Loading...
PZC Packet 0815171 Agenda posted on Friday, August 11, 2017 at the following public places within the Town of Avon: -Avon Municipal Building, Avon Recreation Center, Avon Public Library, Town of Avon Website www.avon.org Please call 970-748-4023 for questions. If you require special accommodation please contact us in advance and we will assist you. You may call David McWilliams at 970-748-4023 or email cmcwilliams@avon.org with any special requests. Planning & Zoning Commission Public Hearing Agenda Tuesday, August 15, 2017 One Lake Street ** A quorum of Town Council may be in attendance for Site Tour and Public Hearing **Site Tour of Hahnewald Barn – 3:30pm – 4:15pm Property: Tract N, Block 3, Benchmark at Beaver Creek / 950 Millie’s Lane Summary: Meet on-site to review the Hahnewald Barn. Meet at the Upper Eagle Valley Sanitation District property and park near the barn. **Site Tour of Cabin – 4:30 pm – 4:45pm Property: Tract G, Block 2, Benchmark at Beaver Creek / One Lake Street Summary: Meet on-site to review the “Cabin on the Lake”. Meet in the rear parking area of Town Hall. -----------Reconvene at Avon Town Hall for Regular Meeting-------------- I. Call to Order – 5:00pm II. Roll Call III. Additions & Amendments to the Agenda IV. Conflicts of Interest V. Consent Agenda VI. **Comprehensive Plan for Town Properties & Multi-modal Transportation & Parking Plan - CONTINUED Files: CPA17001 & CPA17002 Legal Description: N/A Applicant: Town of Avon Summary: For review and consideration are two master planning documents: 1) Town of Avon Properties Development Strategies - dated July 26, 2017, and 2) Avon Multimodal Transportation and Parking Plan - dated July 6, 2017. VII. Alternative Equivalent Compliance – Landscaping Modifications File: AEC17004 Legal Description: Lot 9-14, Block 3, Benchmark at Beaver Creek Subdivision Applicant: Bill Nutkins Owner: Liftview Condominium HOA 2 Agenda posted on Friday, August 11, 2017 at the following public places within the Town of Avon: -Avon Municipal Building, Avon Recreation Center, Avon Public Library, Town of Avon Website www.avon.org Please call 970-748-4023 for questions. If you require special accommodation please contact us in advance and we will assist you. You may call David McWilliams at 970-748-4023 or email cmcwilliams@avon.org with any special requests. Summary: Proposal to remove “Significant” trees with-out current replacement plan, based on previously planted (unapproved) trees. VIII. Rezoning – East Avon Preserve Parcel File: REZ17003 Legal Description: Lot 1 & Lot 2,Section 8,Township 5 South,Range 82 West of the 6th Principal Meridian Applicant/Owner: Town of Avon Summary: Proposal to zone 6.5 acres with the Public Facility (PF) designation, and the remaining property with Parks (P) designation. Future development on the parcel is limited to road and trail construction bisecting the parcel, local housing, and community facilities. IX. Code Text Amendment for Landscape Section File: CTA17002 Applicant/Owner: Town of Avon Summary: Update to Chapter 7 and Chapter 8 focusing on 7.28.050, Landscaping, and 8.36.100 Abatement, for diseased tree removal. X. Approval of Meeting Minutes  August 1, 2017 Meeting XI. Approval of Record of Decision  MNR17021 – Minor Development Plan for Lot 7, Western Sage XII. Staff Approvals and Updates  MNR17033 – Minor Development Plan for 150 E. Beaver Creek Boulevard Summary: Approval to remove one crabapple tree at Avon Plaza and replace with xeriscape.  MNR17034 – Minor Development Plan Summary: Roof Modification for Longsun lane property.  MNR17035 – Minor Development Plan Summary: Color change to Base Camp stucco and siding.  Short Term Rental Application XIII. Adjourn Staff Report – Comprehensive Plans August 15, 2017 Planning & Zoning Commission Meeting Project File Case #CPA17001 & #CPA17002 Application Type Comprehensive Plans Document Titles Town of Avon Properties Development Strategies - dated July 26, 2017 Avon Multimodal Transportation and Parking Plan - dated July 6, 2017 Prepared By Matt Pielsticker, AICP, Planning Director INTRODUCTION For review and consideration are two master planning documents: 1) Town of Avon Properties Development Strategies - dated July 26, 2017, and 2) Avon Multimodal Transportation and Parking Plan - dated July 6, 2017. After presentations and conducting a public hearing, staff is recommending that the Planning and Zoning Commission formulate findings and a recommendation to the Avon Town Council. SITE TOUR A site tour of the Hahnewald Barn and the cabin by the lake are scheduled prior to the regular meeting. MEETING ORDER The meeting order for August 15, 2017 will be as follows: o Presentation of Town of Avon Properties Development Strategies by Design Workshop o Avon Historic Preservation Committee Presentation o Recreation Department Comments o Public Hearing o Planning and Zoning Commission Deliberation o Motion and vote on plans or continue to future meeting BACKGROUND This planning effort largely builds upon the town facility planning work from late 2015. At that time, the “Clauson Study” evaluated and eventually solidifed the concept to the move the Town Hall services and police/fire out of Nottingham Park (“Tract G”). Once the ballot for the fire district passed and the Town purchased the Sheraton Mountain Vista Office Building (aka “Skier Building”), the remaining parcels of land were earmarked for further study. The 2017-18 Town of Avon Strategic Plan includes the following directive: With consultant services, prepare master land use plans for Tract G, Lot 5, Swift Gulch, building on the Stan Clauson Associates, November 2015, initial plan. In the Tract G planning, evaluate expansion of the Recreation Center and a parking garage. Ensure increase access to the Eagle River and utilization of the river is included in the planning. Engage a citizen committee to serve as a stakeholder group for consideration of the relocation of the Hahnewald Barn, Blacksmith Shop and Cabin in the Town of Avon. The planning will be an inclusive process with the greatest civic engagement from the initial meetings through the Planning and Zoning Commission recommending action Council adoption hearings. August 15, 2017 PZC Meeting Comprehensive Plan Amendments – Town Properties and Multi-Modal Transportation & Parking Plan 1 PROCESS The consultant team was selected in late 2016, and work on the project began the first of the year. A multi-modal transportation element was identified as a priority due to the intrinsic link between land use and transportation. The desire to reach a diverse audience and further the Town’s goals related to multi- modal connectivity resulted in the formation of a committee, a series of focus group meetings, and a charrette during February 2017. Out of the charrette process a variety of development scenarios were produced for each Town property. The development scenarios were introduced to the public on April 5, 2017 with an open house. After the project was formally introduced to the public in April, several tactics were used to gain public input including: online surveys (summary attached), engagement at Town events including the May “Ride Avon First”, targeted outreach at summer lunch program at Aspens Village, and sandwich boards and materials in Nottingham Park, Avon Recreation Center, Avon Library, and Town Hall. A highly publicized public meeting was conducted on June 8, 2017, which included real time polling exercises for additional data collection. All of the public comments and polling information was taken into consideration before the development of a final draft land use plans and multi-modal transportation plan. The Planning and Zoning Commission will review the plans and conduct a public hearing on August 15, 2017 and either approve findings and formulate a recommendation or continue to a future meeting. A formal recommendation from PZC will be presented to Town Council who will take final action with an Ordinance after conducting additional public hearings. COMPREHENSIVE PLAN CRITERIA The review procedures for this application are governed by the Development Code. According to Section §7.16.030(e), Review Criteria, Development Code, the criteria below are to be used when evaluating Comprehensive Plans and Comprehensive Plan amendments. The review criteria are included here for reference and to aid in eventual formation of a recommendation to the Town Council. (1) The surrounding area is compatible with the land use proposed in the plan amendment or the proposed land use provides an essential public benefit and other locations are not feasible or practical; (2) Transportation services and infrastructure have adequate current capacity, or planned capacity, to serve potential traffic demands of the land use proposed in the plan amendment; (3) Public services and facilities have adequate current capacity, or planned capacity, to serve the land use proposed in the plan amendment; (4) The proposed land use in the plan amendment will result in a better location or form of development for the Town, even if the current plan designation is still considered appropriate; (5) Strict adherence to the current plan would result in a situation neither intended nor in keeping with other key elements and policies of the plan; (6) The proposed plan amendment will promote the purposes stated in this Development Code; and, AUGUST 1 - PZC PUBLIC HEARING AUGUST 15 - PZC PUBLIC HEARING & RECOMMENDATION COUNCIL PUBLIC HEARING: & FIRST READING OF ORDINANCE COUNCIL PUBLIC HEARING & 2nd READING OF ORDINANCE August 15, 2017 PZC Meeting Comprehensive Plan Amendments – Town Properties and Multi-Modal Transportation & Parking Plan 2 (7) The proposed plan amendment will promote the health, safety or welfare of the Avon Community and will be consistent with the general goals and policies of the Avon Comprehensive Plan. AVAILABLE ACTIONS 1) Conduct Public Hearing and finalize recommendations: o Motion and Vote on recommendation to Avon Town Council on File CPA#17001, Town of Avon Properties Development Strategies o Motion and Vote on recommendation to Avon Town Council on File CPA#17002, Avon Multimodal Transportation and Parking Plan 2) Conduct Public Hearing and continue to September 5, 2017 regular meeting. 3) Conduct Public Hearing and continue to a meeting not later than sixty-five (65) days from initial Public Hearing (or the October 3, 2017 meeting). EXHIBITS A. Town of Avon Properties Development Strategies - dated July 26, 2017 B. Avon Multimodal Transportation and Parking Plan - dated July 6, 2017 C. Online Survey Results Summary (04/28/17 – 06/26/17) D. Written Public Comments February-August E. Historic Preservation Reports on Hahnewald Barn & Cabin on the Lake August 15, 2017 PZC Meeting Comprehensive Plan Amendments – Town Properties and Multi-Modal Transportation & Parking Plan 3 TOWN OF AVON PROPERTIES DEVELOPMENT STRATEGIES DRAFT JULY 26, 2017 Exhibit A Exhibit A DOCUMENT OVERVIEW 1 DEVELOPMENT FRAMEWORK REVIEW 7 TRACT G 13 WILDRIDGE FIRE STATION 21 SWIFT GULCH PARCELS 25 PUBLIC WORKS SITE (LOT 5) 29 VILLAGE AT AVON: PARK SITE 35 VILLAGE AT AVON: SCHOOL SITE (LOT E) 39 WILDWOOD PROPERTIES 45 CONCLUSION 49 120 E. MAIN STREET ASPEN, COLORADO 81611 CONTENTS Exhibit A Exhibit A 1 DOCUMENT OVERVIEW This report is prepared for the Town of Avon regarding the development strategies of multiple town-owned properties. The sites range in scale, location, and opportunity. Properties included are: Tract G, Wildridge Fire Station, Swift Gulch, the Wildwood Properties (Tracts Q and N), and sites located at the Village at Avon including the “Park Site,” the “School Site” (Lot E), and the Public Works Site (Lot 5). Exhibit A 2 | Document Overview DOCUMENT OVERVIEW The Town of Avon Properties Development Strategies provides development guidance for seven sites including Tract G, Wildridge Fire Station, Swift Gulch, the Village at Avon’s “Park Site,” “School Site” (Lot E), Public Works Site (Lot 5), and the Wildwood Properties. Within this document, each site is assessed and planned individually through a rigorous process of understanding spatial relationships, market feasibility, constructability, regulatory systems, and public preferences. For each site, and as appropriate, the following sections introduce the properties, describe the development strategies, and evaluate the feasibility of the plan. SITE OVERVIEW This section will introduce the site. A base map graphic orients readers to the existing conditions and spatial relationships. In addition, information about the site acreage and zoning, current uses and existing site photos provides context for each town-owned property. DEVELOPMENT CONCEPT Within this section, the development concept is introduced. A simple, rendered site plan illustrates the development vision. PHASING The project phasing section describes the preferred order of implementation for the project when multiple programmatic and built elements are recommended. COST ESTIMATE The town-owned property’s development strategies has a cost estimate that correlates with the recommendations, as appropriate. This offers an opinion of cost as can be anticipated at this time. WILDRIDGE FIRE STATION VILLAGE AT AVON: PARK SITE WILDWOOD PROPERTIES VILLAGE AT AVON: SCHOOL SITE (LOT E) SWIFT GULCH PARCELS PUBLIC WORKS SITE (LOT 5)TRACT G METCALF RDW W ILDWOOD RD WILD W O O D R DWILDRIDGE RDWILDRIDGE RDExhibit A 3 U S HW Y 6 SW I F T G U L C H R D METCALFRDPAINTBR U SH NOTTINGHAMRD EBEAVERCREEKBLVD HURDLN E A G LEBENDDRCHIMINGBELLSWILDRIDGERDE MOU NTAI N S TAR RD W BEAVER CREEKBLVD PO ST BLV DWWILDWOODRD YODERAVEBUCKCREEKRDAVONRDRIVERFRONTLN WOODRUSH NOTTINGHAMRANCHRDSHOOTINGST A R BEAVER CREEK PT CHAPELPL MOUNTAIN S A G EO'NEALSPURFAWCETTRDMILLIESLN B E A V E R CREEKBLVDGOLDE NROD BLUEFLAXWILD R OS EPRIMR O SE WILDRIDGERDJUNE PT JAS MINE U S H W Y 6 OLDTRAILRDW ILDRID GE R D WLONGSUN LN BEARTRAPRDBEN C H M A R K R D BEN CHMARKRD F O X LN LONGSPURF L A TPTSU N R DSADDLERI D G E L O O P D R A W SPURNORTH PT C O Y O T E R ID GEBE A VE R C RE EK PLG R O UNDP L UMSTONEBRIDGEDRW OODVIOLET RABBITB R U SH LITTLE P T FERRET L N ROSECR O W N KEDSPURSHEPHERD RIDGE JUNE CREEK CHIMING BELLS PAINTBRUSH AVONRDU S HWY 6 LAKESTPLAZAWAYWILDRI D G E R D E WI L DRI DGE RDMETCALFRDWILDWOO D R D OL D T R A I L R D POSTBLVDVILLAGEEagle River Nottingham Lake Eagl e R i v e r Eagle River Town of Avon Zoning Districts Residential Duplex Residential Low Density Residential Medium Density Residential High Density Residential High Density Commercial (retired) Neighborhood Commercial Shopping Center (retired) Mixed Use Commercial Town Center Light Industrial and Commercial Public Facility Park Open Space, Landscaping and Drainage Planned Unit Development Short Term Rental Overlay Avon Town Boundary Roads Railroad I-70 Rivers and Lakes This map was produced by the Community Development Department. Use of this map should be for general purposes only. Town of Avon does not warrant the accuracy of the data contained herein. Phone - 970-748-4030 Fax - 970-949-5749 http://www.avon.org/communitydevelopment ¯0 1,000 2,000500 Feet TOWN OF AVON ZONING MAP WILDRIDGE FIRE STATION TRACT G PUBLIC WORKS SITE SCHOOL SITE PARK SITE SWIFT GULCH WILDWOOD PROPERTIES Exhibit A 4 | Document Overview PAGE INTENTIONALLY LEFT BLANK Exhibit A 5 TOWN-OWNED PROPERTIES LOCATION MAP Wildridge Fire Station Tract G Wildwood Properties Public Works Site School Site Swift Gulch Park Site I-70 6 Exhibit A Exhibit A 7 The following planning documents provide guidance for the development strategies for Town-owned properties. • Avon West Town Center District Investment Plan (2007) • Town of Avon Comprehensive Plan (2006, revised 2017) • Master Plan for Harry A. Nottingham Park (2008) • Recreation Center Expansion and Renovation for the 2014 Ballot (2014) • Planning Review and Update: Nottingham Park Master Plan, Swift Gulch Master Plan, Lot 5 Development Plan for the Town of Avon (2015) • Five Year Capital Improvements Plan (2017-2021) DEVELOPMENT FRAMEWORK REVIEW Exhibit A 8 | Development Framework Review Avon West Town Center District Investment Plan August 2007 AVON WEST TOWN CENTER DISTRICT INVESTMENT PLAN 2007 The purpose of the West Town Center Investment Plan is to encourage and facilitate revitalization. Through a consistent and visionary approach, the Town is equipped to avoid piecemeal and disconnected development within the West Town Center district. This plan includes a master plan, market study, design guidelines, and an implementation strategy with a financial analysis summary. The planning principles employed for the West Town Center from the Comprehensive Plan include: • Create a new Main Street in the existing pedestrian mall right-of-way. (Progress: improved the pedestrian mall) • Realign Benchmark Road (Lake Street) to improve circulation in the area and enhance the development feasibility of the vacant parcels. (Complete) • Link pedestrian, bicycle, and automobile circulation to and through Avon’s Town Center, Nottingham Park, Riverfront Village, and the Eagle River. • Develop a multi-modal transit center. (Complete) • Develop a parking structure associated with the expansion of Avon’s Recreation Center • Develop a mix of uses that provides a strong residential and lodging bed base supported by community and guest commercial uses. • Create inviting storefronts with retail, restaurant, and entertainment uses on ground levels and offices, lodging, and residential uses above. • Establish public plazas and other gathering spaces for community interaction and social events. (Complete) • Provide entertainment opportunities for residents and guests to enliven the area and promote extended retail hours. (In progress, amphitheater complete) • Use signage, streetscape design, landscaping, points of interest, and other wayfinding elements to help orient visitors to important destinations within the district and the larger Town Center. (In progress) • Use architectural detailing on ground level/first floor to enhance the pedestrian environment. • Site buildings of various sizes along the street edge to maximize sun exposure, protect views, and break up building bulk. • Develop a new transit center and private/public structured parking facilities that provide easy access to and through the district. The market study recommends concepts and goals for a mix of land uses. The retail and commercial within the West Town Center prioritizes a lifestyle-oriented approach. Recommended housing includes a combination of condominiums, hotel rooms and affordable housing units. TOWN OF AVON COMPREHENSIVE PLAN 2002, revised 2008, revised 2017 As stated by the Comprehensive Plan, the vision of Avon is: “…to provide a high quality of life, today and in the future, for a diversity of people and interests; and to promote their ability to live, work, visit, and recreate in the community.” Avon strives to: Enhance the Sense of Place and Character. Create a developed community made up of smaller residential neighborhoods and a thriving Town Center that collectively provide a unique sense of place and charm enjoyed by year-round residents and visitors alike. Be a thriving Center of Activity and Entertainment. Provide the Eagle Valley with unique shopping, dining, entertainment, and recreational opportunities. Foster Attainable Housing. Adopt and implement housing policies that address housing gaps and support the creation of new housing opportunities. A diverse year-round community is fundamental to Town’s character and economic viability. Provide an exceptional Transportation and Transit Network. Support a multi-modal transportation network that provides convenient, efficient, clean links throughout the Town, to Beaver Creek, and the entire region. Goals and policy objectives that provide a framework for the direction of the Development Strategies Plan include the following: Exhibit A 9 Town of Avon Comprehensive Plan February 2006 (Revised March 2008) LAND USE • Goal B.1: Provide a balance of land uses that offer a range of housing options, diverse commercial and employment opportunities, inviting guest accommodations, and high quality civic and recreational facilities that work in concert to strengthen Avon’s identity as both a year-round residential community and as a commercial, tourism and economic center. • Policy B.5.3: Review accessory residential uses in association with light industrial commercial development when compatible. COMMUNITY CHARACTER • Goal C.1: Ensure that development is compatible with existing and planned adjacent development and contributes to Avon’s community image and character. • Policy C.1.1: Regularly update and enhance the Avon land use regulations and District Master Plans for innovative design approaches and positive development outcomes. • Policy C.1.2: Ensure compatible architectural features between adjacent buildings. • Policy C.1.3: Design four sided architecture that maximizes solar exposure, protects views, and breaks up building bulk. • Policy C.1.4: Extend Town Center urban design principles to appropriate adjacent Districts. • Goal C.2: Create community gateways and streetscapes that reflect and strengthen Avon’s unique community character and image. • Policy C.2.1: Beautify the Town with landscaping and public art. • Goal C.3: Enhance existing cultural and heritage facilities, events, and programs that strengthen Avon’s community character and image. • Policy C.3.2: Support and promote cultural activities such as theater, concerts in the park, school activities, festivals and special events. • Policy C.3.3: Maintain the existing heritage of the community and reflect that heritage in new development. • Policy C.3.4: Encourage development of civic and recreational amenities that benefit all neighborhoods. • Goal D.1: Ensure that there is a positive environment for small businesses. • Policy D.1.3: Encourage small business incubators to support local entrepreneurs. • Goal D.2: Promote high quality Town investments. • Policy D.2.1: Prioritize the Capital Improvement Plan to support key public facilities and catalyze private sector projects. • Policy D.2.3: Encourage private investment in Avon through innovative investment tools and partnerships. • Policy D.2.4: Support relocation for businesses that offer quality jobs for local residents. • Goal D.3: Increase the number of visitors to Avon by enhancing the year-round mountain resort community. • Policy D.3.2: Capitalize on recreational and cultural assets and heritage. Facilitate the creation of new cultural and recreational attractions. • Policy D.3.9: Expand the schedule and variety of events throughout the year. HOUSING • Goal E.1: Achieve a diverse range of housing densities, styles, and types, including rental and for sale, to serve all segments of the population. • Policy E.2.5 Consider providing Town revenues in desirable housing projects. MULTI-MODAL TRANSPORTATION & PARKING • Goal F.1: Create an integrated multi-modal transportation system that minimizes dependence on automobile travel within the Town by making it easier and more inviting to use transit, walk, ride bicycles, and utilize other non-motorized vehicles. • Policy F.1.1: Develop a multi-modal transportation plan and encourage development proposals to use it in their plans. • Goal F.3: Encourage a “park once/shop many” environment. • Policy F.3.1: Implement a parking management plan. Consider eliminating minimum parking standards in strategic areas as a way to create and incentivize redevelopment. • Policy F.3.2: Design roads to disperse traffic in community centers. • Policy F.3.7: Ensure parking facilities are easily accessible by pedestrian connections and have minimal visual impacts. ENVIRONMENT • Goal G.4: Conserve environmental resources. • Policy G.4.2: Support regional and local recycling and compost facilities and programs. PARKS, RECREATION, TRAILS, & OPEN SPACE • Goal H.1: Provide an exceptional system of parks, trails, and recreational programs to serve the year-round needs of area residents and visitors. PUBLIC SERVICES, FACILITIES, UTILITIES, & GOVERNMENT • Goal I.1: Ensure cost effective provision and development of public facilities and services. • Policy I.1.3: Encourage neighborhood and community-based childcare, senior care, and healthcare facilities. District 3 Nottingham Park: This District includes a park, town hall, library, elementary school, and the recreation center, and functions as a community activity center. Good pedestrian circulation through the area exists, but needs enhancement to respond to key future developments in the Town Center District and the Riverfront District. Views from the park and the performance pavilion are also key components to the District. An extension of Town Center urban design principles can provide needed consistency between districts. PLANNING PRINCIPLES: • Implement use and design principles from the 2017 Tract G planning effort’s recommendations. • Maintain flexible space for temporary concession facilities and provide a western anchor to the Main Street Pedestrian Mall. • Enhance the multi-modal connections between the municipal center and the park. • Develop parking associated with the expanded uses of the area’s Civic Campus. • Ensure passive activity spaces are preserved within Nottingham Park. • Preserve view corridors to Beaver Creek and the Main Street Pedestrian Mall. Exhibit A 10 | Development Framework Review Fire and Police Public Works Town Hall Relocation Enhancements to kPark WorkforceWorkforce HousingHousing Planning Review & Update Nottingham Park Master Plan Swift Gulch Master Plan Lot 5 Development Plan for the Town of Avon 16 November 2015 TOWN OF AVON RECREATION CENTER EXPANSION AND RENOVATION REPORT FOR THE 2014 BALLOT: TOWN COUNCIL WORK SESSION AUGUST 12, 2014 SOURCES Town of Avon Comprehensive Plan, February 2006 Master Plan for Harry A. Nottingham Park, November 2008 Avon West Town Center District Investment Plan, August 2007 Town of Avon Comprehensive Transportation Plan, October 2009 JACOBS Engineering, 2014 -Recreation Center Expansion -Renovation of Existing Facility Prepared by: John Curutchet, Director of Parks and Recreation Susan Fairweather, Director of Economic Initiatives Virginia Egger, Town Manager JACOBS Engineering MASTER PLAN FOR HARRY A. NOTTINGHAM PARK AVON, COLORADO Prepared by: VAg, Inc. Architects and Planners and, Sherry Dorward Landscape Architect Prepared for: Town of Avon Community Development Department One Lake Street Avon, CO 81620 MASTER PLAN FOR HARRY A. NOTTINGHAM PARK 2008 This document is intended to provide direction for the future of Harry A. Nottingham Park over a five to 15 year time frame. The major trends and factors that highlighted a need for this master plan included changes in demographics and development patterns, increase in number of year- round residents, aging facilities, and introducing additional programming in under-utilized parts of the park. The strategic objectives updated for this park plan include: • Enhance and preserve the openness of the park; • Celebrate the lake as the centerpiece of the park; • Create more prominent gateways into the park; • Treat the park as a focal point for community activity and congregation; • Improve the passive open spaces in the park; and • Enhance the opportunities to appreciate the spectacular views. Ideas that are supported in this master plan effort include maintaining passive uses and not over- programming the park space (supporting trails, ice skating, volleyball and sledding), improving existing park facilities and amenities (playground, picnic facilities, and restrooms), and enabling more programming to support events within the park (amphitheater). RECREATION CENTER EXPANSION AND RENOVATION FOR THE 2014 BALLOT 2014 The purpose of this report was to summarize the Town Council’s work sessions, communicate key findings from the community survey, and compile estimated costs for the expansion, renovation, and parking. In addition, operation and maintenance costs as well as revenue projections provide another layer of forward-thinking data. The final goal of this report was for Town Council to have enough research and information to secure a place on the November 2014 ballot for this issue. The proposed Recreation Center expansion included an expansion of 32,725 square feet to house an indoor sports areas and a multi-use community center to include additional space for activities such as basketball, yoga and fitness classes, increased area for cardio/weights and space for special events (birthday parties, film or writer’s festivals). In addition, the study included an ice rink/activity center. The plan included an allocation of parking broken out into 84 spaces in the south lot, 87 spaces on Lake Street and 38 spaces on Benchmark Road, South of the Seasons Building. This report has informed the future expansion potential of the Recreation Center indicated in this Development Strategies report. PLANNING REVIEW AND UPDATE: NOTTINGHAM PARK MASTER PLAN, SWIFT GULCH MASTER PLAN, LOT 5 DEVELOPMENT PLAN FOR THE TOWN OF AVON 2015 This planning effort focused on developing master plan studies for three of the town-owned properties- Tract G, Swift Gulch and Lot 5. The process started with reviewing past plans, a public outreach and Town Council review, and preparation of the parcel plans. Concepts and options evaluated for each site are included in this report. The over-arching intent was to study the feasibility and community support for moving, renovating or rebuilding Town Hall. The plan led to the decision to purchase the Sheraton Mountain Vista Office Building for Town Hall services to be relocated to in 2018. The plan also resulted in a decision to relocate public works services to Lot 5. Exhibit A 11 FIVE YEAR CAPITAL IMPROVEMENTS PLAN 2017-2021 2017 The 2017 Adopted Budget, 2018 Proposed Budget, and the Five Year Capital Improvements Plan 2017-2021 outlines and prioritizes the town’s upcoming expenditures for services, resources, and improvement projects. The CIP will be supported in future updates with the planning process underway with the development strategies. The plan document includes a summary of the 2017-2018 Strategic Plan. SUPPORT A STRONG COMMUNITY, BUILDING ON STRENGTHS AS A YEAR-ROUND MOUNTAIN RESORT COMMUNITY The Town will continue to value and support our community through a strong and diverse economy, attentive to business retention and proactively partnering with the private sector to expand Avon’s retail and commercial base. The Town’s commitment to planning for future growth; openness to new community development trends; and, recognition of private property interests and the costs of doing business with the Town, sets forth a dynamic relationship for the successful construction of the built environment and business growth. Current challenges include: A shortage of affordable local housing for workers and seniors - few housing ownership opportunities - changing demographics of the ski industry and increased competition. This priority includes action items to invest in multi-modal improvements, work towards local housing attainability goals, and prepare this development strategies study. PRESERVE & ENHANCE THE NATURAL ENVIRONMENT Maintaining a strong foundation for the stewardship of Avon’s natural resources is a top commitment by the Town. Avon will promote sustainability through the funding of programs and projects to protect the Town’s and the regions clean waters and clean air. Priorities include supporting the Climate Action Plan for the Eagle County Community, amending the town’s landscape code for vegetation replacement, water use reduction, promote healthy tree canopy/town forest, and reduce waste. DEVELOP INCLUSIVE & DIVERSE ECONOMIC, EDUCATIONAL & CULTURAL OPPORTUNITIES The importance of vibrancy and activity within the Town will be supported by partnering with existing special events and attracting an array of new and diverse cultural, educational and recreational events to Avon, which meet the Town’s brand and are in concert with the values of our community and serve to nurture a cohesive sense of place and public. Current challenges include: Identifying and nurturing a diverse and sustainable year-round schedule of cultural events - summer revenue, when measured by sales tax, lags winter receipts. This priority includes pursuit of a new playground at Harry A. Nottingham Park, continued programming of community events at the Pavilion and Pedestrian Mall, implementation of the Avon Recreational Trails Plan, pursuit of a Colorado Creative Arts District designation, and more to further improve the artistic and cultural aspects of the Town. PROVIDE A RESPONSIVE, CUTTING-EDGE & EFFECTIVE GOVERNMENT Ensure that Town government is managed and operated as a “competitive” business and in a manner which is client-focused and solution-oriented, meeting the highest standards of fiduciary responsibility, implementing best practices, and using Town resources effectively and efficiently in each department. Ensure the Avon Police Department is fully invested and highly successful as a community policing agency for the Town. Provide for the development of capital projects, which support the community-resort economy, and promote the Town brand through a five-year capital investment plan, utilizing appropriate funding mechanisms such as pay-as-you go, new mill levy and/or current tax receipt long- term debt. Support a work culture that is flexible, innovative and resilient to change. Priorities include completion of the new Town Hall, promote the Town of Avon, develop a dog park, improve pedestrian lighting in Nottingham Park, plan and budget for Lot 5, and more. Exhibit A Exhibit A 13 TRACT G Exhibit A 14 | Tract G OVERVIEW CURRENT USES - FACILITY AREA The existing facilities within Tract G includes the Avon Recreation Center, the Avon Library, Town Hall/ Police Station, Fire Station, and Pedestrian Mall. The Town Hall, police station, and adjacent fire station will be relocated in 2017 and 2018. Town Hall will move to the previous Sheraton Mountain Vista Office Building, while the police and fire stations will co-locate in the Town’s new Joint Public Safety Facility. This provides an opportunity to create other uses in this critical core parcel. CURRENT USES - HARRY A. NOTTINGHAM PARK The park is valued by the community for its open green space. The amenities within the park currently include: • Open space • Nottingham Lake for fishing, swimming, and stand-up paddle boarding • Two athletic fields • Children’s playground • Beach and swim area • Picnic tables • Barbecue grills • Recreational paths • A 9-hole disk golf course • Three tennis courts on the west end of the park • Two basketball courts on the west end of the park • Four pickleball courts • Softball field on the west end of the park • Two sand volleyball courts • Renovated restroom facility • Performance pavilion that includes a 25’x 45’ stage, a large deck over the lake, and a green room available for rental SITE DESCRIPTION Tract G represents the civic core of the Town of Avon. The topography at the site is mostly level with no natural steep slope areas. Great views towards Beaver Creek Resort are found throughout the park site. Nottingham Lake allows recreational access and a beach area. Nearby, at the Avon Waste Water Treatment Plant, the historic Hahnewald Barn is slated to be demolished by the fall of 2018. The Hahnewald Barn was fully evaluated during the planning process, including various opportunities for relocating the structure onto town-owned properties. The full relocation of this structure was not incorporated into this plan, as the scale of the barn is too long for the footprint of the site and would block views to the south. The width of the structure is narrow (30’x125’), limiting future programming potential. This plan does, however, recommend that the materials of the structure be stockpiled and reused in new structures within the park as possible. Similarly, the old cabin that exists behind the old Town Hall site has been evaluated and is in poor condition. It is planned for removal due to the condition of the structure. CURRENT ZONING: facility and park AREA OF FACILITY: 4 6.88 acres U S HW Y 6 S W I F T G U L C H R D NOTTINGHAMRD W BEAVER CREEK BLVD BUCKCREEKRDAVONRDRIVERFRONTLN CHAPELPL MILLIESLN B E A V E R C REEKBLVDBEN C H M A R K R D BEN CHMARK R DSUNRD BEAVER CREEKPLAVONRDLAKESTPLAZAWAYEagle River Nottingham Lake Eagle R i v e r Eagle River TRACT G ZONING Avon Performance Pavilion Park area Public facility area Existing Town Hall Exhibit A 15 EXISTING CONDITIONS 0’N 100’ 200’400’ I-70 NOTTINGHAM LAKE EAGLE R I V E R TRAILS AND SIDEW A L K S BASKETBALL COURTS BASEBALL DIAMOND PLAYING FIELD ELEMENTARY SCHOOL LIBRARY RECREATION CENTER SHERATON HOTEL NEW TOWN HALL (2018) AVON PERFORMANCE PAVILION RAIL R O A D RIGH T - O F - W A Y POST OFFICE COMFORT INN AVON CENTER BASKETBALL COURT BEACH SAND VOLLEYBALL COURT SOCCER FIELD TOWN HALL PUBLIC WORKS TENNIS COURTS FIRE STATION Exhibit A 16 | Tract G DEVELOPMENT CONCEPT The Tract G site can accommodate a variety of community land uses. All concepts include the provision of parking CIVIC FACILITIES Avon has a vision to become one of Colorado’s Creative Districts, and the Tract G lot provides a great opportunity to support this mission. A certified Creative District, through Colorado Creative Industries, focuses in on a geographic area to attract artists and creative entrepreneurs, to infuse an energy that is attractive to both residents and visitors, while also supporting the social capital of the community through new economic activity. Within Tract G, there’s the potential to host an Art and Culinary Collective within the old fire station or a newly constructed building in the future. This space would host any combination of art space, studio space, gallery, artist-in-residence programs, artist living accommodations, commercial RECREATION CENTER EXPANSION Recreation Center Expansion A proposal brought forward in 2014 studied the feasibility for expansion to the Recreation Center and is supported here. The proposed 32,725 square feet addition includes indoor sports areas and a multi- use community space for activities such as basketball, yoga and fitness classes, increased room for cardio/weights, and a facility for special events (birthday parties, film or writer’s festivals).The planned expansion also includes a first floor parking garage to accommodate recreation center users. Splash Pad The recreation expansion plan also includes the concept of a splash pad or water play facility. This is located in the front of the recreation center, activating the space between the recreation center and the park, while consolidating management and operations/maintenance of the facility. During off-seasons, the space can function as a plaza. Another concept that has been considered, but which requires additional study with the design of the recreation center expansion, is the inclusion of a regulation-size swimming pool with an indoor/outdoor relationship achieved with rolling doors. Covered Ice Rink/Multi-Use Facility The plan also brought forth the idea of a year round activity center/ice rink. The Tract G proposed plan includes a covered shelter that would function as an ice rink in the winter and would accommodate flexible uses in the warmer months, such as covered pickleball (up to 9 courts), festival space, and more. The structure should be designed in such a way that restrooms and overflow “green room” or musician hospitality activities from the Performance Pavilion could be accommodated. In addition, power would be provided in the adjacent parking area for staging and performer bus hook-ups. HARRY A. NOTTINGHAM PARK Beginning with the existing park environment, Harry A. Nottingham Park will maintain much of its current use patterns, such as passive recreational trails, lake access, playground, beach, field/court facilities, disc golf, and more. However, future improvements include park upgrades like improved landscaping, additional restrooms, and more surface parking. It is important in the future to activate and attract residents from the southwest corner of the park. A FIFA-Size regulation soccer field can be accommodated on the park’s southwest edge, as well as a beginner/ kids’ pump track. It would provide an opportunity to attract more soccer events to Avon, while serving as a functioning multi-use field available for other field sports. Old Town Hall/Police Station and the Public Works buildings should be demolished once vacated to provide for new uses. Interim uses can be accommodated on the site, including parking or expanded lawn space. The newer addition of the current engineering wing of Town Hall can support the performance pavilion as an interim use until a new structure is built. A small storage space will be required for park maintenance storage. The reclaimed site will host a covered ice rink/multi-use facility and an interactive plaza space, called the “Game Plaza.” This space would bring activities to promote community gathering, such as table tennis, bocce, a fire pit, tables/seating, etc. The plaza and nearby promenade through the park can accommodate festival tents and vendors. New restrooms will also be important in this area to serve the ice rink facility, the performance pavilion, and park users. kitchen, community classrooms, event spaces, and/or non-profit office space. In the interim, the fire station could be used for employee dormitory housing The next steps include continued public outreach to determine the demand for artist space, and to finalize future programming. LIBRARY EXPANSION Discussions with the Library Board included a desire for future expansion. Planning for future expansion has been identified south of the existing structure. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 LEGEND Existing Basketball/Tennis Courts FIFA-Size Soccer Field Beginner Pump Track Shade Shelters Disc Golf Beach/Sand Volleyball Restroom Playground Performance Pavilion Covered Ice Rink/Multi-Use Facility Game Plaza Park Landscape Improvements Recreation Center Expansion Splash Pad Plaza Art and Culinary Collective Library Expansion New Surface Parking Art/Culinary Collective Public Open Space / Soft Programming Exhibit A 17 PROPOSED CONCEPT PLAN 76 Spa c e s 54 S p a c e s EAGLE RIVER 70 S p a c e s35 Spaces25 Spaces14 Sp ac e s 14 Spaces37 Spaces 50 Ground Level Spaces Propo s e d Hi g h A m e nit y Bicycl e/ P e d e stri a n F a cilit y 22 Spaces On-St r e e t P a r k i n g I-70 NOTTINGHAM LAKE 21 6 4 13 15 18 16 10 14 11 3 7 6 17 17 12 12 5 8 9 Exhibit A 18 | Tract G PHASING AND FUNDING PHASE 1 Town Hall and Police Station In 2018, the existing Town Hall at Tract G will be relocated to the Mountain Vista Office Building, also known as the Skier Building. The old Town Hall should be demolished upon being vacated. Also in 2017, the existing police station will be co-located with the Eagle River Fire Protection District facilities at a new Joint Public Safety Facility. Beach Restrooms A concrete pad located near the Harry A. Nottingham Park beach will serve as a stable landing area for temporary restroom facilities. In future phases, this concrete surface will be enhanced with permanent facilities. High-Voltage Hook Ups and Performer Coach Parking To accommodate visiting performers, high-voltage hook ups and coach parking will provide adequate greenroom space for artists travelling with large coaches. Additional Parking Additional surface parking of 66 spaces to be added along West Benchmark Road. Landscape Enhancements Park landscape enhancements are intended to improve the qualities of the existing park through more defined planting, user amenities and art. PHASE 2 Recreation Center Expansion and Splash Pad The Avon Recreation Center Expansion will include an additional 32,725 square feet of indoor recreation space including multi-purpose rooms for classes, a free weights area, an indoor/outdoor pool, and an outdoor seasonal splash pad. Ice Rink and Game Plaza An open air pavilion and ice rink will provide more cover for ice skaters and more versatility for events year round. Pickleball can be accommodated in this structure as demand requires. A Game Plaza planned in concert with the ice rink will create further opportunities to use the south edge of the park. Art and Culinary Collective The indoor spaces of the building should offer a combination of large studio spaces that can accommodate classes as well as small studio spaces for independent production. The outdoor space provides an adequate and exciting co-location for the “Free Lunch Program” that serves Avon residents each month, and can also function as a food truck court or other use during events. FIFA-Size Soccer Field The creation of a FIFA-sized soccer field on the west side of Nottingham Lake. FUNDING In order to create the most effective and efficient outcome, the “recreation facilities” should be packaged together for a public vote to approve either General Obligation Bonds or Revenue Bonds. Once approved, the issuance of the bond money may occur staged over a period of time. This would allow items like the covered ice sheet to get built in advance of the recreation center expansion. Recreation Center Cost Opinion Recreation Center Expansion $7,700,000 Splash Pad $770,000 Parking $1,290,000 Subtotal $9,760,000 Art and Culinary Collective Art and Culinary Collective ($300/SF)$2,146,500-$4,293,000 Plaza - Food Truck $525,000 Parking - Benchmark Road $250,000 Subtotal $2,921,500- $5,068,000 Park Entry plaza $218,500 Outdoor Ice Rink $290,000 Ice Rink Pavilion Structure $3,000,000 FIFA-Size Soccer Field $350,000 Beach Restroom (temporary port-o-let enclosure)$30,000 Beach Restroom (permanent facility, excludes utilities)$350,000 Game Plaza $1,215,000 Landscape Enhancements $350,000 Subtotal $5,803,500 TOTAL $18,485,000- $20,631,500 Estimate does not include utilities Exhibit A 19 PARKING TRAIL HEIRARCHY PARKING The old Town Hall will incur a net loss of parking spaces with the reuse of the site, however, the current use of the site will also relocate. Adding parking to West Benchmark Road between Lake Street and Avon Station, will add 70 new parking spaces to the West Town Center Core. Over time, it is proposed to relocate the parking that exists between the Recreation Center and the old Fire Station in order to strengthen the pedestrian connection, vitality, form and place-making of the mall and its connection to Harry A. Nottingham Park. Parking should be relocated incrementally during adjacent development activities. The Recreation Center expansion will occur in the location of the existing parking lot. Expansion studies include first floor structured parking, which remains necessary to accommodate guest parking. Harry A. Nottingham Park will continue to be served by surrounding district parking. The existing lot of 19 spaces to the north of the park has been supplemented with on-street parking during the summer season of 2017. In addition, 72 spaces are available at Avon Elementary School on weekends and non-peak school times. Special event parking will require continued coordination with individual private property owners through shuttling from locations such as Traer Creek Plaza, to allowing parking during non-business hours at establishments like US Bank, First Bank, Beaver Creek Bear Lots (overflow), and more. TRAILS The main walking circuit around the lake is well loved and used. User input during this planning process indicated excitement over the existing trail resources and a desire to maintain and improve the recreational opportunities afforded with trail connections in this part of town. This connection should be enhanced in the future, considering user experience, heightened landscape planting, and user amenities such as benches, shade shelters, lighting, signage, art, and recreational opportunities. Within the park, efforts to standardize and highlight through signage and/or markings the distance traveled should be made with 1/4 mile increments. The Pedestrian Mall, as well as the Park Promenade also serve to enhance the user experience of moving through the Tract G site. The main pedestrian routes should be wide in order to accommodate multiple users, with a suggested ten foot minimum loop trail and a ten foot or greater promenade trail to accommodate events and vendors. Local connections are called out as secondary trails and are vital in moving residents through Avon. The trails must be scaled appropriate to the user groups. Shared bicycle and pedestrian paved paths should be a minimum of ten feet in width, while pedestrian-only secondary paths can be reduced to between four and six feet as appropriate to the context of the trail or pathway. The Eagle Valley Trail lies to the south of the Tract G parcel, and future efforts should be made to strengthen to connection from Tract G to the regional trail. Parking Summary Existing Proposed Net Change Town Hall (old)85 54 (31) Lake Street 38 49 +11 Recreation Center 80 50 (30) Michaela Way/Recreation Center 0 14 +14 Fire Station/Front of Recreation Center 43 0 (43) W. Beaver Creek 30 30 0 Library 25 25 0 New Town Hall 37 37 0 W. Benchmark Road 14 84 +70 Total Net Change (9) Parking Demand Parking Rate/KSF Non-Auto Mode Parking Demand Recreation Center Expansion 32.7 KSF 3.2 10%94 Ice Rink 24.6 KSF 0.58 10%13 Total Net Change 107 LAK E L O O P T R A I L PED E S T R I A N M A L L PRO M E N A D E LEGEND Primary Trail Network Secondary Trail Network Future Connection Exhibit A Exhibit A 21 WILDRIDGE FIRE STATION Exhibit A 22 | Wildridge Fire Station OVERVIEW CURRENT USES The Wildridge Fire Station parcel currently accommodates first-responder housing units, a fire station and a small community pocket park. The existing structure is 3,865 square feet and includes two floors and a loft. The Town of Avon and the Eagle River Fire Protection District are creating a Joint Public Safety Facility on the location known as the Buck Creek parcel. As a result, the Wildridge Ridge Fire Station will be vacated by December 2017. The building is owned by the Town of Avon. An adjacent pocket park is designed for 5 to 12 year-old children. It includes a play area, swings, basketball court, picnic area, restrooms and limited parking. The neighbors report that they frequently use the park. SITE DESCRIPTION The Wildridge Fire Station is a relatively small parcel, accessed by winding roads along the steep slopes of the Wildridge neighborhood. Wildridge neighborhood does not permit on- street parking, nor does it offer sidewalks. Thus, pedestrians must utilize the streets and roads to access the small pocket park at this site. The streets are generally not busy and only accessed by residents. DEVELOPMENT CONCEPT EMPLOYEE HOUSING The future use of the Wildridge Fire Station should be to renovate the interior for additional employee housing units, and maintain the existing pocket park. Approximately 1,660 square feet of ground level space would be renovated into employee housing at $300- $350/square feet. The exterior of the structure will also require renovations. Funding for the conversion of the fire station to employee housing could come from Revenue Bonds supported by rents with funding from the Town’s Affordable Housing Fund or Capital Projects Fund as may be needed. WILDRIDGE FIRE STATION ZONING Existing Wildridge Fire Station Planned Unit Development Existing Wildridge Pocket Park WWILDWOODRD BEAVER CREEK PT WILDRIDGERDOLDTRAIL RDBEARTRAPRDF O X LN LONGSPURSADDLERI DG E L O O P D R A W SPURWI LDRI DGE RDMETCALFRDWILDWO O D R D O L D T R A I L R D Eagle River Nottingham Lake Eagl e R i v e r Eagle River CURRENT ZONING: planned unit development AREA OF PARCEL: 0 .62 acres Photos: Town of Avon to Vail Daily, Mar. 10, 2017 Wildridge Program Cost Opinion Renovate existing building for employee housing units ($300-$350/SF) $498,000-$581,000 Total $498,000-$581,000 Estimate does not include utilities Exhibit A 23815081408130812081108160810080908170818080808 1 9 0 8070820080608050804080308020801 081608140 8150 81308170 8 17 0 WILDRIDGE RDOLD TRAI L R D SADDLE RIDGE LOOPWILDRIDGE RD0’N 25’ 50’100’TRAILS AND SIDEWALKSEXISTING CONDITIONS Exhibit A 24 | Wildridge Fire Station Exhibit A 25 SWIFT GULCH PARCELS Exhibit A 26 | Swift Gulch Parcels OVERVIEW CURRENT USES In addition to the Transit Barn, the site currently contains a modular building which is in fair condition, and that is currently leased to the Upper Eagle River Sanitation District. SITE DESCRIPTION The Swift Gulch parcels are located above the bus barn in a protected box canyon surrounded by open space, with generous separation from the I-70 corridor. Much of the east and western portions of the site are steep. The topography leaves only the central areas of the site as viable future building locations. DEVELOPMENT CONCEPT TRANSIT OPERATIONS The Swift Gulch site should be retained and used for the long-term needs of the Town of Avon and regional transit operations and storage, and/or the Public Works Department and Building Division for facility needs. The specific development program will be determined in the future by multiple agencies.SWIFT GULCH ZONING Public Facility Existing facility at Swift Gulch parcels CURRENT ZONING: public facility AREA OF PARCEL: 25.32 acres / 4 acres additional developable S W I F T G U L C H R D HURDLN BUCKCREEKRD AVONRDCHAPELPL B E A V E R C REEKBLVD BE N CHMARK R DSUNRD BEAVER CREEKPLAVONRDPLAZAW AYEagle River Nottingham Lake Eagle R i v e r Eagle River Exhibit A 27767076607680 7650 764 0 7630 