HomeMy WebLinkAboutVAIL VILLAGE FILING 1 BLOCK 5D LOT O VILLAGE INN 1976 ENVIRONMENTAL IMPACT REPORT AMENDED JULY 1976Va// ,V'il;ftF*atn o,'ffiffi',Lol o
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1737 l5TH ST. . BOULDER, CO 80302 . 447-941A 447-22A1
o
ENVIRONMENTAL
IMPACT REPORT
FOR THE PROPOSED VAIL VILLAGE INN
VAIL, COLORADO
APRIL, 1976
REVISED JULY, 1976
G.K. VETTER AIA
D.C. HOLDER PE
J.M. PROSSER AIA
a
o
SUM.MANY
SECTION I
SECTION U
SECTDN IU
8ECrION rV
SEGTNN V
SECTIqN VT
SECTION VU
INDEX
. . . . . . . . VlsualandSpattal
..,,. . Odore
r i . . . . . . Water Supply, Sewage andDralnage
i.. ...,r...... Nolgg
i o e r Tr&fficandPattems
' . . . . . . . . . . . . . o . AlrQuallty
Land Uee
APPETiTDIX
o
Summary
our study lndicatee, at thts etage, there would be no great adverse environmental
impact by the propoeed project. Several items need to be examined for possible
improvement,/o r inttiation.
1. Alternate traffic patterns onto the site. (Section V)
2. Closure of East Meadow Drive because of increased
pedestrian trafftc.
3. Neceeslty of expansion of sewage treatment facilities.
(Not coneidered speclfically in relation to this project
eince the Town is aware of the need at present.)
4. Probable expansion of the ehuttle bus systern when the final
phase ls occupied. (More data needed.)
5. Evenhral Btorm sewer aystem, or major ponding areas for
retenflon. Contrlbutlon from Village Iron site sbows no
lncrease ln mn-off.
It is our Judgement that the propoeed development of Vail Village Inn will
lmprove tb€ Towrt enylronment if the Town can implement several suggestions
made in tbe Vleual and Sptial section.
$PcgpI r
Visual and Spatlal
Ordinance:
16:200, lf4
16:401, #6
o
Visual and Spatial Impact
of the
hoposed Vail Villaee Inn
The new Vail Village Inn wlll be a dominant factor in establishing the character
of the entry to the Town of vail. As Eldon Beck has suggested, I a view of the
slopes ls an lmportant part of the introduction to the area. Restricting the
height of the building in the area recommended when re-zoning was approved
will provlde thle lntroductory view; however, care should be taken to hold the
roof slopes to the feaslble mlnimum on this section or the height limit will not
o
accompllah tts goal.'
Although the aervlce Btations are dlstracting as an entry element, the con-
ftguratlon of the proposed village Inn helps dlstract from them and provldee a
focustng element towards the vtllage by reflecting the angular emphaals of the
Hollday lnn and the Holiday House.S spatially this providee a foqus at the inter-
eectlon of Meadow Drfue and vail Road where the Bpace is further deflned by the
aitiag of the Firehouee, vllla cortiua and the Bank. To complete the definition
of this entry space a Etructure neede to be built in the space south and East of
the intereectlon, even a bus shelter would help, although it should be stronger
ln maes. When East Meadow Drive ie closed to normal vehicular traffic, this
lntersection (if properly landecaped and designed for people) can become the
urtan lermlnatlng node for a sequence of commercial experiences from the
center of the Town to this terminug. The soft landscaped area designed for the
Southwegt comer of the new Vail Village trm site will constitute a start of thie
4
node development. -
The propoaed deetgn of the hotel, stepping down on the Southeast corner of the
site wiU provide a scaled vlsual continuity of character with the other areas to-
ward the center of town. The form of the proposed Village Inn createg a strong
vlsual spase encompassing the commercial phase of the development and reinforceg
tbe pedestrtan use concept and the node terminue prevlouely dtecueeed.
Vtewing the aompl€x from the Northeast corner of the site, the Towu of Vail
should further encourage development of a visual corridor into the Town along
the East slde of the propoeed Inn. Although the architects are provlding soft
landaoape ln thie area, the view could be greatly enhanced by removal of the
tragh, parking and paving behind the Croseroads and continuing the soft land-
ecape in-thia area.
