorne to SH 9 in Frisco) - Widen ~ ~ to six. lanes . 2. I-70 (Twin Tunnel) - Widen to six lanes 3. U.S. 40 (Empire to Henderson Mine access road} - Widen to four lanes 4. I-70 (SH 9 in Frisco to SH 91) - Widen to six lanes i ~' 5. I-70 (SH 91 to East Vail interchange) - Construct climbing lanes on each side of Vail Pass ~` -110- ~. r 6. SH 9 in Frisco (I°70 to Main Street) ° Widen to six _ lanes 7. SH 9 (Ute Pass access road to Summit/Grand county line) ° Widen to four lanes This ranking should not be considered final in that conditions change as development occurs. Adjustments should be made based on growth in traffic and economic activity, availability of funds, and accident statistics. K. Environmental Overview Prior to construction of any highway project, the Colorado Department of Highways must ensure that the project complies with all appropriate laws and regulations governing the protection of the human environment and natural and cultural resources. For the purpose of the I-70 West Corridor Study, a general overview of the corridor was performed. The general overview examined the following areaso Ecology Wetlands ~_ Water Quality Archaeology Paleontology e Historic Resources Noise Air Quality ° Parks The Environmental Overview provides a preliminary descri tion of the environmental factors and constraints in the Ip70 West corridor. The scope of the Environmental Overview was limited by two factorso The length of the corridor limited the detail of each subject area to files searches, maps, reports, or other readily available information. A detailed field survey for the entire corridor would have required a substantial increase in staff and budgete ~_ Specific highway improvements have yet to be defined, therefore, impacts could not be determined. Only general areas of concern could be identified. When specific highway improvements are proposed, field surveys and analXses will be completed to the appropriate level of detail. The following is a summary of the environmental and cultural resource topics examined in the I-70 West Corridor Study. Ecology ~- The I°70 West corridor passes through some of the most mountainous and scenic areas in Colorado. Elevations in the ~. °111° corridor range from approximately 6100 feet above sea level near the Eagle/Garfield County line to over 11,000 feet at the ' Eisenhower Tunnel and 12,000 feet at the summit of Loveland Pass. ~ Vegetation in the mountainous areas is predominantly composed of +~ ., fir, spruce, and aspen. However, in western Eagle County, the I-70 West Corridor passes through a warmer, semiarid valley. Vegetation in this area is intermountain shrub, such as, pine, juniper, and sagebrush. There is a wide variety of wildlife in the corridor, including big game (deer, elk, bear), smaller mammals (skunks, badgers, beavers, squirrels, and rabbits), birds (hawks, owls, golden eagles, water fowl, and smaller birds), and fish (predominantly various species of trout). ~ ' A detailed ecological study will be completed before . construction and impacts will be appropriately mitigated. ~ , Wetlands . Because of the length of the corridor and the limited staff ~ available, a detailed field survey for wetlands was not - conducted. Wetlands would be expected to occur throughout the corridor because of the highway's proximity to streams in many locations. Wetlands are also likely to be found in low lyin ~; areas adjacent to the highway where snowmelt or highway runoff would collect. A complete wetlands survey will be conducted before construction ~; in areas where wetlands are likely to occur. A wetlands assessment and finding will be prepared. Impacts to wetlands will be appropriately mitigated in coordination with concerned ~ local, state and federal agencies. ; Water Quality Within the corridor area, I-70 crosses or runs adjacent to eight ~' major creeks and rivers (Clear Creek, Straight Creek, Blue River, Tenmile Creek, West Tenmile Creek, Gore Creek, Eagle ~.,' River, and the Colorado River). In addition, I-70 crosses dozens of smaller, drainages, many of which only flow intermittently during the year (primarily during spring runoff). Maintaining, or ossibl im rovin P y p g, water quality should be an ~' important consideration in future highway construction and maintenance in the I-70 West corridor. The two i ma n sources of highway-related water pollutants are highway runoff and construction activities. Highway runoff generally does not contribute significantly to ~ ~ the total pollution levels in the streams; however, highwa ~ construction activities along Straight Creek left barren slopes which contribute to stream pollution due to erosion. Highway } -112- ` sanding and salting during winter results in increased salt concentrations in the streams; however this usually does not adversely affect the quality of the fishery. Future construction on I-70 may impact streams in the corridor. Impacts include placement of fill in the stream, stream rechannelization, and construction equipment operations. These activities result in a temporary increase in sediment in the stream, which may have a detrimental effect on fish. In some instances, highway construction can result in long term stream impacts. In areas where highway construction has left `. steep, barren, cut slopes, erosion is a continuing problem. Runoff washes sediment and minerals into nearby streams. This has a long term impact on the fishery and also creates water treatment problems for communities which depend on the streams for their water supply. The steep barren slopes on I-70 west of the Eisenhower Tunnel are perhaps the most significant source of highway-cut erosion runoff. Construction of I-70 in this area required large areas of steep cuts into the mountainside, which disturbed the permafrost. During the spring snowmelt or following heavy rainstorms, minerals leach into the runoff. This runoff flows into Straight Creek, which flows into the Blue River at Silverthorne. Ensuring that proper construction procedures are followed will help minimize these impacts. Construction which will impact a fishery may be limited to certain times of the year in order to avoid impacts to spawning fish. Future construction in areas of steep slopes should minimize erosion from any additional cut slopes. Future construction could also include measures to mitigate erosion in existing problem areas, e.g., Straight Creek. The Colorado Department of Highways will coordinate future construction projects in the corridor with the Environmental Protection Agency, U. S. Army Corps of Engineers, Colorado Department of Health, and Colorado Division of Wildlife. The Colorado Department of Highways will obtain all required water quality permits before beginning construction. Archaeology A file search for archaeological resources was conducted for the I-70 West corridor. A total of 33 archaeological resources are recorded as being located within 0.25 miles of either side of the existing centerline; 12 of these resources are within 300 feet of either side of the centerline. Of these 12, one was determined eligible for inclusion on the National Register of Historic Places three are considered ineligible, and the remainder require more data before their significance can be determined. Future construction on I-70 may require an archaeological field survey (depending on specific project location) before archaeological clearance could be granted. -113- Paleontology The I-70 West corridor crosses a number of geologic units of varying paleontological potential. Some long stretches of this corridor have little or no paleontological potential, others have proven potential for producing fossils but have produced no known scientifically significant localities. The University of Colorado Museum lists 489 fossil localities in Colorado. Only two localities are in Eagle County and none are in Clear Creek or Summit Counties. It is very unlikely that any fossil localities would be encountered during improvements to I-70 in Clear Creek County. Paleontological clearance could likely be granted for projects in Clear Creek Countywithout a field survey. Some small areas of the I-70 West Corridor in Summit County may require a field survey prior to providing clearances. A field survey would most likely be required along the Eagle County section of the I-70 West Corridor. Potentially fossiliferous bedrock is exposed within 300 feet of the existing right-of-way. Historic Resources A file search for historic resources Historic Preservation Office (SHPO) sites previously identified along (Appendix E contains maps showing the historical site). These sites include: !. i was conducted at the State and revealed 34 historic the I-70 West corridor specific location of each 2 National Register Districts (includes a large number of structures) ~~ 2 individually listed National Register properties 1 structure eligible to the National Register 13 structures (includes ranch complexes) ~ ~i 5 abandoned sites with historic archaeology potential 4 cemeteries 3 mining sites 4 miscellaneous sites ~ trash dumps) (including railroad grades and Also identified in the project area but not included among the ' recorded sites i n the SHPO s files are the Denver and Rio Grande Western Railroad and eight bridges on Vail Pass. These sites are potentially eligible for the National Register of Historic ~ Places. The majority of the above sites are sufficiently distant from the existing I-70 alignment that they would not likely be' affected by improvements in the I-70 West corridor. There are, however, several areas of historical significance which could be affected by improvements to I-70; these include the Georgetown-Silver Plume Historic Landmark District, the Idaho ~' Springs Historic District, and other sites listed individually on the National Register of Historic Places or determined eligible. ~; -114- The area of most concern is the Georgetown-Silver Plume National Historic Landmark District. Th`e district encompasses approximately four miles of the I-70 West corridor and includes a large number of sites, all of which are listed in the National Register of Historic Places. In addition, there are a number of sites located close to the highway which are also individually listed in the National Register, including the Georgetown Loop, Toll House, Empire and Lebanon Tunnels, and the Silver Plume Depot. Any work within the boundaries of the Georgetown-Silver Plume Historic Landmark District will require coordination with ~_ the SHPO and the Advisory Council on Historic Preservation. The Idaho Springs Historic District is not immediately adjacent to I-70, but any major widening in the vicinity of the historic district may result in indirect effects and could require SHPO coordination. This would also be true for the Denver and Rio Grande Western Railroad and the Vail Pass bridges, all which may be eligible for the National Register. Depending on the nature of the project, a field survey would have to be conducted to determine if any additional sites could be located or to determine if previously identified sites would be affected. Noise The degree of traffic noise impact on human activity is establish bar the Federal Highway Administration's Noise Abatement Criteria (NAC). The NAC represents the upper limit of acceptable traffic noise. When the predicted design year noise level exceeds the NAC or is substantially higher than existing noise levels (10 decibel or more increase), noise mitigation measures must be considered. As part of its highway noise mitigation retrofit program, the Colorado Department of Highways has identified four locations in the I-70 West corridor which exceed the upper limit of ~( acceptable traffic noise. These locations aree {~ 1. Idaho Springs ° 1st to 3rd (north side) 2. Empire Junction ° Easter Seal Camp ~. 3. Silver Plume - North side of highway 4. Dillon/Silverthorne - Dillon Valley Condominiums (south side) The potential exists for additional sites exceeding the NAC. A noise analysis will be required for all future highway widening projects within developed areas of the I-70 West corridor. Air Quality The I°70 West corridor is an air quality attainment area, i.e., no violations of National Ambient Air Quality Standards have _ been recorded., However, rapid growth and development of ski areas in the I-70 West corridor during the past two decades have contributed to increasing air pollution levels. Virtually all °115- new housing constructed in recent years has included fireplaces or wood burning stoves. Particulate emissions from these sources has become a concern to local governments and residents. Because most of the communities in the I-70 West corridor are situated in mountain valleys, temperature inversions often form during the winter months, trapping pollution near the ground. This creates a visual impact as well as a potential health problem. In addition to being a major source of particulates, fireplaces and wood burning stoves also contribute to increasing carbon monoxide (CO) levels. Automobiles also contribute to the total pollution burden, particularly CO. Currently, emissions from vehicles on I-70 are only of minor significance in terms of total CO burden. Auto emissions on local streets and at intersections and interchanges are substantially higher. An analysis was done for 1980 and 2010 to determine the change in the total amount of CO being emitted by vehicles in the I-70 West corridor. For 1980 the total amount of CO emitted was estimated to be 269 tons of CO .per day. While for the year 2010, the amount of CO emitted was estimated to be about 150 tons of CO per day. Capacity improvements to I-70 would reduce congestion and result in higher running speeds. Carbon monoxide emission rates are lower at higher running speeds. Therefore, capacity improvements to I-70 would reduce total CO emissions in the I-70 West corridor. Improvements to reduce congestion at intersections and interchanges would have an even greater benefit on local air quality. Parks The 1966 U. S. Department of Transportation Act, Section 4(f), declares that special effort should be made to preserve the natural beauty of the countryside and public park and recreation lands, wildlife and waterfowl refuges, and historic sites. Section 4(f) is applicable when a proposed highway project: 1. Takes land from a publicly-owned, significant National, State or local park, wildlife refuge or ~, recreation area. 2. Takes land from a significant National, State, or local historic site. 3. Uses land from a publicly-owned tract that is not. officially designated as a park, recreation area or wildlife refuge, but is being used for this purpose on a permanent basis if the official having jurisdiction believes its use as a 4(f) type area is significant. ~I Tracts of land within the immediate vicinity (less than 100 feet) of I-70 which are considered publicly-owned parkland, recreation areas or open space include: ~' -116- ~I 1. Clear Creek County Secondary-School football field in Idaho Springs. 