7620 7 6 1 0 7600 75 9 0 7 5 8 0 75 7 0 75 6 0 7550 754 0 753 0 752 0 75 1 0 7690770077 1 077207730 7 5 0 0 774074 9 0 78107 8 20783074 8 0 784078507750 78607870 78807 760 78907900 7 7 7 0 7910 79207 7 8 0 7 9 30 7790 78 0 0 794079507 4 70796079707980799080008 01080208 0 3 0 8 0 4 080 5 0 7890 7 7 0 0 77907 9 5 0 7940 7880 77 6 07780801076 8076407930 7550 7720 7790778079 90 77507 81 0 7900 79807770 7860 7500 7 4 9 0 77607910 77407950 77707 740 79607 8 2 0 78 3 0 7 8 7 0 7690 7 7 1 0 77707 9 4 0 7 8 4 0 7850 79 2 0 7750776078007730 7970SW I F T G U L C H R D BEAVER CREEK PL BEA V E R C R E E K B L V D E B E A V E R C R E E K B L VD C H A P E L P LBENCHMARK RD0’N 100’ 200’400’ I-70 T R A I L S A N D S I D E W A L K S AREA UNDER CONSIDERATION (APPROX 4 AC) EXISTING CONDITIONS Exhibit A Exhibit A 29 PUBLIC WORKS SITE (LOT 5) Exhibit A 30 | Public Works Site OVERVIEW CURRENT USES The Public Works site (Lot 5) currently serves as a location for snow storage and material/ equipment storage for public works. SITE DESCRIPTION The Public Works site parcel is tucked on the east side of Avon, adjacent to the Home Depot store. This wedge-shaped parcel is bordered by the railroad tracks and the Eagle River to the south, a steep embankment to I-70 to the northeast, and the shopping center to the west. DEVELOPMENT CONCEPT PUBLIC WORKS The Public Works site will be developed into a future consolidated Public Works facility. The Town has identified a need for facilities including a covered garage, enclosed storage, parks storage, heated garage, and multi-use buildings that will house public works offices on the first floor and three employee housing units on the second floor. The offices for public works, with employee housing on the upper floor will use approximately one-third of the site, while snow storage, recycling, garage and a vehicle/equipment storage yard will use the remainder of the parcel. CURRENT ZONING: planned unit development - public facility AREA OF PARCEL: 4 .03 acres PUBLIC WORKS SITE ZONING Public Facility P O S T B L V D YODERAVE NOTTINGHAM RANCH RDFAWCETTRD U S HWY 6 POSTBLVDEagle River Nottingham Lake Eagle R i v e r Eagle River Photo curtesy of Aubree Dallas, the Aspen Times, August 24, 2014. Exhibit A 31 0’N 50’ 100’200’ I-70 FRES H W A T E R E M E R G E N T W E T L A N D (DATA F R O M U S F I S H A N D W I L D L I F E ) FRESHWATER POND (DATA FROM US FISH AND WILDLIFE) EAGLE RIV E R TRAIL S A N D S I D E W A L K S EXISTING CONDITIONS Exhibit A 32 | Public Works Site 1 2 3 LEGEND Covered Garage Cinder, ice slicer storage front end loaders Enclosed Storage Traffic control devices, culvert, power washer tools Equipment Wash Pad Parks Storage Equipment and Materials Recycling Drop-off Snow Storage Heated Garage Plows, street sweepers Multi-Use Building Administration offices, and employee housing above 4 5 6 7 8 PHASING AND FUNDING PHASE 1 Recycling Drop-Off Station The community recycling station that is currently located across the railroad tracks can be co-located with these other public works facilities. PHASE 2 Covered Garage This facility will be large enough for items like cinder, ice slicers, and front-end loaders. Enclosed Storage This element will house traffic control devices, culverts, and power washer tools. Heated Garage The heated garage will accommodate a variety of equipment maintenance activities within the comfort of a climate-controlled facility. Parks Storage A storage area for the Parks Department can accommodate equipment and materials. PHASE 3 Multi-Use Building This facility will house the public works offices on the first floor and three employee housing units on the second floor. The building is estimated to be approximately 5,200 square feet. FUNDING Phase 1 anticipates a partnership with Eagle County for the physical facility construction of the recycling station. Phases 2 and 3 will require the Town to follow a design, pricing, and contractor bid process and to establish a reserve fund in the Capital Projects Fund in order to fund the project as pay-as-you-go with long-term debt. PLAN ON FACING PAGE ADAPTED FROM “PLANNING REVIEW AND UPDATE NOTTINGHAM PARK MASTER PLAN, SWIFT GULCH MASTER PLAN, LOT 5 DEVELOPMENT PLAN FOR THE TOWN OF AVON,” NOVEMBER 16, 2015, STAN CLAUSON ASSOCIATES INC. Exhibit A 33 0’N 40’ 80’160’ PROPOSED CONCEPT PLAN Home Depot Bike Path Eagle River Presbyterian Church I- 7 0 W B I- 7 0 E B Parking 1 2 3 4 5 6 7 8 Exhibit A Exhibit A 35 VILLAGE AT AVON: PARK SITE Exhibit A 36 | Village at Avon Park Site OVERVIEW CURRENT USES The Village at Avon PUD includes a parcel dedicated to the Town of Avon for a park. While it is currently vacant, it will one day be surrounded by residential units. The park will serve as an important amenity for the east side of town. SITE DESCRIPTION The Park Site parcel can be graded specific to future uses. A steep embankment to the north of the site vertically separates the parcel from the noise and visibility of the I-70 corridor. DEVELOPMENT CONCEPT NEIGHBORHOOD PARK The park will include mostly passive uses such as walking and lawn activities. PHASING The park should be constructed after at least one of the adjacent parcels is developed. This is a neighborhood park that will serve the new neighborhood in the future. FUNDING Funding to build the park would most likely come from future Capital Projects Fund, after residential development occurs on at least one adjacent site. PARK SITE ZONING Community Facility CURRENT ZONING: planned unit development - community facilities AREA OF PARCEL: 4 .1 acres SWIFT GULCH RD EBEAVERCREEKBLVD HURDLN E A GL E BENDDR YODERAVE CHAPELPL FAWCETTRDB E A V E R C REEKBLVD U S H W Y 6 BEN CHMARK R D BEAVER C REEKPLSTONEBRIDGEDRPLAZAWAYPOSTBLVD31 4 2 5 10 13 14 31 12 27 Eagle River Nottingham Lake Eagl e R i v e r Eagle River Park Site Development Cost Opinion Passive Park ($8-$11/SF)$1,430,000-$1,963,500 Total $1,430,000-$1,963,500 Estimate does not include utilities Exhibit A 37 7 5 1 075007 5 6 0 7 5 2 0 755 0 753 0 754 0 757 0 7 5 8 0 74 9 0 759 0 76 0 0 74 8 0 761 0 762 0 763 0 764 0 7650 74707480 7490 7600 75 4 0 7470 E B E A V E R C R E E K B L V D 0’N 50’ 100’200’ EXISTING CONDITIONS AREA OF STEEP SLOPES Exhibit A 38 | Village at Avon Park Site 6 7 8 1 2 3 4 5 0’N 40’ 80’160’ 1 2 3 LEGEND Lawn Sledding Hill Landscape Buffer Park Entrance Park Walking Path Shade Pavilion Benches Entrance Road and Parking Lot 4 5 6 7 8 PROPOSED CONCEPT PLAN E a s t B e a v e r C r e e k B o u l e v a r d I-70 E B FUTURE HOUSING FUTURE HOUSING Exhibit A 39 VILLAGE AT AVON: SCHOOL SITE (LOT E) Exhibit A 40 | Village at Avon School Site OVERVIEW CURRENT USES The School Site (Lot E) is part of the Village at Avon PUD and is a parcel dedicated to the Town of Avon as a school site. It is a long, narrow parcel located southwest of the roundabout at East Beaver Creek Boulevard and Post Boulevard. The School Site parcel is at the gateway of a major shopping center that includes Walmart, Home Depot, and the Traer Creek Plaza. SITE DESCRIPTION The site is mostly flat with limited vegetation along Post Boulevard. The north is bordered by East Beaver Creek Boulevard, the east is bounded by Post Boulevard, and railroad tracks follow the southern boundary. A neighborhood of modest single-family homes is located just south of the railroad tracks. Future development is planned to occur to the north and west of the site. DEVELOPMENT CONCEPT The School Site shall be retained for future school development. In the interim, uses that can be quickly removed and require minimal funding may be considered. Funding for the interim uses may included community fundraising. The following list offers some opportunities prior to school development. COMMUNITY GARDEN A community garden is an ideal space for local neighbors to come together to grow their own vegetables and cut flowers. This facility is suitable for people who do not have a yard on their personal property, don’t have adequate access to sunlight, lack quality soils at their home, or simply want an activity to engage with their neighbors. A community garden on the School Site could be provided as an interim community use until the time that a school would be built on the site. DOG PARK A dog park provides a safe place for dog owners to allow their pets to run off-leash and interact with other dogs. A dog park can be accommodated on the School Site until the time that a school is built, as intended. PARKING LOT A small parking lot can be accommodated on the site, providing spaces for approximately 13 vehicles. SCHOOL SITE ZONING School CURRENT ZONING: planned unit development - school AREA OF PARCEL: 3 .53 acres SWIFT GULCH RD EBEAVERCREEKBLVD HURDLN E A GL E BEND DR YODERAVE CHAPELPL FAWCETTRDBEAVERCREEKBLVD U S H W Y 6 BENCHMARKRDBEAVERCREEKPL STONEBRIDGEDRPLAZAWAYPOSTBLVD31 4 2 51013 14 311227 Eagle River Nottingham Lake Eagl e R i v e r Eagle River Exhibit A 4175207530 7510 7540 7 500 74 9 0 7480 75507470 75 00 7490 7520 7 5 1 0 7500 75307510750 0 7520 7470 7 4 7 0 FAWCETT RDPOST BLVDEAG L E B E N D D R E BE A V E R C R E E K B L V D YODE R A V E NOTTINGHA M R A N C H R DPOST BLVDFAWCETT RD 0’N 50’ 100’200’ TRAER CREEK PLAZA EXISTING CONDITIONS EXISTING UTILITY AREA, DO NOT DISTURB Exhibit A 42 | Village at Avon School Site 1 2 3 4 5 7 6 0’N 40’ 80’160’ TRAER CREEK PLAZA 1 2 3 LEGEND Dog Park Fenced, off-leash dog run area; 1 acre large dog area and separate small dog area with paths and seating Community Garden Raised-bed vegetable garden growing area and orchard Community Garden Storage Storage shed and outdoor material storage area Community Garden Gathering Space Three picnic tables for socializing and resting Orchard Landscape Buffer Parking (existing) 4 5 6 7 PROPOSED CONCEPT PLAN EAS T B E A V E R C R E E K B O U L E V A R D EAG L E B E N D D R I V E POST BOULEVARDRAIL R O A D T R A C K S Exhibit A 43 PHASING AND FUNDING The School Site shall be retained for future school development. In the interim, uses that can be quickly removed and require minimal funding may be considered. Funding for the interim uses may included community fundraising. The following list offers some opportunities prior to school development. PHASE 1 Dog Park Install fencing, gates and vegetation buffers for shade. Community Garden Construct raised garden beds with quality soils and adequate spacing for circulation. Install an irrigation system. Provide space for tool and material storage. Parking A parking lot will be graded and improved with gravel. FUNDING Funding sources for the dog park and community garden could be General Fund monies or Capital Improvement Reserves. A membership fee to participate in the community garden would cover Avon staff costs for maintenance, trash removal, watering, etc. School Site Development Cost Opinion Dog Park $50,000 Community Garden $75,000-$100,000 Parking (Gravel)$25,000 Total $150,000-$175,000 Estimate does not include utilities Exhibit A Exhibit A 45 WILDWOOD PROPERTIES Exhibit A 46 | Wildwood Properties OVERVIEW CURRENT USES The Wildwood Properties parcels are town-owned properties along Wildwood Road. The east parcel (Tract N) currently utilizes a one-story metal structure for overflow equipment storage for Public Works services. The west parcel (Tract Q) is undeveloped. SITE DESCRIPTION This sites are located in the Wildridge Subdivision. Much of the east lot is encumbered by steep slopes, reducing the amount of developable land to less than 1/2 acre at the southeast corner of the site where existing public works overflow storage is currently located. This developable site is south facing. An overhead transmission line passes over the developable area and just to the south of it. This may have a further negative impact on development plans for the site. Similarly, the west parcel is also encumbered by slopes and the transmission line. DEVELOPMENT CONCEPT EMPLOYEE HOUSING The location of this site can accommodate approximately four townhouse units at 1,200 square feet each. There is also potential for the site to serve as a trailhead. FUNDING Since the Town owns the land, it is likely that the employee housing would be for rent (not for sale). Funding sources could include the Avon Housing Fund, Housing Revenue Bonds, or Enterprise Revenue Bonds. WILDWOOD PROPERTIES ZONING Google Earth (2017) Image capturing transmission line alignment Planned Unit Development CURRENT ZONING: planned unit development AREA OF PARCEL: 10.77 acres (east parcel) and 0.84 acres (west parcel)WWILDWOODRD BEAVER CREEK PT WILDRIDGERDOLDTRAIL RDBEARTRAPRDF O X LN LONGSPURSADDLERI DG E L O O P D R A W SPURWI LDRI DGE RDMETCALFRDWILDWO O D R D O L D T R A I L R D Eagle River Nottingham Lake Eagl e R i v e r Eagle River Development Cost Opinion Employee housing units - east parcel ($350/SF)$1,680,000 Driveway/parking - east $20,000 Employee housing units - west parcel ($350/SF)$1,680,000 Driveway/parking - west $20,000 Total $3,400,000 Estimate does not include utilities Imagery ©2017 Google, Map data ©2017 Google United States 50 ft Avon Colorado Mostly Sunny · 63°F 9:11 AM Photos Avon Page 1 of 2Avon - Google Maps 7/18/2017https://www.google.com/maps/place/Avon,+CO/@39.653292,-106.5327057,141m/data=!3... Exhibit A 47METCALF RDW W ILDWOOD RD WILD W O O D R DWILDRIDGE RDWILDRIDGE RDEXISTING CONDITIONS 0’N 100’ 200’400’ Exhibit A 48 | Wildwood Properties 1 1 2 3 0’N 100’ 200’400’ 1 2 3 LEGEND Employee Housing Units Parking Tuck-Under Parking PROPOSED CONCEPT PLAN Exhibit A 49 CONCLUSION 50 | Conclusion CONCLUSION The Town of Avon owns several parcels of land throughout the community. The Town Council wants to ensure that the land will be an asset to the community in the future, providing vibrancy as well as needed services. A Development Strategy was created for each parcel, following public input in the form of informational open houses, public meetings, on-line surveys and stakeholder meetings. Attributes for each parcel was analyzed relating to location, context, site characteristics, existing uses, and goals in the Comprehensive Plan. Understanding the overall potential and defined best use for each parcel, allows the Town to prioritize improvements on the parcels over time. In summary, the development strategy for each parcel is as follows: TRACT G This is a core community amenity. Improvements to Nottingham Park will enhance the experience but will keep the uses around the lake passive. Repurposing the land currently occupied by Town Hall and the Police Station for recreational and community uses will create an amenitized edge to the park and provide a highly desired covered ice sheet in the winter (multi-purpose use in the summer). Expanding the recreation center, creating an art and food collective, and adding restrooms will provide a variety of activities for residents and visitors. Adding surface parking spaces along Benchmark Road will be appreciated. Improvements to this large parcel are likely to be phased over 5 – 10 years. WILDRIDGE FIRE STATION With the fire station vacant by the end of 2017, there is a good opportunity to add several rental employee housing units. The remodel could be accomplished as soon as the funds are available. SWIFT GULCH The Town of Avon, Eagle County and other communities in the valley desire to increase public transportation options in the future. Reserving this parcel for transportation/transit facilities ensures that the best future transportation uses can be accommodated. PUBLIC WORKS SITE Preserving land for snow storage and consolidating public works offices and uses creates efficiency. This parcel can accommodate those uses and the community recycling drop off. SCHOOL SITE This flat piece of land is an excellent for the highly desired dog park and community garden uses. These are good temporary uses until the land is needed for its designated purpose as a school site. PARK SITE The Traer Creek PUD includes this park site, which is dedicated to the Town. A neighborhood park for future residences in the area is the appropriate use for this land. WILDWOOD PROPERTIES Although the sites, as a whole, are quite steep, there is a small portion of the land that can accommodate a few employee housing units. 51 ASHEVILLE • ASPEN • AUSTIN • CHICAGO • DENVER • DUBAI • HOUSTON • LAKE TAHOE • LOS ANGELES • SHANGHAI DW LEGACY DESIGN® We believe that when environment, economics, art and community are combined in harmony with the dictates of the land and needs of society, magical places result — sustainable places of timeless beauty, significant value and enduring quality, places that lift the spirit. Design Workshop is dedicated to creating Legacy projects: for our clients, for society and for the well-being of our planet. LSC Transportation Consultants, Inc. Prepared by Avon Multimodal Transportation and Parking PlanAvon Multimodal Transportation and Parking Plan Final Report Final Report Prepared for the Town of Avon Exhibit B     This page left intentionally blank.   Exhibit B Avon Multimodal Transportation and Parking Plan Final Report Prepared for the Town of Avon Prepared by LSC Transportation Consultants, Inc. July 6, 2017 LSC 177040  Exhibit B     This page left intentionally blank.   Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page i TABLE OF CONTENTS      Chapter 1: Introduction ................................................................................................................................ 1     Chapter 2: Traffic, Pedestrian and Bicycle Conditions .................................................................................. 3     Chapter 3: Existing Transit Conditions ........................................................................................................ 19    Chapter 4: Existing Parking Conditions ....................................................................................................... 31    Chapter 5: Review of Overall Mobility Conditions ...................................................................................... 43    Chapter 6: Avon Multimodal Mobility Plan ................................................................................................ 45      Appendix A:   Level of Service Outputs  Appendix B:  Detailed Review of Bike Share and Car Share Programs and Autonomous Vehicles    LIST OF TABLES    TABLE PAGE    1 Intersection Level of Service Summary ............................................................................................ 9  2 Summary of Reported Crashes 2013 to 2016 ................................................................................ 10  3 Summary of Reported Bicycle/Pedestrian Crashes 2013 to 2016 ................................................. 11  4 Crash Analysis on Key Avon Roadway Elements ............................................................................ 12  5 Available Winter Pedestrian and Bicycle Counts ........................................................................... 15  6 Avon FY 2015‐16 Monthly Ridership by Route .............................................................................. 22  7 Average Avon Transit Ridership by Day of Week by Route ........................................................... 24  8 Average Avon Daily Ridership by Time of Day by Route ................................................................ 25  9  Average Daily Night Ridership by Stop and Run ............................................................................ 26  10 Avon Transit Avg. Daily Ridership by Stop ..................................................................................... 28  11 Avon Transit Bus Stop Inventory .................................................................................................... 29  12 Existing Public Parking in Avon Commercial Center ...................................................................... 29  13 Avon Commercial Core Parking Accumulation Counts .................................................................. 36  14 Summer Parking Counts ................................................................................................................. 39  15 Town of Avon Off‐Street Parking Requirements ........................................................................... 40  16 Recommended Avon Transit Service Improvements .................................................................... 54  17 Travel Times Between Major Stops on Red Route and Blue Route (Minutes) .............................. 55  18 Summary of Peer Community Parking Rates ................................................................................. 60  19 Comparison of Avon, ITE and ULI Parking Demand Rates ............................................................. 63  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page ii LIST OF FIGURES    FIGURE PAGE    1 Roadway Network and Summer Daily Traffic Volumes ................................................................... 6  2      I‐70 Monthly Average Daily Traffic Volumes ................................................................................... 7      3 Summer Hourly Traffic Volumes on Avon Road .............................................................................. 7      4  Trends in I‐70 Daily Traffic Volumes ................................................................................................ 8      5  Avon Bicycle and Pedestrian Facilities ........................................................................................... 14      6 Town of Avon Colorado – Winter Bus Routes ............................................................................... 20      7  Avon Transit FY 15‐16 Ridership by Route ..................................................................................... 22      8  Avon Transit FY 15‐16 Monthly Ridership by Route ...................................................................... 23      9 Average Ridership by Day of Week by Route ................................................................................ 22  10 Average Daily Ridership by Time of Day by Route ......................................................................... 26  11 Avon Parking Count Areas ‐ East .................................................................................................... 33  12 Avon Parking Count Areas ‐ West .................................................................................................. 34  13 Total Observed Parking Count Feb 18, 2017 ................................................................................. 35  14 Avon Parking Count by Parking Facility Feb 18, 2017 .................................................................... 37  15 Summer Parking Count Areas ........................................................................................................ 38  16 High Amenity Bicycle/Pedestrian Network .................................................................................... 47                            Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 1     Chapter 1  Introduction    As a successful mountain resort community, the Avon commercial core area is a busy place in  the peak winter and summer seasons.  At the same time, the Town has a strong interest in  enhancing non‐auto travel options, including pedestrian, bicycling and transit mobility.  Through the Town’s Comprehensive Plan update process, a series of draft policy statements  have emerged.  The key multimodal transportation and parking goal is to “Create an integrated  multi‐modal transportation system that minimizes dependence on automobile travel by making  it easier and more inviting to use transit, walk, ride bicycles, and utilize other non‐motorized  vehicles.”  Specific policies to implement this goal focus on enhancing active transportation  modes and public transit services, and on minimizing auto use.  In particular, one policy  indicates that the Town should “Develop a multimodal transportation plan and encourage  development proposals to use it in their plans.”  Providing this multimodal transportation and  parking plan is the key goal of this study.  To accomplish this key goal, the study focuses on the following elements:   A review of existing circulation and mobility conditions, and the demographics and  activity patterns that create these condition   A detailed evaluation of parking demand and supply in the Town Center, as a basis for  parking supply and management strategies    A review of emerging technologies such, as autonomous vehicles, and their long‐term  potential impact on the study area   Transit system enhancements   Bicycle and pedestrian system enhancements  This study focuses on the Town Center area, defined as the area commercial area north of I‐70  and the area between I‐70 on the north and the Union Pacific rail line on the south, and from  Nottingham Park on the west and The Village at Avon on the east.  As necessary, connections  and areas outside of this focus area will be addressed.  The study is intended to provide a long‐ term framework for circulation system improvements, as well as policies that can be  implemented to meet overall Town and community goals  The focus of this specific document is to summarize existing mobility conditions.  While the final  chapter presents some initial findings and potential directions for the remainder of the study,  detailed evaluation of specific strategies will be addressed in future study work tasks.    Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 2     Existing Demographics and Travel Demand Generators  Transportation plans, to be effective, must reflect the needs of the community.  As such, it is  important to review current factors that impact the need for mobility.   The most recent available population estimate for Avon (2014) is 6,384 persons.  This  reflects a 1.0 percent annual growth rate between 2000 and 2014.     Avon’s population is relatively concentrated in the young adult ages of 20 to 39.  While  33 percent of population across Eagle County falls within this age range, the proportion  in Avon is 42 percent.  This infers a relatively high propensity to use active  transportation modes.     As of 2010, the average size of households in Avon is 2.78 persons.  This is slightly higher  than the countywide average of 2.71.     Avon’s population has household incomes generally lower than that of Eagle County as a  whole.  Of Avon’s households, 18 percent report incomes below the poverty line, while  this figure is 12 percent countywide. Also, 32 percent of Avon households have an  income of $49,000 or less, while the proportion countywide is only 30 percent.  This  indicates that the cost savings associated with transit and non‐motorized travel is  relatively attractive to Avon residents.     Avon housing has the lowest median rent and lowest monthly mortgage cost of all  communities in Eagle County (and the county as a whole), indicating a greater potential  for year‐round working families.     The US Census’ Longitudinal Employment‐Household Dynamic dataset indicates that in  2014 404 of the 5,610 persons employed in Avon are Avon residents.  This indicates that  approximately 93 percent of employees commute from outside of Avon.  Much of the  commuters to jobs in Avon live in other communities in the Eagle Valley, both east and  west of Avon.  Note that these figures often do not fully reflect seasonal workers.   However, it still indicates the substantial need for employees to commute, typically by  auto or transit.    Between 2000 and 2014, Avon’s permanent resident population grew by just over 1 percent  annually.  The major employers in Avon (those with more than 100 estimated employees) consist of the  Westin, Wal‐Mart, Maya Mexican Restaurant, Home Depot, and City Market.  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 3     Chapter 2  Traffic, Pedestrian and Bicycle Conditions    Existing Roadways  Arterials/Collectors  Avon’s key regional access roadways consist of I‐70 and US 6.  Within the specific study area,  the following are the key roadways accommodating through traffic:   Avon Road is a four‐lane urban arterial roadway, with curb, gutter and sidewalks along  both sides.  In addition to providing access to the study area from I‐70 and US 6  (including a rail underpass) it serves as the key access to Beaver Creek.  The speed limit  is posted at 25 mph.  It is continuous with Nottingham Road to the north of I‐70, and  Village Road to the south of US 6     Beaver Creek Boulevard serves as the key east‐west collector roadway between the rail  line and I‐70.  East Beaver Creek Boulevard connects Avon Road on the west with Post  Boulevard.  The section just east of Avon Road consists of five travel lanes, transitioning  east of Plaza Way to a two‐lane cross section.  The section between City Market and  Avon Road has Class II bicycle lanes and is marked with bicycle sharrows.    Speed limits  are posted at 25 mph on the west and 30 mph east of Beaver Creek Place.  West Beaver  Creek Boulevard connects Avon Road with US 6 to the west of the study area, via an at‐ grade rail crossing as well as a bridge crossing of the Eagle River. It consists of two travel  lanes, on‐street bike lanes, and parallel parking on both sides between Avon Road and  Lake Street, transitioning to a two‐lane cross‐section to the west.  The posted speed  limit is 25 mph, except for a 20 mph section near Avon Elementary School.  Sidewalks  are provided along both sides of Beaver Creek Boulevard from Lake Street on the west  to Beaver Creek Place on the east.     Benchmark Road is the other collector roadway in the study area, consisting of two lane  extending from Beaver Creek Place on the east to Lake Street on the west.  Sidewalks  are provided along both sides of the roadway east of the pedestrian rail crossing, and  along the north side to the west.  The posted speed limit is 25 mph, except 15 mph near  the transit center.     In addition, local roadways in the study area consist of the following:  o Lake Street  o Sun Road  o Plaza Way  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 4     o Beaver Creek Place  o Chapel Place  These roadways generally have one travel lane in each direction, with speed limits of 20 to 25  mph.    Traffic Control  The key form of traffic control consists of the series of five modern roundabouts along Avon  Road.  These consist of two circulating lanes, with a mix of one‐lane and two‐lane approaches  and departures.   The two East Beaver Creek Boulevard/Beaver Creek Place intersections as well  as the West Benchmark Road/Lake Street intersection are controlled by Stop signs on all  approaches.  Other public street intersections in the study area are controlled by Stop signs on  the minor local‐street approaches.   Notably, there is only one traffic signal anywhere in Avon  (at the intersection of Beaver Creek Boulevard and US 6).  Current Roadway Plans  Within the study area, the Town of Avon Comprehensive Transportation Plan identifies the long‐ term desirability (as parcels redevelop) to realign the intersections of Benchmark/Beaver Creek  Place and Benchmark/Chapel to address conflicts in turning movements.  This plan also  identifies opportunities to reduce the Beaver Creek Boulevard approaches to the Avon Road  roundabout (which have subsequently occurred).  Beyond the specific study area, this plan cites  widening US 6 to four through travel lanes.  The Beaver Creek Boulevard Plan is currently underway, with completion planned by 2018.  This  plan focuses on the section between Lake Street on the west and the western Beaver Creek  Place intersection on the east.  Current draft plans call for:   All‐way stop control at Beaver Creek Place   Additional pedestrian crosswalks at the Sheraton, First Bank and Christie Lodge   A raised median island in front of Christie Lodge, First Bank and Avon Center   Improved alignment of driveways   Reduction in lanes on some roundabout approaches  Of note, there are no existing plans to increase roadway capacity within the study area  identified in the 2009 Town of Avon Comprehensive Transportation Plan, nor in the Beaver  Creek Boulevard Plan.    Existing Traffic Volumes  There are several sources of traffic volume data for the study area:   The Town of Avon has for many years commissioned a traffic count program in the peak  summer.    Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 5      The Colorado Department of Transportation conducts ongoing counts on state highways  (including I‐70).     Traffic counts have recently been conducted for the Beaver Creek Boulevard design  project.  Together, these sources provide a good understanding of traffic patterns and levels, particularly  in the summer.  Figure 1 presents a summary of busy summer daily traffic volumes in the study area1. As shown,  the highest volumes are along Avon Road, particularly between I‐70 and Beaver Creek  Boulevard.  The volumes along Avon Road reflect this roadway’s dual function as both a  through roadway for Beaver Creek traffic as well as providing local access for the Avon  commercial core.  Volumes are also relatively high along Beaver Creek Boulevard for the first  block or two on either side of Avon Road.  Beyond this point, volumes fall substantially.  Variation by Season  The best indication of traffic variation by season is provided by the Colorado Department of  Transportation’s nearest permanent count station on I‐70 (at West Vail).  The average daily  traffic volumes by month are shown in Figure 2. Of note, peak summer traffic volumes (in July)  are roughly 15 percent higher than the peak winter traffic volumes (in March).  Variation by Day of Week and by Time of Day  Hourly traffic counts for both a busy Friday and a busy Saturday on Avon Road are shown in  Figure 3.  These figures indicate that peak volumes are substantially higher on Friday than on  Saturday.  The busiest period of traffic activity occurs between approximately 11 AM and 5 PM,  and is relatively consistent over this period.  In comparison, typical urban areas exhibit peaks in  the traditional AM and PM commute periods, with a dip over the mid‐day.  The volumes for  Avon Road reflect that visitors and customers generate the large bulk of traffic, rather than  persons traveling to/from work.  Traffic Trends  The Town’s summer count program indicates approximately a 10 percent increase in peak  summer traffic volumes (over all count locations) between 2008 and 2016.  There was a general  decline between 2008 and 2013, but an 18 percent increase between 2014 and 2016. At the  key location on Avon Road north of Beaver Creek Boulevard, volumes between 2008 and 2016  grew 1.4 percent per year, on average.  Figure 1                                                               1 These figures are drawn from the most recent Town summer traffic count data, augmented by counts conducted for the  Beaver Creek Boulevard project.  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 6       £¤6MIKAELAWAY U S HWY 6 RIVERFRONT LNLAKE ST HURD LNSWIFTGULCHRDCHAPELPLPRATERRD AVON RDBENCHMARK RDB ENCHMARKRDBEAVERCREEKPL SUN RDPLAZA WAYW B E A V E R C R E E K B L V D EBEAVERCREEKBLVD70006E Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS,AeroGRID, IGN, and the GIS User CommunityI0 600 1,200300FeetFigure 1Roadway Network and Summer Daily Traffic Volumes§¨¦704,5906,3204,2504,3405.5805,6001,30012,92025,1706,4009,1607,1006,10018,10018,92018,924Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 7         0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000 45,000 Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug SepTotal 2‐Way Daily Traffic VolumeFigure 2: I‐70 Monthly Average  Daily Traffic Volumes   West  Vail  ‐Oct 2015 to Sept 2016 0 200 400 600 800 1,000 1,200 1,400 1,600 12:00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PMTotal 2‐Way Traffic VolumeFigure 3: Summer Hourly Traffic Volumes  on Avon Road Last Friday/Saturday of July, 2016 Friday Saturday Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 8       The CDOT data for I‐70 traffic volumes provides a longer view of traffic trends.  As shown in  Figure 4, traffic volumes in both summer and winter, as well as over the year, were flat or  declining until approximately 2011.  Since then, volumes have grown by over ten percent in all  periods.  Overall, I‐70 volumes between 2008 and 2016 grew by 1.6 percent per year on  average, or slightly higher than volumes on Avon Road.  Existing Level of Service  Traffic conditions are considered in terms of the “Level Of Service” (LOS), which is a scale  ranging from LOS A (free‐flowing conditions with minimal delays) to LOS F (stop‐and‐go traffic  congestion with very long delays). The Town’s adopted LOS standard is for roadways to operate  at LOS C or better and intersections to operate at LOS D or better.  The most recent  comprehensive evaluation of LOS was conducted as part of the 2009 Transportation Master  Plan.  As shown in Table 1, all intersections through the study area (as well as Avon Road) were  found to operate at good (A or B) LOS, in both summer and winter and for both the AM and PM  peak hours.2                                                                 2 A review of available counts more recent than 2009 indicates that the existing LOS values shown in Table 1  remain generally applicable in 2017.  0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000 45,000 50,000 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 Figure 4: Trends in I‐70 Daily Traffic Volumes Annual July March Notethat data is not available for all  months in all years. Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 9       The 2009 Transportation Master Plan also provides forecasts of LOS assuming a substantial  amount of future development in Avon.  This “includes the development 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.” Focusing in on the  East and West Town Centers, the study assumed development (over 2009 levels) of a total of  1,078 residential dwelling units, 40,000 square feet of office space, and 95,000 square feet of  retail space.    Traffic Crashes  An important consideration in transportation issues is the safety of motorists, cyclists and  pedestrians.  The Avon Police Department logs all responses to crashes throughout the Town  (on both public right‐of‐way and private land).  These logs were obtained and summarized for  the four‐year period between January 2013 and December 2016, for the commercial core area.   These crashes are summarized by location, as shown in Table 2.  The crash data was also   TABLE 1: Intersection Level of Service Summary LOS Exceeding Town Standard Shown in  Bold AM PM AM PM AM PM AM PM Intersection LOS (1) North/South St East/West St. Avon Rd I‐70 Westbound AAAA AAAB Avon Rd I‐70 Eastbound AAAA AAAC Avon Rd Beaver Creek Blvd AAAA AAAC Avon Rd Benchmark Road AAAA AAAA Avon Rd Riverfront/Hurd Lane ABBB BBBB Avon Rd US 6 AAAA Beaver Creek Place WEast Beaver Creek BlvdABAA ABAA Beaver Creek Place EEast Beaver Creek BlvdAAAA AAAA Beaver Creek Place Chapel Place AAAA ACAB Roadway LOS Road Direction Avon Rd Northbound B B B B B C C D Avon Rd Southbound B B B B B C C C Source: Town of Avon Comprehensive Transportation Plan, 2009 Note 2: Growth rates on US  6 projected in the 2009 study are no longer valid. Note 2 Note 1: LOS  reflects total average intersection delay for roundabout‐controlled intersections, and worst‐movement  delay for Stop sign controlled intersections.  Summer Winte r Existing Projected Summe r Winter Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 10       TABLE 2: Summary of Reported Crashes ‐‐ 2013 to  2016 Location Property Damage  Only Injury Fatality Unknown Total Public ROW Private  Property 182 Avon Rd 0 1001 1 0  Avon Rd ‐‐ Other 1 0001 1 0  Avon Rd I‐70 WB Roundabout 13 2 0 2 17 17 0  Avon Rd I‐70 EB Roundabout 11 1 0 0 12 12 0  Avon Rd Beaver Creek Blvd Roundabout 38 2 0 2 42 41 1  Avon Rd  Benchmark Rd Roundabout 10 1 0 0 11 11 0  Avon Rd  US  6 Roundabout 24 0 0 0 24 24 0  Avon Rd/Hurd Lane 5 2007 7 0  Avon Rd/Riverfront Lane 2 0013 2 1 51 Beaver Creek Pl 0 0011 0 1 71 Beaver Creek Pl 2 0002 1 1 91 Beave r Creek Pl 0 1001 1 0 100 Beaver Creek Pl 0 1001 1 0 142 Beaver Creek Pl 0 1001 1 0 260 Beaver Creek Pl 10 1 0 3 14 4 10  Beaver Creek Pl/Lake St 2 0013 3 0 15 Benchmark Rd 4 0004 4 0 70 Benchmark Rd 1 0001 0 1 75 Benchmark Rd 1 0001 1 0 100 Benchmark Rd 1 0001 1 0 137 Benchmark Rd 1 0001 0 1  Benchmark Rd/ Mikaela  Way 1 0001 1 0  Buck Creek Rd/Nottingham Rd 0 1001 0 1  Buck Creek Rd/Wildwood 1 0 0 0 1 1 0 225 Chapel Pl 1 0001 1 0 234 Chapel Pl 1 0001 1 0 240 Chapel Pl 2 0013 2 1 245 Chapel  Pl 5 0005 2 3 47 E Beaver Creek Blvd 6 1007 3 4 48 E Beaver Creek Blvd 1 0001 1 0 51 E Beaver Creek Blvd 1 0001 0 1 82 E Beaver Creek Blvd 6 0028 4 4 100 E Beaver Creek Blvd 1 0001 0 1 110 E Beaver Creek Blvd 0 0011 0 1 150 E Beaver Creek Blvd 4 0004 2 2 220 E Beaver Creek Blvd 1 0001 0 1 700 E Beaver Creek Blvd 1 0001 1 0  E Beaver Creek Blvd/Beaver Creek Pl 4 0015 5 0  E Beaver Creek Blvd/Chapel Pl 1 1002 2 0 15 E Hurd Lane 1 0001 0 1 25 E Hurd Lane 1 0001 0 1 205 E Hurd Lane 1 0001 0 1 15 Hurd Lane 1 0012 0 2 25 Hurd Lane 1 0012 0 2 330 Hurd Lane 0 1001 0 1 1 Lake  St 2 0002 2 0 90 Lake  St 3 0025 2 3 175 Lake  St 0 0011 0 1 177 Lake  St 1 0001 0 1 179 Lake  St 1 0001 1 0  Lake  St/Mikaela Way 1 0001 1 0 200 Mikaela  Way 1 0001 1 0  Mikaela Way 1 0001 0 1 126 Riverfront Lane 1 0023 1 2 15 Sun Rd 2 0002 1 1  W Beaver Creek Blvd/Lake  St 2 0002 2 0 10 W Beaver Cre ek Blvd 1 0001 0 1 100 W Beaver Creek Blvd 6 1007 1 6 106 W Beaver Creek Blvd 1 0001 1 0 111 W Beaver Creek Blvd 3 0003 1 2 160 W Beaver Creek Blvd 1 0012 1 1 161 W Beaver Creek Blvd 2 0002 0 2 200 W Beaver Creek Blvd 1 0001 1 0 211 W Beaver Creek Blvd 1 0012 0 2 218 W Beaver Creek Blvd 1 0001 1 0 350 W Beaver Creek Blvd 1 0001 1 0 440 W Beaver Creek Blvd 1 0001 1 0 510 W Beaver Creek Blvd 1 0001 1 0 800 W Beaver Creek Blvd 1 0001 1 0 811 W Beaver Creek Blvd 4 0004 3 1 900 W Beaver Creek Blvd 1 0001 1 0 901 W Beaver Creek Blvd 2 3005 0 5 TOTAL 211 21 0 24 256 184 72 Source: Avon Police Department. Public vs. PrivateCrash Severity Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 11       reviewed to assess crashes involving pedestrians and bicyclists.  Over the four‐year period, as  shown in Table 3, there were a total of eight such crashes reported across the town: four  involving pedestrians and four involving cyclists.    These crashes are scattered around the community, with no location having more than one.   Within the commercial core area, there were two reported crashes involving cyclists and none  involving pedestrians.  Given the high volumes and high number of total crashes along Avon  Road, it is notable that there were no crashes involving pedestrians or cyclists along this  roadway over the four‐year period.  Crash Rate Analysis  An analysis was conducted of the crash rates on key roadway elements in the commercial core  area, as shown in Table 4. Regarding intersections, the crash data at the Avon Road/Beaver  Creek Boulevard roundabout and at the Avon Road/Benchmark Road roundabout was  compared against the number of crashes that are seen at similar roundabouts across the US.   The National Cooperative Highway Research Program Report 672: Roundabouts – An  Informational Guide provides a crash prediction methodology calibrated against observed crash  data at other roundabout locations.  Applying the geometry and volumes at the Avon Road  roundabouts yields the predicted number of serious (injury/fatality) and total crashes, as shown  in Table 4.  Compared with the reported crashes, this prediction indicates the following:   The Avon Road / Beaver Creek Boulevard roundabout has an observed total crash rate  that is 30 percent higher than the predicted rate, but an injury/fatality crash rate that is  4 percent lower.    Date Street # Street Type Property  Damage  Only Injury Fatality Location Within Commercial  Core Area 7/10/2015 901 W Beaver Creek Blvd Bicycle 0 1 0 Private  Property 9/14/2016 91 Beaver Creek Pl Bicycle 0 1 0 Public ROW Elsewhere  in the  Town of Avon 12/9/2013 38609 US  Hwy  6 Pedestrian 0 1 0 Public ROW 2/17/2015 2155 Long Spur Pedestrian 0 1 0 Private Property 7/11/2015 Post  Blvd / US6 Bicycle 0 1 0 Public ROW 5/28/2016 171 Yoder Ave Pedestrian 0 1 0 Private Property 6/15/2016 511 Metcalf  Rd Bicycle 0 1 0 Public ROW 12/9/2016 330 Hurd  Ln Pedestrian 0 1 0 Private  Property Source: Avon Police Department. TABLE 3: Summary of Reported Bicycle/Pedestrian Crashes ‐‐ 2013 to 2016 Crash Severity Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 12        The Avon Road / Benchmark Road roundabout has an observed total crash rate that is  46 percent lower than the predicted rate, and an injury/fatality crash rate that is 61  percent lower.  It should be noted that the majority of the observed crash data occurred prior to the  improvements at the Beaver Creek Boulevard roundabout to reduce some of the entrance  lanes.  As reducing geometrics in a roundabout tends to improve safety, this analysis  corroborates the decision to modify the roundabout, and indicates that rates will fall in the  future.  TABLE 4: Crash  Analysis on Key Avon Roadway Elements Location Property  Damage  Only Injury Fatality Total Intersection Crash Rate  Evaluation Total  Crashes Over 4 Years  Avon Rd Beaver Creek Blvd Roundabout 39 2 0 41  Avon Rd  Benchmark Rd Roundabout 10 1 0 11 Actual Vs. Predicted Annual  Crashes Total  Avon Rd Beaver Creek Blvd Roundabout ‐‐ Actual Crashes 9.75 ‐‐ Predicted Crashes (2) 7.48 ‐‐ Ratio of Actual to Predicted 130%  Avon Rd  Benchmark Rd Roundabout ‐‐ Actual Crashes 2.50 ‐‐ Predicted Crashes (2) 6.42 ‐‐ Ratio of Actual to Predicted 39% Roadway Crash Rate  Evaluation Total  Crashes Over 4 Years Avon Road (I‐70 EB Ramps to US  6) 105 9 0 114 E. Beaver Creek Blvd ‐ Avon Rd to Chapel Pl (1) 16 2 0 18 W. Beaver Creek Blvd ‐ Avon Rd to RR Tracks (1) 15 1 0 16 Accident Rate  (per Million Vehicle Miles) Avon Road (I‐70 EB Ramps to US  6) 10.1 0.9 0.0 11.0 E. Beaver Creek Blvd ‐ Avon Rd to Chapel Pl 4.4 0.6 0.0 5.0 W. Beaver Creek Blvd ‐ Avon Rd to RR Tracks 2.3 0.2 0.0 2.5 Crashes  of unknown severity are assumed to  be PDO Note 1. Crashes  on Public Right‐Of‐Way only.  Beaver Creek Blvd figures  exclude those on Avon  Road. Note 2: National  Cooperative Highway Research Program Report 672 Methodology 0.25 0.46 54% Crash Severity Injury/Fatility 0.50 0.52 96% Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 13     Crash rates can also be considered by roadway segment, for Avon Road, East Beaver Creek  Boulevard and West Beaver Creek Boulevard.  Traffic volumes were used to estimate the total  traffic activity over the 4‐year period, and the crash rate per Million Vehicle‐Mile (MVM) of  travel were calculated.    As shown in the bottom portion of Table 4, Avon Road has the highest crash rate of the three  roadway segments at 11.0 crashes per MVM, compared with 5.0 for East Beaver Creek  Boulevard and 2.5 for West Beaver Creek Boulevard.  Existing Bicycle and Pedestrian Conditions  Existing Sidewalks, Multipurpose Paths, Bicycle Facilities  Figure 5 presents a map of bicycle and pedestrian facilities in the commercial core area.  The  key regional multipurpose path is the Eagle Valley Regional Trail, connecting the communities  of the Eagle Valley.  Near the study area, this facility consists of a Class 1 separated lane from  Avon Road to the west along the north bank of the Eagle River, and from Avon Road to the east  along the south side of Hurd Lane.  A connection adjacent to the Westin provides access from  the Regional Trail into the West Town Center area. This segment currently connects Avon with  Eagle/Vail to the east and a point two miles west of Edwards to the west.  Other facilities for cyclists consist of on‐street Class II bike lanes along portions (but not all) of  Beaver Creek Boulevard.  Sharrow markings encourage appropriate shared use of travel lanes  along other portions of Beaver Creek Boulevard as well as Avon Road.  The key pedestrian amenity is the Main Street Mall in the West Town Center, along with  connecting walkways.  The core West Town Center and East Town Center areas are generally  well provided with sidewalks and other pedestrian paths, though some gaps do exist.  Existing Bicycle and Pedestrian Counts  The counts conducted as part of the Beaver Creek Boulevard study provide a general indication  of activity.  These counts, as summarized in Table 5, were conducted on March 4 and 11, 2016.   The busiest hourly activity was found along Avon Road at Beaver Creek Boulevard from 4:30 PM  to 5:30 PM, with a total of 67 pedestrians and 13 cyclists.  Activity east of Avon Road was  substantially lower than west of Avon Road.  One item to note is the high level of pedestrian activity in the evening: of all pedestrians  observed between 7 AM and 7 PM at the West Beaver Creek Boulevard / Sun Lane intersection  (198 over the course of the 12 hours), fully 80 (40 percent) of them were seen between 5 PM  and 7 PM.  This indicates a pattern of visitors who are skiing during the day, and then walking in  the evening (for activities such as to dining).  This also reflects the importance of street lighting  for pedestrian paths and crossings.  Pedestrian counts were also conducted by Town staff at the key roundabouts, as follows:  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 14         £¤6U S HWY 6HURD LNSWIFTGULCHRDRIVERFRONTLNLAKE STCHAPELPLPRATER RDEBEAVERCREEKBLVD WBEAVERCREEKBLVDAVON RDBEAVERCREEKBLVDVILLAGE RDBENCHMARK RDBEAVERCREEKPLSUN RDPLAZA WAYU S HWY 6B E N CHMARKRD70006EEsri, HERE, DeLorme, MapmyIndia, © OpenStreetMap contributors, and the GIS usercommunityI0640 1,280320FeetFigure 5Avon Bicycle/Pedestrian Facilities§¨¦70SidewalksDesignatedBike LaneMultipurposePathMarkedCrosswalkMarkedCrosswalkwith aFlashingBeaconExhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 15       Avon Road/Beaver Creek Boulevard   08/10/2016: 8:00 AM to 9:00 AM – 4 Pedestrians (south side)   08/10/2016: 12:00 PM to 1:30 PM ‐‐ 42 Pedestrians (south side)   08/24/2016: 11:30 AM to 1:00 PM ‐‐ 16 Pedestrians (north side) and 30 Pedestrians (south  side)    TABLE 5: Available Winter Pedestrian and Bicyclist Counts Left Thru Right Left Thru Right Left Thru Right Left Thru Right Total NS St. EW St. W. Beaver Creek Blvd/Lake Street Friday, Mar 11, 2016 7 AM ‐ 7 PM Pedestrians ‐‐63 34 76 47 2 31 11 55 9 2 1 331 110 13 Bicyclists ‐‐9279002400033259 Total ‐‐72 36 83 56 2 31 13 59 9 2 1 364 ‐‐ ‐‐ Peak Hr (4:30‐5:30) Pedestrians ‐‐48146091700049101 Bicyclists ‐‐102100000004 4 2 Total ‐‐58167091700053 ‐‐ ‐‐ W. Beaver Creek Blvd/Sun Road Friday, Mar 4, 2016 7 AM ‐ 7 PM Pedestrians 1612959 6 69135041 5 7 302144619871 Bicyclists 010108012011125203 Total 1613960 6 77135143 5 8 3122471 ‐‐ ‐‐ Peak Hr (4:30‐5:30) Pedestrians 5231012094002056256 Bicyclists 0100000100002 1 1 Total 5241012095002058 ‐‐ ‐‐ Beaver Creek  Blvd/Avon Road Friday, Mar 11, 2016 4 PM ‐ 6 PM Pedestrians 7 415111381281901381181721 Bicyclists 03434070201327174 Total 7 719141781982101411145 ‐‐ ‐‐ Peak Hr (4:15‐5:15) Pedestrians 3110963729010767 712 Bicyclists 01213040101013 9 2 Total 3 212109 311210011780 ‐‐ ‐‐ E. Beaver Creek Blvd/Beaver Creek Place Friday, Mar 11, 2016 7 AM ‐ 7 PM Pedestrians ‐‐5044‐‐0 ‐‐2 ‐‐ ‐‐ ‐‐15 9 ‐‐ Bicyclists ‐‐0112‐‐1 ‐‐0 ‐‐ ‐‐ ‐‐54‐‐ Total ‐‐5156‐‐1 ‐‐2 ‐‐ ‐‐ ‐‐20 ‐‐ ‐‐ Peak Hr (4:30‐5:30) Pedestrians ‐‐0010‐‐0 ‐‐0 ‐‐ ‐‐ ‐‐10‐‐ Bicyclists ‐‐0000‐‐0 ‐‐0 ‐‐ ‐‐ ‐‐00‐‐ Total ‐‐0010‐‐0 ‐‐0 ‐‐ ‐‐ ‐‐1 ‐‐ ‐‐ Eastbound Westbound Northbound Southbound Note: Pedestrians crossing figures excluding those making turns, as it is not clear what side of the street they are on.  Bicyclist  crossing figures include left turns (assuming they are  riding on the  right side of the road). Total Crossing  Street Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 16     Avon Road/Benchmark Road   08/08/2016: 11:45 AM to 1:30 PM – 43 Pedestrians (south side)   08/10/2016: 8:00 AM to 9:00 PM ‐‐ 7 Pedestrians (south side)   08/10/2016: 12:00 PM and 1:30 PM – 21 Pedestrians (south side)   08/25/2016: 12:00 PM to 1:30 PM – 17 Pedestrians (north side) and 16 Pedestrians (south  side)   ECO Trails conducts trail counts on an annual basis.  In 2016, counts were conducted on the  Eagle Valley Trail adjacent to the Westin Hotel over two 2‐hour‐long periods in June.  These  counts indicated an average of 60 trail users per hour, of which approximately ¾ were  pedestrians and ¼ cyclists.  Existing Crossing Conditions of Major Streets  The key barrier to pedestrian travel within the study area is Avon Road.  The width of the  roadway and traffic volumes form a substantial psychological barrier to travel.  The presence of  the roundabouts (and the associated raised splitter islands) helps to address this issue.  In  addition, the crosswalks on the north leg of both the Beaver Creek Boulevard roundabout and  the Benchmark Road roundabout, as well as the crossing at Hurd Lane have recently been  improved by the installation of Rapid Rectangular Flashing Beacons (RRFBs).  While an RRFB  does not fully stop all traffic, they have proven to dramatically increase the proportion of  motorists who stop for pedestrians in the crosswalk.  The other legs of the two roundabouts  have standard crosswalks, as do the majority of approaches to the other street intersections in  the core area.    Current Bicycle/Pedestrian Improvement Plans  There are a number of efforts underway to expand the bicycle and pedestrian facilities serving  Avon:   The Town’s Capital Improvement Plan includes funding for improvements to sidewalks  and pedestrian safety along Avon Road under the I‐70 overpass.     