It la our concluelon that the architects have been very aware of the lnfluence the
proposed Vlllage Inn will have on the vizual character of the Town, and at this
etage of developmont have done an excellent job of making the site and structure
an asset to the Town of Vail.
o
1.
2.
3.
4.
See Appendix - Exhibit A
See Appendix - Exhibit B
See Appendix - Exhibit C
See Appendix - Exhibit C
SEC'TION 4
Odors
Ordinance:
LGz2OO, #7
Objectionable Odors Impact
The only process in the proposed development that might generate odors ts the
cooldng requlred for the restaurants to be housed in the commercial area and
the Village Inn proper. After investigation it is our conclugion that if the present
Colorado State Department of hrblic Health standards are met, the venting vel-
qcitles and flltering syetems required should obliterate any offenslve odors from
these operatlons. The further requirement by the Town of Vail for all ventlng to
be above roof top will sttll keep odors above pedestrian level should the venting
and filtering fall for Bome reason
O Although it does npt lnvobe a procese, there ie always the posstbtlity that trash
could create en odor problem. However, eince all trash storage and pickup is
proposed to be accompltshed from the below-ground garage area there ehould be
no adverge tmpact.
Vehlcular exhaust odors should be covered in the analysis of contribution by
traffic to air pollutlon, since if lt is withln reasonable limits, it ehould take
care ofodor problems. R ^ 7sUu5Sc. S
SECTION III
Water S\rpply, Sewage
and Drainage
Ordinance:
16:200, #L0
Water Consumption
Data:
Annual consumption of the existing facility should be about 19 million gallons,
with a peak demand rate of about 160 gallons per minute. This estimate is based
on national averages for per capita water uoe, and confirmed to some degree by l
spotmeagurement8takeninDecemberof19?5fortheTownofVai1.
Completlon of the ftrst phase of development does not result in a large increase
tn water uelng populatlon, but incrrcases in commercial area and restaurant seat-
lng oapaclty will brlng about a 7.8% increase in annual consumption, for a total
of 20.5 milllon gallons per year, with a peak draft of 1?? gallone per mlnute
The ftnal project, with a large increase in water users, will show a drop in per
caplta croneumption, but will increase total consumption to 35.? million gallons
annually and a peak draft of 305 gallons per minute. (See following table)
Average Day Peak Day Annual Peak Draft
Existtng 621000 Gal 104,000 Gal 19 million Gal. 162 gpm
Phapo 1 66r222Ga.I 112,400 cal 20.5 millton Gal. t77 gpm
Final Phaso 9?,?50 Gal 1951500 Gal 35.? miltion Gal. 306 pm
Note: Peak day figuree assume maximum poprlatlon occurs during a maxlmum
per caplta use day, whlch is admittedly unlikely, elnce maxlmum population occurs
in December. Because of the increaslng popularlt5r of summer programs, however,
the assumption may become valid in the future.
Recommended flre protection will not change since the site area has more in-
fluence on these requirements than does the population. Board of Fire Under-
writers recommendg the capability of dfire hose streams of 250 g.p.m. for a
total of 1000 g.p.m. The 6'r main along the west and south edges of the property
maintalns a preaaure of 130 psi under present use and could provide a fire flow
of 7600 g. p. m. witb a pressure drop of only 50 psi.
Conclusion:
Althougb the final project represents an 88% increase in annual water consumption,
this does not appean to be a serious item in the overall supply for the Town of Vall.
Interlor fire protectton was not considered a part of this stuf; howeverr it is
recommended that the project Owner and his Arcbltect consult with the Vail Fire
Chief on early detection and sprinkler syetems prior to the deslgn of the final
phase.
o
Sewage Contribution
!4,s:
sewage contrlbution for developments of this nature range from 7o%to 100% of
the water consumption; because infiltration rates are probably high in the area
near the creek, this strff aasumes the higher rate of flow. Based on the study
the preeent flows ehould average 52roo0 gallons per day with a maximum flow rate
of 180 gallone per minute. After the addition of the first phase building, rates
ehould go to 601800 gallone per day and 184 gallons per minute peak flow. The
final proJect should contrlbute 9?r0oo gallons per day with a doetgn maxlmum of
320 gallona per mlnute.