2. Idaho Springs baseball field. 3. Officers Gulch Campground in Tenmile Canyon south of Frisco. 4. Bicycle path and on Vail Pass between Copper Mountain and Vail. 5. Vail Golf Course, parks, recreation areas, and open space. Maps and descriptions of these sites are contained in Appendix F. Additional parks and recreation areas will likely be developed in the future as the resort communities in the corridor continue to grow. Future constrtaction projects in the corridor will require individual 4(f) clearances and/or determinations of effect on 4(f) properties. L. Bicycle Improvements Besides examining the transportation needs in the I-70 West corridor, an analysis was performed ~on the existing bicycle facilities to determine where improvements can be made to enhance the usage of bicycles and minimize any potential conflicts between bicycles and motor vehicles. Working under the assumption that all existing facilities currently used for bicycle transportation (bike paths, frontage roads, city and county roads, and the roadways previously designated U.S. 6 and 40) will remain in tact and usable, the following sections along I-70 between MP 163 and MP 244 should be considered for improvement to facilitate bicycle travel. MP 163 to MP 173 (Edwards to West Vail) The recommended bike route from Edwards to West Vail is along I-70 to the Edwards exit and then south along the I-70 Spur to U.S. 6 (Edwards). From U.S. 6/24 and I-70 interchange, it is optional to use U.S. 6. Currently, U.S. 6 in the Eagle/Nail area does not have adequate shoulders to serve as the primary bike route between Avon and West Vail. This lack of adequate shoulder width presents special problems for bicyclists who want to commute between the Avon and Eagle/Nail area and the town of Vail. To improve this situation, it is recommended that starting at the West Vail interchange, bicyclist stay on the south frontage road, and that a new separate bike path be constructed on the north side of Gore Creek. This new bike path would connect with U.S. 6 just north of the U.S. 6/24 westbound off-ramp. To accomplish this, a structure will have to be built across the Eagle River. °117- U.S. 6 (I-70 to Avon Road) will also need to be widened to make it safe for bicyclists. These improvements would provide a direct route for persons in the Avon and Eagle/Nail area to Vail. Figure VI-18 shows the possible alignment for this recommended improvement. - MP 216 to MP 221 (Loveland to Bakerville): Bicycle traffic is separated from the motor vehicle traffic on I-70 for a majority of the corridor between MP 195 and MP 244. Construction of a separate facility for bicycles from MP 216 to MP 221 would be consistent with the policy to encourage separation. Figure VI-19 shows the possible alignment for this improvement. - MP 226 to MP 228 (Silver Plume to Georgetown): The same consideration used for that section between MP 216 and MP 221 should be given to separating the bicycle traffic from the motor vehicle traffic. Figure VI-20 shows the possible alignment for this improvement. - MP 241 to MP 243 (Idaho Springs to Hidden Valley): Due to the tunnels on I-70, bicyclists are required to use the county road along the south side of Clear Creek. This road currently needs paving for suitable bicycle use. Figure VI-21 shows the possible alignment for this improvement. MP 243 to MP 244 (Hidden Valley to U.S. 6 interchange): This section needs construction of a separate facility for bicycle use along south side of Clear Creek to an intersection with the old U.S. 40 at the base of Floyd Hill. Figure VI-21 shows the possible alignment for this improvement. -118- I-70 WEST CORRIDOR STUDY FIGURE VI-18 Possible Bike Path Alignment (Edwards to West Vail) 1.- . 1 i i~ 1,~® +- , 1~ 0--' N l0 0 ;1 ~ °: ~~ ~j~ i ~ ~ ~'' c .~ ~~_ i I-70 WEST CORRIDOR STUDY FIGURE VI-19 Possible Bike Path Alignme>r-t (Bakersville to Loveland - U.S. 6) i Mount ;\\ ~.~ ~ \`~ ~ ~ ~~ . ~ ~: \ - Bethel ~~ '1 1) l~ 1 ~~ ~ ~;~~~~_--~-~/// I ~ .. -- 1~ ~~~ ~!~ r~~~ l ~ ./ / \ 4" \~ .~--'~_ ~~~ / 11 i ~~~. ~/ I 1~ ~ I I • ~"_~ -i ~::"`_ ~ _~~/- --~~r ~ ~_~~/,':: -' •,~~~j'I _ I~I~. '~~.",I l,llll~" ~ 1~1, _ I~/I p t ~ ~ -' // Ill 1S Vii:. i~ ~~;: `-_`-~ ~-/ ~ ~~~_ -_~ - ,,' ~ ~ .:~ s I I, I ~/I,: ., _ -_--- / i :~~ • - -.~ - / ~ ~ .~ ~ .r~l /~/i ~ ~ II ~ \ /I'II'/ \\~~~ ~11'~ ~ `` 1,~ -,. -. - L- ;~,~ o° ~K 33 / / ~~i I/~ I ,~ I'//, I) ~p1/l..l ( \ III 1 ~ _ ~ ~ ~ ~3!/~-/.% i ) > _ \ " ~~ ~~ ~//~'~-.c.. .I~~' -- /%, ,~~ - -- -/:. ~. III __ _ _ .'I`I~\ l~~i//~ _ . .;. . /~ \\S r (/ • - 6 -IMAM W~~ /~- \ 1` ~ ~ ~O - `-~- r---- ~^-'~"• ~'~""! /~. !~+\ L ~' ~, li°r""', ryorr.w ryrV" ~s""~ ~'Vr"t P~ ~ /~+1 ,.r.~..y - t Cm- .-- 1 - _ _ - - ~ - - ~ - - ~- _ _ _ _ - ~ __- t ;~1 ~. . L L I ~ , ~\ . of ~'^~-' . . ~~ ~~ .~~ _ . Diamc - "l`Tutu ~/.' _ - . I°70 6dEST CORRIDOR STUDY FIGURE VI°20 Possible Bike Path Alignment (Georgetown to Silver Plume) =121° _j ~': ~ ~Y /: r: ,,,; ,: ,~ ;' %, I-70 WEST CORRIDOR STUDY FIGURE VI-21 Possible Bike Path Alignment (Idaho Springs to U.S. 6) ~~ ;, ;: ~~~~:<< ,1? ~~ ~ N ,'GOO' N - - -... N I ^ /, ~~:~. .. ;" ~~.~,/ ~'~ll~\\ ~~ -. ~~- ~A~ 1' o. ,- ~ ~-~~ ~~ ~~~ ~ ~ `~f I ~~,; °o.: ~~~..;~: -- ~ :~~. ~,~ i ,1 >~ ~_:, i , ~~ ~---- ~. L l VII. Capital Facilities Plan The improvements identified in Chapter VI deal with only capacity type projects. These improvements are those that either increase capacity through the addition of through lanes or improvements that result in the hourly capacity increasing without adding additional through lanes. In order for the facilities in the corridor to function properly, routine maintenance and safety improvements will have to be made. In addition, it was assumed that all the facilities will be upgraded to the Colorado Department of Highways' design standards relative to width of traffic lanes and shoulders. If a facility is currently not up to Department standards, the assumption was made that eventually those deficient facilities would be upgraded. In developing the number of through traffic lanes and access points, traffic estimates coming out of the transportation modeling process were used. These estimates served as the basis for defining the magnitude of the improvements. The variables used in the forecasting process have an error of estimate which eventually result in these traffic forecast estimates also having a corresponding error. This error is not believed to render the improvements useless. An example would be where the transportation model forecasted a value of 24,000 vehicles per day.' This amount of traffic would require four lanes to serve at an acceptable LOS. If the cumulative error of estimate was + 50 percent, this would mean that the traffic estimate could range from 12,000 to 36,000 vehicles per day. Both of these estimates still show a need of four lanes. A. Recommended System Improvements The recommended system improvements identified in Chapter VI are based on using a LOS standard of °BD10 for the I-70 West corridor due to the magnitude of the improvements needed to adhere to the Departments' standard of rural areas. This acceptance of a lower LOS really means that the motorist using the corridor should expect an urban type of traffic condition. This is not to say that the .norm should be long periods of congestion but, rather some drop in overall traffic speeds and loss of mobility by not being able to change lanes as freely. The improvements identified in Chapter VI were reached by examining the performance of the E+C system so congestion could be identified. This was first done for the year 2010. Once agreement was reached on the year 2010 improvements, these improvements then had to be staged for the years 1990 and 2000. For both 1990 and 2000, the future year trip table was assigned. to the E+C system and eventually generated three system of improvementsa 1990, 2000, and 2010. Those improvements contained in the 1990 or 2000 Plan elements were never any greater than the improvements contained in the 2010 Plan. A uniform method had to be used to arrive at the cost of the improvements for all three plan elements and also had to account °123= > ~ + ~I for the uniqueness of particular sections of the corridor since ~ ' most of the projects are in a mountainous environment. This type of terrain presents special construction problems which had to be included in the final cost estimates. The Colorado Department of Highways has developed a program called "PROCOST" for use on IBM compatible microcomputers. This program can develop project cost estimates for different terrain types, project types, and location within the state. These initial estimates were then provided to staff at Districts I and III for verification and concurrence. This review allowed them to make modifications based on their experiences with similar projects in the I-70 West corridor. This approach was used to estimate costs for just the roadway improvements,not the structures. (A separate method was used to estimate the cost of structures.) ~~ Bridges were considered the only structures where cost to either replace or widen had to be added to the roadway cost due to the magnitude of the replacement or widening. All structures for ~,~ those facilities needing improvements were inventoried to determine the size of the bridge and whether or not the -. structure could be widened or would require complete ~,, replacement. A cost per square foot was estimated for each type of structure based on actual cost from previous projects. If an existing structure could not be widened due to the structural characteristics of the bridge, a removal cost was also included. ~; There was one more type of project that required a unique method for determining a cost; this project is the widening of the Twin Tunnels east of Idaho Springs. There are very few projects in Colorado which involve tunneling, however, the Colorado Department of Highways has just recently constructed two new tunnels. They were the Beaver Tail tunnels on I-70 in De Beque Canyon. The method was to determine first the cost to excavate the tunnel itself, then this cost was divided by the volume of rock and earth removed from the tunnels which yielded a cost per square foot. This cost was updated to 1987 and multiplied by the volume of rock and earth to be removed by the widening the Twin Tunnels. The next step was to determine the cost to finish the tunnel once the rock and earth were removed. Again, the Beaver Tail tunnels project was used. The total construction cost was reduced by the cost of excavating the tunnels. This reduced cost was then divided by the volume of two tunnels to arrive at ~' a cost per cubic foot of tunnel, and this unit price was multiplied by the volume of the Twin Tunnels. B. System Costs The system costs were broken down by state highway and within each state highway the costs were further broken down by major ' sections. Table VII-1 contains the cost breakdowns for the 1990, 2000 and 2010 Plan elements. L -124- ~' ~, .. . Appendix G contains the detailed cost estimates for each major section of the state highways making up the improvements identified in Chapter VIe Table VII-2 is a summary of the costs contained in Table VII-le In developing the cost estimates, the methodology did not directly account for the costs due to environmental issuese It is very difficult to estimate these costs; therefore, a factor of 20~ was applied to account for envirorunental costs to those section costs where environmental issues need to be addressedo 'd -125- L _.~ I-70 WEST CORRIDOR STUDY TABLE VII-1 System Costs I-70 1. Ramp Metering at selected locations 2. Widening Silverthorne E.B. on-ramp 3. Runaway Truck Feasibility Study on the west side of Loveland Pass 4. Variable message sign study and installation Total Cost of I-70 TOTAL COST FOR 1990 Year 2000 U.S. 6 $ 2,400,000 $ 201,000 $ 50,000 $ 700,000 $ 3,351,000 $ 3,351,000 1. Widen to six lanes from I-70 to Elkhorn Road in Dillon $ 3,349,500 2. Widen to four lanes from Elkhorn Rd. to Keystone $ 16,974,800 Total Cost for U.S. 6 $ 20,324,300 SH 9 1. Widen to four lanes from Main Street (Frisco) to Breckenridge 2. Widen to.six lanes in Silverthorne from I-70 to Wildernest Rd. 3. Extend the four laving for 11.5 miles to the Ute Pass access road Total Cost for SH 9 U.S. 40 1. Widen to four lanes from I-70 to Empire 2. Construct a climbing lane from Henderson Mine access road to the summit of Berthoud Pass Total Cost for U.S. 40 $ 16,572,700 $ 467,600 $ 16,140,400 $ 33,180,700 $ 3,180,700 $ 22,000,000 $ 25,180,700 -126- 0 ~ ~ a I-70 WEST CORRIDOR STUDY TABLE VII-1 (Continued) System Costs I-70 1. Widen to six lanes from the bottom of Floyd Hill to Silverthorne (except for the widening of the Twin Tunnels and the Eisenhower Tunnel) 2.. Construct Eagle/Vail interchange 3. Construct. the Twin Tunnel bypass 4. Widen I-70 Spur from I~70 to U.S. 6 to four lanes Total Cost for I°70 TOTAL COST FOR 2000 Year 2010 SH 9 1. Widen to six lanes in Frisco from I-70 to Main Street 2. Extend four laning for 12.5 miles to the Summit/Grand county line Total Cost for SH 9 U.S. 40 1. Widen to four lanes from Empire to the Henderson Mine access road Total Cost for U.S. 40 I-70 ~_ 1. Widen to six lanes from Silverthorne to SH 91 2. Construct climbing lanes on Vail Pass 3. Widen the Twin Tunnels to six lanes .