The Eco Trails plan is for a Class I facility to ultimately connect Summit County with  Glenwood Springs.       As discussed above, the Beaver Creek Boulevard project will enhance pedestrian and  bicycling facilities, including on‐street bike lanes, expanded sidewalks, bulbouts to  reduce pedestrian crossing distances, and new crosswalks.      Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 17     Existing Key Gaps in the Network  In the West Town Center, the Main Street Mall provides a clear pedestrian unifying element.   However, the East Town Center development and street pattern lacks this unifying element.   While sidewalks are present along roadways such as Benchmark Place, clear pedestrian routes  are not readily obvious to visitors, which is a potential disincentive to walking within the area.   In addition, there are no marked crosswalks on West Beaver Creek Boulevard at Sun Road.    Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 18     This page left intentionally blank     Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 19     Chapter 3  Existing Transit Conditions    Existing Avon Transit Service  Throughout the year, the Avon Transit system operates two regular fare‐free routes, expanding  during the winter to four regular fare‐free transit routes.  These routes are shown in Figure 6.   In addition, experimental Transit Pilot Programs began operation in February, 2017.    Avon Transit Fixed Routes  Red Line Shuttle – Year‐Round  Between 6:44 AM and 6:05 PM, the Red Line provides half‐hourly service to several residential  and commercial areas. Specifically, the route serves the residential area of east Avon, several  downtown businesses (including the Avon Station, City Market, and Christie Lodge), as well as  Walmart and Home Depot, the Traer Creek Plaza, and Buffalo Ridge.  One bus operates a large  one‐way loop (mostly in the clockwise direction).  Blue Line Shuttle – Year‐Round  Similarly, the Blue Line provides half‐hourly service between 6:29 AM and 6:06 PM to the  residential area of west Avon, downtown businesses (including Christy Sports, City Market,  Chapel Square, and Comfort Inn), Walmart, Home Depot, and the Traer Creek Plaza.  It also  consists of one bus operating a one‐way (largely clockwise) loop.  Skier Express – Winter Only  The Skier Express service provides daily transportation between downtown Avon and Beaver  Creek (Elk Lot and Village). The four morning runs travel from Christie Lodge to Beaver Creek to  Chapel Square and Beaver Creek Village every 15 minutes between the hours of 6:00 AM and  11:21 AM. The two mid‐day runs travel the same route every 30 minutes between 11:21 AM  and 2:45 PM. The four evening runs travel every 15 minutes between the Beaver Creek Village,  downtown Avon, and the Beaver Creek Elk Lot between 2:45 PM and 5:45 PM.   Restaurant Shuttle – Winter Only  The Restaurant Shuttle provides daily half‐hourly evening service between 5:50 PM and 10:00  PM to the major lodging properties and restaurants in the Town of Avon and Beaver Creek.   This service requires one bus, though as it does not overlap with the hours of Skier Express  service it does not require an additional bus in the Town transit fleet.     Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 20         £¤6SWIFTGULCHRDU S HWY 6NOTTINGHAMRDHURD LNEAGLEBEND DREBEAVERCREEKBLVDPRATER RDWBEAVERCREEKBLVDPOSTBLVDBUCKCREEKRDM E T C A L F R D YODERAVEBACHELORGULCHTRLRIVERFRONTLNVILLAGE RDLAKESTCHAPELPLAVON RDMILLIES LNFAWCETTRDBEAVERCREEKBLVDBENCHMARK RDSUN RDU S HWY 6FAWCETT RD U S HWY 6BENCHMARKRD Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS,AeroGRID, IGN, and the GIS User CommunityI00.40.80.2MilesFigure 6Town of Avon Colorado - Winter Bus RoutesSki ShuttleRestaurantShuttleBlue LineRed Line§¨¦70WalmartBuffalo RidgeBeaver CreekWestgate PlazaAvon Station`I`````` ````Beaver Creek Elk LotExhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 21     Avon 2017 Transit Pilot Programs  The 2017 Transit Pilot Programs, (implemented February 8th) are described below.  Avon Night Rider  The Avon Night Rider loop runs every 36 minutes between 6:00 PM and 11:02 PM and provides  service to the Blue and Red Route service areas, including downtown Avon, The Aspens, Buffalo  Ridge, Eagle Bend, Walmart and Eagle Bend.  This service is scheduled to terminate on April 2nd.  Wildridge Express Shuttle   The Wildridge Express was a half‐hour‐long route operated twice in the morning (between 8:00  – 9:00 AM and twice in the afternoon (between 3:25 – 4:25 PM). The route traveled between  the Wildridge Neighborhood and downtown Avon with connections to ECO Transit and the  Skier Express Shuttle, but was terminated on March 2nd and replaced with an on‐demand  service.   Deviated Skier Express Route  Upon request, once each morning and twice each evening the Skier Shuttle will offer service to  West Beaver Creek Boulevard (beginning January 16th).  Avon Transit Ridership and Productivity by Route  Monthly and Annual Ridership Trends  Table 6 displays the FY 2015‐16 ridership by route by month for the Avon Transit fixed routes.  As shown, while the Blue and Red Lines run year‐round, the Restaurant Shuttle only operates  from December to April, and the Skier Shuttle operates between November and April. There  were a total of 362,663 passenger‐trips throughout the year. The Skier Shuttle had the highest  ridership, with 177,427 trips, accounting for 48.9 percent of total annual ridership (as is also  shown in Figure 7). The Blue and Red Lines followed, with respectively 28.2 and 18.1 percent of  total trips per year. Trips on the Restaurant Shuttle accounted for 4.7 percent of total annual  ridership.  Avon Transit ridership is lower than recorded in 2008.  At that time, the “Town Routes”  (including the Blue Line, Red Line and evening Black Line) and the Gondola Express Route  carried a total of 520,000.  While there have been changes in services in the intervening years,  the FY 2015/16 total of 362,663 indicates a 30 percent reduction in overall ridership.  Overall, the busiest months on Avon Transit are December throughout March, with each month  accounting for 16 – 20 percent of total ridership, as shown in Figure 8. March had the highest  ridership of all, with 71,973 passenger‐trips, representing 19.8 percent of total ridership.    Exhibit B Avon Multi       Table 6 Blue Line Red Line Restauran Shuttle Skier Shutt Total % Total Route imodal Transpo 6: Avon FY  July Aug 5,606 5,451 3,723 3,552 nt ‐‐ ‐‐ tle ‐‐ ‐‐ 9,329 9,003 2.6% 2.5% ortation and Pa Y 2015‐16 M Sept Oct 1 5,280 4,897 2 3,252 2,962 ‐‐ ‐‐ ‐‐ ‐‐ 3 8,532 7,859 %2.4% 2.2% arking Plan Monthly Rid Nov Dec 7 6,274 12,026 2 3,782 7,730 ‐‐2,634 5,214 35,974 9 15,270 58,364 %4.2% 16.1% Mo dership by R Jan Feb 6 12,243 12,223 0 8,377 8,775 4 3,703 4,487 4 41,445 39,951 4 65,768 65,436 %18.1% 18.0% onth LS R oute March April 3 11,981 8,858 8,652 2,257 5,566 737 1 45,774 9,069 6 71,973 20,921 19.8% 5.8% SC Transportat May June 8,143 9,339 6,683 6,043 ‐‐ ‐‐ ‐‐ ‐‐ 14,826 15,382 4.1% 4.2% tion Consultant Pa 102,321 28. 65,788 18. 17,127 4.7 177,427 48. 362,663 100 100.0% Total % To ts, Inc. age 22     2% 1% 7% 9% 0.0% otal Exhibit B Avon Multi     In contra annual ri February Ridership Table 7 a busiest s consisten Sunday t ridership had the l Saturday were tied Line Shut imodal Transpo ast, October  dership. The y, and the se p by Day of W and Figure 9  ummer mon nt by day of  o a high of 6 p, with 2,527 owest riders y was the bu d as the busi ttle.   ortation and Pa had the low e Blue Line h asonal shutt Week by Rou illustrate th nth (July) and week, rangi 602 (16.4 pe 7passenger‐t ship, with 2, siest day on iest day on t arking Plan west ridership had its highe tles were bo ute   e average d d winter mo ng from a lo rcent) on Th trips (16.3 pe 001 passeng  the Restaur the Red Line p, with 7,859 est ridership  oth busiest in aily ridership onth (March) ow of 458 pa hursday.  In w ercent of tot ger‐trips (12 rant Shuttle  e Shuttle, and LS 9 total trips, in January, t n March.    p by day of w ).  In summe assengers (12 winter, Satu tal weekly ri 2.9 percent o and Ski Shu d Friday was SC Transportat , or 2.2 perc the Red Line week by rou er, ridership  2.3 percent  rday had the idership) and of total week ttle, Thursda s the busiest tion Consultant Pa ent of total  e was busies ute for the  is relatively  of total) on  e highest ov d Wednesda kly ridership ay and Satur t day on the  ts, Inc. age 23   st in  verall  ay  p).  rday  Blue  Exhibit B Avon Multi     Table  Peak Sum Blue Line Red Line Total Peak Win Blue Line Red Line Restauran Ski  Shuttle Total % Total Route imodal Transpo 7: Averag M mmer Month (J nter Month (M nt Shuttle e ortation and Pa e Avon Tra Monday Tue June) 312 2 241 24 553 5 14.9% 14 March) 262 2 274 24 176 14 1,648 1,4 2,360 2,1 15.2% 13 arking Plan ansit Rider sday Wednesd 81 308 47264 28 572 .2% 15.4% 59 271 44268 49147 453 1,314 105 2,001 .6% 12.9% rship by D day Thursday 336 266 602 %16.2% 282 299 212 4 1,335 1 2,129 %13.8% Day  of Wee LS ay of Wee Friday 337 161 497 13.4% 290 282 146 1,383 2,100 13.6% ek SC Transportat ek by Rout Saturday Su 336 166 502 13.5%1 251 299 234 1,744 1 2,527 2 16.3%1 tion Consultant Pa te unday 265 2,17 194 1,53 458 3,7 12.3% 100. 222 1,83 295 1,96 199 1,26 1,542 10,4 2,257 15,4 14.6% 100. Tot ts, Inc. age 24     74 38 12 .0% 36 60 64 418 479 .0% tal Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 25     Ridership by Time of Day by Route   Table 8 and Figure 10 show the average daily boarding by time of day by route for both July and  March. Summer ridership is highest in the afternoon, reaching as high as 52 passenger  boardings on the Blue Line in the 4 PM hour, and 22 passenger boardings on the Red Line in the  2 PM hour.  Winter ridership on the Red and Blue Lines show a similar pattern of strong  ridership throughout the service day, peaking in the afternoon.  The Skier Shuttle’s ridership  pattern reflects a typical skier activity pattern, with high morning ridership in the 8 AM and 9  AM hours, and a particularly strong afternoon peak (278 passengers) in the 4 PM hour.  The  Restaurant Shuttle ridership is highest in the first hour of service (6 PM hour), though strong  ridership occurs across the service span.   Ridership by run data is also available for the pilot Night Rider service.  As shown in Table 9, the  busiest run is that starting at 9:36 PM, with 13.7 passengers on average.  Ridership is low on the  final two runs after this busy run.    Blue Line Red Line Total % of Daily  Total Blue  Line Red Line Restaurant  Shuttle Skier  Shuttle Total % of Daily  Total 6:00 AM0992% 019 0 0191% 7:00 AM 20 29 49 9% 31 34 0 0 65 3% 8:00 AM167234% 2614 023327412% 9:00 AM 17 11 28 5% 26 15 0 193 233 10% 10:00 AM 23 14 37 7% 29 20 0 159 208 9% 11:00 AM 27 17 44 8% 33 20 0 90 143 6% 12:00 PM 35 19 54 10% 35 20 0 68 124 5% 1:00 PM 34 21 55 10% 34 23 0 71 128 6% 2:00 PM 32 22 53 10% 34 22 0 74 130 6% 3:00 PM 38 18 56 10% 37 30 0 193 260 11% 4:00 PM 52 21 74 13% 48 32 0 278 358 15% 5:00 PM 46 17 63 12% 43 29 0 117 189 8% 6:00 PM2020% 3 0710733% 7:00 PM0000% 0 0400402% 8:00 PM0000% 0 0440442% 9:00 PM0000% 0 0250251% Total 342 204 546 379 279 180 1477 2315 Productivity:  Psgrs per VHS 11.6 11.4 11.6 11.4 29.5 18.0 32.7 24.6 Table 8: Average Avon Daily Ridership by Time of Day by Route Time Peak Winter Month (March)Peak Summer Month (July) Daily Vehicle‐ Hours of  Service 4.2 15.8 42.9 53.943.1 93.6 23.0 23.8 Exhibit B Avon Multi       TABLE 9    40 Days f Stop Westgate  Aspens  Mo West Beav Stone Cree Buck Creek Lake Street Avon Statio North Side  Buffalo Rid Buffalo Rid Wal Mart American N Christy Lod Eagle Bend Eagle Bend EB&HW6‐E Eagle Bend Rivers Edg TOTAL imodal Transpo 9: Average Dai from  February 8 th Plaza obile Home Pk. ver Creek Blvd ek k t on Kitchen dge West dge East National Bank dge d West d East Eagle Bend @ HWY d/Hwy 6 Req. e on HWY 6 ortation and Pa ily Night Rider  rough March 19, 2 6:00 PM 6 0.8 0.7 0.1 0.0 0.0 0.2 1.0 0.1 0.1 0.2 2.7 1.3 0.3 0.1 0.0 Y 60.1 0.1 0.0 7.3 arking Plan r Ridership by S 017 :36 PM 7:12 PM 1.0 0.7 0.8 0.5 0.0 0.0 0.1 0.1 0.0 0.0 0.1 0.1 1.4 1.3 0.1 0.0 0.1 0.0 0.1 0.1 2.5 2.4 0.7 0.3 0.3 0.4 0.1 0.0 0.1 0.0 0.3 0.1 0.3 0.3 0.0 0.0 7.5 6.0 Stop and Run 7:48 PM 8:24  0.5 0.2 0.5 0.5 0.0 0.0 0.0 0.1 0.0 0.0 0.2 0.2 1.0 0.5 0.0 0.1 0.1 0.1 0.0 0.4 2.2 1.9 0.3 0.3 0.7 0.2 0.0 0.0 0.1 0.0 0.1 0.2 0.3 0.1 0.0 0.0 5.8 4.5 Run T LS PM 9:00 PM 9 2 0.5 5 0.4 0 0.0 1 0.0 0 0.0 2 0.0 5 0.7 1 0.0 1 0.0 4 0.1 9 1.5 3 0.1 2 0.5 0 0.0 0 0.0 2 0.0 1 0.1 0 0.1 5 3.7 Time SC Transportat 9:36 PM 10:12 PM 1.8 0.3 1.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.0 3.2 0.3 0.1 0.2 0.2 0.0 0.7 0.1 3.9 0.6 0.8 0.0 0.8 0.4 0.1 0.0 0.1 0.0 0.3 0.0 0.1 0.0 0.0 0.1 13.7 1.6 tion Consultant Pa M 10:48 PM TOT 0.1 5. 0.1 5. 0.0 0. 0.0 0. 0.0 0. 0.0 1. 0.1 9.4 0.0 0.4 0.0 0. 0.0 1. 0.0 17 0.0 3. 0.0 3. 0.0 0. 0.0 0. 0.0 1. 0.0 1. 0.0 0. 0.4 51 ts, Inc. age 26     TAL 7 1 1 2 0 1 4 4 5 5 .7 7 5 3 3 1 2 2 .9 Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 27     Ridership by Stop by Route by Season  A review of ridership activity by stop is useful in both evaluating trip patterns as well as the  need for shelters and other stop amenities.  Table 10 presents the average daily ridership at the  stops along each of the routes, for both the busiest winter month (March) and the busiest  summer month (July).  This data reflects the differing functions of the various routes:   On the Blue Line and Red Line, the busiest single stop in both summer and winter is The  Aspens housing area.  Other high ridership residential areas are Buffalo Ridge and the  Eaglebend/Stonebridge area.  Avon Station, Walmart and Westgate Plaza are also  popular stops.     The Skier Shuttle data reflects how the service is used to connect lodging properties in  Avon with Beaver Creek Village.  Beyond Beaver Creek Village (with almost half of total  boardings), the busiest stops are at Christie Lodge and Comfort Inn, followed by the  Avon Station and Lake Street stops.     A majority (69 percent) of the Restaurant Shuttle ridership boards at Beaver Creek  Village.  It is clear from this data and the ridership by time of day data discussed above  that some of the Restaurant Shuttle ridership consists of skiers returning to Avon from  Beaver Creek, particularly in the 6:00 PM hour.  The Westin is the second‐most popular  stop.  Ridership by stop data is also available for the Night Rider pilot service, as reflected in Table 9,  above.  The busiest stop was Walmart, followed by Westgate Plaza and the Aspens Mobile  Home Park.  Transit Service Productivity by Route and by Season  A key productivity measure of a transit service is the passenger boardings per Vehicle‐Hour of  Service3 (VHS).  Dividing the total average daily ridership by route data by the daily hours of  service by route yields the productivity figures shown in the bottom of Table 8.  As indicated, in  summer the Blue Line carries an average of 29.5 passengers per VHS while the Red Line carries  18.0.  Productivity is even higher in winter, ranging from 24.6 for the Red Line and 32.7 for the  Blue Line, up to a high of 93.6 for the Skier Shuttle. As a point of comparison, the Aspen City  transit service carries an annual average of 20 passengers per VHS, while the figure for the  Summit Stage transit program serving Summit County is 23. By this measure, all of the existing  Avon Transit services are productive, particularly in winter.  This also indicates a high potential  for expansion of transit service.                                                                 3 This reflects the fact that most of the cost of transit service is associated with the hours of operation (driver  salaries and benefits) rather than the miles of operation (fuel and vehicle maintenance costs).  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 28       Transit Stop Amenities   Table 11 presents an inventory of the Avon Transit bus stops, which routes each stop serves,  and whether the stop locations include a sign or shelter. As shown, there are 20 total stops; 5 of  which are along the Red Line, 13 serve the Blue Line, 9 serve the Skier Shuttle, and 8 serve the  Restaurant Shuttle. All of the stops have signs and eight have shelters.     TABLE 10: Avon Transit Average Daily Ridership by Stop Blue  Route Red Route Westgate  Plaza 53 13%26 14%Buffalo Ridge 39 14%18 15% The  Aspens 100 25%48 26%Walmart 29 10%19 16% West Beaver Creek Blvd 15 4%2 1%City Market 22 8%5 4% Sheraton 8 2%4 2%Loaded Joes 0 0%0 0% Avon Station 63 16%16 9%Avon Xing/Cnyn Run 7 2%2 2% Christy Sports 1 0%1 0%Eaglebend N4115%14 12% City Market 44 11%23 12%Stonebridge Dr 38 14%14 12% Chapel  Square 4 1%1 1%Eaglebend West 38 13%14 11% Walmart 55 14%31 17%Beaver Ck. Elk Lot 12 4%8 6% Christie  Lodge 21 5%8 4%Avon Station 37 13%14 11% Comfort Inn 12 3%2 1%City Market 13 5%9 7% Lake  Street 9 2%11 6%Christie  Lodge 4 2%4 3% Beaver Ck. Elk Lot 7 2%10 5%Total 279 100%120 100% River Edge 6 2%5 2% Total 399 100%187 100% Skier Shuttle Restaurant Shuttle Christie  Lodge 229 15%Westin SB 19 11% Comfort Inn 197 13%Beaver Ck Village 123 69% Lake  Street 100 7%Westin NB 2 1% Avon Station 129 9%Avon Station 9 5% Beaver Ck Elk Lot 75 5%Christy Sports 1 1% Beaver Ck Village 709 48%City Market 5 3% Christy Sports 0 0%Christie  Lodge 9 5% City Market 9 1%Northside Kitchen 1 1% Chapel  Square 16 1%Comfort Inn 7 4% Sheraton 11 1%Lake  Street 3 1% Total 1477 100%Total 180 100% JulyMarch JulyMarch March March Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 29       Gondola  The gondola connecting Avon with Beaver Creek is a important element of the overall public  transit network.  The Riverfront Express Gondola #7 provides convenient access from the  Westin Hotel in Avon to Beaver Creek Landing, where connections are redily available to the  Lower Beaver Creek Mountain Express chairlift #15, or the express bus up to Beaver Creek  Village.  The gondola opens approximately December 10th and operates from 8:00 a.m. to 4:30  p.m. free of charge during ski season.  Eco Transit  The other key element of Avon’s public transit network is the regional services provided by ECO  Transit (Eagle County Regional Transit Authority).  The key routes serving Avon are as follows:  Table 11: Avon Transit Bus Stop Inventory Red Line Blue Line Skier Shuttle Rest. Shuttle Sign Shelter Christie Lodge     Comfort Inn    Sheraton Mountain Vista   Christy Sports    City Market‐North     City Market‐South  Chapel Square    Walmart  Northside  Kitchen  Westgate  Aspens  Lake Street    River Edge  Buffalo Ridge  Avon Crossing/Canyon Run  Eaglebend North  Stonebridge Drive  Eaglebend West  Beaver Creek Elk Lot     Avon Station     Total 12 13 9 8 20 8 Routes Serving Stop Bus Stop Amenities Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 30      The Highway 6 Route serves Avon a total of 88 times per day in winter, starting at 5:17  AM and ending at 1:35 AM.  In addition to serving Avon Station, stops are served at  Walmart, The Elk Lot, and along Stonebridge and Eaglewood.  Service frequency varies,  with up to 5 buses per hour per direction in peak commute times and half‐hourly service  in the evening.  Current plans for summer 2017 service call for a total of 61 daily one‐ way trips, extending from 5:24 AM all the way to 3:24 AM.     The Valley Route provides faster service between major stops, using I‐70.  The sole stop  in Avon (Avon Station) is served a total of 40 times per winter day, from 6:20 AM to  11:34 PM.  Service is generally on hourly headways, with several additional runs to serve  peak commute periods.  Summer 2017 service is planned to consist of 28 daily trips,  from 7:07 AM to 11:37 PM.     The Vail/Beaver Creek Express is a winter‐only service, providing three AM round‐trip  runs and three PM round‐trip runs between the Vail Transportation Center and Beaver  Creek Village.  Avon Station is served in the westbound direction.  Fares are currently $4 per ride, $8 for a day pass, $35 for a 10‐ride pass, and $100 for a 30‐day  pass.  Persons 18 years of age or under and those 60 and above can board for $1.00, or pay only  $25 for an annual pass.  Intercity Transportation  While the I‐70 corridor is served both by Greyhound (five trips per day) and the Bustang  program (one trip per day), neither service stops in Avon.  There are a variety of private shuttle  services, with round‐trip rates from the Front Range starting at approximately $120.     Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 31     Chapter 4  Existing Parking Conditions    Existing Parking Supply and Regulations  The current public parking supply within the commercial core area is shown in Table 12.  As  indicated, there are a total of 359 spaces, of which 299 are west of Avon Road and 60 to the  east.  Of the total, 21 percent are on‐street spaces and the remainder in lots.  While none of the  public spaces require a fee, just under half of these spaces (47 percent) have a 2 or 3 hour  parking time limit.  As noted, all of the parking areas are served by Avon Transit, and two areas  are within a convenient 5‐minute (quarter‐mile) walk of the gondola base.    In addition to these spaces, beyond the commercial core area 19 public spaces are available on  the north side of Nottingham Park, 72 spaces are available at Avon Elementary School on  weekends, 170 public spaces are available at Traer Creek Plaza, and there are a total of 765  spaces available for skier overflow at the Rodeo Grounds.  East of the study area, there are a total of 170 covered parking spaces in Traer Creek Plaza,  served by both Avon Transit and Eco Transit.  The Town has also made agreements with  individual private property owners to allow parking for special events when spaces are  available, as follows:  TABLE 12: Existing Public Parking in Avon Commercial Center Area Spaces Current Restrictions Transit Stop Gondola West Town Center Town Hall/Lake St 123 Weekend Only  Rec Center/Fire 93 3 Hr Max  West Beaver Creek Blvd On‐Street 22 2 or 3 Hr Max  Library On‐Street 25 2 Hr Max  Mikaela  Way Public Lot (New Town Hall) 36 None  Subtotal 299 East Town Center E. Benchmark Rd On‐Street 21 2 Hr Max  Chapel Place 9 2 Hr Max  Behind Chapel Sq.30  Subtotal 60 Total 359 Note: No overnight parking  on any facilities  (12 AM to 6 AM).  Excludes loading spaces. Within Convenient 5‐Minute   Walk Of… Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 32      Nottingham Park evening special event parking ‐‐ US Bank after 6:00 p.m., First Bank  after 6:00 p.m.     Weekend special event parking ‐‐ Mtn. Vista Office Building, US Bank and FirstBank after  12:00 p.m. on Saturday; all day Sunday, Beaver Creek Bear Lots (overflow only).  Existing Parking Counts and Utilization   Winter Counts  Parking accumulation counts were conducted throughout the Avon commercial core area over  the course of a busy winter day (Saturday, February 18, 2017, which was the Saturday of  President’s Day Weekend).  LSC staff conducted parking counts at a total of 15 on‐street and  off‐street parking areas every hour between 7:00 AM and 9:00 PM.  The individual areas are  depicted in Figures 11 and 12, while the results of the counts are shown in Table 13.  A review  of this data indicates the following:   The parking spaces in the 15 areas total 887.  At the peak time of overall parking  utilization (6:00 PM hour), 402 vehicles were observed in these areas in total (45  percent utilization).     The overall parking utilization is depicted graphically in Figure 13.  As shown, utilization  grows at a rapid rate until the 12:00 PM hour, and then grows at a slower rate over the  afternoon before falling starting at 7:00 PM.     A review of hourly utilization by specific area, as depicted in Figure 14, shows how  parking is utilized in different patterns.  Many areas see the highest utilization in mid‐ day or the early afternoon hours.  The Rec Center parking lot grows over the day to a  peak at 5:00 PM, after which it drops quickly.  Other areas such as the Loaded Joes,  Bob’s Place and Chapel Place parking areas, however, see the highest utilization in the  evening hours.     Utilization rates were observed to be higher west of Avon Road than east of Avon Road.   The highest utilization west of Avon Road was observed to be 55 percent, at 2:00 PM.  In  comparison, the east side of the commercial core had a maximum of 39 percent  utilization in the 5:00 PM and 6:00 PM hours.     While the total utilization rate was observed to be relatively low, a review of specific  areas indicates areas of high parking utilization.  Parking areas with utilization rates  exceeding 80 percent consisted of the following:     Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 33       H = East BenI = Chapel PJ = Behind CK = Chapel SL = Loaded Jnchmark Rd Place Chapel Place Square Joes a Figure 11: Avon Parking Count Areas - EastExhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 34       A = Town HaB = Lake St C = Rec CenteD = Fire E = W BeaverF = Library G = New TowM = Bob’s PlaN = DMV ll er r Creek wn Hall ace Figure 12: Avon Parking Count Areas - WestExhibit B Avon Multi     Another  Study con conducte (totaling  and Sun  overall o maximum   imodal Transpo o Rec Ce o The N in the o Chape o The lo o Loade recent sourc nducted by W ed for the Av 297 spaces) Road on Frid ccupancy of m of 173 veh ortation and Pa enter – 87 p ew Town Ha  2:00 PM ho el Place – 89 ot behind Ch ed Joes lot –  ce of winter Walker Park von Center a ) along the s day, Februar f 193 vehicle hicles (58 pe arking Plan percent at 5: all lot – Betw our  9 percent in t hapel Place – After 6:00 P parking occ king Consulta area, consist outh side of ry 26, 2016 a es (65 percen ercent) on Sa 00 PM  ween Noon a the 6:00 PM – 83 percent PM, with a p cupancy data ants.  This in ting of the pa f West Beave and Saturday nt) was obse aturday (at 7 LS and 2:00 PM M and 7:00 PM t at 1:00 PM eak of 96 pe a is the Avon ncludes park arking lots a er Creek Bou y, February  erved on Frid 7:00 PM).    SC Transportat M, with a pea M hours  ercent in the n Center Lot  ing occupan and below‐gr ulevard betw 27, 2016.  A day (at 10 AM tion Consultant Pa ak of 95 perc e 6:00 PM ho B Parking N ncy counts  round space ween Avon R A maximum  M) and a  ts, Inc. age 35   cent  our  Needs  es  Road  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 36    TABLE 13: Avon Commercial Core Parking Accumulation Counts ‐‐ Saturday, February 18, 2017ID Parking Location Type Capacity 7:00 AM 8:00 AM 9:00 AM 10:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PMA1 Town Hall‐Police Lot2011121112121212141211109ATown Hall Lot6510111014181817171110 8 8BLake StOn‐street382 101219302830271911 7 3CRec CenterLot 80 9 22 31 35 47 46 48 49 70 61 43 29DFireLot433 1121252319242426252112EW Beaver Creek On‐street30131410111100F LibraryOn‐street 25 1 0 2 3 15 15 20 17 5 7 7 7GNew Town Hall Lot37122327273231352917151310MBob's Place Lot135626670637065746878868896NDMVLot42101417211618232022303220HEast Benchmark Rd On‐street21063237514109167IChapel PlaceOn‐street9001111121088JBehind Chapel Place Lot 30 12 12 14 20 21 25 21 16 20 19 17 17KChapel SquareLot 239 11 19 28 36 40 52 55 59 57 47 36 29LLoaded Joes Lot73263330322930172944706963Subtotal: West Side515 121 172 202 223 264 252 284 266 261 257 229 194Subtotal: East Side372 49 70 76 91 94 115 99 120 132 145 146 124Subtotal: Public West Side318 38 80 104127166 157 175 164 149 130 99 69Subtotal: Public East Side60 12 18 18 23 25 33 27 32 31 28 41 32Subtotal: Public378 50 98 122 150 191 190 202 196 180 158 140 101TOTAL887 170 242 278 314 358 367 383 386 393 402 375 318Percent of CapacityA1 Town Hall‐Police Lot2055% 60% 55% 60% 60% 60% 60% 70% 60% 55% 50% 45%ATown Hall Lot 65 15% 17% 15% 22% 28% 28% 26% 26% 17% 15% 12% 12%BLake StOn‐street 38 5% 26% 32% 50% 79% 74% 79% 71% 50% 29% 18% 8%CRec CenterLot 80 11% 28% 39% 44% 59% 58% 60% 61% 88% 76% 54% 36%D FireLot 43 7% 26% 49% 58% 53% 44% 56% 56% 60% 58% 49% 28%EW Beaver Creek On‐street 30 3% 10% 3% 13% 3% 0% 3% 3% 3% 3% 0% 0%F LibraryOn‐street 25 4% 0% 8% 12% 60% 60% 80% 68% 20% 28% 28% 28%GNew Town HallLot 37 32% 62% 73% 73% 86% 84% 95% 78% 46% 41% 35% 27%MBob's PlaceLot 135 46% 49% 52% 47% 52% 48% 55% 50% 58% 64% 65% 71%N DMVLot 42 24% 33% 40% 50% 38% 43% 55% 48% 52% 71% 76% 48%HEast Benchmark Rd On‐street 21 0% 29% 14% 10% 14% 33% 24% 67% 48% 43% 76% 33%IChapel PlaceOn‐street 9 0% 0% 11% 11% 11% 11% 11% 22% 11% 0% 89% 89%JBehind Chapel Place Lot 30 40% 40% 47% 67% 70% 83% 70% 53% 67% 63% 57% 57%KChapel SquareLot 239 5% 8% 12% 15% 17% 22% 23% 25% 24% 20% 15% 12%LLoaded JoesLot 73 36% 45% 41% 44% 40% 41% 23% 40% 60% 96% 95% 86%Subtotal: West Side23% 33% 39% 43% 51% 49% 55% 52% 51% 50% 44% 38%Subtotal: East Side13% 19% 20% 24% 25% 31% 27% 32% 35% 39% 39% 33%Subtotal: Public West Side12% 25% 33% 40% 52% 49% 55% 52% 47% 41% 31% 22%Subtotal: Public East Side20% 30% 30% 38% 42% 55% 45% 53% 52% 47% 68% 53%Subtotal: Public Total13% 26% 32% 40% 51% 50% 53% 52% 48% 42% 37% 27%TOTAL19% 27% 31% 35% 40% 41% 43% 44% 44% 45% 42% 36% Exhibit B Avon Multi     These av parking s two walk Summer  In the su facilities   O fi a    O so R n   imodal Transpo vailable park shortages at  k at all times Counts  mmer of 20 shown in Fig On the date o lled all publi lso highest i Other than du ome individu oad/Mikaela earby facilit ortation and Pa ing counts in peak times. s.  15, Town sta gure 15.  The of the evenin ic parking w n the areas  uring this ev ual facilities  a Way.  In al ies.    arking Plan ndicate that  .  However, p aff conducte e results sho ng count (Au est of Avon  east of Avon vening specia reached 100 l these case there are sp public parkin ed a series o own in Table ugust 6th) the Road.  Parki n Road, thou al event, the 0 percent ut s, however,  LS pecific sub‐a ng is typicall f counts for  e 14 indicate ere was a sp ing utilizatio ugh this reac ere were sev tilization, in  there were  SC Transportat areas that ex ly available w key times in e the followin pecial event  on during thi ched only 47 veral specific the vicinity o available sp tion Consultant Pa xperience  within a bloc n the parking ng:  that comple s period was 7 percent.  c times when of Benchma paces in othe ts, Inc. age 37   ck or  g  etely  s  n  rk  er  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 38         Figure 15Summer Parking Count AreasP41st BankExhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 39        Overall, parking utilization during these summer counts was observed to reach a  maximum of 76 percent during the special event, and 45 percent in other periods.  West  of Avon Road the maximum occupancy beyond the special event was 56 percent, while  it reached a maximum of 32 percent east of Avon Road.  Existing Parking Code  The provision of parking in Avon is regulated by Section 7.28.020 of the Code of Ordinance.  The  base parking rates (spaces required per unit of development) are shown in Table 15.  In  addition, the Code identifies several adjustments/considerations that impact the number of off‐ street spaces required:  TABLE 14: Summer Parking Counts 7/30/2015 7/31/2015 7/29/2015 7/28/2015 7/27/2015 8/5/2015 8/3/2015 8/6/2015 9:00‐9:30am10:30‐11:00am12:00‐1:00pm12:30‐1:45pm1:00‐2:00pm 3:15‐4:00pm 3:30‐4:00pm 8:00‐9:00pm G1 39 12 15 14 32 21 13 21 39 G2 37 17 26 25 29 30 33 24 37 G3 12 9 9 10 11 12 11 6 12 G4 12 6 9 6 11 12 11 8 12 G5 15 8 10 12 10 11 10 10 15 P1 7 2 1 2 5 4 4 4 7 P2 18 2 9 16 11 16 13 16 18 P314435345314 P4 8 8 2 2 1 2 3 3 8 B1 84 37 39 42 29 34 36 31 84 B2 14 8 15 15 12 13 11 12 14 Y1 36 12 13 9 12 7 10 6 36 TA 150 9 34 0 41 49 43 41 65 TB‐1 84 15 7 26 0 24 9 10 42 TB‐2 17 15 12 12 13 8 10 11 12 Subtotal: West Side 296 125 151 158 166 166 160 144 296 Subtotal: East Side 251 39 53 38 54 81 62 62 119 TOTAL 547 164 204 196 220 247 222 206 415 Percent of Capacity G1 31% 38% 36% 82% 54% 33% 54% 100% G2 46% 70% 68% 78% 81% 89% 65% 100% G3 75% 75% 83% 92% 100% 92% 50% 100% G4 50% 75% 50% 92% 100% 92% 67% 100% G5 53% 67% 80% 67% 73% 67% 67% 100% P1 29% 14% 29% 71% 57% 57% 57% 100% P2 11% 50% 89% 61% 89% 72% 89% 100% P3 29% 21% 36% 21% 29% 36% 21% 100% P4 100% 25% 25% 13% 25% 38% 38% 100% B1 44% 46% 50% 35% 40% 43% 37% 100% B2 57% 107% 107% 86% 93% 79% 86% 100% Y1 33% 36% 25% 33% 19% 28% 17% 100% TA 6% 23% 0% 27% 33% 29% 27% 43% TB‐1 18% 8% 31% 0% 29% 11% 12% 50% TB‐2 88% 71% 71% 76% 47% 59% 65% 71% Subtotal: West Side 42% 51% 53% 56% 56% 54% 49% 100% Subtotal: East Side 16% 21% 15% 22% 32% 25% 25% 47% TOTAL 30% 37% 36% 40% 45% 41% 38% 76% Parking  Lot Total  Spaces Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 40        A 15 percent reduction can be applied if the Town determines that an appropriate mix  of uses is proposed.     Adjacent on‐street parking along the front property line may “count” towards the total  parking supply, at the discretion of the Town.     Off‐site parking may be considered as part of a planned unit development, so long as it  is within 500 feet from the use and a direct, adequate and convenient pedestrian  connection is available.  TABLE 15: Town of Avon Off‐Street Parking Requirements Dwelling, Single‐Family, Duplex 2 per unit; 3 per unit for units over 2,500 sq. ft. Studio/ Lockoff/ Accommodation unit ‐ 1 per unit 1 bedroom/ DU over 2,500 sq. ft. ‐ 2 per unit 3‐5 units ‐ 2 spaces 5‐10 units ‐ 3 spaces 11‐15 units ‐ 4 spaces 16‐20 units ‐ 5 spaces 21‐25 units ‐ 6 spaces Over 25 units ‐ 7 spaces plus 1 space for each 5 units  in excess of 25 up to a maximum of 10 additional  spaces. Group Homes 1 per bed plus 1 per 100 sq. ft. of GFA Retirement home, nursing home or assisted living  facility 1 per 4 beds and 1 per employee with  consideration  to the  number of shifts worked. Art gallery or museum 4 per 1,000 sq. ft. GFA Community centers 4 per 1,000 sq. ft. GFA Government services, offices and facilities 4 per 1,000 sq. ft. GFA Library 4 per 1,000 sq. ft. GFA Religious assembly 4 per 1,000 sq. ft. GFA Child care  center 2 per 1,000 sq. ft. GFA Preschool, nursery school 2 per 1,000 sq. ft. GFA College or university (non‐exempt)4 per 1,000 sq. ft. GFA School, K‐12 (public and private)4 per 1,000 sq. ft. GFA School, vocational ‐technical  and trade 4 per 1,000 sq. ft. GFA Medical  center/ hospital 4 per 1,000 sq. ft. GFA Medical  and dental clinics and offices 4 per 1,000 sq. ft. GFA Urgent care  facility 4 per 1,000 sq. ft. GFA Parks and Open Space Golf course 4 per green 4 per 1,000 sq. ft. GFA Food and Beverage  Services Restaurants, bars and taverns 1 per 60 sq. ft. of indoor seating area. Office Administrative and professional offices 3 per 1,000 sq. ft. GFA Recreation and Entertainment, Outdoor Outdoor commercial  recreation/ entertainment Determined by the Director Recreation and Entertainment, Indoor Indoor commercial recreation/ entertainment Determined by the Director Wholesale  Business Wholesale  business 1 per 800 sq. ft. GFA 1 per 800 sq. ft. GFA https://www.municode.com/library/co/avon/codes Residential Uses Community Services Residential and Accommodation Uses General  Industrial Uses  unless otherwise stated Day Care Educational Facilities Health Care Facilities Commercial Uses General  Commercial Uses  unless otherwise stated Industrial Service Dwelling, Multi ‐Family Guest Parking for Multi ‐Family Group Living Public and Institutional Uses Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 41      The maximum number of off‐street spaces that may be provided is 125 percent of the  required minimum number of spaces.  Comparison of Parking Counts with Code  The parking counts provides the opportunity to compare the existing Code requirements  against the observed peak parking demand.  The close proximity between uses in the Avon  commercial core makes it a challenge to find parking areas with observed use that can be  directly compared against the land uses served.  Two specific areas allowed this direct  comparison:   The Chapel Square commercial center Building B consists of 53,318 square feet of  commercial floor area.  At the Code rate, it would require 214 spaces.  A maximum of 59  parked vehicles were observed, indicating that the current parking rate is almost 4 times  the observed peak rate.       Given this high occupancy, it is probable that approximately 10 of the peak 16 vehicles  parked in the adjacent East Benchmark on‐street spaces were also generated by this  center.  This indicates that the current Code rates are approximately 132 percent of the  observed peak.     The Avon Center Lot B Parking Needs Study data can also be used to compare Code  requirements with observed parking.  Current Town Code parking requirements for the  existing land uses would require 218 spaces.  Compared with the maximum observed  parking demand, and adjusting for the five spaces included in the counts but used for  equipment storage, the current Code requires 16 percent more spaces than observed at  maximum.  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 42     This page left intentionally blank     Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 43     Chapter 5  Review of Overall Mobility Conditions    Strengths and Weaknesses of Current Transportation Conditions  Strengths   The Main Street Mall provides an excellent pedestrian amenity and a strong urban  design organizing element for the western portion of the core area.     Overall, the sidewalk/pedestrian path network provides good connections throughout  the commercial core.     Avon Station is an attractive and functional connection between the local and regional  transit services.     Traffic level of service is generally good, particularly in comparison with other successful  mountain resort communities.  As a result, the potential for diversion of traffic onto  inappropriate streets is limited.  Overall, the capacity of the roadway network is  adequate, without generating the negative impacts associated with an overly‐designed  roadway network.     Avon Transit is a highly productive transit system.     Eco Transit provides a high level of transit service connecting Avon with the remainder  of the Vail Valley.   Weaknesses   Limited or non‐existent evening transit service.     The one‐way directional structure of the transit routes reduces their convenience.  For  example, an employee traveling home from work at the Sheraton to their home at The  Aspens is faced with a 25 minute bus ride.     Lack of direct intercity public transit service, which limits visitor’s ability to access Avon  without a car.     Gaps in the sidewalk network.    Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 44      Avon Road tends to provide a barrier to pedestrian and bicycle travel.     The “suburban” street pattern east of Avon Road results in the potential for confusing  travel routes.  While it is not an unattractive area for cycling and walking, the adjacent  land uses and street pattern also do not encourage active transportation.     Accident rates are relatively high, though fortunately the rate of serious crashes is low.   Recent changes to the Avon Road/Beaver Creek Blvd roundabout should help reduce  the crash rate.     Parking within walk distance of the gondola could potentially be impacted by growth in  skier parking demand, or changes in Beaver Creek transportation strategies.       Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 45     Chapter 6  Avon Multimodal Mobility Plan    The following plan has been developed through the detailed review of existing conditions (as  discussed in previous chapters), the consideration of public input, and a review of successful  strategies in other similar mountain resort communities.  An overall strategy regarding overnight visitor transportation is the development and  promotion of Avon as a “park once” destination.  This would build upon the fact that the Avon  commercial core has a good mix of nearby land uses, has a topography and facilities that make  walking and cycling viable options for many short trips, and is served by a variety of high‐quality  transportation options (including Avon Transit, Eco Transit and the gondola connection to  Beaver Creek).  While a visitor may use a private vehicle to access Avon, once here it can be  parked at the lodging facility and transit, walking and cycling can be used to access a great  summer or winter vacation.  “Take a vacation from your car” is a tag line that is appealing to  many visitors, and can help maintain the quality of environment that both visitors and residents  desire.  Transportation improvements can also be made through land use strategies.  Reflecting the era  of its development the Avon commercial core is largely comprised of buildings set behind  parking lots, which results in a functional but not particularly compelling pedestrian  environment.  In future land use planning and development review, the Town should strive to  bring the land uses up to the sidewalks, rather than setting the land uses behind a “sea of  parking”.   For example, redevelopment of the underutilized Tract A could bring the storefronts  up to East Benchmark Road and Chapel Place, providing a more attractive pedestrian  experience.  This strategy is also referenced in the 2015 Bluezones study.  Finally, it should be recognized that there are many potential changes on the horizon for the  transportation field in the form of emerging mobility technologies.  The development of  autonomous vehicles could increase the ability to use larger shared parking facilities (such as on  the outskirts of an activity center) for vehicle storage, as travelers can reach their destination in  the activity center and then instruct the vehicle to drive to an offsite parking facility.  In addition  to freeing space in the activity center for amenities such as pedestrian facilities, the increased  ability to share parking spaces among various daytime and nighttime uses can reduce overall  parking needs.  Appendix A presents additional discussion of the current status of autonomous  vehicles and the implications for Avon.  Also, the growth of Transportation Network Companies  (Lyft, Uber) and associated on‐demand ride‐hailing technologies opens up mobility options for  low‐density areas where traditional public transit in not effective.  As the long‐term impacts of  these changes become clearer, Avon’s transportation strategies should be adjusted.  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 46     BICYCLE/PEDESTRIAN STRATEGIES  Establish a Complete High‐Amenity Pedestrian/Bicycle Network  The Avon commercial core already benefits from a substantial network of bicycle and  pedestrian facilities.  In particular, almost all roadways have sidewalks along one or both sides,  and there are various sections of separated multipurpose paths.  It is therefore physically  possible to walk or bike in relative safety and comfort for the large majority of potential trips.   However, the existing facilities do little to encourage or excite people to walk or bike for many  of these potential trips.  Under this plan, the existing network will be improved and augmented to provide a network of  “high amenity” pedestrian/bicycle facilities tying the elements of the commercial core together  and to other parts of the community.  As shown in Figure 16, existing Class I separated facilities  will be expanded by the following:   Extension of the Main Street Mall westward from Mikaela Way to Nottingham Park.   This is particularly effective in that it is a relatively short section that connects existing  facilities to the east and to the west.       Construction of a new north/south facility providing a convenient and direct  connection from north of I‐70 to the Recreation Center/Library civic activity area.  At  present, there is no direct or obvious corridor for north/south pedestrian/bicycle travel  in the commercial core, other than along Avon Road (with the attendant noise).  In  particular, the current roadway and development pattern west of Avon Road makes it  difficult for visitors to readily identify a route of travel.  In addition, the portions of Avon  north of I‐70 along Nottingham Road (and beyond) are growing as new facilities (such as  the medical clinic) and new residences develop.  However, the Interstate provides a  substantial barrier to an attractive walk or cycle between this area and the remainder of  the core.  Considering this new facility from the north to the south, it is envisioned as  follows:    o Starting from where the bike path north of the interstate crosses Avon Road, the  new path will travel south beneath I‐70 to the west of the overpass pillars on the  west side of Avon Road.  This will require re‐engineering the sloped concrete  walks to include a vertical retaining wall, and could result in the elevation of the  path being a few feet above the elevation of the roadway.  Through landscaped  walls and additional path lighting, this would provide a psychological barrier  between trail users and traffic, and greatly enhance the quality of travel beneath  the Interstate.  The Town is already studying this improvement.     Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 47       £¤6U S HWY 6NOTTINGHAMRDHURD LNPRATER RDWBEAVERCREEKBLVDRIVERFRONTLNLAKE STSW IFTGULCHRDVILLAGE RDCHAPELPLAVON RDBUCK CREEK RDMILLIES LNBEAVERCREEKBLVDBENCHMARK RDBEAVERCREEKPLSUN RDU S HWY 6BENCHMARKRD70006EEsri, HERE, DeLorme, MapmyIndia, © OpenStreetMap contributors, and the GIS usercommunityI0800 1,600400FeetFigure 16High Amenity Bicycle/Pedestrian Network§¨¦70Note: Not all sidewalks are shownExisting FacilityNew or Modified Facility (Long Term)New or Modified Facility (Short Term)dExhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 48     o South of I‐70, the trail will cross at the existing crossing location at the end of the  eastbound off‐ramp.  A new path segment will then extend to the southwest  between the Walgreens building and the Post Office building to Sun Road4.    o The existing sidewalk on the west side of Sun Road south to West Beaver Creek  Boulevard will be enhanced.  An improved crossing (with Rapid Rectangular  Flashing Beacons) will be provided across West Beaver Creek Boulevard.  The  existing paths east of the Sheraton will be modified to provide a clear preferred  and direct route to Mikaela Way west of the New Town Hall.  Finally,  improvements to the existing sidewalk along the east side of Mikaela Way will tie  this new facility to the existing western end of the Main Street Mall.     Extension of the Main Street Mall eastward across Avon Road is an important long‐ term enhancement.  In the near‐term, this can be provided by enhancing sidewalks  along the south side of Benchmark Road as far as a small public plaza on the southeast  corner of Benchmark Road and Chapel Place, as well as enhanced crossing of Benchmark  Road (at the existing eastern end of the Main Street Mall) as well as of Avon Road on  the south side of Benchmark Road.  In the long‐term, this improvement could include a  pedestrian overpass of Avon Road just to the north of the railroad overpass.  This takes  advantage of the existing grades to provide an overpass with virtually no change in  elevation required of the pedestrian.  Public art, benches and other amenities could  draw pedestrians along this path, including a small sculpture park on the public land  along the east side of Avon Road.  Another strategy that could encourage use of this  facility would be to reconfigure the land uses on Tract A to provide direct streetfront  small‐scale retail along the west side of Benchmark Road (rather than the existing  pedestrian‐unfriendly big box structure behind an unattractive parking lot).5    This “high amenity network” should include the following:   Shared bicycle/pedestrian paved paths a minimum of 10 feet in width   Common design elements (benches, bollards, signs)   Enhanced low‐level path lighting, where appropriate   Enhanced directional signage  Taken as a whole, Figure 16 shows how these new elements would result in a comprehensive  bicycle/pedestrian facility network that ties the commercial core together and serves as an  attractive alternative for travel within the core, as well as to connections for longer trips.                                                               4 There is already an informal use trail established here.  5 Main Street in Frisco provides a good example of how successful new development can enhance the pedestrian  environment.  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 49     Construct a Sidewalk Along West Beaver Creek Boulevard  In addition, a sidewalk is needed along the south side of West Beaver Creek Boulevard between  Avon Elementary School on the west and Lake Street on the east.  In addition to providing  pedestrian access to the various residential properties, it will provide walking access to the bus  stops along this section.  Consider Pedestrian Hybrid Beacons on Avon Road if Pedestrian Volumes Increase  A new strategy to enhance pedestrian crossings of busy arterial roadways is the “Pedestrian  Hybrid Beacon” (PHB).  Previously called a HAWK (for High Activity WalK) signal, a PHB consists  of a single mast arm over each approach on the arterial with signal heads.  These signal heads  are turned off except when activated by a pedestrian.  The signals then show a typical yellow  light followed by a solid red light.  The solid red light indication remains until the fastest walkers  have had time to cross the walkway, after which a flashing red indication is provided until  slower walkers have had sufficient time.  Drivers must remain stopped during the solid red, but  can proceed after stopping under the flashing signal.  A PHB has the benefit of fully stopping  virtually all traffic when a pedestrian is present, but providing no delays to motorists when  pedestrians are not pushing the button.  By waiting a minimum set time between activations, a  PHB can also improve traffic flow by “grouping” pedestrians.  PHBs are allowed under the most recent version of the Colorado Department of  Transportation’s Roadway Design Guide.  While current pedestrian counts at any one location  do not attain the minimum of 20 per hour needed to warrant a PHB, future improvements  could well meet and exceed this level.  If so, one or more PHB at busy locations should be  pursued to accommodate and encourage pedestrian activity.  Establish a Bike Share Program  Bike share programs are increasingly being implemented across the nation (including in smaller  resort communities) as they can provide multiple benefits including reducing auto usage and  associated greenhouse gas and other environmental impacts, reducing pressure for parking,  and increasing overall health and well‐being. In the United States, over 100 cities currently have  bike share, including successful programs in Aspen/Basalt and in Ketchum/Sun Valley Idaho.    Avon should pursue starting a program with approximately 30 to 40 bikes. The flat topography  in the valley floor, relatively short and bike‐able distances between land uses and the presence  of good cycling facilities are all factors that indicate a high potential for success.  Using a private  operator could minimize upfront costs, and allow Avon to test feasibility, understand staffing  needs and make modifications to the program before making a long‐term capital investment in  bicycles.  Potential bike station locations would be at Town Hall/Rec Center, major lodging  properties, as well as residential areas such as Eaglebend, The Aspens, and Buffalo Ridge.  The  potential success of the program would be improved if other entities (such as Beaver Creek,  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 50     Vail and Eagle County) are also included to result in a broader regional program6.  Provision of  additional bike sharing stations could also be a requirement of future major developments,  such as hotels and multifamily housing projects.  Apply for Bicycle Friendly Community Status  The League of American Bicyclists is a nationwide advocacy group that has established a strong  program to designate “Bicycle Friendly” communities.  At present, there are over 400  designated communities across the country, with 22 in Colorado (including Vail, Breckenridge  and Aspen).  Municipalities complete an application that provides information on five key  factors regarding cycling conditions (engineering/facilities, public education, advocacy,  enforcement, and evaluation/planning).  The League then scores the applications and identifies  the level of bicycle friendly status (Bronze, Silver, Gold or Platinum).  The municipality then are  the right to post signs proclaiming their status, and to include it in marketing materials.  The Town of Avon should pursue this process, as it is relatively easy to complete and can  provide good insight into factors that can be improved to encourage growth in cycling.  It also  gives residents and visitors an indication of the Avon community’s support of cycling as a travel  mode.   Conduct Bicycle and Pedestrian Counts  The Town should establish an ongoing bicycle and pedestrian count program, similar to the  ongoing and effective traffic count program, in order to help guide future improvements to  these travel modes.  A reasonable starting point for a program would be counts conducted  every two years in both peak winter and peak summer.  