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PZC Packet 09-01-2009 (2)
° ° Town of Avon Planning & Zoning Commission V_ �/7 Meeting Agenda for September 1, 2009 VON Avon Town Council Chambers Meetings are open to the public Avon Municipal Building / One Lake Street C 0 L 0 R A D 0 REGULAR WORK SESSION (5:00pm — 5:30pm) Discussion of Regular Meeting agenda items. Open to the public REGULAR MEETING (5:30pm) I. Call to Order II. Roll Call III. Additions and Amendments to the Agenda IV. Conflicts of Interest V. Consent Agenda • Approval of the August 4, 2009 Meeting Minutes. VI. DESIGN REVIEW A. Courtvard Villas Desian Modifications Property Location: Lot 12 & 13, Block 3, Wildridge Subdivision / Buck Creek Road Applicant: Michael Hazard, Morter Architects /Owner. Advanced Home Technologies Description: Minor Project review for several modifications to an existing design approval. The modifications include fireplace design change, removal of the chimneys, removal of windows on various elevations, and addition of privacy screens. B. Gore Ranae Natural Science School Sketch Desian Property Location: Lot 3, Wildwood Resort Subdivision / Buck Creek Road Applicant. Brian Sipes, Zehren & Associates /Owner.• The Gore Range Natural Science School Description: Sketch Design review for several Gore Range Science School (GRNSS) buildings on lot 3 of the Buck Creek PUD. VII. ZONING (PUBLIC HEARING) A. ZaccaZa Special Review Use - CONTINUED Property Location: Lot 2, Filing 1, Village at Avon Applicant. Cody Kennedy / Owner. Traer Creek —1-2 LLC Description: The proposal is to permit outdoor amplified sound for live music in the evenings from 11:30 am until 10pm nightly. Posted on August 28, 2009 at the following public places within the Town of Avon • Avon Municipal Building, main lobby • Avon Recreation Center, main lobby • Alpine Bank, main lobby • Avon Public Library • On the Internet at httD://www.avon.ora. / Please call (970) 748.4030 for directions B. Gandorf PUD - CONTINUED Property Location: Tract B, Block 1, Wildridge Subdivision Applicant. Dominic Mauriello, MPG/ Owner Gandorf Tract B LLC Description: A proposal to rezone the only commercial lot in Wildridge to zoning that permits two duplex structures. Each half of the duplex will be a maximum of approximately 1,800 square feet. C. All Mountain Transportation Outdoor Storaqe Special Review Use Property Location: Lot 17, Block 1, Benchmark at Beaver Creek Subdivision 1311 Metcalf Rd Applicant: John Thierfelder, AMT Holdings, LLC /Owner. ABSC, LP Description: The proposal is to utilize the vacant parcel for outdoor storage of automobiles for a livery business. D. Lodoino Overlav Zone District Applicant: Department of Community Development Description: The proposal is create an overlay district in the Town Core area to permit "lodging" as a use by right. VIII. Other Business IX. Adjourn Posted on August 28, 2009 at the following public places within the Town of Avon: • Avon Municipal Building, main lobby • Avon Recreation Center, main lobby • Alpine Bank, main lobby • Avon Public Library • On the Internet at htto://www.avon.oro / Please call (970) 748.4030 for directions Town of Avon Planning & Zoning Commission �0,/' Draft Meeting Minutes, August 4, 2009 VON Avon Town Council Chambers Meetings are open to the public Avon Municipal Building / One Lake Street C O L O R A D O REGULAR WORK SESSION (5:00pm — 5:30pm) Discussion of Regular Meeting agenda items. Open to the public REGULAR MEETING (5:30pm) Call to Order The meeting was called to order at approximately 5:35 pm. Roll Call All Commissioners were present. III. Additions and Amendments to the Agenda There were no additions or amendments to the Agenda. IV. Conflicts of Interest There were no conflicts of interest. V. Consent Agenda • Approval of the July 21, 2009 Meeting Minutes. Action: Commissioner Green moved to approve the minutes. Commissioner Roubos seconded the motion. Commissioner Goulding asked that 2 minor changes be made. Commissioners Green and Roubos accepted the amendment and the motion passed 7-0. ZONING VI. Stonebridge PUD Amendment Property Location: Tract B, Filing 3, Eaglebend Subdivision Applicant: /Owner. Richard Landy, Stonebridge HOA Description: A proposal to amend the zoning of an Eaglebend Subdivision tract of land. Currently, the tract is commonly owed by the Stonebridge HOA and is zoned for "open space, landscape, drainage, pedestrian trails, and utilities." The proposal is to carve out a new lot ("Lot 200) from Tract B, thereby reducing the net open space for Filing 3, and zoning the new lot for one single-family dwelling unit. Discussion: Matt Pielsticker presented the Staff.Report. Commissioner Green asked Staff if there has been an application to convert a parcel of open space into a developable parcel. Staff responded that it there has not been any application of that sort. Richard Landy, representative of the Stonebridge HOA, presented the proposal. He discussed the history of the project. He highlighted the amount of green space and how even after this application there would still be more than 60% of the land as open space. Commissioner Roubos stated that she is surprised by the request and is asking if there is an underlying reason why this application is proposed. Richard Landy responded that it is undeveloped woods and that is the main underlying reason. Commissioner Anderson asked if individual lots were platted. Matt Pielsticker responded that a development plan was approved, but not subdivided. Commissioner Prince asked if there was support from the HOA. Richard Landy responded that the vote was 18-1. The Public Hearing was opened. Chris Etrem, not a member of the Stonebridge HOA, commented that she was an original owner of Eaglebend. She stated that this is the remaining open space that is usable for owners of the west end of the Eaglebend Drive. Whitney Goulden, 3770 Eaglebend Drive and east of the Stonebridge PUD, commented that a majority of her windows and decking face the open space. She stated the developer had an intent when this property was platted this way. The Public hearing was closed. Action: Commissioner Green moved to deny the application for the reasons stated in the Staff Report and add the findings that there is no precedent for this action and the comp plan encourage connectivity between neighborhoods and the river and this application doesn't keep with the intent of the Comp Plan, and there is a public benefit to green space anywhere in this town. Commissioner Struve seconded the motion and it passed 7-0. VII. Gandorf PUD Property Location: Tract B, Block 1, Wildridge Subdivision Applicant: Dominic Mauriello, MPG / Owner. Gandorf Tract B LLC Description: A proposal to rezone the only commercial lot in Wildridge to zoning that permits two duplex structures. Each half of the duplex will be a maximum of approximately 1,800 square feet. Discussion: Matt Gennett presented the Staff Report. He highlighted the zoning classification and the relationship between caretaker apartment units and dwelling units. He also clarified the staff recommendation and how the condition is more of an example and how a true public benefit could be achieved. Commissioner Green asked if the context spoken of by Staff only refers to the density. Matt Gennett responded that density is one issue. He also highlighted the replat as another context and how the plat differentiates between dwelling unit and assessory unit, as well as the total number of types of dwelling units and total number of units. Commissioner Struve asked about the deed restriction. Matt Gennett stated that the deed restriction will be different than those in Wildwood and that there would be no price appreciation cap. Commissioner Prince questioned the use by right. Staff specifically described the uses allowed by right. Dominic Mauriello, MPG representing the owners of the property, outlined the proposal. He also discussed the history of the parcel of land. He stressed that the proposal would have a multi -family structure layout to it. The owners of the duplexes would only own the units and the HOA would own the common areas. Commissioners Prince and Struve questioned the types of responses received from the general public. Dominic Mauriello highlighted the land use summary and stated that he doesn't differentiate between the dwelling units and apartments. He discussed the proposed site plan and highlighted the proposed easements for potential pathways and mail delivery. Dominic Mauriello also compared the proposed project to the Residential Low Density zone district. He also discussed portions of the Comprehensive Plan and how they affected the proposal. Commissioner Prince questioned the Condo style development over a townhome style development. The Public Hearing was opened. Jim Benson wanted to see more parking spaces, didn't like the triplex configuration, and wanted the units to be free market. Bill Wiltow agreed with the comments made by Jim Benson. He preferred the use change and wasn't opinionated on the number of units. The Public Hearing was closed. Commissioner Green thanked Dominic on his thorough, yet lengthy presentation. He stated that the use is acceptable. He does state that the application is higher in density than what was proposed by Staff. He commented that the deed restriction will help locals be able to purchase homes and that if there is no restriction "out-of-towners" will snap up the units. He wants to ensure there is a direct connection for pedestrians between the current paths and the proposed path area. Commissioner Struve commented that the original plat and PUD is outdated and the commercial use is not applicable anymore. He stated that a majority of the traffic into Wildridge goes down Old Trail. He did state he has issues with deed restrictions. Commissioner Roubos stated that information presented effectively swayed her opinion of the Public Benefit. She does state that these units will be snapped up by Denver residents and she feels that a deed restriction would be a good idea. Commissioner Prince agreed with the use change. He also questioned who would purchase the potential units. He was not in agreement with the deed restriction. He agreed with his fellow Commissioners in the two duplex configuration. He strongly feels that the free market should dictate what type product is built. Commissioner Lane agreed with the comments made by his fellow Commissioners. Commissioner Anderson stated he was. not in support of the application prior to the meeting. He stated that he is not in favor of the proposed public benefit and he stated that owners surrounding purchased their homes with the knowledge that it was zoned commercial. Commissioner Goulding agreed with Commissioner Anderson that we shouldn't rule out the potential for future commercial. He did state that the Comp Plan does contemplate residential uses. He did question the public benefit provided by the applicant. He stated that he would support residential, but he would support baseline zoning. Since the application is asking for more density than zoning, he would like to see a greater public benefit. He also commented that he would like to see more full-time residents in Wildridge. Matt Gennett highlighted the differences between assessory units and dwelling units. He stated that the proposal is actually an upzoning since there are no DUs as uses by right. Commissioner Green stated that a comment was made that smaller units are less quality. He strongly disagreed with that statement. He also commented that a down market is no reason to allow for zoning modification. He stated that at some point smaller units will become more attractive and those will be snapped up quicker. He stated that the down market argument goes against the Town Council direction the P&Z has received. He stated that what is right for the community is most paramount. Commissioner Prince stated that a public benefit can be construed as taking away a nuisance. Dominic proposed the first 90 days the units are on the market they would be sold to Eagle County residents. Commissioner Roubos stated that it comes down to Public Benefit and that a deed restriction would only enhance the Public Benefit argument. Action: Commissioner Green moved to table the application. There was no second and the motion failed. Commissioner Prince asked if the application would have an issue with one unit being deed restricted. Dominic responded that there would be an issue. Commissioner Roubos moved to approve the application with the following conditions: Subject to the Avon Design guidelines, Deed restriction to eagle county residents, size as proposed, and staff conditions 3, and 4. Commissioner Lane seconded the motion and it failed with a 2-5. Commissioner Struve made a motion to approve the application with the following conditions: Maximum density is 4 (2 duplexes), max GFA is 1500 and 1900, staff conditions 3 and 4, and Avon DRB. Commissioner Prince seconded the motion. It failed 2-5. Commissioner Green moved to table to the first meeting in September. Commissioner Roubos tabled and it passed 6-1. VIII. Other Business Transportation Master Plan Justin Hildreth, Town Engineer Description: Presentation of the draft Comprehensive Transportation Master Plan, which includes an assessment of the current and future vehicular, bicycle, transit, and pedestrian infrastructure demands. Discussion: Charles Buck presented the Comprehensive Transportation Plan. He highlighted the changes made to the plan specifically the overpass on Avon Road at Main Street, Holly Buck also helped present the Transportation Plan. Commissioner Green appreciated the summary and recommendations included. Commissioner Struve agreed with Commissioner Green's comments that the bike path needs to be separated from the roadway. Commissioner Green still doesn't think the plan is visionary enough. He commented on the Avon Road crossing and still didn't think that the elevators proposed are the best route. He still felt that the proposed plan does not help the Planning and Zoning Commission guide future developers and the town towards how to improve the town. Commissioner Struve commented that the plan does help the town review developer's figures. Commissioner Roubos stated that there is a very limited plan portion of the document. She also agreed with Commissioner Green. Commissioner Anderson agreed with Commissioners Roubos and Green. He preferred an open ended plan that just addresses the issues and doesn't propose the solutions. Commissioner Lane stated that he feels the plan is too diagrammatic. He feels some of the priorities are out of order. Commissioner Prince stated that Commissioner Anderson brought up a good point. He agreed that all of the solutions should not be placed on the consultant and should be placed on future developers. Commissioner Goulding wanted the visions to be vague. He stated that he wasn't overly concerned with the costs, but wanted the best solutions possible. An example was that he would prefer Avon road being sunk and at grade crossings be provided for pedestrians. He stressed the layering of importance of improvements and types of transportation as well as the types of funding mechanisms for improvements. Commissioner Roubos wanted the applicants to look at this plan as Main Street was addressed. Commissioner Green commented on how the West and East Town Center plan were undertaken. He stated that he has concerns about how this plan has been undertaken differently. He would like to see a small group that helps guide these plans. He suggested the Comm Dev Subcommittee meet to review this plan. Commissioner Anderson stated that the plan could be separated into a plan, cost estimates, potential details, etc. Commissioner Lane agreed with the comment made by Commissioner Anderson. The Commissioners asked Staff to present this to the Comm Dev Subcommittee. Justin Hildreth stated that this is reactionary to the other planning documents that have been approved. IX. Other Business Joint Work session on Aug 11 Courtyard Villas update The meeting was adjourned at approximately 9:15. Staff Report 00&6"A'""u`'' ,i1, MINOR MODIFICATION AVON C O L O R A D O September 1, 2009 Planning & Zoning Commission meeting Report date: August 28, 2009 Project type: Modification to Final Design Approval Legal description: Lots 12 & 13, Block 3, Wildridge Subdivision Zoning: PUD Address: 4121 & 4123 Little Point Introduction The applicant, Michael Hazard of Morter Architects, representing the owners, Advanced Home Technologies, is proposing modifications to the previously approved design for this Wildridge property. At the Commission's November 20, 2007 meeting, a Final Design application was reviewed and approved with conditions for the subject properties. The applicant subsequently submitted a Building Permit application that included unapproved changes and was informed by Staff that a Minor Project approval was necessary. At the Commission's August 1, 2008 meeting a Minor Project application was approved for the aforementioned modifications. Those changes were limited to the placement of windows, doors and exterior building materials. The current proposal also modifies the exterior of the two (2) duplexes. The proposed modifications include the removal of chimneys for each unit, the removal and addition of windows on various elevations, the addition of three (3) privacy screens, light fixture modification, and courtyard parking material changes. In accordance with the previous design modifications and concerns Staff has over certain aspects of the subject application, Staff is asking the Planning and Zoning Commission to review this proposal. Attached to this report are a vicinity map (Exhibit A), a letter from the applicant (Exhibit B), light fixture cut sheet (Exhibit C) and copies of the proposed site plan, elevations and design details (Exhibit D) for your review. Design Review Considerations According to the Town of Avon Residential. Commercial. and Industrial Desian Review Guidelines, Section 7, the Commission shall consider the following items when reviewing the design of this project: Tovm of Avon Community Development (970) 74BA030 Fax (970) 949-5749 Lots 12/13, Block 3, Wildridge Subdivision — Design Modifications September 1, 2009 Planning & Zoning Commission meeting Page 2 of 5 Ru 0 N 1. The conformance with setbacks, massing, access, land use and other provisions of the Town of Avon Zonina Code. • Allowed use: Although the proposal does not affect the use of the subject property, it is zoned and currently being developed for residential land -uses. • Density. The current development is in compliance with the density and this application does not alter the number of units. • Lot Coverage: The lot coverage will not be affected by this application. • Setbacks: The proposed privacy screens will affect the site plan, but will be fully within all required setbacks. • Easements: As stated above, the proposed privacy screens will affect the site plan, but will be fully within all platted easements. • Building Height. The proposal will not change the overall height of the project, but by removing the chimneys the appearance of the structures will be less tall. • Grading/Drainage: There are no modifications to the approved grading or drainage. • Parking: There are no modifications proposed that will alter the approved number of parking spaces. 2. The general conformance with Goals and Policies of the Town of Avon Comprehensive Plan. and any sub -area plan which pertains. The proposal complies with the Town of Avon Comprehensive Plan. 3. Whether adequate development rights exist for the proposed improvements. As stated above, no modifications to the approved density are proposed and adequate development rights exist for the property. 4. The Minor Project is in general conformance with Sub -Sections A through D of the Residential. Commercial, and Industrial Design Guidelines. A. Site Development: o All of the proposed modifications appear to be in compliance with the Design Guidelines. The proposed courtyard parking material will be constructed of sixteen inch (16") interlocking, integral colored concrete pavers, which is encouraged by the Design Guidelines. As stated earlier in this report, the proposed privacy screens will modify the site plan, but they should be reviewed with regard to the architectural portions of the Design Guidelines and will be discussed later in this report. B. Building Design: o As outlined in Exhibit B, the approved colors and materials will remain as previously approved. The design character of the approved buildings will be altered by this proposal. As stated earlier in this report, the numerous window additions and removals, as well as the chimney removals do alter the exterior of the building and Staff has determined that these Town of Avon Community Development (970) 748.4030 Fax (970) 949-5749 Lots 12/13, Block 3, Wildridge Subdivision — Design Modifications September 1, 2009 Planning & Zoning Commission meeting Page 3 of 5 AV 0 H modifications are acceptable and comply with the Design Guidelines. The proposal also includes modifications to the approved light fixtures and Staff has determined that they are code compliant. The applicant has also proposed three (3) privacy screens. Two (2) of which will be located on the west side of the approved structure on Lot 12 and will be vertically aligned, one (1) ground mounted on the lower level and the other building mounted on the upper level. The third privacy screen is proposed on the west side of building C on Lot 13. All three (3) proposed privacy screens will be constructed of a metal frame with one by four (1x4) Cedar slats affixed to the exterior and spaced three-quarters of an inch (3/4") apart. The cedar will be stained with Olympic Semi Transparent "Naturaltone Fir/Pine" (#718) which is an acceptable color, but may not complement the approved color scheme on the two (2) approved duplexes. The proposed privacy screens will vary in size. The ground mounted screen on Lot 12 will measure approximately sbX feet (6) long, eight inches (8") wide, and a minimum of six feet and six inches (6-6") tall and will be freestanding, .placed adjacent to the approved structure. The minimum height of the proposed screen is measured from the side closest to the approved structure and will increase slightly as the ground slopes down and away from the building. The applicant has not identified the maximum height and Staff has concerns about the final height. The building mounted privacy screen will measure approximately two feet and six inches (2'-6") long, ten and one-half inches (10.5") wide, and five feet and eleven inches (5'-11") tall. The proposed privacy screen on Lot 13 will measure approximately eight inches (8") wide, four feet (4') long, and seven feet (7') tall. Staff has a few concerns about the proposed privacy screens. The proposed size and location of the privacy screens will create walls that appear to be foreign to the architecture of the approved buildings. On Lot 12, the two (2) screens are proposed to be placed perpendicular to a flush wall and will appear as "fins" reaching away from the buildings. Since they are vertically aligned the proposed screens will help create a wall that will separate the two halves of the duplex. This design addition is not in conformance with the duplex development standards of the Design Guidelines and will not promote a unified design as required therein. The proposed screen on Lot 13 will be placed along the edge of the southern unit (residence C) and will extend beyond the corner of the approved structure. In either case, the two (2) building mounted screens will actually be separated from the building by approximately six inches (6"). Although this proposed design does not delineate the two halves of the duplex, as is exemplified on Lot 12, Staff still has concerns about this design's compatibility with the approved architecture and design. Staff also has concerns about the materials and color choice for the proposed privacy screens and how they will compliment the approved buildings. Town of Avon Community Development (970) 7484030 Fax (970) 949-5749 Lots 12/13, Block 3, Wildridge Subdivision — Design Modifications °�pp� September 1, 2009 Planning & Zoning Commission meeting Page 4 of 5 .. � 11 Staff is of the opinion that there are alternative designs that will compliment the approved duplexes and will achieve the same solution as the proposed privacy screens. Some of these solutions could be achieved through additions to the building, modifications of the existing window scheme, or landscaping, all of which will be more compatible with the approved design's architecture and character. C. Landscaping: o There are no modifications to the approved Landscaping plan. D. Miscellaneous o None of the proposed modifications will be affected by these guidelines. 5. The compatibility of proposed improvements with site topography, to minimize site disturbance, orient with slope, step building with slope, and minimize benching or other significant alteration of existing topography. The proposed ground mounted privacy screen on Lot 12 will create additional site disturbance. All other proposed improvements will not affect this review criterion. 6. The appearance of proposed improvements as viewed from adjacent and neighboring properties and public ways, with respect to architectural style, massing, height, orientation to street, quality of materials, and colors. With the exception of the proposed privacy screens, all other proposed modifications appear compatible with the approved designs. The proposed privacy screens will not only appear incompatible with the approved duplexes, but also with the surrounding neighborhood. 7. The objective that no improvement be so similar or dissimilar to others in the vicinity that monetary or aesthetic values will be impaired. No monetary or aesthetic values should be impaired with these modifications. 8. The general conformance of the proposed improvements with the adopted Goals, Policies and Programs for the Town of Avon. Staff finds general conformance with the Town of Avon's adopted Goals, Policies and Programs. Staff Recommendation Staff is recommending APPROVAL WITH CONDITIONS of the application as proposed on Lots 12 & 13, Block 3, Wildridge Subdivision. M Recommended Motion "I move to APPROVE the proposed modifications with the finding that the design meets the mandatory review criteria highlighted in Staffs report, dated August 28, 2009 and with the following condition: 1. The applicant revise all drawings to remove the proposed privacy screens" Town of Avon Community Development (970) 7484030 Fax (970) 949-5749 Lots 12/13, Block 3, Wildridge Subdivision — Design Modifications September 1, 2009 Planning & Zoning Commission meeting Page 5 of 5� 0 If you have any questions regarding this project or any planning matter, please call me at 748-4023, or stop by the Community Development Department. Respectfully submitted, A U� J rues Planner I Attachments A. Vicinity Map B. Letter from the Applicant dated August 7, 2009 C. Light Fixture Specifications D. Reduced Plans Town of Avon Community Development (970) 748.4030 Fax (970) 949.5749 � J� A Professional Corporation 2271 N Frontage Road W. Suite C Vail, CO 81657 9701476.5105 FAX 970! 476.0710 MA@morterarchitects.com August 7, 2009 Mr. Jared Barnes Planner Community Development Town of Avon P.O. Box 975 Avon, CO 81620 Re.: The Courtyard Villas of Wildridge Minor Changes to Approved Plans Dear Jared, Attachment B MORTERARCH ITECTS Please find the proposed revisions to the previously approved drawings. The changes include the following: 1. Fireplaces In an effort to reduce emissions and energy consumption, our client has directed us to employ a UL rated, flue -less ornamental fire feature produced by Eco Smart (www.ecosmart.com). They use denatured ethanol which is a renewable fuel source. As a result we have been directed to eliminate the external chimneys on the four homes. 2. Exterior Colors All materials previously approved are unchanged. • The wood cladding is the same material and color as previously approved with the exception that it will be applied in a 2' wide coursing as illustrated on the exterior elevations. To continue our clients environmental initiative, this product is a "rainscreen" applied product which is UV protected, requiring no future staining or extensive maintenance. • All stucco colors and articulation are unchanged from the previous approval. • All exterior railings shall be finished in a powder coated finish "Class A Silver '# P4202 by Prismatic Powders. • The wall coping at all wood -clad walls shall be a matt black pre - finished sheet metal to match the reveals. • The wall coping at all stucco -clad walls shall be a Dove Grey to match the aluminum -clad wood windows and doors. 3. Windows Some windows were either added or deleted. An attached comprehensive summary of the changes has been detailed for ease of review. In many instances these were smaller, incidental windows that were deemed unnecessary as excerpted, below: Z ,mom I � I I j I I NAY 4� IWKO AM MT M]SIWI1S10<s w,IM Original Approval — Residence CID West Courtyard Elevation rL Lt 4o�i �Nw I r \{\\— M JI.0 R\ tM • ,WLVM pI1m . JLIL 1 M1lfY0RIMi0Yl0OMfAtI .-.(iO t.WK 1 Proposed Scheme -- Residence CID West Courtyard Elevation Note that the 2 smaller punched windows at the Main Level were deemed excessive. 4. Privacy Screens 2 privacy screens were added at the west elevation of the Lot 12 Residences: one at grade, between the two Master Bathroom Windows; and one: wall mounted to the northwest corner of the Residence A Dining Room. One Privacy screen was added at Residence C: again at the northwest corner of the Dining Room. In all cases these screens are comprised of stained 1 x 4 Alaskan Cedar slats, spaced %" apart and secured to a treated wood -clad steel frame. The stain shall be Olympic #718 "Naturaltone" Fir/Pine. Please find the attached drawings depicting the 3 proposed locations and a three-dimensional model of one of the wall mounted screens to better illustrate how the proposed lattice screen will offer an interesting contrast to the wood — clad walls. The small spacing between lattice members will allow limited transparency while adding an additional shadow play against the building. 5. Exterior Lighting To better address the Town's Dark Sky Ordinance we have opted to propose that all exterior lighting be a shielded step light as manufactured by National Lighting Specialties (NSL) model (see below) in an aluminum finish with a scooped lid with an 18W Xenon lamp. Contrary to our current approval for a photocell control, the fixtures will be controlled on an atomic time clock with a motion detector for short-term, after-hours illumination. This is being done to limit needless energy consumption and evening" illumination. 6. Courtyard Paving To allow proper drainage, the courtyard surfaces shall be a 16" square interlocking, integral colored concrete paver. Thank you for your time in considering these proposed revisions to our current approved design. Sincerely, Michael A. Hazard AIA Proposed Window Revisions: Lot 12 Residences A & B Lower Level — South Elevation: • Eliminate 1 of 2 windows at Office, Residence A • Eliminate 1 window at each shower area of the secondary bathrooms, Residence A Lower Level — West Elevation • Eliminate 2 windows @ west wall of Master Closet, Residence A • Reduce window openings at tub area of both Master Bathrooms; Residence A & B • Eliminate small window at Master Closet, Residence B Main Level — South Elevation: • Eliminate window @ Mud Room; Residence A Man Level — North Elevations • Eliminate small window @ Master Bedroom; Residence A • Eliminate I of 3 small windows at Kitchen; Residence B Add 1 window @ East wall of Garage; Residence B Lot 13 Residence C & D Main Level — North Elevation; Residence C • Eliminate 2 windows @ Dining Room for privacy concerns • Eliminate 1 small window @ Kitchen (See illustration above) Upper Level — North Elevation; Residence C • Eliminate 2 windows @ Office for privacy concerns Upper Level — East Elevation; Residence C • Eliminate high window @ secondary bathroom (bridge) Upper Level — South Elevation; Residence C • Eliminate window @ WC 204 Main Level — East Elevation; Residence D • Eliminate 1 windows @ Garage • Eliminate 1 small window @ east wall of Living Room Main Level —West Elevation; Residence D • Eliminate 1 small window @ Kitchen (See illustration above) Main Level — North Elevation; Residence D • Eliminate windows @ Master Bedroom for privacy • Eliminate 1 small window A Master Bathroom Upper Level — East Elevation; Residence D • Eliminate small window @ Master Bedroom • Eliminate small window @ Bedroom D209 Upper Level — East Elevation; Residence D 0 Eliminate high window @ secondary bathroom (bridge) :NON WALL LIGHT Long-lasting Xenon technology in a surface mount/recessed, die cast UL aluminum fixture ustcg Scoop Cover Prism Cover Lower Cover The most versatile wall fixture ever FEATURES model Can be surface mounted or recessed into any hole 5' diameter and 3' APPLICATIONS deep WIDTH 'Knock ofr surface mounting tabs INTERIOR STEPS 3 cover designs: Lower, Prism and Scoop EXTERIOR STEPS 4 coverculor options: White, Black, Bronze or Aluminum AISLES 10,000 -hour average bulb life r HALLS 110V Power Input r PATHS Integral 12V class 2 transformer in each fixture I PATIO LIGHTING Attachment C :`�it; rlli!:;._1!Iftt+i A�(j V8 L1GHi!fVCi PRODUCTS 7 F F Recei or surface mount • Die cast aluminum can and cover; suitable for concrete pour e UL listed for wet and IC locations e Frosled glass lees • Bulb replacement has low voltage safety e 110V push -in connectors included for ease of power input a Each fixture ships complete with can and cover r ENTRY LIGHTING DIMENSIONS r POST LIGHTING COVER WIDTH DEPTH XENON ADVANTAGES LOUVER 6.375' 75' PRISM 6.375' .625' r Less relampirg. 10,000 -hour �. y average bulb lite of Xenon vs. 2,500- SCOOP 8.375' 1.5' Mur average bulb life for Halogen or CAN IncarMescent. r' With surface 4.875° 3' r Does not emit harmful UV rays. - mouthing tabs removed r Produces less heat. I Considerably safer due to less CAN pressure in bulb vessel. With surface 6.25' 3' I Does not require tempered glass mounting tabs cover. HOLE 5' 3° Dimmable. SPECS e Handling or dimming bulb does not affect bulb life as in Halogen. STYLES & OPTIONS All sold only as complete unit - saver LOUVLK COVLH XWL-L-W WB7IAUBK Write, Bronze, Aluminum, Black SCOOP COVER XWL-S-BZAWH/BK/AL Bronze, White, Black, Aluminum PRISM COVER XWL-P-AIN/H/BZ(BK Aluminum, White, Bronze, Black All sold only as complete unit - cover and can. Voltage 1 I OV power input. Integral Claes 2 12V transformer per fixture Bulb Specifications 1BW wedge base Xenon (1 bub par fixture) Average Bulb Life 10,000 hours Cover Finish White, Black, Bronze, or Aluminum Can Finish While with white refleclor Packaging Individually packaged in 2 -odor corrugated box Construction Both cover and can are the cast aluminum for corrosion protection. strength, weight, and consistency of finish. Lane Frosted glass Wring Options 11 OV can be parallel wired ('daisy chained') up to 1188 welts (66 bulbs). One wire between each fixture completes chain. No custom cord required. Check local code and NEC for wiring selection. Agency Approval UL listed and labeled wet and IC locanons. Wall or surface mount only. XENON W -,LL LIGHT PHOTO PHOTOMETRICS 12 �' Surface Mount (Model no. XWL-P- WH) Grid Location: A Al A2 B Bt B2 C Cl C2 O D1 D2 Illuminance in Footcandles: 0 0 0 11.2 3.0 0.5 4.4 2.3 0.7 1.6 1.1 0.5 Recessed (Model no. XWL-P- WH) Grid Location: A At A2 6 B1 B2 C Cl C2 D DI D2 N WL -CC Wall Light Concrete Cap XWL-DRILL (5' Diameter) XENON WALL LIGHT DRILL XEN-/2-IBW CLEAR REPLACEMENT BULB Illuminance in Fooflcandles: 0 0 0 9.8 3.2 0.6 3.4 2.0 0.7 1.3 1.0 0.5 XENON BULBS ROUR 51MES rHE SOLO L BURNS SIGNIFICANTLY C NO HARMFUL UV RAYS SAFER LOW-PRESSURE 11i DIMMABLE UL ISTED FOR'WEr AND IC LOCATIONS MOUNTING FLANGE 104 RECESSED MOUNTING PUSN-IN IOOV CONNECTORS INO WIRE NUTS REOUIREO) "NNOC TABS SURFA DIE CAST ALUMINUM COVER AND CAN. CORROSION HESISIANI SUITABLE FOR CONGREIE POUR. TWO Nov 111 SCREW-IN NPI FITTINGS FOR SIANDA RD ,noMEx, INrui IDIOM FOR I IOV VYEfl ill XENON O IP 7068XENON 1 l /ALL LIGHTS L. us Vial LWARM Home i What's New IWarrantyiInstallation Instructions Copyright 02009, National Specialty Lighting Inc All rights reserved. Disclaimer and Notice of Intellectual Prouerty I j�FJE t W'r, ;l. �I I � t ITi��ii-�. jrr ,lt`-f � .trz' :n-�+ t�x•� � �o ® II ® SII 0 N L z I�� �4J V p S �'G u I S1J]11 HD?Jb?I31?JOw � °a j�FJE t W'r, ;l. �I I � t ITi��ii-�. jrr ,lt`-f � .trz' :n-�+ t�x•� � �o ® II ® SII 0 N LWL w g S1D311 NDUV1131-HOW i a s 3 s a w S1J311 NDUVM31MOW Staff Report Sketch Design VO N C O L O R A D O September 1, 2009 Planning & Zoning Commission meeting Report date August 28, 2009 Project type Education and Residential Buildings Legal description Lot 3, Wildwood Resort Subdivision Buck Creek PUD Zoning PUD Address 130 Buck Creek Road Introduction Dave Kaselak, Zehren & Associates, representing the owner, Gore Range Natural Science School (GRNSS), of this Wildwood Resort Subdivision property, has submitted a Sketch Design application for an educational campus for the GRNSS. The proposed campus is comprised of three educational buildings, the Mountain Discovery Center, Field Studies Base Camp and the Meadow Learning Studio, and two residential buildings, the Graduate Fellows Residences. The proposed buildings are to utilize wood, earthen stucco on straw bales, stone, and concrete as the primary exterior building materials. The proposed buildings will be designed in a mountain contemporary architectural style with both metal and living roofs. The proposed Mountain Discovery Center will contain two (2) usable floor plates, the proposed Field Studies Base Camp and proposed Meadow Learning Studio will contain one (1) usable floor plate each, and the proposed Graduate Fellows Residences will contain two (2) livable floor plates and one (1) sub -grade parking level. Included with this report are a vicinity map (Exhibit A) and reduced plan sets containing a site plan, floor plans, elevations, and renderings (Exhibit B). Staff Comments Based upon a preliminary review, this application appears to generally comply with the Town of Avon Residential, Commercial, and Industrial Desion Review Guidelines. Staff would like to highlight some of the issues that were discussed during the Buck Creek PUD reviews that pertain to the GRNSS. The GRNSS was approved, through the Buck Creek PUD, to encroach into required setbacks and the language from the approved ordinance is as follows: The setback encroachments on Lot 3, as depicted on the Buck Creek PUD Development Plan, are specifically limited to structures owned and used by the Gore Range Natural Science School (GRNSS"). The Final Plat shall include a binding and enforceable covenant that in the event any structures which encroach into setbacks from waterway and wetland areas are no longer used or occupied by GRNSS, then the encroaching portion of such structures shall be promptly removed. Town of Avon Community Development (970) 749-4030 Fax (970) 949.5749 Lot 3, WildwoGd Resort Subdivision, Buck Creek PUD. Gore Range Natural Science School September 1, 2009 Planning & Zoning Commission meeting Page 2 of 2 Alf N After reviewing the preliminary design drawings submitted by the applicant, Staff has determined that there are no major discrepancies between the Design Guidelines, the approved Buck Creek PUD and the proposal. The Town Staff and the applicant are requesting that the Planning and Zoning Commission provide feedback on the design of the site and buildings to help guide the applicant on any modifications necessary for a future Final Design submittal. Design Review Considerations The Commission and Staff shall evaluate the design of the sketch plan utilizing the specific Design Standards, and by using the following general criteria: 1. The conformance with setbacks, massing, access, land use and other provisions of the Zoning Code; 2. The general conformance with Goals and Policies of the Town of Avon Comprehensive Plan, and any sub -area plan which pertains; 3. Whether adequate development rights exist for the proposed improvements; 4. General conformance with Residential Development Sections A through D of the Town of Avon Residential. Commercial. and Industrial Desian Review Guidelines; 5. The compatibility of proposed improvements with site topography, to minimize site disturbance, orient with slope, step building with slope, and minimize benching or other significant alteration of existing topography; 6. The appearance of proposed improvements as viewed from adjacent and neighboring properties and public ways, with respect to architectural style, massing, height, orientation to street, quality of materials, and colors; 7. The objective that no improvement be so similar or dissimilar to others in the vicinity that monetary or aesthetic values will be impaired; and 8. The general conformance of the proposed improvements with the adopted Goals, Policies and Programs for the Town of Avon. The Commission will take no formal action on this Sketch Plan application. At the meeting, the applicant will receive guidance from the Commission and Staff to incorporate into a Final Design application. A full size (24" x 36") plan set will be available for the Commission's review at the September 1 st, 2009 meeting. If you have any questions regarding this project or any planning matter, please call me directly at 748-4023, or stop by the office of Community Development. R ectfully submitted, _ J Barnes JI nnerI Attachment A. Vicinity Map B. Reduced Plan Sets Town of Avon Community Development (970) 748.4030 Fax (970) 949.5749 Staff Report moi' SPECIAL REVIEW USE AVO l C O L O R A D O September 1, 2009 Planning & Zoning Commission meeting Report date August 21, 2009 Project type Special Review Use (PUBLIC HEARING) Legal description Lot 2, Filing 1, Village at Avon Zoning Planned Unit Development Address 101 Fawcett Road, Suite 100 Introduction The applicant, Cody Kennedy, is requesting a Special Review Use (SRU) Permit to allow the use of amplified sound for live music at the ZaccaZa restaurant in the Traer Creek Plaza building. This SRU application was heard and tabled by the Planning and Zoning Commission at the July 21, 2009 meeting. The business has been operating this use for the past two summers under an amplified sound permit. Staff identified the requirement for a SRU permit, based on review of the Village at Avon PUD Guide, the guiding zoning document for the subject property. Attached to this Staff Report as Attachment A is a letter from the applicant with the updated request. The applicant is now requesting to operate amplified sound daily, from as early as 11:30 am, until 10:00 pm. The request includes ambient music for patio guests. Additionally, a site plan showing the proposed location and direction of amplified sound on the patio of the restaurant is included as Attachment B. The location of the music has not changed since first review Process and Review Criteria The property is located in Planning Area K of the Village at Avon PUD. Planning Area K is zoned for Regional Commercial, and accordingly is bound by the Development Standards outlined in the Village at Avon PUD Guide. Planning Area K is the most intensely developed commercial portion of the PUD, and is intended to "serve the needs of residents and guests of the Upper Eagle River Valley." This application is warranted based on the requirement to obtain a SRU permit for "Outdoor entertainment facilities that include the use of amplified music" in this Planning Area. According to.Section G.2 of the Village at Avon PUD Guide, a SRU shall not be considered a use by right without first gaining approval by the Planning and Zoning Commission. The Planning and Zoning Commission shall review this request and act in Town of Avon Community Development (970) 748.4030 Fax (970) 949-5749 Lot 2, Filing 1, Village at Avon — ZaccaZa Amplified Sound SRU July 21, 2009 Planning & Zoning Commission meeting Page 2 of 4 accordance with the Municipal Code review procedures outlined in Section 17.48.040 of the Avon Municipal Code. According to section 17.48.040 of the Avon Municioal Code, the Planning. & Zoning Commission shall consider the following criteria when evaluating this application for a SRU permit: 1. Whether the proposed use otherwise complies with all requirements imposed by the Zoning Code. Staff Response: This use would otherwise be in compliance with all other Zoning Code requirements. Amplified sound permits in commercially zoned areas can be permitted between the hours of Sam and 10pm. 2. Whether the proposed use is in conformance with the Town Comprehensive Plan. Staff Response: According to the Comprehensive Plan, the property is located in District 8, Village at Avon East District. This is the region's commercial center and is intended to provide the Village with supporting commercial development and regional commercial uses associated with the 1-70 and Post Boulevard interchange. The Comprehensive Plan speaks to the physical characteristics of the area and the need to create a "strong overall pedestrian -orientation with tree lined streets and walking paths." 