~ Total Cost for I-70 TOTAL COST FOR 2010 TOTAL COS T FOR YEAR 2010 REGIONAL TRANSPORTATION PLAN $ 73,316,300 $ 986,000 $ 1,164,000. $ 6,500,000 $ 81,966,300 $119,330,900 $ 1,753,600 $ 17,591,000 $ 19,344,600 $ 6,941,400 $ 6,941,400 $ 17,759,900 $ 28,966,200 9,914,300 $_56,640,400 $ 82,926,400 $246,929,400 °127= State Hicthwav No. U.S. 6 SH 9 U.S. 40 I-70 Total I-70 WEST CORRIDOR STUDY TABLE VII-2 System Cost Improvements Summary 1988-1990 1991-2000 $ 0.05 $ 20.32 $. 0.00 $ 33.18 $ 0.00 $ 25.18 3.30 81.97 $ 3.35 $160.65 ~i _~~ 2001-2010 Total $ 0.00 $ 20.37 $19.35 $ 52.53 ~. $ 6.94 $ 32.12 56.64 141.91 ~' $82.93 $246.93 _. -128- D 'i ~ 74 VIII. Future Direction of the Study The process begun by the I-70 West Corridor Study does not stop with its completion; it is merely the first step in meeting the needs of the motoring public in the I-70 West corridor. The - first step must be the identification of the short-term and __ long°range needs based on the most likely land use forecast. A. Short Term Actions In order to continue the logical progression, this Study must set the direction for the next several years. It is this direction that will be critical in ensuring the overall success of implementing the recommendations contained in this Study. The recommendations identified for short term action are based on those actions identified as a part of the 1990 Plan Element, as well as beginning the process to implement some of the projects identified in .the 2000 Plan Element. The recommendations identified in the 1990 Plan Element are: - Constructin a runawa g y truck ramp on the west side of Loveland, Pass; Installing of ramp metering lights at various locations (to be determined by a special study); - Widening the selected ramps (to be determined as a part .y of the ramp metering study); - Developing strategies which will increase. the mode split to 10%; and Conduct a study to determine the optimum location for additional variable message signs and then install the signs. Those recommendations contained in the 2000 Plan Element that should begin in the short-term areo Beginning the design process for the six laving from Silverthorne to the Eisenhower Tunnel; and ~- - Constructing the two lane by-pass on the eastbound side of the Twin Tunnels. The environmental assessment process and the preliminary design process are currently underway for the Main Vail interchange. The completion of the design and reconstruction of the Main Vail interchange should be completed by 1989 to eliminate the current congestion problem at this interchange. It appears that the necessary funding exists to implement this project by 1989. The implementation of ramp metering at selected on-ramps offer several advantages which could }Meld some immediate operational benefits in the short term. While the I-70 West Corridor Study did not perform the detailed investigations of the benefits of ~, °129- L f. ~ ~ l ramp metering, the brief analysis did indicate that some benefits could be gained by improving lanai capacity. However, before any funding decisions are made on this strategy, a more thorough analysis must be conducted. There is specialized software available to conduct a thorough and comprehensive analysis of this strategy. It is recommended that funds be budgeted for FY88 to conduct the necessary study. At the end of _ the study a decision should be made as to whether or not this specific strategy should be implemented. If the decision is made to implement ramp metering at selected on-ramps, the necessary funds should be budgeted for preliminary and final design. Funds should be budgeted in FY89 to install the necessary signals. After installing the signals in FY89, a monitoring process should be set up to track the effectiveness of the strategy so if problems are discovered during the monitoring process, adjustments can be made to make the ramp metering strategy as cost effective as possible. Funds should be bud eted in FY88 to be 'n the e g gl pr liminary and final design of the widening of the eastbound on-ramp at Silverthorne to two lanes. In FY90, construction funds should be budgeted to construct the ramp widening. B. Long Range Actions The major recommendations of the I-70 West Corridor Study are '~- the six laning of I-70 from the bottom of Floyd Hill to Copper Mountain and a climbing lane on the uphill portions of Vail Pass by the year 2010. In implementing these recommendations, two things must be kept in mind. First, the six laning should be done so that continuity of the six lanes is maintained from the bottom of Floyd Hill west. This must be balanced against the need to eliminate existing congestion problems. The ' implementation of the widening recommendation should be -consistent with the prioritization contained in Chapter VI. The Colorado Department of Highways should proceed through the I-70 West corridor in such a manner as to ensure continuity is ~~ maintained and the most pressing problems are addressed as early as possible. In the design of the mode split oal of the six lanes on I-70, ~' the Colorado Department of Highways should preserve the environmental quality that currently exists in the corridor. Due to environmental constraints in parts of the corridor, the Department may have to consider requesting variances to the Federal Highway Administration design standards to successfully construct six lanes. Q The environmental assessment that will be needed prior to construction of the six lanes should be done for logical segments while considering the overall impacts to the entire corridor. These segments should be defined based on a realistic evaluation of the likelihood of obtaining the necessary funding. It would not be logical to conduct an environmental L -130- L assessment of the entire corridor when it may not need to be six laned in the foreseeable futureo C. Monitoring Efforts ~ Several areas must be monitored on a regular basis to ensure that the projects identified in this study remain realistic and achievable It will be important to monitor the level of normal expenditures by the Colorado Department of Highways to determine at what level federal and state funds are being spent to implement those projects identified in Chapters VI and VII. This is important to determine the feasibility of the improvements. Local planning staffs. need to monitor .the projections of '~ population, retail employment and ski area growth to determine if this Study°s projections are still valid. If the monitoring process indicates that the growth projections may be exceeded prior to the year 2010, adjustments may have to be made to the recommended Year 2010 Regional Transportation Plan and the `~-- staging of that Plan. D.~Future Schedule P,s a minimum, the Study should be updated in the next five years to maintain a 20-year planning horizon. However, if the level of economic development occurs at a significantly higher or lower level than what was forecasted in this study, the Department should review the level of~need identified by time period to determine whether or not the level of need is still appropriate. This review may determine the need to accelerate critical projects or delay the less important projects. 0 L 1. -131- SEPTEMBER 1989 BOOTH STATS L.H. VV MALL TOTAL VISITORS 3,896 (+18~) 6,945 (+59~) 359 11,200 (+37~) PHONES 429 (+29~) 778 (+21~) 1,207 (+24~) TOTAL 4,325 (+19~) 7,723 (+54~) 359 12,407 (+35~) C ~. ~ ~ ~~ 1988 L.H. VV MALL TOTAL VISITORS 3,288 4,378 527 8,193 PHONES 333 644 977 TOTAL 3,621 5,022 527 9,170 LIONSHEAD WAS OPEN DAILY IN SEPTEMBER 1989. FRIDAY-MONDAY IN 1988. Z=11 F~sr ,Meadow Drive. Vail Colorado 81657 ~ 303 d76-~~::~O;) AE[40Ci~ 8589 STATE OF COLORADO C®L~RAD® ®E~ARTIV6ERIT ®F B-~EALTH o~c- ~ , ~~ 4210 East 11th Avenue ~ ~e~ ..±~~tin~9~~ Denver, Colorado 80220 '"' ~_i .~ o Phone (303) 320-8333 \°~~`.t`.-1;~`~°/ Koy Kamer Governor '1`c:1: t.ntF.,T'F=~t:ec1 F~:r~:9e~; f.~ Thamati M. Vemon, M.l:. H"F`1tt~ JIjC.'i:- .t-'~':]"`c`3C}?J.II? ~!:F3.t]JF~ N;1T1P llT1-~~.]tP (,;OOT.'Csa21~1:Gr'Y*f. ExeciuiveDirrctur ?..Jh`?'F:: riCtrtC~r Y• 1! , 1~'f~~ `;f1F,J;?t:'7'- tirat~ Air Monitor. inn Ftesl,lt~= '',F fir?~j.C,tnt .jnt-r is ~ ~u.rn~l~r.v ctf t}te c.il^ nlon.torinct d~.t:;-~ ct,.]?.e~tet~ ",-a c l,e seven additiotia_l air mnnitnl^S nner~:te~~ 'r;v t:he ~;ts;~e of t.;;~ It=;:r^;~r3 f; t?17?":,nC. t)']t? ~'r?t7~f-? (y1i.?E' rF:;;tPt~.~ I c:rtJ~~it1H~ . i")F~'!'r_ {:! l T~i~'ttr•1? (`~ 1 C~.+'t ! F' ~' J.7 t=-ri ,/, c; t' C? {~: r. k ~_. T.-'t, t : _i. A ~: l:rG: 3i1;'~.:c. ~ 5F~ t' ):~ Cd As 1 Cs,~ 01 ~ r.u TSP p}; C r] As F-' Fi C C~ F. ~. 1C.iCl;;igG ~1':ti? 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F'f fer-t: dr] t-1"JE: Z'~F' 2nt:? =~1''":>4= ,_:., (.~ _!.f X76• ? c; Tf_'Cr~Ji^rlPr'~ Vii- t1"!e 11.(~hQY` i=lr)C? Q1ij-(i[,QY` Ii?a CaC~ °: C'}7~, C' ' ~ E' - r ~ tarn i t rY•=, . ~ .. r rte =; _j. i. ;-y ~_ }andarci~ have not ~!een V i o le~tec?. h\~ the r' t-, r~ `, i- 7^'•J C' t. L p ! r: r.' T. l ~i '. i-: i F= ,': c,; t: t }'? P C; l t ~' . L %-! t~ r f t C ; i). (': T 1.O n C' f:~ C d I-i .`= T Y' LL G t 1 O I] _~ i ?•Jl t i Pc; till r_:;i,,,'1'! ,.),.yi.r-tl , _ der cirE c'•.?1t' ~.C1~ c"-':red. tCt i">Y'C:~V;-C{t,: :1 COrY'PS1.7d7!(?:171i_~i ,'fr r:t F:C:,C 1Ii 1?]'',=~~;ttl^c_r?~e C!Lgt. `-,nt' 7n°taJ.~ t~dpr E?nfi?"~, ~ ~' tfl? ~i,r2. t_-dl~._. Uzi. i.:r'i`:i~~E: r~li~=i. rC~I];CPni V,'1.'t~ GOnt_lI1'1e tf7 hC' irn*>>E?^tP1-!te(1 cT t11F ~:3~e. 1 r7nP„?"t?"'!~!7P)]S i VF° ltr-,-' l t}! eti7F9 itl;~t i.dr? C~ •'' tJ':If. .`;E'Ttt `Ii'•tla~ ]" c:i r tnni;:! top i 7]Cr ~'F':'U 1tS G.' 1 i. 1-,~ n Y•Tnrt'.ar ~nC; inC!~tc~~r; ~.I't t•h.e tt t~tntit7.'"tCt l;ldnt'h_iy Y ?^F.. n,~Y't Til r- r,.~.t. 1! j ~~ ~^F ;~., Cl %'t W) ~yl 1, j ~,F 1 FP<,,P i l" r: 'J-- - t l i..1C tf(.tf,{?"r r;YteJ' u).1, t ~'~` cr~;,TE111?hC.r ~~it i;;r:7. t`:CtY' iil'Y 1"P'f'U.1fF ii c:`.Ie k)?e71 Cd.~.IE'C'tE>C".. ~'(;, .~tf,.r;i i , i Crt.tr l7_;f(~r,• -. t- : ("?77 . T)_i.P,°f~='t=-~ C(-~Yr'(c,C't rl7 C;' P,-. --:r,',:?.n 1 ~ ~ %~ -F1~ ~; 2 ttr ;~~:ii-.F Air:Ht!n,'t i ;3;i J -.1 F4 t;) , .~~~ ~, ~, sown of uai ~at~ reieaSe'do October 26, 1989 departrnente Public Relations press release fi'1a~E]p Three ® f e Three contact persona Caroline Fisher 479-2115 OCTOBER 31st VAIL TOWN COUNCIL MEETING WILL NOT BE HELD The Vail Town Council will not hold a weekly work session on Tuesday, October 31st. The Council work session and evening meeting scheduled for Tuesday, November 7th will take place, as scheduled. "It is customary, when five Tuesdays fall within a given month, to cancel the final Tuesday's session," Town Manager Ron Phillips ~ explained. "As only one item appeared to date on next week's agenda, we will take this particular item up at the following week's Council session." i -- 30 -- I flown of vail ~ 75 s. frontage road ~ vail, Colorado 81657 a (303) 476-7000 VAIL VALLEY MARKETING BOARD MEETING SCHEDULE through January, 1990 DATE LOCATION November 2 Avon Municipal Building November 9 Vail Municipal Building November 16 Avon Municipal Building November 23 Vail Municipal Building November 30 Avon Municipal Building December 7 Vail Municipal Building December 14 Avon Municipal Building December 21 Vail Municipal Building December 28 Avon Municipal Building January 4 Vail Municipal Building January 1 1 Avon Municipal Building January 1 8 Vail Municipal Building January 2 5 Avon Municipal Building All meetings start at 7:30 a.m. Meetings are open to the public. Copies of meeting minutes and, in case of cancellation or rescheduling, confirmation of the next meeting can be made by calling Brenda Chesman or Caroline Fisher at the Town of Vail (479-2100). 10/25/89 DISTRIBUTION LIST - PUBLIC WORKS PRIORITY LIST BRIAN ANDERSON STEVE WARWICK PETE BURNETT DICK DURAN CAROLINE FISHER ANNIE FOX JOHN GALLEGOS PETER PATTEN FILE ERNST GLATZLE SKIP GORDON GREG HALL SUSIE HERVERT JIM HOZA KEN HUGHEY JOE KOCHERA HANK LOVATO CINDY VAN HOOSE- SORENSEN TOWN COUNCIL GARY MURRAIN JOE MORRIS MIKE ROSE TODD SCHOLL LEO VASQUEZ CHARLIE WICK PAT DODSON TOa RON PHILLIPS, TOWN MANAGER FROMo STAN BERRYMAN, DIRECTOR, PUBLIC WORKS/TRANSPORTATION DATEo OCTOBER 23, 1989 REt PUBLIC WORKS PRIORITY LIST FOR THE WEEK OF OCTOBER 23 - 27, 1989 STREETS AND ROADS A. 1. Assist Electrician°s in various jobs requiring heavy equipment user a. Behind Library 2. Contact Ben Krueger to pick up sod. 3. Landscape shoulders on East Vail Bike Path. 4. Install fence at Piney Lake switchback. 5. Perform various jobs at West Vail Bus Stop and New Post Office Bus Stopo a. Concrete Work b. Assist Electrician°s in running conduit & installing loops. 6. Gravel shoulders at various locations before winter. 7. Plant trees and perform final °°spruce-up°° at BH Park. 8. Install curb and gutter at E. Lionshead Circle west of LHTRC. 9. Reinstall signs at Sandstone Road Improvement (include °°Hidden DrivewayB° sign at Lionsridge Loop). 10. Install catch basin/culvert at 425 Forest Road. 11. Jim Hoza & Hank to meet with Engineers on 10/24 at 1a15P.M. - PW Admin. Bldg. 12. Complete installation of heating system at the Bus Wash Facility. 13. Replace totem pole at Ice Arena. 14. Install °°No Parking°° signs at S. Frontage Rd./Cascade Village. 15. Install drain on Bellflower speed dip. 16. Investigate winterizing flowerbeds on the stairs at the Creekside Building. PUBLIC WORKS PRIORITY LIST _ PAGE 2 STREET AND ROADS ( font ° d) B. 1. Repair brick pavers at Checkpoint Charlie. 2. Install landing mats at Ford Park. 3. Install grease reel at PW Bay. 4. Utilize loader to straighten trees on berm at Shop. 5. Remove benches and other furniture from Lionshead Mall. 6. Install °°November°° parking signs at various locationse a. Sunburst Turnaround b. Aspen Lane PARKING STRUCTURE A. 1. Replace door at Main Vail Fire Station. 2. Install vestibule at LTRC Auxiliary Building 3. Demo Hertz°s office - 3rd floor VTRC. 4. Install replacement wooden handrails for VTRC when they arrive. 5. Grease exhaust motors. 6. Rekey parking structures. B. 1. Install file at Checkpoint Charlie. 2. Design steel support structure for VTRC. CARPENTERS A. 1. Change bridge deck on bike path bridge behind UEVWS. 2. Build shelf at Library. 