Automated trail count equipment  could be installed at several locations on both the Eagle Valley Trail as well as the paved trail  north of I‐70 and on the Main Street Mall.  This should be augmented by 2‐hour‐long counts  during the mid‐day of the individual movements at key intersections, such as the roundabouts  along Avon Road, the intersections along Beaver Creek Boulevard at Lake Street, Sun Road and  Beaver Creek Place, and the crossings of Beaver Creek Boulevard near the elementary school.  Establish a Bicycle/Pedestrian Advisory Committee  The Town should expand the scope of the existing Trails Committee to form a comprehensive  Bicycle/Pedestrian Advisory Committee.  This Committee should be charged with providing a  public forum and public input regarding future pedestrian and bicycle improvements in Avon,  including new facilities, maintenance, enforcement and advocacy.  This will help to maintain  momentum to implement ongoing bicycling and pedestrian improvements.                                                                 6 It should be noted that Eagle County is already involved in bike sharing through the Basalt program.  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 51     TRAFFIC STRATEGIES  “Right Size” The Roadway System  In general, the Town’s roadway network provide the appropriate level of capacity to  accommodate existing and foreseeable future traffic levels, as is reflected in the findings of  recent traffic studies.  The implementation of the recently‐approved Beaver Creek Boulevard  Masterplan will eliminate the unnecessary approach lanes at the Avon Road /Beaver Creek  Boulevard intersection, improving pedestrian crossing conditions as well as safety.  As part of  this current study, LSC reviewed the configuration of several other locations:   The Avon Road/Benchmark Road roundabout includes a dual westbound approach.   Level Of Service (LOS) analysis (presented in Appendix A) of future volumes identified in  the 2009 Transportation Study indicates that providing only a single westbound  approach lane would continue to provide LOS A, with 95th percentile westbound queues  of 2 vehicles (not blocking the eastbound left turn movement into Plaza Way).  If new  peak winter counts confirm this conclusion, this lane reduction is recommended.     The configuration of Beaver Creek Place was reviewed, and largely found to be  appropriate for the traffic levels.  The section northwest of Benchmark Road consists of  one lane in each direction with a total width of approximately 25 feet, and no  modifications are needed.  The eastern approach of Beaver Creek Place to East Beaver  Creek Boulevard, which currently provide two lanes, could be reduced to a single lane.  LSC also reviewed traffic volumes and capacity along Avon Road, and determined that the  existing two through lanes in each direction are necessary and appropriate.  With traffic  volumes in excess of 25,000 vehicles per day during peak periods, Avon Road serves  substantially more than the roughly 18,000 vehicles per day that can be accommodated on the  best of two‐lane roadways.  Reduction to a two‐lane roadway would cause roughly 7,000  drivers per day to divert to other routes connecting I‐70 with Beaver Creek, such as Post  Boulevard and Miller Ranch Road.  It would also increase east‐west delays in Avon as the  capacity of the roundabouts on Avon Road to accommodate traffic entering from Beaver Creek  Boulevard and Benchmark Road would be reduced.  This in turn would generate traffic queues  that would block nearby driveways and intersections.  One roadway reduction that could potentially be feasible would be the elimination of the third  southbound lane along Avon Road between I‐70 and Beaver Creek Boulevard, including the  elimination of the eastbound‐to‐southbound slip lane at the Avon Road / I‐70 Eastbound  roundabout.  LOS analysis of the 2009 study future forecasts indicates that this would be  feasible, providing an acceptable worst LOS of D at both the eastbound ramps and at Beaver  Creek Boulevard and queues that are acceptable.  If analysis of new winter peak hour traffic  counts confirm this conclusion, this lane should be eliminated.  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 52     Improve Wayfinding Signage for Public Parking  At present, signage along Avon Road directing visitors to public parking is virtually non‐existent.   In the southbound direction, this is limited to a single small (a few inches high) international P  parking sign just north of Benchmark Road, and there is no signage in the northbound direction.   Standard sized P parking signs should be installed directing drivers from Avon Road both to the  parking along Benchmark Road to the west and in Tract A to the east.  While it is true that  excessive “sign clutter” can detract from the visual quality of a community, efficiently guiding  drivers to available parking can reduce unnecessary traffic movements and can encourage  pedestrian travel and visitor spending.  Car Sharing  As discussed in detail in Appendix B, various communities (including smaller communities such  as Aspen and Ithaca, New York) have established a municipal‐led car sharing program.  Under  these programs, participants pay for use of a vehicle when necessary, but avoid the substantial  cost of private vehicle ownership.  It is particularly useful for persons with only infrequent need  for a vehicle, such as residents who use other modes for commuting and shopping but want to  make a recreational trip, or employees who commute to work but need a car for a work trip  during the day.  The potential benefits to the community are that (1) less parking is needed and  (2) overall less traffic is generated as it encourages residents and visitors to not have ready  access to a car, reducing the potential that the car is used for other trips.    Establishing a car‐share program solely within the Town of Avon under current conditions is not  recommended, as there are several factors that indicate it would not be an effective use of  resources:   The low number of households without a vehicle and low population density.   The barriers to convenient participation by visitors.   The substantial investment and ongoing staff resources needed.   The relatively small market for such a program that reduces the potential to break even.   The utilization rate in Aspen (approximately 5 vehicle‐trips per day during the busiest  months) means that a program would not make a noticeable difference in traffic levels.  While not recommended as a “stand‐alone” program, Avon should be an active participant if  there is a broader effort (including other nearby communities and resorts) for a regional car‐ sharing program.  TRANSIT STRATEGIES  Public transit is already a strong element in Avon’s transportation strategy.  The Town in recent  years has been proactive in expanding services, including new evening service.  Under this plan,  the following additional improvements are recommended over the long term.    Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 53     It should be noted that new or expanded transit services typically require up to three years to  reach their full ridership potential.  In addition to the time needed for residents and visitors to  become aware of the services, this also reflects how persons change their travel options to take  advantage of new services.  As an example, a seasonal winter worker that typically brings a car  (and then uses it) may decide to move to Aspen for the next season without a car, knowing that  the transit system has been improved.  Similarly, a regular visitor who realizes that the  provision of evening transit service means they do not need to incur the cost of a rental car may  choose on their next visit to use a private shuttle service to access Avon and then Avon Transit  or Eco Transit for all their local trips.  Increased Winter Daytime Service Frequency  Winter daytime service frequency should be improved to 15 minutes (from the current 30  minutes) by adding a second bus on both the Red Route and the Blue Route.  This increased  frequency substantially increases the convenience of a transit service, particularly for travelers  with the option of using a car.  As shown in Table 16, this improvement will come at the cost of  $378,300 per year in additional operating costs7.  However, it is forecast (based on the  observed change in ridership associated with similar frequency improvements at other transit  systems) to increase ridership by 240 passengers per winter day, or 32,600 over the course of a  winter season.   Two additional buses would be needed for peak operation.  Since only existing  bus stops would be served, no new stops would need to be established.  As an aside, another option was considered that similarly added two buses, but operated them  in the opposite (counterclockwise) directions from the existing Red and Blue Routes.  This  would address the common complaint that some individual trips take a relatively long time to  complete on the current route system.  To assess this option, a “travel time matrix” was  prepared for the existing routes and schedules.  As shown in the top portion of Table 17, this  indicates the minutes of travel time currently required to complete trips between key transit  stops.  As shown, most of the trips can be completed without the need for a transfer8 and  relatively quickly (within 20 minutes), though some require longer.  A trip between the Buffalo  Ridge and Aspens residential areas is the worst case, requiring 53 minutes and a transfer9.  The  trip from Walmart to Buffalo Ridge is another example of the effects of one‐way loops,  requiring 25 minutes of riding on the Red Route.  The boarding data presented in Table 10 was  used to “weight” each of the cells in the matrix to reflect the relative ridership.  Summed over  all trips, this indicates that the average passenger on Avon Transit has an in‐vehicle travel time  that is a relatively short 10.4 minutes.                                                                 7 Based upon the marginal cost of $126.82, calculated from the 2017 budget figures.  8 Reflecting that both routes serve the majority of key commercial centers.  9 This could be reduced to 38 minutes with retiming of the routes to provide a direct bus‐to‐bus transfer at Aspen  Station.  Note that as both are residential areas, the proportion of trips with this origin and destination is low.  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 54       A similar analysis was conducted assuming two‐way operation on both routes.  In reality, it  would make no sense to operate in the opposite direction on the Hurd Lane/Stonebridge/US 6  loop, as this would result in service on the far side of busy US 6 at the Eagle bend West stop and  would require construction of additional stops, while providing very minimal changes in travel  times.  Similarly, the portions of the Blue Route between Lake Street and Walmart would  operate in the same direction, as any new stops would be close to an existing stop and would  provide little travel time savings.  Two‐way service would therefore be provided by operating a  counterclockwise loop on the Red Route loop serving Walmart and Buffalo Ride, and on the  Blue Route loop serving The Aspens and Westgate Plaza.  On the remaining route segments,  these additional runs would improve the service frequency.  Weighting the reduced travel times  by the proportion of ridership, two‐way service would result in an average in‐vehicle travel time  of 7.5 minutes, or 3.4 minutes less than the current service plan.  This option would also require  establishing new stops at the following locations:   Buffalo Ridge West   Buffalo Ridge East   Northside Kitchen   Stone Creek   Buck Creek    Another consideration is that providing two‐way service results in a more complicated service  plan, with the potential for passengers to board the wrong bus (as buses operating other   TABLE 16: Recommended Avon Transit Service Improvements Season From To Daily Annual Daily Annual 15‐Minute Winter Daytime Service Blue Route 11/25‐4/10 6:48 AM 5:53 PM 11.08 1,507 $191,200 139 18,900 Red Route 11/25‐4/10 7:03 AM 5:54 PM 10.85 1,476 $187,100 101 13,700 Total 21.93 2,983 $378,300 240 32,600 Operate Red and Blue Routes All Day  in Summer, Rather than Black Route Mid‐Day Existing Black Route Mid‐Day 4/10 ‐ 11/24 8:30 AM 3:30 PM 7.00 1,603 $203,300 Replacement Blue Route Mid‐Day 4/10 ‐ 11/24 8:30 AM 3:30 PM 7.00 1,603 $203,300 Replacement Red Route Mid‐Day 4/10 ‐ 11/24 8:30 AM 3:30 PM 7.00 1,603 $203,300 Net Change 1,603 $203,300 93 21,300 4/10 ‐ 11/24 10:00 PM 11:00 PM 1.00 229 $29,000 13 3,100 Special Event Shuttle Service Varies ‐‐ ‐‐8.00 80 $10,100 Varies Varies Alternative Considered But Not Recommended Reverse Direction Daytime Service ‐ Winter Blue Route 11/25‐4/9 6:33 AM 6:08 PM 11.58 1,575 $199,800 115 15,600 Red Route 11/25‐4/9 6:48 AM 6:09 PM 11.35 1,544 $195,800 102 13,878 Total 3,119 $395,600 217 29,478 Extend Summer Evening Service ‐  From 10 to 11 PM Marginal   Cost Hours of Service Vehicle‐Hours Ridership Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 55     portions of the route in both directions would serve some stops), and that would be harder for  a visiting rider to understand and use.  Given this, the fact that increased frequency in one  direction is slightly less expensive (as service need only be provided from 15 minutes after the  current beginning of service until 15 minutes prior to the current end of service), the greater  ridership potential of consistent improved frequency and the capital cost of the additional bus  stops, adding service frequency in the current directions is the preferred strategy.    Provide Consistent Daytime Service in Summer  At present, outside of the winter season Avon Transit operates the Red Route and the Blue  Route at the beginning and end of the operating span (roughly 6:30 to 8:30 AM and again from  3:30 to 6:30 PM), but operating one bus on the Black Route between 8:30 AM and 3:30 PM.   The Black Route serves all of the same major stops on the same frequency, but on a simplified  route that requires some additional in‐vehicle travel time.  This strategy, while saving operating  costs, also results in two changes in the service plan each day.  One of the key elements of a transit service – particularly in striving to serve visitors – is to  make the serve as simple and easy to understand as possible.  Accordingly, it is recommended  that the Blue and Red Routes be operated throughout the day, rather than the Black Route.   Color Key Fastest On  Blue Rt Fastest On  Red Rt Requires  Transfer TO ► FROM▼ Existing 1‐Way Loops Aspens 5 8 17 13 Avon Station 7398 City Market 22 11 7 5 Buffalo Ridge 53 21 10 5 Walmart 17 10 5 25 10.8 2‐Way Loops Aspens 5 8 17 13 Avon Station 5398 City Market 83 75 Buffalo Ridge 14 9 7 5 Walmart 13 8 5 5 7.5 Change in Travel Time Aspens 0000 Avon Station ‐2000 City Market ‐14 ‐800 Buffalo Ridge ‐39 ‐12 ‐30 Walmart ‐4 ‐20‐20 ‐3.4 Note: 15 of the 53 minutes  for Buffalo Ridge to  Aspens  is waiting between  buses  at Avon Station, which  could be addressed by modifying the schedules. TABLE 17: Travel Times Between Major Stops on Red Route and  Blue Route (Minutes) Average  Travel  Time Avon  Station City  Market Buffalo  Ridge WalmartAspens Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 56     This, for example, would allow a front desk clerk at the Sheraton to easily remember (and  communicate to the guests) that buses always serve the hotel at 4 and 34 minutes past the  hour, rather than having to explain the differences in the peak vs. the mid‐day period.  Between  this increased convenience and the shorter travel times, this improvement is forecast to  increase ridership by an estimate 93 boardings per day, or 21,300 per year.  While it will  increase annual costs by $203,300, the improved consistency and ridership potential makes this  cost warranted.  Extend Summer Evening Service Until 11:00 PM  At present the summer Night Rider service operates until 10:00 PM.  Ridership data from  similar other mountain resort transit services that operate later into the evening indicate that  ridership stays relatively high until 11:00 PM before dropping.  Later evening service is also an  economic and social benefit by providing bar transportation   Particularly as the evening transit service becomes more established in the community, it is  recommended that this additional hour of service be added.  This will require a relatively  modest $29,000 per year in additional operating costs, and will increase ridership by 3,100  passengers per year at full potential.  Ultimately Provide Consistent Daytime and Evening Routes  Over the longer term, Red Route and Blue Route service should be expanded into the evening,  in order to provide a convenient and consistent service.  This would avoid the current need for  riders (particularly visitors) to learn both a daytime and night‐time schedule for service, as well  as providing shorter travel times in the winter.  This would increase operating costs by  approximately $230,000 per year, and could be efficiently be phased in stages depending on  ridership demand.  One strategy could be to first extend Blue and Red Route service through  the early evening (until 9:00 PM), with a late‐night single‐bus service extending until 11:00 PM.  Route Retiming  The Red and Blue Routes should be timed to meet at Avon Station.  At present, the Blue Line is  three minutes ahead of the Red Line.  While both routes serve the majority of the commercial  destinations, there are some trips that are made more difficult by the existing schedule.   Providing a direct transfer between the two routes, for example, would shorten the overall  travel time between Eaglebend and Walmart.  Expand Transit for Special Events  The Town has already established a process for licensing special events and for requiring  parking management plans.  During the largest events, however, public parking in the western  commercial core is fully used, limiting access to facilities by non‐event‐goers.  While every  special event is different, a guideline would be to require a shuttle for events with 600 or more  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 57     attendees (240 spaces, at 2.5 persons per space) that occurs during typical business hours.  This  should be coordinated with increased restriction and enforcement of parking near the library  and other destinations near the event venues.  Shuttling from the Tract A parking area (as  shown in Figure 15, above) could be provided, along with service to other outlying lots as  identified by the event promoter.  Revisions to Bus Stops  Appropriate bus stop locations are important factor in the efficiency of a transit service.  If  stops are too far apart, potential riders may be dissuaded by the long walk distances to the  nearest stop.  On the other hand, stops that are too close together can slow the overall average  speed of a bus route, both increasing the operating costs and reducing the quality of service for  passengers onboard.    Transit systems in urban areas and commercial centers have typically found that bus stops  spaces approximately every two city blocks (or roughly 600 feet).  In rural areas, stops are  typically located to serve individual land uses.  Given these criteria, the existing stop spacing  was reviewed, leading to the following recommendations:    Eliminate the Chapel Square stop, as it is too close to the City Market stop, and gets very  little use.      Establish a new stop on the south side of Hurd Lane just east of Avon Road (Nottingham  Station).     Establish a new stop on the north side of West Beaver Creek Boulevard near 1st Bank,  just west of Avon Road.  In addition, there is a need for additional shelters.  A reasonable standard is to provide shelters  at all stops that serve 20 or more daily passenger boardings in any one season.  By this  measure, new shelters are warranted at the following locations:  o Christie Lodge  o Comfort Inn  o Eaglebend North  o Eaglebend West  o Lake Street    Provide Real‐Time Transit Information  With the widespread use of texting cell phones and smartphones, transit systems are  increasingly investing in web‐based tools to provide information to passengers (and potential  passengers) that can make transit use more convenient. Real‐time travel information systems  allow a passenger to receive information regarding when the next bus will serve their stop  (including the impacts of traffic delays), as well as to watch a real‐time map of the buses in  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 58     operation. This is particularly useful in improving the overall convenience of transit, in that a  rider can time their departure for their trip to the bus stop to minimize wait time. Being able to  use computers and smartphones to plan transit trips and to track the location of arriving buses  is particularly important in a resort area where many passengers are unfamiliar with the  service.  A commonly used vendor of this type of service is Nextbus. Transit systems in the region  already using this service include the Roaring Fork Transportation Authority, Summit Stage and  the Town of Vail.  In addition to providing this information on the website, a screen installed in  Avon Station should depict this real‐time information (and could also potentially show Eco  Transit vehicles as well).  Actively Promote Expansions in Regional and Intercity Transit Services  Avon benefits greatly from the regional Eco Transit program.  In addition to expanding mobility  options for Avon residents, Eco Transit reduces the need for employee parking in Avon and  reduces traffic congestion levels.  Avon should continue to be an active participant in directing  the growth of the Eco Transit program, and ensuring that Avon is well‐served by the program.  At a greater level, the potential for non‐auto travel in Avon is currently limited by the lack of  intercity public transit service to Avon.  Visitors who arrive with a car are much more likely to  use it for local trips once they arrive.   Though there are a variety of private shuttle companies  connecting Avon with the Front Range, current rates make renting a car a comparable or less  expensive option, particularly for groups of 3 to 5 travelers.  The Town should advocate for a  stop on the Bustang service.  While Avon is relatively close to the existing stop in Vail, the fact  that Avon and Beaver Creek form an important regional activity center warrants the modest  increase in running time needed to serve a stop at Avon Center.  As Bustang fares are roughly a  quarter of those charged by the private firms, this would substantially expand the potential  market for visitors arriving without the need for a car.  Conduct Passenger Surveys  To help guide future service improvements, the Town should collect additional information  about who is using Avon Transit, and how they are using the service.  For both busy winter and  busy summer periods, surveys should be conducted to collect the following information:   Specific trip origin and destination of individual trips   Trip purpose (work, school, recreation, shopping, etc.)   Transfers between Avon Transit and Eco Transit   Travel mode to and from the bus stops   Passenger perception of the transit service, and individual service characteristics  (drivers, bus stops, timeliness, etc.)   Passenger demographic characteristics  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 59     At least initially, surveys should be conducted every two years, in order to identify trends.  PARKING STRATEGIES  Revise Town Parking Demand Rates  The key element of local parking regulations are the parking demand rates – the number of  parking spaces required per unit of development, for various development types.  The current  Town rates (as provided in the Town Code) were reviewed through a comparison with other  similar communities, a comparison with other published data sources, and a review of the  observed parking demand  Peer Review   To compare the Town of Avon’s current requirements with those of similar other mountain  resort communities, a “peer comparison” was conducted of seven other parking codes, as  shown in Table 18.  In addition to Aspen, Vail and Breckenridge in Colorado, data was collected  from Park City, Utah, from Truckee (adjacent to Squaw Valley and Northstar ski resorts) and  Mammoth Lakes in California, as well as from Lake Placid, New York.  Note that both Aspen and  Breckenridge generally require less parking in their downtown areas than in outlying areas.  A  review of this table indicates the following regarding how the current Avon requirements  compare with the peers:   Multifamily Residential – The current Avon rate is at the low end of the peer range for  studio and lockoff units, is higher than the peers for a 1 bedroom unit, and is generally  consistent with the peers for 2 bedroom units.  Note that none of the other codes include  spaces specifically for guests.      Hotel/Motel – Avon’s rates (which are the same as for multifamily residential) are  consistent with the average of the peers, though it is higher than the rates in the core areas  of Vail and Aspen (which reflect the high proportion of visitors to these areas that arrive  without a car).      General Retail/Commercial and Grocery Store – The current Avon rates are at the high end  of the range for general commercial, and near the median for grocery stores (Avon does not  have a separate rate for food sales).      Restaurants – The current Avon rate of 1 spaces per 60 square feet of indoor seating area is  equivalent to 16.67 spaces per KSF of floor area10.  Avon’s rates are at or near the high end  of those of all the peers (assuming typical numbers of seats per thousand square feet), for  both quality restaurants and fast‐food restaurants. Note that the rates in the downtown  areas of Vail, Aspen and Breckenridge are all much lower than the current Avon rate.                                                               10 Assuming 80 percent of typical total floor area is seating area.  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 60         TABLE 18: Summary of Peer Community Parking RatesRateUnitRate Unit Rate Unit Rate Unit Rate Unit Rate Unit Rate Unit RateUnitRateUnitRateUnitRate Unit1Studio, Lockoff1.4 1.5 Unit, <= 0.5 KSF 2 Unit OR 1.5 Unit 1.1 Unit 1Studio Unit1.875 Studio, 1 BR Unit 1Studio, 1 BR Unit1 Unit (< 650 SF)21 BR/DU Over 2.5 KSF2Unit, 0.5 to 2 KSF 1Bed‐ room (1)1.5Non‐Studio 2.5 2 BR + Unit 22 BR, 3 BR Unit1.5Unit (650 to 1,000 AND 2‐10 Guest Spaces2.5 Unit, >= 2 KSF34 BR + Unit2Unit (1,000 to 2,500 0.7Additional attached 3Unit (> 2,500 SF)0.4 Unit AND0.11.0 Room AND0.5 Employees at Peak0.74.0 KSF Sales AND1.67 KSF Storage Area4.0 KSF GFA AND1.67 KSF Storage Area13.33 KSF for Patrons AND10.00KSF for Patrons in Outdoor Dining 3.33 KSF Service Area10 KSF GFA AND1.0KSF Outdoor Dining Area4.0 KSF (up to 5K) or3.33 KSF (5+ KSF)5KSF OR0.33 Seat OR4.00.2 Seat (1)20Note 9(1) Higher of the two(5) Plus loading bays9. Per Avon Code, applies to library, art gallery, government offices, and community centers(2) Or 20 per KSF available to customers where no seating is available(6) Plus 2 spaces for manager unit.  Lockoffs count as separate unit.(3) 1 full bedroom or greater.(7) 5 per KSF for "Intensive Office"(4) At a typical 31 seats per KSF, 0.33 per seat is equivalent to 10.2 per KSF(8) Plus company vehicles2.5 KSF GFA20.00 KSF GFA4.0 KSF GFA6.67 KSF GFA0.3311.76 KSF GFA4.0 KSF GFA 3.0 KSF (7)0.20 Seat3.0KSF Net Leasable5.00KSF Net Leasable10.00KSF Net Leasable15.00KSF Net Leasable0.30 seat 0.25 seat0.25Persons Capacity0.25Persons Capacity2.5 KSF GFA3.5 KSF GFAKSF GFA3.5 KSF GFA3.33 KSF 1.4 KSF GFA3.33 KSF 2.5 KSF GFAGuest Room1.05 Unit (6) 1.04.00 KSFDetailed Study Required1.0 KSF1.0 KSF1.0 KSF1.0 KSF1.0 KSF3.0 KSF3.0 KSF3.00.33Seat (2,4)3.338.332.3 KSF2.3 KSF4.00 KSF4KSFKSFKSFKSFPublic Assembly / AuditoriumRestaurant ‐‐ Fast FoodGeneral OfficeDetailed Study Required13.3313.333.0 KSFKSFKSF4.0KSF8.33 Seating Floor Area8.33KSF2.7 KSFAt typical 44 seats per KSF, Avon rate is significantly lower than any peerKSF GFA (without fixed seats)Avon100 SF Gross Residential Floor Area, Up to 1.0 space per unit ORAvon near the high end of peersAvon near median of peer rates.3.0 KSF3.0 KSF 3.33 KSF 1.4Grocery StoreAvon near median of peer ratesRestaurant ‐‐ QualityAvon at the  high end of all other peers, and substantially higher than most4KSF 0.33Seat (2,4)3.33 KSFSeat (4)n/aMultifamily ResidentialAvon at low end for studio & lockoff units, generally consistent with peers for larger unitsHotel / MotelAvon consistent with peer averageGeneral CommercialAvon at the high end of the peer rangeFractional Unit + Spaces for ConferenceUnit + 3/KSF of conference facilitiesSame as Multifamily Residential0.70.5 Unit 0.7 UnitUnit (and 1st attached accommodation unit) ANDRoom or Suite1Unit1.1Unit1.0KSF1UnitPark CityAvon Rate Compared With PeersMajor Land Use CategoryDowntown Area ElsewhereUrban Service Area ElsewhereVailCore Area ElsewhereTruckeeMammoth LakesAspenLake PlacidBreckenridgeExhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 61      General Office – Avon’s rate is near the median of the peers, particularly considering the  areas outside of the cores.      Public Assembly/Auditorium – The rate currently in the Avon Code is significantly lower  than any of the peers.      Overall, the current Avon rates are higher than the peers regarding retail and restaurant uses,  are lower than the peers for public uses, and are generally consistent with the peers regarding  residential, lodging and office uses.    Each peer community was also contacted and asked to provide input on their satisfaction with  parking code and to discuss any issues that they have come across within their program.  Related to existing parking codes, Aspen’s Parking Department believes that their codes are too  low, while Truckee and Park City are very satisfied with their current code.     Another nuance is that some of the peer communities set a maximum limit on the number of  on‐site spaces that can be provided, as a means of avoiding the urban design issues associated  with excessive parking and to discourage unnecessary vehicle‐trips.  Specifically, the Town of  Truckee sets a maximum at 120 percent of the required minimum, while the City of Aspen sets  the maximum at 125 percent of the required minimum.  Review of Other Sources of Parking Demand Data  The Avon rates were also compared against two key comprehensive sources of parking demand  data that reflect observed parking use by land use category across the nation:   Parking Generation (4th Edition) was published by the Institute of Transportation Engineers  (ITE) in 2010.  It presents observed parking demand rates for 106 individual land use types,  based upon studies voluntarily submitted to the ITE by local jurisdictions and consultants   across the nation.  The preponderance of the data reflects suburban settings, and thus  reflect the travel characteristics found in such settings.  The number of observations (and  resulting statistical validity) varies substantially by land use type.  As an example, the data  reflects a total of 190 individual study sites for the general office land use.  The data is  summarized to the degree statistically valid given the available data.  For purposes of this  study, the average rate (that rate at which 50 percent of the observed sites generated  greater parking demand and 50 percent generated less) as well as the 85th percentile rate  (that rate at which 15 percent of observed sites generated greater parking demand) are  summarized.     Shared Parking (2nd Edition) was published in 2005 by the Urban Land Institute (ULI).  Along  with a detailed methodology for evaluating the shared parking demand of mixed‐use  developments, it presents recommended base parking rates for 23 key land use types based  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 62     upon the consensus of a panel of parking experts.  Note that not all land use categories in  the current Avon code are discussed in this document.    Table 19 presents a comparison of the existing Avon rate with the ITE and ULI rates.  Where  necessary, estimates of typical use patterns (such as number of seats per thousand square feet  of floor area) are applied in order to provide the comparison.  A review of this table indicates  the following general conclusions:     The current Avon requirements are higher than the rates in the other sources (indicating a  potential for reduced rates) for larger multifamily residential units and general merchandise  stores.     The current Avon requirements are consistently lower for the following land use categories:    o Studio or lockoff multifamily units  o Auditorium  o Office  o Quality restaurants    For other land uses, the rates are comparable, it is not possible to directly compare the rates  without detailed information about a specific project, or the Avon rate falls between the  reported rates in the other two sources.  Recommended Rates  Based on the review of the peer mountain resort communities, the observed parking conditions  in Avon and the parking demand data from the other sources, the following changes to the  existing Avon parking requirements are recommended:   Allow a 10 percent reduction in parking rates within the commercial core area for retail  and restaurant uses.  This is intended to reduce auto use in the core area with a high   degree of transit, bicycle and pedestrian access.  The base rates would remain  unchanged.     Rather than applying the current flat 4 spaces per thousand square feet of space for  “Community Services” uses (art gallery, museum, community centers, government  services, library, and religious assembly), parking needs for these uses should be  identified through a specific special study.  In reality, the parking needs for this range of  uses can vary dramatically, depending on the inclusion of meeting or performance space  and forecast level of patronage.        Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 63      TABLE 19: Comparison of Avon, ITE and ULI Parking Demand RatesCategoryUnitAverage 85th Percentile UnitAvon Higher/Lower than ITE 85th?UnitAvon Higher/Lower than ULI Recommendations? Residential1Studio, Lockoff21 BR/DU Over 2.5 KSFAND 2‐10 Guest SpacesTourist Accommodation1Studio, Lockoff21 BR/DU Over 2.5 KSFEntertainmentAuditorium4KSF0.25 0.32 SeatAt typical 43 seats per KSF, average rates equal 10.75.  Avon is much lower.0.4SeatLower, as 0.4/seat is equivalent to 17.2 per KSFServicesProfessional Offices 3 KSF GFA 2.84 3.45 KSF GFA Lower 3.8 KSF GSA LowerRetailQuality Restaurant 13.33 KSF 16.4 22.7 KSF GFA Lower 20KSF GFALowerFast Food Without Drive‐Through13.33KSF12.4 14.5 KSF GFAHigher15KSF GFALowerFood And Beverage Retail Sales4.00KSF3.78 5.05 KSF GFAHigher6.75KSF GFAComparableGeneral Merchandise Stores 4.00KSF3.11 3.79 KSF GFAHigher2.75KSF GFAHigher1. Source: Avon CodeKSF = One Thousand Square Feet2. Parking Generation, 4th EditionGFA = Gross Floor Area3. Source: Dimensions of Parking, 5th Edition, Urban Land Institute, 2010.Avon Existing Rate (1) ITE Peak Parking Demand (2) ULI Parking Recommendation (3)Rate (Spaces per Unit)Rate (Spaces per Unit)Rate (Spaces per Unit)Lower for small units, but higher for larger unitsLower for small units, but higher for larger unitsMultiple Family Dwelling  (4) 1.23 1.94 Unit 1.65 Unit1.25Room, plus spaces for lounge, restaurant, conference spaceLower for larger properties.AND 2‐10 Guest Spaces depending on # of unitsHotel, Motel, and Other Transient Dwelling Units (6)1.29 1.59Occupied RoomDepends on size of property, but generally lower.  Avon's effective rate is 1.25 for a 20‐unit property, 1.2 for a 50‐unit property and 1.1 for a 100‐unit property.Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 64     Provide Overnight Bus Parking  At present, there is no available overnight parking for tour coaches.  As bus touring is becoming  increasingly popular (driven by the retirement of the Baby Boom population as well as the  growth in international tourism, particularly from Asian nations), this is a limitation on non‐auto  access to Avon.  It is recommended that the Town establish a permit process for overnight  parking in the Tract A parking area.  While this will require a revision to the current parking  agreement regarding this lot (which limits use to short‐term parking), this site is already  available, is served by transit, and is close to driver lodging options.  A reasonable limit (such as  four) on the number of permits available on any one night should be set, with permits available  through the Police Department.  Encourage Shared Parking Agreements  A beneficial strategy that reduces the financial and environmental costs of parking is the use of  shared parking agreements, in which parking facility owners allow use by another entity at  times when the spaces are not needed.  This can benefit the parking facility owner by  generating funding, benefit the other entity by reducing the cost of providing parking or  allowing more flexibility in site design, and improve overall urban design by minimizing the  footprint required for parking facilities.  Examples include the use of school parking for  weekend events, church parking for employee parking, or office parking for restaurant parking.   While the seven‐day‐a‐week activity levels in a resort community limit the ability to share  parking by day of the week in Avon, the mix of uses in the commercial core that generate their  peak parking demand in the daytime (municipal functions and skier parking, in particular) with  those generating peak parking in the evening (lodging and restaurants) provides opportunities  to accommodate more parking activity without adding spaces.  An existing example is the use  of the Town Hall parking on weekends by day skiers.  The Town should review development  proposals on an ongoing basis to identify opportunities for shared parking agreements that can  benefit all parties.   Expand Onstreet Parking Along Benchmark Road  The Town should construct angled parking along the south side of Benchmark Road between  Mikaela Way and Lettuce Shed Lane.  Subtracting a few potential spaces to accommodate  existing trees, approximately 74 spaces can be provided.  Considering the existing 14  perpendicular spaces currently provided, this yields a net increase of 60 spaces.  Angled spaces  are recommended over perpendicular to reduce conflicts between parking and through  vehicles.  Approximately 25 of these spaces should be limited to 5 hours maximum duration (to  provide increased parking for the library) and the remainder should be free parking with no  overnight parking.  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan page 65     Expand Use of the Tract A Parking Lot  Tract A parking area constitutes an underutilized parking resource, available for increased  public parking.  Counts conducted in both summer and winter indicate that at least 67 percent  of spaces are open at any one time, reflecting over 100 empty spaces.  This parking area could  be used to help solve parking issues, such as:     Employee parking, particularly for evening uses and City Market.  The eastern portion of  the commercial core has a number of popular restaurants and bars, such as Loaded  Joes, which result in high parking utilization in specific areas.  Using Tract A as an  employee parking area would free up parking near the establishments for visitors. The  lot’s location in the center of the eastern portion of the commercial core puts it within a  short walk distance of many evening uses.     Special event parking, particularly if served by a shuttle service.  This lot is a  conveniently short shuttle distance (or a 10‐minute walk) from Nottingham Park,  making it a convenient location for both event attendees as well as off‐site parking for  event participants.  Having attendees return to their cars near many of Avon’s  commercial establishments might also encourage some additional retail activity.     Surveys indicate that residents often have trouble parking at City Market during peak  periods.  Signs posted at City Market could indicate that additional public parking is  available across Chapel Place.    Don’t Let the Commercial Core Become the Day Skier Parking Facility for Beaver Creek    While the Avon core area is an important commercial, residential and public activity hub in its  own right, it also is the “gateway” to Beaver Creek.  The data and input collected as part of this  study indicates that the core area sees a modest level of skier parking (such as from town  residents), but is not as yet heavily impacted by this access pattern.  However, Beaver Creek  recently implemented paid parking ($10 per day) at the day skier lots and it is noteworthy that  the beavercreek.com website provides information on how to park for free in Avon public  spaces.  This leaves the town open to the potential for parking (and associated traffic) impacts if  there is a shift in the balance of Beaver Creek parking demand and supply, and reduced parking  availability for other uses.  It is therefore recommended that parking utilization be monitored  on peak ski days (particularly in the core area west of Beaver Creek Boulevard).  If utilization  rates approach 90 percent of parking supply, additional time restrictions (such as 2 or 3 hour  parking restrictions) should be considered.  In addition, the Town should continue to actively  monitor and participate in discussions regarding Beaver Creek parking and overall  transportation management strategies.    Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 66     Potential Parking Strategies That Are Not Recommended  These recommended parking strategies do not include more aggressive programs that have  been pursued by other similar mountain resort communities:   A parking structure could increase parking availability.  As discussed above, however,  with the exception of during large special events there is overall adequate parking in the  commercial core at or near (within a block) of all activity centers.  The available summer  and winter parking counts indicate that with the exception of special events the overall  maximum utilization of parking areas west of Beaver Creek Boulevard is only 56 percent.   This in turn indicates that (again, with the exception of special events) there is always  parking available within a short walk, and that Avon’s parking issues are more a matter  of managing the parking supply, rather than expanding the supply.  Parking structures,  moreover, are also very expensive (on the order of $2 Million for a 100‐space structure,  excluding land costs), costly to maintain (on the order of $50,000 per year for a  hundred‐space structure) and generating visual and traffic impacts.  Current conditions  clearly do not warrant these costs and impacts.  In addition, the potential that  Autonomous Vehicles will reduce future parking demand in commercial centers also  argues against a sizable investment in new public parking.  As long as future land use  developments provides adequate on‐site parking and the commercial core does not  become more of a day skier parking supply for Beaver Creek, moreover, there is no  indication that the need for a structure will increase in the future.     Paid parking programs have been implemented in larger communities such as Aspen,  Vail, Park City, and (recently) Breckenridge.  While these can be effective in shifting  travel away from the auto mode, they come with numerous disadvantages.  Establishing  and operating a paid parking program can be very costly (the Town of Breckenridge’s  budgeted amount for parking management in 2017 is $744,000), and turning a net  “profit” is not always possible.  Paid parking can be seen as a disincentive to customers,  particularly for businesses that rely on short stops.  There is also an “edge effect” of  motorists (particularly employees) parking in residential areas just beyond the paid  parking area, with associated parking and circulation impacts.  Finally, the equipment  and signage required for paid parking impact the visual attractiveness of an area, even if  pay‐and‐display meters are implemented rather than individual parking meters.  For  these reasons, and in light of the relatively good overall parking conditions in Avon, paid  parking is not recommended.  When conditions would warrant a paid parking strategy in  Avon would require a detailed evaluation of the costs of a program (capital investment  and ongoing administrative/personnel/maintenance costs), the potential revenues, and  the impact on the community.  In general, however, paid parking is found to only be a  net benefit when public parking shortages become a consistent problem over a  substantial area.  It should therefore not be considered until or unless a parking  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 67     utilization rate of 90 percent or more becomes a frequent and ongoing condition (not  just during special events or a few peak weekends per year) over either the portion of  the Town Center west of Avon Road or east of Avon Road.    MARKETING STRATEGIES  Public education and marketing efforts are key elements in generating changes in mobility  patterns.  In addition to the real‐time transit information discussed above, the following  strategies have proven effective in other mountain resort communities:   Staff booths at community events such as farmers markets and Earth Day activities to  promote walking, cycling and transit.     A good way to reach second home owners and short‐term renters is through  refrigerator magnets promoting non‐auto modes, distributed through the vacation  property managers.     Include marketing pieces in confirmation packets for short term rentals that promote  the concept of “park once and use our shuttles/trails.” Also encourage short‐term rental  owners to include transit and bike maps in information binders at the rental itself as  well.     Direct training of front‐line lodging staff regarding transportation options.  This may  include sessions conducted through the Avon Chamber of Commerce or other business  organizations to give a 15‐20 minute presentation to new seasonal workers regarding  the transit system and biking/walking options as well as to ask for their help in  encouraging non‐auto travel by guests.  It is important that this effort recognize that  staff can turn over quickly over the course of a season.     Work with the Chamber and other business organizations to include information  regarding non‐auto travel options (both to/from Avon and while in the area) in their  websites and promotional materials.     Provide an addition to the Town’s website to provide an interactive map showing public  parking locations (rather than a simple text list).     Enhance the transit webpage by adding a map of the routes, including Eagle County’s  Eco‐Transit routes that serves Avon. While the website is already mobile‐friendly and  very easy to use, the Town could consider making schedules and the map even more  Exhibit B LSC Transportation Consultants, Inc. Avon Multimodal Transportation and Parking Plan Page 68     accessible by mobile‐devices by having the schedules and maps available directly on the  webpage, rather than as downloadable files.       Conduct a “Ride Transit” campaign through attractive banners on street lights, bus stops  or buses themselves promoting a simple link to the transit webpage. This could be done  for biking as well. Example is Portland’s “I Ride” campaign:  https://bikeportland.org/2009/07/23/community‐cycling‐center‐launches‐i‐ride‐ campaign‐21362.      Build up Avon’s participation in Eagle County’s Bike to Work Week activities by  preparing press releases highlighting riders in Avon, including high‐profile participants  (like City Council members) and also regular citizens, telling the story of how they are  making bike travel work for them and how it enhances their lives.      Exhibit B     APPENDIX A  Level Of Service Outputs    Note: All volumes are “Future Winter Traffic Volumes” as presented in the Town of Avon  Comprehensive Transportation Plan, prepared by Felsburg Holt & Ullevig, 2009     Exhibit B        Exhibit B Exhibit B Exhibit B Exhibit B Exhibit B Exhibit B Exhibit B     APPENDIX B    Detailed Review of Bike Share Programs, Car Share Programs  and Autonomous Vehicles     Exhibit B        Exhibit B     Bike Share  Bike share is a form of transportation and recreation that can bring multiple benefits to  communities, including reducing auto usage and associated greenhouse gas and other  environmental impacts, reducing pressure for parking, and increasing overall health and well‐ being. In the United States, over 100 cities currently have bike share, with more in the process  of implementation. Over the last decade, the range of experiences of different cities has led to  an evolution in bike sharing, resulting in bike share systems with simplified access for users,  good bicycle security, and a variety of management options for municipalities.   Factors for Success  Multiple studies have examined the conditions under which bike share has been most  successful around the world.  While bike share is more common in larger cities with dense land  uses and low auto‐ownership, smaller cities have also successfully adopted bike share. Smaller  communities with bike share include Aspen, Colorado11, and Ketchum and Hailey, Idaho.  Factors that contribute to a successful bikeshare include:    High density of bikes (more bikes in a smaller area works better than fewer bikes spread  out over a larger area)   Correctly estimating the number of bicycles needed before launching the program   Young and active population   A network of convenient facilities already in place for bicyclists to use   Specific destinations to which people would want to travel by bike   Strong local champion  To be successful, communities should have some of the above favorable conditions, but not  necessarily all. Factors that seem to have contributed to the failure of bike share systems  include mandatory helmet laws (not the case in Colorado) and lack of good bicycling facilities  (not the case in Avon).   Costs  Hardware and maintenance costs vary depending on whether the system is publicly‐owned and  operated or privately‐owned and operated. It is also possible for municipalities to own the  equipment but contract out operation to a bike share company. Many localities with bike share  obtain a grant for initial purchase of hardware, and strive to cover operational costs through  bike rental and/or membership fees.   As a form of public transportation, bike share can be cost‐effective. Cost‐recovery (operating  only) ranges from 35 percent on the low‐end (Boulder BCycle) to 85 percent on the high‐end  (Chicago’s Divvy). Nearly all bike share programs currently in place in the United States rely on                                                               11 The Aspen program is branded as “We‐Cycle” and is currently expanding into Basalt.  Exhibit B     some form of public subsidy, although there are some programs which are fully privately  funded, such as Citibike in New York City. At present, the City of Aspen budgets $25,000 per  year to support their bike sharing program.  Hardware  Earlier‐generation bike share systems required hardware‐intensive bike‐kiosk stations from  which bikes were picked up and dropped off. Newer systems allow bikes to be picked up and  dropped off at a bike kiosk or anywhere, and include a self‐locking mechanism.   Capital Costs:    Kiosk‐based bike‐share: $4,000 ‐ $5,000 per bike to launch.    Flexible bike‐share: $2,000 ‐ $3,000 per bike to launch.    Software must also be purchased.   Operating costs:  Operating costs range from about $1.00 to $4.80 per trip, and include:    Customer service and rider support    Fleet maintenance   Rebalancing (bringing bikes back to popular locations)    Marketing   Storage  Private Operator Option  Municipalities may also contract out complete operation of the system to a private entity. In  this case, the municipality does not own the hardware, and is not responsible for the  maintenance or upgrade of the system. One trade‐off associated with this option is in  relinquishing control of how the system is managed and operated. Zagster is an example of a  private entity that offers complete management of the bike share system. An annual  subscription to Zagster services is $20,000 to $60,000 per year, depending on the size of the  system.   Local Staff Time  Local staff time requirements vary with the number of bikes in the system and the level of  public versus private involvement. When a private company like Zagster fully manages and  owns the system, the local staff time is minimal. The Zagster sales team reported that a local  champion is needed, but not full‐time. Municipalities that use Zagster typically do not need to  hire anyone additional to manage the program. Social Bikes, however, which sells the bicycle  hardware (Social Bikes requires a minimum purchase of 100 bikes) and trains local staff to  Exhibit B     operate and manage the program, notes that launching and operating a bike share system is a  full‐time job.   