3. Whether the proposed use is compatible with adjacent uses. Such compatibility may be expressed in appearance, architectural scale and features, site design and the control of any adverse impacts including noise, dust, odor, lighting, traffic, safety, etc. Staff Response: The use will inherently create noise, and the effects should be reviewed carefully. It is important to note that the Avon Police Department took sound decibel readings at the property line of the subject property last year during a concert to determine the sound levels produced by amplified sound on the property. This was in response"to a complaint received by Town Council from area residents. The decibel readings indicated that the sound level produced by the live music did not exceed that of typical levels associated with the primary use of the space and that of other adjacent properties. The site plan shows the location of the musicians on the patio of the tenant's space, and also the direction of the music. The speakers are pointed towards the Wal-Mart building. Staff does not foresee any compatibility issues with the adjacent uses in the immediate area. Public Benefit Criteria According the Avon Municioal Code section 17.28.085, the granting of this SRU must provide evidence of substantial compliance with the public purpose provisions as outlined below: A. The application demonstrates a public purpose which the* current zoning entitlements cannot achieve. Town of Avon Community Development (970) 748-4030 Fax (970) 949-5749 Lot 2, Filing 1, Village at Avon — ZaccaZa Amplified Sound SRU July 21, 2009 Planning & Zoning Commission meeting Page 3 of 4 B. Approval of the zoning application provides long term economic, cultural or social community benefits that are equal to or greater than potential adverse impacts as a result of the changed zoning rights. C. The flexibility afforded in approval of the zoning application will result in better siting of the development, preserving valued environmental and cultural resources, and increasing the amount of public benefit consistent with the community master plan documents. Staff Response: While this application may fail to demonstrate 'long term" economic, cultural or social benefits, no negative impacts are anticipated and the temporary nature of the request should be treated as such. This is not a zoning change request that could impact valued environmental or cultural resources. Rather, it is to be a temporary use. If no adverse impacts are experienced, Staff would recommend extending this permit in 2010 after re -review by the Planning and Zoning Commission. Staff Recommendation Staff recommends conditional approval of the proposed SRU based on compliance with the required review criteria. Recommended Motion "I move to approve Resolution 09-08, thereby approving the request for amplified music, subject to the following conditions: Hours of operation are limited to between 12pm and 10pm. 2. This permit is valid through 2009, and will then be re -reviewed prior to use in 2010. 3. An Amplified Sound Permit must be obtained and maintained, pursuant to Chapter 5.24, Avon Municipal Code. 4. Except as otherwise modified by this permit approval, all material representations made by the applicant or applicant representatives in this application and in public hearings shall be adhered to and considered binding conditions of approval." If you have any questions regarding this or any other application or community development issue, please call me at 748-4413, or stop by the Community Development Department. Re tfu bmitted, MattPIser Planner II Attachments A: Update Letter from the Applicant B: Site Plan C: Resolution 09-08 Town of Avon Community Development (970) 748-4030 Fax (970) 949-5749 Exhibit A M 9"M A RED Outc joinT Po Box 975 Avon, Co 81620 ' To Community Development for the Town of Avon: The following is a request to adjust otir original•filing for the SRU permit after the July 21, 2009 ' meeting and public hearing, We would•like fo ask for the use of our patio for'amplified sound , with the parameters discussed and outlined below: •- 'The time be ad.usted.to'our hours of operation (11:30 am to 10:00 pm) • The usage not be limited to specific dates but also ,coincide with our days of operation (7 days a:week) ' • ' We area allowed to have ambient music for our patio and bocce ball guests set up as, but not limited to outside speakers to play house music • ' • We adhere to the Town of Avon's amplified sound regulations regarding time, decibel, level, and upkeep of the;permit Thank you for working with us on this matter. We'want to strive to work with and serve the community with everyone's best *interests in mind. Sincerely, J. -Kennedy - General Managet- j p. 970.748.4848 c. 702.283.3122 i ZaccaZa! 0 10 1 Fawcett RoadI Suite 100' 1 Avon. Colorado 81620. 970.748.4848 �U a akaD/NMJ ICAL EQ pi?nNT- IAOStc ICNOE GUESTS FOT�NTIA, FLANT5 M ZaccaZa PAHO n Attachment B t # ZAUAJA )1 """"�&°"� ZaccaZa 2613.04 IF TlLm�4ItN d �j • 6Y �ILY1l4 y^}�7 he �701449.1di4 DMWWGMUZ (470)414.8 Punt Cut Sheets Al�t4.lYiII ' h W 6m $Gies:'. OM* Y 6 8 M¢ MUS DAM $� Exhibit C TOWN OF AVON PLANNING & ZONING COMMISSION RESOLUTION NO. 09-05 A RESOLUTION APPROVING A SPECIAL REVIEW USE PERMIT TO PERMIT AMPLIFIED SOUND FOR LIVE MUSIC ON LOT 2, FILING 1, VILLAGE AT AVON, TOWN OF AVON, EAGLE COUNTY, COLORADO WHEREAS, Cody Kennedy has applied for a special review use permit to operate amplified sound for live music, as described in the application dated June 25, 2009; and WHEREAS, a public hearing has been held by the Planning & Zoning Commission of the Town of Avon on July 21, 2009 and September 1, 2009, pursuant to notices required by law, at which time the applicant and the public were given an opportunity to express their opinions and present certain information and reports regarding the proposed Special Review Use application; and WHEREAS, the Planning & Zoning Commission of the Town of Avon has considered the following review considerations: A. Whether the proposed use otherwise complies with all requirements imposed by the zoning code; and B. Whether the proposed use is in conformance with the town comprehensive plan; and C. Whether the proposed use is compatible with adjacent uses. D. Whether the proposed use provides evidence of compliance with the Public Purpose provisions outlined in the Avon Municipal Code. NOW, THEREFORE, BE IT RESOLVED, that the Planning & Zoning Commission of the Town of Avon, Colorado, hereby approves a Special Review Use permit for outdoor amplified sound of live music, as described in the application dated June 25, 2009; as stipulated in Title 17, of the Avon Municipal Code for Lot 2, Filing 1, Village at Avon Subdivision, Town of Avon, Eagle County, Colorado. SUBJECT TO THE FOLLOWING CONDITIONS: 1. Hours of operation are limited to between 12pm and lOpm. 2. This permit is valid through 2009, and will then be re -reviewed prior to use in 2010. 3. An Amplified Sound Permit must be obtained and maintained, pursuant to Chapter 5.24, Avon Municipal Code. 4. Except as otherwise modified by this permit approval, all material representations made by the applicant or applicant representatives in this application and in public hearings shall be adhered to and considered binding conditions of approval ADOPTED THIS 1st DAY OF SEPTEMBER, 2009 Signed: Date: Chair Attest: Date: Secretary ♦ ,oOIN)s . 0 0 o N N 0 V1 Q co� a� oJc� V) 1 ' r� V F. s c� z 1i ➢N z MO Do 'D C 00aj c) --j M 0 m D C) m U) `- a�-g aT an m -z 6m y m 0D0 m O O DO px A p COO 09 yZ 2 WA pvi m �y D O Dm0 DO '' m m m ➢2 j 4 xZ T. ➢� C% m n ' O m ym mn �� A O Z O my O m 0 y 31O ym m Zo m Z m ➢ 07 >M m 0 ➢ ➢y 55> y ➢ ti m 00 Q 3 -Ni m O 2 L^ A m r y O n ➢ m ( > ➢ n m m m A y fn 2 (/i x Z 0 GORE RANGE NATU .AL SCIENCE SCHOC' . O ? 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Tract B is located at the corner of Old Trail Road and Saddleridge Loop (Attachment A) and is comprised of 16,522 sq ft or .38 of an acre. As stated in the heading of this report, the existing zoning of Tract B is "Light Commercial" which is described as follows (verbatim): Light Commercial — Retail sales and commercial service uses limited to food, groceries, household and automotive items limited to the sale of gasoline, oil, and related products, but not automotive repairs, provided for the convenience of Wildridge residents, their guests and visitors; caretaker apartment units and municipal services are included in Light Commercial. The applicant has made the statement that the proposed amendment would effectively amount to a "down -zoning" thereby resulting in an overall reduction of negative impacts to the immediate neighborhood and the larger community as well. Staff does not disagree that such a reduction is possible or that the commercial use may not be viable, however, staff does question whether there is a one-to-one relationship between caretaker apartment units and actual dwelling units given the context of the existing zoning language. Upon reviewing the Definitions listed under Note 4 of the governing plat (Attachment E) wherein the excerpted zoning language cited above is contained, it is obvious an effort was made to distinguish between a "caretaker apartment unit" and "dwelling units". The applicant's representative submitted a letter on August 25 (Attachment B) addressed to the Commission containing a list of ten (10) suggested conditions of approval. Upon review of this letter, Staff has determined the first five (5) "conditions" are actually proposed development standards, conditions eight (8) and nine (9) are unclear in terms of what would be accomplished and how to implement/enforce them, and condition ten (10) is related to staging, not zoning. Given the short time Staff has had to analyze the letter referenced above and the Commission's need to scrutinize it as well, Staff recommends this item be Tabled to allow the applicant's representative a chance to explain the actual purpose, intent, and method of implementation regarding the ten (10) suggested conditions of approval. Town of Avon Community Development (970) 748-4030 Fax (970) 949-5749 Tract B, Wildridge PUD and Subdivision - PUBLIC HEARING September 1, 2009 Planning and Zoning Commission Meeting Page 2 of 7 RYBN II. Background Benchmark Properties created the Wildridge Subdivision in 1979, shortly after the incorporation of the Town of Avon on February 28, 1978. According to the Wildridge Final Plat application for Wildridge and Wildwood Subdivisions, the overall development concept was for "abundant open space recreation areas around lots" with a density of "barely one dwelling unit per acre". The original Wildridge "Specially Planned Area" (now considered a "PUD" by default) and the accompanying subdivision plat were established with a specific purpose and intent: to offer a diverse range of housing types and options to serve the diverse, year-round local population. As such, the housing types in the Wildridge PUD and Plat are diverse: single- family homes, duplexes, triplexes, four-plexes, etc - because the housing needs of the local, year-round population continue to be diverse. The population of Avon is comprised of diverse segments of the local population based on such attributes as income, household size, age, and lifestyle choices (i.e. - single, married, married with children, etc). Wildridge was designed on the premise that not everyone wants, or can afford, to live in low density neighborhoods and a diversity of unit types is required to serve the year-round population. The intrinsic value to the public of the diversity of housing types imbedded in the original plat and PUD plan become diminished when a planned type of multi -family is removed and replaced with duplexes or single-family housing. In 1981, the Wildridge Subdivision was completely replatted with a total of 849 planned development units and is the foundation of the current zoning in Wildridge. Over the years, there have been numerous PUD amendments and some transfers of development rights. Recently, there have been amendments whereby certain development rights were modified and corresponding subdivision plats created to amend the existing plat(s). A recent amendment to the Wildridge PUD and Final Plat was for the Dry Creek PUD, previously located within Block 2 of the Wildridge Subdivision and now its own stand-alone subdivision, whereby a "fourplex" lot was converted to accommodate three (3) single-family detached homes. The approval of the Dry Creek PUD was predicated upon factors such as the granting of a subdivision variance for lineal lot frontage and the reduced number of dwelling units (by one). Construction of the Dry Creek PUD is now complete, and demonstrates the resulting appearance and disturbance experienced with detached single-family structures, as opposed to what was expected under the existing zoning. It should be noted that Staff recommended DENIAL of the Dry Creek PUD, citing the following reasons: (1) The application failed to meet or advance land use and housing goals/policies (Policy A1.5, C1, C1.4 of the 1996 Comp Plan) relative to establishing or maintaining an appropriate mix of dwelling unit types for both lower and middle- income seasonal and year-round residents and their families; (2) The proposed development may be compatible in design, scale, and use with the types housing in the area, however a multi -family building would also be compatible with multifamily developments in the area, particularly the enclave of multi -family developments along Draw Spur; Town of Avon Community Development Phone (970) 748-4030 Fax (970) 949-5749 Tract B, Wildridge PUD and Subdivision - PUBLIC HEARING September 1, 2019 Planning and Zoning Commission Meeting Page 3 of 7 (3) Although the applicant proposed to reduce the allowable lot coverage by 10%, the extent of total site disturbance for 3 single-family residences may exceed the extent of site disturbance from a fourplex development; Another recent PUD Amendment approval was for the Western Sage PUD in Block 4. That development converted three (3) triplex lots and one (1) duplex lot (total of 11 development rights) into eight (8) single-family lots. Both of these PUD amendments were approved prior to the public benefit provisions being incorporated into the Town of Avon Zonino Code. III. Process Section 17.20.110(k) sets forth the following process for amending an existing PUD, which defers to the required procedures for the establishment of a new PUD: (k) Amendment procedures. (1) Amendments. Requests for amendments to an approved Planned Unit Development District shall be reviewed in accordance with the procedures described above. Amendments that propose substantial changes to land use in connection to existing development agreements and development plans as outlined in Chapter 17.14 of this Code may require additional information and/or development agreements and amendment to development plans. (2) Owners of all property requesting the amendment, or their agents or authorized representatives, shall sign the application. Notification of the proposed amendment shall be made to owners of all property adjacent to the property requesting the proposed amendment, owners of all property adjacent to the PUD and owners of all property within the PUD that may be affected by the proposed amendment (as determined by the Community Development Department). Additionally, in accordance with Section 17.20.110(m), the proposed PUD amendment does not necessitate the administration of a Preliminary Plan for Subdivision: (m) Preliminary Subdivision Application with PUD. Where subdivision approval will be required to implement development in a proposed PUD, a Preliminary Subdivision Plan application must be filed concurrently and in conjunction with the PUD application. The provisions and procedures for public notice, hearing and review for a PUD as prescribed in this Title shall apply to the Preliminary Subdivision Plan application. No development may be implemented in a PUD prior to approval and recording of a corresponding Final Subdivision Plat. (Ord. 05-03 §2; Ord. 04-12 §§3-8; Ord. 04-03 §3; Ord. 91-10 §1(part) Subdivision approval is not required to implement development in the proposed PUD amendment and the existing configuration of Tract B is to remain as platted on the current, governing final plat of the Wildridge Subdivision. Town of Avon Community Development Phone (970) 748-4030 Fax (970) 949-5749 Tract B, Wildridge PUD and Subdivision - PUBLIC HEARING September 1, 2009 Planning and Zoning Commission Meeting Page 4 of 7 IV. Public Notice Requirement This application is a noticed public hearing with written notice provided to all property owners within 300' of the subject property and the entire Wildridge Subdivision as well. Public comment received to -date is attached hereto as Attachment C. V. PUD Design Criteria According to the Town of Avon Zoning Code, Section 17.20.110, the following criteria shall be used as the principal criteria in evaluating this application. According to Code, "!t shall be the burden of the applicant to demonstrate that submittal material and the proposed development plan comply with each of the following design criteria, or demonstrate that one or more of them is not applicable, or that a particular development solution is consistent with the public interest." Please refer to Attachment D for the applicant's responses to these principal review criteria. 1. Conformance with the Town of Avon Comprehensive Plan's Goals and Objectives. District 24 Wildridae Residential District (Comp Plan Page 98-99) The subject properties are located in the "Wildridge Residential District." The Comprehensive Plan acknowledges the limited number of existing trees and the open character of the Subdivision. The Comprehensive Plan states that "special care should be taken to ensure that all structures are compatible with one another and in harmony with the natural surroundings." One of the planning principles for this district is to "site buildings of varying sizes along the street to maximize sun exposure, protect views, be compatible with existing surrounding development, and break up building bulk." While the residential land use is certainly appropriate, the proposed density and configuration would not result in a visually compatible arrangement of structure types. Future Land Use Plan (Comp Plan Page 27) The Future Land Use Plan envisions continued "Residential Low Density" development. Residential Low Density (RLD) development is intended to provide sites for single-family, duplex, and multi -family dwellings at a density no greater than 7.5 dwelling units per acre. The applicant's proposal would amount to 10.5 dwelling units per acre and is not in conformance with the maximum density of the RLD designation. Goals and Policies (Comp Plan Pages 37 - 63) The Comprehensive Plan contains several regional policy goals related to land use and development patterns that should be reviewed with respect to all proposed PUD plans in Town. The goals and policies most applicable to this proposal speak to clustering development and other creative design solutions in order to achieve lower densities, and to which this proposal does not demonstrate conformance. Town of Avon Community Development Phone (970) 7484030 Fax (970) 949-5749 Tract B, Wildridge PUD and Subdivision - PUBLIC HEARING September 1, 2009 Planning and Zoning Commission Meeting Page 5 of 7 AYIN 2. Conformity and compliance with the overall design theme of the town, the sub- area design recommendations and Design Guidelines of the Town. Where the PUD is silent to architectural standards the Town's Residential. Commercial. and Industrial Desiqn Review Guidelines would apply. The Town's Guidelines put emphasis on the overall design theme for the Town. According to the Guidelines, the theme for the Town shall be to establish an attractive appearance for visitors and residents, and yet be flexible enough to allow design innovation. The site design and corresponding development standards appear to be in general conformance with this criterion, however, there would be a significant amount of disturbance required to construct the proposed duplexes and the density exceeds what is designated for the site using the Future Land Use Map (FLUM) designation contained in the Comarehensive Plan. Staffs recommendation is based primarily on keeping the density closer to the 7.5 DUs per acre prescribed by the Residential Low Density (RLD) designation and restricting the size to something affordable to year-round local residents. 3. Design compatibility with the immediate environment, neighborhood, and adjacent properties relative to architectural design, scale, bulk, building height, buffer zones, character, and orientation. The proposed density and configuration of development would not be compatible with the immediate environment, neighborhood, and adjacent properties relative to bulk, mass, buffer zones, character and orientation. 4. Uses, activity, and density provide a compatible, efficient, and workable relationship with surrounding uses and activity. The proposed use may provide an efficient, workable relationship with surrounding uses and activities, but the higher density is not compatible. 5. Identification and mitigation or avoidance of natural and/or geologic hazards that affect the property upon which the PUD is proposed. There have no been no geologic hazards identified on the subject property. 6. Site plan, building design and location and open space provisions designed to produce a functional development responsive and sensitive to natural features, vegetation and overall aesthetic quality of the community. There appears to be a high degree of alteration to the existing site required to enable this development to function. The site layout and driveway do not appear sensitive to the natural features of the site, particularly with respect to the excessive paved area. 7. A circulation system designed for both vehicles and pedestrians addressing on and off site traffic circulation that is compatible with the Town Transportation Plan. There is a functional 24' wide driveway for the four (4) proposed residential units. The turnaround could also be used for trash removal vehicles. It appears that visibility is good in each direction entering and leaving the proposed curb cut location. Town of Avon Community Development Phone (970) 748-4030 Fax (970) 949-5749 Tract B, Wildridge PUD and Subdivision - PUBLIC HEARING ABN September 1, 2009 Planning and Zoning Commission Meeting Page 6 of 7 8. Functional and aesthetic landscaping and open space in order to optimize and preserve natural features, recreation, views and function. As stated previously, the asphalt driveway/parking area is an excessive amount of paved area in comparison to the size of Tract B and does not appear to optimize or preserve natural features, recreation, views, and site functionality. 9. Phasing plan or subdivision plan that will maintain a workable, functional, and efficient relationship throughout the development of the PUD. The phasing plan shall clearly demonstrate that each phase can be workable, functional and efficient without relying upon completion of future project phases. The applicant has proposed one phase of development. 10.Adequacy of public services such as sewer, water, schools, transportation systems, roads, parks, and police and fire protection. Letters expressing the ability to serve have been included in the applicant's binder and include those from: Eagle River Water & Sanitation District, Xcel Energy, Holy Cross Energy, and Comcast. Adequate services can be provided for this proposed development. 11. That the existing streets and roads are suitable and adequate to carry anticipated traffic within the proposed PUD and in the vicinity of the proposed PUD. Old Trail Road is suitable to carry the anticipated traffic, and the site distance visibility entering and exiting the driveway appears safe. 12. That the PUD or amendment to PUD requested provides evidence of substantial compliance with the following public purpose provisions, as outlined in Section 17.28.085 of the Avon Municipal Code: A. The application demonstrates a public purpose, which the current zoning entitlements cannot achieve. Staff Comment: The applicant has asserted that the change in use alone constitutes a public benefit or purpose and staff is not in agreement with this statement. While the smaller unit sizes may indeed render each half of the proposed duplexes more affordable than most other duplexes in Wildridge and the Town as a whole, this does not create a public benefit considering there are no entitlements for stand-alone dwelling units under the existing zoning. Caretaker, accessory apartments are for -rent units that are secondary to the primary use and cannot be built independently of the allowed commercial use, and this is what necessitates the need for a zone change. B. Approval of the zoning application provides long term economic, cultural or social community benefits that are equal to or greater than potential adverse impacts as a result of the changed zoning rights. Staff Comment: The existing zoning rights would seem to provide a more sustainable, long-term economic and social benefit to the community than a strictly residential development. While there is no question that someone would have to be creative to make the commercial use viable, the lasting benefit to the neighborhood and the entire Town of Avon Community Development Phone (970) 748-4030 Fax (970) 949-5749 Tract B, Wildridge PUD and Subdivision - PUBLIC HEARING September 1, 2009 Planning and Zoning Commission Meeting community may result in positive environmental vehicle trips between Wildridge and Avon's town benefit in having a well situated commercial entity common gathering place for the neighborhood. Page 7 of 7 A impacts such as a reduction in daily core. There is also a tangible social to serve as a community center and C. The flexibility afforded in- approval of the zoning application will result in better siting of the development, preserving valued environmental and cultural resources, and increasing the amount of public benefit consistent with the community master plan documents. Staff Comment: There is not adequate evidence of the proposed amendment resulting in an increased amount of public benefit consistent with the community master plan documents. As stated previously in this report, the existing zoning and the planning behind it have been designed to achieve a certain public benefit which would be removed should the proposed PUD amendment be approved as submitted. VI. Staff Recommendation As stated in Section I of this report, Staff is recommending the Commission TABLE the proposed PUD amendment for Tract B, Block 1, Wildridge, to allow the Commission sufficient time to consider the applicant's suggested ten (10) conditions of approval (Attachment B); and to allow the applicant's representative an opportunity to explain how these proposed conditions would improve the application's benefit to the community. If you have any questions regarding this project or any planning matter, please call me at 748-4002, or stop by the Community Development Department at the Avon Town Hall. Respectf Ily sub itted, Matt Gennett, AICP Planning Manager Attachments A. Vicinity Map B. Letter from MPG received August 25, 2009 C. Written public comment D. Applicant's materials E. Sheet 1, Final Plat, Wildridge (Amendment 2) Town of Avon Community Development Phone (970) 748-4030 Fax (970) 949-5749 Vicinity Map - Tract B, Block 1, Wildridge Attachment A e— Residential Streets N Property Boundaries}'= 0 45 90 r; Attachment B Maurlollo Planning Group August 24, 2009 Planning and Zoning Commission c/o Matt Gennett, AICP RECEIVED Planning Manager Town of Avon AUG 2 5 2009 PO Box 975 Avon, Colorado 81620 Community Deveiopmant Re: Tract B, PUD Amendment Dear Commissioners: This letter is intended as a follow-up to the hearing on the Tract B application heard by the P&Z on August 4, 2009. As you recall this application was tabled at the applicants request after a series of failed motions for approval. Our sense of the hearing is that most of the commissioners agree that: the commercial use of the property is no longer practical and its elimination a public benefit; and the proposed residential use as two duplex structures is an appropriate use and scale for the property. There seemed to be some disagreement among the members as to what additional conditions or public benefits should be included with the amendment, if any. At the hearing the imposition of deed restrictions on some or all of the units seemed to be the dividing issue among the Commissioners. We believe the project with two dwelling units under 1,900 sq. ft. each and two dwelling units under 1,500 sq. ft. each provided a unique project type that is very limited in supply in Wildridge and in the Town as a whole. These small, livable and marketable, duplex dwellings create free-market affordability. We believe the product type and density in and of itself is a true public benefit. However, the applicant would like to propose the following conditions of approval to improve the public benefits already present with this application and hopefully allow the P&Z enough comfort to recommend approval of this application to the Town Council: 1. Tract B shall be limited to four dwelling units in the format of two duplex structures developed in a townhouse configuration; 2. Two of the dwelling units shall be limited to a maximum residential floor area of 1,500 sq. ft. and the other two dwelling units shall be limited to a maximum residential floor area of 1,900 sq. ft. Garage area is excluded from this calculation; (no current restrictions on floor area in Wildridge) 3. Building height on the easternmost duplex shall be limited to 33' and 27' on the westernmost duplex; (no height limit required for this site, no limitation in Design Guidelines, 35' required in other zone districts) 4. Site coverage shall be limited to 25% of the total site area; (no limitation required for this site, no limitation in Design Guidelines, 50% allowed in other residential districts) 5. Landscape area shall have a minimum area of 40% of the total site area; (no limitation required for this site, no limitation in Design Guidelines, 25% minimum required in other residential districts) 6. A six foot wide pedestrian access easement as depicted on the plan AND a paved path shall be provided from the edge of pavement on Old Trail Road to the park parcel to the south; 7. An easement as depicted on the plan shall be provided for future community mailboxes; B. The applicant agrees to offer one dwelling unit on the site for sale to Eagle County Residents or Employees (those working a minimum of 30 hours per week in Eagle County) for a 90 —day period after project approval but prior to listing the property for sale with a broker. This one unit will be offered for sale with a deed restriction restricting its occupancy and resale to local residents and employees working a minimum of 30 hours per year in Eagle County. There sale be no income restrictions or appreciation caps placed on this deed restricted unit. The dwelling unit shall be offered for sale at a minimum/maximum price per sq. ft. of $300. Should no qualified buyers go under contract for purchase within this 90 -day period, there shall be no requirement for a deed restriction on this dwelling unit. The applicant will advertise this offering in one of the local newspapers; 9. The applicant agrees to offer three dwelling units on the site for sale to Eagle County Residents or Employees (those working a minimum of 30 hours per week in Eagle County) for a 90—day period after project approval but prior to listing the property for sale with a broker. This is a priority offering to Eagle County residents for the purchase of a free market dwelling unit. No deed restriction is required for these dwelling units. Following this 90 -day period the dwelling units are free to be listed with a broker and available to any buyer. The applicant will advertise this offering in one of the local newspapers; and 10. In exchange for use of the current public restroom located at the fire station during construction (in -lieu of a portable restroom), the applicant agrees to renovate the public restroom to make it an ADA accessible restroom. This renovation is limited to the interior of the building. We believe that with these added conditions of approval, this amendment is clearly appropriate and a public benefit to the Wildridge community and the Town at large. Sincerely, Dominic F. Mauriello, AICP Principal Tract B, Wildridge Application Attachment C Matt Gennett From: Matt Gennett Sent: Monday, July 27, 2009 8:51 AM To: Dominic Mauriello Subject: FW: Tract B, Wildridge Application From: Ryan Wolffe [mallto:ryanw@sriarchitect.com] Sent: Tuesday, July 21, 2009 3:49 PM To: Matt Gennett Subject: FW: Tract B, Wildridge Application Matt, I am a full time resident of Wildridge and work for the Architect Shepherd Resource, Inc. I am hesitant to support the down -zoning of the property referenced below. The only reservation 1 have is that Wildridge would be giving up the only remaining commercial property should future needs change. I believe the Owner is making decisions based on current economic conditions which would of course make any commercial solution there financial suicide. There is one circumstance that would change my mind to be fully against this proposal. That would be if there were a new fire department built somewhere near Pizza Hut, which would render the firestation in Wildridge unnecessary. At that point, I would like to see the firestation land and the adjacent Tract B combined into one project that contained housing, commercial and community functions. I am not in support of the design of the site or buildings being proposed. I have concerns about the proposed Site Plan as it appears visibility will be further reduced when making a left turn onto Wildridge Road from Old Trail Road. The applicant has told me that they think this will not be an issue as few cars make this left turn. I would argue that enough cars make that left turn to be of concern, especially as downhill traffic has no stop sign. Additionally, I have concern that these buildings will be "affordable" housing, which will tend to attract owners and/or their renters who might not show as much care for their home, yard or community. This is of special concern as this property is located at the main entrance of the residential section of Wildridge. If these conditions were improved 1 would further consider supporting the downzoning. It is not clear from the Site Plan, but I would be opposed if the "proposed public access easement to park" were to be the only access to the park in the future. Thank you, Ryan Wolffe 2461A Saddleridge Loop Avon, CO 81620 From: Dominic Mauriello [mailto:dominic@mpgvail.com] Sent: Tuesday, July 21, 2009 3:14 PM To: Dominic Mauriello 7/31/2009 Tract B, Wildridge Application Matt Gannett From: Man Garman Sent: Monday. July 27, 2009 a 60 AM To: Dominic Maui@So Subject: RE Tract B, t''adrid0e Application From: Gardner, John K (melltoJMGand WOHHtAWAXNs1 Sen, Tuesday, 3* 21, 2009 3:92 PM To: rngame,Qmmary. Cc Dcrrdnk Maunelk, Sublet, RE: Tract 8, 1Wdidge Application Page 1 of 1 Dear Matt • • On the subject discussed In Dominic Maudello's message below, my wife and I are In agreement that the proposed downzone of Tract B to residential is of considerable public benefit We now live at 5723 Wildridge Road Eas4 but forseveral years lived across the street from the subject property, and at that time we were concerned that the tract could be developed Ion commercial purposes, with the attendant tr2 lc, parking and nolse issues. We highly recommend your approval of the proposed change In zoning andplan approva). Thanks 11 Jack Garda" Bogan & Hartman Direct: 903.899.7330 Homo Offac: 970.949-0949 Mobile: 970-376.1342 From: Dominic Maurkao [mallm:dwNnkQmpgvai.mm] Sen, Tuesday, 3uy 21, 2009 3:19 PH To: Dominic Mauk90 Sublet, Tract 8, Wildridge A@kmtbn HI I am writing you as you may have expressed some support for the down zoning of the Wildridge parcel located adjacent to the Fire House (Tract B). As the attached submittal document explains In detail, the property today allows for a variety of commercial uses In addition to four dwelling units/apartments. The proposed application seeks to downzone the property to allow for two duplex structures with limited Boor area. The project proposes an access easement to the adjacent park and an easement for future community mailboxes. I would like to Impose on you to send a quick small to Matt Gannett, Planning Manager for the Town of Awn, to express your support for the change in use and the proposal as two duplex structures. To the extent you agree, If you could state that the down zoning Is public benefit to the Wildridge neighborhood that would be helpful aswell. Matt's small address IsA staff report Is due out next week on the project If you have any questions, please give me a tall. Ityou don't wish to send an email of support, I understand that as well Thanks, Dominic F. Maurieilo, AICD Maudella Planning Group, LLC PD Box 1127 5601A Wildridge Road Awn, Colorado 81620 970376.3318 cell www.mpgvall.cOm •F1eF <NHLAN.Ctlxx• made the following nnnot.ti.n.. TM ADVICE UISCIAIHSR: Under applicable U.S. Treasury Regulations, we are required to inform you that any U.S. tax advice contained in this This electronic message transmission contains information from this law fire which may be confidential or privileged. The information is int If you have received this electronic transmission in error, please notify us by telephone (•1-202-637-5600( or by electronic mail (Poetliaete 7/31/2009 Attachment D Gandorf Tract B Wildridge PUD Amendment Applicant: Phil Matsen & Buz Reynolds PO Box 7796 Avon, CO 81620 970.376.2766 pbmatsen@comcast.net Representative: Dominic Mauriello 5601 AWildridge Road Avon, CO 81620 Ph. 970.376.3318 dominic@mpgvail.com June 2009 Architect: Michael Pukas MPP Design Shop Edwards, CO 81632 970.390.4931 michael@mppdesingshop.com Introduction The Gandorf Property is located at 2101 Saddle Ridge Loop /Tract B,Wildridge Subdivision. The parcel number is 1943-354-03-005. The property is identified on the Wildridge Subdivision Plat as Tract B, with an allowable land use of"Light Commercial (4 apartments)". The applicant is proposing to amend the PUD to allow for this property to be identified as residential, and allow for 4 dwelling units in the form of 2 duplexes. The amendment does not require an increase in overall density of Wildridge, but eliminates the allowable commercial uses on the site. The amendment results in a less intensive use for the site, while maintaining the same amount of dwelling units allowed by the PUD. The Gandorf Property is a previously platted, existing lot within the Wildridge PUD. The property is identified by the PUD as a more intensive use - `light commercial' - and therefore was previously reviewed for a much more intensive use than proposed with this amendment. "Light Commercial' allows for the following uses: Retail sales and commercial services uses limited to: • food • groceries • household and automotive items (limited to the sale of gasoline, oil, and related products, but not automotive repairs) • caretaker apartment units • municipal services The