3. Construct & install gate at entrance to BH Park. 4. Build plant stand for Library. 5. Install glass in the west side of the Inn at Vail bus stop shelter (behind Inn at Vail). 6. Install concrete pad for WV Mall Bus Shelter. B. 1. Construct 2. Construct 3. Construct 4. Construct 5. Sandblast 6. Install s' ELECTRICIANS bus stop posts and recreational path signs. cover for Sandstone Park slide. map holders for buses. dividers for PW file cabinet. signs for VTRC. teal shelves at PD Detective area. A. 1. Run conduit and install loops at West Vail Bus Stop. 2. Correct fire alarm violations in Gymnastics Center. 3. Install new 3 phase panel with 100 amp main and 24 circuits at Seibert Circle. 4. Turn on exhaust motors at VTRC. 5. Repair junction box at LHTRC. 6. Relocate pedestrian crossing light at Municipal Building. PUBLIC WORKS PRIORITY LIST PAGE 3 ELECTRICIAN°S (Cont°d) A. 7. Install lights at Ford Amphitheater and PW Admin. Building. 8. Perform light check. 9. Perform line locates at following areas a. Behind Library b. Christiania 10. Repair the following street lights a. Covered Bridge Bus Stop b. North End LHTRC c. 2566 Cortina (across street & at corner) d. Vail Road Bridge 11. Contact Jack Baskin to repair lights. 12. Change out directional light at Main Vail ticket booths. B. 1. Install additional lighting at 1st level entrance ski storage. 2. Install new hotsy in PW shop. 3. Perform various electrical work at Ice Arenas a. Install new wire moulding and switch in managers office. b. Move low voltage light switches from office to zamboni room. c. Move welding plug to new location and add plug-in strip. d. Research information on plug-in strip (sockets) for special event power. e. Add fluorescent light fixture in boiler area. f. Replace 2 ballasts in locker rooms. g. Change EM light ballasts. h. Add outlets in Dennis°s new office. 4. Repair outlet near little copier at Municipal Building - see Tracy. 5. Install electrical outlet for printer at Rec Department. 6. Perform maintenance jobs at Librarys a. Unhook stove in Community Room b. Change several ballasts 7. Contact Annie at Library for various electrical repairs. (see memo) 8. Install power supply for Bus Wash Facility. 9. Check exhaust fans at both structures. SB/slh D ®~T ~ 3 X89 STATE OF COLORP,DO ~®L®RA®O DEPARTAAERI>f ®F @-IEALTFB ~ of ~~~ 4210 East 11th Avenue '~~` `~ ~P9~ Q~b;z,.J'•rti o• Denver, Colorado 80220 h ~ ~ I ., o' _' `? !;>. "! " ~'`` ( ~ P one (303) 320-8333 : `!- ~# . 4 _ Roy Romer Governor ,1, 1.>' .l 7)t eJ"E'`'tf_•r:} F'aT' ~ 1 P.~. Thomas M. Vernon, M.U. }' hl-}~' - jl'1 ~;];- P~ 2~8C':1~1 1 tl i F;?(Y ] p n'].? r1P 1_!T~-ri i t F? {;r'rC)rC! 1 'ta<± L crl"' ~ Executive Director L>A'1'E::: Clct:aber `ln, 1.Gcsu ~tiB.i].;r.;]': State A.ir Nr~nitor.lnn f~e~=„lts `]'}'}e fn] ~,Ot-nrr i~, ,~ slim~l?ary or trle sir mc~nit-c,.r~nn d~:ra moo? !FC-tF:n },:r the ~r~~Prl arr'it.i(~l-ir+1. sir monitors r,r,erct:ec~ l,•,~ the 5t:aic o.f ~; n 1 ~} r ~, C~ (7 r7 t ~ Y .l T'l ~i t }'] F? }!.:-1 C'r ] F- >J i p P r F~ m c~ f'1 l c`i .) ~ r, t' i L~ i t' j F~ .r . Ii~if!~,i8y TSr: P k~ C: d ~. s iil;(!r;i89 TSF' Ph Cd A == ~~n C: d Ae 10iv8i89 TSP Pb C~ As 10 r phi /89 T~F Pb ca As i 0;' 1 U! 80 TSP pb Cd As 15 url m-3 <0.] uq m-? <U.G1 ttct In-3 <G . O1 tlg m-3 N`inttl.r.n N,ic3.d]e Scheo.l Fnyer ]~;inttl~rn +:nlrm~?rl~t~_:~ l~ellt;E'Y• 1,'~;oftb]i 1 8 u. ct to - ~~ <0.1 ua m-3 <0.01 uq m-3 :i 5 lice 71! - _'. <0 . 1. llq m-a «` . O1 ttct m-3 b 1.1 p m - 3 <0. i t?.n m-3 <0 , 01 t,cx m-;3 <0.01 llr7 m-3 49 ucx n?-3 <0.1 vc- m-:~ <0.01 ud TIl-3 <0.01 un' m~-3 10 va m-3 <U . 1 tlq m-3 <0.01 u.~Y m-:3 <0. ii] l.ln to-3 <0.1 ua m-:3 <O.OJ t1Q m-3 <0.01 ucf m-:3 2~ LlQ nl-3 ~ ~ ,, ., .... : a ,., <0.01 uq m-3 <0.01 uq m-3 47 ug m-3 . ~, ., ~ V . 1 U41 !:1- it <0.01 uq m-3 6U ug m-3 V J Ulu 1!i-J <0.01 uq m-3 <0.01 uq m-3 <0.01 urt m-3 The notation ucr m-8 stands for microctrams per cv.b~c meter, A microgram equals one Inillionenth (]/_i ,000, 000) of ~< gram. For additior,a.l inf.ormat~on, Tease contact Dic}~. F'aractl.il-l:i (R2r-,;g?g) ar• N_i. ke Mr..Hucth (8~i ] -484 5) . T0: CHARLIE WICK FROM: DANI HECKER~'~ RE: BUSINESS LICENSE HOLDERS 1989 NEW LICENSES ISSUED IN 1989 - 24 FOUND BUSINESSES IN TOV - 24 TRANSFERS OF LICENSES - 12 CLOSED, NOT TRSFRD - 3 fv~Z /~ .. i~ /~ ( 12 ARE HOME OCCUPATIONS - FEE IS 112.50/150.00) ( 11 ARE HOME OCCUPATIONS) ($100 FEE) BUSINESS LICENSEES 10/23/89 - 641 S0, BACKING OUT ACTIVITY, BUSINESS LICENSEES 01/01/89 - 572 ~' i i i i i !/ ,` i ~ i ~ i r i i i ~- ~- TOPIC 8/1 BANNERS IN THE VILLAGE (request: Slevin) 8/1 STREET ENTERTAINMENT 8/8 UTILITIES UNDERGROUNDING FOR ARTERIAL BUSINESS DISTRICT 8/8 WEST INTERMOUNTAIN ANNEXATION (request: Lapin) 8/15 UUCWD/TOU LAND CONTRACT 8/15 PRINT OF SALES TAX COLLECTION (request: Lapin) 8/15 NO SMOKING ORDINANCE/RESTAURANTS 8/25 CASCADE VILLAGE LIGHT 8/25 VAIL VILLAGE INN TRIANGLE 8/29 UTRC HANDRAILS (request: Slevin} WORK SESSION FOLLOW-UP STIONS PETER: Arrange location and placement of permanent banner poles at any location other than Pepi's. PAM: No more rock 'n roll. Perhaps no more jazz? KRISTAN: Provide costs to individuals to convert underground. Provide firm number for TOU's portion by budget time. Inventory all above- ground wiring. LARRY: Proceeding w/legal requirements for annexation. RON: Contract in final stages of negotiation. CHARLIE/STEVE B.: Schedule discussion. RON/SUSAN: Schedule for 11/14/89 WS. Organize study group to examine voluntary options. STAN: Light missing at the intersection of West- haven and South Frontage Road. PETER: Landscaping inappropriate. STAN: John and Ron feel they are in terrible shape. Handrails are going to be treated or in same way fixed before winter - - - - OW-UP SOLUTIONS 10/27/89 Page 1 Have asked Ampersand for design for Lionshead east entry. Will explore with Ampersand alternative banner pole locations in Village. Peter to check with Ampersand on status of request. Review meeting held September 20. Business survey being developed. Will be ready 10/31 for distribution. Received letter from New Electric detailing costs for each property. Community Development will write letters to property owners for their response. Council will discuss in November. Annexation map is being produced. Annexation should be completed by Jan. 1st so Intermountain can be included in our census count. Susan has completed research and submitted updated plats to Dan Corcoran. Larry and Jim Collins are working on contract. Discussion with Council was held. Further research per Merv. Group to include Safeway and other retail outlets in their scrutiny. All parties are in agreement. If the weather holds, the work will be in 1989, otherwise, it will be done in early 1990. Joe Staufer has agreed to concrete triangle this fall. Work is in process. Cost estimates received. Replacements ordered. Will be installed before winter. 8/29 SIGN NEAR SKI MUSEUM (request: STAN: Cathy Douglas LIKES the sign, although she Ron explained to Merv why it could not. Lapin and Cathy Douglas) wishes it could have been placed on the same pole with stop sign. WORK SESSION FOLLOW-UP TOPIC 9/5 GATEWAY PROJECT SIGNAGE 9/5 DOG CONTROL (request: Steinberg) 9/5 RUDER-REINEKE BUSINESS LICENSE . (request: Cacioppo) 10/11 RUDER-REINEKE BUSINESS LICENSE FOLLOW-UP (request: Cacioppo) 9/5 CALL UP PROCEDURE FOR PEC AND DRB DECISIONS (request: Steinberg) 9/19 TREE CUTTING ON STREAMTRACT (request: Steinberg) 10/17 VUCWD LETTER (request: Lapin) 10/17 FOOD RESOURCES 10/17 UVF FINANCIAL REPORT 10/24 TRANSCRIPT OF 11/24/87 WS 10/24 BIKE PATH CONSTRUCTION IN EAST UAIL (request: Cacioppo) FOLLOW-UP SOLUTIONS PETER: Developer wishes to place explanatory sign, although he does not have a building permit. DICK/PETER/STAN: Better signage required. PETER/DANI: Are they operating illegally in East Uail? KRISTAN: Prepare written response regarding actions reaction up to this point to Don Morris. (Box 2973, Vail) LARRY: Work out wording to disallow the call up procedure for PEC and DRB decisions to be allowed without consensus. PETER/KEN: Sonnenalp and Village Center cutting dawn trees on streamtract adjacent to their property. RON: Write letter regarding NWCCOG contribution of $8,400 for legal support of water quantity/ quality program. RON: Write letter to Toni Bern regarding request for donation from Eagle Valley Community Fund, rather than request to Town Council. RON: Request financial report from VUF. RON/PAM/BRENDA: What was the exact motion for selection of Visitors Center architect? As pertains to Jim Morter. STAN: Is curbing necessary? The signs are up. 10/27/89 The signs are ordered. The bus stop signs will be put up in 1989, the others will be put up next year. Community Development determined his office is grand- fathered, and a letter stating CD's position will be written by the end of next week. Kristan has written Don Morris. Resolution is being developed. The initial research is completed. This item will be discussed at Interdepartmental Monday, 10/30. Letter is written. Written. Written. Transcript will be prepared by week of 10/30. Curb and gutter is for a short distance only to keep drainage off of residential property and to control driveway cuts. 10/24 WORK SESSION 10/31/89 ~ EVERYONE: Cancelled. WORK SESSION FOLLOW-UP 10/27/89 TOPIC QUESTIONS FOLLOW-UP SOLUTIONS Paae 3 10/24 COLORADO SKI MUSEUM 10/24 BUS STOP AT WEST VAIL MALL RON/CHARLIE: Explore various options available regarding funding, etc. Meet with them and Kent in next 2-3 weeks. STAN: BRAVO! per Lapin. ~~e~>l ~ Y~®w~~ SUITE 700, STANFORD PLACE 3 4582 SOUTH ULSTER STREET DENVER, COLORAD080237 TELEPHONE: 303 77O-04fl4 TELECOPIER: 30377fl-6480 ~fCO OCT ~ 3 1989 IN DOWNTOWN DENVER Sherman & Howard 3000 FIRST INTERSTATE TOWER NO FTH 0.33 SEVENTEENTH STREET DENVER. COLORADO 80202 IN COLORADO SPRIN OS Sherman & Howard SUITE DOO, ALAMO CORPORATE CENTER 102 SOUTH TFJON COLORADO SPRiNOS. COLORADO BOD03 TELEPHONE 710 4]D-2440 TELECOPIER 710 03D-4570 TELEPHONE 303 297-2D00 TELEGOPIEN 303 2B8-OB40 IN RENO, NEVADA Hill Cassas deLiplcau and Erwin, P.G POST OFFICE BOX 27D0 RENO. NEVADA OD303 DEE P. WISOR October 11, 1989 TELEPHONE 702 323-1001 TELECOPI EIt 702 340.7230 Town of Vail 75 S. Frontage Road West Vail, Colorado 81657 Attention: Larry Eskwith Dear Larry: Re: Proposed Issuance of $8,000,000 Sales Tax Revenue Bonds, Town of Vail, Ea~~le County ,Colorado The purpose of this letter is to set forth the role we propose to serve and responsibilities we propose to assume as bond counsel in connection with the issuance of the above- referenced bonds (the "Bonds") by the Town of Vail (the "Issuer"). Bond counsel is engaged as a recognized independent expert whose primary responsibility is to render an objective legal opinion with respect to the authorization and issuance of bonds. As bond counsel, we will: examine applicable law; prepare authorizing and operative documents; consult with the parties to the transaction prior to the issuance of the Bonds; review certified proceedings; and undertake such additional duties as we deem necessary to render the opinion. Subject to the completion of proceedings to our satisfaction, we will render our opinion relating to the validity of the Bonds, the enforceability of the security for the Bonds, and the exclusion of the interest paid on the Bonds (subject to certain limitations which may be expressed in the opinion) from gross income for federal income tax purposes and for Colorado income tax purposes. The opinion will be executed and delivered by us in written form on the date the Bonds are exchanged for their purchase price (the "Closing") and will be based on facts and law existing as of its date. Upon delivery of the opinion, our responsibilities as bond counsel will be concluded with respect to this financing; specifically, but without implied limitation, we do not undertake (unless separately engaged) to provide continuing advice to the Issuer or any other party concerning any actions necessary to assure that interest paid on the Bonds will continue to be excluded from gross income for federal or Colorado income tax purposes. ~he>~>l~a>~ ~ ~i®Wa>~ Town of Vail October 19, 1989 Page 2 In performing our services as bond counsel, our client will be the Issuer and we will represent its interests. We assume that other parties to the transaction will retain such counsel as they deem necessary and appropriate to represent their interests in this transaction. Our representation of the Issuer does not alter our responsibility to render an objective opinion as bond counsel. As bond counsel, we will not assume or undertake responsibility for the preparation of an Official Statement or any other disclosure document with respect to the Bonds, nor are we responsible for performing an independent investigation to determine the accuracy, completeness or sufficiency of any such document. However, if a disclosure document will be adopted or approved by the Issuer, our responsibility will include the preparation or review of any description therein of: (i) [state of issue] and federal law pertinent to the validity of the Bonds and the tax treatment of interest paid thereon, (ii) the terms of the Bonds, and (iii) our opinion. In rendering our opinion, we will rely upon the certified proceedings and other certifications of public officials and other persons furnished to us without undertaking to verify the same by independent investigation. Based upon: (i) our current understanding of the terms, structure, size and schedule of the financing, (ii) the duties we will undertake pursuant to this letter, (iii) the time we anticipate devoting to the financing, and (iv) the responsibilities we assume, we estimate that our fee as bond counsel will be $12,000. Such fee may vary: (i) if the principal amount of Bonds actually issued differs significantly from the amount stated above, (ii) if material changes in the structure of the financing occur, or (iii) if unusual or unforeseen circumstances arise which require a significant increase in our time or responsibility. If, at any time, we believe that circumstances require an adjustment of our original fee estimate, we will consult with you. In addition, we will expect to be reimbursed