Other Considerations  Additional factors for Avon to consider include:   Program goals – What problem is Avon hoping to solve through bike share? The goals of  the program will influence where bike share stations are sited. For instance, if the goal is  to reduce parking pressures in one part of town, bicycle stations should be conveniently  located in that area, and at areas where would‐be drivers could be intercepted and  lured onto the bike.     Bike Parking ‐ Are there locations conducive to siting of bike racks and bike stations?   Storage ‐ What will happen to the bicycles in winter – is there a storage location, or will  the program operate year‐round?   Recommendations for Avon  Avon should consider starting a program with approximately 30 to 40 bikes, similar to Ketchum,  Idaho’s program. Using a private operator such as Zagster could minimize upfront costs, and  allow Avon to test feasibility, understand staffing needs and make modifications to the program  before making a long‐term capital investment in bicycles.  Potential bike station locations would  be at Town Hall/Rec Center, major lodging properties, as well as residential areas such as  Eaglebend, The Aspens, and Buffalo Ridge.  The potential success of the program would be  improved if other entities (such as Beaver Creek) are also included to result in a broader  regional program11.      Sources  Beitsch, Rebecca (2016, May 24). Despite Popularity, Bikeshare Programs Often Need Subsidies.  Retrieved from: http://www.pewtrusts.org/en/research‐and‐ analysis/blogs/stateline/2016/03/24/despite‐popularity‐bike‐share‐programs‐often‐need‐ subsidies.     Gutman, David (2017, March 28). Seattle’s Pronto Bike Share Shut Down on March 31.  Retrieved from: http://www.seattletimes.com/seattle‐news/transportation/seattle‐pronto‐ bike‐share‐shutting‐down‐friday/.     Hamilton, Chris (2015, April 17). Cities Must Understand Bikeshare is Transit. Retrieved from:   http://mobilitylab.org/2015/04/17/cities‐must‐understand‐bikeshare‐is‐transit/.                                                                  11 It should be noted that Eagle County is already involved in bike sharing through the Basalt program.  Exhibit B     Institute for Transportation Development and Policy. The Bike Share Planning Guide. Retrieved  from: https://www.itdp.org/wp‐ content/uploads/2014/07/ITDP_Bike_Share_Planning_Guide.pdf.     Lindsey, Joe (2016, Dec 1). Do Bikeshare Systems Actually Work? Retrieved from  https://www.outsideonline.com/2136406/do‐bike‐share‐systems‐actually‐work.     Malouff, Dan (2017, January 26, 2017). All 119 U.S. Bikeshare Systems, Ranked by Size.  Retrieved from https://ggwash.org/view/62137/all‐119‐us‐bikeshare‐systems‐ranked‐by‐size.     Zagster Guide to Running a Small‐City Bikeshare. Retrieved from:  http://page.zagster.com/2017‐03‐guide‐running‐small‐city‐bike‐share/?utm_source=res‐cntr.           Exhibit B     Car Share  Car sharing has been less widely‐adopted compared to bike sharing, likely because the upfront  investment is higher, and car share is generally more successful in locations with high  population density, a good mix of land uses, high transit usage, and low vehicle ownership.  Zipcar, one of the main private operators of car share in the U.S., cites a minimum density of  10,000 persons per square mile for car share to be successful. (In comparison, the population  density of Avon is 810 persons per square mile.)  While there are some smaller cities with car  share, such as Aspen, Colorado; Ithaca, New York; and Nelson, British Columbia, most car‐share  programs are in metropolitan areas.  Private companies that operate car share include Ego carshare, Car2Go, Enterprise, Flexcar, and  Zipcar. As with bike share, car share can be publicly owned and operated, operated through a  public‐private partnership, or fully privately operated. In some locations, like Nelson, BC, car  share is operated through a non‐profit organization.   Factors for Success:  Early research on minimum thresholds for car‐sharing to succeed showed the following ranges  in demographics for successful programs:       Source: Celsor, Christine; and Millard‐Ball, Adam (2006, November 15). Where does Car‐ Sharing Work? Using GIS to Assess Market Potential. Retrieved from:   https://people.ucsc.edu/~adammb/publications/Celsor_Millard‐ Ball_2007_Where_Does_CarSharing_Work_TRBversion.pdf    Low High Demographics Percent 1‐person households 30%40‐50% Commute  Mode  Share Percent drive alone  to work 55%35‐40% Percent walk to work 5%15‐20% Vehicle Ownership Percent households with no vehicle 10‐15%35‐40% Percent households with 0 or 1 vehicle 60%70‐80% Neighborhood Characteristics Housing units per acre 5 5 Level  of Service Thresholds  for Car‐Sharing Level of Service Exhibit B     Not all of these characteristics are needed for success, but at least some must be consistent for  car share to be successful.   Avon is at or below the low end of these ranges:     Percent 1‐person households: 34%   Percent drive alone to work: 70%   Percent commuting by public transit:  8%   Percent households with no vehicle: 7%; Percent households with 1 vehicle: 38%  Another potential market would be visitors or second‐home owners.  However, the limited  options for travel to Avon means that the large majority of visitors arrive with a car.  As  discussed below, moreover, the day or two that are required to be approved to be a car share  member reduces the attractiveness of the program to visitors, particularly for visitors staying  only a few days.  Costs  For car share to make a profit, operators should expect to have at least 50 cars in the fleet, and  2,500 members, and possibly as many as 100 cars. In areas where car share is operated  publicly, member fees may cover operational costs, however public agencies may want to  subsidize service to encourage greater utilization. In addition to the cost of purchasing the  vehicles and operating the system, the hardware and software used for vehicle tracking and  reservations must be considered. Upfront expenses for technology can run between $1,000 and  $1,700 per vehicle, and last between three to six years. Software will have monthly hosting and  support fees.   Local Staff Time  For publicly operated, small‐scale systems, local staff time ranges from one to three full‐time  staff. In 2011, Ithaca Carshare had thirteen vehicles and employed three full‐time staff people.  Syracuse, with a system of six vehicles, used two full‐time staff plus interns and volunteers. The  City of Aspen uses one full‐time staff person, plus additional higher‐level staff time dedicated to  grant‐writing and outreach.    Users  As with bike share, car share users tend to be younger than the average population. In Ithaca,  the majority of member users are in their 20s and 30s, with high numbers of university  students. In Syracuse, most active members of the car share system, CuseCar, are between the  ages of 37‐42, and are of low middle income level. In Aspen, typical users include those who  use the program to avoid having a first or second car, workers who take transit into town and  then use the car for errands during the day, and second homeowners who are in Aspen for a  few weeks at a time and have realize they can dispose of a car that would otherwise sit in a  Exhibit B     garage.  In the busier months (peak summer), approximately 150 trips per month are made  using car sharing vehicles.  Other Considerations:   As Avon investigates implementation of car share, other considerations should include:   Parking – Is centrally located parking available for car share vehicles?    Primary uses ‐ Who is the target audience for car share? Are there locations nearby, to  which tourists might want to take a car to do day trips? Do locals who take transit into  town need a car to run errands during the day? Could local companies or agencies save  money by using car share for their business needs?    Sign‐up barriers – Car share may not be well‐suited to short‐term visitors, as there is  some lag time involved with sign‐up. For instance, the car share operator needs to check  the driving record of the new member, and this may take time. Car2Go Seattle takes 1‐2  days to process applications. However, if Avon were to contract with a private operator  that operates car share in multiple locations, those visitors who are already signed up  with that service would be able to use the car share immediately.     New development ‐ Developers will often agree to include car‐sharing in their projects,  to help reduce parking demand and help gain planning approval by providing a  community service.   Local business champion ‐ Is there an anchor member, such as a city or business that  wishes to replace its vehicle fleet with car‐sharing that can provide guaranteed baseline  usage?     Recommendations for Avon  Establishing a car‐share program solely within the Town of Avon is not recommended, as there  are several factors that indicate it would not be an effective use of resources:   The low number of households without a vehicle and low population density.   The barriers to convenient participation by visitors.   The substantial investment and ongoing staff resources needed.   The relatively small market for such a program that reduces the potential to break even.   The utilization rate in Aspen (approximately 5 vehicle‐trips per day during the busiest  months) means that a program would not make a noticeable difference in traffic levels.  While not recommended as a “stand‐alone” program, Avon should be an active participant if  there is a broader effort (including other nearby communities and resorts) for a regional car‐ sharing program.    Exhibit B     Sources:   Celsor, Christine; and Millard‐Ball, Adam (2006, November 15). Where does Car‐Sharing Work?  Using GIS to Assess Market Potential. Retrieved from:   https://people.ucsc.edu/~adammb/publications/Celsor_Millard‐ Ball_2007_Where_Does_CarSharing_Work_TRBversion.pdf    City Carshare. Bringing Car‐Share to Your Community. Retrieved from:  http://www.sustainablecitiesinstitute.org/Documents/SCI/Report_Guide/Guide_BringingCarSh aringToYourCommunity_CityCarShare.pdf    New York State Department of Transportation (2011, March). Carsharing in a Small City: Ithaca  Carshare’s First Two Years. Retrieved from: https://ntl.bts.gov/lib/36000/36900/36946/C‐06‐ 33_Ithaca_Carshare_Final_Report.pdf    New York State Energy Research and Development Authority (2011, August). CuseCar –  Community Car‐Sharing Program: Car Sharing Lessons Learned. Retrieved from:  https://ntl.bts.gov/lib/42000/42700/42738/C‐08‐26_CuseCarfinalreport.pdf    Rumbaugh, Lynn. Transportation Manager, City of Aspen (2017, March 10). Personal  communication.       Exhibit B     Autonomous Vehicles  Autonomous (AV) or “self‐driving” technologies are evolving rapidly.  AV vehicle impacts on  transportation conditions can be considered both regards to changes in auto use as well as  changes in transit vehicles.  Changes in Auto Use  AV technology has the potential to change auto use in many ways:   It reduces the overall “cost” of auto driving, if the value of the driver’s time is  considered.  By allowing the driver to instead accomplish some other function or to be  entertained, the overall impact on long duration travel on individual’s lives is reduced.   As a result of this, people may well choose to accept longer and longer commutes to  more scenic or lower cost housing options.  This factor has many observers concerned  that AV autos will increase overall vehicle use and add to roadway congestion, as well as  increase urban sprawl.     It allows persons with disabilities much greater access to personal vehicle mobility.  For  the many persons with disabilities that preclude driving but do not preclude negotiating  themselves in and out of a vehicle, AV autos hold the promise of providing the  convenience of private auto use.  As the cost of AV vehicles declines, this could  ultimately reduce the demand for paratransit services.     It has the potential to dramatically improve traffic safety, as more than 90 percent of  crashes are currently related to driver errors.     It reduces the need for expensive auto parking within activity centers.  Auto owners  arriving at a destination in a paid parking area can simply program the vehicle to drive to  a parking area outside of the activity center (or back home).  Some urbanists predict  that this will spur the development of large shared parking facilities on low‐cost land at  the periphery of a downtown area, allowing more shared use of parking spaces and  freeing up space in urban cores for pedestrians and cyclists.  Of course, the additional  “empty” travel to and from the remote parking areas also adds to the traffic levels.     Much of the actual impact of AV autos will depend on the model of ownership.  If the individual  ownership model that is prevalent today continues, the growth in traffic levels discussed could  well occur.  However, we as a society already have examples of a shared ownership model, as  evidenced by the development of the Transportation Network Companies (TNC) such as Uber  and Lyft, and more traditionally the cab industry.  AV vehicles will bring down the cost of TNC  organizations by eliminating their highest costs (drivers).  If individuals start to take advantage  of these shared ownership options by foregoing individual car ownership, much of the potential  benefits of AV autos could be realized while reducing overall individual mobility costs.  Exhibit B     It is important to note that AV technology is not a matter of either/or, but instead encompasses  a wide range of levels or options.  The AV industry has developed the following five levels to  describe the various levels of vehicle autonomy:   Level 1: At this level most functions are still controlled by the driver, but a specific  function (like steering or accelerating) can be done automatically by the vehicle.     Level 2: At least one driver assistance system of both steering and acceleration/  deceleration using information about the driving environment is automated, like cruise  control and lane‐centering. The driver is disengaged from physically operating, having  their hands off the steering wheel AND foot off pedal at the same time.  However, the  driver must still always be ready to take control of the vehicle.     Level 3: Drivers are still necessary, but are able to completely shift "safety‐critical  functions" to the vehicle, under certain traffic or environmental conditions. It means  that the driver is still present and will intervene if necessary, but is not required to  monitor the situation in the same way required for Level 2.  AV developers are striving  to avoid this level, as it raises issues when drivers must quickly react to take back  control.     Level 4: At this level, vehicles are "designed to perform all safety‐critical driving  functions and monitor roadway conditions for an entire trip." However, it's important to  note that this is limited to the "operational design domain” (ODD) of the vehicle— meaning it does not cover every driving scenario.  An example might be a closed campus  shuttle loop, or interstate driving.     Level 5: This refers to a fully‐autonomous system that expects the vehicle's performance  to equal that of a human driver, in every driving scenario—including extreme  environments like dirt roads and storm conditions that are unlikely to be navigated by  driverless vehicles in the near future.    Level 5 autonomy is what is typically considered to be a full autonomous vehicle, and has yet to  be fully achieved in a wide range of real‐world conditions (particularly in snow or fog  conditions).  There is also an important distinction between when AV auto technology is  developed to the point that it can first be used by the general public and when the proportion  of the total US vehicle fleet is sufficient to actually change the demands on the transportation  network.  If AV technology proves to reduce the need for public parking in core areas, for  example, it makes little real‐world difference if only 1 percent of the total vehicles in a  community are AV.  There is a wide range of professional opinions as to when the “tipping  point” regarding AV deployment will be reached.  The overall consensus, however, is that this  will not occur until 2030 or beyond.  Exhibit B     While 2030 may seem a long way off, it still is within the life span of transportation facilities  constructed today.  In particular, the expectation that AV vehicles may well reduce the need for  core area parking argues that communities such as Avon should avoid substantial investment in  additional parking unless the need is very clear.  Changes in Transit Services  Fixed Route Buses  The first experimental applications of AV fixed route buses are already being implemented.  A  low‐speed (25 mph maximum) 12‐passenger electric bus shuttle has begun operation in a  suburban neighborhood of Helsinki, Finland.  A five‐month demonstration was also conducted  in 2015 on the campus of the Swiss Federal Institute of Technology in Lausanne, Switzerland.   Future demonstration projects are planned in the Netherlands and Sion, Switzerland.    Closer to home, the Contra Costa Transportation Authority in the San Francisco Bay Area has  received approximately $5 Million in funding to implement a two‐bus shuttle service within the  Bishop Ranch business park.  These electric 12‐ passenger vehicles are currently undergoing  testing in a closed facility, but are planned to be introduced to private streets in the business  park in 2017.  If California law can be changed to allow AV vehicles without a steering wheel,  brake pedal and accelerator, the route will be expanded to include 4 blocks of public streets  within the business park.  Operator wages and benefits current comprise roughly 40 percent of Avon Transit’s variable  (non‐fixed) annual operating costs.  Put another way, if 40 percent of the variable costs could  be eliminated through AV buses, total service levels could be increased by 66 percent within  the same operating budget.  This means, for example, that implementing AV technology on all  services could allow Blue Line frequency to be improved from the current 30 minutes to 15  minutes while reducing costs.  The fact that Avon Transit does not charge a fare also eliminates  one of the hurdles that other transit systems face, which is that staff is needed to ensure fares  are paid regardless of whether they also drive the bus.   Full Level 5 autonomy, moreover, is not necessary for this emerging technology to be a benefit  to transit.  In particular, lane‐centering and automatic emergency brake technologies could  improve transit safety.  The evolution of these types of AV technologies should be monitored,  and considered as part of new bus purchases over the coming years.  Dial‐A‐Ride  AV technology could also greatly reduce the cost of Dial‐A‐Ride or paratransit services.   However, this ignores the crucial role of the transit drivers in assisting passengers into and out  of the vehicles, and in settling and securing the passengers. There could be the potential to  have a lower paid attendant on the vehicle to assist passengers rather than a higher paid driver,  yielding some cost savings.  Exhibit B     Sources:   Beirstedt, Jane, et al (2014, February) Effects of Next‐Generation Vehicles on Travel Demand  and Highway Capacity, Fehr & Peers    Fields, David; and Curtis, Terra (2016, December) Driverless Vehicles and Your Community,  Planning, American Planning Association    Fulton, Lew; Mason, Jacob and Merous, Dominique (2017) Three Revolutions in Urban  Transportation, UC Davis Institute for Transportation and Development Policy    Litman, Todd (2017, February 27) Autonomous Vehicle Implementation Predictions:  Implications for Transport Planning, Victoria Transport Policy Institute.    KPMG (2012), Self‐Driving Cars: The Next Revolution, KPMG and the Center for Automotive  Research; at www.kpmg.com/Ca/en/IssuesAndInsights/ArticlesPublications/Documents/self‐ driving‐cars‐next‐revolution.pdf.     Kara Kockelman, et al. (2016), Implications of Connected and Automated Vehicles on the Safety  and Operations of Roadway Networks, University of Texas Center for Transportation Research  (http://ctr.utexas.edu), for the Texas Department of Transportation; at   http://library.ctr.utexas.edu/ctr‐publications/0‐6849‐1.pdf     Heineke, Kersten, et al (2017, May) Self‐driving Car Technology: When Will the Robots Hit the  Road?, McKinsey and Company; at http://www.mckinsey.com/industries/automotive‐and‐ assembly/our‐insights/self‐driving‐car‐technology‐when‐will‐the‐robots‐hit‐the‐road?cid=eml‐ web       Exhibit B 12 | Chapter Title COMMUNITY OUTREACH ONLINE SURVEY [04/28/17 - 06/26/17] The online survey utilizing Qualtrics technology was distributed through the Town of Avon as a strategy to gather public input regarding parking and mobility and development concepts for the town-owned properties. The following are a summary of the results. TRACT G Indicate your preference for the following RECREATION USES at Tract G.Which of the ice skating facilitites do you prefer? (check all that apply)1 2 Question Preference Not a preference Total Skating ribbon 27%111 18%24 135 Outdoor ice rink 23%94 31%41 135 Indoor ice rink 25%100 26%35 135 Seasonal covered ice rink 25%102 25%33 135 Question Low preference Moderate preference High preference Total Ice skating 12%63 17%65 14%49 177 Bicycle pump track/ BMX 20%104 12%44 9%32 180 Trails 7%35 14%53 26%92 180 FIFA-sized soccer field 20%105 12%44 8%27 176 High school-sized soccer field 17%90 15%56 8%29 175 Multi-use field 5%28 18%67 24%84 179 Pickleball courts 18%94 13%50 12%42 186 INDOOR ICE RINK OUTDOOR ICE RINK SKATING RIBBON SEASONAL COVERED ICE RINK INDOOR ICE RINK OUTDOOR ICE RINK SKATING RIBBON SEASONAL COVERED ICE RINK 12% 20% 7% 20% 17% 5% 18% 17% 12% 14% 12% 15% 18% 13% 14% 9% 26% 8% 8% 24% 12% ICE SKATING BICYCLE PUMP TRACK/ BMX TRAILS FIFA-SIZED SOCCER FIELD HIGH SCHOOL-SIZED SOCCER FIELD MULTI -USE FIELD PICKLEBALL COURTS RECREATION PREFERENCES AT TRACT G Low Preference Moderate Preference High Preference 18% 31% 26% 25% SKATING RIBBON OUTDOOR ICE RINK INDOOR ICE RINK SEASONAL COVERED ICE RINK ICE SKATING RINK PREFERENCES Exhibit C 13 What other RECREATION use ideas do you have for Tract G?3 Write-in responses What other recreation use ideas do you have for Tract G? (please specify) Olympic sized pool Olympic regulation swimming facility PLEASE LEAVE IT AS IS Baseball fields Parking, parking & more parking Indoor activities, like ping pong bocce Mini golf! I like it the way it is indoor pickleball Concert venue outdoor ice rink Usa sanctioned swimming pool. 8 Long course swimming pool that can be turned into a short course pool for the winter. World class athletes will come and train at high altitude and compete here to. turn skating ribbon into tubing in summer dog park Multi-Purpose Rooms and a Venue for hosting Special Events and a Gym, indoor playground Please do not put new Picnic shelters by the residences on the West end of the Lake. The frisbee golf course is a problem, as the players arent respecting homewoners property and the are not respecting people on the sidewalks. Natatorim for competitive swim meets Track, Basketball Courts Off leash dog park. Community garden. 50 Meter Out Door Swimming Pool A gymnasium and multiple rock climbing structures The town has made a great effort to improve the park to its current state however it has created new issues. Where the current Fire Station and Police Station is I believe it is fine for a skating rink and other ideas but as for the rest of the park enough has been done, there is no need to keep on building and adding structures and features, who are you trying to attract? Let the park area west of the new stage remain a thoughtful place for people to walk in peace and enjoy, things don't need to be added. Limit the works to the area recently made available by the new Police and Fire Station and dont spoil the green spaces we have. Tract G is a large area, let it be. please do not put picnic shelters or tables in front of any of the properties on West Beaver Creek Blvd. We already have a massive problem with drinking, smoking marijuana and tresspassing from the frisbee golf course expansion for the Recreation Center Avon has ZERO business being in the "Real Estate Redevelopment Business" Water polo, swim team Expand the park, soccer fields great universal use of land. I watch a game there and it was awesome, more field space means more tournaments+more heads in beds/restaurants, eat more pickleball none. leave the park alone! small water park next to lake on wild grass area near stage, can be built with artificial grass and have a solar pump to circulate water from lake and flow to recyle back to the lake, great for kids while concerts are on for adults, great for summer, shaded with triangle shaped sail shades Keep disc golf. boccee, Dog park, meditation garden, Park - period Pickleball, Pickleball, Pickleball! Racquetball court, grass VB court, dedicated space for outdoor fitness classes. I would like to see indoor pickle ball courts a place for private parties! the log structures could be for family get togethers. Skating on the lake Dog park! Skatepark More bad tracks Small restaurant for beach Dedicated areas for passive enjoyment. I have been nearly taken out by disc golf discs close to a dozen times this spring alone! Ice skating on Nottingham Lake Outdoor pool Skating ribbon that turns into a water tube float in summer. Grass for a park to sit and relax. Rec center expansion Climbing wall, bouldering wall, Outdoor workout facility with several stations (i.e.pull up bars), gas fire pits with seating Fenced in, off leash Dog Park Indoor ice rink can also be used for winter events! Write-in responses (continued) Exhibit C 14 | Chapter Title What other PARK ELEMENT ideas do you have for Tract G?5 Write-in responses Swim Widening the pathway around the lake, so that it can have directional lanes. PLEASE LEAVE IT AS IS where ar eyou planning to put hese things?? North side of lake is crammed with fishing, swimming and boat rentals, disc golf already Sculpture Garden would add to Beauty. Ninja warrior park? Restaurant Grilling/picnicking What the heck is a splash pad/pop jet plaza? Concentration of activities near public parking, not sprinkled around decreasing green space. Community Garden PARKING, an increased use of the lake, something similar to the park elements surrounding the castle rock fieldhouse More Trees around the lake. The fence back up to avoid the sewer plant as much as possible would be nice. maybe the ice skating area could become an area for human hamster balls in the summer Natatorium for competitive swim meet Dog Park A garden with native plants, to attract and support our native birds and butterflies. It could have trails and benches. Check out audubon.org/native-plants and nwf.org/garden. A ropes course or climbing course Splash pad with a chiller so it could be converted into an outdoor ice rink for the winter season. Green open space, tract G is large so please refine the areas you are discussing. Please also consider tax paying residents surrounding tract G. Do not put tables in front of the residences on West Beaver Creek Blvd. The town needs to solve the problems already existing with the frisbee golfers(drinking, trespassing, pot smoking) more trees in different areas not just by the beach side of the lake If additional picnic facilities are added, I think they need to be close enough to the beach to allow families to effectively watch children. The beach is great and it is the primary draw. The proposed picnic facilites infringe on residents around the park and would be seldom used as they are not beside the beach or the play ground. Avon has ZERO business being in the "Real Estate Redevelopment Business" Indicate your preference for the following PARK ELEMENTS at Tract G.4 Question Low preference Medium preference High preference Total Splash pad/ pop jet plaza 21%69 15%53 13%46 168 Picnic shelters 9%28 23%80 18%64 172 Restrooms 5%17 12%41 34%119 177 Community fire ring 20%65 17%59 13%44 168 Game plaza for ping pong, horseshoes, bocce, and chess 15%49 21%75 13%45 169 Sculpture garden 30%99 12%42 9%31 172 21% 9% 5% 20% 15% 30% 15% 23% 12% 17% 21% 12% 13% 18% 34% 13% 13% 9% SPLASH PAD/ POP JET PLAZA PICNIC SHELTERS RESTROOMS COMMUNITY FIRE RING GAME PLAZA FOR PING PONG, HORSESHOES, BOCCE, AND CHESS SCULPTURE GARDEN PARK ELEMENT PREFERECES Low Preferece Moderate Preference High Preference Exhibit C 15 Indicate your preference for the following LAND USES at Tract G.6 Question Low preference Medium preference High preference Total Food collective (local food hub, catering, event venue) 7%51 12%70 14%49 170 Art collective (studio, classes, sales, gallery) 11%85 11%65 5%19 169 Combination of food collective and art collective 9%70 12%69 10%36 175 Short-term artist and/or culinary residency units 13%104 8%44 6%20 168 Space for local non-profits (ie Vail Leadership Institute) 11%87 11%61 6%20 168 Pavilion (such as Donovan Pavilion)7%57 11%61 14%51 169 Restaurant 11%88 8%48 9%32 168 Adventure sports museum 15%121 6%37 4%13 171 Library expansion 10%80 10%57 10%36 173 Recreation center expansion 5%41 10%59 22%76 176 restaurant that overlooks the lake Just expand the park and keep it cheap and accessible, Expand the park area...I know we have a $17 million operating budget but dont waste it on crap and poor decisions. Enough with the sculptures, Im an artist and find that a waste of money because the type of sculptures you buy, seriously, a business women? A Kid skateboarding, these are a serious waste of taxpayers money, a rock sculpture, seriously, just get a real HUGE rock instead, the lame shit you all buy is like sculpture clipart! Look at the round about with that stupid ass ribbon, someone removed an awesome sculpture and put the POS there with the name Town Center? Seriously! Fire whomever is responsible for that! other active outdoor activities none. leave the park alone! Incorporate Hahnewald Barn, indoor tennis courts There is a great musical instrument park in MOAB, an interactive instrument park of drums, metals chimes of different sizes and shapes, also great to draw in families with kids Farmers Market quiet benches for reading and or meditating Heritage/history element including existing cabins and old water district barn Higher fence at sand VB courts to prevent ball going into lake. bocci court WE ALREADY HAVE TOO MANY SCULPTURES Multi use indoor structure (the barn) Fenced dog park Botanical garden/arboretum Trampoleen Dog ball toss areas where dogs can be off leash and allowed to run further. Quiet areas (i.e. rooms) with higher level of landscaping Community Garden Restaurant/Food Carts near the lake. Fenced in Dog Area Fence around play equipment, at least the bottom to deter kids from the lake water Leave a lot of open space More beach areas to wrap around to east end of park. Outdoor pool and hot tubs. big playground similar to Miller Ranch Picnic tables without shelters, garden similar to ford garden Fenced in, off leash Dog Park 7% 11% 9% 13% 11% 7% 11% 15% 10% 5% 12% 11% 12% 8% 11% 11% 8% 6% 10% 10% 14% 5% 10% 6% 6% 14% 9% 4% 10% 22% FOOD COLLECTIVE (LOCAL FOOD HUB, CATERING, EVENT VENUE) ART COLLECTIVE (STUDIO, CLASSES, SALES, GALLERY) COMBINATION OF FOOD COLLECTIVE AND ART COLLECTIVE SHORT-TERM ARTIST AND/OR CULINARY RESIDENCY UNITS SPACE FOR LOCAL NON-PROFITS (I.E. VAIL LEADERSHIP INSTITUTE) PAVILION (SUCH AS DONOVAN PAVILION) RESTAURANT ADVENTURE SPORTS MUSEUM LIBRARY EXPANSION RECREATION CENTER EXPANSION LAND USE PREFERENCE AT TRACT G Low Preference Moderate Preference High Preference Write-in responses (continued) Exhibit C 16 | Chapter Title What other LAND USE ideas do you have for Tract G?7 Write-in responses What other ideas about uses do you have for Tract G? (please specify) Olympic sized pool Swim PRESERVE LIBRARY AND REC CENTER, AT LEAST Move paddleboat rentals back to cabin where the dock was originally built for them and there is plenty of parking spaces instead of parking in he bike lane on BC blvd. Add new fun features, but keep the calm atmosphete Re-purposing of current municipal building and/or current fire station for development of a creative district to include affordable office, performance and display space for creative and cultural nonprofits (Vail Center, Vail Valley Art Guild, High Five Access Media, Bravo, Vail Performing Arts Academy, etc.) and other like-minded groups. Synergy may be created by holding concerts at the stage, with subsequent, small intimate performances in a space within one of these buildings. These performances might be broadcast on local cable and the internet. Think of the workshops that might be held in this space: painting, photography, videography, acting. Art galleries will display local works, and performances and film festivals may take place year round in a small indoor theater. These workshops and attractions will draw both locals and visitors looking for activities. These groups in turn will spend money at local businesses, increasing the tax base. A similar collective was created in Aspen called the Red Brick Arts Center (www.aspenart.org). It is funded through real estate transfer tax and donations. It is organized by a local nonprofit. Rec center with a swimming pool and basketball courts Roof top gardens fenced dog park PARKING, Expanded recreation facilities to ease congestion and expand offerings More trees around the lake, no new pic nic areas at the west end of the lake by the residences, a fence back up to replace the old one in front of the sewer plant. Natatorium for competitive swimming events Refine the areas at tract G, different parts need to be considered in a different manner and not all piled into one. please do not put tables in front of the residences on West Beaver Creek Blvd. They will be to close to properties where we are currently dealing with issues from the frisbee golf course(drinking, tresspassing, smoking pot) Avon has ZERO business being in the "Real Estate Redevelopment Business" Ice cream shop Library's are dying, dont wast money on an expansion. The park is a park not a mall or place to go shopping! That's what the commercial space is for, people bring their own food and drinks to the park. Expand the beach, tear down the old fire station and town hall and expand the park. Totally against employee housing or an arts colony! You want employees to be able to afford to live here, pay them more and let them find their own housing! Its not Avon Town governments job to provide affordable housing for it's employees! coffee shops, food trucks none. leave the park alone! Indoor tennis courts Retreat center, Pickle Ball Indoor pickleball courts please Re-use the water district barn as pavilion Community garden for flowers and vegetable-growing. a place for private parties! the log structures could be for family get togethers. Multi use of the barn; need a completely unique venue Dog park Make the greatest library on I-70 Water park Parck Permanent, full-time year round attainable housing. We need permanent people to help activate the space in Tract G! Multi-use facility Horse Farm :) Additional parking needs to be added as well. Please don't overdevelop the site and block the views. Ropes course Maybe leave some land alone. Why develope everything? More housing options Small bar or restaurant with big deck near park and beach for parents to hang out in while kids play. Please use the Hahnewald barn on Tract G. We need an iconic historic structure in Avon. Culinary classes, Fenced in, off leash Dog Park Exhibit C 17 Rate you preference for repurposing the barn on Tract G.8 Answer Results High preference 42%76 Moderate preference 31%57 Low preference 27%49 Total 100%182 42% 31% 27% PREFERENCE FOR REPURPOSING THE BARN AT TRACT G High preference Moderate preference Low preference If the Recreation Center were to expand, indicate your preference for the following uses:9 Question Low preference Medium preference High preference No opinion Total Gymnasium (basketball, volleyball, pickleball, etc) 17%33 24%44 39%73 21%13 150 Indoor track 30%58 23%41 20%38 28%17 137 Free weights area 26%50 26%46 23%43 28%17 139 Multi-purpose room (meeting space, event space, teen programming, senior programming, classes) 28%54 27%49 19%35 23%14 138 17% 30% 26% 28% 24% 23% 26% 27% 39% 20% 23% 19% 21% 28% 28% 23% GYMNASIUM (BASKETBALL, VOLLEYBALL, PICKLEBALL, ETC) INDOOR TRACK FREE WEIGHTS AREA MULTI -PURPOSE ROOM (MEETING SPACE, EVENT SPACE, TEEN PROGRAMMING, SENIOR PROGRAMMING, CLASSES) PREFERENCE FOR RECREATION CENTER USES Low Preference Moderate Preference High Preference No opinion Exhibit C 18 | Chapter Title What other indoor recreation ideas do you have if the Recreation Center were to expand?10 Write-in responses Ice rink Less is better! Expand the pool to at least 8 lanes. Olympic regulation swimming facility Pool Expansion Doesn't need to expand Climbing walls... space for birthday party. Futsal court Certified Usa swimming pool Strength Training Machines The Rec Center seems effective to me since its last renovation. Pottery Space, Kitchen, Increased technology, Multi-purpose sport court, opening of aquatics space to the elements additional space for water activities The current pool is obsolete it needs to be expanded or remodeled to a 25 meter pool witch a minimum of 8 lanes gutters and all the amenities so that it can host competitive swimming. You build it they will come! TRX MACHINE racquetball courts! Cooking classes and arts and crafts Splash pad adjacent to the lap pool. Pickleball!!!! Make it a trendy place that attracts people like the Westin, somewhere that people want to be and maybe this needs someone other than just an architect to develop the space, but the right people to develop the atmosphere. Maybe let the end of the mall spill out onto the area west of the library with patios, a coffee shop, or a light lunch place with patio seating so people want to be there and incorporate this back into the mall so it flows. ice rink It sure as hell isn't "Story Telling" Outdoor pool Not really for expansion but a huge outdoor pool could be better suited, selling memberships to raise funds. The rec center isn't really that busy to justify an expansion of this magnitude. Maybe racquet ball courts? Write-in responses (continued) indoor tennis courts double or triple level parking structure for event parking at the lake festivities. The Recreation Center is close to capacity - it needs expansion. who are we expanding for - non-taxpayers it would seem. the indoor track in Edwards is not used frequently...use that facility A Climbing wall like VAC has but bigger would be great! Outdoor pool with expansion to the outdoor lounge chair area. Indoor Pickleball courts needed keep the pool and slide and children's pool please Climbing wall Parking structure Climbing wall area. Training area for outdoor enthusiasts and kids to improve outdoor skills. Outdoor pool Trampoline and box track Trampoline senter Squash courts, Racketball courts, a Squash/Racketball combo court. Bouldering wall, indoor soccer field (WECMRD Field House). The Rec Center does not need expansion. If anything, use the roof and add space as part of a parking structure. BMX pump track on the front lawn area Outdoor Pool and hot tubs for year round use. Gas fire pits on outside near climbing wall. Drinking fountains outside to decrease plastic bottle use, "Bags" court, etc a multi-level parking structure should be part of any Rec Center Expansion Pool area needs to be redone. Very dated Exhibit C 19 TRACT G ALTERNATIVE 1 - AVON BRIMMING (EVERYTHING) AVON BRIMMING PROGRAMMING LEGEND I-70 I-70 NOTTINGHAM LAKE SAND VOLLEYBALL BEACH PICNIC SHELTERS PICNIC SHELTERS BASKETBALL COURTS TENNIS COURTS AVON ELEMENTARY SCHOOL PUMP TRACK FIFA SOCCER FIELD MULTI-USE FIELD PIER CO N N E C T I O N T O PED E S T R I A N M A L L PLAYGROUND SEDIMENTATION POND AMPHITHEATER EXISTINGCABIN HIS T O R I C BAR N IND O O R I C E RIN K LIBRARYFOOD COLLECTIVELAKE S T R E E T BENCHMARK ROADBEAVER CREEK BOULEVARD RECREATION CENTER OUT D O O R ICE R I N K A N D RIB B O N SEASONS AT AVON SHERATON HOTEL COMFORT INN POST OFFICE FIRST BANK AVON CENTER EAGLE R I V E R 6 HARD SU R F A C E T R A I L S RAIL R O A D T R A C K S VEG E T A T I O N S C R E E N EXPANSION EXP A N S I O N NEW TOWN HALL RECREATION CENTER • Recreation Center Expansion (33,000 SF) - Gymnasium Basketball/Volleyball/Pickleball Courts Programming for Kids - camps, teens, special events - Indoor Track - Free-Weight Area (expanded cardio and resistance equip.) • Multi-Purpose Room - Meeting Space - Event Rental Space - Senior Programming - Classes • Outdoor Ice Rink and Skating Ribbon LIBRARY/FIRE STATION AREA• Library expansion • Food collective (infill development) offers a local food hub, catering, and events for the Avon community. HARRY A. NOTTINGHAM PARK PROGRAMMING • Entry plaza Pop jet / splash pad • Picnic shelters • Park portal trail access • Multi-Use Field: Fits high school regulation soccer field (east) • FIFA soccer field (west) • New Playground • Pump track • Enhanced park landscape treatment • Disc Golf NOTTINGHAM SOUTH PROGRAMMING • Historic barn for community and private events Events/Weddings Greenroom/Staging for Amphitheater Artist Area Fire pit in outdoor plaza • Indoor ice rink • Festival promenade to Nottingham Lake 1 2 3 4 FUTURE HOTEL DISC GOLF 1 24 3 Alternative 1: Avon Brimming - Select the zones you like.11 30% 25% 17% 25% 21% 20% 63% 70% 74% 66% 73% 65% 6% 5% 9% 10% 6% 15% 1 -1 1 -2 1 -3 WEST 1 -3 NORTH 1 -3 EAST 1 -4 like neutral dislike 1-3 west 1-3 north 1-3 east 1-4 1-1 1-2 Exhibit C 20 | Chapter Title Alternative 2: Avon in Action - Select the zones you like.12 TRACT G ALTERNATIVE 2 - AVON IN ACTION (RECREATION) I-70 I-70 NOTTINGHAM LAKE SAND VOLLEYBALL BASKETBALL COURTS TENNIS COURTS AVON ELEMENTARY SCHOOL PIER CO N N E C T I O N T O PED E S T R I A N M A L L PLAYGROUND SEDIMENTATION POND AMPHITHEATER ART COLLECTIVECOV E R E D MU L T I - U S E PAVI L I O N PICKLE-BALLGAME PLAZALIBRARY LAKE S T R E E T BENCHMARK ROADBEAVER CREEK BOULEVARD RECREATION CENTER SPL A S H P A D AN D E V E N T PLA Z A SEASONS AT AVON SHERATON HOTEL COMFORT INN POST OFFICE FIRST BANK AVON CENTER EAGLE R I V E R HARD SU R F A C E T R A I L S RAIL R O A D T R A C K S VEG E T A T I O N S C R E E N EXPANSION NEW TOWN HALL FUTURE HOTEL AVON IN ACTION (a) PROGRAMMING LEGEND 6 RECREATION CENTER • Recreation Center Expansion (33,000 SF) - Gymnasium Basketball/Volleyball/Pickleball Courts Programming for Kids - camps, teens, special events - Indoor Track - Free-Weight Area (expanded cardio and resistance equip.) • Multi-Purpose Room - Meeting Space - Event Rental Space - Senior Programming - Classes • Splash Pad and Event Plaza with Fire Pits LIBRARY/FIRE STATION AREA• Art collective (infill development) offers a local forum for studio, class, sales and gallery space. Space for non-profits, such as the Vail Leadership Institute. • Historic barn for community and private events HARRY A. NOTTINGHAM PARK PROGRAMMING • Entry plaza • Picnic shelters • Park portal trail access • Multi-Use Field: Fits high school regulation soccer field (east) • FIFA soccer field (west) • New Playground • Pump track • Enhanced park landscape treatment • Disc Golf NOTTINGHAM SOUTH PROGRAMMING• Covered Multi-Use Pavilion Seasonal Ice Sheet, Covered Sport Court, Event Venue, Amphitheater Support Space • Game Plaza Ping Pong, Horseshoes, Bocce Court • Festival promenade to Nottingham Lake 1 2 3 4 FIFA SOCCER FIELD MULTI-USE FIELD EXISTINGCABIN PICNIC SHELTERS PICNIC SHELTERS PUMP TRACK DISC GOLF 1 24 3 26% 19% 16% 21% 26% 16% 66% 70% 72% 65% 71% 70% 7% 11% 11% 13% 2% 14% 2 -1 2 -2 2 -3 WEST 2 -3 NORTH 2 -3 EAST 2 -4 like neutral dislike 2-3 west 2-3 north 2-3 east 2-4 2-1 2-2 Exhibit C 21 Alternative 3: Avon Avon Advantage - Select the zones you like.13 TRACT G ALTERNATIVE 3 - AVON ADVANTAGE (VITALIZE) I-70 I-70 NOTTINGHAM LAKE SAND VOLLEYBALL DISC GOLF BASKETBALL COURTS TENNIS COURTS AVON ELEMENTARY SCHOOL PIER CO N N E C T I O N T O PED E S T R I A N M A L L PLAYGROUND SEDIMENTATION POND AMPHITHEATER RES T A U R A N T PAVI L I O N PLA Z A LIBRARY ART COLLECTIVELAKE S T R E E T BENCHMARK ROADBEAVER CREEK BOULEVARD RECREATION CENTER EXPANSION SEASONS AT AVON SHERATON HOTEL COMFORT INN POST OFFICE FIRST BANK AVON CENTER EAGLE R I V E R 6 HARD SU R F A C E T R A I L S RAIL R O A D T R A C K S VEG E T A T I O N S C R E E N NEW TOWN HALL AVON ADVANTAGE PROGRAMMING LEGEND FUTURE HOTEL FIFA SOCCER FIELD MULTI-USE FIELD RECREATION CENTER • Recreation Center Expansion (33,000 SF) - Gymnasium Basketball/Volleyball/Pickleball Courts Programming for Kids - camps, teens, special events - Indoor Track - Free-Weight Area (expanded cardio and resistance equip.) • Multi-Purpose Room - Meeting Space - Event Rental Space - Senior Programming - Classes • Maintain existing parking in front LIBRARY/FIRE STATION AREA • Art collective (infill development) offers a local forum for studio, class, sales and gallery space. Space for non-profits, such as the Vail Leadership Institute. HARRY A. NOTTINGHAM PARK PROGRAMMING• Picnic shelters • Park portal trail access • Multi-Use Field: Fits high school regulation soccer field (east) • FIFA soccer field (west) • New Playground • Enhanced park landscape treatment • Disc Golf NOTTINGHAM SOUTH PROGRAMMING• Pavilion (i.e. Donovan) • Restaurant / Adventure Sports Museum • Plaza Ice Rink Community Fire Place Event Space Splash Pad 1 2 3 4 EXISTINGCABIN EXI S T I N G PAR K I N G PICNIC SHELTERS PICNIC SHELTERS 1 24 3 27% 17% 15% 20% 21% 12% 65% 67% 73% 67% 73% 71% 8% 16% 12% 13% 6% 17% 3 -1 3 -2 3 -3 WEST 3 -3 NORTH 3 -3 EAST 3 -4 like neutral dislike 3-3 west 3-3 north 3-3 east 3-4 3-1 3-2 Exhibit C 22 | Chapter Title After reviewing the concepts for Tract G (Nottingham Park and adjacent parcels), what other ideas should we consider?14 Write-in responses Less is better! Olympic sized pool where quality swimmers and divers can also come to train at altitude. You can bill many of these. Olympic regulation swimming facility Convenience Store in Section 4 How about some parking areas other than the bike lane on WBC blvd Sculpture garden would add to the calm beauty! Please see previous comment on re-purposing municipal building and fire station. baseball fields like Eagle. What about the river project.? Make it work people will come. Parking and The park has already gotten too crowded, and adding too many features will make that worse. I don't understand this exercise. Picnic pavilions should be concentrated near activities that draw people (beach, splash pad,playground) and provide access to the restrooms at the east end of the park. The pavilion by itself at the NW corner of the park is likely to encourage trespassing on private property. It should be inside the perimeter of the "hard surface trail" to encourage use of the parking at Avon Elementary. The one south of the parking lot is a logical spot, near the parking lot and the volleyball court. The Recreation Center expansion needs to be done right the first time and not left open ended to be finished in the future. The planning needs to encompass future growth New fence, more trees, remove the frisbee golf course as my daughters baby stroller has been hit and the players use our yard right outside of my door as a platform. The town could very much benefit from the addition of a competitive swim facility that could host competitive swim competition. These events would draw many visitors from the front range to our community and put heads in beds all year long. The natatoriums on the front range, Aspen and Grand Junction always fill up with guests looking for a desirable destination to attend USA swim events. We are missing out on this opportunity the town and community would benefit greatly from the addition of an Olympic size 50 meter pool for year round completion. The current pool at the Rec center is not adequate to host any swim competitions as it is not up to USA swimming standards. At a minimum please take this time to overhaul the exsisting pool and convert it to a 25 meter pool with gutters and amenities necessary to host competitive swimming events. I don't understand these questions of clicking on areas you like or dislike. Are you asking if we like these areas as they are, or as proposed sites for the alternatives? Considering there are several aspects to each alternative, I wouldn't necessarily choose one area for all of those aspects. I feel that a fenced in splash pad just south of the recreation center where the existing parking lot with garage-door style opening from the rec center aquatics area would allow the recreation center to become a a fantastic place to enjoy during a nice weather day. The splash pad would also be installed with a chiller underneath it so it could be utilized in the winter as an outdoor ice rink. Using or changing the use of only the space made available recently and not junking out the rest of the park. please do not put pinic shelters in front of the residences on West Beaver Creek Blvd. The town needs to solve current issues with the frisbee golf course and partying at the lake first and foremost and not create more environments for drinking, smoking pot,partying Please put the picnic Shelters, nearer their use. A shelter down along the school soccer field would be used. A shelter very near the beach would get used. Also the beach is in desperate need of Restrooms, perhaps they could go in the trees where the paddle board container was.... or between the vollyball court and the parking. The Barn is on land owned by the Water District - there is NO PUBLIC PARKING. Get rid of the Barn First off this graphic on this and other pages are waaaay too small to see and read whats going on! All these ideas SUCK! Just expand the park and leave the commercial crap out. The barn could work but as a rental for private functions and gallery space. Im totally against an arts cooking colony! none. leave the park alone! We all know we do not have enough parking space, can the current parking spaces between Avon Center and the Sheraton be turned into a multi level structure Don't lose all the green, un-programmed space. don't fill it to the brim. Indoor Pickleball courts skip the art collective - too many other similar facilities in the area. ty[pe difficult to read plans are too small to see so i didn't feel comfortable selecting like or disliked areas Teen center- low or no cost venue for teens to gather (healthy, sober) a place for private parties! the log structures could be for family get togethers. USE WHAT YOU HAVE NOW AND STOP WASTING MONEY Write-in responses (continued) Exhibit C 23 USE WHAT YOU HAVE NOW AND STOP WASTING MONEY Fenced dog park A fenced in dog park. Too many times we see dogs off leash at the beachfront clashing with little ones and their families, or worse, tied to a tree. Give them some space to run around. Focus on the kids. Make the library bigger, offer areas for kids to recreate. Climbing walls, skateparks. Money will take care of itself if the community is vibrant. Water slides Outdoor pool A Fifa regulation soccer field on the west side is a terrible idea. It will get extremely little use for its intended purposes of attracting high level soccer. The occasional tournament will not be enough to offset the lack of use throughout. Smaller soccer fields would be more attractive to local youth teams, adult leagues and pick up games and would allow for a variety of other uses. Can the Barn be used as the art/food combo facility? I don't want a bunch of new structures in the park (it needs to stay a park) but that old Barn is really unique and would be a great building to re-purpose in the area. I don't like the restaurant that competes with private businesses. I don't support the art/food center. more parking for the beach please!! Pump track should be part of ALL options. It was recommended as part of the Recreational Trails Master Plan Leaving it alone More housing, no indoor skating You really need more parking, it's always an issue. Put small restaurant/bar closer to lake if possible (where existing cabin is?). Better access to Eagle River, with more picnic areas by river. Better whitewater park, Climbing wall These graphics are too small and hard to read, so it's difficult to tell exactly what is in each zone. Write-in responses (continued) Exhibit C 24 | Chapter Title The Village at Avon “Park Site” parcel is dedicated open space to serve the future community surrounding the parcel. Rate how supportive you are regarding the following ideas for the “Park Site” parcel. 