Thers ls avetlable in Eest Meadow Drive a 12'f collector with a slope of .0105
feet per foot, oapable of carrying a total of. L776 gallons per minuto when flowing
full, Tvro rnap-holeg are avallable, one of which receives the preeent flow.
Concluelone:
Peak capaolfir of tbe ftnal projoct witl be 1961000 gallons per day aB compared with
the preeent rate of 1041000 gallons per day.
The preaent sewage trgatment plant is operating at near capacity and an enlargo-
ment wfll undoub,tedly be required in the near future. Since Phase I of the Vail
ViUagp Inn prpject regqltg in almost no increage in flow, there should not be any
problem with tt. The final phase does result in a peak load of 1961000 gallons per
day, anincreaseof 921000gallonsperdayoverthepresentpeakload; if thefinal
phase were completed prior to the enlargement of the sewage treatment facility; a
problem wnuld likely devetop.
Storm Drainage
Data:
Surface rrmoff sfudies were based on a deslgrr storm of 10 minute duration reach-
ing an intenstty of 9.4 lnchee per hour; maximum preclpitation in any 24 hour
period ie ldstorically 1.85 inches and the average annual precipitation based on
the nearest weather etations and adjusted for elevation was 21.8 inches.
The followlng data was then derlved:
Annq+l Runpff Man. Day . Ma,x, Dieoharge
,
Presenh 7.64 acre ft. 0.46 acre ft. ZI .B cv. ft/eec.
lgt Phase ?. ?3 eore ft. 0.46 acre ft. 28.1 cu. ft/aec,
Flnal ?.55 acre ft. 0.48 acre ft. 2?.6 cu. ft/aec.
fite dralnage ls now aocommodated in a 24tt corrugated Metal pipe wtth drop-inlet
near'the s.E.'corner of the proper8 and a 15t cMp under the street near the s.w;
oorn€r. Open dttctreg carry the run-off to these potnts. Without backlng up ln
the dltches these qilverts have a combined oapacity of 18 cfe; wlth water backing
up to the atreet grado, thoy wlll carry atotal of 26 cfs.
Conclurlonal
AlthoWlr tho chango in dralnage ls insigaificant, it is apparent that the present
factlitles are tnadequate for the design stom which hae a L.0g stattsflcal prob-
abtllty of oocurringi Tho 50 year storm (Zg of probabllity) could be accommodated
wtth mtnor disruption to the Street.
Some offlclals of the Town of Vail have expreseed some concern for the qualtty
of storm water which reacheg the stream. It ie true that the first 30 minutee of
storm nrn-off canles a higher pollution level than raw sewage and although there
are no lawa requlring treatment of storm drainage, cities arb beginning to give
serious.conslderation to such projects. Simple sedimentation actually takes care
of a high percentage of the pollutants and where adequate land is available, storage
ponde with several houre of retention capacity will achieve great results at low
cost. To be truly effectlve, this needs to be done on a cit5r-wide basis, with all
run-off collected ln a separate aewage system, conveyed to a well malntalned
retentlon pond below town, held for six to elght hours and released slowly lnto
natural streams. Properly designed and operated, these ponde need not be
offenglve and in fact can be a recreational and envlronmental asset.
Some afrempta have been ma.de to control storm dralnage by small pondse Ggn-
etmcted by the owlers of large parcels of developed land. Thie has proven
effective tn reduclng quantitles of run-off, but the envlronmental effect is most
often negative.
It ls reoommended that drainage fnom the parking garage which contains heavy
salt conaentrations and some oils, not be pu.mped into the storm drains but rather
tnto tanke and dieposed of in sanitary land fi[e. The surface drainage, which shows
a elight decreaee in quantlty after final constnrction, has no adverse effect over the
present sihratioq however, the city would be well advieed to begin coneideration of
a gtorm ser er Ey8temo
SECTION IV
Noise
Ordinance:
16:200, #11
16:401, # 5
o Fotential Noise Impact
Trafflc
Of concern ls the questlon of noige generated by the addition of traffic resulting '
from the lncreaeed accommodatione on the Vall Village Inn slte. Noiee as a
pollutant would a^ffect not only the guests of Vail Village Inn but otber accommoda-
tion units ln the vlcinit5r. However, since the Village Inn is the closest to the noiee
source, if the level of noise ls within the acceptable range for it, the level will aleo
be acceptable for other unlts.