for all out-of-pocket expenses, including travel costs, photocopying, deliveries, long distance telephone charges, filing fees, computer assisted research and other necessary office disbursements. We estimate that such out-of-pocket expenses will be in the range of $500 to $750. We understand and agree that our fee will be paid at Closing out of Bond proceeds. If the financing is not consummated, we understand and agree that we will not be paid. 5herma~ ~ Wahl Town of Vail October 19, 1989 Page 3 We look forward to working with you. Sinc rely, /~. Dee P. Wisor CC: Steve Jeffers two of uai 75 south feontage eoad vail, coloeado 81657 (303) 479-2105 office of flown manager October 20, 1989 Mr. William B. George Director Upper Eagle Valley Consolidated Water and Sanitation Districts 846 Forest Road Vail, Colorado 81657 RE: Northwest Colorado Council of Governments Dear Bill: The Town Council has asked me to write you concerning the Town of Vail's annual contribution to the Northwest Colorado Council of Governments for water quality-water quantity support. Over the past number of years, the Town has paid approximately $8,000 per year to NWCCOG for this purpose and is in the process of appropriating $6,878 for 1990. It was felt that perhaps the Vail Valley Consolidated Water Districts were also being assessed for this purpose, and we felt that some communication and coordination on the issue might be appropriate. I would appreciate it if you could 'let me know what involvement the Water Districts have in supporting this effort, if any. If the Water Districts are giving financial support, does this mean there is duplication involved. Sinc ely, Rondall U. Phillips Town Manager RVP/bsc cc: Vail Town Council ~, lowo a uas 75 south frontage road vail, Colorado 81657 (303) 479-2105 office of flown manager October 20, 1989 Ms. Toni Berns Food Resource Center P. 0. Box 1497 Avon, Colorado 81620 Dear Ms. Berns: The Vail Town Council has asked me to write to you concerning your request for funding for the Resource Center. The Councilmembers were somewhat surprised to see your letter to the editor when they felt they had given you an alternative which would give you the money you were requesting through the Eagle Valley Community Fund. The Councilmembers felt they had been very responsive in helping to find a source for the funds ,you were requesting and did not feel they had been insensitive to the request at all. If you feel differently about this, perhaps a letter or further communication with the Council would be appropriate so that you could state your concerns directly to them. Sinc el , Rondall V. Phil ips Town Manager RUP/bsc cc: Vail Town Council ,~ ~,°~' ~ti KALAMHZOO GAZETTE ® SUNDAY, OCTOBER 15, 1989 -- ~~ _. - 4, ~,.w > ~. ,.,d email: It never. sleeps ~ won steers, DICK DAMES GAZETTE NEWS SERVTCE VAIL, Colo. -When soldiers Peter Seibert and Robert Parker skied the virgin slopes. of Vail Mountain 100 miles west of Den- ver in the mid-1940s, a few graz- ing sheep and an occasional potato farm were the only other signs of life. Impressed with the surround- ings, the two GI adventurers, .sta- tioned at nearby Camp Hale, vowed to return to the area after the war. Meanwhile at Camp Hale, a mountain military installation 35 miles south of Vail, hundreds of fellow soldiers were sharpening their winter survival skills in preparation for a final World War II assault on Italy. What remains of the ski-toting 10th Mountain Division today are acres of crumbling building foun• dations and thousands of feet of Hat land below the towering mountain peaks of Tennessee ~ y ~ ti ~ ,~ ~ tit :j E ° ~' t : ~ Y'1~ ' ~`~1' ~ tt~"~"t L. j4i ~, i S! r, M ~ ~r~~ t'4.t~ ~Y ' c3 j .,, j~jij S .Y ~ 1 R - . • ~ YYYTTT ~.; ~ `1i~' ~~ ' 'mss ~' ~ S. "~ ~'i¢ ~ ~;~ • . ,. ,.. ~ ~ , ~,, t• ,~~, ~~I ~ r~' .~ ., z I: .:. ~i ~ . ; h ~ ~ •t .r 'i.,~:l~. >1 ~ _ ' r ~. ,~ '! , ~, _ , ~ ~. , s jj , ~ t~ t ~ 'x. ~, ~ J r,, ~ ~ ti, z .e1 ~ ~ ~ , 3 ~ L ° ~ ~- ~ .,r~~ ~.,, ~ ; ,x s ~ '~,~ _ ' vu~ ASS[]CIATES PHOT( Pass. Vail, however, has been trans- formed from an uninhabited fade- Skiing on Vail Valley's 4,000-plus acres of hills provides plenty of thrills 'n' spills. away 8,150 feet above sea level to a flourishing community of 4,200 ~ ~ ~®® permanent residents. The' Vail Valley is visited by about 2 mil- lion skiers and summer tourists o each year. ® ~ ~~~ When Seibert and Parker re- turned to their Rocky Mountain discovery after the war with plans to develop the area, they started VIES D~ ~DN modestly. Assisted by support from a group of friends and roves- E .rsvicE VAIL, Colo. -Ranked by two major ski maga- the two men were able to tors tines as the No. 1 ski resort in North America, the , open a small lodge and two res- Vail Valley in recent years has achieved internation- taurants. One ski lift aided Alpine sportsmen to the top of the 11,000- al prominence. The site early in 1989 of the prestigious World toot mountain. dozens of investors also Later Alpine Cup championship, Vail will again be a center of national attraction in December when it plays host , "discovered" Vail country, and to-' day there are 20 operating ski lifts to two Women's World Cup races. In between major events, more than 1.5 million 10 in nearby Beaver Creek in Vail skiers of all ability levels will be taking advantage of , and a total of 169 trails. Vail's winter facilities this ski season, which begins in Local officials say Vail's addi- l mid-November. Helping to run the mountain opera- under the direction of ill be 800 ski instructors li tion of the 1,881-acre China Bow a year ago makes the resort's ski- , on w Olympic medalist Cindy Nelson, and 2,500 mountain able acreage the highest in North employees under the direction of Vail Associates Inc. 000 acres of alpine ski trails in ore than 4 Th America. In addition, at least two - Ski i , e m Vail Valley were ranked first in 1988 and 1989 by Ski nes international magaz and Snow Country -have ranked magazine, and first !n 1989 by the Snow Country Vail's ski slopes as the best on the continent publication. in citing Vatl, Ski magazine readers specifically . Vail was named after Colorado ' rated the area's ski slopes tops in quality in North highway engineer Charles Vail, America, and gave a tront•ruruung ' A" grade to the high-tech quad lifts recently Installed al Vail. Please see VAIL, D2 Seven htgh-speed lifts can lake 35,820 skiers an hour up the hills of Vail to the area's 169 slopes. That, officials say, nearly eliminates the haled long waiting lines of previous years. In all, Vail Associates, under the direction of tele- vision magnate George Gillette, has invested $25 mil• lion in resort improvements over the past two years. Associates officials note that the cost of skiing at Vail Mountain remains within a reasonable price range for adults and children. A lift ticket for a day of adult skiing, ending at 3:30 p.m., costs $36. Chil- dren pay $22. A six-day adult lift ticket requires a $198 payment, while children pay $132. Senior citizens ages 65-69 pay $25 a day, and skiers over 70 get in free. I think we have file most diversified terrain in North America," a Vail Associates official pro- claimed, adding, "We have trails for beginners to exppeerts." E'or the children, there is a "Mountain Adventure Program" that lakes youthful and toddling skiers through real and make-believe forts, mines and west- ern settlements. For adults starting out, ski instructors can use Cy bervision TV cameras to chart downhill progress. Please see VALLEY, D2 ®a KALAMAZOO GAZETTE f] SUNDAY OCTOBER IS 1989 _._.... .-._ _.... _. 9 tV.Y1L Continued tram Dl who was credited wiN blazing a network of roads io the 1930s and '40s through previously unpassable Colorado high muptry. His accom• plishments include the legendary Continental Divide Beaver Creek, a nearby resort where torrtrer President Gerald R Ford makes his summer Mme, ie rappidly under ansintction and de• veloptcent by ifs owcer, Vail Also- dates Inc. The corporation, headed by television mogul George GiUetle, also manages the operations of Vail Mountain, where it has itrvesled about 825 milliat m improvements over the past two years Larding aederxe to Van's ar dalrtted uniqueness is its Iull•time, 36-man police departtpent 1)riv mg Saab patrol cars in the winter and riding bicycle is Ne summer, Van's meo-io-blue are viewed as friends o[ the commrmity. Duripg the height of summer, most of the patrolling otfirnts sport sMrts and polo shirts with embroidered Mdget: In Ure words of cee revdent• "It makes them more approachable." Vail and its Tproleao-style ar• chitedure makes its frequent Eu• ropean vidtots feel at Mme. lts 78 lodges, doiras ~ Mlels apd mr merota other establistunents, ar conunpdating come than 30,000 overnighters in season, have a dis- tirctly Swiss Alps loot An Alpine clock tower in the center of the village is a popular centerfold oo t~aledars and past cards Enttrtainm~t io Vail rang from rughtiy band music and a bi- weekly mrnedy pighl at Cyrano's restaurant std Casablanca Bar, to Ure acoustic guitar on the patio of the Clodt Tower Cate Jar: is fea• lured at Skeika's, and the vet>era• ble lodge at VaB aHers quaUty piano-bar musie TM Gerald R Ford Amphitbea• ter is Up scene o! ongoing the• atrial std musical prodtutians througMut Up year. A special eating-0ul venture eo- joped by many Vail visitors is a moonlight sleigh ride to Beano's Cabin on Beaver Creek Mountain (or dinner. After a glass of Mt ctnxrolale or peppermint scMapps at Ure starting-point Lm of Beaver Creek participants board a 42- seat sleigh for their mountain din• ner trip. Travel in downtown Vail, where rnld Gore LYeek Uumders lhrougb on ifs meandering trip westward from the mountains, u restricted mostly to loot and Dlcpcle tratfu. Cars are discorrraged aad only motorists wM have residential passes ar business to conduct are permitted past strcettmnar gate keepers. However, a free shuttle bus service is available Nat lakes riders to all points in ure veil Val- ley at least 16 horns a day, The climate w Vail ("winter u why we came here; srunmer is why we stayed') has a GtUe of somettdng for everyone -from a winter season tMl brings more than 300 inches of goes amtually, to a summertime o! Mt, clear days and root, crisp rmuplain nights. to late summer and early fall, days frequently begin wiN cloudless skies and brumk sin and end vriN ap abrupt, taio-produLing Nrmdetstorm Vail is part M Eagle County, which boasts a total population of !1,000 peRpaneai residents. Uo- like Borne of the nearby rnmmuni- ties, Vail residents and tourists usually pay more for fife's essen• dais and entertainment local land values easily can range frorq SI00,000 to more than El nWlioa Vail Chamber of Com- merce o6ciatc say goH Legend Jack NxMlas recently bought for development a oneaae petrel of land is Beavar Creek for E550,000 - which, as oce official rated „was haU•price" Property m Vail Village is so scarce Nat only esisting, rernn• strutted buildings are being used for cew residential development Raren Morley, director of the Vail Chamber of Conunerce, said Ure village ran out of space about five years ago. Coratntction of homes now ri ertending to lard Farther west and northwest of U>e Vail Valley, she said "Real estate people are crying for some sort of inventory to show people. This year it's been unbe• Gevable,"she said MarieLTaire Moritr, twrcer of Veil's classy La Tour restaurant and one of tM village's more rnl- orful resident, agrees Nat having an opera Muse m Ne Mmetown environment is not a requirement in tM search for happiness. C~~ Continued from D] Alpine ski trails range from g~Ue to nary, on bumpy terrain ar fluffy powder. The Vail Valley ski area also has mare than 30 kilometers of groomed crasFCOUn• try ski mils. Vail shopkeepers concede that winter historically has been the area's economic boom Carol Iarderholm, manager of Memories of Vail, an area art store, said winter receipts io her small shop ran exceed E3,000 a day, compared to a E300•aday in- takeduring warmer months. NeverNeless, she said "This was Ure biggest summer ever. We were up about 30 percent is terms of dollars." Outer VaU•area business offi- cials agree, pointing out Nat l6e entire Vail Valley has enpyed a 25 percent bike in lotrrrsm and dollars spent so far th~c year ONer recreational events at- tracting Ure boards of vaitors to the Vail Valley uKdtde Ne brv geoning sport of mamtam biry• cling, billing, ballooning, water rafting, swirtuning, fishing and golf. A streamlined cetwott of biry'- de pallLS following Interstate 70, which copnecfs Vail to parts west and east, takes riders to nearby Vail Pass and on toward Denver. Biegcle etdhusiasts oho can choose from among hurdreds of train and pathways heading mlo the mountains and woods. Mountain biking is permitted ~ Vail Mauptain's ski slopes during summer and tall Popular wiN many riders is U>e ad of taking a gondola hft to the top of the mountain, wiN bicycle ip hand, and then ~gwiMN side carious downbiU camse brakes smoking. Born m France, MORtI mtgra4 ed to YaU io 1967 with her hus- band, Walter, after a circuitous route through Chicago. A true Vail "pioceer," Moritz says she does. pot miss the opera. Moritz, whose regular custom- ers include President Ford, NBC televidon cews announcer Tom Brokaw and members o[ Ure Keo- reedy family, said Yail "per square (not bas the most incredible food on this side of New York City. ]t's not just mashed potatoes and era. vy. It's special Everyoce tries ... and because of the rnmpetition, it has to be tops because somebody else can do better than you." Vail Associates and several Vail-area sporting shops rent biry. des at a cast of about E9 for Ne lust hour and E4.50 for each hour Nereatter. A few intrepid bikers try Heir luck at matching 1986 world champion mountain bike Mike Closure along a 2~h•mile vertical climb for 1,D00 feet to Ure Eagles Nest Ski Parrot center on Vail Mountain. The times set by (assure, wM is now an employee of Vail Also- dates, are ponied along the way. 4 Bikers enjoy a pleasant starerter testing in Cte shallow of Vail Mountain. C°E°N°T°~°E Peter Patten Town Planner Town of Vail 1309 Vail