proposal would allow for 4 dwelling units, in the form of two duplexes. Both multiple -family and duplex Gandorf Wildridge PUD Amendment 2 development are common in the vicinity. The units would be in the same ownership structure as a condominium project - the units would be individually owned, but the an would be under common ownership and under a common association. The units are relatively small, limited to approximately 1,498 sq. ft. (west units) and 1,888 sq. ft. (east units). The intention of the smaller unit sizes is to appeal to a local buyer, filling the "move -up" niche. Of the more than 500 units in Wildridge today, only 31 units are less than 1,500 sq. ft., and only 104 units are less than 1,888 sq. ft., indicating that this is a market that is lacking in the area. The project has been designed to maximize open space and views, while maintaining pedestrian access into the existing park. A 6 ft. pedestrian easement along the east side of the site has been provided for this purpose, along with an easement on the west side to allow for future mailboxes (should delivery of mail to Wildridge occur in the future.) The proposed amendment eliminates the commercial uses currently allowed on the site while maintaining the density allowed for the property. While the idea of a commercial use on this site is appealing to many Wildridge Residents, the practicality and viability of a commercial use in this low density residential neighborhood has to be considered. Generally, the uses allowed on the site currently might include a restaurant or coffee shop, a gas station, and a convenience store. All of these uses depend on a large population base and/or substantial drive-by traffic in order to be commercially viable. Wildridge is a low density development, isolated from the larger population base of Avon. Any commercial use located on Tract B will be entirely dependent on Wildridge residents for customers. It is not reasonable to believe that consumers from the greater Avon area would make the seven mile trip (14 miles round-trip) to frequent a neighborhood commercial use on this site. It would also not likely be desirable to the Wildridge community to have others adding traffic to the neighborhood. Gandorf Wildridge PUD Amendment 3 Background The Town of Avon was incorporated in 1978, and Benchmark Properties created the Wildridge and Wildwood Subdivisions shortly thereafter. Subsequently, the Wildridge Subdivision was completely replatted in 1981. While many amendments have occurred since then, this background is intended to provide the history of Tract B and its designation as "light commercial." The language from the plat defines "light commercial" as follows: LII:HT CONMFRrTA1. - RFTATT SATES AND COWTRCIAL SERVICE USES LIMITED TO FOOD, CFOCFRIFS, HOISFHOID AND API1140TIVH ITEMS LTMTTr❑ TO THE SAT.F OF CA501. TNF. OIL, AND RFLATED rROTUrT5, RrT NOT APTOMOT'VF RFPATRS, PROVTnr^ FOR TI! (XINVF,NTFNC.E OF WTI nRT'N.F 2F.ST^F41`S, TRTIR 1-1FSTS, AN!) l'TSTTORI; C,%PITA%FR ARARTMFNT ;NfTS ANTI �STI'I PAI <F ':I"FS ARF IN I I ;HT COMW..Rr TAL. The application for the Wildridge and Wildwood PUD outlined an objective to "create a variety of living spaces with full municipal services in a setting of quiet„ uncrowded beauty and open space recreational opportunities:' The concept originally included two commercial sites, one in Wildridge and one in Wildwood, each a country store. The commercial uses in Wildridge were described as follows: Other uses planned are a country store located near the main entrance to the subdivision for convenience of area residents, two park sites (a ten acre and half acre) are provided in the higher density area, and approximately 280 acres of open space and walking trails are available for outdoor recreation, wildlife habitat, view, slope and drainage protection. The commercial uses in Wildwood were described as: Other uses planned are a rustic country store located in the northeastern area of highest density, four park sites... There are approximately 92 acres of openspace for walking trails, outdoor recreation, wildlife habitat, and view, slope, and drainage protection. The focal point of Wildwood will be 12 acres of a very fine Country Club facility on a wooded ridge in the northeastern area of the property, adjacent to the Clubhouse will be an Olympic size swim pool and six to eight tennis courts. Both of these commercial facilities were described Emm as AA ...For the convenience of area residents, two small, rustic "country stores" with groceries and necessities will be established. The Plan map shows the locations on main entry roads in both Sections and in conjunction with park sites. Tract R the property designated as "light commercial" in Wildwood has since been incorporated into the Mountain Star PUD. The historical context of the original concept for the commercial lots within Wildridge and Wildwood are important to consider. City Market had not yet been constructed (1980). Beaver Creek had not yet opened (1980). Pizza Hut did not exist yet (1985), nor did either of the gas stations on Nottingham Road (1987 and 2002). Services within Avon were limited, and the idea of a small country store or local gas station was likely appropriate. In the thirty years following the original approval, the commercial uses within Avon grew exponentially, likely well -beyond anyone's original expectations. Now, all of the residents of Wildridge Gondorf Wildridge PUD Amendment 4 pass multiple commercial uses on their way to anywhere, as opposed to driving into Vail for basic service as was the case in 1978. In addition to the commercial growth that occurred with the town center, various amendments have occurred to the Wildridge and Wildwood PUDs from their original adoption. The total combined approved density for Wildridge and Wildwood was 1,558 units on 1,361.48 acres. The Mountain Star PUD completely replaced the Wildwood PUD, drastically changing the character of the original concept, and reducing approved density from 932 units down to only 89 units, nearly a 90% reduction in density. This dramatically reduced the customer base which potentially could have used commercial services in this location. Within Wildridge, various amendments have reduced the overall density of the project, while many duplex -zoned lou were instead constructed as single-family units. Wildridge was approved for 824 units, which was amended in 1981 to 849 units, on 688 acres. This number does not include the "4 apartments" listed for Tract B, but the 4 apartments are clearly included on the land use table. The following table provides an analysis of the changes in density that have occurred since the original conception of the Wildridge PUD. Original 1981 Plat 2009 Density Submittal Actual 824 Units 849 Units 560 Units There are currently a total of 560 dwelling units located in Wildridgel. As a result, the potential commercial customer base of Wildridge is extremely limited. Of these 560 dwelling units, 153 of the units are owned by out -of -Valley residents. Because short term rental of units is prohibited in Wildridge, this severely limits the occupancy of these second homes. This equates to only 406 units owned by Vail Valley residents. With an average of 2.79 persons per household2 (including children), there is a total local, year-round population of I,132 persons within Wildridge (this number excludes residents of the Wildwood neighborhood, which includes an additional 65 units, of which 53 are locally owned, equating to a population of 148 persons). Even at full build -out of 849 units, assuming similar second home ownership patterns, the potential year-round commercial customer base is limited to 1,660 persons. In the best case scenario, at full -buildout and 100% occupancy of all units, the maximum population of Wildridge could reach 2,370 persons. This population from which to draw customers is a limiting factor in the success of any commercial enterprise on Tract B. In addition to looking at population, commercial businesses look at average vehicle trips per day to determine appropriate locations for various commercial uses. The Town of Avon has done current and I Data from the Eagle County Assessor's Office. Second home vs. in -Valley ownership was determined by location of mailing address. Data was then verified with CO State Demographer estimates of vacancy rates which equates to approximately 30% in the Town of Avon. 2 The CO State Demographer estimates 2.79 persons per household in the Town of Avon. Gondorf Wildridge PUD Amendment 5 historical vehicle counts at various locations within the Town, including at the intersection of Wildwood and Metcalf Roads3. % Increase (+) or Year Number of Trips Decrease (-) from previous year 2002 3,525 2003 3,730 6% 2004 3,580 4% 2005 3,801 6% 2006 3,769 _I% 2007 3,778 0% 2008 3,946 4% Based on the ITE Trip Generation Manual, at full potential buildout and assuming current occupancy trends, the maximum number of average daily trips going past Tract B is approximately 5,700 trips. Assuming full-time occupancy of all units, the maximum average daily trips could reach 7,000 trips past Tract B. To summarize this analysis: Tract B 2009 Current Analysis At Full Build -Out, Following Current Occupancy Trends (30% second home- ownership) Captured Average Daily Vehicle Trips Population 3,946 trips 1,132 persons (based on current traffic count at Wildwood and Metcalf Roads) 1,660 persons 5,700 trips At Full Build -Out, assuming 100% full-time residency 2,370 persons 7,000 trips (absolute maximum) A 7-11 Free Standing Site with no gas (convenience store) requires a minimum of 25,000 vehicles per day passing the site. A BP gas station requires 30,000 vehicles per day passing the site and a population 3 From Avon Summer 2008 Traffic Count Summary, TDA Colorado Gondorf Wildridge PUD Amendment 6 of 18,000 within a 2 mile radius. The lack of vehicular traffic, coupled with limited population, makes Tract B commercially unfeasible as a potential location for a gas station or convenience store. There are some local precedents for a commercial use in the midst of a low-density residential neighborhood., including the following: • Cordillera Market • Balata at Singletree • Vista atArrowhead Spago at Bachelor Gulch • SummerThyme at Red Sky Ranch All of the above have had varying degrees of success and have unique circumstances that may allow them to be more successful than others. Cordillera's market has been through four different proprietors in less than five years, includes a commercial kitchen for catering, and is heavily subsidized by the Cordillera home owners. The community includes near -by offices, golf courses, and a hotel, and has still not managed to be successful. Balata is part of the Singletree Gold Club and is also heavily subsidized by members. While one of the more successful examples, members of the club are required to spend a pre -determined amount of money at Balata, ensuring its success. Vista at Arrowhead is relatively new to the Arrowhead location (multiple restaurants have failed in this location in the past) and draws its customers from the golf club in the summer and ski resort in the winter. Spago at Bachelor Gulch is within the Ritz Carlton located at the bottom of a busy ski resort, and even then, this location has been difficult for its predecessors. Summer Thyme at Red Sky Ranch is also part of the Golf Club and is only open during the golf season. Members heavily subsidize the restaurant In conclusion,Tract B is not viable as a commercial site for the following reasons as outlined above: Competition by commercial uses within the town center of Avon. There is a clear reason that businesses locate within a central business district (other than zoning requirements) - commercial uses feed on other commercial uses. It allows customers to minimize and piggy -back their vehicle trips. As an example, a person can stop for lunch at Columbine Bakery before grocery shopping at City Market In addition, these uses are centrally located, convenient to access by all residents of Avon, and able to pull customers from 1-70 and Highway 6. To compete, commercial uses on Tract B would have to become a destination use, which is highly unlikely. 2. Lack of potential commercial customers. The low-density residential character of Wildridge simply means there are not enough customers to support commercial uses. Even at maximum buildout with 100% local occupancy, the population would not support a commercial use on this site. 3. Lack of vehicular trips. All of the commercial uses allowed on Tract B require drive-by traffic for customers. There is simply not enough traffic to sustain commercial uses on the site, especially for a gas station or convenience store. All Wildridge traffic must pass two convenience stores on Nottingham Road already. 4. Lack of compatibility with the neighborhood. Because they are a higher intensity use than residential uses, there are substantial impacts that occur with commercial uses. Increased traffic, loading and delivery vehicles, large surface parking lou, trash storage and removal, etc., all have detrimental impacts to the adjacent residential properties. Gondorf Wildridge PUD Amendment 7 Town of Avon Process for Amendment to PUD Section 17.20.1 10 of the Town of Avon Zoning Regulations guide the Planned Unit Development (PUD) zoning designation. Because Wildridge is an established PUD, the applicable section to this application is the following: (k) Amendment procedures. (1) Amendments. Requests for amendments to an approved Planned Unit Development District shall be reviewed in accordance with the procedures described above. Amendments that propose substantial changes to land use in connection to existing development agreements and development plans as outlined in Chapter 17.14 of this Code may require additional information and/or development agreements and amendment to development plans. (2) Owners of all property requesting the amendment, or their agents or authorized representatives, shall sign the application. Notification of the proposed amendment shall be made to owners of all property adjacent to the property requesting the proposed amendment, owners of all property adjacent to the PUD and owners of all property within the PUD that may be affected by the proposed amendment (as determined by the Community Development Department). As indicated above, the amendment section actually refers back to the process for establishing a PUD. The submittal requirements that apply to all new PUD applications and any proposed amendments include the following: Submittal Requirement Response Application form and filing fee Submitted A written statement describing the nature of the project, to include information on Submitted proposed uses, densities, nature of the development proposed, contemplated ownership patterns and phasing plans A survey stamped by a licensed surveyor (no older than three [3] years from the date of Submitted application) indicating existing conditions of the property to be included, to include the location of improvements, existing contour lines, natural features, existing vegetation, watercourses and perimeter property lines of the parcel A complete zoning analysis of existing and proposed development, to include a square Submitted footage or density breakdown of all proposed uses and parking.Where a structure or building exists, a complete set of plans depicting the existing conditions of the parcel (site plan, floor plans, elevations), if applicable A vicinity plan showing the proposed improvements in relation to all properties at a Submitted scale not smaller than one (1) inch equals one hundred (100) feet For projects larger than two (2) acres in size, the appropriate scale shall be determined by the Community Development Department Evidence of available utilities, such as water and sewer service, as provided Submitted Gandorf Wildridge PUD Amendment 8 Submittal Requirement Response Proposed site plan showing the approximate locations and dimensions of buildings, or Submitted approximate building envelopes and all principal site development structures or features. For projects less than two (2) acres in size, the plan shall be prepared at a scale not smaller than one (1) inch equals twenty (20) feet For projects larger than two (2) acres in size, the appropriate scale shall be determined by the Community Development Department In addition to the above -referenced required submittal requirements, the following additional items may be required as determined necessary: Discretionary Submittal Items Response Preliminary building elevations, sections and floor plans at a scale not smaller than one- Submitted eighth CA) inch equals one (1) foot in sufficient detail to determine floor areas, circulation, location of uses and general scale and appearance of the proposed development Photo overlays and/or other acceptable techniques for demonstrating a visual analysis of the proposed development in relationship to existing conditions A site -massing model depicting the proposed development in relationship to development on adjacent parcels Environmental impact report Preliminary drainage analysis and grading plans Economic model of the proposed uses and densities where an application proposes uses that may impact the ability of theTown to provide adequate public services Not necessary due to scale of project Not necessary due to scale of project Approved with o r i g i n a I submission To be provided (also approved with original submission) Not necessary due to scale of project Any additional material or information as deemed necessary for proper review of the N/A proposed PUD or PUD amendment Gandorf Wildridge PUD Amendment 9 PUD Criteria The criteria for the establishment of a PUD are addressed below. As the proposed amendments are generally minor changes to the approved PUD, many of the criteria are somewhat irrelevant to the scale of the proposed amendment. The Town's code does not contain special criteria for an amendment to the PUD. It shall be the burden of the applicant to demonstrate that submittal material and the proposed development plan comply with each of the following design criteria or demonstrate that one or more of them is not applicable, or that a particular development solution consistent with the public interest has been achieved. (1) Conformity with the Comprehensive Plan goals and objectives, Applicant Response: The following goals and objectives from the Town of Avon Comprehensive Plan are those that apply directly to the application submitted. C. Land Uses Goal CA: Provide a balance of land uses that offers a range of housing options, diverse commercial and employment opportunities, inviting guest accommodations, and high quality civic and recreational facilities, working in concert to strengthen Avon's identity as both a year-round residential community and as a commercial, tourism and economic center. Policy C.1.1: Ensure that proposed development and redevelopment projects conform to the Future Land Use Plan's designations and are a scale and intensity appropriate for the planning district in which they are located. Policy C.1.2: Ensure each development contributes to a healthy jobs/housing balance in the Town and surrounding area. Policy C.1.3: Focus lodging and guest accommodation in the Town Center Districts to take advantage of the proximity to retail, commercial and other community services. Policy C.1.6: Include sufficient land for public uses such as schools, recreation, community facilities (such as childcare), and government services near the people who use them. Policy C.1.7: Encourage development applicants to meet with adjacent residents, businesses, and property owners prior to and during design, planning, and application phases. This will allow applicants toIN identify concerns and propose strategies for �l 1 o addressing them. The Future Land Use Map designates this property as "Low Density Residential" which is defined as follows: l� Mixed Use - Ovidpublic Regional twnmernal -- Neighbo,hmd mmnrer,,A Light industrial r ummercial Open space Park Residential high density Residential medium density R.adem tal low density Q Town of Avon boundary [� Crlmonmeboundary Parcel Water Gondorf Wildridge PUD Amendment 10 Residential Low Density — Areas designated for residential low density are intended to provide sites for single- family, duplex, and muhi-family dwellings at a density no greater than 7.5 dwelling units per acre. This is in contrast to the "Neighborhood Commercial" designation, which is defined as follows: Neighborhood Commercial — These areas are intended to provide neighborhood -focused retail and service uses (such as markets, childcare, restaurants, and cafes) that are conveniently located near and connected with surrounding residential neighborhoods. The proposed amendment is consistent with the Future Land Use Plan's Low Density Residential designation for this property. In addition, the current PUD designation of the site is inconsistent and contrary to the Future Land Use Plan. Goal C.2: Ensure that Avon continues to develop as a community of safe, interactive, and cohesive neighborhoods that contribute to the Town's overall character and image. Policy C.2.1: Promote a wide range of residential uses including single family, duplex, multifamily, and vertically integrated residential units (housing on the upper floors of mixed-use commercial buildings) throughout the town. Policy C.2.2: Require new residential development to provide a variety of housing densities, styles, and types based upon the findings of a housing needs assessment study. Policy C.2.3: Require pedestrian, bike, and automobile connections, where appropriate, between proposed and existing residential neighborhoods. The use of multiple access points, traffic calming devices, and/or street design standards will be employed to minimize cut through traffic. Applicant Response: Wildridge is currently a low-density residential neighborhood, with a broad mix of uses, ranging from single-family to multi -family dwellings of various sizes. The proposal is to continue this successful mix of development by constructing 2 small duplexes on Tract B. These units will be condominiumized so that the area surrounding the units will be under common ownership and therefore act more like a multiple -family development. The access point has been designed to coordinate with the curb cut directly across the street to minimize vehicular conflicts. Finally, a 6 ft. pedestrian easement will be provided along the east to provide a connection into the park. An easement has also been provided near the common property line with the fire station to allow for future community mailboxes. Goal C.3: Use mixed-use development to create a more balanced, sustainable system of land uses. Policy C.3.1: Require vertical and/or horizontal mixed-use development to occur in those areas Gondorf Wildridge PUD Amendment 11 identified in the Future Land Use Plan for mixed-use to enhance the Town's ability to respond to changing market conditions. Applicant Response: This goal applies to this project precisely because the existing PUD commercial designation for this site is contrary to the goal stated above. Neither this site specifically, nor this neighborhood as a whole, are designated for mixed use by the Future Land Use Plan. The proposed amendment will make this site consistent with the Town's Comprehensive Plan. Goal CA: Encourage sustainable commercial development that enhances Avon's overall economic health, contributes to the community's image and character, and provides residents and visitors with increased choices and services. Policy C.4.2: Require future commercial businesses, when appropriate, to cluster buildings and to provide publicly accessible amenities. Policy C.4.3: Encourage neighborhood retail and service activities in locations that are convenient to residential neighborhoods. Require such development to provide pedestrian connections to adjacent development and to existing and proposed trail systems. Applicant Response: While the idea of a commercial use on this site may appeal to many Wildridge residents, the key term used within Goal CA is "sustainable:' Wildridge clearly lacks the population to serve a commercial establishment on this site. The lack of other commercial businesses within the vicinity also severely inhibits the site's ability to be a viable commercial establishment (i.e. critical mass). D. Community Character Goal DA: Ensure that development and redevelopment is compatible with existing and planned adjacent development and contributes to Avon's community image and character. Policy D.1.1: Encourage creative, forward -thinking development consistent with adopted plans. Policy D.1.2: Ensure that development and redevelopment responds appropriately to adjacent development. Polity D.1.3: Restrict large surface parking areas that directly abut local streets. If a large surface parking area is located next to a local street, use berms, plant materials of varying height, or other materials to buffer and screen these parking areas. Policy D.1.4: Create a unified and cohesive physical framework and community image by ensuring compatible building orientation, scale, massing, siting, street alignments, streetscape furnishings, signage, lighting, etc. Applicant Response: The proposal for 4 dwelling units on this site is consistent with adopted plans and the existing character of the neighborhood. Commercial uses on Tract B would require significant surface parking, and would be incompatible with the adjacent uses in the neighborhood. Commercial uses would introduce added traffic, trash removal, exhaust fumes, and other common impacts not typically found in a residential neighborhood. E. Economic Development Goal E.1: Ensure that there is a positive environment for small businesses. Policy E.1.1: Conduct a retail analysis to identify specific opportunities to increase retail expenditures within Avon, to reduce sales tax migration to other nearby communities, and to support a year-round retail mix. Gondorf Wildridge PUD Amendment 12 Policy E.1.2: Permit home occupations and live/work opportunities where there is minimal negative impact to the neighborhood to reduce traffic/commuting impacts in the community and provide affordable options for local entrepreneurs. Policy E.1.3: Encourage small business incubators to support local entrepreneurs. Applicant Response: There will be nothing prohibiting home occupations for livelwork opportunities with the proposed four dwelling units on Tract B. As previously shown, a commercial/business use on this site is not commercially sustainable. Goal El: Achieve a diverse range of quality housing options to serve diverse segments of the population. Policy R1.1: Establish policies and programs, as further detailed under Goal F.2., which will address housing needs identified in a periodic housing needs assessment. The Area Median Income (AMI) ranges, as periodically updated by Eagle County, shall be used to establish the affordability of a housing unit when evaluating the mitigation rate required of any development associated with a rezoning application or Planned Unit Development (PUD), or any combination thereof. Policy F.1.2: Encourage private development that provides a diversity of housing types, sizes, architectural styles, and prices ranges appropriate for local working families. Applicant Response: The units have been designed to appeal to a local working family. The units are small in size, ranging from approximately 1,498 sq. ft. to 1,888 sq.ft. The intent is to make the units more affordable to locals without the need for a deed restriction. Goal F.2: Provide an attainable housing program that incorporates both rental and ownership opportunities, affordable for local working families, that are attractive, safe, and integrated amongst the community. Policy F.2.1: Require that development, annexations, and major redevelopment includes or otherwise provides for attainable housing. Policy F.2.2: Calculate the impact generated by varying types of land use and development, specifically, commercial and residential linkage calculations. The most recent data available, as periodically updated by Eagle County and the State will be used in this regard. Alternative methods of providing attainable housing, including but not limited to: payment -in -lieu; land dedications; and public-private partnerships, may also be considered. Polity F.2.3: Ensure that attainable housing mitigation is applied at the most appropriate rate and is derived with full consideration of all other public benefits, as contemplated by the public benefits criteria referenced in Section 17.28.085 (AMC), provided by any proposal found to be subject to the rezoning and PUD criteria. Policy F.2.4: Require that attainable housing be integrated within large developments and the Town as a whole, rather than separated from the rest of the community, including such units proposed with other developments, and done so in a positive manner. Policy F.2.5: Require attainable housing to be within close proximity to existing services and development, serviced by transit (including bike and pedestrian paths), and close to schools/child care. Policy F.2.6: Require minimum, 'live -able" dwelling unit size and quality standards for all attainable housing provided as part of any development or redevelopment agreements to achieve a diverse range of housing types. Such standards shall be proposed at the time a Gandorf Wildridge PUD Amendment 13 rezoning application is brought before the Planning and Zoning Commission for a formal recommendation to Council. Policy F.2.7: Adhere to the principle of "no net loss" of attainable housing. Policy F.2.8: Deed restrictions, including, but not limited to: Residency and employment qualifications, price appreciation caps, capital improvement, ownership & rental restrictions shall be determined and implemented at the time a redevelopment application is reviewed, on a project -by -project basis, based on factors such as location, topography, and land use type(s). Applicant Response: This project is not a major development or redevelopment, but a change in allowable uses on the property. the character of the proposed use, small residential units, lends itself to the step-up residential market without the need for deed restrictions. 1. Parks, Recreation, Trails and Open Space Goal 1.1: Provide an exceptional system of parks, trails, and recreational programs to serve the year-round leisure needs of area residents and visitors. Policy 1.1.1: Require new residential and resort developments to incorporate recreational amenities that are accessible to the public. Policy 1.1.2: Continue to evaluate and acquire parcels or easements for open space, trails, and recreation. Policy 1.1.4: Require new annexations and developments to include or otherwise contribute to land for trails, open space, and recreation purposes. Applicant Response: The Wildridge PUD was approved and developed with open space and park areas, including this one adjacent to this property. The project includes a pedestrian easement to provide a linkage across the property into the adjacent park to allow for convenient access of other residents in the neighborhood. (2) Conformity and compliance with the overall design theme of the Town, the subarea design recommendations and design guidelines adopted by the Town, Applicant Response: The future development on the site will be reviewed and approved by the Town of Avon Planning and Zoning Commission for compliance with the overall design theme of the town, sub -area design recommendations and design guidelines. The design of the buildings is intended to be consistent with the neighborhood, including the existing fire station. The materials are compatible with the materials used within Wildridge. (3) Design compatibility with the immediate environment, neighborhood and adjacent properties relative to architectural design, scale, bulk, building height, buffer zones, character and orientation, Applicant Response: The proposed development plan is compatible and complimentary to the neighborhood and adjacent properties. The site, because it is surrounded on 3 sides by roadways, has a 25 ft. setback on three sides, creating a compact and efficient building envelope. The height of the buildings has been designed to allow for a 2 -story building on the front facing Old Trail Road, with a 2.5 to 3 story building off the back facing the park, minimizing the appearance of the heights of the structures. The units are small, ranging from 1,498 sq. ft. to 1,888 sq. ft., allowing for a project complimentary in scale and bulk to the neighboring Gondorf Wildridge PUD Amendment 14 properties, which range from multiple -family buildings of up to 6 units, down to duplex and single family dwellings. This section of Wildridge is a true mixture of residential structures. There are many examples of duplex structures along side multiple family structures. (4) Uses, activity and density which provide a compatible, efficient and workable relationship with surrounding uses and activity, Applicant Response: The adjacent properties include the following uses: Lot 101 - Ski VistaTH 17 - CliffroseTH 18 - FalconTH 16 - Saddleridge at Avon Condo I - Rocking Horse Ridge 2 - Claivan Use 6 units 4 units 4 units 5 units 10 units 6 units Gondorf Wildridge PUD Amendment 15 Lot Use 3 - Suncrest Condos 4 units Tract B 4 units The property is surrounded by residential uses on the east, west, and north, and the fire station and park to the south. The area includes many multiple family projects, ranging from 10 units to 4 units, and then interspersed within the multiple -family projects are many duplex units. The project is compatible with the surrounding uses, activity, and density. (5) Identification and mitigation or avoidance of natural and/or geologic hazards that affect the property upon which the PUD is proposed; Applicant Response: There are no natural or geologic hazards on the site. (6) Site plan, building design and location and open space provisions designed to produce a functional development responsive and sensitive to natural features, vegetation and overall aesthetic quality of the community; Applicant Response: Because the site is surrounded by roads, it has a 25 ft. setback on three property lines. This allows for a design that has a minimal building envelope and maintains significant open space on the site. Site coverage is only 17% of the lot area. Rather than a four- plex, two duplexes have been designed to allow for a break between the two buildings, allowing for views through the property. Having two smaller structures also allows for a reduced appearance of building mass. (7) A circulation system designed for both vehicles and pedestrians addressing on- and off-site traffic circulation that is compatible with the Town transportation plan, Applicant Response: The site circulation has been designed to allow for access off of Old Trail Road. This access point aligns with the access for the Ski Vista Townhomes directly across the street. The modification from commercial to residential minimizes the vehicular trips to and from this site, a benefit to the entire neighborhood. (8) Functional and aesthetic landscaping and open space in order to optimize and preserve natural features, recreation, views and function; Applicant Response: The site has been designed to maximize views, along with providing a view corridor between the buildings. A pedestrian easement has been provided along the site to allow for access into the adjacent park. (9) Phasing plan or subdivision plan that will maintain a workable, functional and efficient relationship throughout the development of the PUD.The phasing plan shall clearly demonstrate that each phase can be workable, functional -and efficient without relying upon completion of future project phases; Gandorf Wildridge PUD Amendment 16 Applicant Response: The project will not be phased as all four dwelling units will be constructed at the same time. (10) Adequacy of public services such as sewer, water, schools, transportation systems, roads, parks and police and fire protection; Applicant Response: Four dwelling units are currently allowed on the subject property and there is no increase in the allowable number of dwelling units proposed with this amendment. The amendment actually reduces the intensity of uses on the site based on the current allowable uses, which includes a gas station. Because there is no change to the proposed density, the public services are adequate to serve the four dwelling units. Adequacy of public facilities was evaluated when the original PUD was approved. (11) That the existing streets and roads are suitable and adequate to carry anticipated traffic within the proposed PUD and in the vicinity of the proposed PUD. Applicant Response: The proposal to convert the property from a high intensity use, such as a gas station or community store, to residential will serve to decrease the anticipated traffic associated with this property. Four apartment units are currently permitted on the site, and the proposed amendment maintains this total number of dwelling units for the site. By eliminating the allowable commercial uses, there will be fewer trips generated to the property. The existing streets and roads are suitable to carry the residential traffic associated with the development of this site, as this traffic has always been anticipated. (12) That the PUD or amendment to PUD requested provides evidence of substantial compliance with the public purpose provisions of the Zoning Code as specified in Section 17.28.085. Applicant Response: Up until this point in this report, the analysis has been based on the idea that Tract B is not viable for commercial uses. A new analysis and argument will be provided assuming that Tract B could be viable for the commercial uses allowed on the site, including a gas station, a convenience/grocery store, restaurant and coffee shop to evaluate the impacts of those uses. The impacts of these uses are of important consideration to the review of this application. Tract B is .38 acres, or 16,552 sq. ft. For argument's sake, a 2,000 sq. ft. commercial building is assumed with 4 apartments located above the commercial use. A building of this size is equivalent to the size of the shop of the Phillips 66 on Nottingham Road. Any commercial use on this site will have a parking requirement based on the Town of Avon Zoning Regulations, which depending on the use, ranges from 4 (gas station) to 16 spaces (coffee shop). In addition to the commercial parking requirement, there is an additional requirement for 10 spaces for the residential use allowed. A large surface parking lot will be required for commercial development on Tract B. A successful commercial establishment could have detrimental impacts on the surrounding properties and completely change the residential character of the area. In all possible commercial cases, the amount of traffic to and from the site will increase dramatically. A large surface parking lot will be required, and will likely need to include lighting for safety. Loading Gandorf Wildridge PUD Amendment 17 and delivery is required for any commercial use on the site, requiring large trucks to access the property. Deliveries are typically made early in the morning. Use Parking Average Daily Additional Impacts Spaces Trips Generated Associated with Use Required (from ITE) S h o p p i n g a n d 8 spaces 204 trips Loading and delivery Convenience Goods Trash storage and removal Retail Restaurant/Coffee 16 spaces 254 trips Loading and delivery Shop Trash storage and removal Commercial kitchen venting Large Parking lot Gas Station 4 spaces 651 trips Parking does not include area for gas pumps 4 apartments 10 spaces 26 trips The public purpose provisions of the Town Code, Section 17.28.085 are as follows: (1) The application demonstrates a public purpose which the current zoning entitlements cannot achieve. (2) Approval of the zoning opplication provides long-term economic, cultural or social community benefits that are equal to or greater than potential adverse impacts as a result of the changed zoning rights. (3) The flexibility afforded in approval of the zoning application will result in better siting of the development, preserving valued environmental and cultural resources and increasing the amount of public benefit consistent with the community master plan documents. Commercial uses on Tract B would have detrimental impacts to the surrounding property owners. While there may be some in the neighborhood who would love a restaurant or a coffee shop near -by, the impacts of a commercial establishment also need to be considered, including a large surface parking lot, large truck delivery of goods, trash, commercial kitchen venting systems, etc. A residential use on this site will clearly provide a public benefit or purpose by eliminating these negative impacts of a commercial use on Tract B. The proposal to eliminate commercial uses is consistent with the Town of Avon Master Plan, most specifically the Future Land Use Plan, which designates this property as Low Density Residential and not as Neighborhood Commercial. Therefore, the existing allowable commercial uses on Tract B are in direct violation of the Future Land Use Plan. Gandorf Wildridge PUD Amendment 18 The proposed change in use, a down -zoning of the property, provides social benefits by eliminating adverse impacts associates with commercial uses located in the middle of a low density residential area. The application eliminates a use that has little opportunity for success. The flexibility afforded in the approval of this application will allow an appropriate use of the land and at an appropriate intensity. The proposed uses will be compatible with the surrounding residential uses and create consistency with theTown's Comprehensive Plan. Gandorf Wildridge PUD Amendment 19 Preliminary Plan Criteria The criteria for a preliminary plan are provided below. A preliminary plan is generally required when a property is subdivided. In the Gandorf Tract B situation, the property is already platted as Tract B of the Wildridge Subdivision, and therefore some of the criteria are not necessarily applicable to this application. (I) The Comprehensive Plan Applicant Response: A complete analysis of the Comprehensive Plan has been provided in the section above. As indicated in the analysis, this proposal is consistent with the goals and objectives of the Comprehensive Plan. (2) For Planned Unit Developments, the relevant Planned Unit Development Master Plan and the Comprehensive Plan, as reflected in the approval of that Planned Unit Development Applicant Response: A complete analysis of the original Planned Unit Development Master Plan has been provided in the section above. It is important to note that conditions have changed dramatically from the original 1979 concept of the Wildridge and Wildwood PUDs. (3) Physical suitability of lots proposed for subdivision Applicant Response: Because this is a previously platted lot and there are no changes proposed to the lot boundaries, this criteria is not applicable to this proposal. (4) Compatibility with surrounding land uses. Applicant Response: A complete analysis of the surrounding land uses has been provided in the previous section. As the analysis indicates, the surrounding land uses consist of a variety of residential uses, ranging from much larger multiple -family projects to small single-family developments. The adjacent fire station and park use are compatible with the residential uses proposed on this site. Gondorf Wildridge PUD Amendment 20 Zoning Analysis The Wildridge PUD does not provide development standards beyond setback requirements. For comparison, the development standards of Residential Low Density have been included. However, the Wildridge PUD only regulates setbacks and there are no standards for height, site coverage, landscape area, etc. Standard Allowed Proposed Lot Size 10,890 sf 1.25 acre 16,553 sf / .38 acres (existing) Site Coverage 8,276 sf (50%) 2,856 sf (17%) East 1,662 sf (10%) West 1,194 sf (7%) Landscape Area 4,138 sf (25%) 9,117 sf (55%) GRFA unlimited 6,772 sf East 3,776 sf West 2,996 sf Garage Area unlimited 1,226 sf East 758 sf West 468 sf Parking 10 spaces 10 spaces East 6 spaces 6 spaces West 4 spaces 4 spaces Setbacks 25 ft. front 25 ft. on east, north, west 10 ft. side and rear 10 ft. on south Gandorf Wildridge PUD Amendment 21 W E E. INITT�IN0 sv alivs ... ..