The new Vail Village Inn proposes entry to the elte from both Vail Road and South
Frontage Road; therefore, the increase in traffia load was aseumed to be equally
The followtng traffic nolee impact assessment ratings were derived from the publica-
tlon rrNoise Aegegement Guidelinesrt by Schultz and McMahon, publiehed by the U. S.
Ilepartment of Housing and Urban Development
Uao of the Cluldeltnes ls based on hourly trafftc flgures. These were determined by
uttltztng the projected Average Dafly Traffic figu.res divided by 16 hours since the
Town of Vail's figgres were an eight hour traffic count multlplied by a factor of 2.
gTable I) Dletances from the noise eource to the proposed building were scaled
from the prelimlnary drawlngs and a reduction factor was applied to the hourly
rate (ae per Guidelines) becauee of the influence of the four way stop near the site.
dtvided between tho two.
Tte proJeated increage in Average Daily Traffic figuree is based on tnterpretation
of the edetrng pee of ttre Vail Village Inn parking lot and the reeervatton schedrle
for 1976' ffableq rII, rv, v' vI & vtr) and on a set of aseumptions of use nten the
Vail Vlllage Inn ls completed. (Tables VIII & IX).
Impact Evaluation
A. Fron the Intereecflon of Vail Road and South Frontage Road
Aroumptlon I
Crse A:l-:T-
Average Dally Trafftc/Vail cqrnt
6ppena*:. Table I)
Avgrag€ Drlly Trafftc Increaseo
Ilour\yr 1182 x.l (Stop Btgn) = 119
ImPoct Bt 100t -0'dlstance:
Caae B
Averrge Dally Trafftc/Vatl oount
Avorage De{y Traffic Increase
Hou{y: 1140 x .1 = 114
Impaot et 1001 -0f'dlgtance:
226Total 1Er106
Acceptable
-.rt-'.-L
l7f 880
,.*3ggTotal 18,230
Accoptable
Hourly tnrfftc rrould have to be four tlmes as great to become unacceptable.
O B.
81226
176
8r401
c.
Total
Total
Acceptable
flve tlmeg as great to be unaccepteble.
6r6A9
u5
6r10,[
Acceptable
seven times as great to becorile unacceptable.
Anattemptwaemadetochecktbepeakperlodtrafflcincrea8e,unfortunatel;r
the Vail Count termlnated at 4:00 P.M., whereas the peak is probably between
4:00 and 5:00 P.M. Using the Vail count, the largest number of cars paseing the
intergection occure from g:00 - 10:00 A.M. and amounts to 833, since this ls far
less than the figure of 1140 checked lt ie not significant.
Using figures from the State Highway Department (Table
the following assessments were determined:
tr) and their proJections,
Acceptable level
Acceptable level
Acceptable level
YeaT TYpe of Vehicle Assessment
1980
1980
2000
Paseenger cars
Trucks and Buses
Pageenger cars
2000 Trucke and Buees Unacceptable level*
+The erectlon of a ten foot tdgh berm on the north elde of the slte tb bttehtudte
the noise would brtng the agsessment well within the dcoeptable level. This should
be conelderqd slnce tt would have a softening and visual shielding effect for the paved
area ln front of the Inn.
Other Nolse Fopution
The other aource of pollutant would be tbe restaurant/nignt club within the com-
merclal development, partlcularly in respect to other accommodation units in the
vicinity. It is recommended that in conformance to Stdte standards, which will
assure adequate attentuation, the noiee level immediately outside the wall of any
building wherein there will be live music performancee tbe reading be no greater
than 50 declbels.
SECTION V
Traffic Patterns
Ordinance:
16:200, #14
16:401, # 8
Traffic Impact of the Proposed Vail Village Inn
Vehicular
To examine the increase in tralfic required an interpretation of the use of the
present parking lot as the only available data from which an interpretation could
be made.