Valley Drive. Vail, Colorado 81657 Dear Mr. Patten: This letter is to advise you of possible decision to change the by GOODS from commercial/retail :>~~, ~`; ~~ our dissatisfaction with your zoning in the space now occupied to a condominium. My feeling is~ being out of town owners the concern over marketing and making the space work was left to managers, and I am sure you are aware that does not have the same impact as an owner residing in Vail. Prior to GOODS moving in, Keith from Ralph Lauren/Polo occupied the space successfully for several years, and Nancy from Tezla also occupied her space successfully for several years. Not to mention that TOTAL BEAUTY CENTRE has been in their retail space since 1979, and being a retail and service outlet, the location and entrance situation has been a lot more difficult to overcome, and yet we have a very successful operation. I hope you will take the above comments into consideration before making a decision, Please feel free to call me to discuss this matter. Thank you. Sincerely, __~ Brenda Le Grange Owner BLG:jIm Vail Village Inn Plaza. Vail. CO 81657 1303)476-5933 y . .. Vowo of uai 75 south 4rontage road vail, Colorado 81.657 (303) 479-2105 office of flown manager October 16, 1989 Ms. Caryn Ostergard Deevy, Ph.D. 525 Forest Street Denver, Colorado 80220 Dear Dr. Deevy: On behalf of the Vail Town Council, I thank you for your letter regarding the snowmobile and snow-cat traffic on west Forest Road. I understand your concerns. Unfortunately, however, I am not able to provide a positive response to your situation. As you are aware, the majority of the snow-vehicle traffic which you oppose is generated from Vail Associates' (VA) mountain maintenance shop, located at the end of Forest Road for over twenty years. VA's need for close proximity to the mountain for its daily mountain maintenance activities prompted this site selection for the shop. This site provided necessary ease in access to the mountain as well as minimal disturbance to the community and residents. Unfortunately, a great deal of residential building has taken place since that time, most without regard for VA's need to use this strategic location for its mountain maintenance activities. In response to resident concerns regarding the noise and traffic, VA has explored various alternatives. No option has been found, however, which is logistically feasible and produces less negative impact to the community than the current location. The location ,you have chosen for your residence is optimal for many reasons, including access to the mountain and Village; unfortunately, at certain times of the year your location is also subject to the "down-sides" of on-mountain living, including mountain care and maintenance activities. There are certain inconveniences inherent to everyday life in a resort community. _, Ms. Caryn Ostergard Deevy, Ph.D. _ October 16, 1989 Page 2 I have relayed your concerns to Vail Associates and regret that we do not have an answer that is more acceptable to you. Since y, ~ , Rondall V. Phillips Town Manager RVP/bsc cc: Vail Town Council Vail Associates ~ l ~ ... Caryn Ostergard Deevy, 1'h.l~. AUDIOLOGICAL CONSULTANTS 525 Forest Srreec Dem~er, Colorado 80220 1103) 322.0777 September 25, 1989 Vail Town Council: REC'~ S E P 2 81989 It has come to our attention that the Vail Town Council claims to have never received a complaint about the snowcat and snowmobile traffic on West Forest Road. As a new resident, ~ find that almost impossible to believe unless things changed drastically in 1989 when we purchased our property at 736 Forest Road. We closed in November and spent our first evening there sometime that month. We were shocked by the first snowcat -- the combination of the vibration, noise and flashing lights gives one the impression that you have a Heliport on your patio. The snowmobiles are even worse in terms of noise level and speed of travel. At a shift change, the vehicles may come 10 in a row, and there is rarely a 15 minute interval in any 24 hour period that a snowcat or a snowmobile does not roar by. Aesthetics aside, the worst problem is that you cannot sleep. Our baby was 6 months old when we moved in, and he woke up screaming every time a snowcat or a snowmobile went by during the night. Needless to say, our first night in our "dream vacation home" was one of many tears and no sleep. The issue of safely is another problem. I believe you run the snowcats all night to have less chance of an accident with a skier on the slopes during the day. But what about auto and pedestrian traffic on Forest Road? A tragic vehicle/pedestrian accident is a very foreseeable hazard, given the volume of snow vehicles and skiers, tourists, and children on the street both day and night. Of course Vail Associates would bear the brunt of the expense and bad publicity of such a suit, but the tragedy would be on everyone's conscience. So, we have a ski resort property that cannot be enjoyed by us nor rented during the winter months because of aesthetic, economic and legal liability reasons. But wait, we are getting out of the city and its pollution, aren't we? What's all this complaining about a little lost sleep and fear of children being crushed by multi-ton vehicles traveling on a narrow street? Well, it seems that the diesel exhaust that these vehicles are blowing into ,- .. j Vail Town Council September 25, 1989 Page Two my living room 24 hours a day, 7 months a year, is seriously compromising my family's health. Talk about SWAMP LAND IN FLORIDA!!! There is another dimension to this issue that is worthy of your consideration. I don't have to tell you what a mess these vehicles make on the street and at the point of entry to the mountain under the gondola. This is the first area seen by new skiers riding the gondola and by visitors to Lionshead shops and restaurants. It's not a pretty postcard! Remember, you don't get a second chance to make a first impression. When we purchased our home, we had intended to immediately make improvements to the outside appearance of the structure and to do considerable landscaping. These projects have been deferred indefinitely as we have come to realize that we couldn't give this property away now that everyone is becoming aware of the noise and pollution problems (the diesel exhaust is also very hard on new landscaping). It occurred to me that other residents have made similar decisions to pass on improvements. My point is that I don't think Vail can afford to create a Ghetto in such a visible portion of her real estate. We have been advised to sue the selling agent for lack of disclosure and Vail Associates for loss of rights to "quiet enjoyment" of and SAFE access to our home. Such things are costly, time consuming and involve a lot of bad publicity. I still find it hard to believe the problem- exists at all and there isn't a more logical place for these vehicles to be. Our newly-formed Homeowner's Association looks forward to hearing from you and welcomes an opportunity to speak to the council. I also extend an invitation to anyone who would like to spend a winter evening sitting in my noisy living room to see for themselves what we are talking about. Sincerely, ~~~ ~:~~_ i Caryn and Brian Deevy cc: Vail Associates Eagle County and Denver Assessors Offices Forest Road Homeowner's Association Public Works: Mr. Pete Burnett Town Manager: Mr. Ron Phillips REC'0 OCT 1 71969 NATURAL ENERGY RESOURCES COMPANY ® ®®A ® .. ®®~ . _ ®- ®- - - P. O. Box 567 ~ Palmer lake, Colorado 80133 ~ (719)481-2003 ~ FAX (719)481-4013 October 12, 1989 Denver Water Board 1600 W. 12th Avenue Denver, Colorado 80254 Re: Video - Tn~LTH OF b~TIIt I1lT AIO ~IARADD Dear Commissioners: Your manager's October 4th refusal to stop wide distribution of subject video is a flagrant disservice to the people of Colorado. The Denver Water Department's (DWD) May 11th instructions to the video contractor clearly show intent to disguise DWD's editorial and financial involvement, ie: "In your activities relating to this educational project, you should make clear that the views you are expressing and the activities you undertake are those of Rural Marketing Service....it is expected that an educational video will be created and approved by representatives of the Denver Water Department (Ed Pokorney) and the Metropolitan Water Providers (Bob Tonsing)." The ac}~owledgement at the end of the film and the latest poster wording surely do not give the viewer a true understanding of the e.~ctent of DWD's sponsorship. In fact, the video's credits appear to indicate sponsorship by The American Lyceum, Inc., a "Citizen Education -Public Deliberation" organization with close ties to Rural Marketing Service. The greatest travesty, however, is the video's invalid message that Northern Colorado agriculture will dry up if Two Forks is vetoed by EPA. As indicated in EPA's decision statement, there is no evidence to support this notion. Nevertheless, DWD continues to promote this "red herring" in a desperate attempt to alarm the non-technical public into supporting an outmoded concept that had DWD's total commitment long before the environment became a national concern. We again ask the Denver Water Board to stop the video for the reasons outlined in our September 27th letter. We also request a response to our longstanding offer to provide DWD engineering assistance to objectively analyze the ongoing alternatives that are not a threat to Colorado agriculture. These are the superior alternatives that were improperly screened from the environmental studies Thank you for your consideration. Sincerely, Allen D. Miller, President ADM/bm Encl: DWD letter dated October 4, 1989 cc: local, state, and national leaders and civic organizations. ``tt\~~~i ~JJoar~ o~ \G%J/cz~er commissioners t ":: ~p• ~°""~;~~11 1600 W. 12th Avenue Denver, CO 80254 Phone (303) 628-6000 ° _ ~ 1 Teleco ier No. (303) 628-6509 o ~r.aL . ~ p' HUBERT A. FARBES, JR., President ~~r ~ .~`,~~ MALCOLM M. MURRAY, 1st Vice-President fM1~ 4u• Ot' r.~ ~JN T\ O\ ~~ MONTE PASCOE t~t~~~t~~~ DONALD L. KORTZ MS. ROMAINE PACHECO W.H. MILLER, Manager October 4, 1989 Mr. Allen D. (Dave) Miller, President Natural Energy Resources Company P.O. Box 567 Palmer Lake, CO 80133 Re: Video - "Wealth of Water in Northern Colorado" Dear Mr. Miller: I am responding on behalf of the Board of Water Commissioners to your letter of September 27, 1989. The video which you question was produced by an independent contractor employed by the Board, and furnishes important information to the public for evaluating the use of the waters of the South Platte Basin, and the importance of proceeding with design and construction of the Two Forks Dam and Reservoir. This production was a proper use of funds of the Board and of the participating water providers, and the Board has no intention of withdrawing its sponsorship. You assert in your letter that the Board's sponsorship of this video is "secret," but I must inform you that the acknowledgments at the end of the film credit the Denver Water Board, and The American Lyceum poster (copy enclosed) is distributed with the film and contains the following message in bold type: "Underwriters Denver water Board Metro Water Providers." By these means and others the Board has given full publicity to its role in the distribution and showing of this video. Sincer 1 er Manager WHM/WDW:ss Enc. ~a ~I~-TUR~~ EIVER~V RES®URCES ~®MPANV P. O. Box 567 ~ Palmer Lake, Colorado 80133 ~ (719)481-2003 ~ FAX (719) 481-4013 _ October 6, 1989 Senator Tilman Bishop, Chairman Interim Committee On Water State Capitol Building Denver, Colorado 80203 Dear Senator Bishop: Thank you for the opportunity to testify before your committee yesterday. Enclosed please find information on our company's board of directors, per your request. We appreciate your committee's request for the Authority, Board, and State Engineer's written comments on the specific points in our September 20, 1989 paper. on Colorado Water Planning and Development. This is a good way to get to the heart of these difficult state water matters that have long been avoided as too politically charged. When the comments are received, we would surely appreciate a copy. Your water committee's consideration of urgent legislation for state water planning is also very timely, if we are to stop the Feds and national environmental groups from dominating Colorado's disordered water scene. Since ely, ~~ Allen D. (Dave) Miller President ADM/bm Encl: NECO info paper Jan. 1987, Sep. 20, 1989 paper. cc: Governor Romer, CWRPDA, CWCB, State Engineer, Legislators. .- NATURAL ENERGY RESOURCES COMPANY January, 1987 Su__ bject: Information, Natural Energy Resources Company (NECO) Background: NECO was formed in 1982 by a group of water attorneys and retired U. S. Bureau of Reclamation executives. The purpose of this private company is to develop major water and power projects. There are currently 118 stockholders with most of the shares owned by twenty major investors. To date, NECO has committed approximately $1.6 million in cash- and services for the development of Rocky Point Pumped Storage Project and Union Park Water Supply Project. NECO has a 1986 agreement with Union Park Constructors (a joint venture between Ebasco Services, Black and Veatch, and Harrison Western) whereby the Constructors perform the engineering and environmental studies, arrange for financing, and provide accounting and management necessary to complete the preconstruction phase of the projects. NECO, in return, has agreed that the Constructors will receive turnkey contracts for construction of the projects. President and Board Chairman: Allen D. (Dave) Miller, Palmer Lake, Colorado, 55, married with five sons and daughters. University of Colorado, 1954, B. S. degree, Business Administration. University of Tennessee, 1963, M. S. degree, Business Management. Retired from U. S. Air Force 1974, with rank of Colonel. While in Air Force served as a representative and prime mover for United States and Department of Defense participation in the international development of intermodal container distribution. Since retiring from Air Force, active in real estate development and private investments. Vice President and Board Member: Jack R. Orr, Greeley, Colorado, 52, married with four children. Rancher, investor, and real estate broker specializing in farm and ranch properties. Past president of Colorado Cattleman's Association and board member of National Cattleman's Association. Secretary and Board Member: Rhinie Brunner, 61, Ault, Colorado. Wife deceased, five children. Farmer and cattle feeder. Treasurer and Board Member: Uwe Schmidt, 47, Colorado Springs, Colorado. Married, two sons. B. S. degree, Business, University of Hamburg, Germany. Accountant, real estate broker, developer, private investor. Board Member: Abner Watts, 65, Lakewood, Colorado. Married, 2 sons. 6. S. degree Electrical Engineering, Louisiana Bch University. Registered Professional Engineer state of Colorado. Thirty-three years experience with U. S. Bureau of Reclamation. Last position was Chief of Power Division, Lower Missouri Region, covering 16 hydroelectric plants and 3700 miles of transmission lines. Board Mernber: Dale B. Raitt, 62, Lakewood, Colorado. Married, son and daughter, B. S. degree Civil Engineering, University of Nebraska. Registered Professional Engineer in Colorado and Nebraska. Thirty-one years service with U. S. Bureau of Reclamation. Last position, Assistant Regional Director, Southwest Region. Board Member: Leonard Geringer, 35, Wheatland, Wyoming. B. S. degree, University of Wyoming. Farmer and cattle feeder. Chairman of Board, Wheatland Rural Electric Association. P.O. 8nx 5G7 • f almer l.