16 Question Strongly unsupportive Somewhat unsupportive Somewhat supportive Strongly supportive Total Open space with passive elements like lawn and trees 5%7 4%7 15%46 32%87 147 Open space with an active element like a multi-use field 14%18 17%28 18%57 15%42 145 Basketball courts or other recreation courts 26%33 29%47 14%44 9%24 148 Community gardens 13%17 15%25 18%57 17%47 146 Park pavilion 23%29 16%27 18%56 12%34 146 Playground 19%24 18%30 17%52 14%39 145 15 Lot 5 is slated for snow storage areas, future public works offices and facilities, and worker housing. What other ideas do you have for the Lot 5 parcel? Write-in responses Parking for fishing only! Housing None What is the plan for more parking?? Gardens food forest TARGET, Whole Foods, Trader Joes, Sprouts, More Fields and Playgrounds where is this? need better maps to show landmarks. Natatorium please!! If we have employee housing then maybe shuttles that run more frequent to the housing so more parking at the rec All great ideas! I do not have any ideas for this area as I have not yet thought about this area. Please keep in mind the residential areas nearby when developing the space. Got Avon out of the Real Estate Redevelopment Business Totally against the town providing employee housing! Pay them more and let them find a place they can afford. It's cheaper and better for the residents of Avon. Some employee housing; permanent recycling center Recycling area. Need the snow storage. We don't want disc golf on the lake! You could move it here river access if possible this seems adequate for space and location Employee housing would be so helpful! Housing Open space/snow storage No ideas Bad location for employee housing as it is completely disconnected from all services. Better local for additional public offices. Meeting space. I think some housing out there would be nice - it's a quiet lot. Maybe even for sale local housing. The snow storage and other storage makes sense. I don't see why we would build more offices when Swift gulch is not even half full. additional admin housing Parking Access to railroad track in winter for cross country skiing. Groom tracks? Parking lot LOT 5 “PARK SITE” 5% 14% 26% 13% 23% 19% 4% 17% 29% 15% 16% 18% 15% 18% 14% 18% 18% 17% 32% 15% 9% 17% 12% 14% OPEN SPACE WITH PASSIVE ELEMENTS LIKE LAWN AND TREES OPEN SPACE WITH AN ACTIVE ELEMENT LIKE A MULTI -USE FIELD BASKETBALL COURTS OR OTHER RECREATION COURTS COMMUNITY GARDENS PARK PAVILION PLAYGROUND "PARK SITE" PARCEL IDEAS Strongly Unsupportive Somewhat Unsupportive Somewhat Supportive Strongly Supportive Exhibit C 25 What other ideas do you have for the Park Site at Village at Avon?17 Write-in responses What other ideas do you have for the Park Site at Village at Avon? Write yo... None botanical garden Futsal courts cricket oval Ok I can't tell where this is based on your "map" Proper Dog Park, an indoor space to allow dogs to exercise in the winter can't tell where this is. tiny overview map tells me nothing and no landmarks on map. If I had a better idea where this parcel was, I could have a better opinion on use. Natatorium dog park I think this area is more removed from residential areas so some of these are good options, a park & playground is always good for travelers with kids please resolve the partying issues currently going on in the park Got out of the Real Estate Redevelopment Business We dont need a pavilion, we wasted too much and a bandstand stage that doesnt get enough use as it is! Forget about the pavilion, its a bad idea! I don't see the need for this park. where is this?? Dog park. Open space improves quality of life. Offer up for daytime events. pickleball courts None Place to sit down/relax I think a mixture of passive areas and multi-use fields and playgrounds would be the best for a neighborhood park. This will not be a destination other than for those who can walk or bike to it. I don't have a clear understanding of the adjacent development and think planning this site is pre- mature. This could be the "landing spot" for a gondola serving Beaver Creek. It would solve parking problems for employees volunteers working at BC, solve parking problems that caused a $10 fee charged for parking at Elk & other ski lots, and would abrogate overflow parking problems during big winter weekends. This gondola concept was part of a old town plan that was nixed due, I believe, to funding of the gondola itself. Grass. Leave it as grass. Stop wasting money. Make a paved bike path and dirt trail to access the park from Avon along existing road. Dog park with pond Write-in responses (continued) Exhibit C 26 | Chapter Title The Swift Gulch site is the home of Avon’s Transit Facility. It is foreseen that additional transit fleet storage may be needed in the future. Rate how supportive you are of the following idea for Swift Gulch parcels. 18 Answer Results Strongly unsupportive 11%16 Somewhat unsupportive 12%17 Somewhat supportive 51%74 Strongly supportive 27%39 Total 100%146 What other ideas do you have for the Swift Gulch parcels?19 Write-in responses What other ideas do you have for the Swift Gulch parcels? Write your ideas... None Bustang Stop employee housing Open space access or trailhead Bus barn of Avon, how unattractive. Low-income housing for sale would be more useful. This is pretty new. Why are you talking about expanding already. If it needed to be bigger why wasn't it built bigger from the first place. Natatorium The facility is there away on it's own so fine Get out of the Real Estate Redevelopment Business Why not just save this and other town lands for future generations, like 50 years from now they may have a need for space that we can't force or understand but saving this land for them could be a huge benefit for the future residents. trailhead parking, connect the nearby trails including over the mountain to walking mountains Employee housing No ideas This would be a better location for additional employee housing. It has proximity to transit is close to Buffalo Ridge which will help increase the need for both areas to be better supported by services. You should build transit-employee housing there too. (Like Vail has out north of the golf course- multi-use site). I cannot possibly believe that we need even more bus storage at that site even at build out. In order to expand transit, the town will actually have to purchase actual buses instead of themose new people movers that you can barely see the "town of Avon" logo. More routes and more times. Housing Increase parking area for potential RV, boat, snowmobile storage for Avon Residents for nominal fee 11% 12% 51% 27% SWIFT GULCH: SUPPORT FOR TRANSIT FLEET STORAGE Strongly Unsupportive Somewhat Unsupportive Somewhat Supportive Strongly Supportive SWIFT GULCH Exhibit C 27 The Wildridge Fire Station will be vacated in 2017 to consolidate into the new Avon Joint Public Safety Facility. The Wildridge Fire Station currently hosts fire truck storage and equipment on the first floor, and two employee apartment units on the second floor. A pocket park that is well-used by the surrounding neighborhood includes a playground and basketball courts. Rate how supportive you are of the following ideas for the Wildridge Fire Station building. 20 Question Strongly unsupportive Somewhat unsupportive Somewhat supportive Strongly supportive Total First responder housing 48%14 35%12 46%48 59%72 146 Wildridge community center (first floor) 52%15 65%22 54%56 41%51 144 48% 52% 35% 65% 46% 54% 59% 41% FIRST RESPONDER HOUSING WILDRIDGE COMMUNITY CENTER (1ST FLOOR) WILDRIDGE FIRE STATION Strongly Unsupportive Somewhat Unsupportive Somewhat Supportive Strongly Supportive WILDRIDGE FIRE STATION Write-in responses What other ideas do you have for the Wildridge Fire Station building? Write... None Tear it down and do something else First responder without an engine? Open housing to all residents and use entire facility. Indoor Recreational space for residents Another entrance/exit besides just the one currently existing. additional employee housing expansion of the park & rec facilities? would covered/indoor tennis courts be possible? Town of Avon employee housing option. Although no longer a wildridge resident, Wildridge is a great neighborhood and I believe this is good use of that building so long as it all as kept as community space and not re-purposed for full residential like surrounding lots have been. Just cut the Grass in WildRidge along Avon's right of way Maybe the residents up there should decide since they will have to live with it. I'm against employee housing! Entire building should be employee housing; no preference for first responders Live in Wildridge. A community center woudlnto be used enought to make it viable. HOUSING!! I think this should be decided by Wildridge residents Pickleball lines on basketball court with portable net please. expand the park or a community Garden or both Satelite post office and small convenience store. make this a hub for residents to meet and gather Please enable teen nights at a community center! Expand existing park area None Playground Employee Housing!!!!! residential needed. Affordable for sale condos. There are 8 bedrooms at the new fire station and currently only 4 will be occupied at a time. I don't think fire needs more housing. Community Center could be hybrid meeting room, and un-manned free weights room. Pls improve pocket park: replace sand with wood chips and add an infant bucket swing. A community gazebo /picnic area for wildridge residents I think the fire department has wasted enough of our money and they can build there own housing. Would prefer to see a coffee shop/small bar or some other gathering idea rather than just another meeting room A Wildridge "Cheers" that is a pedestrian friendly gathering space with small coffee shop/pub/ snacks with summer outdoor seating. Create a variance for parking requirements so that county parking requirements wont be a requirement. Look at how much use The Rose gets in Edwards crammed into such a small space with outdoor seating. Bus stop Write-in responses (continued) What other ideas do you have for the Wildridge Fire Station building?21 Exhibit C 28 | Chapter Title Lot E at Village at Avon is located at the main entrance along Highway 6. Until future development for “school” purposes occurs on this site, the land is available for interim uses on Lot E. 22 Question Strongly unsupportive Somewhat unsupportive Somewhat supportive Strongly supportive Total Open space with passive elements like lawn and trees 17%9 24%12 31%42 40%82 145 Community gardens 21%11 42%21 37%51 30%63 146 Dog park 62%32 34%17 32%44 30%62 155 What other ideas do you have for the Lot E parcel?23 Write-in responses What other ideas do you have for the Lot E parcel? Write your ideas below. Dog park Botanical Gardens Trails to connect Walmart and town. Clean up the area looks like crap. I would make it passive use because there will be a huge resistance if the community were to lose a dog park or community gardens when a school goes in. Need better options, dog park is better located near Nottingham Park. Recreation park with elements for adults like exterior fitness equipment I think the entire lake has turned into a dog park and noone cleans up after themselves. My dog is always on a leash and has been aggresively acted upon by several other dogs off the leash. DOG PARK These seem to be good uses with the residential areas nearby, however surrounding residents should be consulted and will there be access from the other side of the tracks. Shops & restaurants, like a "Main Street" Keep it open! Gardens and dog park are a great idea. Why is this needed? Who will use it? FENCED dog park so they are not runing into the street dogs and community gardens don't mix well softball field facing Southwest Playground What about an all day dog park instead These are great uses for this area given the high number of utilities that exist on site. It is a terrible location for a school. Recycling Center It's not a nice lot. Maybe people could have raised veggie gardens there like in the big city. Perfect location for a dog park, at least until development in the area occurs. I would like Avon to donate land to Stone Creek Charter School!!! The biggest drawback to families in Avon is our elementary school. Far more Wildridge kids attend SCCS than Avon Elem. We would like a non dual-language option in our town. Some of the stuff listed for the "park site" could go here.. picnic tables, gazebo, basketball courts, etc. Small playground, picnic benches, bbq pits, park benches, access to river, mtn bike trail around perimeter for kids Fenced dog park LOT E 17% 21% 62% 24% 42% 34% 31% 37% 32% 40% 30% 30% OPEN SPACE WITH PASSIVE ELEMENTS LIKE LAWN AND TREES COMMUNITY GARDENS DOG PARK LOT E Strongly Unsupportive Somewhat Unsupportive Somewhat Supportive Strongly Supportive Exhibit C 29 Exhibit C 30 | Chapter Title Rate the level of ease you typically experience in finding a parking space during a normal, non-event day on the west side of Avon.24 Answer Results Easy 39%58 Sometimes difficult 40%59 Difficult 20%30 Total 100%147 39% 40% 20% HOW EASY IS IT TO FIND PARKING ON THE WEST SIDE OF AVON? Easy Sometimes difficulty Difficult Please tell us when parking shortages occur on the west side of Avon.25 Write-in responses Been here for 8 years now its everyday with all summer activities and sports Weekends and sunny days Late nights. Locals shouldn’t be forced to drive home after supporting local restaurants because of overnight towing laws. Anywhere near Nottingham Park Events Every day in the summer. Overflow parks illegally in Beaver Bench parking lot When the suns out. People use the lake/park Early morning when the rec center is busy early afternoon when the rec center is busy weekends and afternoons Park When the Westin is full and their employees are using lots by the lake or a sunny day. weekday afternoons evenings During the summer in general, it's any nice day (good weather). And in my experience, parking shortages are usually later in the day as work days wind down, i.e. from around 3pm until dusk. Sunny weekend beach days at the lake Post Office, 1st Bank, Liquor Store Weekends Off season and weekends and all public concerts and events Weekend Weekends, nice days. Avon Elementary School - when school in is session. Nottingham Beach Parking lot - all the time. Ski season, library events, high guest season when hotel employees fill the spaces events in park Every summer evening Weekends Avon is unwelcoming to visitors and needs a free parking area and a convenient way to access town. Shopping is a drive to shopping mall to shopping mall and rarely allows for safe walking from storefront area to storefront area. at music events I walk everywhere Not enough parking for the beach. PARKING AND GETTING AROUND Exhibit C 31 Write-in responses (continued) any time in summer it's tough to find a spot in the lot of W. Beaver Creek blvd and really anywhere close to the park Everywhere Random occasion Parking issue arrive when you have back in on street parking in front of post office If you think there is a parking problem on the west side of Avon, then indicate the locations?12Q50 - If you think there is a parking problem on the west side of Avon, then indicate the locations. (Click up to three locations) Where do you typically park when you visit the west side of Avon?26 Q13 - The following questions are regarding parking. Where do you typically park when you visit the west side of Avon? (Click up to three locations) Exhibit C 32 | Chapter Title Write-in responses Seems to be daily now these days. We need affordable housing and public parking City Market parking lot City Market on busy days with tourists. varies Chapel Square - Ski Season and every where near Chapel Square Weekend Weekends ski days, high second home owner visit times, most nights A convenient free bus system through town would encourage visitors to visit all sections of town with ease. City Market is the worst. No but how about a parking structure by Avon elementary school City Market lot is not "driver" friendly - and often very crowded Please tell us when parking shortages occur on the east side of Avon.28Rate the level of ease you typically experience in finding a parking space during a normal, non-event day on the east side of Avon.27 Answer Results Easy 58%84 Sometimes difficult 33%48 Difficult 8%12 Total 100%144 58% 33% 8% HOW EASY IS IT TO FIND PARKING ON THE EAST SIDE ON AVON? Easy Sometimes difficult Difficult Exhibit C 33 If you think there is a parking problem on the east side of Avon, then indicate the locations?29Q44 - If you think there is a parking problem on the east side of Avon, then indicate the locations. (Click up to three locations) Where do you typically park when you visit the east side of Avon?30Q52 - Where do you typically park when you visit the east side of Avon? (click up to three locations) Exhibit C 34 | Chapter Title Please rank the quality of the pedestrian and cycling experience on the west side of Avon.31 Answer Results Excellent 13%18 Good 41%59 Average 31%45 Poor 10%14 Terrible 5%7 Total 100%143 13% 41% 31% 10% 5% WHAT PEOPLE THINK ABOUT THE PEDESTRIAN AND BICYCLE EXPERIENCE ON WEST SIDE OF AVON Excellent Good Average Poor Terrible Please indicate the location where improved pedestrian or cyclist facilities are needed most on the west side of Avon. (Click up to three locations)32Q56 - Please indicate the locations where improved pedestrian or cyclist facilities are needed most on the west side of Avon. (Click up to three locations) Exhibit C 35 Indicate additional details below about pedestrian or cyclist facilities for the west side of Avon.33 Write-in responses Indicate additional details below about pedestrian or cyclist facilities fo... Widen road a bit. Repurpose the tracks, build a boardwalk Cyclists cut through Walgreens (Sun Road) most don't use roundabout I-70 underpass at Metcalf Road Roundabouts are difficult as a cyclist. I usually ride on sidewalks on main road. Would prefer to avoid it entirely but there is no other way to work on north side of I-70. Not sure what best solution would be but worth exploring I live on the west side of Avon and I appreciate that I can walk easily in the area the more we can have lights at crossings the better Train tracks Paths are uneven and need repair and no center line for dual traffic. Signage needed for path courtesy On W Beaver Creek Blvd near intersection with Lake St. needs sidewalk. Very easy to walk/bike around. It's great! I think cyclist should have to register there bike if using streets or paths, they can be rude Better connection to trail along the river. Maybe an access point near the current Town Hall location The road work being completed now is helping with this tremendously Avon will never be Biker Friendly. The current location of the OVER SUBSCRIBED Avon Post Office prevents that. There are no real bike/car related issues. I ride that daily. So we dont need bike lanes or a road diet, but we do need sidewalks on Nottingham Road, the conditions there for children getting off the school bus and mothers pushing babies in strollers on the shoulder of the road is very dangerous! why cant the town have bicycle rider education courses and teach bicycle riders the rules of using the roads to ride on instead of painting up our streets??? Pedestrians hit by disc golf Cyclists do NOT obey traffic laws and do whatever they wish - more enforcement is needed for safety. Cross walks are ignored and some are too close to the roundabouts where cars are making turns. Can't see the pedestrians until they walk out in front of a car. bike path too narrow and used by cyclists, children in strollers, dogs with leashes (difficult to ride bike) along route 6 across from the elk lot It would be nice to hace separate bike/pedestrian trails in Nottingham Park in order to avoid potential collisions Bigger path W BC Blvd needs a bike lane that doesn't allow vehicle parking in it. The Sharrows on Avon Road are confusing for vehicles thus unsafe for cyclists. Avon's "islands of stores" layout does not encourage walking from one cluster of stores to another. This could be significantly be improved by better design (like a break in the wall between City Market & Pier 1) as well as pedestrian crossings with protection (lights) Stop catering to bycyxles brag break the laws and don't use stop signs. More connections to river trail, continue improvements to west beaver creek blvd, bridge crossing for pedestrians over Avon road New Road markings are horrible, get rid of them and go back to how it was. Widen bike paths to make it safer for pedestrians and bikers. Consider dirt trail along side of paved trail Gets too crowded in summer and becomes scary with bike/walking traffic together Add wider paths through lake side of park and by library seasons building. Not on west beaver creek blvd Exhibit C 36 | Chapter Title Please rank the quality of the pedestrian and cycling experience on the east side of Avon.34 Answer Results Excellent 7%10 Good 26%35 Average 42%57 Poor 18%25 Terrible 7%10 Total 100%137 7% 26% 42% 18% 7% WHAT PEOPLE THINK ABOUT THE PEDESTRIAN AND BICYCLE EXPERIENCE ON THE EAST SIDE OF AVON Excellent Good Average Poor Terrible Please indicate the location where improved pedestrian or cyclist facilities are needed most on the east side of Avon. (Click up to three locations)35Q60 - Please indicate the locations where improved pedestrian or cyclist facilities are needed most on the east side of Avon. (Click up to three locations) Exhibit C 37 Indicate additional details below about pedestrian or cyclist facilities for the east side of Avon.36 Write-in responses Indicate additional details below about pedestrian or cyclist facilities fo... There is none. Have the boardwalk lead pedestrians to East Avon businesses Need sidewalks on E & W Beaver Creek Blvd Lanes on Benchmark & Beaver Creek Pl to City Market, and between city market and walmart would be great It would be neat if the railroad tracks could undergo a "rails to trails" improvement The new link to Eagle Vail is good. A path on road to Walmart could be added. can be uncomfortable in traffic Avon "cant' fix" the Biker problem. Traer Creek's land is the only chance Avon has. Drivers and bike riders are fine sharing the road, no need for any improvement or road diets. Same as above on west side. few dedicated bike paths...I use the road and dodge the cars myself there are no sidewalks to go from west to east side The town wasn't really concieved with pedestrians or cyclists in mind. None Sidewalks are the only options and are confusing and non-direct. Roadway throughout East Avon need better on road cycling facilities to remove cyclists from sidewalks and allow pedestrians to have a more enjoyable experience. See the comments for W. Avon Railroad track crossing where people currently use, continue improvements You have great possibilites of adding a paved path all the way to Walmart along the road. Also another good spot for a dirt trail that walkers and mtn bike users could use. Singletrack along railroad track an option? This could connect Minturn-Edwards Exhibit C 38 | Chapter Title Please indicate your age.37 Answer Results under 18 3%4 19 to 24 5%8 25 to 34 24%37 35 to 44 21%32 45 to 54 21%33 55 to 64 10%16 65 to 74 14%22 75 to 84 2%3 85 or older 1%1 Total 100%156 3%5% 24% 21% 21% 10% 14% 2% 1% SURVEY PARTICIPANT AGES under 18 19 to 24 25 to 34 35 to 44 45 to 54 55 to 64 65 to 74 75 to 84 85 or older SURVEY PARTICIPANTS DEMOGRAPHICS Is the Avon area or Vail Valley your primary or secondary residence?38 Answer Results Primary residence 91%103 Secondary residence 9%10 Total 100%113 91% 9% PRIMARY AND SECONDARY RESIDENCE Primary residence Secondary residence Exhibit C 39 How long have you lived in the Avon area or the Vail Valley?39 Answer Results Less than one year 4%5 One to three years 10%11 Three to ten years 27%31 Ten years or longer 59%67 Total 100%114 4% 10% 27%59% HOW LONG SURVEY PARTICIPANTS HAVE LIVED IN THE AVON AREA Less than one year one to three years three to ten years ten years or longer What housing type best describes your home in Avon or the Vail Valley?40 Answer Results Single-family house 23%27 Condominium 44%51 Townhouse 13%15 Apartment 14%16 Mobile home 1%1 Other (please specify)4%5 Total 100%115 Write-in responses Duplex Duplex rental Duplex Duplex 23% 44% 13% 14% 1% 4% SINGLE-FAMILY HOUSE CONDOMINIUM TOWNHOUSE APARTMENT MOBILE HOME OTHER (PLEASE INDICATE) HOUSING TYPES OF SURVEY PARTICIPANTS Exhibit C 40 | Chapter Title Where is your residence in Avon or the Vail Valley?41 Answer Results Avon: East Commercial and Residential Core area (ie Chapel Sqare, Benchmark Plaza, Christie Lodge, Avon Plaza) 1%1 Avon: West Commercial and Residential Core area (ie The Seasons at Avon, Lodge at Avon Center, Sheraton, Comfort Inn) 7%11 Avon: Nottingham Park/ Sunridge/ Liftview/ Brookside areas 24%38 Avon: Aspens Mobile Home Village/ Westlake Village areas 1%2 Avon: Nottingham Road/ Metcalf Road areas 4%7 Avon: Wildridge/ Wildwood areas 16%25 Avon: Mountain Star area 1%1 Avon: Hurd/ Eaglebend areas 9%14 Avon: Swift Gulch Road/ Traer Creek areas (ie Buffalo Ridge Apartments)4%6 Beaver Creek 3%4 Vail 4%7 Elsewhere in Eagle County 25%39 Other (please specify)2%3 Total 100%158 Write-in responses (continued) Eagle vail Eagle Miller Ranch, Edwards Eagle-vail Miller Ranch Edwards soon to be avon Miller Ranch Edwards Edwards, but I work in Avon and am there regularly Eagle-Vail Minturn Eagle Vail Eagle, I work in Avon Edwards EAGLE Edwards eagle-vail Edwards Eagle County Edwards edwards Arrowhead eagle vail Homestead Edwards - But I work in Avon daily Edwards-Squaw Creek Rd. Eagle Vail Edwards Edwards Arrowhead..no town to speak of.. wolcott Write-in responses Single tree Edwards Eagle-vail Edwards Pazzo's employee live in Red Cliff Edwards Edwards Exhibit C 41 1% 7% 24% 1% 4% 16% 1% 9% 4% 3% 4% 25% 2% AVON: EAST COMMERCIAL AND RESIDENTIAL CORE AREA (I.E. CHAPEL SQUARE, BENCHMARK PLAZA, CHRISTIE LODGE, AVON PLAZA) AVON: WEST COMMERCIAL AND RESIDENTIAL CORE AREA (I.E. THE SEASONS AT AVON, LODGE AT AVON CENTER, SHERATON, COMFORT INN) AVON: NOTTINGHAM PARK/ SUNRIDGE/ LIFTVIEW/ BROOKSIDE AREAS AVON: ASPENS MOBILE HOME VILLAGE/ WESTLAKE VILLAGE AREAS AVON: NOTTINGHAM ROAD/ METCALF ROAD AREAS AVON: WILDRIDGE/ WILDWOOD AREAS AVON: MOUNTAIN STAR AREA AVON: HURD LANE/ EAGLEBEND AREAS AVON: SWIFT GULCH ROAD/ TRAER CREEK AREAS (I.E. BUFFALO RIDGE AP ARTMENTS) BEAVER CREEK VAIL ELSEWHERE IN EAGLE COUNTY (PLEASE SPECIFY) OTHER (PLEASE SPECIFY) WHERE DO THE SURVEY PARTICIPANTS LIVE? Exhibit C 1 Matt Pielsticker Subject:FW: Comment on Firehouse in Wildridge From: Gary McDavid Sent: Wednesday, February 22, 2017 8:32 PM To: Sarah Smith Hymes; Scott Prince Subject: Fire House in Wildridge Hi Sarah and Scott, I saw you at the meeting last night, and had another thought as I was driving home. I am looking at 2 options for the Fire House — the community center and low income housing for fire fighters and other public employees. The community center basically serves the Wildridge community. This could be helpful to the community, but the benefits would go largely to Wildridge even though others might use it. On the other hand, the low income housing for fire fighters option serves all of Avon and the surrounding area. This land had been used as a fire house and so had been used to serve the Avon community as a whole. Using the property as a low income property for fire fighters keeps the focus of that property on serving the Avon Community as a whole. That sounds like a good idea. I suspect that our fire fighters are not well paid, and are often raising families on those salaries. It was mentioned at the meeting that some of them drive in from Denver to be on duty for a period of time and at that time they stay at the fire house. Nevertheless, local housing at a reasonable price might be a meaningful benefit to them. At least it is worth exploring. I favor helping our entire community by helping the fire fighters and their families with housing. This would be a sacrifice by Wildridge, but one I would be willing to support. Perhaps we could combine low income housing with some community center activities — basketball court, playground for kids, etc. Nice seeing you both again, Gary Gary McDavid 5531 Coyote Ridge Exhibit D 1 Matt Pielsticker From: Sent: To: Cc: Subject: Tambi Katieb Wednesday, March 08, 2017 10:14 AM Virginia Egger; ; Matt Pielsticker Terry Smith Tract G planning meeting - Avon Library information Dear Virginia, Becky, Matt, Thank you for holding the stakeholder input meetings on the 22nd for Tract G planning. The meeting organization provided for a relaxed and informal session, and in both of our group discussions, there were a number of interesting ideas generated for the Town Center area around the library including expansion of our facility on the fire station property. Unfortunately, due to format and time of our discussions the constraints affecting some of the ‘big ideas’ for redevelopment planning in the Town Center area - including parking and transit use - were not on the agenda. We understand the parking/multimodal study is also underway, and findings from this side of the project might have helped to frame the ‘big idea’ discussions of last week. Having said that, we are sure those results will be integrated into the planning effort when they are ready and wanted to offer a few facts regarding Avon library use and parking demand so it is well understood by the project team. We would be happy to discuss our unique demands with you as ideas start to coalesce ahead of the draft plan redevelopment options. The Avon library has an average of 500 to 600 patrons daily, most of which do not rely on public transportation but drive directly to the facility. The library hosts a number of children programs (7 per week on average) as well as special events (meetings, bravo, summer reading, movies) with an average attendance of 25 patrons at events. Our Beaver Creek Room is also reserved 2 to 3 times per week for meetings, and is used by a number of local groups (rotary, us forest service, eagle county, watershed council, homeschool groups, etc). We are pointing out these patron demographics to the design team since there aspects of multimodal transportation that just do not work with our patrons and cannot be relied upon as a mixed use reduction to available parking for the library as they might in a different urban setting. Obviously, mothers with small children living in a residential neighborhood not within a 5 minute walk will not normally look to public transit to attend programs - just like those folks visiting our facility for an event, special program or public meeting. Tract G, by Town staff estimates, includes 337 spaces for uses today, including the 35 spaces next to the skier building and the 25 2-hour limited on street parking spaces on Mikaela Way adjacent to the library. According to Town code, the public library requires 72 off street parking spaces and the skier building (as constructed) requires about 58 parking spaces. At one point this past Fall, we discussed designated at least 50 spaces on Mikaela Way and behind the library as ‘library patron’ parking only. We understood those designations were on hold pending the outcome of this plan effort. We are very excited about opportunities to expand our campus and, working with the Town, add Exhibit D 2 to the vitality of civic uses and public gathering places in the Town Center. We want to be clear that in any future redevelopment scenario we might envision, convenient and accessible library parking must be considered. Thank you. Tambi Tambi Katieb, AICP Land Planning Collaborative, Inc. The information transmitted in this e-mail is the property of Land Planning Collaborative, Inc. and is intended only for the person or entity to which it is addressed and may contain confidential and/or privileged material. Any review, retransmission, dissemination or other use of, or taking of any action in reliance upon, this information by persons or entities other than the intended recipient is prohibited. If you received this in error, please contact the sender by responding to this e-mail and delete the material immediately. Nothing in this communication is intended to operate as an electronic signature under law Exhibit D 1 From: Sent: To: Subject: Kathy Ryan Friday, March 31, 2017 12:05 PM Matt Pielsticker; Jennie Fancher; Jake Wolf April 5 Hi! I am unable to attend the 'educational meeting' on April 5th. IMHO the CCC building should remain as is, a historical landmark of our past. Long time residents were opposed to the performance pavilion, and now that pavilion is driving the appearance and peacefulness of Nottingham Park. I understood we engineered the underground rooms of the pavilion to be for staging and prep. Now the town visualizes additional / more facilities / room for staging and prep? Spending additional funds for an intermittently used eyesore which disrupts the peacefulness of the community is unsavory. >>>> The SUP venue should be returned to the area adjacent to the "docking marina" eliminating the unsightly storage container business, which was moved to the North Shore. The existing CCC building creates a venue for that business. Summer parking will be improved using lots and spaces in that direction.... a broader use of Lake property provided to those you are drawing to the park. You might even put a sand beach around the concrete road into the lake. >>>>> Volleyball courts should be re positioned in their original location, at the open space in front of the recreation center near bathrooms and water fountains. Existing sand of current volleyball courts will enlarge the N Shore beach area, which is very crowded during the summer months of June and July. >>>>> Ice skating? the 2 rinks built this past winter were Rarely used. The town killed interest in ice skating features when Dock Dogs damaged the lake liner, and the Zamboni sunk through the air space between ice and water. Before this disaster, Lake hockey and skating was popular, with frequent tournaments and recreational skaters. Small Ice Rinks do not serve tournament play. Postage stamp rinks just aren't fun.... who likes to skate in small circles? obviously no one in this community. The town killed this event, RIP. >> Development is not one of the core values which drew long time residents to this area. You are serving the profit seekers and not your core residents who value open space, history and green areas. Re-purpose existing areas and facilities to create better activity flow and facility use, is a core value. Kathy Ryan Exhibit D Page 1 of 2 5 April 2017 Town Council and Planning Commission Town of Avon RE: Tract G Planning – Public Comment Dear planners, members of the Avon Town Council and Planning Commissioners, I am unable to attend the Avon Town Owned Properties public open house where the planning options will be presented. I hope that you will accept the comments below for the record. My comments will be limited to the tract G options. I comment Design Workshop on their efforts and the ideas they are presenting. The ideas for activities that could be added to the park are exciting and many would offer amazing new opportunities for residents and guests. However, I am discouraged by the “kit of parts” approach to how these activities have been planned to occupy their park setting leaving the town’s crown jewel over programmed. I have the following observations: Synergy and Placemaking • The town has worked hard for years to knit together its built environment into something more walkable and cohesive. The recently approved improvements to Beaver Creek Blvd are an excellent example. Much like the first plans for BC Blvd, we are seemingly trying to cram too much into the plan just because we have the space. We need to ask the question of what is enough and what is appropriate. I realize that is the purpose of this exercise and I just want to emphasize that less is more and that this only remains a park if there are some un-programmed park spaces remaining. • The proposed park plans scatter activities seemingly equally around the lake without regard to how they work together to create places and enhance their surroundings. Think about the synergy between uses, which can share resources and which reinforce each other to make each more successful. • It is in the spaces between – in planner speak the “negative space” that will determine the success of this plan to both enhance opportunities for recreating and for the park to remain park-like. Threshold and Edge • The placement of proposed buildings along the railroad tracks and old fire station is at once a very urban design, yet feels entirely suburban. What are these buildings like? What is their relationship to the park? The parking? Each other? Where is the sun, the views, etc. The third dimension is critical! • The proposed plans seem to ignore the terminus and axis of the pedestrian mall as it meets the park. This is arguably the most critical threshold between the two worlds: town and park. Past plans have envisioned a grand stair or other gesture to create a recognizable threshold. Any new proposed plan must address this. The axis leading up to this point should also be reinforced or purposely eroded. Right now it is neither - It is a non-experience. The boundary and threshold is a road…. Exhibit D Page 2 of 2 Specific Comments • Hahnewald Barn – This is a critical component for the park. Besides being a great size for an event venue, to lose this barn would be tragic and a shame. Ties to Avon’s agrarian past are few and this is by far the most iconic example. I deserves a permanent home for appreciation (and use) by the public. o The barn shown on all of the plans is the wrong size and does not match the actual size. This is obviously important and should be corrected on all subsequent plans. o As an agricultural relic, the barn’s relationship to open space is critical. All of the plans isolate the barn and treat it like an urban building. This is a huge mistake. It does not need to be statically preserved, but it does need to retain some measure of historical context where it was connected to pastures and fields. Luckily the main multi use field in the park is a perfect setting! The barn must retain a strong connection to this landscape and not be isolated by hardscape or roads. • Ice sheets: We do not need more than one ice option and no plan should show more than one. o Covered Indoor Ice Rink: The size of this structure relative to the ice sheet inside is way too tight. It leaves no room for seating or locker facilities limiting its use as a venue. Given the inward focus of a building like this, it is better suited in a land locked location like the old fire station site; not adjacent to the park. o Ice Ribbon: Cool idea! Assuming this ice sheet would need to be mechanically chilled, it seems and expensive proposition. If not, it would limit the duration of its use especially if uncovered. What would this space become in summer? Where would ice surfacing equipment be stored? It would be nice if the ribbon portion could extend further and create a bigger adventure. This seems to be the least adaptable idea, but would be unique. o Covered ice rink: This seems to be the best option because it could be multipurpose. Covering the ice sheet will extend its season yet still provide an outdoor experience. The space could be designed to become a covered farmers market and event space in summer. If adjacent to the barn these two spaces could function together for revenue producing events. Look at the Santa Fe railyard development and adjacent artist plaza as an example. • Recreation Center Expansion: All plans should be revised to show the previously contemplated and planned expansion to the south that served to reinforce the mall. o Benchmark road should be severed to eliminate its crossing of the mall. There is no traffic need for two parallel roads so close together. o Structured parking should be incorporated into this expansion to serve the new town hall, the mall, the rec center and the park. Concept Idea: Give the barn a prominent location that will serve to anchor both the mall and park. See the attached sketch. • Orient the barn parallel to lake street at the end of the axis to the mall. From the mall you can’t really see anything in the park or the lake so the end of the mall seems to fade away with nothing to draw you west. The barn would make a grand terminus for the mall and invite you toward the park. • Create a glass “slice” through the building preserving the view along the mall axis, but also creating a reorientation of arrival to the ends. • The glass center of the barn could be the lobby for two new event spaces for the town and as a stunning event space of its own and a great VIP area for concerts. • Both ends of the barn could be enhanced with plazas and stairs down to park level serving both as the threshold to the park and pre-convene or event space tied to the barn and to other adjacent uses like the food collective (and a space for a food truck or two). • And the back side lower level of the barn can adjoin the park grass without barrier preserving the agrarian connection I believe is so critical and functional. The lower level of the barn could house concessions, park maintenance or recreation storage, public restrooms, artist studios, etc. Attached is a quick sketch plan outlining this idea. Thank you for your consideration of these comments. Sincerely, Brian Sipes, AIA, LEED AP Sipes Architects Exhibit D Exhibit D 1 From: Kathy Ryan ] Sent: Monday, April 17, 2017 9:19 AM To: Virginia Egger; Jake Wolf; Jennie Fancher Cc: Bobby Bank; Chris Cofelice; David Courtney; Derek George; Jaime Fisher; ; Lisa Mattis; Mac Garnsey; Pedro Campos; Ruth Stanley; Tim Haley; Tom Butz ); Trevor Davis; Trevor Spinks; Casey Willis; Louise Duncan Subject: Re: Monthly Ad Hoc Special Event Committee Monthly Meetings Hi! I survived the the new knee accompanied with morphine allergy. Who would have guessed? I kept passing out for 4 days..... ended in assisted living for 7 days. But, I'm back and won the fight. How might I get an update on the April 4th meeting of this committee , Which I missed because of my ongoing drama. This is my second request for same. My neighborhood is buzzing about discussions which occurred during the 4-4-17 information meeting. I'm one of their connections to this governmental process of maintaining quietly used open space, and gatherings of well behaved, sober guests.🙌 we believe Nottingham PArk should not have a 'circus' overtone, complete with locals having to protect our assets from poorly behaved guests. We are concerned that government and planners are using the euphamizing descriptor of ' bringing vitality and activity' to the Nottingham arena without a significant infrastructure in place, as well as respect for property owners living adjacent to venues and activities. And, admits this, we want government to limit its spending, to live within a budget where correct priorities are addressed. Ideally, park development should be thoughtful and lineal, rather than decisions made 'off the cuff and sporadic.' Thanks again! Kathy Ryan "Even broken crayons color" ... Unknown Exhibit D April 20, 2017 A brief memo to the Town of Avon regarding proposed improvements to public land Dana Swing- Good day to you. It has come to my attention that the Town of Avon is seeking public input on future development of Town property. Although I have not been able to participate in the meetings that have taken place recently, I am very interested in the direction Avon is going as a town. My husband and I bought a small Liftview condo in 2004. In 2007 we moved to Denver so I could pursue my academic and career goals. In 2016 we finally moved back to Liftivew and have never been happier. While a lot has changed in town, we feel that the improvements have generally added to the aesthetic character of it. We can still seek solitude on the bike path, go fishing or skiing and take the kids to the park all without getting in a car. This is a pivotal time in Town history where any new changes will forever alter its character and we intend to be a part of the process. The Town of Avon, and Eagle County in general, boast a very high quality of life. This means that we strive for a healthy balance between work and recreation, family activities and personal communion with nature. In order to keep this balance, I believe it is critical to maintain a healthy open space to commercial development ratio. If the town added new buildings and facilities to the vacant land without adding additional open space, then the character and appeal of the Town would diminish and we would just be another ski town. The benefit that residents and visitors get from being here is the small town atmosphere and the recreation readily available out of the front door via user-friendly paths and transit without that common “overbuilt” feeling. It is important that we as a town guard these benefits. We are now living in the age of urban homesteading. The paradox here is that cities are growing and rural communities are shrinking while the interest in gardening and producing your own food is the greatest is has ever been. More people than ever before in modern history have a garden of some sort, and more people are taking an interest in urban husbandry, which is typically limited to bees and chickens. Part of our cultural heritage here is the pioneers who homesteaded the area and lived off the land. The Town of Avon includes many different residential areas that are spread out along the valley floor and up on the hillsides. Given the geographical separation these communities have from one another, I believe it is imperative to have a place of communion that does not require spending money, and that encourages people to participate in grounding activities such as gardening. The local schools would also benefit from such a place. I believe that Avon can achieve several of its established goals by designating a small area (an acre would be plenty) to a space where members of the community can maintain their own raised bed garden, where bees are permanent residents, where workshops are held on a variety of topics, where people can come participate in the schedule of activities while they visit or live here, where a greenhouse grows food year-round and where the residents of Avon can come together and form a stronger bond. If a small multi-use building was adjacent or on the property, it would serve as a great venue for a multitude of events. If this program was successful, it would be the model for the entire county to follow. The possibilities are endless for this type of space. Once we build it, we will wonder why it took us so long! Let us choose to set the trend for sustainable living practices. Let us choose to lead by example. Together, we can choose to be the harbinger of change we want to see in the valley. Thank you. Exhibit D 1 From: Leslie Wyse [ Sent: Monday, April 24, 2017 8:32 AM To: Avon Council Web Subject: Wildridge firestation & park? Hello,  Has the Town of Avon made any decision with what they're doing with Wildridge Fire Station and Pocket  Park?  How can I become more involved in the decision making process and be informed of what is  happening?  My neighbors do not seem to know what is happening either.  Will this decision be brought to  a formal community vote?    We own our home in Wildridge and have small kids and frequently use this park.  I would love for the  Firestation to be converted into a small community center, and I don't think overflow parking on the street  would be a big deal.  I've long wished for some sort of community gathering room in our neighborhood.  I  would love to rent this space for a kids birthday party, or to host a book club.  It seems we are the only  neighborhood in the entire valley that does not have this sort of gathering space.    If a community center is not possible, my second choice would be for the building to be torn down and the  pocket park expanded.  Could the Town of Avon re‐locate the playground equipment in Nottingham park up to  this pocket park?  Is the pocket park in any danger of being sold or going‐away?  I really do not want to see any type of employee housing here.  Thanks,  Leslie Wyse  Exhibit D 2 Exhibit D 1 ‐‐‐‐‐Original Message‐‐‐‐‐  From: Linn Brooks    Sent: Tuesday, April 25,  2017 8:04 AM  To: Matt Pielsticker  Cc: Maureen Egan; Linn Brooks  Subject: Avon Parcels‐more comments  Hi Matt,  Great to see you at the open house a few weeks ago and I appreciate the ability to provide input into the town's  planning.  I had a few more thoughts:  1)The town has done a great job in redeveloping landscaping with water efficiency in mind.  Please consider developing goals for outdoor water use as part of the planning.  In my opinion, whatever is constructed should use no more than,  and hopefully less in total, water than the current uses.  Outdoor use is the most consumptive of the water resource, has  the greatest impact on local stream flows, and impacts the capacity of in‐basin reservoirs to meet our legal needs in  periods of drought.  This becomes more important with time as hotter, drier weather is more of a norm than an outlier.   The water saved could be used to meet the demands of future growth in the town, taking the pressure off of the need to  develop new in‐basin storage and reserve more water for instream uses.  I encourage you to touch base with our water  demand management coordinator as you consider any new landscaping guidelines and specific plans.  2)Could there be a space available at the Wildridge fire station site or pocket park for a community garden?  Replacing existing sod with a "higher value" use would be beneficial to our neighborhood; there is a lot of interest in vegetable  gardening in Wildridge.  Thanks again.  I have attached contact information for Maureen Egan, Water Demand Management Coordinator for the  District.  Linn  Maureen Egan    Linn Brooks  General Manager  Eagle River Water & Sanitation District  Direct: 970‐477‐5444  846 Forest Road, Vail, CO 81657  https://urldefense.proofpoint.com/v2/url?u=http‐3A__www.erwsd.org&d=DQIGaQ&c=euGZstcaTDllvimEN8b7jXrwqOf‐ v5A_CdpgnVfiiMM&r=oxlsv1X1utEXt0tXyueVafaK9B0QmgPJTZ7AhcWjmlg&m=Kexe9jHZamIbVSJa‐ ws3rnYDRMkyDL9QAi9pCbH5T‐k&s=wXUHAhQYbcHhCDyoJqvn08vNt82IL_Vuah7iV8xqMiU&e=   Clean Water. Quality Life.™  Exhibit D 1 From: Sent: To: Subject: Joann Levy T uesday, June 06, 2017 10:14 PM Matt Pielsticker Avon meeting 6.8.17 Hi Matt, I am unable to attend the Avon meeting tomorrow evening due to a previous commitment. Attempting to schedule both events simply did not work. I did complete the survey you sent . I would like to mention that as a member of the Vail Valley Art Guild (Art of the Valley Gallery) I am very pleased that the town is considering applying again for designation as a Creative Arts District. We would be very interested in offering any artistic (visual art) knowledge, stats or any information that you are seeking involved in the process of applying for your grant. Operating as an all volunteer organization we are limited as to what we are able to accomplish, however I need to add that our Art Institute that hosts art instructors from across the country as well as artists residing in Colorado has been very well received this summer. Art Matters ! In our small part we feel we have contributed to the vitality of the community (Avon) based on the interest we have seen in the community attending our events. Other: As a former hockey mom and skater myself I have seen hockey rinks generate visitors to areas where ice rinks are located. They do not have to be located dead center in a town, however the teams visiting all need lodging and restaurants. Teams arrive via car or team buses! The hockey Mom's shop the moment ( i.e. when kids are at practice/warming up etc etc) they have an opportunity !!!! I am definitely in favor of a hockey rink !!! Our local kids..our older kids (adults) who never grow up play hockey !!!!! It keeps kids off the streets ! ...and the list goes on..... Tennis : although I played tennis for many years, golf drew me in a bigger way. Tennis courts do not make money ! Unfortunately people in our valley are not playing tennis as they did in the past primarily due to lack of interest /funds/programs....the simple fact of the matter is that tennis players do not spend money..... Pickle ball yes will help ! Community center: Donovan Pavilion, Singletree Community Center, Brush Creek Community Center, Eagle Vail Pavilion !!! Yes Yes !!!!! Avon needs a community center ! The cafe at the library would keep people in the library and serve as a meeting place-look at Bookworm in Edwards ! Negative side is that it involves a restaurant operation.. And ..................do not forget that you have numerous " Mom and Pop" retail operations on the " other " side of Avon , some whom struggle to keep the doors open. Signs at the roundabouts ? Visitors have trouble finding City Market. Signage indicating retail would help. We have helped many a visitor find their way around Avon who somehow stumble into the gallery, completely lost. Certain you know all of above...........................keep up the great work !! Jo (Joann Carhart Levy) Exhibit D 1 ‐  From: CHARLES PENWILL     Sent: Wednesday, June 07, 2017 10:21 AM  To: Avon Council Web  Subject: Upcoming public meeting input June 8th.  In 1974 or thereabouts,  Avon was deciding what to do with the land west of the current Rec Center.Initially the plan  was to build tennis courts etc but I encouraged the town council to maintain it as a large open area for soccer,  events,etc. Fortunately that was the direction taken and I think it has proven to be a good decision.More recently  I have  supported the development of pickleball courts, which is proving to be very popular.Now,with multiple options open, I  would encourage you to place as the highest priority a “sports hall” that will accomodate basketball, vollryball, picjleball  etc. Good lighting,high ceilings are a must.  If a suspended running track is desired  the Buck Center in Littleton is a good example.Reasons for prioritizing a sports  center?