� h�`o� �r2�m •; • oo �o`W Ic `J.: i 'C c'1 if � �a � •4 - / � u s� . 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N=_ I° 5 5t 0 3: I q� '; 3 x A •i 8 3 Y' � y Y 133H5 ` I L---- f 133wS 4 133HS = Z i O 4'-------� u fill 1S36Od l7NOIIYN W3AIN 311HN F ' W I W i. •ate {'� Nl v� � � 1 � i Illi Staff Report SPECIAL REVIEW USE ---VON C 0 L 0 R A D 0 September 1, 2009 Planning & Zoning Commission meeting Report date August 25, 2009 Project type Special Review Use (PUBLIC HEARING) Legal description Lot 17, Block 1, Benchmark at Beaver Creek Zoning Industrial Commercial (IC) Address 311 Metcalf Road Introduction The applicant, John Thierfelder, is requesting a Special Review Use (SRU) Permit to allow parking of commercial charter vehicles and employee vehicles for a livery business — All Mountain Transportation. The lot is currently graded for parking use, and is surfaced with gravel. There is a 6' high wood fence surrounding the parking area. No improvements to the property are proposed with this application. The business is a luxury charter business serving all areas between Grand Junction and Denver International Airport. The type of vehicles to be stored on the subject property range from employee vehicles (when a livery vehicle is in use) to 28 passenger mini coaches. Please refer to the attached business pamphlets for more information on the business. Also attached to this report is the applicant's response to the mandatory review criteria. Process and Review Criteria The Industrial Commercial zone district does not specifically allow this type of land -use; therefore, Staff informed the applicant that a SRU permit would be required. Other permissible uses by way of a SRU permit in this zone district include "outdoor storage areas" and "automobile or other vehicular sales and repair shops." This proposed use appears to be comparable to the other specially reviewable land uses in order to entertain the use. The Planning and Zoning Commission shall review this request and act in accordance with the Avon Municipal Code review procedures outlined in Section 17.48.040. The Planning & Zoning Commission shall consider the following criteria when evaluating this application for a SRU permit: 1. Whether the proposed use otherwise complies with all requirements imposed by the Zoning Code. Town of Avon Community Development (970) 748-4030 Fax (970) 949-5749 Lot 17, Block 1, BMBC: All Mountain Transportation Outdoor Parking SRU September 1, 2009 Planning & Zoning Commission meeting Page 2 of 3 Staff Response: According to the Zoning Code's Design and Maintenance Standards for Parking, "all open, off-street parking areas shall be surfaced with asphaltic concrete, concrete or other approved hard surface, which shall be constructed and maintained in accord with specifications of the Engineering Department." Given the frequency of use with the proposed parking area, the Engineering Department will require asphaltic concrete (or concrete) to surface the entire parking area, connecting to the adjoining paved surface. Drainage would also need to be demonstrated if this use is approved by the Planning Commission. 2. Whether the proposed use is in conformance with the Town Comprehensive Plan. Staff Response: The property is located in District 11: Metcalf Road District. Pursuant to the Planning Principles outlined in the Comprehensive Plan, Staff is recommending that the applicant be required to address the inadequacy of landscaping to help screen the parking area. Previous requests for outdoor storage in this Zone District have warranted the need for further beautification efforts on part of the applicant and/or owner requesting a Special Review Use permit. Please find the District 11 excerpt from the Comprehensive Plan attached to this Staff Report for your reference. Landscape screening of uphill slopes and parking areas appears to be a priority of this district. The Comprehensive Plan recognizes the area's generally poor aesthetics and how they may affect the image of the Wildridge subdivision as vehicles pass by the property. 3. Whether the proposed use is compatible with adjacent uses. Such compatibility may be expressed in appearance, architectural scale and features, site design and the control of any adverse impacts including noise, dust, odor, lighting, traffic, safety, etc. Staff Response: The top portion of the property is paved and striped, and is currently being used for employees and customers of the adjacent three story business building. This appears to be compatible with adjacent uses. 4. That the granting of this SRU must provides evidence of substantial compliance with the public purpose provisions of the Zoning Code, as outlined below: A. The application demonstrates a public purpose which the current zoning entitlements cannot achieve. B. Approval of the zoning application provides long term economic, cultural or social community benefits that are equal to or greater than potential adverse impacts as a result of the changed zoning rights. C. The flexibility afforded in approval of the zoning application will result in better siting of the development, preserving valued environmental and cultural resources, and increasing the amount of public benefit consistent with the community master plan documents. Town of Avon Community Development (970) 748-4030 Fax (970) 949-5749 Lot 17, Block 1, BMBC: All Mountain Transportation Outdoor Parking SRU September 1, 2009 Planning & Zoning Commission meeting Page 3 of 3 Staff Response: The use being requested is temporary in nature, insofar as the property will be developed to a higher intensity in the future. To mitigate any negative visual impacts of the parking area, Staff is recommending that landscaping be installed prior to utilizing the property as a condition of approval. Staff Recommendation Staff recommends conditional approval of the proposed SRU based on compliance with the required review criteria. Recommended Motion "I move to approve Resolution 09-10, thereby approving the request for outdoor parking, subject to the following conditions: 1. A landscaping/parking plan showing asphaltic concrete (or other material approved by the Engineering Department) as the parking surface, and substantial landscaping improvements between the fence and the property line must be approved by the Community Development Department for approval. The plan must demonstrate drainage, adequately address snow storage requirements, and include a level of landscaping as deemed acceptable to the Planning and Zoning Commission; 2. The use can commence once the improvements are installed and satisfactorily inspected by the Town of Avon staff; and 3. Except as otherwise modified by this permit approval, all material representations made by the applicant or applicant representatives in this application and in public hearings shall be adhered to and considered binding conditions of approval." If you have any questions regarding this or any other application or community development issue, please call me at 748-4413, or stop by the Community Development Department. Respectfully submitted, M P, Matt Pielsticker Planner II Attachments A: Vicinity Map B: Resolution 09-10 C: Comprehensive Plan Excerpt D: Application Materials Town of Avon Community Development (970) 7484030 Fax (970) 949-5749 Vicinity Map - Lots 16/17, Block 1, Benchmark at Beaver Creek e— Residential Streets V Q N o QProperty Boundaries na"9 11 J ., 0 Exhibit B TOWN OF AVON PLANNING & ZONING COMMISSION RESOLUTION NO. 09-10 A RESOLUTION APPROVING A SPECIAL REVIEW USE PERMIT TO PERMIT PARKING FOR THE PURPOSE OF EMPLOYEES AND VEHICLES OF THE ALL MOUNTAIN TRANSPORTATION BUSINESS ON LOT 17, BLOCK 1, BENCHMARK AT BEAVER CREEK SUBDIVISION, TOWN OF AVON, EAGLE COUNTY, COLORADO WHEREAS, John Thierfelder has applied for a special review use permit to utilize the vacant parcel for the outdoor storage of passenger vehicles associated with a livery business, as described in the application dated August 11, 2009; and WHEREAS, a public hearing has been held by the Planning & Zoning Commission of the Town of Avon on September 1, 2009, pursuant to notices required by law, at which time the applicant and the public were given an opportunity to express their opinions and present certain information and reports regarding the proposed Special Review Use application; and WHEREAS, the Planning & Zoning Commission of the Town of Avon has considered the following review considerations: A. Whether the proposed use otherwise complies with all requirements imposed by the zoning code; and B. Whether the proposed use is in conformance with the town comprehensive plan; and C. Whether the proposed use is compatible with adjacent uses. D. Whether the proposed use provides evidence of compliance with the Public Purpose provisions outlined in the Avon Municinal Code. NOW, THEREFORE, BE IT RESOLVED, that the Planning & Zoning Commission of the Town of Avon, Colorado, hereby conditionally approves a special review use permit to utilize the vacant parcel for the outdoor storage of passenger vehicles associated with a livery business, as described in the application dated August 11, 2009; as stipulated in Title 17, of the Avon Municinal Code for Lot 2, Filing 1, Village at Avon Subdivision, Town of Avon, Eagle County, Colorado. SUBJECT TO THE FOLLOWING CONDITIONS: A landscaping/parking plan showing asphaltic concrete (or other material approved by the Engineering Department) as the parking surface, and substantial landscaping improvements between the fence and the property line must be approved by the Community Development Department for approval. The plan must demonstrate drainage, adequately address snow storage requirements, and include a level of landscaping as deemed acceptable to the Planning and Zoning Commission. 2. The use can commence once the improvements are installed and satisfactorily inspected by the Town of Avon staff. 3. Except as otherwise modified by this permit approval, all material representations made by the applicant or applicant representatives in this application and in public hearings shall be adhered to and considered binding conditions of approval ADOPTED THIS 1st DAY OF SEPTEMBER, 2009 Signed: Date: Chair Attest: Date: Secretary Town District Planning Principles © Screening Steep Slopes ® Vehicular and Pedestrian Crossing District If: Metcalf Road District 577�,,,771E''�AS yy�pp AL erpass The Metcalf Road District is the Town's only industrial center. It provides light industrial and commercial service uses as well as accessory residential development. During any redevelopment effort, long-term issues such as parking and access should be addressed. Existing light industrial uses on Nottingham and Metcalf Roads are intensely developed, with large buildings on small sites; generally with insufficient landscaping; inadequate access; and unscreened parking, storage, and trash containers. The area's high visibility from I-70 makes it important to the Town's image. Concerns over traffic safety issues as well as the area's generally poor aesthetic characteristics are perceived as negatively affecting the image of the Wildridge and Wildwood residential developments located nearby. Yet, it is also recognized that these businesses provide an important component to Avon's overall economic health. Opportunities should be encouraged to develop live/work developments that allow for light manufacture/industrial uses that do not possess significant conflicts with other surrounding land uses. Town of Avon Comprehensive Plan age 89 Exhibit C The town s mdusUlal center p�� Town District Planning Principles , . . ry U�Stfld� Planning Principles: • Accommodate limited/accessory residential development that supports primary industrial/employment land uses. + Develop a pedestrian connection linking West Beaver Creek Boulevard to Nottingham Road. • Coordinate with CDOT to introduce trees on uphill slopes in the I-70 right-of-way and along Metcalf Road to partially screen buildings and other accessory uses. • Require development that minimizes significant re -grading, and provides for proper on-site parking and access. • Require development and encourage existing development to add architectural or landscape screening of storage areas, HVAC equipment, loading docks, and trash containers. • Site buildings to maximize sun exposure, protect views, and break up building bulk. • In the event of a major redevelopment of this area, add traffic lanes on Metcalf Road to accommodate truck traffic. + Town of Avon Comprehensive Plan ;Ay0 �i Page 90 ,_ Exhibit D All Mountain Transportation Application for Special Review Use Permit dated August 10, 2009 RECEIVED Lot 17, Block 1, Benchmark at Beaver Creek AJU ( i. 2009 Community Development A. Does the Proposed Use otherwise comply with all requirements imposed by the Zoning Code? Yes. The Metcalf Road District is zoned as Industrial and Commercial. The Special Use will be for Commercial Purposes: the outdoor storage of vehicles used for livery services. B. Does the Proposed Use conform to the Town of Avon Comprehensive Plan? Yes. The parcel is not visible from I-70 and does not therefore degrade the town's image; The proposed use will not contribute to the building density in the district; Current landscaping will not be altered other than to control weeds. The current landscaping is well integrated into the Northern Hills Open Space (Districts 14 & 15); Traffic safety and liability in general is one of the primary concerns of the owner as the operator of a livery service, Driver training will focus on safely entering and exiting the storage area, All vehicles will be required to enter and exit Metcalf Road "nose" first for safety reasons. The owner intends to install security cameras to monitor both the lot and entrance to Metcalf Road in the office that it will be concurrently leasing on the top floor of the south side of the front building of 331 Metcalf Road Avon Business Service Center. The security camera monitoring the entrance will be used by management to ensure that drivers are following safety procedures. Note that All Mountain Transportation only hires drivers that are at least 25 years old, have clean driving records and winter driving experience. Drivers of vehicles with a seating capacity greater than 15 passengers are required to have a Commercial Driving License. The proposed use will not require re -grading as the parcel is currently properly graded for the use. The site currently has adequate screening through a 6' stained wood fence. The use of the parcel as an outdoor storage area for vehicles will maintain sun exposure, protect views and continue to break up building bulk. All Mountain Transportation is a high end luxury service. The image of the brand among residents of Avon and the Vail Valley is very important since referrals from the hospitality industry represent a significant source of reservations. The owner recognizes that perception will be impacted by the visual impact of its vehicle storage lot. All vehicles are well maintained, washed frequently and will be parked in an organized manner. C. Is the proposed land use compatible with adjacent uses? Yes. The prior use of the parcel as a vehicle storage lot by Colorado Mountain Express was compatible with adjacent uses. The use by All Mountain Transportation will be the same as it has previously been, although some larger vehicles will be stored on the lot. Appearance will not be significantly altered other than the presence of larger vehicles, but these vehicles have a significantly better appearance than the box trucks, work vans, RV's and trailers parked in plain sight on adjacent parcels. Noise and odor impacts will be limited to the warming up of diesel engines and current lighting is adequate for the use. Safety issues are discussed in "B" above. Site Plan: The site plan will be unchanged from its existing configuration (see attached). The manner in which vehicles will be stored will be determined once All Mountain Transportation begins using the lot and will be influenced by the ease and safety of ingress and egress for larger vehicles. - i• t V 8 1 lu U 2 9 �VAINTE-NAACE B7 LCT 5 SANDE AS ORI,1NAL L�r .tlnun nro -- c117r1n \ _ -r QW u F , av V \ r �- �' JN O s ` L Nt 3 N OMC A11711n �_'x~`•\ 1 b0, I9 N f RECEIVED AUL. 1 I /009 OQ Community Developmen ' J v F v - I IT �� s, i�: y ;� r ..... .a - t� ). � � _ ,. �, � I.S ■ RELIABLE. FLEXIBLE. LUXURY. • Fully staffed office with 24/7 availability • The most diverse fleet in the Vail Valley — from 5 passenger SUV's to 28 passenger Mini Coaches • We have a luxurious vehicle that can appropriately accommodate your family's size and budget • Our experienced reservationists understand your need for last minute changes • GPS in every vehicle allows us to track our fleet at all times • Child and booster seats available upon request • Safety is our number one priority • Call us to experience the All Mountain difference! 41'4ALL MOUNTAIN 970.WHY,WALK I Toll Free 800.715.7634 1 www.vailrides.com TRANSPORTATION All vehmles uepicted are actual photos of Ali Mountain Transporration's fleet. ►M q6A RELIABLE. FLEXIBLE. LUXURY. • Fully staffed office with 24/7 availability • The most diverse fleet in the Vail Valley — from 5 passenger SUV's to 28 passenger Mini Coaches • Our fleet diversity and flexibility allows you to luxuriously transport your group at the lowest cost per head — no matter how large or small • We understand your need for last minute changes — with reservations and dispatch on the same operating platform and our commitment to satisfied customers, we offer unsurpassed flexibility • We offer the most liberal cancellation policy in the Vail Valley (and probably the State!) • GPS allows us to track our vehicles and your guests at all times — from pre -arrival to the final drop off - and those unplanned (yet common) stops in between • Call us to experience the All Mountain difference! ALL MOUNTAIN 970.WHYWALK I Toll Free 800.715.7634 1 www.vailricies.com TRANSPORTATION All vehicles depicted are actual photos of All Mountain Transportation's fleet 1-3 6 FEATURES • Comfortably seats up to 5 passengers • Plush leather seating • The largest interior and cargo area available in an SUV • All wheel drive vehicles are equipped with snow tires • Flat screen DVD systems and complimentary beverage service • Call us to experience the All Mountain difference! ,l, ALL MOUNTAIN 970.WHY.WALK I Toll Free 800.715.7634 1 www.vailrides.com TRANSPORTATION All vehicles depicted ars actual photos of All Mcunteln Transoortatm's Fleet. FEATURES • Roomy 8 passenger configuration — same interior volume LL of vans that others advertise as "10 passengers" • Individual reclining captain's chairs with armrests • Longest wheelbase available on a van for unsurpassed winter handling • Equipped with studded snow tires • Flat screen DVD systems and complimentary beverage service • Call us to experience the All Mountain Difference! ALL MOUNTAIN 970.WHYWA.LK I Toll Free 800.715.7634 1 www.vailrides.corn TRANSPORTATION Allvehicles are actual phnrr a If All Mountai: Tf1, IS fl3— FEATURES • 10 passenger capacity for airport transfers and 13 passenger capacity for local movements • HiTop conversion allows most adults to comfortably stand • Independent high back leather seating with center aisle configuration • Ultra plush interiors feature wood trim, tinted windows with shades and background lighting • Equipped with studded snow tires • Flat screen DVD systems and complimentary beverage service • Call us today and experience the All Mountain difference! s ECENL> AUG ? 1 200q �eaelr�rt,. 44 ALL MOUNTAIN 970.WHY.WALK I Toll Free 800.715.7634 1 www.vailrides.com TRANSPORTATION A,I veh lc hs depicfecl aye actual photos cE AiI Mc rtain 7-ansp,r ston's fMet I FEATURES • 14 passenger capacity with Vista View windows and a segregated rear luggage compartment • Independent high back leather seating with seatbelts and center aisle configuration • Electric double doors and steps provide for exceptional ingress and egress • High ceilings allow virtually all adults to comfortably stand • Rear dual wheels provide unsurpassed winter handling • Flat screen DVD systems and complimentary beverage service • Call us today to experience the All Mountain difference! ALL MOUNTAIN 970.WHY.WALK I Toll Free 800.715.7634 1 www.vailrides.corn TRANSPORTATION A':I'rehicles depicted a•e actual photos of e,p Mpuntam Transportation's fleet. FEATURES • 28 passenger capacity with segregated rear luggage compartment • Comfortable independent high back reclining seats with armrests • Vista View windows and spacious interiors provide an unsurpassed passenger experience • Luxurious yet economical way for groups to get to and from the airport and functions • Flat screen DVD systems and complimentary beverage service • Call us to experience the All Mountain difference today! AUG 9. 1 200`: ;c�•nkrrif�, bevelopma• ALL MOUNTAIN 970.WHY,WALK I Toll Free 800.715.7634 1 www.vailrides.com TRANSPORTATION .411 vehicles depicted are actual photos of All Mountain 'Fansportatlon's fleet. AA F047, i� PARTNERS We understand that you are vital to our business and that the quality of our service is a direct reflection of you and your property You are an extension of our sales efforts and should be compensated appropriately • We therefore offer the highest commission rates in the Valley • Individually tailored reservations micro websites available • Micro sites significantly streamline the reservations process and free up YOUR time • Micro sites also significantly reduce errors and provide a reference source for all completed and pending reservations • Call us to experience the All Mountain difference! ir ALL MOUNTAIN 970.WHY.WALK I ToII Free 800.715.76341 www.railrides.com TRANSPORTATION AIS Ips ]ecNet C are a- ctos 0i Ali fvbantWn TrartsToriatian's fleet. � 1 � M E I ��•7 31 i SEME_� NT UTILITYy I _ 3 ' COL0�00m � 1 ` m 0 �jZF1 1 N i clUj � 1 n 1I Z / 1 Z 1m\ o UJI 1 I p 1 1 I i LOT 16 W W LOT 1.7 1 Q Q• : •. •:•- : ;� W Z TELEPHONE LINE EXCEPTED Ln W BOOK 324 PAGE 222 L W CQ P a E I? . o � i REQ V 04.:. i �• •• .s� Wit. }r,;,:; : � z 20 40 , ._`, Z .cw..<• 'IFS ��r �("t lx..,. �- �!�'----y{�.. A �-',•iG�q'.• }"•..+�:-T`(`t 3•ar!:r F'• � •Z I F-- 1rr ;. ...;.., , 4"h•A ^�lr... 111/// /r; ,` ..<.. ' � f ` ( 4--- T 6• yam% ^• j�¢V,;: `:'ri (�x..::,i;t�:.�" _ i r S 00 '07'Ol 3 N 0.13'44','3- if .31'00 �� � � �,•APs.. -/ .. _, . LOT IVA to P X ER) n { �U POLE NOTE THERE ARE G rte �� 5 �L� • O1. 1 COLORADO L Imo- •� . �.� Y T /^gyp METCALFF NOTICE: According to Colorado law you must commence any legal action based upon any defect in this survey within three years after you first discover such defect. In no event, may any action based upon any defect in ' this survey be commenced more than ten years from, Memo To: Planning and Zoning Commissioners From: Jared Bames, Planner I S f) Date: September 1, 2009 Regular Meeting Re: Lodge Overlay Zone District Introduction: V 0 /, K C O L O R A D O Town Staff has been directed by the Town Council to prepare an overlay zone district to allow "Lodge" uses in portions of the town core that are residential in nature. Staff has prepared Resolution 09-11 and is seeking the Commission's review and recommendation of approval for the Lodge Overlay Zone District. Background: Based on comments made by residents, the Town Council directed Town Staff to prepare a code revision to allow for short term rentals in portions of the town core. Staff has reviewed applicable sections of our Municipal Code and has determined that an overlay zone district that would allow for Lodge uses would be the best way to achieve legal short term rentals. Staff has prepared code language and an associated map (Exhibit A to Resolution 09-11) that defines locations throughout the Town Core where short term rentals, or lodge uses, are logical. The Lodge Overlay Zone District allows for all uses -by - right and special review uses in the underlying zone districts or Planned Unit Developments (PUDs) as well as the following uses: Use -by -right: Lodge Special Review Use: Bed and Breakfast Recommended Motion: Staff recommends approval of Resolution 09-11, recommending approval of the Lodge Overlay Zone District, as drafted, for future adoption by Town Council. Attachment: Resolution 09-11, Lodge Overlay Zone District Attachment A TOWN OF AVON PLANNING & ZONING COMMISSION RESOLUTION NO. 09-11 A RESOLUTION RECOMMENDING APPROVAL OF AN OVERLAY ZONE DISTRICT TO PERMIT LODGE USES IN PORTIONS OF THE TOWN OF AVON, EAGLE COUNTY, WHEREAS, the purpose of Title 17 of the Avon Municipal Code, the Town Council has the authority to divide the Town into zones, or districts, restricting and requiring therein the location, erection, construction, reconstruction, alteration and use of buildings, structures and land for trade, industry, residence and other specified uses; WHEREAS, the intent of Title 17 of the Avon Municipal Code is to provide a planned and orderly use of land, protection of the environment and preservation of viability as a tourist area, all to conserve the value of the investments of the people of this community and encourage the most appropriate use of land throughout the municipality; WHEREAS, the Town desires to permit "Lodge" use as defined by Section 17.08.435 of the Avon Municipal Code, in areas of the town core that are residential in nature, as defined in the attached map (Exhibit A); and, WHEREAS, the Town Council finds that the passage of this Resolution will promote and preserve the health, safety and welfare of the Avon community. NOW, THEREFORE, BE IT RESOLVED, that the Planning & Zoning Commission of the Town of Avon, Colorado, hereby makes a recommendation APPROVAL to the Avon Town Council of an overlay zone district to permit lodge uses in the Town of Avon, Eagle County, Colorado. SUBJECT TO THE FOLLOWING REGULATIONS AMENDING TITLE 17: Lodge Overlay (LO) zone district. 1. Purpose. The purpose of the Lodge Overlay (LO) zone district is to provide for lodge uses in areas of the City suitable for lodge accommodations, but which lie in predominantly residential neighborhoods or portions of the urban core where there is access to mass transit and within walking distance to the town center. Z Permitted uses. The following uses are permitted as of right in the Lodge Overlay (LO) zone district: (i) The uses permitted in the underlying zone district or planned unit development (PUD) (ii) Lodge 3. Special Review Uses. The following uses are permitted as Special Review uses in the Lodge Overlay (LO) zone district, subject to the standards and procedures established in Chapter 17.48: (i) The uses allowed as conditional uses in the underlying zone district or PUD. (ii) Bed and Breakfast 4. Applicability. The area of applicability for the LO zone district is illustrated by Exhibit A, Lodge Overlay Zone District map. 5. Development Standards. The developments standards within this overlay zone district are regulated by the underlying zone district or PUD. 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LL 0 LL M o U) ui =3w U) LU cn C/) x In T W 5 W I i J Z J NQ W W d 0 J Q Z Q a/: W LsL H 0 o LL 0 Z W //�/� W V / 03 S2 I-- W ■ _.._�. i 6 i.. ;:d. .. .m 04080 S 1 -- -■ WN W 5 W I i J Z J NQ W W d 0 J Q Z Q a/: W LsL H 0 o LL 0 Z W //�/� W V / 03 S2 I-- ■ ■ i 6 i.. ;:d. .. .m W 5 W I i J Z J NQ W W d 0 J Q Z Q a/: W LsL H 0 o LL 0 Z W //�/� W V / 03 S2 I-- I I I 1 I I I h I k September 4, 2009 o FELSBURG 74 HOLT & U L L E V I G The GreenWay Team __25 years of eiWnecring paths to transportation soGttians 1 1 1 1 1 t 1 1 TOWN OF AVON COMPREHENSIVE TRANSPORTATION PLAN Prepared For: Town of Avon P.O. Box 975 Avon, CO 81620 Prepared By. Felsburg Holt & Ullevig 6300 S. Syracuse Way Suite 600 Centennial, CO 80111 (303)721-1440 Project Manager: Charles M. Buck, P.E., PTOE September 4, 2009 FHU Reference No. 08-159 I 1 1 1 [1 1 Town of Avon Comprehensive Transportation Plan TABLE OF CONTENTS 3-1 2.1.1 Regional Trails System ?-1 Page EXECUTIVE SUMMARY ---_— ------ ------ – I CHAPTER 1. ROADWAY SYSTEM ------ __-- 1-1 1.1 EXISTING CONDITIONF 1-1 1-7 1.1.1 Roadway^ 1-1 CHAPTER 3. TRANSIT SYSTEM ----------------------------3-1 1.1.2 Traffic Volumes and Operations 1-6 1.2 FUTURE CONDITIONS 1-12 1.2.1 Land Use 1-12 1.2.2 Traffic Volume Projections 1-13 1.2.3 Future Traffic Operational Results 1-17 1.2.4 Roadway Improvement Requirements 1-23 1.2.5 Traffic Impact Evaluations 1-24 1.3 TRAFFIC CALMING AND SAFETY 1-30 1.3.1 Altematives 1-30 1.3.2 Application 1-30 1.3.3 Sight Distance- 1-31 1.4 TOWN STANDARDC– 1-32 1.4.1 Roadways 1-32 1.4.2 Transportation Impact Study Guidelines 1-39 CHAPTER 2. BICYCLE AND PEDESTRIAN SYSTEM --- -----2-1 2.1 EXISTING CONDITIONS 3-1 2.1.1 Regional Trails System ?-1 2.1.2 Recreational Trails ' 1 2.1.3 Local Bicycle/Pedestrian Connection ? 3 2.2 FUTURE CONDITIONS '_ 6 2.2.1 Regional and Recreational Trails Planning ?-6 2.2.2 Local Bicycle/Pedestrian Connections 1-7 2.2.3 Potential Grade Separated Pedestrian Crossings 2-8 CHAPTER 3. TRANSIT SYSTEM ----------------------------3-1 3.1.6 3.1 EXISTING SERVICEF 3-1 3.1.1 Town of Avon Shuttle 3-1 3.1.2 Wal-Mart and Buffalo Ridge Demonstration Service 3-15 3.1.3 ECO Transit Routes 3-16 3.1.4 Stops and Stop Amenities 3-18 3.1.5 Fleet and Facilities 3-21 3.1.6 Budget and Funding 3-22 �years /['ELSBURO HOLT A ULLEVIO Town of Avon Comprehensive Transportation Plan TABLE OF CONTENTS (Continued) 3.2 FUTURE CONDITIONF 3.2.1 Planned Development 3.2.2 Transit Demand 3.2.3 Alternatives 3.2.4 Bus Stop Improvements 3.2.5 Maintenance/Operations 3.2.6 Capital and Operating Cos's 3.2.7 Funding Options CHAPTER 4. SUMMARY AND RECOMMENDATIONS APPENDICES (UNDER SEPARATE COVER) APPENDIX A TRAFFIC COUNTS APPENDIX B EXISTING LOS ANALYSES APPENDIX C FUTURE LOS ANALYSES APPENDIX D BUS STOP GUIDELINES APPENDIX E APPROVED STREET PLANTINGS ..-z— years /FELSBURO HOLT & ULLEVIO Page 3-27 3-27 3-27 3-32 3-40 3-40 3-40 3-43 --_44 I 1 1 1 1 I I I 1 [1 Town of Avon Comprehensive Transportation Plan LIST OF FIGURES Paae Figure 1.1 Roadway System 1-2 Figure 1.2 Existing Summer Traffic Volumes 1-7 Figure 1.3 Existing Winter Traffic Volumes . 1-8 Figure 1.4 Existing Summer Level of Service 1-9 Figure 1.5 Existing Winter Level of Service 1-10 Figure 1.6 Future Summer Traffic Volumes 1-18 Figure 1.7 Future Winter Traffic Volumes 1-19 Figure 1.8 Future Summer Level of Service 1-20 Figure 1.9 Future Winter Level of Service 1-21 Figure 1.10 Arterial Cross -Section 1-33 Figure 1.11 Collector — Urban Cross -Section 1-34 Figure 1.12 Collector— Rural Cross -Section 1-35 Figure 1.13 Local — Rural Cross -Section 1-36 Figure 1.14 Local — Rural Cross -Section 1-37 Figure 1.15 Transit and Alternate Mode Subareas 1-42 Figure 1.16 Non -Motorized LOS Criteria 1-49 Figure 2.1 Existing Trail System ^-2 Figure 2.2 Sidewalk Discontinuity — East Beaver Creek Boulevard 2-4 Figure 2.3 Areas of Existing Sidewalk Deficiency ? 5 Figure 2.4 1-70 Underpass Near Metcalf Road .20 Figure 2.5 Avon Road Overpass Alternatives 2-11 Figure 2.6 Railroad Pedestrian Crossing at Stonebridge Drive 2-12 Figure 3.1 Existing Local and Regional Bus Routes 3-2 Figure 3.2 Winter Boardings by Hour by Route :-6 Figure 3.3 Summer Town Routa 3-7 Figure 3.4. Ridership by Stop — Winter and Summer 3-9 Figure 3.5 Summer Boardings by Hour and Routs 3-10 Figure 3.6 Avon Transit Ridership by Route by Month 3-11 Figure 3.7 2008 Beaver Creek Shuttle Boardings by Month 3-12 years O'FELSBURO HOLT A ULLEVIO Town of Avon Comprehensive Transportation Plan LIST OF FIGURES (Continued) Land Use Summar,, 1-12 Table 1.2 Paae Figure 3.8 Avon Transit Service Hours by Route 3-13 Figure 3.9 2008 Beaver Creek Shuttle Service Hours 3-14 Figure 3.10 Historic Cost per Service Hour for Town Routes 3-25 Figure 3.11 Cost of Transit Service per Passenger 3-26 Figure 3.12 Planned Roadway and High Speed Rail 3-28 Figure 3.13 Town of Avon Transit Subar-2v 3-30 Figure 3.14 Increase in Ridership as Town Builds Out 3-31 Figure 3.15 Near -Term Transit Plan 3-36 Figure 3.16 Areas Served by Avon Transit at Buildout 3-39 Figure 3.17 Suggested Stops 3-41 Figure 4.1 Recommended Roadway Improvements " 2 Figure 4.2 Recommended Non -Motorized Improvements 4-4 Figure 4.3 Recommended Transit Improvements " 5 LIST OF TABLES Table ES -1 Improvement Cost Summar; Table 1.1 Land Use Summar,, 1-12 Table 1.2 Mode Split 1-13 Table 1.3 Summer Season Trip Generation 1-14 Table 1.4 Winter Season Trip Generation 1-16 Table 1.5 Intersection Levels of Service 1-22 Table 1.6 Roadway Levels of Servi^� 1-23 Table 1.7 East Town Center Summer Trip Generation 1-24 Table 1.8 East Town Center Winter Trip Generation 1-25 Table 1.9 East Town Center Total Future Travel Demand 1-25 Table 1.10 West Town Center Summer Trip Generation 1-26 Table 1.11 West Town Center Winter Trip Generation 1-27 Table 1.12 West Town Center Total Future Travel Demand 1-27 Table 1.13 Village at Avon Summer Trip Generation 1-28 2751' years IBURG ' HOLT A ULLEVIG ' Table 3.6 2008 Boardings per Hour by Month 3-14 Table 3.7 Potential Increase in 2008 Peak Winter Day Ridership 3-15 ' Town of Avon Comprehensive Transportation Plan ECO Transit Routes, Frequencies and Fares ' Table 3.9 Transit Stop Amenities 3-21 LIST OF TABLES (Continued) Table 3.10 Fleet Roste 3-22 ' Page ' Table 1.14 Village at Avon Winter Trip Generation 1-28 Mode Share Estimates----- Table 1.15 Village at Avon Total Future Travel Demand 1-28 ' Table 1.16 Transit Ridership as a Percentage of Vehicle Trips -----1-41 Table 3.14 Town of Avon Annual Ridership Projections at Buildout Table 1.17 Target Levels of Service by Pedestrian Facility Type 1-44 Operating Casts and Service Hour Estimate Table 1.18 LOS Criteria Definitions 1-46 Fleet Costs Table 1.19 Pedestrian Street Crossing LO" 1-47 Improvement Prioritization and Preliminary Cost Opinions Table 1.20 Bicycle LOS Definitions 1-48 Table 2.1 Recreational Trails Capital Improvement Projects 2-6 ' Table 3.1 2007/2008 Avon Winter Route Hours and Frequency of Service 3-3 Table 3.2 2008/2009 Avon Winter Route Hours and Frequency of Service 3-3 Table 3.3 Ridership by Stop February 18, 200P ° 5 ' Table 3.4 Summer Route Hours and Frequency of Service 3-7 Table 3.5 Ridership by Stop July 26, 2008 ^-8 ' Table 3.6 2008 Boardings per Hour by Month 3-14 Table 3.7 Potential Increase in 2008 Peak Winter Day Ridership 3-15 ' Table 3.8 ECO Transit Routes, Frequencies and Fares 3-17 Table 3.9 Transit Stop Amenities 3-21 Table 3.10 Fleet Roste 3-22 ' Table 3.11 Productivity by Service Type 3-24 Table 3.12 Mode Share Estimates----- 3-29 ' Table 3.13 New Avon Transit Demand at Buildout (Average Winter Day) 3-29 Table 3.14 Town of Avon Annual Ridership Projections at Buildout 3-31 Table 3.15 Operating Casts and Service Hour Estimate 3-42 Table 3.16 Fleet Costs 3-42 ' Table 4.1 Improvement Prioritization and Preliminary Cost Opinions 4-6 1 r years - ELSBURO l HOLT & ' ULLEVIO Town of Avon Comprehensive Transportation Plan EXECUTIVE SUMMARY The Town of Avon, located in the central mountains of Colorado, has experienced rapid growth in recent years. As the gateway to the Beaver Creek Resort, Avon provides a focal point for housing, lodging and services. With abundant year-round recreational opportunities throughout the area, Avon has become an increasingly desirable place to live, work, and visit. Like many communities along the Interstate 70 mountain corridor, increasing travel demand in Avon has accompanied the regional growth in both residential and commercial development. Planned re -development of the Avon Town Center, along with anticipated new development in the Village at Avon, will also place increasing pressure on the Town's existing transportation system. As traffic volumes grow, so too will the demand for alternative transportation modes. To maintain the quality of life in this mountain community, an integrated approach to planning for future roadway improvements, transit service enhancements, and bicycle/pedestrian facilities is required. Previous transportation planning efforts include the following reports: • AVON TRANSPORTATION PLAN, Felsburg Holt & Ullevig, December 1991. • TOWN OF AVON TRANSPORTATION PLAN UPDATE, MK Centennial, November 1996. • US 6 AND 1-70 G CORRIDOR FEASIBILITY STUDY, Felsburg Holt & Ullevig, PBS &J, March 2004. These previous efforts have focused primarily on vehicular traffic, with only minimal attention to alternative travel modes. Recognizing this shortfall, the Town adopted the 2006 Comprehensive Plan that envisions a balanced, multi -modal transportation system. The purpose of the Comprehensive Transportation Plan is to support this vision by forecasting the potential future travel demand and its impacts on the multi -modal system in Avon. Existing and future deficiencies have been identified for roadways, bicyclelpedestrian facilities, and the transit system. Improvement alternatives for each mode have been developed to ensure adequate capacity through the projected year 2035. It is the Town's goal to encourage the use of alternative transportation modes, such as walking, biking, and riding transit, by providing safe, inviting paths, walkways, and convenient bus service. A higher priority is placed on the safety and quality of the experience for pedestrians and bicyclists, with secondary consideration for roadway capacity improvements for vehicular traffic. The transit component has been structured such that it may serve as a stand-alone "Strategic Transit Plan" to assist the Town in pursuing funding options. In addition, Roadway Standards and Traffic Impact Study guidelines have been developed to assist the Town in addressing the multi -modal transportation impacts of new developments. ���years IN'FELSBURG HOLT & ULLEVIG Page 1 I 1 1 [1 1 1 Town of Avon Comprehensive Transportation Plan Preliminary opinions of probable capital construction costs were developed for the roadway and pedestrian improvements. For the transit element, annual operating costs for three alternative service plans were prepared. The improvements, and potential estimated costs, are summarized as follows: • Roadways. In general, the existing and planned roadway system in Avon will accommodate the projected future traffic volumes. However, US 6 would require widening to four through -lanes at a preliminary opinion of probable cost of $34.5 million. • Bicycle/Pedestrian Facilities. Improvements include sidewalk construction, recreational trail enhancements and construction, and alternative pedestrian grade separations (overpasses or underpasses) of 1-70, Avon Road, and the UPRR. The range of potential costs for these improvements is $3.85 million to $7.22 million, depending on alternatives. • Transit. Proposed service plans includes costs associated with enhanced service on existing routes, new routes, ridership increases, transit stops and shelters, fleet additions, and maintenance. The Near Term plan would have an annual operating cost of about $2.0 million. The range of annual operating costs in the Long Term future is between $4.3 million and $4.9 million per year. The following summarizes the above costs: Table ES -1 Improvement Cost Summary years FELSBURO HOLT S ULLEVIG Pageii Cost Mode Description (Millions) US 6, widen to 4 lanes $34.5 Roadway I Swift Gulch/Nottingham Roundabout $1.0 Beaver Creek Boulevard Streetscape and Lane Reductions $0.75 Sidewalk Construction $1.43 Recreational Trails $0.77 I 1-70 pedestrian crossing at Metcalf Road $0.97 to $2.2 Pedestrian Crossing over Avon Road at Main Street $0.51 to $1.8 Non-Motoriied I RR Pedestrian Crossing at Eaglebend $1.4 to $2.2 I 1-70 Pedestrian Crossing from Buffalo Ridge $2.0 I Metcalf Road Bike Lanes $0.5 I Pedestrian Connection under US 6, over River $1.5 I Nottingham Road/Buck Creek Connection $0.05 West Beaver Creek Boulevard/Nottingham Park Connection $0.05 Transit Near Term (annual operating cost) $2.0 Long Term (annual operating cost) $3.4 to $5.3 years FELSBURO HOLT S ULLEVIG Pageii Town of Avon Comprehensive Transportation Pian CHAPTER 1. ROADWAY SYSTEM 1.1 EXISTING CONDITIONS 1.1.1 Roadways The Town of Avon is situated along Interstate 70 between Vail and Edwards. US 6, which parallels the freeway, provides local access as well as secondary east -west regional connection within the Vail Valley. Avon Road provides primary access to the freeway, linking 1-70 with US 6. Secondary interstate access is available at Post Boulevard, located east of Avon Road within the Village at Avon. Between 1-70 and US 6, the Eagle River and the Union Pacific Railroad Tennessee Pass line (now inactive), constrain the ability to expand the existing roadway system. The existing roadway system within Avon is depicted on Figure 1.1. A field inventory was conducted to establish existing physical characteristics for primary roadways within the Town. PrimaryArtedals 1-70. Providing primary east -west regional connection through Colorado, this four -lane freeway bisects the Town of Avon. Interchange accesses are provided at Avon Road and Post Boulevard. East of Avon, 1-70 is posted at 65 miles per hour (MPH). To the west, the speed limit is posted 75 MPH. US 6. This arterial state highway consists of a basic two-lane cross section with auxiliary tum lanes at major intersections and access points. Shoulders are generally paved with a minimum width of 2 feet. The posted speed limit varies between 35 and 45 miles MPH, with a 25 MPH school zone within Eagle -Vail. Adjacent land uses include both residential and commercial uses. Avon Road. This arterial Town road consists of a basic four -lane urban cross section between 1-70 and US 6, with some auxiliary Ianeage at major intersections. Traffic control is accomplished through roundabouts at major intersections. Shoulders have been replaced with curb and gutter, and a sidewalk is provided along both side of the roadway. The posted speed limit on Avon Road is 25 MPH. Adjacent land uses are generally lodging or commercial. Roads North of 1-70 Nottingham Road. An extension of Avon Road, this collector roadway trends north and west from the 1-70 interchange. The cross-section is generally two- lane, with no bike lanes, and the shoulders vary from unpaved to paved with a maximum width of two feet. There is a parallel, paved separate bike/pedestrian trail along the south side of Nottingham Road. The posted speed limit is 30 MPH. The adjacent land uses are high-density residential and commercial uses with numerous accesses. 