~kc, C~Inrnth 80133 • (303) 481-2003 _. - September 20, 1989 Legislative Outline for COLORADO WATER PLANNING AND DEVELOPMENT Problem: Colorado's water development is being seriously retarded because of the state's historic resistance to statewide water planning, and the recent diffusion of accountability between the state agencies responsible for water planning and development. Factors Bearing On Problem: 1. In this age of environmental enlightenment, federal permitting agencies normally expect to evaluate specific water development proposals within the context of state and regional water planning. 2. Colorado is the. only Western state that has never developed any form of state water plan to serve as a guide and overall perspective for local, state, and federal decision makers. 3. Colorado's near exclusive reliance on its original "prior appropriation doctrine" tends to create a confrontational water development atmosphere, where protracted legal battles and political momentum are more important than objective engineering, environmental, and economic evaluation of alternatives. 4. Colorado's water development scene is largely dominated by non-technical water attorneys, instead of engineers and natural resource specialists. 5. An estimated 70°~ of the nation's water attorneys are required to administer Colorado's water structure, and this group generally adheres to the doctrine: "If it ain't broke, don't fix it." 6. Since its inception in 1937, the Colorado Water Conservation Board (the Board) has helped effectively plan, evaluate, finance, and promote over 200 water projects and studies _using $159,868,437 in state funds. 7. In 1981 the Colorado Water Resources and Power Development Authority (the Authority) was established as a political subdivision of the state to specifically obtain low interest bond financing to acquire, construct, maintain, repair, and operate water projects for the protection, preservation, conservation, upgrading, development, and utilization of the state's water resources. 2 8. Since its inception, the Authority has provided financing for only one water project (short-term bridge loan for Stagecoach Dam and Reservoir until federal funding received), and most of its effort has been devoted to 7 unrelated, inconclusive water studies that previously would have been handled by the Board. 9. Water studies by the Board and the Authority are only made in response to and controlled by local sponsors, who are interested in promoting their own particular project or viewpoint. 10. Both the Board and the Authority deny any responsibility or interest in conducting studies and state planning that involve the state's larger, controversial questions such as: balanced water use between basins, surface vs. ground water, statewide environmental protection for droughts, technical and legal incentives for city and farm conservation, availability of new water from improved irrigation techniques, alternatives for Metro Denver, and strategic long-range planning. 11. Although the Two Forks Dam proposal is probably the most important water issue in Colorado's history, neither the Board nor the Authority provided any statewide evaluation for the governor and other local, state, or federal officials. 12. Colorado's staff participation in the Tao Forks matter was limited primarily to narrowly defined areas involving water quality and wildlife. 13. Because of heavy local influence and past refusal by the Board and Authority to conduct individual studies within the context of statewide water planning, the overall quality and usefulness of Colorado financed water studies is generally very low. Leqislative Solution: Reconsolidate all state water planning, financing, and development assistance (including waste water) under the Colorado Water Conservation Board, and direct the Board to prepare an initial advisory type state water plan by January 1, 1991. When debt financing is advisable for Colorado water projects, this technical function shall be assigned by the Board to the established Colorado Capital Finance Corporation for administration. Allen D. (Dave) Miller Natural Energy Resources Company P.O. Box 567 Palmer Lake, CO. 80133 (719)481-2003 •' 0. STATEMENT DELIVERED BY ARAPAHOS COUNTY COMMISSIONER THOMAS R. EGGERT TO THE LEGISLATIVE INTERIM COMMITTEE ON WATER OCTOBER 5, 1989 Revised October 6, 1989 Thank you for the opportunity to bring to your attention our concerns regarding water supply and water issues in Arapahoe County. I will also bring to your attention suggested changes to the system which could result in better management, increased supplies, reduced confrontation and lower costs. Because of the uncertainties surrounding the permitting and construction of the Two Forks Project, Arapahoe County, while supporting Two Forks, has been extremely concerned about future availability of renewable and dependable water supplies to serve areas in our County. This concern is shared by other water providers in Arapahoe County who own approximately 50% of the Two Forks Project. In recent years a number of these providers have approached the County to explore possibilities of working together to jointly develop raw water sources that would meet our future water requirements. The population of unincorporated Arapahoe County is approximately 113,000. This figure is projected to be approximately 320,000 in 2020 for a growth rate of 2.4% per year. The total water demand resulting from the population increase is estimated to be approximately 80,000 acre-feet per year. Most water providers in Arapahoe County depend in part or in total on non-renewable groundwater supplies. If these supplies continue to be the source of water obviously additional demands will be made on the acquifers. Nine such providers, who use groundwater exclusively, currently consume approximately 12,000 acre-feet of water per year. A current water needs study being done for the County projects that by the year 2010 these nine providers will be using an additional 18,000 acre-feet of non-renewable groundwater supplies. The County has determined that long term reliance on non-renewable groundwater supplies is not responsible public policy. The County has been involved in discussions with other water providers in ,~ the County concerning how the County can assist in acquiring and guaranteeing long term sources of renewable surface water supplies. The County has formed a Utility Advisory Board, consisting of water experts from our districts, cities and businesses to advise the County on water issues. The County, based on the recommendation of its Advisory Board, has undertaken a study to establish a County water resources plan. This plan will identify water sources, demands, distribution systems and institutional issues on a County-wide basis. With this information as a start, water supply alternatives can be identified and acquired. In August, 1988 Arapahoe County acquired the proposed Union Park Project, a head waters project, which will develop renewable water supplies in the Gunnison River Basin as well as generate hydroelectric power under a conditional FERC permit. Simultaneously with the acquisition of the project, the County entered into an agreement with the Castlewood Water District, under which Castlewood will own 9'~0 of the water yield. The City of Gunnison and 2 Parker Water and Sanitation each own 5%. The County might consider conveying its share of the project to some form of a metropolitan water institution, provided it is compensated for its costs in obtaining the project and maintains control over how the project water is allocated and used in the Denver Metropolitan area. Arapahoe County in 1988 formed the Arapahoe County Water and Wastewater Authority and signed an agreement with the Arapahoe Water and Sanitation District to manage the District's operation. The Authority will work with other water providers in a cooperative manner to enhance their abilities to act together as an effective utility. The Authority's mission is two-fold: To provide cost effective service to its customers and to implement sound planning for effective water management. With this background, it is easier for you to understand our request that the Legislature provide enabling ,legislation to allow counties more flexibility in dealing with these issues which directly affect the economic well being of our communities. Arapahoe County is ready to play a key role and to participate in any efforts aimed at securing renewable water supplies for the Front Range urban counties. The Legislature can do a great deal to encourage water providers to work together and to better manage present and future water supplies. What form might this encouragement take? Let's start by changing to an administrative process for the issuance of a decree. Only Colorado uses the water court system. This would reduce confrontation, process time, costs and result in better management and service to customers. Second, the administrative process could be used to determine the amount of water required for the use intended, thus freeing additional amounts of water. Third, the administrative process. should use a return on investment concept. What revenue stream flows to the State from the use intended? Fourth, establish methods to set reasonable minimum stream flows to assure extended seasonal recreation use. Fifth, eliminate the use of 1041 as it applies to water and its use as a mechanism for blackmail, blocking of projects and escalcating costs. Colorado's water is owned by all the people and it should be administered for the greater good! Sixth, concurrently with the above, assign the Colorado Water Resources and Power Development Authority or the Colorado Water Conservation Board the responsibility to prepare an inventory of water resources and a water plan for Colorado. Seventh, enact enabling legislation giving counties the same flexibility to deal with water and sanitation issues as cities now have. You in the Legislature control the future of this State. In closing I'd like you to remember the words of the Roman philosopher Platus, "Wretched business to be digging a well, just as thirst is mastering you!" WI-IAT S~IOULD WE DO TO IIVIPROdE WATEIB IvIANAGEIVIENT IN COLORADO? Editorial by Neil S. Grigg - What would you do if you were Colorado's Water czafl Dick MacRavey, Executive Director of the Colorado Water Congress, invited several to speak on this topic at the CWC August meeting. This is a summary of my contribution. Last year I reviewed a number of water policy statements and compiled a general list of needs such as: reduce transactions costs in water marketing, encourage cooperation, deal with new federal roles in decisionmaldng, provide better financing, improve water management, groundwater use, exchanges, drought preparation, integrate quantity and quality, provide Front Range water supplies, protect agriculttue, provide instream flows, improve water use efficiency, and protect compact entitlements. But it's a long way from compiling this list to the reality of moving toward improvements, so we have to be realistic. I think that the highese priority is to provide a balanced and adequate water supply, for all needs in all regions, to develop and implement a state water supply strategy to meet these needs. It would be a state water plan, in a manner of speaking. Now, how would this be done? Fast we need anagreed- upon goal at the state level: develop a state water supply strategy that meets all needs to the maximum extent possible, guarantees regions a future, enables maximum economic development and provides environmental enhancement; all this being done while protecting individual water rights and compact entitlements. Specifics would be: -- Organize regional water management in the state. Regions would be: Denver metro area (regional raw water), Northern Colorado, Southern Colorado, West Slope (maybe in basins), and San Luis Valley. -- Develop cooperative, market-based pooled approaches to water management. -- End the "use it or lose it" problem and provide ways to really encourage water use efficiency. -- Take an activist approach to citizen education about water resources. These measures are not simple, and they will require effective policy analysis. The following studies would be needed: -- A policy study to find options for ending the "use it or lose it" problem. -- A water management study to show what could be done with inter-regional cooperation, including the possibilities for exchange and sharing of water, the enhancement of instream flows and improved conjunctive use. -- An economic study, to