Table D( in the Appendix gummarizes materlal presented in Tables I, III, IVr Vt
VI, Vil and VIII and provides a figure under Assumption I of a possible Average
Datly Traffic increaae of 350 cars which wqrld occur adjacent to the site, i.e.,
on Vail Road, South Frontage ffoad or both. If tbe proposed entry' exit pattern
ie followed tben tra.fftc would probably be equally divided between the two roads
and would paar through the intersection.
Uelng the Averago Daily Trafftc increase of 350 cars it would lncreaee traffic
as follows:
1. At the intereection of Vail Road and South
Frontage Road 1.96%
2, On Vall Road 2.L %
S. Qn South Frontage Road 2.7 %
Sinoe the above figgres are based on an excessiYe number of parklng spaces for
the Inn, the actual increase in traffic should be far lese and should create no
problem. Frpm all the lnformation we have been able to gather, it is our
optnion that Assumptlon IU, Table VIII is the most likely condition that will
occur. U we are correct, it gbould reduce the traffic near the Inn by eliminating
the preeent parking lot use by the public, atthougtr the re&rction mry not be great.
Pedestrlan
Due to the propoeed lncreaee ln accommodation rmits, the number of potential
pedeetrtans would increase by 200%. Howwer, the increase would not be quite
thie higb beoauee of the uee of the present parking lot by the publio,
In addldon to tho acaommodatton units, the new commerclal area with its ehops
and regtaurants wtll appreclably increase pedestrlan traffic in thie area. fire
pl,aza of the propoeed Inn has been designed to handle thlsg howevef, rurless East
Meadow Drive ls reterved for pedestriane only a very hazardous condltion will
exlst.
Spectal attantlon should be given the proposed eoft landscape aroa at the southweet
oo1rer of the eltg slnca tbere ig an eetabllshed pedeetrlan crosslng of the slte at
this cotner. It le recommended that some type of structurod pedeetrian way be
provlded throggh thig area since, if not provided, its traditional usage will reeult
in a pathway being created in pnobably the most undesirable place.
O Wlth r pgsslblo tncroam of 400 people on the alte, the majority of whom will
Shuttle Bus Servtce
Although tbe Town of Vail hae initiated a survey of shuttle service, the present
data ls too lncomplete to determine any correlation that might predict a change
ln servlce reguircd by the expansion of the Vail Village Inn.
Data available conelsted of:
1. Boarding figuree by the hour from 8:00 A. M. to 1:00 A, M.
for February 15th, 16th and 17th. (Not by station)
2. Boarding and exiting figures for three stations namely;
Lionshead, Covered Bridge and Golden Peak hourly from
8:fi) A.M. to 10:00 P.M. for March 13th.
3. Boardtng figures by the hour for all stations from 1:00 P.M.
until 6:00 P.M. (2 busee only) for April 9th.
proba,bly uge the shuttle to get to the lifta, the number of rlders will &vtously
inoreaee; wtether or not tbis would require additional btrees depends upon whether
tho bueos are now ,\i|tg,#t:W"tpjg+rff peak periods
r4.
If the bueea are now at capaclty then a reasonable eotlmate of additional buses
requlred could be Stained by a etation by station count during the peak pertod of
4$0 P.M. to 5:00 P.M. during gki season. Better predictlons could be made by
a peak Be&Bonr month-long Euntey of Vall Village Inn gu.ests. The survey should
show tho dat[y use of tbe ehuttle by each gueet, by the hour and by deetination.
Perhapa prlor to the start of construction on the new lnn more data can be obtained
to help in estlmating needed increase in service, at preeent the best we can predict
ie that it seems reaeonable that addidonal hrs,/buses will be needed.
Tra.ffic Pattern Alteration
The elimlnation of the public use of Vail Village Inn surface parking will certain-
ly elimtnate aome congestion at and near the intersection of Vail Road and South
Frontage Road. It wilt also eliminate some rather erratic entering and exiting
to this site both of which will be a decided improvement. With the completion of
the propoeed Vail Village Inn very little adverse alteration, if any, will occur.