3rr� h years FELSBUKO HOLT & ULLEVIO Page 1-1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I ' Town of Avon Comprehensive Transportation Plan ' Post Boulevard. This four -lane divided arterial road extends south from Swift Gulch Road to US 6 and has an interchange with 1-70. Roundabouts at intersections provide traffic control. ' Curb and gutter, and attached sidewalks are provided along both side of the roadway. The posted speed limit on Post Boulevard is 30 MPH, changing to 35 MPH at the north end. Adjacent land uses are primarily commercial (Home Depot, Wal-Mart). tYoder Avenue. Trending east from Post Boulevard, this collector roadway has a basic two- lane cross-section with center left -tum lane striping. An attached sidewalk is provided along the south side of Yoder Avenue. The posted speed limit is 25 MPH. Adjacent land uses ' include commercial (Home Depot, Wal-Mart) and a public charter school (Stone Creek School). The school is an interim use pending development by the Public Works Department. ' Fawcett Road. This collector extends between Post Boulevard and Yoder Avenue, serving adjacent commercial uses. Fawcett Road has a two-lane cross-section with left -tum lanes at accesses. Curb, gutter, and sidewalk is generally provided along both sides of the roadway. ' There are no marked bike lanes and no speed limit signing. Benchmark Road. Extending east from Avon Road to Beaver Creek Place, this urban ' Iocallcollector roadway has a basic two-lane cross-section. Benchmark Road serves lodging and commercial land uses, and has some on -street angle parking. Curb, gutter, and sidewalk is provided along both sides; however, the sidewalks are discontinuous in places. ' There is no speed limit signing. Beaver Creek Place. This urban local/collector roadway forms a loop, connecting at both t ends to East Beaver Creek Boulevard. With a basic two-lane cross-section, Beaver Creek Place serves lodging and commercial land uses. Curb, gutter, and sidewalk is provided along both sides with some discontinuity of the sidewalks. There is no speed limit signing. ' Chapel Place. This urban local roadway has a basic two-lane cross-section, extending between Beaver Creek Place and East Beaver Creek Boulevard, serving commercial land uses. Curb and gutter is provided adjacent to development; paved shoulders with a maximum width of two feet are provided adjacent to undeveloped properties. Some sidewalk t is provided adjacent to development, but it is discontinuous in places. There are no marked bike lanes. The speed limit is posted 25 MPH. ' Hurd Lane/Eaglebend Drive. Paralleling the Eagle River between US 6 and the UPRR line, this two-lane local roadway provides access to Avon Road for some commercial, but primarily residential, land uses. There are no shoulders, but a paved bicycle/pedestrian path is provided between Avon Road and Stonebridge Drive. The speed limit is posted 25 MPH. Stonebridge Drive. This short, two-lane local connects Eaglebend Drive to US 6 via a bridge over the Eagle River. Stonebridge Drive provides an alternative means of access to US 6 for ' residential uses along Eaglebend Drive. There are no shoulders; an attached sidewalk is provided along the west side between US 6 and the bridge. The speed limit is posted 25 t MPH. �o years W FEISBURO HOLT & ' ULLEVIO Page 1-4 Town of Avon Comprehensive Transportation Plan Roads West of Avon Road West Beaver Creek Boulevard This collector roadway extends west from Avon Road, trending south to intersect with US 6 at Prater Road. Immediately west of Avon Road, the cross-section is basically five lanes including auxiliary tum lanes. West of Lake Street, the cross-section transitions to two lanes. South of the Eagle River bridge, and approaching US 6, the roadway widens to provide a center left -tum lane. Sidewalks are present along both sides in various places but are discontinuous. A bike lane has been striped along the south side of West Beaver Creek Boulevard for much of its length. Adjacent land uses include lodging and commercial development between Avon Road and Lake Street, transitioning to primarily residential uses, with commercial development at the intersection with US 6. The posted speed limit is 25 MPH, except through a school zone, where it is posted 20 MPH. The intersection of US 6/West Beaver Creek Boulevard/Prater Road is signalized; this is the only signalized intersection in Avon. Benchmark Road. Extending west from Avon Road, this two-lane collector provides access for commercial and lodging developments, as well as the Town of Avon municipal offices, transit station, and Nottingham Park. A branch of Benchmark Road extends north to connect with West Beaver Creek Boulevard, serving the library, lodging, and commercial uses. A transit station is situated on the south side of Benchmark Road. There are sidewalks present along both sides of Benchmark Road east of the Transit Center; to the west, the sidewalk continues on the north side only. There are no bike lanes present. The posted speed limit is 25 MPH, with 15 MPH posted adjacent to the transit station. Lake Street. This two-lane local road winds through municipal and commercial land uses along the east side of Nottingham Park between Benchmark Road and West Beaver Creek Boulevard. There are no marked bike lanes. Sidewalks are provided along both sides of the roadway. On -street angle parking is present along much of Lake Street. The speed limit is posted 20 MPH. Two transit stops are located along Lake Street (one with a shelter). Riverfront Lane. Running parallel to and along the north side of the Eagle River, this two- lane local roadway provides access to Avon Road for ongoing lodging and commercial development. An at -grade crossing of the railroad provides connection to Lake Street north of the railroad tracks. The cross-section includes curb, gutter, and an attached sidewalk along the south side. A pedestrian connection to the Avon Transit Center is provided via Lettuce Shed Lane. The speed limit is posted 25 MPH. The above descriptions of roadway physical characteristics comprise the primary existing roadway system in Avon; there are other minor roads that serve local access needs. It can be seen, however, that Avon roadways range from two-lane rural configurations to multi -lane urban streets. Within these two types of roadways (rural and urban), there is little consistency or continuity in the physical characteristics, particularly in the treatment of bicycle/pedestrian facilities and speed limits. 7r years Jn4 R& ■■ \ ULLEVIO U D d u n I [1 [1 lJ H I U E Page 1-5 1 I ITown of Avon Comprehensive Transportation Plan i1.1.2 Traffic Volumes and Operations AM and PM Peak hour traffic counts were collected at all study intersections on July 28'°, 2008 (traffic count data is included in Appendix A). This date coincides with the Town of Avon's annual traffic counting program, when 24-hour counts along key roadway segments are conducted. The morning counts were collected from 7:00 AM to 9:00 AM and the afternoon counts were collected from 4:00 PM to 6:00 PM. The peak hours were determined to be 8:00 AM to 9:00 AM and 4:15 PM to 5:15 PM. Peak hour traffic counts were also conducted during February 2009 at key intersections; these counts formed the basis for an analysis of peak winter ski season conditions. The existing traffic volumes are summarized on Figure 1.2 (summer) and Figure 1.3 (winter). These traffic counts were used as the basis for intersection and roadway level of service analyses. Level of Service (LOS) is a qualitative measure of traffic operational conditions based on roadway capacity and motorist delay. The 2000 HIGHWAY CAPACITY MANUAL defines six levels of service, ranging from A to F, with LOS A representing the best possible operating conditions and LOS F representing over -capacity, or congested conditions. Per current Town of Avon standards, C is the lowest acceptable LOS for peak hour roadway operations and D is the lowest LOS for peak hour intersection operations. LOS analyses were completed for both summer and winter peak hour conditions at all intersections. Roadway level of service analyses were also completed for Avon Road between US 6 and 1-70 Westbound Ramps and for US 6 between West Beaver Creek Boulevard and Avon Road. Of the ten study intersections, five are multi -lane roundabouts, one is a signalized intersection, and four are stop -controlled intersections. All roundabouts were analyzed using Sidra Intersection software. All other study intersections were analyzed using Synchro 7 software. Level of service worksheets are included in Appendix B. The existing lane geometries and levels of service can be seen on Figures 1.4 and 1.5 for summer and winter conditions. During the summer, all roundabouts currently operate at LOS A during both peak hours. The signalized intersection at US 6/West Beaver Creek Boulevard (Prater Road) currently operates at LOS C during both peak hours. All movements at all stop - controlled intersections operate at LOS C or better during both peak hours. For the peak winter ski season conditions it was determined that, all roundabouts would operate at LOS A or B during both peak hours, although some periods of congestion may be experienced due to fluctuations in traffic flow. The winter roundabout analyses included adjustment factors to account for reduced capacity due to snowy conditions. Winter operations at the US 6/West Beaver Creek Boulevard (Prater Road) intersection are currently at LOS C during both peak hours. All movements at the stop -controlled intersections operate at LOS B or better during both peak hours. 1 1 Z years IN(FELSBURG HOLT & ULLEVIG Pagel -6 I Avon RdA-70 West Ramps 00 9B(65)T ON 951 40 — 700"(65 `^'N�t_160115 ,f 1 j-95(2215 Avon RdA1S 6 Avon RdA-10 East Ramps M L'A 75BOJ—J 1 r 14q(�15)-1 �o OR v 00" N^ -- W. Beaver Creek BIWAIS 6 Avon RdJW. Beaver Creek Blvd. ' -j 1 �. X50{71 3065 9B(65)T " 1 r 951 40 — 700"(65 E. Beaver Creek BIvdJ Beaver Geek PI. r=5(1(5) ), 300155 � (55. _ 'i r 3oN mn LEGEND XXXO MO = AM(PM) Peak Hour Traffic Volumes Anmpa tonpgna:tsg.-wr w---_ - 1 1 1 1 1 Gt�K 1 �e a Be�mgd�e` �y 1 ne Road 1 Avon RdJBenchmark Rd. Avon RdJHurd lane 1 o L_15j45) f o F5'(60'') J1L L145(170) 1 se(125)—I' 71 r 10(25)--, -1 i r ` 04N Benchmark RdJChapel PI. E. Beaver Creek BIvdJ 1 Beaver Creek PI. l F-5�115, 5) f —555(�55) 1 1,4(56�7�10�99) 7r 0 a r 1 1 Figure 1,2 Existing Summer Traffic Volumes 1 J1 Avon RdJUS 6 !r NN nm Oio ^N W. Beaver Creek BIvd.NS 6 E. Beaver Geek BNdJ Beaver Creek PI. �L14�cMm- % 2 13 A4315) 15(35), J1L,a-40(445) J1L 30(0) 1-5(15) 45 240�� '� i r 35(55) "I t (" 25(45)_. i r 170245 260(14301) '25 45 --) o0 9555125 mrnv`Ni, 80 100 ~� �OZ. LEGEND )00((X)0() = AM(PM) Peak Hour Traffic Volumes 80(95)-3 Benchmark RdJChaOel PI. 60 210) t-5(,51 rn� F (NyN mN i� ONN tOQ ,J 1 L150(170) 10(20) 71 r NNO � NN N E. Beaver Creek BIvdJ Beaver Creek PI. 1_ 5� (130) r 5 65 10145 -j 505 N� N Figure 1.3 Existing Winter Traffic Volumes LEGEND XIX = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service �- = Stop Sign a= Traffic Signal Avon RdJI.70 Well Ramps Aron RdJI-70 East Ramps Avon RdJW. Beaver Creek Blvd. Avon RUBenchmark Rd. A/A +,VAIA A/A Avon RdJUS 6 A/A V O W. Beaver Creek BWAS 6 1 �C � � f ��cn --j a'— E. Beaver Creek BNdJ Beaver Creek PI. ala ala AIa ;.�r-A- y Benchmark RdJChapel PI. A/ 7a/a�, ,_r I 1 11 Avon RdJtiurd Lane -�-, ' E Beaver Geek BhidJ Beaver Geek PI. AIA I r Figure 1.4 Existing Summer Level of Service 1 1 1 1 1 1 1 1 1 LEGEND XIX = AM/PM Peak Hour Signalized Intersection Level of Service x/a = AM/PM Peak Hour Unsignalized Intersection Level of Service �- = Stop Sign = Traffic Signal Avon RdA-70 West Ramps A/A X11 o r it Avon RdAIS 6 A/A Avan Rdll-70 East Ramps A/A 1�- i� W. Beaver Creek BlvdAJS 6 C Avon Rd JW. Beaver Creek Md. +-47�- E. Beaver Creek BhvdJ Beaver Creek PI. aa//a a/a-,,.F Y a Avon RdJBenchmark Rd. +,A Benchmark RdJChapel Pl. .T ala Avon MAW lane �1 t b/b b/b�F a E. Beaver Creek Blvdl Beaver Creek Pl. a/a a/a � Figure 1.5 Existing Winter Level of Service Town of Avon Comprelsensive Transportation Plan Roadway segment LOS analyses were also conducted along Avon Road and US 6 for Loth summer and winter conditions. The roadway segments were analyzed based on criteria contained in the Hiahwav Caoacitv Manual (TRB, 2660, Chapter 15). Travel time delays were calculated using a combination of approach delays extracted from the Synchro output for signalized and stop -controlled intersections and NCHRP Report 572 for roundabouts. It was found that both Avon Road and US 6 currently operate at LOS B during both summer and winter seasons within the study area. These results were then cross-checked with computerized simulations of roadway traffic operations using SIM Traffic; the simulation output compared very well with the calculated LOS results. �l years IFELSBURG HOLT & ULLEVIG Page 1-11 1 1 1 1 t 1 1 1 1 1 1 Town of Avon Comprehensive Transportation Plan 1.2 FUTURE CONDITIONS 1.2.1 Land Use Potential future land use increases include the redevelopment of East Town Center and West Town Center, as well as the completion of the Village at Avon, Riverfront, Wildridge, Buck Creek, Swift Gulch, Benchmark at Beaver Creek and the Folson Annex. These developments would result in a total net increase of 4,837 residential units, 140,000 square feet of office space, 250,000 square feet of retail space, and 4,700 square feet of industrial use based on land use projections provided by the Town. The existing, net increase, and total land use for each sub -area are summarized in Table 1.1. East Town Center, West Town Center and the Village at Avon will consist of residential, office and retail land uses. Riverfront will consist of residential and retail land uses, while the remaining four developments will consist only of residences. Table 1.1 Land Use Summary I I Land Uses Development Existing Net Increase Total East Town Center years FELSBURO HOLT & ULLEVIO 390 OU 87 KSF 253 KSF 155 DU 75 KSF 50 KSF 244 DU 40 KSF 353 KSF 181 DU 31 KSF .�i[11i1 0 DU 28 KSF 0 DU 0 0 DU 2105 DU 540 DU Residential 25 KSF Office 25 KSF Retail West Town Center Residential Office Retail The Village at Avon Residential Office Retail I Riverfront Residential Retail Wildridqe/Mountain Star Residential Swift Gulch Residential Industrial Buck Creek Residential Public Use Folson Annex Residential Benchmark at Beaver Creek Residential � years FELSBURO HOLT & ULLEVIO 390 OU 87 KSF 253 KSF 155 DU 75 KSF 50 KSF 244 DU 40 KSF 353 KSF 181 DU 31 KSF .�i[11i1 0 DU 28 KSF 0 DU 0 0 DU 2105 DU 540 DU 930 DU 25 KSF 112 KSF 25 KSF 278 KSF 538 DU 15 KSF 70 KSF 2156 DU 100 KSF 155 KSF 275 DU 0 KSF 270 DU 36 DU 47 KSF 42 OU N/A 65 DU 915 DU 693 DU 90 KSF 120 KSF 2400 DU 140 KSF 508 KSF 456 DU 31 KSF 951 DU 36 DU 75 KSF 42 DU WA 65 DU 3020 DU Pagel -12 Town of Avon Comprehensive Transportation Plan 1.2.2 Traffic Volume Projections Future traffic volume projections for roadways within the Town of Avon were developed based on year 2035 background increases due to regional growth, potential new development within the Town, and planned redevelopment of existing land uses. Reduction factors were applied to account for transit use based on current ridership levels. The first step was to estimate the potential increase in traffic volumes to account for background growth, which is the growth in traffic associated with regional development outside of Avon. Because any traffic using the Avon interchange on 1-70 would likely be oriented to or from land uses within the Town, only through -traffic traveling along US 6 would be expected to increase due to background growth. Therefore, through -volumes on US 6 were increased using CDOT growth factors and referencing recent traffic projections from the Eagle County traffic model. To account for future potential development of the Bear Lots at Beaver Creek, traffic volumes at Prater Road were increased by a factor of 1.5. Once background traffic growth was accounted for, the next step was to calculate the volume of traffic generated by proposed developments in the area. As previously described, the developments included in the trip generation analysis are: Wildridge, Wildwood, Buck Creek, Swift Gulch, the Folson Annex, East Town Center, West Town Center, Riverfront, and the Village at Avon. Based on the net increase in land uses for each development, ITE Trip Generation (ITE Trio Generation, 7"' Edition, 2008) rates for the various land uses were applied to determine the total net increase in traffic. The total number of vehicle trips attributed to the new development was reduced to account for several factors such as transit, carpool and pedestrian trips, internal trips between various land uses and seasonal variation in land use occupancy. Table 1.2 summarizes the breakdown used for mode split. The Core Area was defined as East and West Town Center, Riverfront and Eaglebend. Mountain Rural includes Wildridge, Wildwood, Buck Creek, Swift Gulch and the residential portion of the Village at Avon. All other developments were considered to be in the town peripheral for these purposes. As shown, the assignment of trips to different modes of transportation was also dependent on the type of development in addition to its location. Table 1.2 Mode Split Land Use I Core Area Outer Core Mountain Rural Auto Bus TDM' Auto Bus TDM Auto Bus TDM Residential 85% 11% 4% 91% 5% 4% 95% 1% 4% Retail 90% 6% 4% 95% 1% 4% 96% 0% 4% Office 93% 3% 4% 95% 1% 4% 96% 0% 4% ' Travel Demand Management (TDM) consists of programs and strategies to reduce single - occupancy vehicle trips, including carpooling, flexible work hours, work -from -home, bicycle programs or other strategies. JW years FELSBURO HOLT & ULLEVIG Page 1-13 1 I 1 1 1 1 I 1 I 1 1 1 Town of Avon Comprehensive Transportation Plan After the mode split reduction was applied, the remaining vehicle trips were again reduced to account for internal trips between various land uses. Trips made between different developments were assigned to the roadway network, however trips between different land uses within the same development (Le.: residential -to -retail trips within West Town Center) were not. The overall internal trip percentage for the entire study area was 7 percent. The final step in forecasting future traffic volumes was adjusting traffic volumes to account for seasonal variation. It was estimated that during the Winter (peak) season, all land uses would operate at 100 percent occupancy, and therefore no reduction to the trip generation was made. Based on existing counts, however, it was determined thatzoverall Summer traffic volumes in Town were approximately 85 percent of winter traffic volumes. Therefore, the total net increase in traffic during the Summer season was forecasted to be 15 percent less than that of the Winter season. Table 1.3 summarizes the resultant trip generation estimates for summer and Table 1.4 summaries the winter trip generation estimates. Table 1.3 Summer Season Trip Generation Size AM Land Use Type Increase I Units I Total I In I Out I Total I I'MPInn I Out I Daily East Town Center Condofrownhouse 540 DU 172 32 139 203 130 73 2,266 Retail 25,000 SF 19 11 I 8 71 35 36 822 Office 25,000 SF 31 27 4 29 5 25 218 Sub -Total 221 71 151 303 170 133 3,306 West Town Center Condorrownhouse 538 DU 171 32 139 202 129 73 2,258 Retail 70,000 SF 11 7 4 43 20 22 493 Office 15,000 SF 86 76 10 82 14 68 609 Sub -Total 268 115 153 327 164 163 3,361 Village at Avon Condorrownhouse 2,063 DU 734 139 593 866 555 312 9,679 Single Family 93 DU 56 14 42 76 48 27 718 Retail 155,000 SF 125 77 48 467 229 238 5,375 Office 100,000 SF 125 107 15 118 20 98 870 Sub -Total 1,00 338 699 1,527 852 675 16,642 Riverfront CondolTownhouse 275 I DU 88 I I 17 I 71 104 I I 66 I 37 1,154 b -Total 88 17 71 104 66 37 1,154 Swift Gulch CondorrownhouseSub-Total strl47,000 Industrial I SF I 59 I 52 I 8 I i 9 I 47 417 I 54 8 71 19 53 587 years FELSBURO ll (HOLT & ULLEVIO Page 1-14 Town of Avon Comprehensive Transportation PIan years (FELssueO HOLT & LILLEVIO Page 1-15 Size I I PM P Land Use Type Increase Units Total I I° I Out I Total I In I Out I Daily Buck Creek Condo/Townhouse 42 DU 14 3 12 18 11I 7 199 Public Use NIA SF I 66 I 58 I 8 1 60 10 49 427 Sub -Total 81 60 20 I 77 21 56 626 Folson Annex Condo/TownhouseSub-Total 65 I DU I 22 4 I 18 I 26 I 17 I 9 291 22 4 18 26 17 I 9 291 Benchmark at Beaver Creek Condorf S 915 I DU 326 62 264 I I I I Sub -Total 326 62 264 384 247 138 14,293 Wildridae Condo/Townhouse 8 DU 3 1 3 3 3 1 37 Sinqle Family 262 DU I I 159 I 41 118 214 137 I 77 2,025 I Sub -Total 162 42 121 218 139 77 2,062 'Total New Development Condorrownhouse 4,482 DU 1,542 293 1,248 1,822 1,167 655 20,346 Single Family 355 DU 215 55 160 290 185 104 2,743 Retail 195,000 SF 155 94 60 581 284 296 6,690 Office 195,000 SF 241 210 30 230 39 190 1,697 Industrial/Commercial SF 125 110 15 116 20 96 844 Total 2,278 762 1,513 3,038 1,695 1,341 32,320 years (FELssueO HOLT & LILLEVIO Page 1-15 1 1 1 1 1 1 1 Town of Avon Cornprehensive Transportation Plan Table 1.4 Winter Season Trip Generation 65 DU 26 5 21 31 20 11 342 Sub -Total AIn I I 26 I 5 I 21 I 31 Land Use Tyne IncrSize ease I Units I Tote I I Out I Total I In I Out I Daily East Town Center Creek Condofrownhouse 540 DU 202 38 164 239 153 86 2,666 Retail 25,000 SF 22 13 9 84 41 42 967 Office 25,000 SF 36 32 5 34 6 29 256 Sub -Total 260 83 178 357 200 157 3,889 West Town Center Family 262 I DU I 87 I 48 I 39 252 I Condo(Townhouse 538 DU 201 38 163 238 152 86 2,657 Retail 70,000 SF 13 8 5 50 24 26 580 Office 15,000 SF 101 89 12 97 17 80 717 Sub -Total 315 135 180 385 193 192 3,954 Village at Avon Condorrownhouse 2,063 DU 863 164 698 1,019 653 367 11,387 Single Family 93 DU 66 17 49 89 57 32 845 Retail 155,000 SF 147 90 57 549 269 280 6,323 Office 100,000 SF 147 126 18 139 23 115 1,024 Sub -Total 1,223 397 822 1,796 1,002 794 19,579 I, Riverfront Condorrownhouse 275 I DU I 103 20 I 83 122 I 78 I 43 1,358 Sub -Total 103 20 83 122 78 43 1,358 Swift Gulch Condorrownhouse 36 DU 15 3 12 18 11 7 199 Industrial 47,000 SF I 69 I I 61 9 66 I 11 I I 55 491 Sub -Total 84 64 21 84 22 62 690 Buck Creek Condorrownhouse 42 DU 17 3 14 21 13 8 234 Public Use NIA SF I 78 I I 68 9 I 70 I 12 I I 58 502 I Sub -Total 95 71 23 91 25 66 736 I Folson Annex I CondorT wnhouse 65 DU 26 5 21 31 20 11 342 Sub -Total I I 26 I 5 I 21 I 31 I 20 11 I 342 Benchmark at Beaver Creek Condorrownhouse 915 DU 73 310 452 290 162 5.050 Sub -Total I383 383 I 73 I 310 I 452 290 162 5,050 Wildridqe CondSinow Family 262 I DU I 87 I 48 I 39 252 I I 1 I 0 Tot 1 49 i 256 16 9 2,42 6 years Wi E FELSBURO HOLT h ULLEVIO Pagel -16 Town of Avon Comprehensive Transportation Plan Land Use Type Total New Development CondolTownhouse Sinple Family Retail Office Industrial/Commercial Total Trip generation for each land use was then assigned to the roadway network based on existing traffic patterns and engineering judgment. It has been estimated that of the external trips (travelling to or from destinations outside of Avon), 35 percent would travel to/from the west on 1-70, 55 percent would travel to/from the east on 1-70. The remaining 10 percent of external trips were assigned to US 6, based on projected congestion levels on this roadway. The resulting peak hour traffic volumes for the Winter and Summer seasons are shown on Figure 1.6 and Figure 1.7, respectively. 1.2.3 Future Traffic Operational Results Operational analyses were completed to determine the expected levels of service at all study intersections under future traffic volumes. Level of Service (LOS) is a qualitative measure of traffic operational conditions based on roadway capacity and motorist delay. The 2000 HIGHWAY CAPACITY MANUAL defines six.levels of service, ranging from A to F, with LOS A representing the best possible operating conditions and LOS F representing over -capacity, or congested conditions. Per current Town of Avon standards, C is the lowest acceptable LOS for peak hour roadway operations and D is the lowest LOS for peak hour intersection operations. LOS analyses were completed for both summer and winter peak hour conditions at all intersections. Roadway level of service analyses were also completed for Avon Road between US 6 and 1-70 Westbound Ramps and for US 6 between West Beaver Creek Boulevard and Avon Road. Appendix C contains LOS worksheets for future conditions. Of the ten study intersections, five are multi -lane roundabouts, one is a signalized intersection, and four are stop -controlled intersections. All roundabouts were analyzed using Sidra Intersection software. All other study intersections were analyzed using Synchro 7 software. Level of service worksheets are included in Appendix B. The future lane geometries and levels of service can be seen on Figures 1.8 and 1.9 for summer and winter conditions. Tablel.4 also summarizes the level of service results for all intersections. Because of a significant increase in background traffic expected along US 6, the analyses assume that US 6 would be widened to four lanes through Avon. During the summer, all roundabouts are expected to operate at LOS A during both peak hours with the exception of the Avon Road/US 6 intersection which is expected to operate at LOS F ki years EELSBUaG C' HOLT & ULLEVIG Page 1-17 1 I I I AIn I PM PT Increase Units Total Out I Total IAIn I Out I Daily 4,482 DU 1,814 345 1,468 2,144 1,373 771 23,937 355 DU 253 65 188 341 218 122 3,227 250,000 SF 182 111 71 683 334 348 7,870 140,000 SF 284 247 35 270 46 224 1,997 47,000 SF 147 129 18 136 23 113 993 2,680 897 1,780 3,574 1,994 1,578 38,024 Trip generation for each land use was then assigned to the roadway network based on existing traffic patterns and engineering judgment. It has been estimated that of the external trips (travelling to or from destinations outside of Avon), 35 percent would travel to/from the west on 1-70, 55 percent would travel to/from the east on 1-70. The remaining 10 percent of external trips were assigned to US 6, based on projected congestion levels on this roadway. The resulting peak hour traffic volumes for the Winter and Summer seasons are shown on Figure 1.6 and Figure 1.7, respectively. 1.2.3 Future Traffic Operational Results Operational analyses were completed to determine the expected levels of service at all study intersections under future traffic volumes. Level of Service (LOS) is a qualitative measure of traffic operational conditions based on roadway capacity and motorist delay. The 2000 HIGHWAY CAPACITY MANUAL defines six.levels of service, ranging from A to F, with LOS A representing the best possible operating conditions and LOS F representing over -capacity, or congested conditions. Per current Town of Avon standards, C is the lowest acceptable LOS for peak hour roadway operations and D is the lowest LOS for peak hour intersection operations. LOS analyses were completed for both summer and winter peak hour conditions at all intersections. Roadway level of service analyses were also completed for Avon Road between US 6 and 1-70 Westbound Ramps and for US 6 between West Beaver Creek Boulevard and Avon Road. Appendix C contains LOS worksheets for future conditions. Of the ten study intersections, five are multi -lane roundabouts, one is a signalized intersection, and four are stop -controlled intersections. All roundabouts were analyzed using Sidra Intersection software. All other study intersections were analyzed using Synchro 7 software. Level of service worksheets are included in Appendix B. The future lane geometries and levels of service can be seen on Figures 1.8 and 1.9 for summer and winter conditions. Tablel.4 also summarizes the level of service results for all intersections. Because of a significant increase in background traffic expected along US 6, the analyses assume that US 6 would be widened to four lanes through Avon. During the summer, all roundabouts are expected to operate at LOS A during both peak hours with the exception of the Avon Road/US 6 intersection which is expected to operate at LOS F ki years EELSBUaG C' HOLT & ULLEVIG Page 1-17 1 I �m 0 n L -270(3C I ! r- 205(A5 Avon BdJOS 6 410{200 1 I r 0iA75�-5 00 NQ ONi MM W. Beaver Creek BIWAS 6 E. Beaver Creek BIvdJ Beaver Creek Pi. I.5-5(115) ) SB 70)_. *1 r 3055)—r cup ADM NO LEGEND xxx(mg = AM(PM) Peak Hour Traffic Volumes 100(13( 145(170) 000 l i >=Mti, M M Benchmark RdJChapel Pl. E. Beaver Creek BIvdJ Beaver (reek PI. —70(245) ( {{- 70 170) -5(d) r ,pielo5� 5 7 r 7 ie°51 NM ! ON f M M - Figure 1.6 Future Summer Traffic Volumes If - Avon Rd.AfS 6 W. Beaver Creek BIWA S 6 E Beaver Geek Btvdl Se r 25(70)_ `1 r 25(45)—Z co LEGEND XXXp00f) = AM(PM) Peak Hour Traffic Volumes ! {a L8010)5) ' �� L150f360j j I }-420{565) it 21 Nb t�Jt4f �� - 00' r NN If - Avon Rd.AfS 6 W. Beaver Creek BIWA S 6 E Beaver Geek Btvdl Se r 25(70)_ `1 r 25(45)—Z co LEGEND XXXp00f) = AM(PM) Peak Hour Traffic Volumes ! {a L8010)5) J i 68 185) 95"1 t F Bew. mark Bdj!CNpet PI. 25(35)-z 15�r) I r�7C�[f J I Figure 1.7 Future Winter Traffic Volumes , 11 J F 11 0 Ij I I e X/X = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service AL = Stop Sign 8 = Traffic Signal Avon RdA-70 West Ramps A/A �1! Avon WAS 6 f JVC Avon RdA-70 Fast Ramps +-; W. Beaver Creek BIWAS 6 �C/C Avon RdJW. Beaver Creek BW. E Beaver Creek BIvdJ Beaver Creek PI. We r'a/n ata. _iit_ i �. y Avon Rdfienchmark Rd. Benchmark RdJChapel PI. ,.f .� a/a � x Avon RdJHurd Lane �b/b Wla � sJ E Beaver Creek BM1J Beaver Creek PI. ~� qala 7 a/d b 7 TI-y*2- �i ,x Figure 1.8 Future Summer Level of Service LEGEND X/X = AM/PM Peak Hour Signalized Intersection Level of Service x/x = AM/PM Peak Hour Unsignalized Intersection Level of Service -A- = Stop Sign ® = Traffic Signal Awn RdMO West Ramps Awn Rd11-78 East Ramps W. Beaver Creek BIW AIS 6 ®G` r _ • Awn HOW. Beaver Creek Blvd. n/c E. Beaver Creek Blvd1 Beaver Creek Pl, a/a ala •.Si•�Y• Y r 11 Awn RdJBenchmark Rd. Benchmark RdJChapel Pl, i .� a/a r Y r Avon RdJHurd Lane hb fb"'�l�i�-� PL T �a 11 E 11 E Figure 1.9 Future Winter Level of Service ' -- -- - - -- .- - 0 Town of Avon Comprehensive Transportation Plan during the PM peak hour. The signalized intersection at US 6/West Beaver Creek Boulevard (Prater Road) is expected to operate at LOS C during both peak hours. All movements at all ■ stop -controlled intersections are expected to operate at LOS C or better during both peak hours. For the forecasted winter conditions, all roundabouts are expected to operate at LOS C or better during both peak hours with the exception of the Avon Road/US 6 intersection which is expected to have PM peak hour operations at LOS F. The winter roundabout analyses included adjustment factors to account for reduced capacity due to snowy conditions. Winter operations at the US 61West Beaver Creek Boulevard (Prater Road) intersection are expected to be at LOS C during both peak hours. All movements at all stop -controlled intersections are expected to operate at LOS B or better during both peak hours. Roadway segment LOS analyses were also conducted along Avon Road and US 6 for both summer and winter future conditions. The roadway segments were analyzed based on criteria contained in the Highway Capacity Manual (TRB, 2000, Chapter 15). Travel time delays were calculated using a combination of approach delays extracted from the Synchro output for signalized and stop -controlled intersections and NCHRP Report 572 for roundabouts. During the Summer Season, Avon Road is expected to operate at LOS B during the AM Peak hour and LOS C during the PM peak hour. In the Winter season, it is expected to operate at LOS C during the AM peak hour. The southbound direction is also expected to operate at LOS C during the PM peak hour, but northbound is expected to operate at LOS D. US 6 is expected to operate at LOS B during the AM peak hour in the Summer season and LOS F during the PM peak hour. In the Winter season, the westbound direction is expected to operate at LOS B during the AM peak hour and LOS F in the PM peak hour. The eastbound direction is expected to operate at LOS F during both peak hours in the Winter season. These results were then cross-checked with computerized simulations of roadway traffic operations using SIM Traffic; the simulation output compared very well with the calculated LOS results. Table 2.5 Intersection Levels of Service Level of Service' Summer Winter Intersection 1 Avon Rd & WB 1-70 ' AM A PM A AM A PM B 2 Avon Rd & EB 1-70 S A A A B 3 Avon Rd & Beaver Creek Blvd ( 4 Avon Rd & Benchmark Rd A A A A A A C A 5 Avon Rd & Hurd Ln B b b b 6 Avon Rd & US 6 A F ' C F 7 US 6& Beaver Creek Blvd C C ! C C 8 ( E. Beaver Creek Blvd & Beaver Creek PI A a i a a 9) Benchmark Rd & Chapel PI A c a b 10 E. Beaver Creek Blvd & Beaver Creek PI A ( b ( a a 'Lowercase letters indicate stop -controlled Intersections; only wast movement LOS reported lidr.11 i, r` years AS • ' HOLT ULLEVIG Pagel -22 Town of Avon Comprehensive Transportation Plan Table 1.6 Roadway Levels of Service Level of Service Summer Winter Arterial Direction AM PM AM PM Avon Road Northbound B C C D Southbound B C C C Eastbound B F F F US 6 Westbound B F B F 1.2.4 Roadway Improvement Requirements In general, the existing roadway system within Avon has sufficient reserve capacity to accommodate the projected increases in traffic volumes. Previous planning efforts in Avon have identified a future roundabout at the intersection of Swift Gulch and Nottingham Roads. A separate analysis of this intersection relative to build out conditions at Wildridge, Mountain Star, and Buck Creek indicate that this improvement would be required to maintain acceptable operational conditions. An approximate preliminary cost opinion for this improvement is $1.5 million. An analysis of the Benchmark Road/Beaver Creek Place intersection was also conducted. Future conditions at this intersection were found to be acceptable, at LOS C or better during peak times (both summer and winter seasons). However, due to the configuration of this - intersection, and its close proximity to the Beaver Creek Place/Chapel Place intersection, some operational issues are currently experienced. As future redevelopment occurs, street system modifications are expected, including the future extension of Main Street through East Town Center. As the street system in this area evolves, consideration should be given to potential roadway realignment to consolidate the two intersections into one, subject to potential redevelopment. The LOS analyses also examined the potential to reduce the three -lane approaches on Beaver Creek Boulevard at the roundabout with Avon Road. it was determined that traffic operations would remain at LOS A during both peak hours in the summer and during the winter AM peak hour. During the winter PM peak hour, the LOS would drop to D (still acceptable). Based on this, there would be an opportunity to reduce the amount of existing pavement on both eastbound and westbound Beaver Creek Boulevard approaching the roundabout. The additional corridor width could be used for streetscape improvements, pedestrian enhancements currently under consideration for the Main Street project in West Town Center, and traffic calming measures discussed subsequently in this report Traffic operations along US 6 are projected to be at congested levels during peak times in the long range future. As previously discussed, the long range future scenario assumes that this facility would be widened to four through lanes. This finding is consistent with previous traffic engineering efforts conducted in the Avon area. in order to provide acceptable operational results, additional widening, to six through lanes, would be required. Such widening to six lanes is seen as unlikely, given the existing right-of-way and topographical constraints along US 6 r years CikFH OLSLHTT & ULLEVIo F] L__J D E Pagel -23 1 Town of Avon Comprehensive Transportation Plan through Avon. Therefore, some congestion and delays would be anticipated for motorists using US 6 during peak times. Some peak hour congestion is also projected for the roundabout at US 6 and Avon Road. This congestion is due primarily to regional increases in through volumes along US 6. Recent cost estimates prepared as a part of the Eaale County 2025 Capital ImorovementStudy,, Phase II, Felsburg Holt & Ullevig, July 2008, show an average cost for four -lane widening along US 6 through the Avon area of approximately $14.2 million per mile. Given the approximate 2.43 miles of frontage through the Town, the estimated potential opinion of cost for this improvement would be $34.5 million. 1.2.5 Traffic Impact Evaluations For three areas within Avon: East Town Center, West Town Center, and the Village at Avon, additional analyses were conducted to determine what specific impacts might be expected in terms of roadway capacity and the potential to provide on -street parking. The following sections document the results. 1 r �� years 1 FEL$eURri L HOLT A ULLEVIG Page 1-24 1 1.2.5.1 East Town Center The redevelopment of East Town Center is planned to include residential, retail and office land uses which will result in a net increase of 1,080 condo/townhome units, 25,250 square feet of retail space and 25,250 square feet of office space. East Town Center will have access to Avon Road via East Beaver Creek Boulevard and Benchmark Road. Potential internal circulation alternatives have been considered, including an extension of Main Street to serve primarily the retail uses. East Beaver Creek Boulevard would remain as the primary collector connection between Avon Road and Post Boulevard, although the location of the roadway would likely shift with development of the Village at Avon. Trip Generation Tables 1.7 and 1.8 summarize the trip generation estimates for the net increase in land use for the Summer and Winter seasons. As shown, East Town Center will generate approximately 6,560 additional daily trips in the Winter and 5,580 additional daily trips in the Summer. Table 1.7 East Town Center Summer Trip Generation Land Use Type Size Increase Units AM Total PM Total Daily Condo/Townhouse 540 DU 172 203 2,266 Retail 25,000 SF 19 71 822 Office 25,000 SF 31 29 218 ETC Total 221 303 3,306 1 r �� years 1 FEL$eURri L HOLT A ULLEVIG Page 1-24 1 Town of Avon Comprehensive Transportation Plan Table 1.8 East Town Center Winter Trip Generation Land Use Type Size Increase Units AM Total PM Total Daily Condo(Townhouse 540 DU 202 239 2,666 Retail 25,000 SF 22 84 967 j Office 25,000 SF 36 34 256 !` ETC Total 260 357 3,889 Future Traffic Volumes The above additional trips were added to the existing travel demand in East Town Center to obtain the total future traffic volumes expected to be generated once the redevelopment is complete. Table 1.9 summarizes the total AM, PM, and daily travel demand. Table 1.9 East Town Center Total Future Travel Demand Season AM Total PM Total Daily Summer 643 846 11,525 Winter 1 753 990 13,523 Of the traffic volumes shown in the above table, approximately 70 percent are expected to use East Beaver Creek Boulevard and 30 percent are expected to use Benchmark Road to access East Town Center. Traffic Impacts As previously documented, the roundabouts at Avon Road I Benchmark Road and Avon Road I East Beaver Creek Boulevard are expected to operate acceptably under future traffic conditions. The three stop -controlled intersections within East Town Center are also expected to operate well with the additional traffic projections. For the evaluation of the roadways within East Town Center, generalized daily capacities were used. Urban two-lane local roadways have a general capacity of approximately 7,500 vpd while two-lane collectors can cavy up to 16,000 vpd. Based on the build -out traffic assignment for Winter (the higher of the two seasons analyzed), East Beaver Creek Boulevard is expected to carry about 10,000 vehicles per day (vpd) just east of Avon Road, with traffic volumes decreasing to the east; this estimate is well within the general daily capacity for a collector roadway. The potential Main Street extension is expected to carry approximately 4,000 vpd just east of Avon Road. Other internal roadways, such as Beaver Creek Place and Chapel Place would experience daily volumes in the approximate range of 3,000 to 3,500 VPD each. These projected volumes would be well within the general daily capacity for urban local streets. J q�years IfH O UR& ll ULLEVIG 71 17 I - d u Page 1-25 1 11 I' Town of Avon Comprehensive Transportation Plan I, Parking Impacts Applying data contained in Parkins Generation, Institute of Transportation Engineers, 2004 East I' Town Center is expected to generate a peak period parking demand of approximately 3,515 parking spaces in a peak hour during the Winter season. Residential land uses will generate a demand of about 2,145 spaces, retail uses will require about 1,045 spaces and office uses will I, require about 320 spaces. Often, mixed use developments can take advantage of shared parking concepts to reduce the total parking supply need. However, due to the low amount of office space relative to residential uses, consideration of shared parking reductions have been omitted in this evaluation. The potential to provide on -street parking can help mitigate the need for off-street parking areas and structures. However, based on studies documented in Parkins, Weant and Levinson, ENO Foundation, 1990, on -street parking can reduce the roadway capacity by 15 to 30 percent, depending on the number of expected parking maneuvers during any given hour. To estimate the impacts of on -street parking within East Town Center, the above daily capacities for local roadways were reduced by 30 percent, yielding 5,250 vpd. By comparing this reduced capacity to the build -out traffic assignments, it can be seen the internal roadways would remain under -capacity. Therefore, within East Town Center, the local roadways are candidates for on -street parking, while parking should be restricted from East Beaver Creek Boulevard, a collector facility. 