show how the state can get the most return, including environmental returns, from its water. -- An environmental study, to show where changes are needed to enhance the environment, with prioritization. -- An improved data base and GIS. To move ahead on this I would organize a joint ezecutive- legislative study commission. It would need one year for the organizational aspects and two years for the studies, with recommendations at the end of year three, or sooner. It would require effective staffing, so a budget would br needed. To make this work it would have to involve the state's water managers to provide ideas and review staff studies. The chairpersons would have to be committed and rely heavily on a skilled and experienced staff. What would this do for the State? In the ideal case, regions would be guaranteed economic futtu~es; thus there would be an end to the area-of-origin conflict. There would be an end to controversies like Two Forks, since consensus would be greatly enhanced and effective planning would be in place. The intrusion of the federal government into Colorado water masers would be greatly reduced, and Colorado would br seen as a leading state in the matter of state water policy, not a state that spends $40 million on a water supply study only to have the federal government come in and make the decision. Urban water use would become more efficient and expensive. Pricing would be used to manage demand. Agricultural water use would become more efficient and market-oriented. Leased water and opportunity water would become more common, and opportunities to lease water to cities would increase. Drought protection would increase. Public trust arguments would end Cost of decisionmaking would go down. There would be enhanced public support and more respect for water management in the state. Frankly, there might be less increase in the cost of water rights, less litigation and reduced activity in the water courts, and a reduced need for state agency administration. There would be more need for regional and inter-regional management and administration. The data base and GIS would be an important central agency function. Obviously, these are ideals, not easy to achieve, but worthwhile to pursue. I personally believe we can move in this direction. Interstate compacts will need continued attention; this is going to be more important in the future, especially in the Platte and Colorado basins. Other water problems, such as water quality and flood control, will continue to need attention also, but do not seem to be the highest priority. Neil Grigg is Director, Colorado Water Resources Research Institute, Colorado State University ~C'0 OCT ~ 6 X89 ~~~ & ~OIVIPAI!!Y ~ &~EALTORS~ ~e~®~ >I ~ ~ L~~~~^ and Gardens® 171 High St., I`lewburyport, MA 01950 TELEPHONE (508) 462.4430 10 October 1989 Vail Town Council 75 Frontal Rom Vail, Colorado 81657 Dear Sirs: It has come to my attention from the Presic~nt of the Washington L~rosse Club, Mr. Sam Bland, (via Mr. Flip Naumberg) that members of the Vail Town Council were "not amuses"with certain events which occurs during the 1989 Lacrosse Tournament. As spokesman for the Washington L~rosse Club, I assured Mr. Bland a letter would be written. Ne~less to say, all members of the Washington team have enjoyed our annual trip to Vail for the past two years. The organization and growth of the tournament has been a wonderful success for the game, completely due to the efforts of Mr. Naumberg. I assume the Town of Vail has fart well with the off season activity, especially the restaurants and retailers. Of course along with growth, bigger head~hes and l~istical problems will undoubtedly occur. Without getting toophilosophical, part of a famous quote comes to mind, "The world will little note, nor long remember what we say here, but it can never forget what they did here." f'm sure no matter what gratitu~ the Washington Club expresses to the Vail Town Council for sponsoring such an event, it probably won't suffice to those who were affects directly. Regardless of who was involy~, the irresponsible motions were unexcusable and the Washington Club offers their sincere apol~ies to those who were inconvenienced. In ~ldition I would like to make a few suc~stions, not necessarily concerning the tournamnet but the whole event as it relates to the town of Vail. A sincere letter is one thing but it d~sn't help the problem. Solutions, or at least su~stions (I hope) will assure the Vail Town Council that participants of the tournament ~ care, especially the Washington Club. Branches: Andover, Back Bay/Beamn Hill, Belmont, Brookline, Cambridge, Chelmsford, Cohasset, Concord. Danvers, Dedham, Duxbury, Gloucester, Groton, Hingham, Lincoln, Manchester, Marblehead, Milton, IYewburyport, Newton, Plymouth, Sharon, Sherborn, South Hamilton, Sudbury/Framingham, Topsfield, Wellesley. Weston, Winchester, Cape Cod: Falmouth, Osterville, Sandwich, Wareham/ Buzzards Bay, hew Hampshire: Salem Relocation Center: (617) 4269675 Main Otflce: 7080 Lincoln Street, Boston. Massachusetts 02111 (617) 4264260 As a resident of the City of Newburyport, Massachusetts, I am often involved with the Chamber of Commerce. Vail and Newburyport are somewhat analogous, in that our city is a large tourist attraction during the summer months and prepares ~cordingly as does Vail during the winter. Off season, however, problems occur when a large influx of people gather for more recent events such as our New Year's celebration "First Night" now only in it's third year. I specifically mention this event because it ties in with one of my sugc,~stions. First Night, is anon-alcoholic event and cities such as Boston (MA) and Burlington, Vermont have made it a huge success. Now I'm not suc~esting that Yail can prevent the consumption of alcohol for an entire week, this would directty affect local business's. However, steps can be (and should be) taken to curtail it's use. It was once suggested to Knute Rockne that Lacrosse be introduced to football players as an off sewn activity. His reply, which I can only paraphrase, "I cannot confine any activity that puts a stick in the hands of an Irishman" I dare say that the consumption of alcohol (in the hands of a lacrosse player) directly after a contest can only lead to problems, especially if no alternative exists. I mention this because of the absence of liquid refreshment and/or f~ on either field during or after the games. By the time you get into town, the restaurants are packed and one is unable to find a place to eat. The bars, however, are easily accessible! Parties might be or~niz~ away from the center of town? Downtown Yail will still ~t their share of business. I understand that Vail is considering dropping the event, which would be a big disappointment. Many lacrosse players, especially the "seniors" look Toward to spending the week in Vail. I can't im~n that Vail would want to give up the best in tourism during the off season. I might add, that during this past Summer, it was clearly evident that an enormous amount of people in town were not lacrosse players but local collie students. Casein point, was the group of students who had rcems at the Manor Vail Lodes, right next to a crookout which the Washington Club had organizes. When we appro~h~ the group, it was quite obvious they were not involved with the tournament. Their reply was, "just here to party". Subsequently they ran into problems with security that evening, not to mention running into a few of us, when we suggested they were making tacmuch noise. The town of Yail should continue the event, if for any reason, because it has become a tr~ition. The positives far outweigh the negatives and if done correctly, could be a financial success for everyone involves. Sincerely yours, ~-- Alex P. W. Kinnan Washington Lacrosse Club CC: Flip Naumberg, Tim Garton, Sam Bland PRESENT: Steve Simonett Betty Neal •Bill Bishop Colleen McCarthy Pam Brandmeyer ~ AGENDA LOCAL LICENSING AUTHORITY REGULAR MEETING WEDNESDAY, OCTOBER 11, 1989 10:00 A.M. Swear in Betty Neal, Term Expiring October 1991. 1. Consideration of the Board of a modification of premises for Lancelot, Inc., dba, the Lancelot Restaurant. 2. Consideration of the Board of the following items for J. Ila Buckley, dba, the Torino Restaurant and Bar: a. Renewal b. Modification of Premises c. Change of Trade Name Affidavit 3. Consideration of the Board of the following items for Chart House, Inc., dba, the Chart House. a. Manager Registration - Mark Morton b. Corporate Structure Change 4. Consideration of the Board of a modification of premises for Jackalope, Inc., dba, the Jackalope Cafe and Cantina. S. PUBLIC HEARING - Consideration of the-Board of a change of location for S.B.D.- Vail, Inc., dba, the Ore House, from 228 Bridge Street, Vail, Colorado, to 232 Bridge Street, Vail, Colorado. 6. Notification of the Board of recent renewals: a. Mcuntain Liquors, Inc., dba, Peregrine Wines and Spirits b. Gondola Cafe, Inc., dba, the Gondola Cafe c. T.E.A., Inc., dba, the Red Lion Inn d. Eagle Restaurant Corp., dba, Cyrano's e. Merrybell Restaurant Corporation, dba, Chanticler f. Safeway Store Forty-Six, Inc., dba, Safeway Store No. 631 g. Gore Valley Enterprises, Inc., dba, the West Vail Liquor Mart h. X Bar Fly, Inc., dba, the Hong Kong Cafe i. Vail Food Services, Inc., dba, the Golden Peak Restaurant j. Vail Food Services, Inc., dba, Frasier's at Lionshead/Trail's End k. S.B.D. - Vail, Inc., dba, the Ore House 1. The Vail Corp., Inc., dba, the Left Bank Restaurant m. Gore Valley Restaurant Association, Inc., dba, the Tyrolean Inn n. Lancelot, Inc., dba, the Lancelot Restaurant 7. Notification of the Board of recent incident reports. 8. Any other matters the Board wishes to discuss. ABSENT: Kevin Cassidy Larry Eskwith Continued to 11-8-89. -Liquor License allowed to expire; no further action required. Unanimously approved. Continued to 11-8-89. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Unanimously approved. Continued to 11-8-89. a. Gary Bates to be contact regarding follow-up work for the Slope Tavern Liquor License prior to approval at 11-8-89 hearing. b. If Authority members receive phone calls/tips from citizens after hours, you should either contact Pam at 949-1966 or call the Vail Police Department to report the incident (479-2200). This Local Licensing Authority is required to follow up in writing in regard to any complaint that is lodged against any licensee in the Town of Vail's jurisdiction. PRESENT: ABSENT: Colleen McCarthy Steve Simonett Betty Neal Larry Eskwith Bill Bishop Kevin Cassidy Pam Brandmeyer AGENDA,. REGULAR MEETING LOCAL LICENSING AUTHORITY WEDNESDAY, SEPTEMBER 20, 1989 10:00 A.M. 1. Consideration of the Board of a modificatiQn.of Continued to 10-11-89. premises for Lancelot, Inc., dba, the Lancelot Restaurant. 2. Consideration of the Board of rhP following items for the Cascade Lodge Hotel/Mansfield Joint Venture, Ltd., dba, the Westin Hotel at Vail: a. Manager Registration - Laurel K. Ames Unanimously approved. b. Modification of Premises Unanimously approved. 3. PUBLIC HEARING - Consideration of the an application for a Beer/Wine Liquor Vail Ski Rentals, Inc., dba, Vail Ski at the location of 254 Bridge Street, listing the following officers, direc shareholders: Board of Unanimously approved, 3-0-1 License by (McCarthy abstaining) Rentals, and tors, and a. President/Director/48.74 Shareholder - Jack J. Curtin-Hill b. Vice-President/Director/50.76 Shareholder - Blanche C. Hill c. Treasure/Secretary/Director/.5 Shareholder - Teak Simonett d. Registered Manager - Teak Simonett 4. PUBLIC HEARING - Consideration of the Board of an application for a Hotel/Restaurant Liquor License by D.R.R., Inc., dba, Remington's, at the location of 228 Bridge Street, and listing the following officers, directors, and share- shareholder: a. President/Vice-President/Director/1007 Shareholder - Ronald H. Riley b. Treasurer/Secretary - Michael Staughton c. Registered Manager - Ronald H. Riley 5. Notification of the Board of a change of trade name_.by D.R.R., Inc., dba, Remington's, to D.R.R., Inc., dba, Russell's. 6. PUBLIC HEARING - Consideration of the Board of an application for a 1007 transfer of exisiting Hotel/Restaurant Liquor License from J. Ila Buckley, dba, the Torino Restaurant and Bar, to E1 Sombreros Loco, Inc., dba, E1 Sombreros Loco, at the location of 2211 North Frontage Road West, and listing the following officer, director, and shareholder: a. President/Director/1007 Shareholder - J. Ila Buckley b. Registered Manager - J. Ila Buckley 7. Consideration of the following items for Chart House, Inc., dba, the Chart House: Unanimously approved, 3-0-1 (McCarthy abstaining) Unanimously approved. Unanimously approved. Board so notified. Continued to 10-11-89. a. Corporate Structure Change Continued to 10-11-89. b. Manager Registration - Mark Morton Continued to 10-11-89. c. Renewal AGENDA REGULAR MEETING ''~ LOCAL LICENSING AUTHORITY WEDNESDAY, SEPTEMBER 20, 1989 PAGE TWO 8. Consideration of the Board of a manager Unanimously approved. registration for Starr Pizza Slices, Inc., dba Rocky Rococo Pan Style Pizza - Terry Matthias 9. Notification of the Board of recent incident Continued to 10-11-89. reports. 10. Re-scheduling of November regular meeting date. Authority will leave meeting Larry Eskwith will be gone from October 26 until at regularly scheduled time. November 13, 1989. 11. Notification of the Board of recent renewals: a. Paul R. Johnston, Sarah Johnston, ETAL, dba, Unanimously approved. Christiania-at-Vail b. Vail Holding Group, Inc., dba, the Inn at Unanimously approved. Vail c. Grand Prix, Inc., dba, the Grand Prix Room .Unanimously approved. d. Customer Co., Inc., dba, the Vail Food and Unanimously approved. Deli e. Up the Creek Bar and Grill, Inc., dba, Up Unanimously approved. the Creek Bar and Grill f. Chart House, Inc., dba, the Chart House Unanimously approved. g. Customer Co., Inc., dba, Food and Deli Unanimously approved. h. Henault Investment, Inc., dba, Blu's Unanimously approved. Beanery i. Vail Oasis Corp., dba, the Uptown Grill Unanimously approved. 12. Any other matters the Board wishes to discuss.