There ie some concerr about the garageentry from Vail Road south of the inter-
sectlon. Buges and care making a left hrrn across north bound traffio, plus causing
e pogsible llne up behind them while waiting for the turn. Another concern iB the
unloadlng pa.ttern at the entry to the Inn. When trafflc enters fdom the west off
South Frontage Road for drop off or pick up, buses ln particular will have to exit
onto Frontage road and cross the east bound trafflc, entering the west bound lane.
If they then wtgh to enter the parking garage they will have to cross east bound
trafftc agaXn or go to the Vatl Road entry causing the problem mentioned in the
prevlous paragraph. To alleviate these potential problems it is suggested that
entry to the parldng garage be on the east end of the site with the exlt onto Vail
Boad at the weet end. This may not be posslble but it should be explored. I
O
1. See Appendlx - Exhibit B
SECTION VI
Air Quality
Ordinance:
L6:40L, #2
Air Quality
The effect of any development on the quality of air around it is extremely difficult
to predict; such variables as the volume and t5rpe of traffic generated by the pro-
ject, the mechanical oondition of the average vehicle, alr pressure, humidity,
temperature, wind velocity and direction all enter into such a prediction. Actually
only after years.of careful measurement and record keeping can the ambient con-
dttione be considored known.
For thlg gfudy, two systems are attempted: one meaaurea the probable emission
of various pollutants in unlts of grams per mile of opefatlon, The Envlronmental
Protectlon Agency has tested cars, trucko and bueds of all modele and makes, and
oomptled records for the average U. S. vehicle. These records are ptrbliehed in
the E. P.A. prblicatlon "Compilation of Alr Pollutant Emission Factorst?, S\rpple-
ment No. 5, dated Deeember 19?5; this is the base data used for this study,
although one would suspect that the average Vail vehicle is gomewhat different
than the av€rege U. S. vehicle and, becauee of altitude and weather, op€rates ln
e dlfrer€nt fashlon. It ls hoped that the percent of change predicted for the projeot
will be oorrect even if the baee figuree are not.
The eecond method recoglizes that emissions per mile or total traffic emissions
are tndtuidual factors in a complex list of factors determining air quality; the
o real meaaure of pollutants must be in units of grams per cdbic meter, or parts
per million - somsfhing that showa how much of the emission ia being retained
withtn tbe control area. Obviously, on a win$ day, tone of pollutants can be
dlspersed wtthout adverse effect; on a calm day, the same quantity of pollutants
can cauee aevere reepiratory problems. To achieve a meaningful estimate of
this, correlation hetween pollution source, weather condltionst and measured
alr quality must be made. Slrch meaeurements have been made only for a very
short perlod of time in Vail, and the expression of overall air quality for the
varlous traffip assumptions ts bound to be unreliable; dgain' how€v€rr the c4anqe
caused by the projeot should be wtthin acceptable llmits of accuracy. The trafflo
assunipioas used herbtn were developed in Section V and are guntmarized in
Table D( tn tne.- Appendtx.
Correlatlon between probable emisslons and air qualiff were based ou the
moasured traffto and air gamples taken on February 13' 1975 and extrapolated
to the aesumed tra.fric generated by the projest. This meanB that bad the project
beeu operatlmal on that day of record, air quality wduld have been aa shown.
Case tU, utillzing buses for the increased traffic, assumes a 30 mlnute loading
tlme, drrrtng whioh tbe engine is left running. Dlgcuseion with the client indicates
that the buses normally originate and terminate elsewhere; if warm-up time is re-
quired, it le strongly recommended that on-site tlme be ltmited to 30 minutes. *
,t Sourcee we cbecked (by phone) admltted that for engine performance, this was
adequate.
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o Concluslong
The proJect, operated under any of tbe aseumptlons has a neglible effect on over-
all air qualtty. Although emlssiona from vehicles le ths major area etudled, the
Archltect has stated that uo more than three new fireplaces wltl be lilvolved; thls,
together with a small lncresse ln kitchen exhaust will not be detrimental to alr
quality.
O
sEcTIoN VIr
Land Use
Ordinance:
L6:40L, fl
Land Uee
Date:
The preeent area of the site, which totals 3.43 acree (1491600 square feet) ts used
pavlns
= 13.3%
= 20.ffi
= 66.7%
_ L2,0%
= 29.6%
64,6%
o
Iandscape
Bulldlngs
I.ondacape
Butldinge
Favlng
Pavlng
19r900 sq. ft.