….there is not a decent sports facility in Eastern Eagle County, we have a 7 month winter, the school gyms are  either inadequate or hard to access or both, there is a demonstrated need among our population for a sports hall, and  we already have a good supply of outdoor amenities.Adding a sports center would help Avon become the center of the  eastern valley and draw users from both Vail and Edwards. Thankyou.  Exhibit D 1 From: Derek George Sent: Tuesday, August 01, 2017 2:46 PM To: Matt Pielsticker Subject: Re: Avon Town Properties - Public Hearing August 1st at 5:00pm Hi Matt, I am hoping to attend at least the first part of tonight’s meeting, but I have an Events Council meeting starting at 5:30, so I may have to duck out before public comment. Please share my comments below if that is the case. Thanks, Derek -First, this plan has obviously been well thought-through and, to me, shows a clear path to helping the Town of Avon achieve the goals set-forth in the Comprehensive Plan. -The proposed plan for Tract G is wonderful! I especially love the Art and Culinary Collective and think that is a great way to repurpose an existing structure. I can literally see myself and my family using each of the proposed concepts. For my family, I would say besides the art and culinary collective, the expansion of the rec center, the splash pad, and the ice rink would be priorities in our eyes. -I’m happy to see affordable housing as a priority for several lots—as business owners this is one of the biggest obstacles we face. Is the housing going to be designated for Town employees or would it be available to anyone? Will the town act as landlord? Would the town allow for three young couples to share a 1600sq/ft living space (something that is not uncommon in our valley, but depending on zoning, may technically be in violation of current density restrictions)? -Lot E: Putting a dog park on this parcel is a great idea. Creating a contained space away from Nottingham Park where dogs can run off-leash should hopefully alleviate dog-waste and uncomfortable human-dog interactions that occur elsewhere in our town. Exhibit D 1 From: Kristi Ferraro Sent: Tuesday, August 01, 2017 3:48 PM To: Matt Pielsticker Subject: Avon Properties Plan Hi Matt,  I hope you are having a good summer.  I can’t attend the P&Z meeting tonight, but I’d like to give them some public  input.  I’d like to see the Hahnewald Barn used somewhere in town.  We don’t have many iconic or historic buildings in  town, and I’d like to see us save this grand and graceful structure.  The barn could become the symbol of Avon, just as  the Steamboat barn has become its symbol.  In 10 years, I think we’ll regret not saving the barn if we don’t do it now.    Thanks for conveying these thoughts to P&Z and thank them (and you) for your service to our community.   Best,  Kristi   Kristi Ferraro, LLC IRS CIRCULAR 230 DISCLOSURE: TO COMPLY WITH IRS REQUIREMENTS, ANY TAX ADVICE CONTAINED IN THIS COMMUNICATION IS NOT INTENDED TO BE USED FOR THE PURPOSE OF AVOIDING PENALTIES UNDER THE INTERNAL REVENUE CODE OR FOR PROMOTING, RECOMMENDING OR MARKETING TO ANOTHER PARTY ANY TRANSACTION OR MATTER ADDRESSED IN THIS COMMUNICATION. This communication is confidential, it is intended only for the named addressees, and may be subject to attorney-client privilege, and/or attorney-client work product privilege, none of which are waived by this transmission. If you are not the intended addressee, please immediately reply by email to the sender stating that this communication was misdirected, and destroy all copies of this communication. Exhibit D Tatanka Historical Associates Inc. Bringing the Past to Life Historical Documentation and Field Analysis HAHNEWALD BARN Avon Wastewater Treatment Plant 950 W. Beaver Creek Blvd. Avon, Colorado completed by Tatanka Historical Associates, Inc. P.O. Box 1909 Fort Collins, CO 80522 tatanka@verinet.com 970.221.1095 3 May 2016 Exhibit E Tatanka Historical Associates Inc. Bringing the Past to Life Tatanka Historical Associates, Inc. P.O. Box 1909 Fort Collins, CO 80522 tatanka@verinet.com 970.221.1095 www.facebook.com/tatankahistoricalassociates 3 May 2016 Eagle River Water & Sanitation District 846 Forest Road Vail, CO 81657 Town of Avon P.O. Box 975 Avon, CO 81620 Subject: Historical Documentation & Field Analysis Hahnewald Barn, Avon, Colorado Dear Clients, In response to your recent request, I have completed the updated historical documentation and field analysis of the Hahnewald Barn. This large agricultural building, more than a century old, is now located on the property of the Avon Wastewater Treatment Plant in Avon, Colorado. I first took a look at the Hahnewald Barn six years ago, although at that time I was not able to enter the property. The building had to be documented from adjacent areas that offered views, which resulted in a limited degree of architectural description and analysis. This time I was provided with full access to the barn. In addition, I have completed additional archival research on its history that was not possible due to previous cost constraints. The results of my more comprehensive documentation and analysis are presented below. Sincerely, Ron Sladek President Exhibit E Tatanka Historical Associates Inc. Bringing the Past to Life TABLE OF CONTENTS Location, Setting, Use & Ownership 1 Figure 1: Site Location Map 2 Figure 2: Satellite Image of the Barn and its Surroundings 2 Description of the Hahnewald Barn 3 Photo 1: North Side of the Barn 4 Photo 2: East Side of the Barn 4 Photo 3: South Side of the Barn 5 Photo 4: West Side of the Barn 6 Photo 5: Lower Level of the Barn 7 Photo 6: Upper Level of the Barn 7 Photo 7: Roof Framing System 8 Alterations to the Barn 9 History of the Hahnewald Barn 10 Figure 3: Map of the 1890 & 1893 Metcalf Land Patents 10 Figure 4: Aerial Photograph of the Avon Area, 1970 15 Photo 8: West Side of the Barn, early 1970s 16 Photo 9: Upper Level Interior, early 1970s 16 Figure 5: Plat of Benchmark at Beaver Creek, 1976 17 Comments on Historical and Architectural Significance 18 Comments on Condition and Preservation 20 Bibliography 22 Appendix A: Photos of the Hay Rail and Carrier 26 Exhibit E 1 Tatanka Historical Associates Inc. Bringing the Past to Life Hahnewald Barn Avon Wastewater Treatment Plant 950 W. Beaver Creek Blvd. Avon, Colorado Location, Setting, Use & Ownership The Hahnewald Barn is located in the Town of Avon on the grounds of the Avon Wastewater Treatment Plant. This fenced complex is owned and operated by the Eagle River Water and Sanitation District, which launched development of the facility in the late 1960s. Access to the restricted site is by way of a narrow dead-end street known as Millie’s Lane that extends toward the southeast from W. Beaver Creek Blvd. After passing the LiftView Condominiums, the street ends at the entrance to the wastewater treatment plant. The barn is located in the southwest corner of the wastewater treatment plant complex. This specific location correlates to the SE! of the SE! of the NE! of the NE! of Section 11, Township 5 South, Range 82 West. To the north, northeast and east are the buildings, parking lots, yards and landscaped areas that make up the wastewater treatment plant. Beyond the plant to the north are the historic Denver & Rio Grande Railroad corridor and Nottingham Lake. Constructed in 1887, the rail line remained in operation for over a century until it was placed out of use about twenty years ago. (see Figure 1: Site Location Map, on page 2) The Eagle River corridor occupies the areas to the southeast, south and southwest of the barn. This provides the barn with what little remains of its original rural, sparsely developed setting. Running parallel to the river’s north bank and located just outside the wastewater treatment plant’s south fence line is the Eagle Valley Trail, a popular route for walking, running and biking. To the west and northwest of the barn are the LiftView Condominiums. (see Figure 2: Satellite Image of the Barn and its Surroundings, on page 2) The Hahnewald Barn had a long history of use throughout much of the twentieth century as an agricultural building associated with the management of livestock. However, this use began to change by the early 1970s as the Avon area came under development and the adjacent wastewater treatment plant began to expand. For more than forty years, the plant’s managers and staff have used the building as a storage facility. It continues to serve this purpose today. Exhibit E 2 Tatanka Historical Associates Inc. Bringing the Past to Life Figure 1: Site Location Map USGS Edwards 7.5’ Topographic Quadrangle 1962 (revised 1987) Figure 2: Satellite Image of the Barn and its Surroundings Exhibit E 3 Tatanka Historical Associates Inc. Bringing the Past to Life Description of the Barn This large two-story, concrete and wood frame building rests upon a concrete foundation. Its rectangular footprint’s dimensions measure approximately 30’ from north to south x 125’ from east to west. While the building may first appear to be a bank barn, it is actually above ground on all four sides. The walls enclosing the main floor (lower level) are constructed of board-formed concrete that rises to a height of at least 6’ above grade. The rough concrete that was most likely mixed on site includes cobbles and sand that were probably collected from the adjacent grounds along the river. Above the concrete, the upper walls are framed with dimensional lumber and finished on the exterior with unpainted, weathered board-and-batten siding. All of the small windows on the building seem to have originally been four-light windows with wood frames. A long gabled roof covers the building. This terminates with a large hip on the east and a smaller clipped gable on the west. The roof has been finished with metal standing-seam paneling that was installed in more recent decades to replace the original wood shakes. Open eaves with exposed rafter ends are present along the entire perimeter. Each rafter tail was finished with a curved lower edge for ornamentation. Three rectangular, boxed ventilators rise from the ridgeline. These are constructed of wood framing with board and batten siding on the east and west, and wood louvers on the north and south. Each ventilator has a gabled roof that is also finished with metal paneling. North Side: The north side of the barn is both physically and visually impacted by the fact that the higher ground to the north slopes distinctly downward as it gets close to the building. This appears to be a non-historic grading modification to the site and is discussed below in relation to the building’s condition. The narrow space between the lower concrete wall and embankment was filled with snow during the current fieldwork, obscuring much of the wall from outside the building. Because of this, the features there had to be observed from the inside, where the storage of numerous items also obscured some areas from view. What is apparent is that a pedestrian entrance in the lower level has long been out of use because it is inaccessible from the steep slope outside the building. This entry holds a deteriorated wood plank door with bracing on the inside. Also along the wall are three or four window openings that no longer hold the original windows but retain their wood surrounds. A single entrance is located on the barn’s upper level near its northwest corner. This is reached by way of a dirt ramp that fills the steep slope below. In the entry is a large vertical wood plank sliding door that is hung from a metal rail inside the building. The wood threshold is deteriorated and the header above the entrance is arched. Two small window openings are present on the north wall. While the windows are gone and they are boarded closed, they retain their wood surrounds. Also present just below the eaves are six horizontal boards with bolts in the middle that retain the six internal tie rods that run through the building. Exhibit E 4 Tatanka Historical Associates Inc. Bringing the Past to Life Photo 1: North Side of the Barn East Side: The east side of the barn is fully exposed to view and holds a single entry into the lower level. This is centered in the concrete wall and contains a pair of wood plank swinging doors, with the planks set on a diagonal. Flanking the entrance are two small window spaces that have been boarded closed but retain their wood surrounds. The tops of the concrete walls on either side of the entry are angled downward toward the corners of the building. Photo 2: East Side of the Barn Exhibit E 5 Tatanka Historical Associates Inc. Bringing the Past to Life South Side: The south side of the barn is fully exposed to view but holds no entries. In the lower concrete wall are three window openings that have been boarded closed but retain their wood surrounds. Areas of the wall are deteriorated, with some sections entirely missing (more about this below in the condition section). It appears that there may have been a fourth window that is now gone. The upper wall has two small window spaces that are also boarded closed. Along the upper board-and-batten wall are a few additional features. Several horizontal boards that run the length of the building mark where the roofs of wood frame shed additions were once attached. Just below the eaves are six short horizontal boards with bolts in the middle. As on the north side, these retain the six internal tie rods that run through the building. Toward the upper southwest corner is a horizontal board with a metal rail attached to the top. Hanging from this is a vertical board with a metal wheel at the top. Just below the horizontal board, the vertical board is bolted into the building, rendering it stationary. What this feature was used for is currently unclear. Photo 3: South Side of the Barn West Side: The west side of the barn is fully exposed to view and holds an entry into the lower level. This contains a pair of wood-plank swinging doors with horizontal planks and wood surrounds. A large non-historic wooden handicap access symbol has been attached to one of the doors. As on the east side, the concrete wall flanking the entry angles downward toward the building’s corners. On either side of the entrance are two small window spaces that are set into the concrete wall. While both of these are boarded closed, a modern fuse box and electric meter are mounted to the window near the southwest corner. Electrical conduit rises upward from this meter, piercing the wall at a point just below the eave. This provides power to the non-historic electric lights within the building. Exhibit E 6 Tatanka Historical Associates Inc. Bringing the Past to Life The upper wall on this side of the building holds a large centered hayloft door that is constructed of vertical wood planks. This is braced with additional planking on the interior. Centered directly above the hayloft door is the end of the hay carrier rail, which projects from the roof’s clipped gable. This was constructed with a horizontal wood plank that supports the metal rail below. The Louden hay carrier, patented 1894, along with a 14’ section of rail from inside the building are now in the possession of Tamra Nottingham Underwood. (see photos in Appendix A) Two small windows are present in the upper wall of the barn. One holds the deteriorated frame of a four-light window and the other is boarded closed. Photo 4: West Side of the Barn Interior Features: The building’s lower level features a center aisle that runs the length of the barn. On either side of this to the north and south, the long spaces there may have originally been divided into livestock stalls or for other uses. Today these contain equipment and supplies stored by the wastewater treatment plant. Once cleared, closer inspection of the floor, walls and ceiling may reveal physical evidence of historic features and uses that are not currently apparent. Steel framing was installed in recent years in both the northern and southern areas to shore up the floor above and to address the deterioration of several segments of the exterior concrete wall along the south side of the building. The lower level floor is of poured concrete, at least along the central aisle, and the flanking north and south areas appear to be dirt. Around fourteen heavy squared timber posts, many with chamfered vertical corners, flank the central aisle and run the length of the building. Horizontal timber beams rest atop the posts, and these support the upper floor joists above. Diagonal timbers placed at periodic intervals provide lateral support to the posts and beam system. These run from the beams down to the bases of the outer concrete walls. The ceiling in the lower level is relatively low and consists solely of the upper floor’s open joists. Graffiti is found on some of the posts, beams and doors toward the east end. Exhibit E 7 Tatanka Historical Associates Inc. Bringing the Past to Life Photo 5: Lower Level of the Barn The barn’s upper level is an expansive open room that runs from wall to wall and from the floor to the roof. With its unfinished walls and no ceiling, the building’s dimensional lumber framing is fully exposed to view. This area is used to store equipment and supplies associated with the adjacent wastewater treatment plant. The only modern intrusions include metal and wood shelving and a small area along the north wall where a couple of minimally framed rooms are located. Photo 6: Upper Level of the Barn Exhibit E 8 Tatanka Historical Associates Inc. Bringing the Past to Life The upper level floor consists of its original wood planks. A simple rectangular pattern of widely spaced studs connected by two horizontal bands of short boards, together with sill and roof plates, forms the simple framing system along the walls. Horizontal wood plank tie beams formerly ran between the upper north and south walls, providing additional structural stability to the building. These have been cut off and replaced with six horizontal metal tie rods with turnbuckles. The rods are mounted to the walls with the wood planks that are visible along the exterior just below the eaves. Toward the middle of the interior, metal rod hangers suspended from the roof structure support the tie rods from above. The barn’s roof structure is light and without trusses, leaving the height of the space open for stacking hay. While the metal hayrail remains in place for a distance of about 5’ inside the west loft door, it terminates at that location. Presumably, the hay carrier once ran the entire length of the building. The roof rests upon the north and south exterior walls and is primarily formed of numerous rafters that meet at the gable peak with no ridge beam. Wood planks running the length of the building are attached to the outsides of the rafters to form the roof decking. These are clad on the exterior with the standing seam metal panels that are visible from outside the barn. A series of diagonal wood plank braces provide stability to the roof. These rest upon the roof plates at the tops of the north and south walls. From there they extend upward at a steep angle, attaching to the rafters at about their midpoint. Short horizontal boards with a slight incline connect the braces to the lower ends of the rafters just above the roof plates. Horizontal wood plank collar ties connect the upper lengths of the rafters to one another below the ridgeline, spanning the space from north to south. These are strengthened with a single band of horizontal boards that run the length of the building atop the collar ties. Vertical boards also connect every other collar tie to the upper rafter ends at the ridgeline above. Photo 7: Roof Framing System Exhibit E 9 Tatanka Historical Associates Inc. Bringing the Past to Life Grounds Around the Building: Unpaved grounds of varying dimensions surround the barn in all directions. To the north the ground slopes steeply upward from the long base of the building to the paved parking lot above. This narrow area is landscaped with grass, rocks, and several Aspen trees. The deep space at the base of the slope is filled with snow throughout the winter months. A short dirt ramp is present outside the barn’s north entrance near its northwest corner. This connects the parking lot to the barn’s upper level, and appears to be original to the building, suggesting that a ramp has always been located there. Beyond these features to the north are the paved parking lot and driveway, along with the wastewater treatment plant to the northeast. The ground just east of the building is at the level of the lower entrance. Two modern stacked concrete block walls with metal fencing on top rise a few yards to the east, one above the other. These run from north to south and form a terrace that encloses the small area outside the barn. Above the walls, the higher ground to the east is occupied by a gassed yard and a building associated with the wastewater treatment plant. The yard area south of the barn is unpaved and partially filled with piles of sand and gravel that are located against the building’s concrete wall. This area is bordered on the south by a dirt drive, a band of landscaping, and the chain link fence that runs along the perimeter of the property. The area west of the barn is narrow and consists solely of the dirt drive and chain link perimeter fence. Alterations to the Barn The barn is largely intact from its original date of construction and its period of agricultural use prior to the early 1970s, with few substantial alterations noted. (see early 1970s photos on page 16) The most obvious non-historic change has involved replacement of the wood shingle roof with the standing seam metal roof that remains there today. The south loafing shed addition has also been removed. These changes were completed during the past few decades. Most of the building’s small windows have been boarded closed and the frames and glass panes are now absent. However, the historic photograph from the early 1970s and limited physical evidence that remains on the barn show that these were primarily four-light windows with wood frames. The wood plank door on the lower west wall is not original, but is a replacement that dates from the past several decades. The original door there consisted of a pair of swinging doors with vertical planks rather than the current horizontal ones. The early 1970s photograph of the barn’s interior shows that the overhead north- south beams described above had already been cut by that time and the metal tie rods were in place. The hay carrier and a length of rail about 14’ in length have been removed and are in the possession of Tamra Nottingham Underwood. (see photos in Appendix A) Exhibit E 10 Tatanka Historical Associates Inc. Bringing the Past to Life Historical Background Prior to the 1880s, the entire Eagle River Valley existed in a state of undisturbed nature, with the river, open valleys, and forested slopes above supporting wildlife and generations of the Ute Indians. The State of Colorado had been established in 1876 and over the following years Euro-Americans moved ever closer to the Eagle River Valley. In the mountains to the east they established ranches and mining camps. Trappers visited the Eagle River Valley for years, however it wasn’t until the early 1880s that the first settlers arrived to establish ranches and communities there. Among the first to venture into the area was John C. Metcalf. The Metcalf/Metherd Era: John Conard Metcalf was born in Ohio in 1851 and by the time he was five years old both of his parents had died. He remained in Ohio throughout his childhood and was raised by an aunt. In 1879, John headed west to Colorado Springs, Colorado. What drew him there was his ailing older brother Ornan, a Civil War veteran who was struggling with tuberculosis. Ornan died that September and just over two months later John married Elizabeth Love. Known as Lizzie, she was the daughter of El Paso County livestock dealer John W. Love and was a decade younger than her husband.1 The 1880 federal census listed John and Lizzie as residing in the South Park area of Park County, in the mountains west and northwest of Colorado Springs. He had gained work as a ranchman, probably on a property owned by his father- in-law. By that time, Lizzie’s parents had moved to the mining town of Breckenridge, where John Love operated a feed stable. In 1881, John Metcalf and a small party of men, some of them members of his wife’s family, traveled from Breckenridge to Leadville and then down the Eagle River to the unsettled area that would soon come to be known as Avon. They found the land there so appealing that in May of 1882 John brought Lizzie and their infant son Wilbur to the locale. Lizzie’s parents resettled nearby, on a cattle ranch they established along Brush Creek near the town of Eagle. Over the following years, the Metcalfs and Loves became prominent in the Eagle River Valley community and both men served as early county commissioners. Upon their arrival, John built a log cabin on the open flats north of the river and the Metcalfs settled in to raise children and build their ranch. According to a memoir written years later by their daughter, Amy Metcalf Bowen, the cabin measured about 20’x 20’ and was built of unpeeled logs with a sod roof, single window, and a wood plank door. According to her estimate, it was located approximately 200’ from the river and about four-fifths of a mile west of where the Avon railroad station would soon be built. This placed the historic site of the cabin just north of where W. Beaver Creek Blvd. now crosses the Eagle River.2 1 Metcalf Family History, Unpublished Manuscript Posted on Ancestry.com; US Census Records for Lizzie Love, El Paso County, CO (1870). 2 US Census Records for John and Lizzie Metcalf, Park County, CO (1880); US Census Records for John W. Love, Breckenridge, Summit County, CO (1880) and Eagle County, CO (1885); Amy Metcalf Bowen, “Memories of Eagle County in the 1880s.” Exhibit E 11 Tatanka Historical Associates Inc. Bringing the Past to Life In 1887, John sold a strip of land 100’ wide through his land to the Denver & Rio Grande Railroad (D&RGRR). This served as the right-of-way that the railroad used to construct its main line through the valley. The following year, he secured a water appropriation from the Eagle River and used it to construct the Metcalf Ditch (this was adjudicated years later in 1901). A ditch statement filed with the State of Colorado in 1894 showed that the ditch’s owners were John C. Metcalf (3/7), George A. Townsend (1/7), and Nottingham & Company (3/7). It was two miles in length and just three feet deep. Today the ditch is completely erased from the landscape in the vicinity of the Town of Avon.3 Although the Metcalfs had settled on the land, they did not actually own the property for a number of years. To address this, in early June 1890 John purchased 160 acres from the United States government that consisted of the N" of the NE! of Section 11 and the adjoining N" of the NW! of Section 12. The boundaries of his acquisition included much of the land that eventually came to be occupied by the Town of Avon. Several years later, in July 1893, he filed a homestead claim to an additional 80 acres that made up the S" of the SE! of Section 2. This parcel was located just north of the acreage that he had acquired three years earlier.4 Figure 3: Map of the 1890 and 1893 Metcalf Land Patents 3 Warranty Deed, John C. Metcalf to the Denver & Rio Grande Railroad, 10 January 1887; Statement of Claim to Water Right, Metcalf Ditch, Eagle County, Colorado, Water District No. 37, 16 August 1894. 4 Resume of Applications and Amended Applications, Colorado Water Division 5, August 1999; Cash Patent, USA to John C. Metcalf, 2 June 1890 for the N" of the NE! of Section 11 and the N" of the NW! of Section 12, Township 5 South, Range 82 West; Homestead Patent, USA to John C. Metcalf, 18 July 1893 for the S" of the SE! of Section 2, Township 5 South, Range 82 West. Exhibit E 12 Tatanka Historical Associates Inc. Bringing the Past to Life Three years later, in December 1896, John transferred legal ownership of the 160 acres in Sections 2 and 11 to Lizzie (he may have already sold off the remaining 80 acres in Section 12 by that time). Why he did this appears to be related to the fact that the Klondike Gold Rush had started in August of that year. John left for the Yukon Territory, where he joined the estimated 100,000 prospectors who flooded the region in search of wealth. However, according to family history he disappeared there in 1898 and was presumed dead.5 Following the loss of their husband and father, Lizzie and the children moved to her parents’ ranch near Eagle, where they shared the home with a boarder named Charles Curry. Although he was seven years younger than Lizzie, the two struck up a relationship and were soon married. In April 1905, Lizzie and Charles Curry sold the acreage in Avon to Joseph Metherd for $3,700. The sale excluded the strip of land already transferred to the D&RGRR, but included their share in the Metcalf Ditch.6 Joseph Henry Metherd was born in Dayton, Ohio around 1870 and as a child moved with his family to Cass County, Indiana. After growing up on the family farm, he moved west to Denver, Colorado and in 1899 married Luella Burns there. They initially settled in Breckenridge but relocated to the Avon area by early 1902 with their growing family. According to a local newspaper article about the 1905 land purchase, the Metherds were residing at the time on a leased property known as the McCoy Ranch and had no immediate plans to settle on the Metcalf property. In addition, the Metcalf Ranch was already leased to another party. In any case, Joseph Metherd owned the acreage for just a few years before selling it to Paul Hahnewald in July 1908 for $10,000 (more than $250,000 in today’s currency value). Following the sale, Joseph and Luella left the Eagle River Valley for good and moved with their children first to Idaho and from there to Nevada and California.7 The Hahnewald Era: Paul Hahnewald not only acquired the acreage from Joseph Metherd in 1908, but on the same date as the land transfer he paid Metherd an additional $10,000 for a substantial number of items related to the ranching operation. These included about eight horses, sixty-four head of cattle, wagons, a buggy, a mower, a hay stacker, sleds, harnesses, plows, harrows, cultivators and other equipment. The deal included a blacksmith shop, complete with anvils, bellows and tools. A few weeks later, Paul spent another $1,125 on additional items from I. Fedor Schlaepfer. Among these were horses and cows, 5 Warranty Deed, John C. Metcalf to Lizzie Metcalf, 21 December 1896 for the S" of the SE! of Section 2 and the N" of the NE! of Section 11, Township 5 South, Range 82 West; Amy Metcalf Bowen, “Memories of Eagle County in the 1880s”; Records for John C. Metcalf on ancestry.com. 6 US Census Records for Lizzie Metcalf and Charles Curry, Eagle County, CO (1900); Warranty Deed, Lizzie Metcalf Curry and Charles A. Curry to Joseph H. Metherd, 29 April 1905. 7 Warranty Deed, Joseph H. Metherd to Paul Hahnewald, 17 July 1908; United States Census Records for Joseph H. Metherd, Cass County, OH (1880) and Kilsap County, WA (1910); Eagle County Blade, “Local Paragraphs,” Notes Related to Metherd Purchase, 4 May 1905; Eagle Valley Enterprise, Local Notes Regarding the Metcalf Family, 29 October 1943. Exhibit E 13 Tatanka Historical Associates Inc. Bringing the Past to Life along with a buggy, bobsleds, a wagon, three plows, log chains, yokes, a sled, and loading equipment consisting of a block, tackle and beam.8 Despite the large sum of money that Paul Hahnewald spent to acquire the property at Avon, he did not hold onto it for very long. In November 1908, just four months after he purchased the land, he sold it for $9,000 to his brother Albert.9 Born in Saxony, Germany in 1867, Albert immigrated to the United States in 1881. His wife Frances was from Fredricksburg, Texas, a German immigrant town in the hill country where the couple evidently met and married. They had three children, with just one son named Albert Jr.10 By the mid-1890s, Albert and Frances had moved to Leadville, where he acquired the popular Turner Hall bar. He also served two terms as a town alderman. Albert and his brothers Paul, August, Robert and Otto were engaged in mining and ranching. Together they discovered a rich lode of ore in Leadville during the late 1890s. In addition, they owned the Colorado Bakery, which sold baked goods, groceries, produce and confections.11 Following his purchase of the land at Avon in late 1908, Albert resettled his family there. He appears to have been the person who constructed the large barn that remains on the site today. Once it was completed, the building formed the nucleus of the ranchstead where Albert spent the following years raising livestock and growing feed crops such as grains and hay. Before long, he acquired 900 acres of ranchland close to Edwards, where he eventually ran 1,000 head of cattle, along with horses and hogs. It appears that this larger property became the family’s home ranch where they primarily lived. The ranch’s range extended from Red Canyon on the west to Gore Creek on the east.12 In addition to their mountain properties, the Hahnewald family maintained a home on Albion Street in Denver. After 1915, Albert divided his time between Eagle County and the Denver house. Albert Jr. joined him in managing the ranch, which operated as the Hahnewald Land & Livestock Co., although he was away for some time serving in the American Army during World War I. Three years later, following a December 1918 cattle-selling trip to Kansas City, Albert Sr. returned to Denver with a case of influenza. This occurred during the epidemic that was sweeping the nation. By the end of the month, he had succumbed to pneumonia and was buried in Fairmount Cemetery at the age of fifty-one.13 8 Bill of Sale, Joseph H. Metherd to Paul Hahnewald, 17 July 1908; Bill of Sale, I. Fedor Schlaepfer to Paul Hahnewald, 3 August 1908 (Schlaepfer appears to have been part of a family of Swiss immigrants whose members resided in Leadville). 9 Warranty Deed, Paul Hahnewald to Albert Hahnewald, 24 November 1908. 10 Carbonate Chronicle, “Business Man Suddenly Called,” 30 December 1918, p. 1; Eagle Valley Enterprise, “Frances Hahnewald Buried in Denver,” 16 March 1950, p. 1. 11 Carbonate Chronicle, “Business Man Suddenly Called,” 30 December 1918, p. 1 and “Albert Hahnewald,” obituary, 30 December 1918, p. 3; Eagle Valley Enterprise, “Paul Hahnewald Dies,” 12 November 1937, p. 1; Leadville Daily Chronicle, “The Colorado Bakery,” 26 May 1894, p. 3. 12 Carbonate Chronicle, “Business Man Suddenly Called,” 30 December 1918, p. 1. 13 Ibid. Exhibit E 14 Tatanka Historical Associates Inc. Bringing the Past to Life The Kroelling Era: In November 1915, Albert Hahnewald sold the Avon property, which included the large barn, to Paul Kroelling for $15,000. Paul Frederick Kroelling was born in Germany in 1864 and immigrated to the United States in 1889. He settled in Leadville, where he operated a slaughterhouse and meat market. Paul also served as a member of the volunteer fire department. In 1892 he married Anna Winters, who was also a native of Germany. They had two children, one of whom (Frederick) lived to adulthood. The family remained in Leadville until 1915, when they moved down the Eagle River to Avon.14 In the fall of 1917, the Kroellings were busy harvesting ninety acres that they had planted with crops. This included twelve acres of potatoes producing two hundred sacks to an acre, thirty acres of oats, and the remainder in hay at four tons to the acre. The hay was used to feed their cattle and would have been stored in the barn’s large upper floor hayloft. The family’s cattle and sheep were pastured on the property as well as along the Piney Divide. In 1921, Paul Kroelling was elected vice-president of the newly formed Avon Stockgrowers’ Association. During the 1920s, the Kroellings added head lettuce to the crops grown on their ranch.15 Paul died in 1938 on his Avon ranch and was buried in Leadville, and following the death of her husband Anna moved back there. She and their son Fred inherited the Avon property in 1940 through the settlement of Paul’s estate. In May 1948, they sold it and Fred moved to Carbondale, where he became a longtime resident. Anna died in Leadville in 1950 and was buried next to her husband.16 The Nottingham Era: On 1 May 1948, Harry A. Nottingham, a local rancher and member of the prominent family that had settled much of this area of the Eagle River Valley in the early 1880s, purchased the former Hahnewald Ranch at Avon. One month later, a public sale was held on the property to dispose of the Kroellings’ cattle, horses, machinery, household goods, tools and other miscellaneous items. Harry added the property to his extensive ranch holdings in the vicinity and held onto it until March 1955, when he transferred it to his oldest son Arnold (Harry A. Nottingham Jr.) together with several nearby parcels.17 14 Warranty Deed, Albert Hahnewald to Paul F. Kroelling, 1 November 1915; United States Census Records for Paul F. Kroelling, Leadville, CO (1900 & 1910); Carbonate Chronicle, “The officers elected are as follows…,” 22 April 1901, p. 2; “Paul Kroelling,” (death notice) 22 July 1938, p. 1. 15 Eagle Valley Enterprise, “Eagle County Farmers Are Still Busy,” 19 October 1917, p. 1; Eagle Valley Enterprise, “Stockgrowers of Avon District Form Association,” 25 March 1921, p. 4; Eagle Valley Enterprise, “Paul Kroelling one of the most progressive young ranchers…,” 24 February 1922, p. 5. 16 Eagle Valley Enterprise, “P. F. Kroelling Dies,” 13 July 1938; Eagle Valley Enterprise, “Paul Kroelling,” (death notice) 22 July 1938, p. 1; Warranty Deed to Joint Tenants, Estate of Paul F. Kroelling to Anna Kroelling and Fred Kroelling, 11 March 1940; Eagle Valley Enterprise, “Anna Kroelling,” 27 July 1950, p. 1. 17 Warranty Deed, Anna Kroelling and Fred Kroelling to Harry A. Nottingham, 1 May 1948; Eagle Valley Enterprise, “Public Sale!,” (advertisement) 4 June 1948, p. 4; Warranty Deed, Harry A. Nottingham to Harry A. Nottingham, Jr., 31 March 1955. Exhibit E 15 Tatanka Historical Associates Inc. Bringing the Past to Life After Arnold acquired the property, his brother Allan became a co-owner. From 1948 on, they ran sheep there and used the large barn’s lower level for livestock shelter and lambing. This area of the building held a number of pens that housed the ewes and their lambs. The upper level served as a hayloft. Off the barn’s south wall, the long loafing shed that once stood there also sheltered the sheep. In 1966, Allan moved into the log home on the property with his wife Linda and their children. This may have been the same log cabin built by John Metcalf in 1882, although by that time it had been improved and expanded with a kitchen and dining room.18 Figure 4: Aerial Photograph of the Avon Area View to the Southeast, 9 October 1970 The Nottinghams remained on the ranch for six years until December 1972, when Arnold and Allen sold a number of their area lands to Benchmark-Avon Properties. At that time, Benchmark was in the process of assembling acreage for development of the town of Avon, and the Nottingham parcels were key to their plan. The Town of Avon was incorporated in 1978 and Allan not only served on its first town council but was also mayor for twelve years. This decade marked the end of the area’s history as a ranching center and the beginning of its development in association with the nearby Beaver Creek Ski Resort.19 18 Allan Nottingham Interview, 2 May 2016 19 Ibid.; Warranty Deed to Corporation, H. Arnold Nottingham and Allan R. Nottingham to Benchmark-Avon Properties, 27 December 1972. Exhibit E 16 Tatanka Historical Associates Inc. Bringing the Past to Life Photo 8: West End of the Barn, early 1970s note the loafing shed addition to the south (courtesy of Tamra Nottingham Underwood) Photo 9: Upper Level Interior, early 1970s (courtesy of Tamra Nottingham Underwood) Exhibit E 17 Tatanka Historical Associates Inc. Bringing the Past to Life As Benchmark subdivided the former Metcalf-Hahnewald-Kroelling-Nottingham lands during the 1970s, the parcel containing the historic Hahnewald Barn became known as Tract O of Block 3 and was reduced to a size of 1.06 acres. Adjacent to this to the north and east was Tract N, a 5.89-acre parcel that would soon become the location of the Avon Wastewater Treatment Plant. (see Figure 5 below) Figure 5: Plat of the Benchmark at Beaver Creek Subdivision Revised Final Plat, Sheet 2 of 3 9 August 1976 In 1977, Benchmark at Beaver Creek sold the parcel containing the barn to Alameda National Bank in Lakewood, Colorado for $83,112. Five years later, the bank sold it to the Upper Eagle Valley Sanitation District for $98,119. Finally, in 1996 it was transferred one last time to the Eagle River Water and Sanitation District, which continues to own the barn today. Beginning in the 1970s, the areas to the north, east and west of the barn were cleared for redevelopment. This included moving the log cabin to Nottingham Park. Over time, the Avon Wastewater Treatment Plant was constructed to the north and east, the LiftView Condominums emerged to the west, and the Eagle Valley Trail was developed to the south along the river. Despite these changes and the passage of time, the Hahnewald Barn has remained in its original location for over a century.20 20 Warranty Deed, Benchmark at Beaver Creek to Alameda National Bank, 28 December 1977; Special Warranty Deed, Alameda National Bank to Upper Eagle Valley Sanitation District, 16 December 1982; Warranty Deed, Upper Eagle Valley Consolidated Sanitation District to the Eagle River Water and Sanitation District, 1 July 1996. Exhibit E 18 Tatanka Historical Associates Inc. Bringing the Past to Life Comments on Historical & Architectural Significance Based upon the extensive field documentation and archival research that were completed for this project and are presented above, the following text provides information and analysis about the resulting historical and architectural significance of the Hahnewald Barn. Also addressed is the question of its architectural integrity from a preservation standpoint. Although the land where the Hahnewald Barn sits was first settled in 1882 and was used for ranching over the following ninety years, it wasn’t until around 1910 that the building was constructed. Over the decades between 1910 and 1972, it was integral to ranching operations that were conducted by three successive families, the Hahnewalds (1910-1915), the Kroellings (1915-1948), and the Nottinghams (1948-1972). During this long period, the building was used to shelter livestock and store hay. Since its agricultural use came to an end forty- four years ago, it has served as a storage facility associated with the adjacent Avon Wastewater Treatment Plant. In relation to its sixty-two years of historic agricultural use, the barn may be viewed as associated with events that have made a significant contribution to the broad pattern of the history of Avon during the twentieth century. As described in the historical section above, it conveys much about the role it played in area agriculture. The barn also conveys the story of three prominent families who initially settled in Leadville before making their way to the Eagle River Valley and successfully reestablishing themselves there as ranchers. In doing so, they followed an important pattern of settlement that was associated with the decades that came after the mining era. Today the barn is a very rare remnant of Avon’s agricultural heritage, most of which has disappeared in recent decades. The Hahnewald Barn is also of interest from an architectural standpoint. In light of the various styles of historic barns that exist across the United States, it may be classified in a few different ways, all of which are simply descriptive of the building’s form and style. It can be called a gable entrance barn, a transverse- crib barn, or a basement barn. These all refer to a building that has a short lower level where livestock were housed, and a much taller upper level that served as a hayloft. Its lower level entrances are situated directly across from each other on the gable ends of the building and are connected by a long central alley that was flanked by long spaces that were used to house the animals. This style of barn originated in New England and upstate New York during the middle years of the nineteenth century. It then became popular in the Midwest as the nation expanded in that direction. During the settlement era of the late 1800s and early 1900s, migrants brought the style to the West, including Colorado, where it appeared in various locations. It proved to be a very functional style that worked well in ranch settings and for dairy operations. Exhibit E 19 Tatanka Historical Associates Inc. Bringing the Past to Life Based upon its style and details, the Hahnewald Barn embodies the distinctive characteristics of a type, period, and method of construction that are present in its architecture. In other words, the building continues to convey the important elements of this particular style and the methods that were employed in its construction. Consequently, it is a locally rare example of early 1900s agricultural architecture, little of which is left standing in the Avon area today. Regarding the question of architectural integrity (this is different from condition), the barn has changed little since it was constructed over a century ago. Seven aspects of integrity have been defined by the National Park Service and are used throughout the country to analyze historic buildings, structures and sites. These are location, design, setting, materials, workmanship, feeling, and association. The precise definitions of these terms can be found in National Park Service Bulletin 15 at www.nps.gov/Nr/publications/bulletins/nrb15. In general, the aspects of location, design, workmanship, feeling and association all appear to be very intact on this building. Anyone who views the Hahnewald Barn today can easily see that it is quite old and is associated with the area’s ranching heritage. The most obvious change in recent decades has involved replacement of the original wood shingle roof with metal panels. While this utilitarian solution to an aging roof is not ideal and detracts somewhat from its historic appearance, this has become a common approach to replacing wooden roofs on historic agricultural buildings and primarily impacts the aspect of materials. However, this is viewed as a moderate alteration to the barn’s integrity since it did not change the form of the roof and the remaining historic materials are largely intact. The other non-historic alterations to the barn that are described above are less obvious and have done little to diminish its architectural integrity. The building retains its original size and form, its lower concrete walls, its board and batten siding, its window and door locations, its hayrail projecting from the roof, and its rooftop ventilators. The interior also exhibits the original structure of the building, with its heavy lower level post and beams, and the upper level’s wood floor and lighter wall and roof framing. Changes that have occurred to the setting around the barn are more distinct. These have involved the disappearance over the past several decades of the associated ranch buildings and the rural landscape as a whole, except for the river corridor to the south. Due to these changes, this aspect of integrity is more substantially diminished than any of the others. This raises a question of whether the loss of setting is impactful enough to have damaged the barn’s overall integrity. The answer rests in the fact that for a building to exhibit a good degree of architectural integrity, only a predominance, and not one hundred percent, of the aspects of integrity must exist. No matter how this might be interpreted and answered by local and state officials completing formal review of the property, the obvious changes to the setting do not appear to negate the building’s significance to the Avon community. Exhibit E 20 Tatanka Historical Associates Inc. Bringing the Past to Life Comments on Condition and Preservation Finally, the author of this study was asked to comment on the condition of the Hahnewald Barn and practical options for its preservation. However, it must be understood that the following observations and statements are provided from the perspective of an experienced historic preservation professional and not a licensed engineer or architect. After more than a century of use and exposure to the elements, the Hahnewald Barn is in need of a number of repairs. The structure of the building appears to be quite good overall, with most of the concrete, woodwork and architectural details intact and little changed from its original construction. Most obvious is the deterioration that has occurred along the lower concrete walls, much of it related to moisture damage. The ground outside the north wall slopes steeply down to the building and is filled with snow for half the year. This results in a situation where melting snow and rainfall do not drain properly away from the building. Not only has this impacted the concrete wall, but the lower door and windows along this side of the barn are also damaged. It is likely that the deterioration found along the south concrete wall, which is the most severely damaged area of the building, started decades ago when the loafing shed was still there. Over the years this probably filled with a deep layer of manure that rested against the concrete wall and launched its deterioration. After the loafing shed was removed, the storage of sand and gravel piles in the same location appears to have accelerated the damage. Today the south concrete wall is structurally compromised by the fact that a large area is completely missing. Together with the adjacent deteriorated areas, about one- third of the south wall is compromised and in need of attention. Steel beams and scaffolding have been placed inside the lower level of the building to shore up these areas and prevent it from collapsing. This is a temporary solution that needs to be addressed in the near future. If the barn were to remain where it is, new segments of the concrete walls will need to be constructed, but only where these materials are damaged and missing. In addition, there is a need to address moisture and drainage problems so that future damage is avoided. Because the concrete walls are so important to the integrity and structural stability of the building, work on the damaged areas should be done with the guidance of a preservation architect or engineer. It is not advisable to just turn it over to a concrete contractor. Another structural item that should be inspected by a preservation architect or engineer involves the removal of the north-south horizontal beams that were located within the upper level hayloft. These were severed decades ago, sometime prior to the early 1970s, and the stability of the long north and south walls has been dependent since then upon the six tie bars that remain in place. Exhibit E 21 Tatanka Historical Associates Inc. Bringing the Past to Life These appear to have done their job and the walls do not seem to be bowing outward. However, this should be inspected more closely to ensure that the loss of the beams has not resulted in a building that is structurally compromised. In addition, the tie bars may need to be adjusted from time to time, and it is not known if that has ever been done. The only other features on the barn that need attention are some of its smaller architectural details. For example, deterioration of the doors and windows should be addressed to ensure that they are restored and working as intended. The north door on the lower level is being pushed inward by the snow and is deteriorating due to drainage problems outside the building. As the windows all over the barn deteriorated, they were simply boarded closed rather than being fixed. These should be replaced with windows that are fabricated to match the originals. The historic photograph on page 16, together with remnants that remain on the building, should serve as guides for their fabrication. The lower level doors on the east and west should be looked at closely in terms of restoration, and possibly even reconstruction, since at least one of these is non-historic. On the upper level, the board and batten siding seems to be functioning well, but may need some attention to make sure that it is secured to the building. On the upper north side, the threshold at the large entry has been damaged and needs to be repaired. This damage has also exposed the lower level below to water infiltration. Finally, the ventilators atop the roof look like they require some repairs. For more thorough analysis of the condition of the building and its preservation needs, it is recommended that a Historic Structure Assessment (HSA) be completed. This involves the expertise of individuals who are licensed and specialize in preservation architecture and engineering, together with assistance from preservation professionals with related areas of expertise. History Colorado offers grants to assist with professional HSAs, which are commonly used to study historic buildings throughout the state and would benefit this site as well. Information about HSAs and the state grants program can be found at