1.2.5.2 West Town Center The redevelopment of West Town Center is planned to include a mix of residential, retail and office land uses which will result in a net increase 595 condo/townhome units, 35,000 square feet of retail space and 40,000 square feet of office space. West Town Center will have access to Avon Road via West Beaver Creek Boulevard and Main Street/Benchmark Road. M Trip Generation Tables 1.10 and 1.11 summarize the trip generation estimates for the net increase in land use for the Summer and Winter seasons. As shown, West Town Center will generate approximately 4,700 additional daily trips in the Winter and 4,000 additional daily trips in the Summer. Table 1.10 West Town Center Summer Trip Generation Land Use Type Size Increase Units AM Total I PM Total Daily Condo/Townhouse 538 DU 171 202 2,258 Retail 70,000 SF 11 43 493 (Office 15,000 SF 86 82 609 VVTC Total 268 327 3,361 r i 5years /FELSBURO HOLT & Page1-26 ULLEVIG 1 Town of Avon Comprehensive Transportation Plan Table 1.11 West Town Center Winter Trip Generation Land Use Type I Size Increase I Units AM Total Condo/Townhouse Retail Office WTC Total Future Traffic Volumes 538 DU 201 70.000 SF 13 15,000 SF 101 315 PM Total 238 50 97 385 Daily 2.657 580 717 3,954 The estimated total future traffic volumes expected to be generated by the completed West Town Center are presented in Table 1.12. Table 1.12 West Town Center Total Future) Travel Demand Season ( AM Total ! PM Total Summer 623 1 826 Winter 1 733 1 973 Daily 12.166 14,254 Of the traffic volumes shown in Table 1.12, approximately 80 percent are expected to use West Beaver Creek Boulevard and 20 percent are expected to use Main Street/Benchmark Road to access West Town Center. Traffic impacts The above described generalized daily capacities of approximately 7,500 vpd for local streets and 16,000 vpd for collectors were applied to this evaluation. Based on the build -out traffic assignment for Winter conditions, West Beaver Creek Boulevard is expected to cant' 11,900 vpd just west of Avon Road, with traffic volumes decreasing to the west. Main Street/Benchmark Road is expected to carry 3,100 vpd just west of Avon Road. Other internal local connections would carry less than 2,000 vpd. Based on these projections, the adjacent roadways would have sufficient reserve capacity to accommodate the future travel demand within West Town Center. Parking Impacts West Town Center is expected to generate a parking demand of approximately 1,525 parking spaces during the peak season. Residential land uses would require about 1,100 spaces, retail uses would require about 300 spaces, and office uses would require about 125 spaces. On -street parking may also be a consideration to help reduce the off-street parking supply in West Town Center. Based on the above daily capacities, reduced by 30 percent for on -street parking, all local streets within West Town Center will have sufficient reserve capacity to serve the projected traffic volumes. years IPA FELSBURO HOLT & ULLEVIC I 41 11 U Page 1-27 1 11 It Town of Avon Comprehensive Transportation Plan 11 1.2.5.3 Villaee at Avon I r , years FELSBURO lll/ HOLT & ULLEVIO 1 Page 1-28 Current planning for the Village at Avon includes a mix of residential, retail and office It development which will result in a net increase 2,063 condo/townhome units, 93 single family units, 125,000 square feet of retail space, and 178,000 square feet of office space. Access to the Village at Avon will be provided via a collector roadway replacement for East Beaver Creek Boulevard and Post Boulevard. Trip Generation Tables 1.13 and 1.14 summarize the Summer and Winter trip generation estimates. As indicated, the Village at Avon will generate approximately 19,150 additional daily trips in the Winter and 16,280 additional daily trips in the Summer. ' MTable 1.13 Village at Avon Summer Trip Generation Land Use Type Size Increase Units AM Total PM Total Daily Condolrownhouse 2.063 DU 734 866 9,679 Single Family 93 DU 56 76 718 Retail 155,000 SF 125 467 5,375 Office 100,000 SF 125 118 870 Village Total 1,040 1,527 16,642 I Table 1.14 Village at Avon Winter Trip Generation Land Use Type Size Increase Units AM Total PM Total Daily Condofrownhouse 2,063 DU 863 1,019 11,387 Single Family 93 DU 66 89 845 Retail 155,000 SF 147 549 6,323 Office 100,000 SF 147 139 1,024 Village Total 1,223 1,796 19,579 Future Traffic Volumes The estimated total future traffic volumes expected to be generated on completion of the Village at Avon are presented in Table 1.15. Table 1.15 Village at Avon Total Future Travel Demand Season AM Total PM Total Dally Summer 1,376 1 2.250 25,160 Winter 1,613 2,649 29,524 I r , years FELSBURO lll/ HOLT & ULLEVIO 1 Page 1-28 Town of Avon Comprehensive Transportation Plan Traffic Impacts Of the traffic volumes shown in Table 1.15, the majority is expected to use Post Boulevard with about 20 percent using East Beaver Creek Boulevard (or the collector facility that will replace it on completion of the development). This projected volume is well within the general daily capacity identified for collectors. Other internal roadways could carry between 1,000 and 2,000 vpd, consistent with a local street classification. Parking Impacts The Village at Avon is expected to generate a peak parking demand of approximately 4,155 parking spaces during the Winter season. Residential land uses would generate a demand of 3,180 spaces, retail uses would require 470 spaces and office uses would require 505 spaces. On -street parking may also be a consideration to help reduce the off-street parking supply In the Village at Avon. Based on the above daily capacities, reduced by 30 percent for on -street parking, all local streets within the Village would have sufficient reserve capacity to serve the projected traffic volumes. As previously mentioned, an existing overflow lot for day -skiers exists along East Beaver Creek Boulevard. This parking capacity for overflow experienced on peak ski days is temporary pending development of the Village at Avon. It is the Town's policy not to provide parking for the ski area; rather, day -skier parking is the responsibility of Beaver Creek Resort. rX-1years INFELSBURO \HOLT & uLLevto Page 1-29 I ' Town of Avon Comprehensive Transportation Plan 1.3 TRAFFIC CALAUNG AND SAFETY Traffic calming is a range of physical measures intended to reduce traffic volumes, lower vehicle ' speeds, improve safety for all roadway users, and enhance the pedestrian experience. Traffic calming measures fall into two general categories: ' It is recommended that traffic calming in Avon be applied on local or collector status roadways only. The decision to install any traffic calming device should be based on a demonstrated need and a consensus among adjacent land owners. Maintenance and snow removal issues should ' be considered. Because traffic calming can have a negative impact on emergency response times, input from emergency response providers should also be considered. ' • Volume Control. This category addresses cut -through traffic by diverting traffic from ' neighborhood streets onto higher classification roadways which have greater traffic carrying capacity. Typical methods include roadway closures, median barriers, and ' roadway alignment shifts. • Speed Reduction. Physical measures to force lower speeds include horizontal ' movements. In addition to sidewalk improvements discussed in subsequent sections, traffic deflection or narrowing devices (traffic circles, neckdowns, center islands, or chicanes), and vertical deflection devices (speed humps or tables, raised crosswalks, or textured pavements). • Pedestrian crosswalk on West Beaver Creek Boulevard just northwest of the Sun Road Speed and volume reductions can also be achieved through roadway signing and other traffic ' control devices, such as flashing beacons and radar speed feedback signs. 1.3.1 Alternatives ' In mountain communities such as Avon, the range of appropriate traffic calming devices is limited by winter maintenance requirements. Speed humps, raised crosswalks, chicanes (lateral jogs in the roadway) can interfere with snow plow operations. Therefore, it is suggested that ' traffic calming in Avon be restricted to textured or patterned pavement, raised center median islands, and roadway signing. ' It is recommended that traffic calming in Avon be applied on local or collector status roadways only. The decision to install any traffic calming device should be based on a demonstrated need and a consensus among adjacent land owners. Maintenance and snow removal issues should ' be considered. Because traffic calming can have a negative impact on emergency response times, input from emergency response providers should also be considered. ' 1.3.2 Application The intersection of Sun Road and West Beaver Creek Boulevard experiences a concentration of pedestrian activity. Planning efforts for West Town Center contemplate a pedestrian connection or extension of Sun Road to the future Main Street, which would attract additional pedestrian ' movements. In addition to sidewalk improvements discussed in subsequent sections, traffic calming along West Beaver Creek Boulevard approaching Sun Road would help improve pedestrian safety. Suggested measures include: • Pedestrian crosswalk on West Beaver Creek Boulevard just northwest of the Sun Road intersection. This crosswalk could consist of textured/patterned pavement to give ' motorists a visual as well as tactile signal to slow down. years FELSBURG HOLT & ULLEVIG Pagel -30 Town ofAvon Comprehensive Transportation Plan • Pedestrian refuge islands within the crosswalk. By reducing the number of lanes and narrowing the existing lanes on West Beaver Creek Boulevard, a raised center island could be installed to split the crossing into two stages. • Pedestrian warning signs and flashing beacons approaching the crosswalk. These signs would alert motorists in advance of the crosswalk. The flashing beacons could be solar powered and set to flash during peak times. • Streetscape improvements along West Beaver Creek Boulevard. Landscaping and street furniture would enhance the pedestrian interest and experiences in this area. Similar road narrowing along East Beaver Creek Boulevard would improve the pedestrian environment and allow for streetscape enhancements and potential traffic calming measures. Prior to the installation of the above devices, consideration should be given to snow removal impacts, adjacent land owner's needs, and emergency response concerns. 1.3.3 Sight Distance Sight distance is the length of roadway ahead that is visible to motorists, pedestrians, and bicyclists. Sufficient sight distance must be provided in order for roadway users to make safe decisions and avoid collisions with other users or objects. Sight distance is influenced by vehicle speeds, horizontal and vertical curvature, roadside vegetation or other obstructions. There are two types of sight distance which affect the safety of a roadway: • Stopping Sight Distance. This is the distance required for a driver to see, react to, and stop prior to reaching a stationary object in its path. • Entering Sight Distance. Someone entering a roadway from an access or side street needs to see in either direction for a sufficient distance to judge safe gaps in traffic through which to maneuver. Procedures for determining appropriate sight distances for design are specified in A POLICY ON GEOMETRICDESIGN OF HIGHWAYS AND STREETS, 5"' Edition, American Association of State Highway and Transportation Officials (AASHTO), 2004. With ongoing development and redevelopment, modifications to the roadway system should incorporate AASHTO sight distance policy in their design. At existing locations where sight distance has been found to contribute to hazardous conditions, efforts should be made to remove roadside obstructions, trim vegetation, or modify landscaping to improve sight distance. Where roadway curvature or topographical constraints make sight distance improvements infeasible, roadway signing or other traffic control measures should be considered. ,)57years IN(FELSBURO HOLT & ULLEVIO Page 1-31 [] 1 1 Town of Avon Comprehensive Transportation Plan 1.4 TOWN STANDARDS 1.4.1 Roadways A functional classification hierarchy of streets is commonly used to define the traffic carrying function of various roadways. The two primary roadway functions are mobility and accessibility. These two functions compete; thus, roads intended to serve mobility needs (such as arterials) have necessarily fewer accesses than local streets, where mobility is of less concern than access to adjacent properties. Avon has adopted three classification categories representing varying degrees of service with respect to these two functions. The three classifications, from highest to lowest, include Arterial Streets, Collector Streets, and Local Streets. Further, the Local and Collector Streets are defined by their setting as either Urban or Rural. Arterial Roads provide the motorist with the highest level of mobility, and access to adjacent land uses are a minor consideration. Traffic volumes tend to greater along arterial roads, and vehicle speeds are higher. Arterial roads also have a significant amount of continuity and connectivity within a given region and often serve long distance trips. Figure 1.10 shows the typical arterial cross-section for Avon. Shown are multiple travel lanes for through traffic as well as an area for a center left turn lane or raised median. Provision for on -street parking is in conflict with the mobility function of arterials and is, therefore not recommended. Pedestrian and bicyclist are accommodated via a 10 -foot walk/trail detached from the roadway. The detachment provides for a more comfortable environment for the pedestrian/bicyclist to travel, and it provides an area for snow storage during the winter. t Collector Roads provide more of a balance between mobility and access. Traffic volumes, vehicular speeds, and continuity are all moderate in comparison to arterial roads. Served trips are typically made within a community or are traveling between local streets and arterial streets. Figures 1.11 and 1.12 show the collector cross sections for Urban and Rural areas, respectively. The collector street section includes two travel lanes for through traffic. The urban ' version also includes bike lanes, curb and gutter, a center left turn lane (or raised median), and detached sidewalk. Again, the detached walk allows for snow storage and a comfortable environment for the pedestrian. The rural section includes a center turn lane only were needed, ' and no curb and gutter would be included as all surface drainage would be discharged into a roadside ditch. To ensure mobility on collectors, on -street parking is not recommended. Local Roads are intended to primarily provide access to adjacent properties. Traffic volumes, speeds and continuity are usually quite low for local road facilities. Travelers along local roads almost always originate or are destined to an adjacent land use. Figures 1.13 and 1.14 show the local cross sections for Urban- and Rural areas, respectively. Both have two travel lanes for through traffic, but the urban section also includes curb, a tree lawn, and detached sidewalls. Where needed, additional width could be added accommodate on -street parking (either parallel or angle parking). The rural section includes two -foot shoulders and all surface drainage would discharge to the side of the road. A bike lane may be added to the rural road cross-section where deemed necessary. r years FELSBURG fHOLT & ULLEVIG Pagel -32 p � k\ 3 �k % \k\ t nR6 � \ o/ $ 4 \ % \ / � mkt in@- & � k\ 3 �a� % \ \/� � \ o/ $ \ \ % \ / � k\ 1 3 �a� % & \ o/ y ®$a 1 0 I r, a� N � N U r O d v N C O U , N �_. � t + cz p O.s N ' C i ti F^ .c a iD i g o d v Q o�m b F O i4 111 , I y r a y m N C y S31 c 0 0 r NO fA D N A �' N 0 ot5 tU 9 L O � � i Q� �I� .fit W W � y r a y m C C Y O U Q tU C O � � w Q, In V Ev 3 � m � 0 `a O z I r, 0 \ § \ 5 \\ � ^\ ƒ \ k \ \ c \ � O t/ e r mo I 1 1 1 1 1 1 1 Town of Avon Comprehensive Transportation Plan Street Plantings are intended to beautify the streetscape without resulting in adverse consequences to driver safety or excessive added maintenance duties. Care must be taken to select and locate plants in such a way that branches do not stick out into traffic or block site distance. Plant species that have shallow aggressive roots can damage sidewalks and road asphalt. Snow plowing activities can stress some species beyond their tolerance. Water demands for irrigation are also a consideration. For these reasons, the Town has created a pre - approved list of street plantings (see Appendix E). Developers are encouraged to follow the guidance in this list and to identify any other landscaping proposals upon plan review. It may be possible to reduce set back requirements via use of a root barrier or other site-specific adaptation. Snow Storage and Drainage is needed adjacent to all roads, sidewalks and paved trails. This area is typically about ten feet in depth on either side of a road to accommodate the extent of snow occurring in Avon. Snow storage and drainage along the frontage is for use by public walks to maintain the public rights-of-way. years : l �FELSBURG HOLT & ULLEVIG Page 1-38 Town of Avon Comprehensive Transportation Plan 1.4.2 Transportation Impact Study Guidelines 1.4.2.1 Purpose Transportation Impact Studies (TIS) are needed to appropriately address the transportation related impacts of new development, redevelopment, plan amendments, or zoning modifications within the Town of Avon. The TIS identifies whether the existing transportation system can operate at acceptable levels with the proposed development, or if improvement measures are needed to mitigate the impacts. The owner/developer is responsible for contracting a transportation consultant to conduct the TIS, and is also responsible for providing any required impact mitigation measures identified in the TIS. The Town shall review each TIS for approval or rejection relative to criteria specified herein. The purpose of this section is to provide guidance to developers and their consultants for TIS preparafion. The required content and format will ease the review process by ensuring a consistent approach in the identification of multi -modal travel projections, impacts, and mitigation measures. 1.4.2.2 Reouirement for Transportation Imoact Studies A TIS shall be required for any proposed development that will generate 200 or more daily vehicle trips during an average weekday. The trip generation potential of the proposed project shall be estimated using the data and methodology contained in the latest edition of TRIP GENERATION, Institute of Transportation Engineers (currently the 8t' Edition). As a general reference, developments of the following sizes, or larger, would typically require a TIS: • Residential, Single Family Detached — 20 units • Residential, Multi -Family, Condominium— 35 units • Residential, Multi -Family, Apartment -30 units • Hotel/Lodging — 25 rooms • Office —18,000 square feet • Retail — 4,600 square feet • Industrial — 28,000 square feet For developments that are not projected to exceed the 200 daily vehicle trip generation threshold, the submittal of a letter, describing the project and documenting its trip generation potential, will be required. The letter shall be prepared and sealed by a licensed professional engineer. In any case, a TIS may be still required due to site-specific conditions, as determined by the Town. For developments where access to a Colorado State Highway is requested, the requirements of Section 2.3(5) of the STATE HIGHWAY ACCESS CODE may also apply. Applicants are advised to contact the Region 3 Access Manager, Colorado Department of Transportation, for additional details regarding access to State Highways. i �o years GLSBURO ll ULLEVIG Page 1-39 ' Town of Avon Comprehensive Transportation Plan A new TIS may be required for developments when a previously prepared TIS is more than two years old, or when proposed land uses or densities have changed. In these cases, the Town will make the determination whether a complete new TIS is required or if an addendum letter will suffice. ' 1.4.2.3 Transportation Impact Studv Format and Required Elements Applicants, or their transportation consultants, are encouraged to discuss their projects with the Town prior to starting the TIS to establish study area boundaries, directional distribution, nearby ' potential developments that might affect background conditions, or critical issues to be addressed. In some cases, the particular type of development may have a greater seasonal impact, such as development related to winter recreation; thus, appropriate seasonal considerations maybe required. While specific TIS requirements may vary site to site, all studies should incorporate the following elements: 1. Description of Proposed Development and Study Area Boundaries ' A description of the development site, including size, current zoning or land uses, and general terrain features shall be provided. The general location of the site within the Town shall be identified relative to the adjacent roadway system. A conceptual site plan, showing the location, type, and quantity of proposed land uses, as well as access to adjacent roadways shall be provided. The study area shall be defined. ' 2. Existing Conditions A discussion of the existing roadways within the study area shall be provided, addressing functional classification, number of lanes, speed limits, and intersection geometrics and traffic control. The locations of transit routes and nearby bus stops shall be identified. Pedestrian and bicycle facilities, such as sidewalks, designated bike lanes, and regional trails, shall be described. Existing traffic data shall be compiled or collected on roadways and at key intersections within the study area. These data may include recent 24-hour traffic counts conducted by the Town, CDOT data, or traffic counts provided by the applicant. Sufficient data shall ' be provided to conduct an analysis of existing traffic operational conditions within the study area for both AM and PM peak hour conditions. ' Level of Service (LOS) analyses shall be conducted based on the latest edition of the HIGHWAY CAPACITY MANUAL (currently HCM2000) to establish existing operational conditions and to identify any existing geometric or traffic control deficiencies. Acceptable operations within the Town of Avon are LOS C for peak hour roadway ' operations and LOS D for peak hour intersection operations. These LOS threshold standards account for the increased delay that is anticipated at intersections due to traffic control devices. years FELSSUaG HOLT & ULLEVIG Page140 1 Town of Avon Comprehensive Transportation Plan ' 3. Site Trip Generation , A trip generation analysis of the proposed site uses shall be conducted per Institute of Transportation Engineers (ITE) methodology. The trip generation analysis shall consider the daily, AM and PM peak hours for a typical weekday. Pass -by traffic and internal trip ' reductions may be applied where applicable using ITE data; however, any reductions for pass -by or internal trips must be appropriately documented. ' When the proposed development involves a rezoning of the site, the TIS shall include a trip generation comparison to demonstrate the difference between the existing and proposed zoning. The trip generation comparison shall be based on the maximum allowable uses under each zoning criteria. ' 4. Mode Split An evaluation of the potential use of alternate travel modes such as transit, carpooling or ' biking associated with the proposed development shall be included in the TIS. Analyses documented in the Town of Avon Comprehensive Transportation Plan, indicate that the use of alternate modes varies by type of land use and proximity to the Town core area. , The following table provides factors to be applied to the trip generation estimates to quantify trips by aftemate mode for each general land use type. The area type can be determined from the map depicted on Figure 1-15. ' Table 1.16 Transit Ridership as a Percentage of Vehicle Trips Percent Transit Trips for Area Type ' Land Use Town Core Outer Core Mountain Rural Residential 11.0 5.4 1.0 Hotel/Lodginq 6.0 3.2 1.0 ' Office 10.0 5.0 1.0 Retail 11.0 5.4 1.0 Industrial 7.0 3.4 1.0 , Joy years FELSBURO HOLT & ULLEVIO Page 1-41 I 1 1 1 1 1 1 1 1 1 1 I 1 1 [1 1 1 Am C nrpra ererve lansp atpn Plan. 08 159 914/09 1 Figure 1.15 Town of Avon Transit and Alternate Mode Subareas I ' Town of Avon Comprehensive Transportation Plan 1 1 • Roadway widening for additional lanes, such as right- or left -turn lanes • Traffic control, such as a STOP sign, roundabout, or traffic signal 1 • Access modifications, such as relocation or restricted turns • Other engineering improvements ' Where impacts to transit operations or pedestrian facilities are anticipated, the TIS shall also provide recommendations for multi -modal improvements. These may include: ' • Transit improvements, such as bus stops, bus shelters, bus pull-out lanes, or route modifications • Pedestrian improvements, such as sidewalks or access to trails • Bicycle improvements, such as paths, trails, or designated bike lanes ' Non -Motorized LOS Criteria — Pedestrian The Pedestrian LOS is evaluated according to prevailing or forecasted conditions within a'% mile radius from the proposed development site. Destinations within this area where LOS applies may include: • Recreational sites. ' • Residential areas with concentrations of at least 20 dwelling units within 5 acres. • Institutional sites. ' • Office buildings greater than 25,000 square feet. • Commercial sites greater than 15,000 square feet. ' • Industrial sites greater than 50,000 square feet. Pedestrian LOS is based upon the area types depicted on Table 1.17. The following tables provide LOS target levels for pedestrian facilities as determined by Pedestrian LOS criteria. ' Table 1.17 Target Levels of Service by Pedestrian Facility Type Visual Street Interest Facility Type Directness Continuity Crossings Amenities Securitv Core Area A A B A A Outer Core B B C B B Mountain Rural B A C B B J 1 � years . FELSBURG HOLT & ULLEVIG Pagel -44 Town of Avon Comprehensive Transportation Plan Pedestrian Street Crossing Criteria • 3 or fewer lanes to cross • 4 or fewer lanes to cross • 6 or fewer lanes to cross • Raised median at least 6' wide with low planting features or curb bulb outs • Well marked crosswalks • Good lighting levels • Standard curb ramps Amenities, signing, sidewalk and roadway character strongly suggest the presence of pedestrian crossing Drivers and pedestrians have unobstructed view of each other j 7j years FELSBURO R l HOLT & uLLEvtO Page 1-45 I 1 1 1 C 1 G 0 al b V En O M'0 C (a p O UN m N c EN 12= N L E r O V m C OIT LL �.(2Jmmmm 0 d)r M ' voce d 75 C N y y' n Y N 0 N 0 N "O •'m0 Q O E z 0a16.su ¢ Ua acs nv aa)i Ia 0 m m O C N O r L C m N C D N T O L m O c y N O C O 0 C O) y LU � y p� :� O L N a m'N C C C c C N .., C U 0 .0 0• a)•3 O N�, m NV Y y y W O ( OJJ O L y N mal C y 0 K •C A a) m S 0 C '0 E p CO N 'O 1 •O p) C E 'c y 0 0 d U a n U a N d U ¢ !A U () c0] aa)) 0 0 c cU fV O O o 'O y O C U c O L_ L N L r Y m C d O C O O O C 0• c u �m uma; N u_3ma 030 M N 2�._ co c c W '0 m .. c c E o 'Ri co (>(,.11 o )0 3 0Ua mY rn� 0 m « N'C ) -0y0 C X N ` C N 0 C 'O O. b 'O C C> a 2 N •O MM C O C C O C O 0 Q a) O m .L0. a) 0 m m E v u_. u m v Oa m u N c O nc. V m) m a m E 'm V O L N N t L a m m N N m .m. 3 =cYi « CL �'3`�cu y W (U c0.019 um mc..-' m 3 N fa10y 3:.S 3°E U m C O N 0 CMC r C N 2 7 L C �"- y m C E am >- GL 0 C a N O 'C E 10 �"0 0 m j I I co \ \ \ a = \) ; t \ \ f / E 7} $ - - - - - - - \Q �ca ) Ln \ \ )w L A 0 = m 2 2 _ {L co a = a ) .5 E o c i\ \ f f 7 [) 7 ]| o )|� 2 § § § |E kc - a0a USM., \ u 0/ ) ° - f \) ) $2� ]\ k D� §/ - - 52 - - M (U � § § s § ak d $= S bO 0.0 / �//\ f 7 7 E mE � � « $ ` � \ \) \\\ J w 7 7 k 7 ]E ( $ % Z5 tm }2 `�®�i\ /k7a \ \ \ a�®�-%ƒf}. . - f ® gk � -f \ \ 0 _ ) m CLCL ) m \ \ ® ] I � � 2 «fes§ 20� !oma ) } ] k{ k�3= JJro565 : I LI' 1 1 1 1 1 1 Town of Avon Comprehensive Transportation Plan Non -Motorized LOS Criteria — Pedestrian Bicycle LOS would be based upon connectivity to either on -street bike lanes or off-street facilities (Shared Use Paths), as well as street crossing safety according to the LOS Criteria listed in Table 1.20. The proposed project must be directly connected to all priority designations located within '% mile of any edge of the project boundaries as shown in the figure below. Priority destinations include: • Public school sites, both future and existing, as specified by the school district. • Recreational and park sites. • Commercial sites greater than 15,000 square feet. • Major employment centers Table 1.20 Bicycle LOS Definitions LOS Connectivity Directly connected to more than one north -south or east -west existing A facility; one of which is an on -street and one of which is an off-street facility. Directly connected to one north -south B and east -west on -street of off-street facilitv. Directly connected to one north -south C or east -west on -street or off-street facility. Indirectly connected to a north -south or D east -west on -street or off-street facility via a low volume local street within a quarter mile. Indirectly connected to a north -south or E east -west on -street or off-street facility via a low volume local street within a mile. Street Crossing Safety Grade separated crossings of major arterial streets. Clearly striped crossings of all other streets. Crossings at roundabouts. Clearly striped and signed crossings of all streets. All crossings of streets are clearly signed and striped. Striping of bike lanes not defined at intersections. Crossings are not clearly marked at intersections. Locations of crossings are at unexpected locations. F No direct or indirect connections to Obstructed views at crossings. north -south or east -west corridors. Figure 1.16 provides graphic examples of non -motorized LOS measures. years r FELSBURG HOLT & ULLEVIG Page 1-48 I LOS I I I I 11 Y Continuity 1 LOS C I I (Measurement of the completeness 011ne sidewalk system) LOS "A" is achieved when the pedestrian sidewalk appears as a single entity with a major activity area 1 Connections to r"�-- Biryele Grid i or public open space. '*iLe'4 New j LOS F On -Street Site I Bike Lanes 1 — — — —, Bicycle Connectivity 1 „- Examples of Pedestrian LOS Continuity 1 LOS A Excellent LOS C Minimum "L.JLA "uu UI 13131313013 oQ0000 om0000 Qj0000 A = Actual Distance to Walk M = Measured Distance to Walk X = Destination Directness The directness LOS measure is based on a ratio of the actual distance from the trip origin to trip destination divided by the minimum distance (as the crow flies) between those two points. Figure 1.16 1 Non -Motorized LOS Criteria 1 1 1 Examples of Pedestrian LOS Directness Shared -Use Trall Connections to r"�-- Biryele Grid i 1 '*iLe'4 New On -Street Site I Bike Lanes 1 — — — —, Bicycle Connectivity 1 „- Figure 1.16 1 Non -Motorized LOS Criteria 1 1 I 1 1 1 1 1 1 1 1 I 1 1 1 1 1 1 1 1 1 Town of Avon Comprehensive Transportation Play: For larger commercial developments, the TIS may also include recommendations for Transportation Demand Management (TDM), including: • Flexible work hours • Telecommuting • Employee programs to encourage car pooling or transit use In cases where TDM strategies are included as a part of a development proposal, the Town may offer incentives such as reduced roadway improvement contributions, tax incentives, or other considerations. As a part of approval, on-going monitoring and documentation of TDM program continuity by the developer would be a requirement for the continuation of such incentives. The TIS shall be prepared by or under the supervision of a registered Professional Engineer. The completed report shall be signed and sealed. ii years 'FELSBURO HOLT & ULLEVIO Page 1-50 I I 1 1 Town of Avon Comprehensive Transportation Plan CHAPTER 2. BICYCLE AND PEDESTRIAN SYSTEM 2.1 EXISTING CONDITIONS For many residents and visitors, non -motorized access to the many varied recreational and scenic opportunities is a key element in the Avon experience. Non -motorized facilities include identified bike routes along the roadway system, separate bicycle/pedestrian trails, and attached or detached sidewalks. Uses may include commuting, local trip making, recreational and fitness purposes, or intermodal transfer to transit or parking; such trips may be regional or local in nature. 2.1.1 Regional Trails System A regional trails system within Eagle County provides for bicycle and pedestrian movements along the 1-70/Eagle River corridor. Current facilities and planned future trail connections are documented in EAGLE VALLEY REGIONAL TRAILS PLAN, ECO Trails, December 2001. A continuous system of paved trails linking the communities along the Eagle River from Dotsero to Mintum, with connection east to Vail, is currently being developed. Existing and planned spur trails will connect to recreational areas, open space, backcountry (unsurfaced trails), and other multi -modal facilities. The regional trails system serves non -motorized users, including bicyclists, pedestrians, joggers, inline skaters, and equestrians. 1 1 • Avon/Singletree East-West Connector Trail. This trail provides pedestrian connection from June Creek Road in the Singletree subdivision (located just west of Avon along the north side of 1-70) to the western terminus of Nottingham Road. • Saddle Ridge Trail. This trail connects the Wildridge neighborhood to the Avon/Singletree East-West Connector Trail. Local access occurs on Saddle Ridge Loop at Long Spur, both Wildridge local roads. • Beaver Creek Lookout Trail. This existing trail extends south from Beaver Creek Point (a Wildridge local road) along the ridge above Metcalf Road, overlooking the Town of Avon. — ro'years FELSBURO ll I HOLT A ULLEVIO Page 2-1 Figure 2.1 shows the existing regional trails system in Avon, along with planned links. The regional system includes a core trail paralleling US 6 and the Eagle River. There are missing trail segments between West Beaver Creek Boulevard and Lake Street, and east of Stonebridge Drive. On the north side of 1-70, a paved core trail extends along Nottingham Road from Metcalf Road to Avon Road. This trail then resumes along Swift Gulch Road, extending east to Post ' Boulevard. In addition to constructing the missing segments, other enhancements are planned as funding becomes available. ' 2.1.2 Recreational Trails In addition to the regional trails identified above, the Town of Avon has several existing unsurfaced trail systems which serve primarily recreational and social purposes. These trail ' systems are described as follows: 1 1 • Avon/Singletree East-West Connector Trail. This trail provides pedestrian connection from June Creek Road in the Singletree subdivision (located just west of Avon along the north side of 1-70) to the western terminus of Nottingham Road. • Saddle Ridge Trail. This trail connects the Wildridge neighborhood to the Avon/Singletree East-West Connector Trail. Local access occurs on Saddle Ridge Loop at Long Spur, both Wildridge local roads. • Beaver Creek Lookout Trail. This existing trail extends south from Beaver Creek Point (a Wildridge local road) along the ridge above Metcalf Road, overlooking the Town of Avon. — ro'years FELSBURO ll I HOLT A ULLEVIO Page 2-1 o ry a / � irk", ' NYYa9eRd ,o — c , H N. % C/aypeg - 0 0 S I i I i o U � I y I 'Yo ,m I a ' 9 U N U y I \ O C C/ O> C C H m G C f--- I I (�J/ •i' Q W W d d Y II N II II II II ' I m � I I i I a� o ry a / � irk", ' NYYa9eRd ,o — c , H N. % C/aypeg - 0 0 S I 1 Town of Avon Cornprehensive Transportation Plan • Buck Creek Trail. This recreational trail extends north along Buck Creek into Forest Service lands and a historical site north of Avon. An existing trailhead and small parking area provides access off Buck Creek Road, north of 1-70. • Buffalo Ridge Trail. This trail is accessed from an existing trailhead and parking area on Swift Gulch Road just west of the Buffalo Ridge condominium development. The trail extends east and north into Forest Service lands. A designated pedestrian crosswalk on Swift Gulch Road provides connection to the nearby regional core trail along Swift Gulch Road. 2.1.3 Local Bicycle/Pedestrian Connection Within Avon, local pedestrian connections are constrained. As identified in the roadway inventory, existing sidewalks within the Town Centers have limited continuity. Figure 2.2 provides examples of missing sidewalk sections along East Beaver Creek Boulevard within Avon. The East Beaver Creek Boulevard Streetscape Improvement Project is a designed but currently unfunded project that would enhance pedestrian connections and provide streetscape amenities along this roadway. West Benchmark Road streetscape improvements would add more pedestrian connectivity between Riverfront, the Transit Center, and Nottingham Park. 1 1 1 • Pedestrian bridge over Avon Road within the Town core area. • Pedestrian crossing of the UPRR from Eagle Bend Drive near Stonebridge Drive providing connection to the Village at Avon. An evaluation of these potential pedestrian connections is included in the following section. r.. years F- CFELSBUBG /HOLT 6 ULLEVIG Page 2-3 Because the Eagle River is a barrier for residents living along the north side of US 6, a sidewalk is needed between Post Boulevard and West Beaver Creek Boulevard to provide Pedestrian connection to the existing river crossings and regional transit stops. Approximately 2 miles of sidewalk are needed along the north side of US 6. iThere is also a sidewalk disconnect at the existing at -grade railroad crossing on West Beaver Creek Boulevard just south of the Avon Elementary School. Although designated bike lanes are present within the paved way, there is currently no provision for pedestrians across the tracks; ' sidewalk is needed along both sides of West Beaver Creek Boulevard in this area. Based on an inventory of existing conditions within the core area, there is approximately 660 1 lineal feet of missing sidewalk along East Beaver Creek Boulevard and approximately 1,340 lineal feet along West Beaver Creek Boulevard ( for a total of 2,000 lineal feet) that should be provided to help ensure pedestrian connectivity. Figure 2.3 illustrates the locations of the ' existing sidewalk deficiencies. In addition, 1-70, Avon Road, the Eagle River, and the Union Pacific Rail Road all create barriers to bicycle and pedestrian movements. Future bicycle/pedestrian enhancements currently under ' consideration or identified in previous transportation planning efforts include the following potential connections: • Grade separated pedestrian/bicycle crossing of 1-70 between Metcalf Road and West Beaver Creek Road. 1 1 1 • Pedestrian bridge over Avon Road within the Town core area. • Pedestrian crossing of the UPRR from Eagle Bend Drive near Stonebridge Drive providing connection to the Village at Avon. An evaluation of these potential pedestrian connections is included in the following section. r.. years F- CFELSBUBG /HOLT 6 ULLEVIG Page 2-3 Figure 2.2 Sidewalk Discontinuity East Beaver Creek Boulevard Avon TIanS WIAL011 Plan 08-15995 AN I I 1 k I I 1 I L M a N U 3 U w LL OD 3 Town of Avon Comprehensive Transportation Plan 2.2 FUTURE CONDITIONS 2.2.1 Regional and Recreational Trails Planning Ongoing development of the regional paved trail system through Avon follows the Eagle Valley Regional Trails Plan, administered by the ECO Trails Program. As new links are added, connectivity for non -motorized users is enhanced along the Eagle River corridor. The Town of Avon has partnered with ECO on both trails and transit elements, and is the key participant in driving the final trail connection between Avon and Eagle Vail. This Comprehensive Transportation Plan also helps support the goals of the Regional Trails Plan, as follows: • The proposed Town Standards for roadway cross sections identify requirements for sidewalks and bicycle/pedestrian lanes to improve both safety and connectivity for non - motorized users. • The proposed Traffic Impact Study Guidelines will require new development to quantify travel modes, specify pedestrian improvement plans, and demonstrate connectivity to the adjacent non -motorized system and regional trails facilities. The recently adopted TOWN OF AVON RECREATIONAL TRAILS MASTER PLAN, Anasazi Trails, Inc., February 2009 provides a formal basis for developing a local system of sustainable, unpaved recreational trails from the mix of informal social trails, purpose-built trails, and abandoned access roads. The Trails Plan considers access issues, parking, neighborhood interface, and environmental impacts. Standards for design, construction, and ongoing maintenance of different types of trails are established. The report identifies six recreational trail projects and provides preliminary opinions of probable cost, as summarized in Table 2.1 Table 2.1 Recreational. Trails Capital Improvement Projects Trails Prolect Avon/Singletree Trail Beaver Creek Lookout Trail Metcalf Creek Trail Saddle Ridge Trail Buck Creek Trail Interior Connecting Trails Descrptlon New trailhead at Nottingham Road. Trail reconstruction and reclamation activity. New trailhead and overlook. Trail reconstruction and reclamation activity. New trail construction. New trailhead, earkinq area, and toilet facilities. Trail construction/reconstruction and reclamation activity. New access point. Bridge construction and trail reconstruction. Trail reclamation activity. New trail and access point construction. Cost Opinion $148,500 $250,300 $243,300 $37,200 $54,700 $32,600 Total $766,600 Source: Town of Avon Recreational Trails Master Plan, Anasazi Trails, Inc., February 2009. As indicated, the recreational trails projects are anticipated to cost approximately $766,600.00. /fir years INEELSBURO 'HOLT & ULLEVIO Page 2-6 I 1 1 1 1 1 1 I Town of Avon Comprehensive Transportation Plan 2.2.2 Local Bicycle/Pedestrian Connections The sidewalk deficiencies previously identified on Figure 2.3 total approximately 2,000 lineal feet. Based on current cost data for concrete sidewalks in Avon, a total cost of $180,000 is anticipated to construction of the missing sidewalk sections. Other non -motorized improvements that should be incorporated include: • A trail connection at the southwest comer of Nottingham Park to West Beaver Creek Boulevard. Currently, unauthorized pedestrian access is through a damaged section of fence. There is a narrow sidewalk along the tennis courts that is also used. • Connectivity improvements to the existing trail along Nottingham Road for area residents. Enhancements should include sidewalks, crosswalks, streetscape and lighting improvements, and transit stops. Approximately 2,000 lineal feet of guardrail along the south side of Nottingham Road creates a barrier for residents trying to access the trail. Only one opening is currently provided, with a paved connection from Nottingham Road to the trail. At least two more such openings should be provided for better trail access. • Bike lanes on Metcalf Road. Metcalf Road is becoming increasingly popular as a bike route for residents of Wildridge and Wildwood. Currently, bike riders must use the travel lanes, and safety concerns have been expressed. Bike lanes should be provided along both sides of Metcalf Road from the intersection at Nottingham Road, continuing along Wildridge Road to the intersection at Old Trail Road in the Wildridge neighborhood. • Pedestrian improvements on West Beaver Creek Boulevard at Sun Road and pedestrian connection from Sun Road to Mainstreet. These enhancements are envisioned in the Avon West Town Center District Investment Plan. • Pedestrian bridge over 1-70 from the Buffalo Ridge apartments to the Village at Avon. This improvement is shown in the Village at Avon PUD. • Trail connection from Nottingham Road bike path to the Buck Creek Trailhead. • Pedestrian underpass of US 6 at Beaver Creek and pedestrian bridge over the Eagle River at the Kayak Park. This connection will provide grade -separated pedestrian access from the south side of US 6 to the regional trail system and the Town core area. • Sidewalk along the north side of Chapel Place at the east side of Chapel Square. • Grade separated crossing under US 6 on the east side of the Avon Road roundabout. • Sidewalks or separate paved trails along US 6. Because of the number of barriers (1-70, Avon Road, the Eagle River, and the UPRR), and due to the unconventional street layout that has evolved in Avon, visitors, particularly pedestrians, can have difficulty finding their way about town. Although the Town currently has visitor maps and other way -finding resources on-line, additional measures that would help visitors as they navigate through Avon include roadway directional signing and informational displays at major transit stops and activity centers. With the redevelopment of the East and West Town Centers, and development within the Village at Avon, there will be opportunities to simplify the street network and provide logical pedestrian connections to further enhance way -finding. years 'FELSBURO HOLT & ULLEVIO Page 2-7 Town of Avon Comprehensive Transportation Plan , n 22.3 Potential Grade Separated Pedestrian Crossings , An evaluation was conducted for potential grade separated pedestrian crossings at selected locations within Avon. The evaluations were based on design criteria published by the American ' Association of State Highway and Transportation Officials (AASHTO). Alternative crossings for 1-70, Avon Road, and the Union Pacific Rail Road (UPRR) were considered. 