29r900 sq. ft.
99r800 se. ft.
1?r950 sq. ft.
361100 sq. ft.
961650 eq. ft.
20'000 aq. ft.
541500 sq. ft.
75r100 sq. ft.
For thls ann[yals, bulldtng areag uged are the plan,
bangs.
Conoluelonr
or roof &re|8, includlrrg ovsr
o
o APPENDDT
3 RIIBA Revlenr
I
Slte Plan (packet, back oover)
Entry and Entry Node
Average Dally Tralflc
State Trafflc Countg and Projectionb
Parkiry Inventory
Dally Averagee, parkirg lot uee, 1S76/76
Delly Average Trafflo genorat€d' Prec€nt.
(Case A)
Dally Average Trafftc generated, Pregent.
(Case B)
Average Dally Bus ?rafflc, l976ho
Changee ln Average Dally Traffic, four asbumptlons.
SrmmarT of Data and Aseumpflone.
o
.1.(lll ;,(f \ -
RHBA REVIEIV: VAIL VlLlJcE INN
lelrqqqr 12, 197_6 _
t.The Vall Village Inn slte is unusually important to the image
of the Town of Vail because of its location in relationstrip to
entering visitors. Every visitor to the village area comang
from the interstate must pass by either the west or north side
of the site. Currently there is an excellent view of the moun-
laln and ski area over the Vail Village Inn, blocked primarily
by Conoco when you are on the frontage road. lt is vital to
retain a large portion of the mountain view thus a view cor-
rldor is deslgnated. The building height must not exceed
three storles in this zone.
Base grade for purposes of measuring the heights of bulldings
ls elevation 93. This grade was determined by ave/aging the
elevations at property corners plus five additional mid-elevation
locations.
The average height of the buildings proposed will not exceed
overall height limitations. The formula proposed permitting
20 percent of the coverage to be five stories, or 60 feet, is
acceptable. At no phase of constructlon can the average
helght be exceeded.
Commercial uses should be restricted to the portion of the
site Indicated. The commercial should be concentrated, an
aggregate of shops clustered around a plaza, rather than
a lineal arrangement. Two level spaces are recommended
to Intensify the cluster and to effect a transition from street
elevatlon up to the upper plaza level . Probable elevations
are 85 at the street and 96 or 97 on the upper level .
The site massing must be such that it emphasizes the visual
relationships of the Vail Village Inn to th€ village core. The
3cale and quatity of the buildings at the corners of the site,
and particularly the southeast corner, must be particularly
renrlllve and consistent with the predominant village archi-
tectural forms. This is characterized by broad roof over-
hangs, wooden balconies, attention to window scale and
framing details, in effect, those visual qualities related to
rrAlpine vlllagefi design.
o
2.
3.
4.
5.
o 6.The proposed plaza fronting onto Meadow Drive has rich
communlty visual potential and in form and materials shoutd
be an integral part of the future lmprovements of Meadow
Drlve. The proportionlng of the plaza should acknowledge
lhe shopping at the Kiondra and we urge the Town to look
creatively at the total space in terms of pavements, land-
scape, bus shelters, and perhaps a small commercial
bulldlng on the south side of Meadow Drive. This area
should be the terminus of commercial use along Meadow
Drive with no further extension to the west. Zero lot
lines for a portion of the commercial will be valuable.
The southwest corner of the site is important visuatly to
both the applicant and the Town. The buildings should
decrease in height as they near the streets and be set on
earth, not on structures such as parking. This is one of
the few places on the site where soft landscape surfaces,
tree plantings of scale, and building to ground relatlonship
ls possible. Thus, the corner ls designated as a special
landscape zone. The grade in the area does not exceed
86 and it ls suggested that thls be kept.
The trotel operations in Vall lndicate that cement parklng
requirements exceed actual needs. Parking rnust be pre-
domlnantly underground. Mafor service is also under-
ground and hopefully buses can be housed underground.
Both natlonal statistics and Vail Vlllage Inn statl stics in-
dlcate that a ratio of .5 to .7 cars per room is generous.