2.2.3.1 I-70 Pedestrian Crossing between Metcalf Road and West Beaver Creek Road, ' A pedestrian crossing of 1-70 in the vicinity of Metcalf Road has been proposed to provide a more convenient connection from residential and commercial land uses north of 1-70 to the ' Town core area. Currently, the closest pedestrian connection occurs at Avon Road. A new crossing could shorten pedestrian trips by as much as a mile (per one-way trip). Because of the grades along 1-70 in this area, an underpass is considered to be more feasible than a bridge ' over the highway. Figure 2.4 illustrates this potential concept. Pedestrian Crossings Design Criteria Per AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities, , 2004, Section 3.5.3 — Overpasses vs. Underpasses, the vertical clearance for long distance underpasses should be a minimum of 10 feet. Minimum trail width for underpasses with a length over 60 feet should be wider than 16 feet. - , 1-70 width from outside edge of pavement to outside edge of pavement equals 170 feet (as measured in ACAD from aerial mapping). • The elevation difference between the low point on the north side of 1-70 and the surface of 1-70 is 7468.0 feet minus 7450.0 feet, or 18 feet. • Assuming the trail starts at the low point, the total height needed is 10 feet (vertical , clearance) plus 1 foot of structure depth plus 2 feet of sub -base plus 1.5 feet of pavement equals 14.5 feet. Because this is less than the available 18 feet, we believe the tunnel will fit. The AASHTO Roadside Design Guide (2006), Table 3.1, provides clear -zone ' requirements in feet from edge of through traveled way. The minimum clearance, with a 1:4 foresiope, 65 to 70 mph design speed, and design ADT over 6000, is 46 ft (from edge of traveled way to box culvert headwall). • The resultant minimum pedestrian underpass length is 262 feet (170 plus 46.plus 46 equals 262 feet). FI Jyears D57 NFELSBURO HOLT & Page2-8 ULLEVIO 1 1 1 1 1 �9Y R y f'� $ w 414�k IpOf. r '►���. Avon Transpotlatlpn Plan REV 0&159 OS 109 Figure 2.4 1-70 Underpass Near Metcalf Road Town of Avon Comprehensive Transportation Plan Cost Analysis - Pedestrian Crossing of 1.70 • The recently completed pedestrian underpass at the 144th Avenue/1-25 Interchange is a pre -cast box culvert with many aesthetic architectural features. The total cost, without retaining walls, was $996,503. At a length of 176', the cost per linear foot is $5,662. If this system were used for the Avon pedestrian underpass of I-70, the box culvert alone would cost approximately $1,483,000. • The pedestrian underpass for the 136'"Avenue/1-25 Interchange project was a simple cast -in-place box culvert with basic architectural features. The total cost was $217,088. At a length of 240', the cost per linear foot was $905. If this system were used for the Avon pedestrian underpass of 1-70, the box culvert alone would cost approximately $237,000. • A shoe -fly detour on 1-70 to phase the construction of the box culvert would cost $750,000, based upon a similar detour cost analysis prepared for the Preble Creek Drainage project at 1-25/SH 7. • Based on the above, the total cost of the 1-70 pedestrian underpass would range between approximately $987,000 and $2,233,000, depending on the level of aesthetic treatment. 2.2.3.2 Pedestrian Bridge over Avon Road The existing at -grade pedestrian crossings along Avon Road occur at the roundabout intersections. These crossings have been perceived as hazardous for pedestrians, particularly by visitors. East -west pedestrian connection will become increasingly important with redevelopment of the East and West Town Centers and the Main Street concept. Figure 2.5 depicts the preferred pedestrian crossing location along the future Main Street just south of the roundabout. Pedestrian Bridge Crossing Avon Road Cost Analysis A pedestrian bridge across Avon Road just south of the Benchmark Road roundabout would be approximately 130 feet in length (as measured in Acad using aerial mapping). Due to topographical constraints, the bridge could need elevators on each side, in addition to ramps. Using unit costs of $150 per square foot for the bridge and $15 per square foot for the sidewalks, the resultant preliminary cost opinion would be approximately $500,000 to $1.0 million. 2.2.3.3 Stonebridge Pedestrian Crossing at UPRR A pedestrian crossing of the UPRR near Stonebridge Drive has been considered to provide access from residential uses and transit stops south of the tracks to existing and planned commercial uses in the Village at Avon. The potential for the rail line to become active would drive the need for this improvement. While the rail line remains inactive, an at -grade pedestrian crossing is preferred by the Town. For this exercise, three grade -separated alternatives have been evaluated: an overpass with ramps, an overpass with elevators, and an underpass. Figure 2.6 illustrates the potential overpass location. The underpass would likely be located farther west near an existing culvert along Hurd Lane. TE years FELSBURG HOLT S ULLEVIG Page 2-10 1 1 1 1 1 1 1 Avon TfaospMatmn Plan REV 08-159 OV2=9 Figure 2.5 Avon Road Overpass - Main Street Extension 'f _J* w of/ it b N .> L V Qi a QJ C O CIO cz w 0 C-) co CL cz 0 a W, Town of Avon Comprehensive Transportation Plan ' Pedestrian Crossing Design Criteria • Per CDOT Design Guide 2005, Table 3-3, the minimum vertical clearance for pedestrian 1 1 overpasses over railroad tracks is 17.5 feet. ' • Per AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities, ' Sec. 3.2.7, the maximum grade allowed is 5 percent. ' • The UPRR right-of-way width from fence line to fence line is 100 feet (as measured using aerial mapping). 1 • Assuming the pedestrian bridge over the railroad has a structure depth of 6 feet and a vertical clearance of 17.5 feet over the railroad tracks, the total height from existing ground to the top of bridge would be 23.5 feet. The total length of ramp necessary to access the bridge on either side of the railroad tracks would then be 940 feet (23.5 t feet/0.05 = 470 feet x 2 sides = 940 feet total). • The minimum pedestrian overpass length would be approximately 100 feet plus an additional 15 feet either side of the UPRR right-of-way for a total of 130 feet. ' • The total length of structure (assuming the ramps would be switchback style structures) would, therefore, be 1,070 feet (130 feet + 940 feet). Pedestrian Bridge Crossing the UPRR Cost Analysis • A pedestrian bridge across the UPRR, plus ramp structures on either side would be approximately $2.25 million (1,070 feet x 14 feet x $150 per square foot). ' • A pedestrian bridge with elevators on each side and simple aesthetic features would cost between $1.4 million and $1.8 million, based on costs from recent similar projects. ' Pedestrian Underpass Crossing the UPRR Cost Analysis • A pedestrian box culvert underpass would require a RR shoofly detour in order to construct the underpass in two phases. A recent, similar double track shoofly for BNSF tcost over $1.5 million to construct. • Based on costs previously identified, a simple box culvert underpass at this location ' would cost approximately $120,000 ($905 per lineal foot x 130 feet). • A more complex underpass with enhanced aesthetics would cost approximately $736,000 ($5,662 per lineal foot x 130 lineal feet). • Therefore, the total cost for the pedestrian underpass alternative would range from $1.62 ' million to $2.236 million, including the RR shoofly. 1 1 IT, ' years ./FELSBURG HOLT & ULLEVIG 1 Page 2-13 I 1 1 1 1 1 1 1] 1 Town of Avon Comprehensive Transportation Plait CHAPTER 3. TRANSIT SYSTEM 3.1 EXISTING SERVICES The Town of Avon provides transit services locally while ECO Transit provides regional services throughout Eagle County. This section describes existing conditions for Avon transit services as well as regional coordination and facilities used by both systems. These systems work together to provide Avon residents with access to jobs locally and throughout the region and to provide residents and guests access recreation, shopping and medical services. 3.1.1 Town of Avon Shuttle The Town of Avon operates free shuttle services to connect residents and visitors to activity centers and employment. They also operate complementary paratransit service. In the past they operated the parking lot shuttles that connect Beaver Creek Resort to the skier parking provided on the south side of US 6. During the 2008/2009 season Beaver Creek is operating this service. Service routes and frequencies vary by season. Winter and summer are the primary seasons and the service description will focus on these seasons. Two dates were chosen for evaluation of peak activity; February 18, 2008 was chosen to represent the peak winter season and July 26, 2008 was chosen to represent the peak summer season. Data was gathered by route and stop for both Avon Transit and ECO Transit for these two dates. Avon Station is the Town's primary transit hub where riders can transfer regional services operated by ECO or to the Gondola service operated by the Westin to reach Beaver Creek. Beaver Creek Resort Company (BCRC) is temporarily using a stop at Avon Station for skiers shuttle to their covered bridge stop. The stall they are temporarily using will ultimately be used by Avon Transit to accommodate future growth. The Elk Lot, operated by BCRC is another connection point between Avon Transit, Eco transit and BCRC transit. The Elk Lot has poor circulation and is undersized for existing demand. Analysis and recommendations of BCRC's system is beyond the scope of this study. The Town and ECO routes are based out of the Swift Gulch operations facility located on the north side of 1-70. This facility and the fleet stored and maintained at this site are described under Section E of this report. 3.1.1.1 Winter Services Figure 3.1 illustrates the current routes operated in winter. The winter schedule and routing underwent service changes in 2008. A comparison of Tables 3.1 and 3.2 illustrates the changes. j5 years IF I'd ron OLTRO ULLEVIO Page 3-1 I 1 1 1 1 1 1 I Town of Avon Comprehensive Transportation Plan The main service difference between the 2007/2008 season and the 2008/2009 season was in the operation of the Beaver Creek Village Shuttle. In the 200712008 season Avon Transit operated this service between the Elk and Bear Parking lots and Beaver Creek Village, River Edge and the Landing. In the 2008/2009 season Beaver Creek Ski Resort began operating the service, limiting the service to peak hours only. Other minimal routing adjustments were made; most notably the Gondola Express serves Chapel Square in the 2008 winter service rather than the Red and Blue Lines serving this stop as in 2007. The Chapel Square change was made due to difficulties with a turning movement on the previous route and lack of ridership. Table 3.1 2007/2008 Avon Winter Route Hours and Frequency of Service Route AM or All Day PM Service Frequency Red Line 5:58 AM — 7:03 PM 20 minutes Blue Line 6:03 AM — 7:03 PM 20 minutes 7:40 AM —10:05 AM 2:05 PM — 6:00 PM 5 minutes Gondola Express 10:05 AM — 2:05 PM 15 Minutes Black Line 7:03 PM —11:03 PM 30 Minutes 6:30 AM —12:00 PM 2:00 PM — 6:00 PM 5 Minutes Beaver Creek Village 5:30 AM — 6:30 AM 12:00 PM — 2:00 PM; 10 Minutes — Green Line 6:00 PM — 9:00 PM 9:00 PM — 2:30 AM 20 Minutes Table 3.2 2008/2009 Avon Winter Route Hours and Frequency of Service Route AM or All Day PM Service Frequency Red Line 6:00 AM — 7:00 PM 15 minutes Blue Line 6:06 AM — 7:00 PM 15 minutes Gondola Express 8:00 AM —6:05 PM 10 minutes Black Line 7:00 PM —11:00 PM 30 Minutes The Red Line Shuttle makes two loops, one serving Avon Crossing, Eaglebend North, Stonebridge, Eaglebend West and Elk Lot. The other loop serves the lodges and retail located on Beaver Creek Blvd, Benchmark Rd, Beaver Creek Place, and Lake Street. During the 2008/2009 season, the Red line frequency increased from 20 minutes to 15 minutes. f��Slyears "FEISBURG rll(HOLT & Page3-3 ULLEVIC Town of Avon Comprehensive Transportation Plan The Blue Line Shuttle also is a looped route, with one large loop and one small loop. The large loop operates clockwise from Westgate Plaza, traveling north on West Beaver Creek Boulevard, Avon Road, and Benchmark Boulevard to Avon Station continuing to the Elk Lot. A small counter -clockwise loop then continues along Benchmark Boulevard to serve City Market, returning to Avon Station and continuing along US 6 to Westgate Plaza. The Black Line Shuttle is a combination of the other routes providing service between Avon Station and the Elk Lot to the mobile home park on the west and lodges and retail in downtown Avon. It consists of one large clockwise figure eight loop providing 30 -minute headways between 7:00 PM and 11:00 PM daily. Together, the Red, Blue and Black lines are referred to as the "town routes". The Gondola Express Shuttle connects the Gondola at Avon Station to lodges and retail businesses in Avon. It operates counter -clockwise along Benchmark Rd, Beavercreek Blvd, and Lake St on ten-minute headways. During the 2008/2009 season the Gondola Express operates every 10 minutes all day. This is less frequent in the peak periods but more in the midday than the previous winter season. Beaver Creek operates the Beaver Creek Village Shuttle from Avon Station to Beaver Creek Village between 8:00 AM and 11:30 AM and from 2:30 PM to 5:30 PM. These peak times were selected to serve mountain access demand patterns for upload and download. The River Front Gondola operates whenever the lower Beaver Creek chairlift is in service (i.e. snow level dependant) during the hours of 8:30 AM and 3:30 PM. For the past two ski seasons, the gondola commenced operation on December 20'° and shut down on March 30th for a total of about 95 days of operation. The gondola has carrying capacity of 1,200 passengers per hour and is expandable to 1,600 passengers per hour through the addition of more cars. The Westin River Front operates the gondola at no charge to passengers. 3.1.1.2 Ridership by Ston and by Hour As illustrated in Table 3.3, Avon Transit had a total of 2,321 boardings on the Red, Blue, Black and Gondola routes on February 18, 2008. 2008 data for ECO Transit was not available by stop. It was estimated by increasing 2006 data for the same weekend day by 23% the overall increase in ECO ridership between 2006 and 2008' for the selected stops on that day. Based on this calculation ECO served another 1,465 riders in the Avon area on that day. These numbers represent one-way unlinked transit trips and therefore do not account for transfers between routes and systems. ' According to ECO Transit, the peak period ridership increase between 2006 and 2008 was 23% for Avon stops on selected days. The systemwide increase between 2006 and 2008 was 38%. years /HOURLT & l ULLMO Page 3-4 ' I 1 1 1 1 1 1 1 1 1 1 Town of Avon Comprehensive Transportation Plan Table 3.3 Ridership by Stop February 18, 2008 A7 -r_ years (FELSBURG HOLT & ULLEVIG Page 3-5 Town Routes Lodging Regional Route Route Stop Red Blue Black Gondola ECO* Total Aspens Mobile 168 31 199 Home Park Avon Station 35 121 11 474 710 1,351 Avon Crossinq 4 28 32 Bear Lot 247 247 Chapel Square 18 13 31 Christie Lodge 108 92 18 112 331 1 Christy Sports 11 5 16 I City Market 55 115 45 23 238 1 Comfort Inn 22 82 104 1 Eaqlebend North 41 41 1 Eaplebend West 58 3 28 89 1 Elk Lot 134 38 16 109 297 1 Lake Street 66 21 6 159 252 1 Library 1 1 1 Rivers Edge 66 66 1 River Oaks 52 52 1 River View 54 54 Sheraton Mtn. 20 20 Vista I Shop and Hop 38 38 1 Stone Creek 39 39 Stonebridge Drive 75 2 77 Walmart 140 140 Westpate Plaza 74 6 80 West Beaver 10 10 Creek Blvd Total By Route 627 672 - 166 856 1,465 3,786 % of Total 38.7% 22.6% 38.7% 100.0° Sources: Town of Avon, ECO Transit stop level ridership data. ' ECO Transit is included because they also stop at Avon's core hub, the Avon Station and provide regional access to Avon's residents and visitors. A7 -r_ years (FELSBURG HOLT & ULLEVIG Page 3-5 Town of Avon Comprehensive Transportation Plan Figure 3.2 illustrates boardings by hour by route. As shown, boarding activity peaks in the morning between 8 and 11 AM accounting for about 28% of the total daily boardings. The Gondola route experiences a spike in activity, nearly 20% of average daily ridership, during the 4 PM hour as skiers depart the mountain. Figure 3.2 Winter Boardings by Hour by Route 250 LEGEND -----�-------- --- 200 _ , = Red Line SII = Blue Line -- = Gondola -'-----LLi ----- -- 150 _ . = Black Line i u� z 0 0 100 fi l rt i l I 50 --- 6 D" 70 8'OOAM 9WO 10 00A 11 OMM Noah 1:OOPM 2U 390PM 4:OOPM years EOLT & C OLT HOLT --� ----- --- --20TH a z -- -- ----- -------15%w v a w -- ----- --- 10% I CDa 61 J f-VIL -- ----5% e --41 11 1' 0% A 8:OOPM 9:OOPM 1000PM PlA,ge 3-6 1 1 1 1 1 1 Town of Avon Comprehensive Transportation Plan 3.1.1.3 Summer Services Figure 3.3 illustrates the routes operated in summer. The frequency and hours of operation are illustrated in Table 3.4. The Gondola Express Shuttle does not operate in the summer. Table 3.4 Summer Route Hours and Frequency of Service Route Combined Route Hours 6:00 AM -7:13 AM 7:13 AM -10:13 AM 10:13 AM -12:28 PM 1228 PM - 6:13 PM 6:13 PM - 8:28 PM 8:28 PM - 10:28 PM 10:28 PM -11:18 PM Figure 3.3 Summer Town Route lake SLhlCrary C Westgate Plaza $perale Mtn. Vista .... _ Laxer Beaver Creek Express Est LEGEND Existing Avon Bus Routes Summer Route O = Bus Stop rt years FELSBURC HOLT & ULLEVIG Frequency 30 minutes 15 minutes 30 minutes 15 minutes 30 minutes 15 minutes 30 minutes Swift Gi Transit Operations 6 AVON Page 3-7 Town of Avon Comprehensive Transportation Plan 3.1.1.4 Ridershiv by Ston and by Hour Table 3.5 summarizes ridership by stop on July 26, 2008. As shown, Avon Transit had a total of 785 boardings on the Town Routes (combined Red, Blue, and Black). ECO served another 480 riders in the Avon area on that day. Similar to the winter calculations, these numbers represent one-way unlinked transit trips and therefore do not account for transfers between routes and systems. A comparison of summer and winter stop activity is illustrated graphically in Figure 3.4. Table 3.5 Ridership by Stop July 26, 2008 Stop Town Routes I ECO Total Aspens Mobile Home Park 140 140 Avon Station 1 156 230 386 Avon Crossing 5 5 Bear Lot I 100 100 Chapel Square I 4 I _ 1 4 Christie Lodge I 37 I I 37 Christy Sports I 1 1 1 1 City Market 1 162 I 162 Eaglebend North I 21 I I 21 Eaglebend West 32 1 0 1 32 Elk Lot 74 I 20 I 94 Rivers Edge 16 10 26 River Oaks 10 I 10 River View 20 1 20 Sheraton Mtn. Vista 1 9 I 9 Shop and Hop 10 10 Stone Creek 0 0 Stonebridge Drive I 41 41 Walmart I 80 80 Westgate Plaza I 82 1 I 82 West Beaver Creek Blvd I 5 I 5 Total By Route I 785 1 480 1 1,265 % of Total 1 62% l 38% 1 100% Sources: Town of Avon, ECO Transit stop level ridership data. years 0/ FELSEURC /HOLT & ULLEVIC Page 3-8 ) } j\\\ \ m ��� Town of Avon Comprehensive Transportation Plan Figure 3.5 illustrates lists boardings by hour by route during a peak summer day. Boarding activity is spread more evenly over the day than during the winter with peak activity occurring in the late morning from 10 AM to 1 PM and early afternoon from 2 to 5 PM. Figure 3.5 Summer Boardings by Hour and Route 80----------------------------------------------------- 7% 70 m 50 co z 40 No cl 99 10 6% 6.UO 7WW 8:00AM 90 10:00RM 11AOPM Noon 100P61 20OPM 30" 40 5:OOPM 6'.00PM 700M BOOPM 90OPM MOON years FELSBURG HOLT 6& ULLEVIG 0 2% 1% Page 3-10 Town of Avon Comprehensive Transportation Plan 3.1.1.5 Service Characteristics The 2008 ridership level, by month and by route, is illustrated in Figure 3.6. Total ridership averages nearly 60,000 per month in the beginning of 2008 (January through March); about 23,500 April through November and 54,500 in December). Figure 3.6 Avon Transit Ridership by Route by Month 80000 — 70000 — 60000 50000 w r` 40000 30000 20000 10000 0 JAN LEGEND Summer Town Routes (combined Red, Blue, Black) years 0\/ LSBURc HOLT F ULLEVIG FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC 2008 Page 3 -?7 Town of Avon Comprehensive Transportation Plan Figure 3.7 illustrates ridership on the Beaver Creek shuttle early in 2008 when Avon operated this service for Beaver Creek. This service averaged about 200,000 boardings per month during the first three months of 2008. Figure 3.7 2008 Beaver Creek Shuttle Boardings by Month LEGEND 250000 , = Beaver Creek 200000 o_ x I= 150000 0 cc 100000 50000 0 JAN r. I! years .:r y FFELSBTRG HOL, s ULLEVIO FEB MAR APR 2008 Page 3-12 Town of Avon Comprehensive Transportation Plan The service hours operated each month are illustrated in Figure 3.8. The current level of service provided by the system matches well with the seasonal ridership patterns shown in Figure 3.6. As shown, during the first three months of the year service hours exceed 1,500 per month. During the summer months the combined town routes averaged about 1,000 hours per month and returned to about 1,500 hours with the start of the ski season in December. Figure 3.8 Avon Transit Service Hours by Route 2000 — LEGEND Summer Town Routes (combined Red, Blue, Black) 1500 �e 5 1000 500 11 JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC 2008 Figure 3.9 illustrates the service hours for the Beaver Creek shuttle early in 2008 when Avon operated this service for Beaver Creek. As shown, this service averaged about 2,500 service hours per month during the first three months of 2008. A years FELSBURG HOLT 6, ULLEVIG Page 3-13 Town of Avon Comprehensive Transportation Plan Figure 3.9 2008 Beaver Creek Shuttle Service Hours LEGEND 3000 — , = Beaver Creek 2500 un 2000 ZD 0 x w 5 1500 w U) 1000 0 JAN FEB MAR APR Table 3.6 shows the riders per hour over the course of the year, one measure of effectiveness of the system. As shown, Avon's routes range 18 boardings per hour in May to 38 boardings per hour in March, with an annual average of 29 boardings per hour. Winter boardings per hour are approximately 48% higher than during summer. Avon Transit accommodates this by providing about 50% more service (measured in service hours per month as shown on Figure 3.8) during the winter ski season. The flatter hourly pattern during the summer means that buses are less full at any given time but the frequency of service is still appropriate. Table 3.6 2008 Boardings per Hour by Month Annual Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Average Avon Routes 35 37 38 25 18 24 26 26 23 23 23 37 29 Beaver Creek 87 79 80 65 - - - - - - - 80 Shuttle l years FELSBURO HOLT a U LLP,VIG Page 3-14 Town of Avon Comprehensive Transportation Plan 1 3.1.2 Wal-Mart and Buffalo Ridge Demonstration Service ' The Village at Avon is home to a number of retail destinations in Avon such as Wal -mart and Home Depot. Buffalo Ridge is a large residential development on the north side of 1-70 that currently has approximately 250 multi -family dwelling units. Between June 2006 and April 2007 the Town of Avon modified the Blue and Red routes to include stops at the Village at Avon and Buffalo Ridge. This demonstration service was used to assess the demand for service to the ' area. The demonstration project showed that there was substantial demand for service to Wal - mart and Buffalo Ridge. Table 3.7 compares data collected during the demonstration period to the winter peak analysis ' day described above. As shown, adding the Wal -mart and Buffalo Ridge boarding activity to the 2008 peak winter day boarding activity would increase overall activity by 20%. The Wal -mart stop would have been the fourth busiest stop in the system. ' Table 3.7 Potential Increase in 2008 Peak Winter Day Ridership Red Blue Black Gondola Total ' Boardings By Route (2008) 627 672 166 856 2,321 Boardings at Wal -mart and Buffalo 197 172 - - 466 Ridqe (2007) ' I % Increase 31% 26% 20% I The other consideration when evaluating this demonstration service is the increase in service hours required to serve this stop. The town of Avon estimated that providing service to Wal - mart and Buffalo Ridge added 18.5 service hours per day. This would result in approximately 25 boardings per hour. This is somewhat lower than the average annual boardings per month shown in Table 3.6 reflecting the long additional distance required to serve Wal -mart and Buffalo Ridge. While these measures demonstrate the high demand for service to Buffalo Ridge and Wal -mart, Avon's service was discontinued because the developer has refused to pay for transit service. ECO Transit does provide fare -based service to the Village at Avon. Avon residents walking from Wal-Mart back to Avon's core area along East Beaver Creek Boulevard. .r- rk years 'FELSBURG HOLT & Page3-15 ULLEVIG Town of Avon Comprehensive Transportation Plan Avon Transit continues to receive requests each month from the community to provide fare -free transit connectivity between Avon's core area and the Village at Avon. 3.1.3 ECO Transit Routes The regional service operated by ECO Transit is also illustrated in Figure 3.1. Table 3.8 lists ECO's transit routes and frequencies. These routes serve local trips along US 6 and between Avon Station and the Wal-Mart / Home Depot commercial center, but more importantly they provide regional connections for employees and visitors wishing to travel to other areas in Eagle and Lake Counties. Approximately 71% of Avon's workforce lives outside of Avon and many use ECO Transit or carpool to work. 2 The Mintum and Leadville routes are primarily commuter routes with services operating only in the AM and PM peak hours. Both routes serve Wal-Mart, Avon Station and the Elk Lot. The Leadvilie route also serves Beaver Creek and City Market. The US 6 route runs between Vail and Edwards serving Avon at Avon Station, the Elk Lot, and the Bear Lot. The Dotsero route operates throughout the day, serving the Wal-Mart, Avon Station, the Elk Lot, and the Bear Lot. Service to Wal-Mart and the Bear Lot is limited to three trips per day while service to Avon Station and the Elk Lot is approximately every 30 minutes throughout the day. Service between Vail, Avon, and Beaver Creek is provided along 1-70, stopping in Avon at Avon Station. 2 Town of Avon Housing Needs Assessment, RRC Associates, Inc. 2006. ,j)years (FELSBURO HOLT & ULLEVIG Page 3-16 ' 1 ' 2�lyears INRG C4 HOLT HOLT & e Pa 3-17 ULLEVIG g 1 Town of Avon Comprehensive Transportation Plan 1 Table 3.8 ECO Transit Routes, Frequencies and Fares ' Service Times Route Description Frequency Dotsero East Dotsero to Gypsum, Eagle 5:45 AM - 6:45 AM 15 Minutes ' Airport, Eagle, Avon, and Vail 6:45 AM - 8:15 AM 20 Minutes 8:15 AM -4:50 PM 70 Minutes 4:50 PM -11:22 PM 75 Minutes Dotsero West Vail and Avon to Eagle, Eagle 6:50 AM -11:30 AM 60 Minutes Airport, Gypsum and Dotsero 11:30 AM -1:30 PM 120 Minutes 1:30 PM -4:30 PM 70 Minutes 4:30 PM - 6:30 PM 30 Minutes ' 6:30 PM - 2:15 PM Varies US 6 East Edwards to Avon, Eagle -Vail, 5:00 AM - 6:00 AM 60 Minutes and Vail 6:00 AM - 8:00 AM 15 Minutes ' 8:00 AM - 4:30 PM 30 Minutes 4:30 PM - 5:00 PM 15 Minutes 5:00 PM - 8:00 PM 30 Minutes ' 8:00 PM -1:00 AM 60 Minutes US 6 West Vail to Eagle -Vail, Avon and 5:37 AM - 3:37 PM 30 Minutes Edwards 3:37 PM - 7:37 PM Alternates 5 minutes and 20 minutes 7:37 PM - 8:37 PM 30 Minutes 8:37 PM -1:37 AM 60 Minutes Mintum Mintum to Avon 6:05 AM - 2:33 PM 100 Minutes 5:00 PM -11:50 PM 100 Minutes ' Leadville Leadville to Vail, Avon and Beaver Creek 5:35 AM - 6:15 AM 3:50 PM -4:50 PM 20 Minutes 60 Minutes Vail/Beaver Express Service between Vail, 7:40 AM -10:00 AM 20 Minutes Creek on 1-70 Avon, and Beaver Creek 10:00 AM -11:00 AM 30 Minutes 11:00 AM - 2:00 pm 60 Minutes 2:00 PM - 3:00 PM 30 Minutes 3:00 PM - 5:00 PM 20 Minutes 5:00 PM - 6:00 PM 30 Minutes 6:00 PM -12:00 AM 60 Minutes 1 ' 2�lyears INRG C4 HOLT HOLT & e Pa 3-17 ULLEVIG g 1 Town of Avon Comprehensive Transportation Plan 3.1.4 Stops and Stop Amenities Avon's current bus stops range from the Avon Transfer Station with various rider amenities (a "hub") to small shelters with schedules and trash cans (a "stop") to a simple sign with a posted schedule. Pictures of each of the stops are included below. Aspens Mobile Home Park Avon Crossing IT"I IL._� 1 Christie years .E LSBURG HOLT & ULLeviG Avon Station Chapel Square Christy Sports Page 3-18 Town of Avon Comprehensive Transportation Plan City Market Eaglebend North Library River Front Gondola years FELSeUAG HOLT S ULLEVIG +4: Eaglebend West Rivers Edge Sheraton Mtn. Vista Page 3-19 Town of Avon Comprehensive Transportation Plan Stone Creek Westgate Plaza `r 1. J j yeas. FELSBURO HOLT a T L7 E% Stonebridge Drive West Beaver Creek Blvd Page 3-20 I 1 1 1 1 1 Town of Avon Comprehensive Transportation Plan Table 3.9 summarizes the amenities present at each stop. Bus stop standards are included in the Supplemental Materials. Table 3.9 Transit Stop Amenities Schedule Schedule 3.1.5 Fleet and Facilities The Town of Avon fleet consists of ten accessible passenger vehicles. There are two small (19- 21 passenger) gasoline -powered vehicles with a four-year useful life and eight full size coaches with a 12 -year useful life. This allows the system to assign smaller capacity coaches at times or on routes where ridership is lower. The town annually sets aside funds for asset maintenance and replacement. Table 3.10 lists the fleet characteristics. Four vehicles have reached the end of their useful life. Two cut-aways were removed from service in 2008 due to failed structural and moisture proofing systems which resulted in mold; these were older vehicles (814 and 815) due for replacement in 2005. One new Gillig coach (#855) has a diesel-electric hybrid engine. The remainder of the fleet has diesel engines. The Town of Avon's Transit Division operates out of the Swift Gulch operations facility. The facility currently is home to 19 transit personnel and 25 transit vehicles. ECO transit and Beaver Creek Metro District lease space at this site. The site provides parking for transit vehicles, service vehicles and employees. All vehicles are stored outdoors in harsh mountain conditions. It houses administrative offices, employee lockers, showers, a break room, training facilities, fleet maintenance bays, fueling, a bush wash and commercial driver's license course. This facility requires replacement and expansion to meet current and future demands. J) years FELSBURG ll (HOLT & ULLEVIG Page 3-21 Shelter Bench Trash Can Post Holder The Aspens J J ✓ J Avon Crossing/Canyon Run J ✓ J Chapel Square J Christie Lodge J Christy Sporis J ✓ J City Market SB J ✓ ✓ City Market NB J ✓ J Comfort Inn J J Eaglebend North J J J Eaglebend West J J J Recreation Center River Front Gondola J J River Edge J Sheraton Mtn. Vista J J Stonebridge Drive J J J Westgate ✓ J ✓ West Beaver Creek Blvd ✓ J J J 3.1.5 Fleet and Facilities The Town of Avon fleet consists of ten accessible passenger vehicles. There are two small (19- 21 passenger) gasoline -powered vehicles with a four-year useful life and eight full size coaches with a 12 -year useful life. This allows the system to assign smaller capacity coaches at times or on routes where ridership is lower. The town annually sets aside funds for asset maintenance and replacement. Table 3.10 lists the fleet characteristics. Four vehicles have reached the end of their useful life. Two cut-aways were removed from service in 2008 due to failed structural and moisture proofing systems which resulted in mold; these were older vehicles (814 and 815) due for replacement in 2005. One new Gillig coach (#855) has a diesel-electric hybrid engine. The remainder of the fleet has diesel engines. The Town of Avon's Transit Division operates out of the Swift Gulch operations facility. The facility currently is home to 19 transit personnel and 25 transit vehicles. ECO transit and Beaver Creek Metro District lease space at this site. The site provides parking for transit vehicles, service vehicles and employees. All vehicles are stored outdoors in harsh mountain conditions. It houses administrative offices, employee lockers, showers, a break room, training facilities, fleet maintenance bays, fueling, a bush wash and commercial driver's license course. This facility requires replacement and expansion to meet current and future demands. J) years FELSBURG ll (HOLT & ULLEVIG Page 3-21 Town of Avon Comprehensive Transportation Plan The Town has identified a project to expand the facility and provide covered storage for vehicles. This facility would be shared with Eagle County and is referred to as the "ECO/Avon Joint Regional Facility". This project would include one building for bus storage and a second building to house operations. It would double the throughput of bus re -fueling and bus washing, add a commercial driver's license training and testing course, include training facilities with internet access and video conferencing, and provide storage for bus stop shelter materials and associated infrastructure. Construction is anticipated in 2010-2011. This $25 million project has been submitted for State and Federal transit grant funding. As of April 1, 2009, full funding for construction of this planned facility has not yet been obtained. The project was reviewed by COOT and ranked very highly in the State's overall goals for connectivity and mobility. It is also "ready to go" and will act as a stimulant to the current economic condition. At present it is the top ranked unfunded transit facilities project on COOT's Senate Bill 1 list. The project also ranks highly on several pending FTA grant request lists. Table 3.10 Fleet Roster 3.1.6 Budget and Funding Avon Transit operates as an enterprise fund within the Town of Avon's overall financial program. The Town funds transit services primarily through General Fund dollars and contributions from third parties. Federal and State funds are pursued for capital expenditures. In the 2007/2008 winter season, the Town was under contract to operate the Beaver Creek Resort parking lot shuttles (but not for the 2008/2009 Winter season). The agreement for the provision of municipal services in the Village at Avon includes transit services but to date, Traer Creek Metro District, LLC has not paid for or requested transit service to connect Wal-Mart and Home Depot to Avon's other areas. r years [• HOLT ULLEVIC Page 3-22 ' Unit Useful Replac s in Capacit, Make/Model Year * Life Year Mileage Seat Stand WIC Fuel Condition Gillig Phantom 1994 830 12 -yr 2006 496,008 37 20 2 D Fair Gillig Phantom 1996 838 12 -yr 2008 132,791 43 20 2 D Good Gillig Phantom 1998 849 12 -yr 2010 320,992 43 20 2 D Excellent Gillig Phantom 2003 850 12 -yr 2013 21,393 35 20 2 D Excellent Ford E-450 2004 816 4 -yr 2008 104,325 19 - 2 G Fair Fond E-450 2004 817 4 -yr 2008 97,394 19 - 2 G Fair Optima Opus 2005 853 12 -yr 2015 48,668 28 - 2 D Gillig Phantom 2007 854 12 -yr 2019 - 28 10 - Excellent Gillig Phantom 2008 855 12 -yr 2020 28 10 - Hybrid Excellent Gillig Phantom 2008 856 12 -yr 2020 28 10 - Excellent 3.1.6 Budget and Funding Avon Transit operates as an enterprise fund within the Town of Avon's overall financial program. The Town funds transit services primarily through General Fund dollars and contributions from third parties. Federal and State funds are pursued for capital expenditures. In the 2007/2008 winter season, the Town was under contract to operate the Beaver Creek Resort parking lot shuttles (but not for the 2008/2009 Winter season). The agreement for the provision of municipal services in the Village at Avon includes transit services but to date, Traer Creek Metro District, LLC has not paid for or requested transit service to connect Wal-Mart and Home Depot to Avon's other areas. r years [• HOLT ULLEVIC Page 3-22 ' 1 Town of Avon Comprehensive Transportation Plan ' Federal Transit Administration grant funds are routinely applied to vehicles, equipment and facilities purchases. These grant funds are able to pay for up to 80% of the cost of capital purchases. In recent years, however, Avon (and other transit agencies) has only been allocated 10-20% of their requested amount due to a shortage of federal funding dollars. The Town of Avon spent $2,519,287 on transit services in 2008, with $380,092 of this for buses and other transportation related capital expenses. The pie charts below illustrate expenses and ' revenues by category. 2008 Expenses by Category $200,481 1 1 1 1 I I 1 R r4 ' years .� LssuxG HOLT & ULLEVIG 1 $2( Administration Operations Marketing Capital 2008 Revenues by Source $27,918 $8,861 $631,524 - General Fund Subsidy Grants $304,074 $1,546,910 Charges for Services Other Revenues Sales of Fixed Assets Page 3-23 Town of Avon Comprehensive Transportation Plan On the revenue side, the general fund subsidy has increased since 2006. With Avon no longer operating contract service for Beaver Creek, this trend is expected to continue. While this change reduces the total service hours operated, the other impact is that the system is no longer able to spread fixed overhead expenses over a larger base of service hours and riders. On the expense side, the combination of administrative, operating, and marketing costs are used as a basis for understanding the ongoing system costs. The remaining capital expenses can vary substantially from year-to-year. Figure 3.10 illustrates the historical shared cost per service hour. In 2008 the cost of operation per service hour was calculated at $62.33. For 2009 the Town estimates that transit costs will be approximately $90.00 per service hour .3 It is also useful to understand costs per rider based on service type. Table 3.11 illustrates the estimated costs allocated by route based on 2008 service levels. With the system not operating the Beaver Creek parking lot shuttle in 2009, the costs per passenger for other route services are expected to increase somewhat. Figure 3.11 illustrates the historical change in subsidy from the Town's general fund to Avon Transit's Enterprise Fund per passenger. Table 3.11 Productivity by Service Type Town Routes Gondola Express Route Gondola BC Parking Lot Shuttle TOTAL Source: Town of Avon Service Hours 2008 Cost 13,095 $1,062,755 2,228 $ 189,125 800 $ 256,000 9,903 $ 549,714 26,026 $2,057,594 Passenger Trips 448,000 72,000 93,000 425,657 1,038,657 Cost per Passenger Trip $ 2.37 $ 2.63 $ 2.75 $ 1.29 Avg. $ 1.98 Service hours include the running time of the routes plus about 20% additional hours for pre -and post -trip safety inspections, training, and the washing and refueling time years FELSBURO ro HOLT & ULLEVIO Page 3-24 ' 1 t 1 1 1 1 1 1 1 1 1 1 t 1 Town of Avon Comprehensive Transportation Plan Figure 3.10 Historic Cost per Service Hour for Town Routes $100.00 $90.00 i $80.00 $70.00 $60.00 $50.00 $40.00 $30.00 $20.00 +Gross Town Route Operations Cost $10.00 I -*- Shared Cost Per Service Hour $- 1 i 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Note: Excludes capital expenditures, gondola. Source: Town of Avon years FELBBURG HOLT 6, ULLEVIG Page 3-25 Town of Avon Comprehensive Transportation Plan Figure 3.11 Cost of Transit Service per Passenger $4.50 $4.00 $3.50 $3.00 $2.50 52.00 $1.50 $1.00 $0.50 -4—General Fund Subsidy Per Passenger Served —F Gross Cost Per passenger Served $- 2002 2003 2004 2005 2000 2007 2008 2009 2010 Source: Town of Avon years i 'FELSeURO HOLT h Page3-26 ULLEVIO Town of Avon Comprehensive Transportation Plan ' 3.2 FUTURE CONDITIONS Substantial planned residential and commercial development in the Town of Avon and Avon's desire to encourage multi -modal travel within the Town will increase demand and change travel ' patterns on Avon's transit system. This section describes the planned development, considerations for future transit service and three service scenarios to accommodate the future demand. t3.2.1 Planned Development This section describes the methodology for estimating transit ridership demand as a result of Avon's planned development. At buildout Avon is expected to have approximately 4,800 new residential units, 250,000 square feet of new retail development and 187,000 square feet of new office development. More information about this new development is included in Chapter 1. ' 3.2.1.1 Future Road Network 1 1 1 1 1 Figure 3.12 illustrates the planned road network. A new roadway is shown through the Village at Avon Planned Unit Development based on both the Village filing and the recognition that the existing roadway will likely not provide adequate access and capacity for the 2,000 units planned in this area. The final design of the roadways in the Village will influence transit routing patterns. A new road in the West Town Center area will connect Lake Street to Benchmark Road; it is referred to as Main Street. 3.2.2 Transit Demand Transit demand is made up of residents of Avon that live and work in Avon and Beaver Creek, employees of Avon and Beaver Creek that live outside the area and Avon and Beaver Creek visitors. Demand is dependent on many different aspects of travel such as parking availability, cost of parking, development density and type, congestion, and travel time to name a few. These factors make it difficult to pinpoint an exact mode share that will be achieved in the future. Because of this, transit demand is presented in a range. The low end is based roughly on today's rate of transit activity. However by implementing more stringent parking policies, pay parking and maintaining frequent, reliable transit service the mode share could increase to the higher end estimate. The following section describes the future transit demand estimates associated with the different user populations. 3.2.2.1 Avon Transit Demand A production -based trip generation model was developed to estimate transit demand in the Town of Avon. This means that demand is based on trips produced from the development of residential and lodging units and distributed to attractions such as retail, office and commercial development. Total trips (vehicular, transit, other) were estimated using ITE's trip generation rates for each new residential and lodging land use and new area served by transit. Mode splits were then applied to these trip generation estimates and an average auto occupancy number was applied to the resulting number to convert vehicle trips to person trips. The auto occupancy conversion used is 2.0. J%,,years FELSBU• HOLTRA ULLEVIO Page 3-27 3 Town of Avon Comprehensive Transportation Plan Figure 3.12 Planned Roadway and High Speed Rail /M years INA, ELSBUBG HOLT rA ULLEVIG Page 3-28 ' I I 1 1 1 I 1 1 Town of Avon Comprehensive Transportation Plan Figure 3.13 illustrates the three general subareas used for this analysis. The three subareas are referred to as the Town Core, the Outer Core and Mountain Rural. Development in the Town's core area where there is dense mixed-use land uses will achieve the highest transit mode splits while low density residential only areas on the town periphery will achieve only minimal transit ridership. Table 3.12 illustrates the range of mode splits based on the location of new development within Avon. Both the low and high mode share splits assume that the Town will continue to promote a transit friendly, less auto -oriented community and that new developments will be transit -oriented. The high-end mode share reflects the addition of the proposed high-speed rail connecting Avon to Vail, Denver, DIA, and Glenwood Springs. An intermodal, high-speed regional rail station in Avon would serve Minturn, Eagle Vail, and Edwards and would significantly increase transit demand in the Town of Avon. Table 3.12 Mode Share Estimates Table 3.13 lists the resulting transit trip demand estimated for new developments and existing developments that are not currently served today but are expected to be served in the future. These daily numbers reflect average winter day ridership increases as a result of the new development. In 2008, summer ridership on the Town routes was 42% of the winter totals. Table 3.13 New Avon Transit Demand at Buildout (Average Winter Day) New Daily Avon Transit Demand Transit Mode Share Town Area Low High Core Area 11% 20% Outer Core 5% 10% Mountain Rural 1% 3% Table 3.13 lists the resulting transit trip demand estimated for new developments and existing developments that are not currently served today but are expected to be served in the future. These daily numbers reflect average winter day ridership increases as a result of the new development. In 2008, summer ridership on the Town routes was 42% of the winter totals. Table 3.13 New Avon Transit Demand at Buildout (Average Winter Day) 21 years 'A FEISBURG 111 HOLT & Page3-29 ULLEVIG New Daily Avon Transit Demand Planned Development Low Mode Share High Mode Share East Town Center Condo/rownhouse 690 1254 West Town Center Condo/rownhouse 690 1250 Village at Avon Condo/Townhouse 240 720 Village at Avon Single Family 18 54 Confluence Condo/rownhouse 350 640 Swift Gulch Condo/Townhouse (existing) 300 600 Swift Gulch Condo/rownhouse (new) 4 12 Folson Condo/Townhouse 40 76 Buck Creek Condo/Townhouse 4 14 Benchmark Condo/Townhouse 106 318 Wildridge Condo/rownhouse (new) 0 2 Wildridge Single Family (new) 25 75 Wildridge (existing) 30 90 Daily Total 2,497 5,105 21 years 'A FEISBURG 111 HOLT & Page3-29 ULLEVIG Town of Avon Comprehensive Transportation: Plan Figure 3.13 Town of Avon Transit Subareas fl�years ('FELSBURC HOLT & Page 3-30 ULLEVIO Town of Avon Comprehensive Transportation Plan Figure 3.14 illustrates the anticipated daily growth in ridership for winter and summer seasons ' to the future demand identified in Table 3.13 based on an annual growth rate of 200 units annually. While it is recognized that growth will vary from year-to-year, this chart illustrates the anticipated range of ridership increases as the Town moves towards buildout. These ridership ' increases would be in addition to the existing average ridership of 1,900 daily riders in the winter and 800 daily riders in the summer. ' Figure 3.14 Increase in Ridership as Town Builds Out 1 1 1 I 1 I 8,000 EL 7,000 6,000 5,000 4,000 3,000 2,000 1,000 0 Housing UnitsRillt —VUnter Low —VWnter Hg1 —Summer Lav —Sunmer HM At buildout ridership projections indicate that the Town's transit services will carry between 1.02 million and 1.65 million riders annually depending on the level of service provided, the availability of high-speed regional rail and parking restrictions/ fees in place. Table 3.14 illustrates the range of low and high ridership projected at buildout. Table 3.14 I Ranqe I Existinq I New I Total ',Y$ years 11 FELSBURO HOLT & ULLEVIO Town of Avon Annual Ridership Projections at Buildout Low 420,000 597,000 1,017,000 Annual Ridership Hiqh 420,000 1,233,000 1,653,000 Page 3-31 Town of Avon Comprehensive Transportation Plan 3.2.2.2 Beaver Creek Demand In the past Avon has also operated transit service for Beaver Creek (serving Avon Station, Elk Lot, Bear Lot and Beaver Creek Village). This route carried 200,000 riders a month or an average of 6,700 per day. On a busy winter day this route is estimated to have carried approximately 9,000 passengers. Estimates made by Town staff suggest that there is limited ability to increase Beaver Creek's capacity of "skiers at one time, so growth is anticipated to increase the number of peak days in the season. 3.2.2 3 Emolovment Demand In addition to transit demand generated by residential development within the Town of Avon, employees arriving to Avon from outside the area by ECO transit will also generate transit demand. A recent Eagle County employment study indicates that by 2030 there will be an increase of 11,000 people who live outside of Town and commute to new jobs in Avon 4. If 15% of these employees ride regional transit and 20% of those riders transfer to Avon transit to reach their final destination this would increase transit demand by approximately 330 employees riding transit daily and 660 transit trips. The importance of employment transportation for employees arriving via ECO will continue to grow as the community reaches build -out. Serving these employees effectively is anticipated to require service to transferring passengers whose place of employment is not on the ECO routes. 3.23 Alternatives Future bus routing options were identified to accommodate planned development at buildout of Avon. A map of the near-term option developed with town staff is provided followed by a description of options to accommodate the long-term demand anticipated. These options should be considered a guide to development of future transit because specific routing patterns may emerge in response to development and the new road network as it occurs. The Town of Avon Comprehensive Plan includes many goals and objectives to create an integrated transit system that minimizes dependence on automobile travel within the Town. Transit service that facilitates access to businesses, community services and nightlife is also vital to other place -making goals described in the Comprehensive Plan. Development of future transit alternatives considered the existing and future travel patterns, land use types, and the Town's general transportation policies and goals. Specific considerations for future transit alternatives are discussed below. One -Way versus Bi Directional Service The Comprehensive Plan calls for consideration of future bi-directional service. Bi-directional service patterns enable passengers to travel the shortest distance to their destination rather than riding a long loop around in one direction. It is, however, recognized that bi-directional service requires more resources to provide the same frequency of service as a looped route (e.g. a 15 -minute one-way loop would require the same number of bus hours as a 30 -minute bidirectional loop. To maintain a 15 -minute headway and provide bidirectional service would require twice as many bus hours). In areas where there is not a significant travel time ° Local and Regional Travel Patterns Study, 2004, RCC Associates, Chadier Associates, and Healthy Mountain Communities %years l 'FELSBURO HOLT & ULLEVIO Page 3-32 ' 1 [1 Town of Avon Comprehensive Transportation Plan improvement the Town may choose to continue with single direction loops, with incremental increases in frequency. Reducing headways by 5 minutes could be a precursor to providing bidirectional service to accommodate additional demand. It is recommended that the Transportation Department conduct regular assessments of ridership to determine the best timing for changing a route from a single direction loop to bi-directional. Direct Connections A single seat ride between origins and destinations (a direct connection) improves the desirability of transit service and therefore provides the ability to capture a higher share of people riding transit. Existing and emerging land use patterns indicate that there will be a substantial demand for traveling across town between residences on the west end of town and the big box retailers on Post Boulevard. There are a number of ways to improve east/west travel across town: • Extend the Blue Route to Post Boulevard • Interline the Blue Route or Red Routes and a new route serving the east end enabling passengers to stay onboard and avoid having to transfer to another vehicle. • Expand the gondola loop to serve the west end (preferably bi-directional) ' Direct connections to Beaver Creek Village are also desirable to enable visitors to travel between events and amenities in Beaver Creek Village and Avon town center. This will be especially true as the Town builds out and the East and West town center areas are re- developed and enhanced. One option for providing a direct connection between Beaver Creek Village and the Avon Town Center might be interlining the Gondola Express Route with the Beaver Creek Shuttle (e.g. returning to a pre -2008 "skier shuttle" route). ' Land Use Patterns Transit supportive areas are those developments with high enough residential density and/or ' employment density to merit being served by transit. For this exercise, Avon has been broken into three different sub area types where service could be provided. 1 1 I The first area is the Town Core. This area is roughly bounded by West Beaver Creek Boulevard on the west, Beaver Creek Place on the east, 1-70 on the north and US 6 on the south. The entire Town Core is considered transit supportive and has the highest density of residential units, employment, and activity centers. Areas contiguous with the currently defined Town Core area could be added to the Town Core definition if they match the residential density and employment density of the existing core area. The second area is called the Outer Core. The transit supportive areas in the Outer Core still have a solid density of residents or jobs, but perhaps not both. Generally the activity centers are much more limited in the Outer Core. The third area is referred Mountain Rural — The transit supportive areas within the Mountain Rural classification are those areas that have the lowest residential density and may have minimal or no employment. Typically a residential density of ten or more people per acre within walking distance of the route is needed for viable fixed route service. years ITIRFELSBURG HOLT 6 ULLEVIG Page 3-33 Town of Avon Comprehensive Transportation Plan As the Village at Avon is developed, the outer core area will have more transit supportive development. This development provides an example of the range of densities that might be used for Town Core and Outer Core. The PUD for the Village at Avon calls for the densest development on the west end with 25 dwelling units per acre and somewhat lower densities in the central and east end with residential densities of 15 dwelling units per acre. Using the Town's average of 3 people per dwelling unit, the west side would have 75 people per acre and likely be included in the Town Core category. The central and east sides would have 45 people per acre and would likely be part of the Outer Core. The west end of the Village at Avon is anticipated to have densities equivalent to the Town Core and the east end may vary between Town Core and Outer Core designations, depending on how development occurs. Transit services should only be provided in the outer core and mountain rural classifications when a logical route can be structured to serve contiguous or connecting areas can be operated. The Town will need to balance the need to provide transit service to new developments (or outlying areas) with transit service productivity as measured in passengers per hour. It is recommended that transit service not be expanded to areas until there is adequate development to meet the Town's productivity standards. • The 2008 figures show the Town carried an average of 43 passengers per hour in the winter on Town routes and 28 passengers per hour on its summer routes. • Routes serving residential and lower density areas may have ridership levels closer to the summer averages but these levels will occur on a year-round basis. • New service will initially have lower levels of ridership, but the expectation would be that within two seasons any additions will meet system standards. Parking Policies Parking policies will influence transit demand. Pay parking within the Town of Avon and/or at the existing Beaver Creek day skier parking lots would increase transit travel by visitors and employees. The Town anticipates that the free day -skier lots will likely change to pay lots in the near future. Seasonal Variation The Comprehensive Plan promotes an integrated and less -seasonal transit operation of the main Town Routes. The winter season is assumed to be 130-135 days long and the summer level of service would be in place the remainder of the year; a separate operating plan for the shoulder season is not expected to be necessary. Year-round service to the residential areas that can support transit service will be necessary to build transit use among employees. Summer service levels will be maintained to provide good connections while trying to retain a balance with productivity. ji,years IN ro HO BURLT G ULLEVIG Page 3-34 1 I 1 1 1 1 1 1 Town of Avon Comprehensive Transportation Plan Planned Regional Rail Service The Rocky Mountain Rail Authority has initiated a study that is evaluating the feasibility of high- speed rail service connecting the Denver Metropolitan Area and DIA to the mountains and resort communities in the 1-70 corridor. Avon anticipates the inclusion of a multimodal transit facility on the east end of Town near Post Boulevard's intersection with the railroad tracks. Providing a high-speed rail station in Avon will increase number of people choosing transit over private auto travel and reduce residents' and visitors' dependence on private autos. To maximize the rail's effectiveness Avon Transit and ECO will need to provide frequent and convenient feeder bus service between the rail station and area destinations. 3.2.3.1 Near -Term Figure 3.16 illustrates a transit service plan to address near term transit demand in Avon. This plan builds on the current routing plan but adds additional services to areas where growth has occurred. The service hours can be increased over time to keep pace with development. A near-term plan would provide approximately 20,000 hours of service annually on the Town routes, about 6,000 hours more than what was provided in 2008. This plan will need to be implemented by the time there are an additional 1,000 to 1,200 housing units built over 2008 levels to accommodate anticipated growth. This assumes the low mode share levels and productivity levels similar to today. Red Route The Red Route would be extended east to serve Buffalo Ridge and the big box stores on Post Boulevard. A previous demonstration of transit service to the Village at Avon showed a high demand for service along this route. It would continue to serve lodges along East Beaver Creek Boulevard and Benchmark Road as well as those along Hurd Lane with service to the Elk Lot. The planned route would initially operate in a counter clockwise direction with 30 -minute headways. Blue Route The Blue Route would also be extended east to serve the big box stores on Post Boulevard. It would continue to serve West Beaver Creek Boulevard, US 6, the Elk Lot and Avon Station. Service would be bidirectional and would be provided every 30 minutes. Gondola Express Route Service would continue to be provided at 2009 levels. This includes one bus operating at loop intervals of approximately seven minutes for 10 hours a day during the winter season. Beaver Creek Shuttle years IN C' HO BURG ULLEVIG Page 3-35 Town of Avon Comprehensive Transportation Plan Figure 3.15 Near -Term Transit Pian LEGEND Wildridge Route Gondola Express Blue Town Route s Red Town Route & Buffalo Ridge & Village Service m Beaver Creek Route J ye FEISBURG ro HOLT & ULLEVIO Page 3-36 I 11 I 1j 1 I 1 [] [1 Town of Avon Comprehensive Transportation Plait Beaver Creek Shuttle Beaver Creek Resort Company operated this service in the 2008/2009 season and it expected to continue to operate the service in the near term. This plan does not include analysis of BCRC's transit system. Thus the level of service and total operating cost to the Town for operating of the green line in future years is unclear at this time. Note however that the Town of Avon has been requested to contribute to BCRC's cost of operating this route during ski season via a cost sharing agreement (e.g., between all service partners such as Beaver Creek Ski Company, Vail Resorts, and Avon). For purposes of this plan, it is assumed that Avon Transit incurs no service hours but could incur an annual cost of up to $135,000/yr for contribution to green line service. Riverfront Gondola The Gondola's current capacity is 1,200 passengers per hour. Adding cars increases this capacity to a maximum of 1,600 passengers per hour. The Near -Term plan does not include capital costs associated with adding cars to increase the capacity of this service. Wildridge Route This plan anticipates new transit service being provided to the Wildridge residential area connecting residents to Avon Station at some point in the next 10 to 12 years. The service plan includes approximately 60 hours of service per week. A four wheel drive vehicle will be necessary to operate this service reliably through Wildridge's mountainous terrain during inclement weather. Initially, it may be more appropriate to operate a truncated route (e.g., to the east end of Nottingham or to the Metcalf truck turn around) and then evaluate ridership patterns before extending the route up Wildridge Road. Fleet While the exact fleet size can't be identified without developing a specific operating plan, the preliminary evaluation of near-term services indicates that two to three additional vehicles will be needed to provide the service identified. Budget The operating cost for the near-term alternative is approximately $2.0 million annually in 2008 dollars (22,000 bus hours at $90/hour). The cost per rider for most of the routes is expected to be less than $3.00 (in 2009 dollars) once the routes have been established for a year or so. The cost per rider to operate service into Wildridge would be higher than for other routes due to the low density of development, distance from the town center, and the relatively low mode split anticipated; operation of this route as described should be expected to have an associated cost of about $20 to $30 per boarding. Because this would not be a cost effective service, operating a shorter, truncated service would be a more effective means to serve Wildridge residents in the near term. Costs include maintenance of buses and facilities. These can dramatically change depending on fuel, inflation and changes in operating costs. In addition, the Town contributes funding to the Gondola operation and may contribute funding to operationlof the Beaver Creek Shuttle. 16 -JA ears CFELSBURO (HOLT S ULLEVIO Page 3-37 Town of Avon Cornprehensive Transportation Plan 3.2.3.2 Lone -Term Routes In the long-term it is anticipated that growth in residences, visitors and employment and the implementation of parking restrictions and pay parking in Avon will require somewhere between 38,000 and 60,000 service hours annually to accommodate Town transit demand. This compares to the 14,000 hours provided in 2008. This range reflects the low and high levels of mode share identified in the demand section. The location and timing of future developments will play a big role in how routes are modified and expanded over time to achieve these additional service hours. A few suggested options to enhance service in the area are discussed below. Figure 3.16 illustrates the areas in the Town of Avon expected to warrant transit service at buildout. Buffalo Ridge and Village Service While the near term plan extends existing services east to cover this area, future demand for travel between the Village at Avon and the rest of Avon will warrant providing additional hours to this area. This could come in the form of a new route or by adding buses to the existing red and blue routes to improve frequency and/or provide bi directional service. Gondola Express/Beaver Creek Shuttle The Gondola Express Route and the Beaver Creek Shuttle could be operated as one route to provide a single seat ride from many of Avon's lodging units to Beaver Creek Village. During the summer season the Gondola Express Route would be dropped and only the Beaver Creek Shuttle would be operated. Riverfront Gondola As demand grows, adding capacity to the Gondola will be an effective way to increase the person carrying capacity to the base of Beaver Creek and limit the need to add buses along Village Road to serve Beaver Creek Wildridge Route A preliminary evaluation of this route indicated that it would have sufficient resources to be combined (or interlined) with a new route serving Swift Gulch, Post Boulevard and East Beaver Creek Boulevard. Interlining these two routes would be a more efficient use of the Town's resources than providing a separate bus and driver for each route. However, the four wheel drive vehicle expected to be required to operate the Wildridge service may not be a practical vehicle to operate on another route. Demand for service to the Wildridge area is not expected to require additional service beyond what is planned in the near term. However, should demand for this service grow, additional service could be provided by increasing frequency of service to 30 minutes or providing additional peak period service as necessary to meet demand. As with all services, providing more service to an area should be evaluated to ensure that it can be implemented cost effectively. years i 'FELSBURG HOLT A ULLEVIO Page 3-38 ' I I 1 1 1 1 1 Town of Avon Comprehensive Transportation Plan Figure 3.16 Areas Served by Avon Transit at Buildout ,,years ' . MLSBURG UL LTLEVIG Page 3-39 Town of Avon Comprehensive Transportation Plan Fleet While the exact fleet size can't be identified without developing a long-term operating plan, the preliminary evaluation of services indicates that a fleet of between 14 and 17 vehicles would be needed to accommodate future demand for Town services. An additional 14% in spare vehicles are also needed resulting in a total of 15 to 19 vehicles at build -out. In addition, the fleet will require at least two vehicles suitable for paratransit or other specialized services — one in- service and one spare (e.g. cut-aways, commercial vans, etc.) Finally, non -revenue vehicles such as a maintenance truck and a supervisory vehicle should be included on the fleet roster. Budget In the long-term it is anticipated that an annual operating budget of between $3.2 and $5.1 million will be needed to provide service that accommodates planned development. These costs include maintenance of buses and facilities. These can dramatically change depending on fuel, inflation and changes in operating costs. Town contributions to the Gondola operation and operation of the Beaver Creek Shuttle are not included in these estimates. 3.2.4 Bus Stop Improvements Based on bi-directional service on most roadways, Figure 3.17 illustrates the location of bus stops that will be needed. For areas where service does not exist today these locations are approximate and final decisions will need to be made based on a traffic engineering review. As appropriate, Avon should work with ECO Transit, the school district, and Beaver Creek Resort to coordinate the location of bus stops. Details about when bus stops should be added and guidelines for their placement and design are included in Chapter 3, Bus Stop Guidelines. 3.2.5 Maintenance/Operations As discussed in the existing conditions section, the Town of Avon and Eagle County are planning to construct an expanded shared bus maintenance and operations facility to replace the current Swift Gulch facility. Based on the service planning options discussed here, the maintenance and operations facility should plan to accommodate indoor parking for to 21 full- size buses, two paratransit vehicles and about six auxiliary vehicles at buildout for Avon service. 3.2.6 Capital and Operating Costs Table 3.15 summarizes the growth in annual operating costs between 2009 and 2035. The operating cost for the near-term alternative is approximately $2.0 million annually in 2008 dollars. In the long-term it is anticipated that an annual budget of about $3.6 million will be needed to operate service that accommodates planned development. The addition of a regional rail hub and parking restrictions in the Town of Avon could increase transit demand substantially and require additional local service to be provided. Under that scenario the annual budget to operate services in the Town could reach somewhere around $5 million. These costs are based on $90 per hour and include maintenance of buses and facilities. Wil, years /FELSBURG HOLT & ULLEVIG Page 3-40 ' 1 1 1 1 1 1 1 1 1 t 1 1 Town of Avon Comprehensive Transportation Plan Figure 3.17 Suggested Stops A; years FELSBURG 14 HOLT & ULLEVIG LEGEND = Roads to be Served by Avon Transit o = Established Avon Stops o = Established Avon/ECO Stops o = Stops Needed = Transit Center or Major Stop pl = Future Trailhead swh own Rm N gm3wm NOi a Page 3-41 Town of Avon Comprehensive Transportation Plan Table 3.15 Operating Costs and Service Hour Estimate Year 2009 2010 2020 2035 (Buildout) Comments Assumes about half of projected Town Routes 13,100 11,600 12,130 14,500 service hour growth occurs in near-term Gondola Express 1,150 1,150 1,150 2,300 Assumes second bus added in future Village at Avon Wildridge 6,800 8,920 14,500 Assumes additional buses added in future 3,744 Assumes 60 hrs/wk in route Beaver Creek 4,528 Assumes Avon resumes Village operation of this route Total Service Hours 14,250 19,550 22,200 39,572 Estimated Bus Route Operations $1.4 m $1.8 m $2.0 m $3.6 m Does not include gondola Cost (@$90/ operations, capital costs service hour) In addition to the operating costs described above, the budget for Avon Transit will need to account for the growing fleet needs and replacement of the existing fleet. It is recommended that financing be provided for the fleet on an annualized basis. Table 3.16 identifies life -cycle costs for vehicles. The fleet costs will increases as transit services build. This table illustrates hybrid buses rather than clean diesel. While the initial cost of hybrid vehicles are higher, fuels costs are lower and the public has voiced support for hybrids and other environmental stewardship initiatives (e.g. 2008 Community Survey). Table 3.16 Fleet Costs Life -cycle Vehicle Costs Cost Each Life In Years Cost per Year Full-size Hybrid Bus $520,000 12 $74,000 Full-size Non Hybrid Bus $380,000 12 $54,100 Body-on-chassisNanterra Hybrid $200,000 7 $48,800 Four-wheel Drive Commercial Van $50,000 7 $12,200 Non -Revenue Vehicles $50,000 7 $12,200 1) Assumes 7% Interest, 10 year lease purchase 2) Assumed 7% Interest, 5 year lease purchase i �years FELSBURO HOLT & ULLEVIO Page 3-42 I Town of Avon Comprehensive Transportation Plan 1 In addition, two other major capital costs are for bus stop and signage and routine facility ' upgrades. The Bus Stop Guidelines and Standards identify stops as Simple, Enhanced Level 1 and Enhanced Level 2. While it is assumed that developers will build the initial stops, paying for pull-outs, shelters, and signage, there will be ongoing costs to upgrade and maintain the stops. ' It is recommended that funding be identified for stops on an annual basis (approximately $20,000 would be a reasonable level). 3.2.7 Funding Options 1 The primary sources of funding for transit services in Colorado are ones the Town presently uses. General fund dollars are used for local services and a sales tax is in place to fund ECO ' regional transit services. The Town accesses Federal Transit Administration (FTA) funds for the discretionary capital fund program, known as FTA section 5309. In addition, the Town has requested FTA 5311, ARRA and Senate Bill 1 funding for transit capital funds. ' Currently the Town funds $1.5 million out of the general fund. Additional ongoing funding will be needed for all future alternatives. Assuming local funds are needed to support operations plus 20% of capital costs, the long-term local funding responsibility would be between $3.4 and $5.3 million per year. Considerations in determining how to fund long-term transit operations are listed below. Different mechanisms are considered and may vary by route. Beaver Creek Resort CompanyNail Resorts Beaver Creek Resort Company (BCRC) has historically been responsible for funding ' transportation for its customers to Beaver Creek Village for skiing and night-time dining and entertainment. Ideally, BCRC would continue to fund this service and would do so year-round. If the town pays for this service, a sales tax increase may be an effective mechanism to assure that the amount of service benefitting BCRC visitors is paid for by those visitors. Development Impact Fees Much of the increase in transit service is for new development. Colorado allows development ' impact fees for the capital cost of transit services, but at present does not provide for development impact fees for operating costs. The Town may wish to support changes to Colorado's laws regulating development impact fees to expand them to cover operating costs as well as capital costs. California and other states have used this funding mechanism with good results for over twenty years. I 1 Sales Tax Increase A sales tax increase could be used to raise funding for future transit. Sales taxes are widely used statewide for funding transit services and are viewed as one of the best ways to provide transit funding for Avon. In resort areas such as Avon, a high proportion (about 2/3rds) is derived from guest spending. This places the responsibility for funding on visitors who use much of the transit services. A downside is that sales tax collections reflect the economy and in downturns can significantly impact the ability of a local agency to provide transit services. To mitigate this, an adequate reserve is needed to provide for stable service delivery. The Town has calculated that a sales tax of 0.75% (e.g. $0.75 on a $100 purchase) would be adequate to fund both transit and trails expansion. %�r years roFEISBURG HOLT A ULLBVIG Page 3-43 Town of Avon Comprehensive Transportation Plan Forming a Regional Transit District that includes the Beaver Creek Metropolitan District may be an option for establishing long-term transit funding. Lodging Tax The Town estimates that a small lodging tax applicable to lodges in both Avon and the BCMD could generate revenue to fund the Beaver Creek shuttle. However, the Town estimates that a lodging tax increase within only the Avon town limits would not be adequate to generate sufficient revenue unless it was considerably higher than other lodging taxes in Colorado. ��years IFEISBURG /HOLT & ULLEVIG Page 3-44 I 1 1 1 1 1 1 I Town of Avon Comprehensive Transportation Plan CHAPTER 4. SUMMARY AND RECOMMENDATIONS The Town of Avon has experienced rapid growth in recent years. Avon provides a focal point for housing, lodging and services that support year-round recreational opportunities throughout the area. Like many communities along the Interstate 70 mountain corridor, increasing travel demand in Avon has accompanied the growth in both residential and commercial development. Planned re -development of the Avon Town Center, along with anticipated new development in the Village at Avon, will also place increasing pressure on the Town's existing transportation system. Along with increasing traffic volumes, a growing demand for alternative transportation modes is expected. To help maintain the quality of life in this mountain community, this Comprehensive Transportation Plan provides an integrated approach to planning for future roadway improvements, transit service enhancements, and non -motorized facilities. The analyses documented in this report have been based on land use projections for the year 2035. Future travel demand forecasts and the associated impacts to the multi -modal system in Avon have been estimated. Existing and future deficiencies have been identified for roadways, bicycle/pedestrian facilities, and the transit system. Improvement alternatives for each mode have been developed to ensure adequate capacity, enhanced safety, and convenience of service for residents and visitors. The resultant recommendations are described as follows: Roadway System • Widen US 6 to four through -lanes. • Construct a single4ane roundabout at the Nottingham Road/Swift Gulch Road intersection. • Reduce the number of approach lanes on Beaver Creek Boulevard (East and West) at the roundabout at Avon Road. Figure 4.1 shows these improvements. Bicycle/Pedestrian Facilities • Continue to partner with ECO Trails on regional trail planning and construction in Avon. • Construct sidewalk along Beaver Creek Boulevard (East and West) to provide pedestrian continuity. • Construct sidewalk along the north side of US 6 between Post Boulevard and West Beaver Creek Boulevard. • Provide a trail connection from West Beaver Creek Boulevard to the southwest comer of Nottingham Park. • Construct improvements to the existing trail along Nottingham Road, including sidewalks, crosswalks, streetscape and lighting improvements, transit stops, and connections through the guardrail section. 5years INFELSBURG ro HOLT & ULLEVIG Page 4-1 © Refer to Table 4.1 for Improvement description and cost Figure 4.1 Recommended Roadway Improvements I 1 1 1 1 1 1 1 1 1 1 Town of Avon Comprehensive Transportation Plan • Construct bike lanes on Metcalf Road from Nottingham Road to Old Trail Road in Wildridge. • Construct a pedestrian bridge over 1-70 from the Buffalo Ridge apartments to the Village at Avon. • Provide a trail connection from the Nottingham Road bike path to Buck Creek Road/trail connector. • Install sidewalk along the north side of Chapel Place at the east side of Chapel Square. • Construct a grade separated crossing under US 6 on the east side of the Avon Road roundabout (at Beaver Creek) and construct a pedestrian bridge over the Eagle River in this vicinity. • Construct a grade separated pedestrian crossing of 1-70 near Metcalf Road. • Construct a grade separated crossing of Avon Road between the East and West Town Centers (at the Main Street alignment). • Construct a pedestrian crossing of the UPRR from Eagle Bend Drive to the Village at Avon. • Construct new trails and provide trail enhancements as defined in the recently adopted Town of Avon Recreational Trails Master Plan. Figure 4.2 graphically depicts these improvements. Transit • Implement the Near Term Transit Plan, including additional services and route enhancements. • Develop Long Term plans and implement increased service, routing, and fleet improvements. Figure 4.3 depicts the above improvements. The primary goal for transportation in Avon is to encourage the use of alternative modes and to de-emphasize the private automobile, with a focus on safety for non -motorized users. Based on this, the above improvements have been prioritized into Near Term, Intermediate, and Long Range categories, as listed in Table 4.1. The preliminary opinions of probable cost are also included in the table. years FELSBURO HOLT & ULLEVIO Page 4-3 © Refer to Table 4.1 for Improvement description and cost 1 1 1 1 1 1 1 t 1 1 1 as 1 Figure 4.2 ' Recommended Non -Motorized Improvements 1 I I I I I I 11 I I I I I I I I I 1 I © Refer to Table 4.1 for Improvement description and cost Figure 4.3 Recommended Transit Improvements Town of Avon Comprehensive Transportation PIan Table 4.1 Improvement Prioritization and Preliminary Cost Opinions Priority I Project Description I Cost (Millions) Near Tenn 1. Beaver Creek Boulevard Sidewalks $0.18 2. Beaver Creek Boulevard Lane Reductions/Streetscape $0.75 3. US 6 Sidewalks $1.20 4. Metcalf Road Bike Lanes $0.50 5. Nottingham Road Trail Improvements $0.50 6. Chapel Place Sidewalks $0.05 7. Near Term Transit Plan $2.0- 8. Support ECO Trails Plan " 9. Implement Recreational Trails Master Plan $0.77 Intermediate 10. Main Street Pedestrian Bridge over Avon Road $0.51 to $1.80 11. Pedestrian Connection- US 6 and Eagle River $1.50 12. 1-70 Pedestrian Grade Separation at Metcalf Road $0.97 to $2.20 13. Nottingham Road/Buck Creek Trail Connection $0.05 14. W. Beaver Creek Blvd/Nottingham Park Connection $0.05 Long Range 15. 1-70 Pedestrian Bridge, Buffalo Ridge to the Village $2.00 16. RR Pedestrian Crossing, Eagle Bend $1.40 to $2.20 17. Long Term Transit Plan $3.4 to $5.3' 18. Nottingham Road/Swift Gulch Road Roundabout $1.00 119. US 6 Four -Lane Widening $34.50 Annual Operating Cost Pursue potential ECO funding options and developer contributions 1% years FELSBUAG ll (HOLT 6 Page � ULLEVIG LSBURG DLT & LEVIG 25 years of engineering paths to transportation solutions I I1 IN Is i i i 1 u, 1 1INN i I:u A urn ie i i 1:x:tUti'a. yMttYyt1 u�.titOt ilUi�Kumuwp W aX:11%awe AOAILA 0�18JCCWttt::xya .. �