Thus, the recommended action ls that 200 cars can be
consldered as the parking requirement.
The phasing of the project ls an important concern of the
Town. Criteria must be established that each phase is
complete, workable, visually successful, and able to
siand by ltself. Modifications to both locations and the
phaslng of Phases ! and ll is suggested. Phase I should
be In front of the existing Backhouse structure, thus
retaining the valuable area of landscape along Meadow
Drlve. Phase ll would modify the landscaPecl area but
would then be a quality cohesive commercial compfex.
All phases should have similar detailed review as we are
now doing.
7.
o 8.
9.
tl'r'
TABLE I
Average Daily Traffic*
Intersection. Vatl Road ard South Frontase Road
South Bound on Vail Boad and Southfr.ontage Boad
Irft hrrn off South Frontage Road
Rlgbt turn off South Frontage Road
fbru€b tra.flio from the North
North Bound on VaU Road to South Frontage Road
Loft hrrn off Vail Boad
Right turn off Vall Road
Through trafflc fmm the South
East,Bound on South Frontase Road
Right hrrn olf Vatl Road
Irft turn off Vail Road
through tra,fflc from the West
Weet Founi otrSouf,b Frontase Road
B,lght nrrn North at Vail Road
Left tum South at Vall Road
Thrvugh tralfic fmm the East
1?,880
298
2005
249L 4794
t?42
226
e4 3l'22 8,226
226
1920
1410 3556
1398
298
L277 2978 6t629
* Ihoso figuree are dertued from a trafflc count taken on Febnrary 13,
1976 by the Town of Vail, proJected to Average Daily Trafftc by them
wlth t.he followlng formula:
Baslc 8 hour count tlmee a 24 hour factor of 2 = Base Average Daily
Tra.fflc multiplied by a time of year factor (Group 3' 1.5) = Average
Daily Tralflc
Year
TABLE II
Daily Traffic Counts and Pr.otectlons for hterstate ?0
near the Intersectlon of Vail Accees*
Passengen Ca^rs
& Plclups
Tnrcks and
Buses
LST4
1980
11e40
20280
26703
1610
t801
s69?
296i4O
From State Highway Departuent count of 19?4. Projectiong were
mrde by tho ssuoe percentage used by the Depa'rtnent for proJectone
on I-70.
1990
2000 4104
TASLE Itr
Daily Inventory of Use of Parklng Spaces (ed01
at Vail Village Inn for December, 1975 and
Begervatlons for December, 19?6
Date Gueet Usage Employees, rnn HEftz Cars Available for
Depot & Other Publlc & Rest-
aufa rt
1
2
28
?A:
30
30
?/L
24
13 2/L 22 24 ?A 29
3 35 30 24,
425024
520024
6002/t
7002A
80024
90024100024
11 022At
L202224
14 L2 22 2/L
15 20 22 ?]t
10
L? 23
1800?4
1900?A
2000?]*
r.6 22 24 24 44
24 47
24 IL
24 39
24 80
l9
16
97 97
160 160
27 L49 149
41 136 135
s6 L20 L20
13 103 81
82 94 72
29 L23 t25
40 tLz Ll4
48 108 106
44 117 110
41 106 129
7t 105 105g9 1B? 13?
80 96 96
78 78
L02 L02
85 85
81 81
83 83
7L 7r
69 69
64 64
73 ?3
2/L 18
2/L t4
2}L L4
24 28
24. 37
24 ?9
%L 16
2/L 27
24 4L
24 56aL 73
24 82
24 40
24 48
18 130 L28
L4 138 L32
L4 L26 131
28 123 148
97 119 18?
2L
22
2s
24
26
26
21
28
z9
30
3L
0 2/4. 24 98 98
0 24 24 ',14 74
0
0
0
0
0
24 24 91. 91
2/L 24 95 95
93 93
0 24 24 105 105
0 2I 24 10? L07
0 24. 24 112 r12
24 L03 10324
24 95 95 81 81
Employeea & Hertz cars for l-9?6 duplicates 19?5 bince there rvas no way of
estlmating.
Guest cars at 0 oocur with confirmed reservations arrlvlhg by bus.
,+*
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