www.historycolorado.org/grants/shf-historic-structure-assessment-grants. Finally, if it is determined that the Hahnewald Barn must be removed, there are some considerations that should be taken into account. Demolition should be avoided and only take place as a last resort due to the fact that this would deprive the Avon community of one of the last buildings standing that relate to its agricultural heritage. It is a highly discouraged option. Instead, it would be best if the barn could be moved, preferably somewhere nearby where it could maintain a relationship to its original location and be accessible to the public. The most relevant location would be Nottingham Park, where it would rest upon land that was associated with the ranch from its beginnings in the late 1800s. Moving it away from Avon might be an option, but that should be done only if no nearby site can be found. Wherever it goes, the barn would require new concrete lower walls, which should replicate the ones there today. Exhibit E 22 Tatanka Historical Associates Inc. Bringing the Past to Life Bibliography Aerial Photograph of the Avon Area, View to the Southeast, 9 October 1970. Bill of Sale, Joseph H. Metherd to Paul Hahnewald, 17 July 1908, Eagle County Clerk and Recorder, Book 50, Page 540. Bill of Sale, I. Fedor Schlaepfer to Paul Hahnewald, 3 August 1908, Eagle County Clerk and Recorder, Book 50, Page 541. Bowen, Amy Metcalf. “Memories of Eagle County in the 1880s.” Unpublished manuscript in the historical collection of the Eagle Valley Library District, Eagle, Colorado, no date. (Bowen mentioned that the cabin built by her father in 1882 was still standing at the time she wrote this material, which was no earlier than the 1930s.) Carbonate Chronicle (Leadville) “The officers elected are as follows…,” 22 April 1901, p. 2. “Society,” 4 September 1911, p. 6. “Business Man Suddenly Called,” 30 December 1918, p. 1. “Albert Hahnewald,” (obituary) 30 December 1918, p. 3. Cash Patent, USA to John C. Metcalf, 2 June 1890. Eagle County Clerk & Recorder, Book 48, Page 272. General Land Office, Certificate No. 581 for the N" of the NE! of Section 11 and the N" of the NW! of Section 12, Township 5 South, Range 82 West. Decree of Final Settlement, Estate of Paul F. Kroelling, 11 March 1940, Eagle County Clerk and Recorder, Book 124, Page 524. Eagle County Blade (Eagle) “Local Paragraphs,” Notes Related to Metherd Purchase, 4 May 1905, p. 1 Eagle Valley Enterprise (Eagle) “Brand Directory,” 18 August 1916, p. 4 “Brand Directory,” 1 March 1918, p. 4 “Albert Hahnewald was down from the ranch,” 28 January 1921, p. 5 “Stockgrowers of Avon District Form Association,” 25 March 1921, p. 4 “Obbie Hahnewald Commits Suicide,” 20 August 1926, p. 1 “Frances Hahnewald Buried in Denver,” 16 March 1950, p. 1 “Eagle County Farmers Are Still Busy,” 19 October 1917, p. 1 “One of the really old settlers…, 29 October 1943, p. 5 “John W. Love…John C. Metcalf...,” 5 August 1921, p. 1 “Paul Hahnewald Dies,” 12 November 1937, p. 1 “Paul Kroelling one of the…,” 24 February 1922, p. 5 “P. F. Kroelling Dies,” 13 July 1938 “Paul Kroelling,” (death notice) 22 July 1938, p. 1 Exhibit E 23 Tatanka Historical Associates Inc. Bringing the Past to Life “Anna Kroelling,” 27 July 1950, p. 1 “Public Sale!,” (advertisement) 4 June 1948, p. 4 Edwards 7.5’ Topographic Quadrangle Map, United States Geological Survey, 1962 (revised 1987). Endersby, Elric, Alexander Greenwood and David Larkin. Barn: The Art of a Working Building. Boston, MA: Houghton Mifflin Company, 1992. Hart, Bobby. Bob-O’s Turn in Avon, Colorado. Bloomington, IN: AuthorHouse, 2005. Historic Photographs of the Hahnewald Barn, From the Collection of Tamra Nottingham Underwood, early 1970s. Homestead Patent, USA to John C. Metcalf, 18 July 1893. Eagle County Clerk & Recorder, Book 48, Page 508. General Land Office, Certificate No. 410 for the S" of the SE! of Section 2, Township 5 South, Range 82 West. Leadville Daily Chronicle “The Colorado Bakery,” (advertisement) 26 May 1894, p. 3 “The Exciting Adventure of Two Young Men Who Went to the Woods,” 23 December 1897, p. 4 Metcalf Family History, Unpublished Manuscript Posted on Ancestry.com. Nottingham, Allan. Interviewed by Ron Sladek of Tatanka Historical Associates Inc. on 2 May 2016. Plat of the Benchmark at Beaver Creek Subdivision, Revised Final Plat, Reception No. 134061, Sheet 2 of 3, 9 August 1976, Eagle County Clerk and Recorder, Book 247, Page 989. Property Record Card, Parcel 2105-111-01-010, Eagle County Assessor. Receipt for Inheritance Tax, Estate of Paul F. Kroelling, 25 January 1939, Eagle County Clerk and Recorder, Book 124, Page 318. Resume of Applications and Amended Applications, Colorado Water Division 5, August 1999. Special Warranty Deed, Alameda National Bank to Upper Eagle Valley Sanitation District, 16 December 1982, Eagle County Clerk and Recorder, Book 351, Page 372. Statement of Claim to Water Right, Metcalf Ditch, Eagle County, Colorado, Water District No. 37, 16 August 1894. Exhibit E 24 Tatanka Historical Associates Inc. Bringing the Past to Life United States Census Records for Elizabeth “Lizzie” Love, El Paso County, CO (1870). United States Census Records for John and Lizzie Metcalf, Park County, CO (1880). United States Census Records for John W. Love, Breckenridge, Summit County, CO (1880) and Eagle County, CO (1885). United States Census Records for John W. Love, Elizabeth Metcalf and Charles Curry, Eagle County, CO (1900). United States Census Records for Joseph H. Metherd, Cass County, OH (1880), Kilsap County, WA (1910). United States Census Records for Paul F. Kroelling, Leadville, CO (1900 & 1910) and Avon, CO (1920). United States Census Records for the family of Harry and Marie Nottingham, Avon, CO (1940). Vlach, John Michael. Barns. New York, NY: W. W. Norton & Company, 2003. Warranty Deed, John C. Metcalf to the Denver & Rio Grande Railroad, 10 January 1887, Eagle County Clerk and Recorder, Book 19, Page 586. Warranty Deed, John C. Metcalf to Lizzie Metcalf, 21 December 1896, Eagle County Clerk and Recorder, Book 47, Page 218. Warranty Deed, Lizzie Metcalf Curry and Charles A. Curry to Joseph H. Metherd, 29 April 1905, Eagle County Clerk and Recorder, Book 72, Page 66. Warranty Deed, Joseph H. Metherd to Paul Hahnewald, 17 July 1908, Eagle County Clerk and Recorder, Book 72, Page 422. Warranty Deed, Paul Hahnewald to Albert Hahnewald, 24 November 1908, Eagle County Clerk and Recorder, Book 72, Page 449. Warranty Deed, Albert Hahnewald to Paul F. Kroelling, 1 November 1915, Eagle County Clerk and Recorder, Book 87, Page 63. Warranty Deed, Anna Kroelling and Fred Kroelling to Harry A. Nottingham, 1 May 1948, Eagle County Clerk and Recorder, Book 131, Page 353. Warranty Deed, Harry A. Nottingham to Harry A. Nottingham, Jr., 31 March 1955, Eagle County Clerk and Recorder, Book 148, Page 9. Exhibit E 25 Tatanka Historical Associates Inc. Bringing the Past to Life Warranty Deed, Benchmark at Beaver Creek to Alameda National Bank, 28 December 1977, Eagle County Clerk and Recorder, Book 264, Page 94. Warranty Deed, Upper Eagle Valley Consolidated Sanitation District to the Eagle River Water and Sanitation District, 1 July 1996, Eagle County Clerk and Recorder, Book 708, Page 212. Warranty Deed to Corporation, H. Arnold Nottingham and Allan R. Nottingham to Benchmark-Avon Properties, 27 December 1972, Eagle County Clerk and Recorder, Book 227, Page 253. Warranty Deed to Joint Tenants, Estate of Paul F. Kroelling to Anna Kroelling and Fred Kroelling, 11 March 1940, Eagle County Clerk and Recorder, Book 127, Page 126. Welch, Shirley and the Eagle County Historical Society. The Eagle River Valley. Charleston, SC: Arcadia Publishing, Images of America Series, 2008. Exhibit E 26 Tatanka Historical Associates Inc. Bringing the Past to Life Appendix A Photos of the Hay Rail and Carrier in the Possession of Tamra Nottingham Underwood The rail shown here extends beyond the photo and is 14’ in length. (photograph by Allan R. Nottingham) The Louden Hay Carrier, Patented 1894 and Manufactured by the Louden Machinery Company of Fairfield, Iowa. Exhibit E Tatanka Historical Associates Inc. Bringing the Past to Life Historical Background and Field Analysis CABIN ON NOTTINGHAM LAKE Harry A. Nottingham Park Avon, Colorado Completed by Tatanka Historical Associates, Inc. 612 S. College Ave., Suite 21 Fort Collins, CO 80524 tatanka@verinet.com 970.221.1095 24 December 2009 Exhibit E Tatanka Historical Associates Inc. Bringing the Past to Life Tatanka Historical Associates, Inc. 612 S. College Ave., P.O. Box 1909 Fort Collins, Colorado 80524 tatanka@verinet.com 970.221.1095 24 December 2009 Matt Pielsticker Town of Avon Planning Department P.O. Box 975 Avon, CO 81620 Subject: Historical Background & Analysis Cabin on Nottingham Lake Dear Matt, In response to a request from Avon’s Historic Preservation Committee, Tatanka Historical Associates Inc. has completed its historical research and field analysis of the Cabin on Nottingham Lake. Please accept the following report, which presents the results of this study to the town. Sincerely, Ron Sladek President Exhibit E 1 Tatanka Historical Associates Inc. Bringing the Past to Life Cabin on Nottingham Lake Harry A. Nottingham Park Avon, Colorado Location, Setting & Ownership The Cabin on Nottingham Lake is located off the southeast shore of the lake in Harry A. Nottingham Park. This corresponds to the west end of W. Benchmark Blvd., where the street terminates at a parking lot on the west side of the municipal building. The cabin is located off the northwest corner of the parking lot. The property is bordered on the north by a walking path and the park, on the south by a Public Works Department building, on the east by a paved parking lot, and on the west by a walking path and the lake. Also to the northwest across the walking path is a modern building that rests on the lakeshore. While the main purpose of the building appears to be a water pump house, it also provides a viewing deck on the west end that projects over the water. Centered in a small flat landscaped yard, the Cabin faces toward the north. It is surrounded by grassed areas and flower beds. The front yard also holds two spruce trees and a concrete drinking fountain. Paved sidewalks run from the north, south and west entrances to the adjacent walking paths and parking lot. The Town of Avon owns the building and surrounding grounds. Description of the Cabin The Cabin on Nottingham Lake is a log building that is one story in height. It has a square footprint measuring approximately 26’ x 26’ and rests upon what appears to be a concrete block foundation that rises around 2” above grade. The building’s exterior walls are constructed of a combination of relatively slender hewn and unhewn logs with dovetailed corner notching and concrete chinking. The roof is pyramidal and finished with wood shingles and boxed eaves. A small roof dormer is found on the south slope. This is finished on the exterior with modern wood paneling and has a modern six-over-six double hung sash window and a gabled roof. The roof and eaves have been reconstructed in recent years. A metal stovepipe projects from the roof’s west slope. The north (front) elevation holds the main entry, which contains a wood commercial-style door with a single light and a transom above. In front of the entry is a small single-step concrete stoop, from which a concrete sidewalk extends northward to the adjacent walking path. Fenestration on the building consists of two one-over-one double hung sash windows that flank the entry. Modern lights mounted to the wall also flank the doorway. Exhibit E 2 Tatanka Historical Associates Inc. Bringing the Past to Life The east (side) elevation contains no entry, and is dominated by a projecting open porch. This modern feature is constructed with a concrete floor at grade, no rail, and a tongue-in-groove ceiling with lighting. Log posts support the porch’s hipped roof. Fenestration on the main body of the building consists of two pairs of modern one-over-one double hung sash windows. The south (rear) elevation holds a secondary entrance to the building. This contains a modern residential-style door with a single light and a transom above. An asphalt sidewalk and a concrete handicap ramp with a metal pipe rail runs from the parking lot to this entrance. Fenestration on the building consists of two one-over-one double hung sash windows that flank the entry. North & West Elevations of the Cabin The west (side) elevation holds another secondary entrance to the building. This contains a modern wood door with a large light. Next to the door are two large door-sized fixed windows with single lights. The door and windows share a common transom. In front of the door and windows is a single-step concrete stoop. Fenestration on the building consists of a pair of modern one-over-one double hung sash windows. Alterations to the Cabin While the historic Cabin on Nottingham Lake appears to be in good condition, it has been altered with a number of significant non-historic changes. Most notably, the building was moved to this location around the early 1980s. The roof was rebuilt, the dormer added, and the eastern open porch was constructed at that time. The building now rests upon a modern concrete block foundation. Its log walls have been restored and are in excellent condition. The doors and most of the windows have been replaced. Exhibit E 3 Tatanka Historical Associates Inc. Bringing the Past to Life Historical Background The history of the Cabin on Nottingham Lake was assembled through a combination of archival research and interviews. At the end of this document is a bibliography of the sources that were consulted. The Cabin was constructed sometime between 1900 and 1910 by Albert and Frances Hahnewald, who established a ranch in the Avon area along the north bank of the Eagle River. It was originally located across the railroad tracks to the southwest of Nottingham Lake, where their barn remains standing and is used as a storage building by the Eagle River Water & Sanitation District. Albert Hahnewald was born in Germany in 1867 and immigrated to the United States in 1881. His wife Frances was from Fredricksburg, Texas, where the couple appears to have met and married. They had three children and by the mid-1890s were living in Leadville, where Albert worked as a saloonkeeper. He had several brothers in the area who were engaged in mining and ranching. The family also owned the Colorado Bakery, which in addition to baked goods sold groceries, produce and confections. Albert and Frances left Leadville sometime between 1900 and 1910 and resettled down the Eagle River in the Avon area, where they acquired 160 acres in the vicinity of today’s Nottingham Lake. It appears that Albert’s father may have purchased the land and left it to his sons following his death. The property was located just west of the Clyde Nottingham ranch in the vicinity of today’s Nottingham Lake. There the Hahnewalds constructed a log home and a barn that formed the nucleus of a farmstead where they spent the following years raising livestock and growing feed crops such as grains and hay. The ranch operated under the corporate name Hahnewald Land & Livestock Co., and ran cattle from Red Canyon on the west to Gore Creek on the east. The Hahnewalds soon acquired additional acreage closer to Edwards, and it appears that by 1917 they had moved onto that property. In 1920 alone, the ranch operation produced more than 700 tons of hay. The following year, Albert participated in the formation of the Avon Stockgrowers’ Association. With twenty- six initial members, the organization elected Hahnewald secretary-treasurer (Harry Nottingham was elected president and Paul Frederick Kroelling was elected vice-president). Albert died sometime around 1924. Paul Frederick Kroelling acquired the Avon property from the Hahnewalds in 1915 and moved his family into the log cabin there. He was born in Germany in 1864 and immigrated to the United States in 1889, where he settled in Leadville. In 1892, Paul married Anna Winters, who was also a native of Germany. They had two children, one of whom (Frederick) lived to adulthood. By the mid-1890s, the Kroellings were still residing in Leadville, where Paul owned a butcher shop and was a member of the volunteer fire department. They remained in Leadville Exhibit E 4 Tatanka Historical Associates Inc. Bringing the Past to Life until 1915, when they moved down the Eagle River to Avon. After they acquired the ranch in Avon, the Kroellings remodeled the log cabin and expanded the small building with a wood frame addition. In October 1917, the Kroellings were busy harvesting ninety acres of the property that they had planted with crops. These included twelve acres of potatoes that produced two hundred sacks to an acre, thirty acres of oats, and the remainder in hay to feed their livestock. The cattle were pastured on the property as well as along the Piney Divide. As stated above, in 1921 Paul Kroelling was elected vice-president of the newly formed Avon Stockgrowers’ Association. During the 1920s, the Kroellings added head lettuce to the crops grown on their ranch. Paul died in 1938 in the log cabin on his Avon ranch and was buried in Leadville. Following Paul’s death, Anna moved back to Leadville, where she died in 1950. Their son, Fred, became a long-time resident of Carbondale. Around 1949, the cabin was purchased by Allan Nottingham, who is a son of Harry A. Nottingham. He moved into the home with his wife and children, and the family remained there until around 1972. During that time, Allan continued to operate the ranch. He eventually donated the land for Avon’s water treatment plant. Allan served on Avon’s first town council and as mayor for twelve years. During the early 1980s, the Hahnewald Cabin was moved from its original location near the river to its current site by Nottingham Lake. This move probably took place as space was needed for the Eagle River Water & Sanitation District’s drinking water treatment plant, which was constructed in 1985. The barn was left in place and converted into a storage facility. During the move, the cabin’s wood frame addition constructed by the Kroellings was removed and it was remodeled to its current appearance, as described above. South & East Elevations of the Cabin Exhibit E 5 Tatanka Historical Associates Inc. Bringing the Past to Life Conclusions Based upon the findings of this project, the following conclusions are made regarding the cabin:  The Cabin on Nottingham Lake is an early 20th century remnant of the Avon community and its agricultural heritage. It originated from the farmstead established between 1900 and 1910 by Albert and Frances Hahnewald on the north side of the Eagle River to the southwest of Nottingham Lake. From 1915 to 1938, the cabin was the home of Paul and Anna Kroelling. Both of these pioneer families lived in Leadville from the late 1800s to the early 1900s, and then migrated down the Eagle River into the Avon area to establish themselves as ranchers and farmers. In doing so, they followed a pattern of settlement that was common to the years immediately following the mining era. Due to its history, the building should be renamed the Hahnewald-Kroelling Cabin, rather than just the “Cabin on Nottingham Lake.” This would allow the community to recognize two of Avon’s pioneer families of the early 1900s.  Although in very good condition, the historic building has experienced a variety of alterations. First, and perhaps most important, it was moved from its original location in the early 1980s and placed upon a new foundation. The log walls were nicely restored and the building received a new roof, yet it was also changed with what appear to be non-original boxed eaves, gutters, and a dormer. Since then, the cabin’s original doors and windows have been replaced. Some of these changes are significant non-historic alterations and combine to diminish the buildings’ architectural integrity. Due to this loss of integrity, combined with the fact that the cabin was moved from its original location, it is no longer eligible for National or State Register designation. However, the building is likely to be a good candidate for local listing.  The Town of Avon currently owns and maintains the building. It does not appear to require any stabilization intervention from the Town to prevent damage or loss. Exhibit E 6 Tatanka Historical Associates Inc. Bringing the Past to Life Bibliography Carbonate Chronicle (Leadville) “The officers elected are as follows...” 22 April 1901, p. 2. “Society.” 4 September 1911, p. 6. Eagle Valley Enterprise “Brand Directory.” 18 August 1916, p. 4. “Brand Directory.” 1 March 1918, p. 4. “Albert Hahnewald was down from the ranch…” 28 January 1921, p. 5. “Stockgrowers of Avon District Form Association.” 25 March 1921, p. 4. “Obbie Hahnewald Commits Suicide.” 20 August 1926, p. 1. “Frances Hahnewald Buried in Denver.” 16 March 1950, p. 1. “Eagle County Farmers Are Still Busy.” 19 October 1917, p. 1. “Paul Kroelling one of the…” 24 February 1922, p. 5. “P. F. Kroelling Dies.” 13 July 1938. “Paul Kroelling.” 22 July 1938, p. 1. “Anna Kroelling.” 27 July 1950, p. 1. Hart, Bobby. Bob-O’s Turn in Avon, Colorado. Bloomington, IN: AuthorHouse, 2005. Leadville Daily Chronicle “The Colorado Bakery.” (advertisement) 26 May 1894, p. 3. “The Exciting Adventure of Two Young Men Who Went to the Woods.” 23 December 1897, p. 4. “Master Plan for Harry A. Nottingham Park.” Town of Avon, Community Development Department, 2008. Nottingham, Allan. Interview with Ron Sladek. Conducted on 18 December 2009. United States Census Records. Lake County, Colorado, 1900 & 1910. United States Census Records. Eagle County, Colorado, 1910 & 1920. Exhibit E Page I 1 August 15, 2017 Planning and Zoning Commission Meeting 998 West Beaver Creek Boulevard Tree Removal Application Lot 9-14 Block 3, Benchmark at Beaver Creek Staff Report Case #AEC17004 Public Hearing August 15, 2017 Planning & Zoning Commission Meeting Project type Alternative Equivalent Compliance Public Hearing Required Legal Description Lot 9-14, Block 3, Benchmark at Beaver Creek Subdivision Zoning Residential High Density Address 998 West Beaver Creek Boulevard Prepared By David McWilliams, Town Planner Staff Report Overview This staff report contains one application for consideration by the PZC: 1. Alternative Equivalent Compliance for proposed tree removal at the Liftview Condo property. Summary of Request Bill Nutkins (the Applicant) recently received permission to build three garages to the Liftview Condominium property parking area. The proposed garage s will require the removal of a “significant” cottonwood tree and a few smaller aspen trees at another location. Further, the applicant proposes to remove four (4 ) “significant” cottonwood trees in t he center of the property. These trees are not proposed to be replaced. Municipal Code requires the replacement of “significant” trees at a ratio of 2:1, and encourages the replacement of non -significant trees. The AEC application process is required to be concurrent with a development application, but in this case, the AEC is being processed after approval. Staff did not recognize the tree as significant until after a site tour, which would have required a deferred hearing. The issue was brought to the attention of the PZC during the public hearing, and the PZC decided to approve the development application with the following condition: A landscaping plan showing replacement of “significant trees” at a ratio of two to one (2:1), shall be presented t o staff for approval. Alternatively, an Alternative Equivalent Compliance application must be approved by PZC before a building permit will be issued. Property Description The Liftview property is 8 acres and is located on Beaver Creek Boulevard, between the road and the Eagle River Water and Sanitation District. It is zoned Residential High Density. Page I 2 August 15, 2017 Planning and Zoning Commission Meeting 998 West Beaver Creek Boulevard Tree Removal Application Lot 9-14 Block 3, Benchmark at Beaver Creek Public Notice Notice of the public hearing was published in the August 4 edition of the Vail Daily in accordance with Sec. 7.16.020(d) of the Avon Development Code. 7.16.120 Alternative Equivalent Compliance Alternative equivalent compliance is a procedure that allows development to meet the intent of the design-related provisions of the code through an alternative design. It is not a general waiver or weakening of regulations; rather, this application procedure permits a site-specific plan that is equal to or better than the strict application of a design standard specified in the Development Code. This procedure is not intended as a substitute for a variance or administrative modification or a vehicle for relief from standards in this Chapter. Alternative compliance shall apply only to the specific site for which it is requested and does not establish a precedent for assured approval of other requests. The development plan appears to remove the two large trees in the rear on the grass (east side small garage). These trees are not “significant”. The development plan removes this significant tree from the center of the parking lot (future location of the west side large garage). AEC Review Criteria. The PZC shall use the following review criteria as the basis for a decision on an application for alternative equivalent compliance: (1) The proposed alternative achieves the intent of the subject design or development standard to the same or better degree than the subject standard; (2) The proposed alternative achieves the goals and policies of the Avon Comprehensive Plan to the same or better degree than the subject standard; (3) The proposed alternative results in benefits to the community that are equivalent to or better Page I 3 August 15, 2017 Planning and Zoning Commission Meeting 998 West Beaver Creek Boulevard Tree Removal Application Lot 9-14 Block 3, Benchmark at Beaver Creek than compliance with the subject standard; and (4) The proposed alternative imposes no greater impacts on adjacent properties than would occur through compliance with the specific requirements of this Title. Staff Response: According to the applicant (exhibit A) these trees are proposed to be removed due to: make way for the garages; limit crowding out of more desirable trees; and eliminate the eventual hazard to walkers or property. New trees have sprouted in various locations making replanting infeasible and aesthetically unnecessary. The thinning will result in equivalent benefits to the community and not cause an undue burden on adjacent properties. Staff agrees with this general assessment. Staff recommends some mitigation efforts near trees A B and C to enhance the area near the stream that emerges on the property. Also, staff recommends some screening mitigation near the location of tree D, in the form of a 15 gallon shrub. The applicant has stated these recommendations are suitable. Staff Recommendation for AEC17004 Alternative Equivalent Compliance: Staff recommends approving the AEC application for Lot 9-14, Block 3, Benchmark at Beaver Creek Subdivision with the following findings and conditions: Findings: 1. The proposed application was reviewed pursuant to §7.16.120, Alternative Equivalent Compliance, and §7.16.080(f), Development Plan. 2. The proposed alternative achieves the intent of the subject design or development standard to the same or better degree than the subject standard; 3. The proposed alternative achieves the goals and policies of the Avon Comprehensive Plan to the same or better degree than the subject standard; 4. The proposed alternative results in benefits to the community that are equivalent to or better than compliance with the subject standard; and 5. The proposed alternative imposes no greater impacts on adjacent properties than would occur through compliance with the specific requirements of the code. Conditions: 1. The stream bank near trees A to C will be replanted with appropriate plant materials; and 2. A 15 gallon shrub will be planted near the location of tree D to screen the parking lot. Recommended Motion: I move to approve Case #AEC17004, an Alternative Equivalent Compliance application for Lot 9 -14, Block 3 , Benchmark at Beaver Creek Subdivision together with the findings and conditions recommended by staff. Exhibits A. Application Materials B. Staff photos of trees proposed to be removed August 1, 2017 David McWilliams Planner Town of Avon PO Box 975 Avon, CO 81620 RE: LiftView Landscape Alternative Equivalent Compliance Application The following is a brief description of the proposed Alternative Equivalent Compliance at LiftView Condominiums in Avon, Colorado. As part of the development application for the new garage buildings at LiftView Condominiums the HOA proposes to remove 6 existing trees; 1- 36” Cottonwood, 2-12” Aspen, 1-6” Aspen, 1-4” Aspen, and 1-6” Pine. These trees are within the development zones of the new garage buildings. Of the three “significant” size trees (12”+) the two 12” Aspens currently have scale, and would need to be removed anyhow so not to infect other trees. The large Cottonwood is a single tree in a landscape island and starting to become too big for the island while also troublesome to the paving. Current lot coverage (buildings and hard scape) is approximately 52.5%, which is well below the max of 80%. In addition to the trees being removed through the development of the garage buildings LiftView HOA would like to remove five (5) large cottonwood trees which are be coming problems for the development and other trees (see attached image). The two southern Cottonwoods (labeled A) are choking out two spruce trees in the middle of the group; the next one to the north (labeled B) is part of a dying tree and hanging over a popular walkway; further to the north next to the building (labeled C) is encroaching onto the roof of the adjacent building with potential to cause damage to the roof; the single tree (labeled D) is proposed to be for new additional parking. The following is a response to specific criteria per section 7.16.120.d 1-4: 1. Over the last several years new trees have sprouted and the HOA continues to enhance their overall landscaping. W ith the existing lot coverage 2/3 rds the required standard adding new trees to replace what is removed would not be adding the already flourishing landscape. 2. The proposed AEC application does not change the goals and policies of the 2006 Avon Comprehensive Plan based on the six principles outlined in the Introduction. The proposal does not reduce the land use patterns or existing use of the individual property. 3. By thinning out the overgrown vegetation it improves the health of the other surrounding vegetation as well as provides additional natural day light to the condominium buildings and grass areas. 4. The property is surrounded by Beaver Creel Blvd to the west, the railroad to the north, ERWSD to the East, and the bike path to the south. A majority of trees being requested to be removed are on the interior of the property and not having an effect on adjacent properties. The rest of the landscaping is mature and abundant leaving much to enjoy. If you should have any further questions please do not hesitate to contact Bill Nutkins at (970) 471-0698. EXHIBIT A JOB # 2016-011 2 AUGUST 1, 2017 Sincerely, Bill Nutkins, AIA Architect NDG Architecture PO Box 634 Edwards, CO 81632 EXHIBIT A JOB # 2016-011 3 AUGUST 1, 2017 Additional photos: EXHIBIT A JOB # 2016-011 4 AUGUST 1, 2017 EXHIBIT A Tree A Tree B Tree C EXHIBIT B Mitigation Effors near Tree A Tree D EXHIBIT B August 15, 2017 PZC Meeting East Avon Preserve Rezoning 1 Staff Report – Rezoning August 15, 2017 Planning & Zoning Commission Meeting Project file Case #REZ17003 Legal description Lot 1 & Lot 2, Section 8, Township 5 South, Range 82 West of the 6th Principle Meridian Proposed Zoning Public Facilities (PF) & Parks (P) Prepared By Matt Pielsticker, AICP, Planning Director Introduction Before the Planning and Zoning Commission is a rezoning application for a Town-owned property currently referred to as the “East Avon Preserve”; subject of annexation review by Council next month. It was acquired in 2013 as part of the USFS land exchange and is limited by agreement to vehicular and trail access, as well as affordable housing/community facilities. PZC will review the application and conduct a public hearing on August 15, 2017. After reviewing staff’s analysis and considering public input, PZC will forward a recommendation to the Town Council. Proposal 6.5 acres in the northwest corner of the parcel to be zoned Public Facilities (PF). According to Sec. 7.20.060(e), the PF district “is intended to provide sites for public uses such as community centers, police and fire stations and governmental facilities. The uses permitted in this district are identified by location the in Avon Comprehensive Plan. Unless otherwise set forth in the Avon Comprehensive Plan, the following d imensional requirements shall apply for PF zone district: Remaining parcel to be zoned Parks (P). According to Sec. 7.20.060(f), the purpose of the P district “is to promote and encourage a suitable environment devoted to parks, recreation improvements, trails and organized recreation uses for the enjoyment of all members of the community. There are no dimensional requirements for this district. Active recreation facilities and structures will be developed according to the Comprehensive Plan.” August 15, 2017 PZC Meeting East Avon Preserve Rezoning 2 Property Description The property measures 85.99 acres and is largely native. It is highly visible from Interstate 70 and areas of Eagle Vail, across from the Eagle Vail business district. An exploratory road was cut just above the parcel for future development of the Village at Avon residential areas, and can be used as a good general indication of the northerly limits of the East Avon Preserve. The land is relatively steep sloping toward the valley floor, except for a bench on the northwest corner that is earmarked for potential future housing and community facilities. Access to the property would be provided from the west through Planning Area J and East Swift Gulch Road. Vegetation is native with a mix of sagebrush shrublands and pinyon-juniper. Potential Road The Town has granted permission for a future road and recreational trail through the property by approving a covenant and temporary easement agreement. The purpose of the agreement is to provide for a public road and path to connect two development areas: Planning Area J near Post Boulevard to Planning Area I. The Village at Avon PUD Map below shows the East Avon Preserve, highlighted in orange and surrounding development opportunities. The red planning areas indicated the potential for mixed-use commercial development. Yellow represents low density residential with open space. Future Trails When the property was acquired by the Town, the concept to leave undeveloped portions of the parcel in the natural state was envisioned. Along with the roadway, recreation path and housing, trails can be developed in the open space. The development concept can be visualized in the attached Annexation Impact report (Exhibit A). August 15, 2017 PZC Meeting East Avon Preserve Rezoning 3 Future Conservation Easement As part of the land exchange agreement in 2013, the Town of Avon and Eagle County signed a Memo of Understanding. Due to the uncertainty with the exact location of the roadway or timing of construction, the Town agreed to provide a conservation easement on the parcel in the future. The easement will restrict and protect areas in their natural state that are not used for roadway, trail, or 6.5 acres of affordable housing/community facilities. Rezoning Review Criteria Analysis The review process and review criteria for zoning amendments are governed by AMC §7.16.050, Rezonings. PZC shall use the criteria below as the basis for a recommendation on the Application. (1) Evidence of substantial compliance with the purpose of the Development Code; The entire Purpose statement section from the Development Code (Section 7.04.030 - Development Code Purposes) is outlined for reference: (a) Divide the Town into zones, 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; regulate the intensity of the use of lot areas; regulate and determine the area of open spaces surrounding such buildings; establish building lines and locations of buildings designed for specified industrial, commercial, residential and other uses within such areas; establish standards to which buildings or structures shall conform; establish standards for use of areas adjoining such buildings or structures; (b) Implement the goals and policies of the Avon Comprehensive Plan and other applicable planning documents of the Town; (c) Comply with the purposes stated in state and federal regulations which authorize the regulations in this Development Code; (d) Avoid undue traffic congestion and degradation of the level of service provided by streets and roadways, promote effective and economical mass transportation and enhance effective, attractive and economical pedestrian opportunities; (e) Promote adequate light, air, landscaping and open space and avoid undue concentration or sprawl of population; (f) Provide a planned and orderly use of land, protection of the environment and preservation of viability, all to conserve the value of the investments of the people of the Avon community and encourage a high quality of life and the most appropriate use of land throughout the municipality; (g) Prevent the inefficient use of land; avoid increased demands on public services and facilities which exceed capacity or degrade the level of service for existing residents; provide for phased development of government services and facilities which maximizes efficiency and optimizes costs to taxpayers and users; and promote sufficient, economical and high-quality provision of all public services and public facilities, including but not limited to water, sewage, schools, libraries, police, parks, recreation, open space and medical facilities; August 15, 2017 PZC Meeting East Avon Preserve Rezoning 4 (h) Minimize the risk of damage and injury to people, structures and public infrastructure created by wild fire, avalanche, unstable slopes, rock fall, mudslides, flood danger and other natural hazards; (i) Achieve or exceed federal clean air standards; (j) Sustain water sources by maintaining the natural watershed, preventing accelerated erosion, reducing runoff and consequent sedimentation, eliminating pollutants introduced directly in to streams and enhancing public access to recreational water sources; (k) Maintain the natural scenic beauty of the Eagle River Valley in order to preserve areas of historical and archaeological importance, provide for adequate open spaces, preserve scenic views, provide recreational opportunities, sustain the tourist-based economy and preserve property values; (l) Promote architectural design which is compatible, functional, practical and complimentary to Avon's sub-alpine environment; (m) Achieve innovation and advancement in design of the built environment to improve efficiency, reduce energy consumption, reduce emission of pollutants, reduce consumption of non-renewable natural resources and attain sustainability; (n) Achieve a diverse range of attainable housing which meets the housing needs created by jobs in the Town, provides a range of housing types and price points to serve a complete range of life stages and promotes a balanced, diverse and stable full time residential community which is balanced with the visitor economy; (o) Promote quality real estate investments which conserve property values by disclosing risks, taxes and fees; by incorporating practical and comprehensible legal arrangements; and by promoting accuracy in investment expectations; and (p) Promote the health, safety and welfare of the Avon community. Staff Response: By zoning the majority of the property Parks, the application will advance Purpose statement (k) by maintaining the open space and scenic beauty of the valley. It will advance the open space goals of the Comprehensive Plan. Zoning a portion of the property Public Facilities and allowing housing (with Special Review Use approval by PZC), will advance Purpose statement (n) and the housing opportunities in the Town. (2) Consistency with the Avon Comprehensive Plan; Staff Response: The rezoning application will provide consistency with the Comprehensive Plan. The property is located in District 8: Open Space District. The area includes most of the south facing open spaces on the north side of Interstate 70. These parcels “are important to maintaining the desired character of Avon and for development consistent with the overall land- use plan. The Planning Principles speak to collaboration with the USFS, and acquiring and maintaining trail access when possible. General land use goals and policies from the Avon Comprehensive Plan worth noting include: August 15, 2017 PZC Meeting East Avon Preserve Rezoning 5 (3) Physical suitability of the land for the proposed development or subdivision; Staff Response: The Property is physically suitable for the proposed development. The future conservation easement acknowledges the physical difficulty with cutting a roadway and therefore provides a large area to plan the least impactful and most cost effective access. (4) Compatibility with surrounding land uses; Staff Response: The areas surrounding the parcel are undeveloped currently, but planned for mixed use commercial to the west and east, and residential further to the north. Open space, trails, and public facilities and housing are compatible land uses. (5) Whether the proposed rezoning is justified by changed or changing conditions in the character of the area proposed to be rezoned Staff Response: Zoning property is a requirement immediately following or in conjunction with annexation. With annexation slated for September 2017, rezoning is justified and timely. (6) Whether there are adequate facilities available to serve development for the type and scope suggested by the proposed zone compared to the existing zoning, while maintaining adequate levels of service to existing development; Staff Response: The development would be served by the Eagle River Fire Protection District, Eagle County ambulance District, Upper Eagle Regional Water Authority, and the Eagle River Water and Sanitation District. Any development of affordable housing August 15, 2017 PZC Meeting East Avon Preserve Rezoning 6 and community facilities would be limited in scope and would need to be coordinated with the development of Planning Area J to the west. (7) Whether the rezoning is consistent with the stated purpose of the proposed zoning district(s); Staff Response: The purpose statements of the PF and P districts are quoted above and the rezoning is consistent. (8) That, compared to the existing zoning, the rezoning is not likely to result in adverse impacts upon the natural environment, including air, water, noise, stormwater management, wildlife, and vegetation, or such impacts will be substantially mitigated; Staff Response: Staff does not anticipate any adverse impacts upon the natural environment. No substantive changes to air, water, noise, etc. are expected. (9) That, compared to the existing zoning, the rezoning is not likely to result in significant adverse impacts upon other property in the vicinity of the subject tract; Staff Response: No substantial impacts to other properties in the vicinity are anticipated. (10) For rezoning within an existing PUD, consistency with the relevant PUD Master Plan as reflected in the approval of the applicable PUD; and, Staff Response: The rezoning is not within an existing PUD and this criterion is not applicable. (11) Adequate mitigation is required for zoning amendment applications which result in greater intensity of land use or increased demands on public facilities and infrastructure. Staff Response: As stated in the Impact Report (Exhibit A), the development of affordable housing is expected to generate additional student demand on the Eagle County School system; however, no site analysis has been conducted to determine the potential development of this area and no plans exist which indicate housi ng types or density. Infrastructure will be coordinated with adjacent development of Planning Area J. Available Options 1. Continue the Public Hearing to a date certain, pending additional information. 2. Approve Findings of Fact and Record of Decision recommending that the Town Council approve the application. 3. Approve Findings of Fact and Record of Decision recommending that the Town Council deny the application. August 15, 2017 PZC Meeting East Avon Preserve Rezoning 7 Staff Recommendation Staff recommends approval of the attached (Exhibit B) draft Findings of Fact, Record of Decision, and recommendation to Council pursuant to Section 7.16.020(f)(3). Recommended Motion “I move to recommend Town Council approval of Case #REZ17003, an application for rezoning of the East Avon Preserve property, together with the findings of fact documented as Exhibit C to staff’s report.” Exhibits A –Annexation Impact Report B –Draft Findings of Fact and Recommendation Vicinity Map Annexation Impact Report: East Avon Parcel July 28, 2017 Page 1 of 4 ANNEXATION IMPACT REPORT FOR LOT 1 & LOT 2, SECTION 8 aka “East Avon Preserve” Prepared on July 28, 2017 by the Town of Avon Exhibit A Annexation Impact Report: East Avon Parcel July 28, 2017 Page 2 of 4 Annexation Impact Report: This Annexation Impact Report is submitted to the Board of County Commissioners in accordance with C.R.S. §31-12-108.5. The Town of Avon intends to conduct public hearings on August 22, 2017 and on September 12, 2017 as part of first and second reading of an Ordinance to annex the East Avon Preserve. This Annexation Impact Report includes a Background narrative, information required by statute, and a schedule for the Town of Avon annexation and zoning actions. Background: The East Avon Preserve Parcel (“East Avon Preserve”) is 85.99 acres. The Town acquired the East Avon Preserve in 2013 from the United States government as part of the Multi-Party Land Exchange agreement involving several parcels and parties. The East Avon Preserve may contain an area up to 6.5 acres for affordable housing and the balance of the East Avon Preserve, 79.49 acres, may be used for vehicular and trail access to reach private development to the east, as well as the development of public trails. Please see the General Development Plan below. The Town of Avon and the County of Eagle entered into an Intergovernmental Agreement dated May 9, 2013, (which referred to the East Avon Parcel as the “Village Parcel”). The Intergovernmental Agreement states in part that after the boundaries of a reserved area for affordable housing and communities facilities and the road and trails alignments are determined, the Town of Avon is committed to granting a conservation easement on a portion of the East Avon Preserve to a land trust mutually acceptable to the Town and Eagle County. Please see the Intergovernmental Agreement for the specific language. Annexation Impact Report Information: The following information is provided in accordance with the statutory requirements: A. A map or maps of the municipality and adjacent territory to show the following information: (i) The present and proposed boundaries of the municipality in the vicinity of the proposed annexation; (ii) The present streets, major trunk water mains, sewer interceptors and outfalls, other utility lines and ditches, and the proposed extension of such streets and utility lines in the vicinity of the proposed annexation; and (iii) The existing and proposed land use pattern in the areas to be annexed. The General Development Plan, and Annexation Map of Lot 1 and Lot 2, Section 8, copies of which are on file with the Town of Avon, have been created to identify the present and proposed boundaries of the Town of Avon, the existing and proposed land uses on the property to be annexed, and the planned location of the potential East Swift Gulch Road extension. There are no existing streets, major trunk water mains, sewer interceptors and/or outfalls and utility lines within the proposed annexation area. There is one existing utility access road and corresponding easement on the north end of the parcel for Holy Cross Electric Company. The proposed annexation area is bounded by: • To the West: Traer Creek property, zoned Planned Unit Development for regional/neighborhood commercial, and residential mixed-use; • To the North: Traer Creek property, zoned Planned Unit Development for single-family and multi- family dwelling units, and open space; • To the East: Traer Creek property, zoned Planned Unit Development for regional/neighborhood commercial, and residential mixed-use; and • To the South: Denver and Rio Grande Rail Way. and Interstate 70 Right-of-Way. Exhibit A Annexation Impact Report: East Avon Parcel July 28, 2017 Page 3 of 4 The existing and proposed land use patterns in the area to be annexed are shown on the General Development Plan, a copy of which is on file with the Town of Avon. B. A copy of any draft or formal pre-annexation agreement, if available; Not Applicable. C. A statement setting forth the plans of the municipality for extending to or otherwise providing for, within the area to be annexed, municipal services performed by or on behalf of the municipality at the time of annexation; The East Avon Preserve property is nearly surrounded by the Village (at Avon) Planned Unit Development Project. The Town of Avon has an Annexation and Development Agreement (“Development Agreement ”) with Traer Creek for the Village (at Avon) development which includes extensive provisions for vested property rights and financing of infrastructure. The Development Agreement includes the formation of the Traer Creek Metropolitan District and Village Metropolitan District which are intended to finance the construction of streets and extension of utilities. Any development of the affordable housing and community facility portion of the East Avon Preserve is expected to be coordinated with the development of Planning Area J, Village (at Avon) which is adjacent to this portion of the East Avon Preserve. The timeframe for development of vehicular access across the East Avon Preserve to Planning Area I is speculative and undetermined at this time. The East Avon Preserve would be served by the Eagle River Fire Protection District, Eagle County Ambulance District, the Upper Eagle Regional Water Authority, and the Eagle River Water and Sanitation District. The Town of Avon would provide police and other municipal services to the East Avon Preserve. D. A statement setting forth the method under which the municipality plans to finance the extension of the municipal services into the area to be annexed; Financing of roadway, water and sanitary sewer infrastructure to support development of the area to be annexed will be determined at the time of subdivision and site planning and will likely be coordinated with adjacent development in the Village (at Avon). E. A statement identifying existing districts within the area to be annexed: Existing districts include: • Eagle County Schools • Upper Eagle Regional Water Authority • Eagle River Water and Sanitation District • Eagle River Fire Protection District • Eagle County Health Service District F. A statement on the effect of annexation upon local public school district systems, including the estimated number of students generated and the capital construction required to educate such students. The annexation of the East Avon Preserve is planned to have 6.5 acres for potential affordable housing, or potentially more with concurrence of Eagle County in accordance with the Intergovernmental Agreement. The development of affordable housing is expected to generate additional student demand on the Eagle County School system; however, no site analysis has been conducted to determine the potential development of this area and no plans exist which indicate housing types or density. Therefore, any estimate of potential student generation would be speculative at this time. Furthermore, the timing of potential development of affordable housing is also speculative and undetermined, particularly since it is expected that any infrastructure development would be coordinated with, or would follow, the development of Planning Area J in the Village (at Avon). Exhibit A Annexation Impact Report: East Avon Parcel July 28, 2017 Page 4 of 4 Schedule of Actions: Avon Town Council is scheduling first reading of ordinance to annex the East Avon Preserve parcel for August 22, 2017 and is scheduling second reading for September 12, 2017. Any comments received by Wednesday, August 16 will be included in the Avon Town Council packet for the August 22, 2017 public hearing. Any comments received by Wednesday, September 6, 2017 will be included in the Avon Town Council packet for the September 12, 2017 public hearing. Comments may be submitted to mpielsticker@avon.org. It is expected that a concurrent application for zoning of the property will be submitted so that first and second reading of an ordinance zoning the East Avon Preserve will occur on the same Avon Town Council dates (Aug. 22 and Sept 12) after action on the annexation ordinance. The anticipated zoning for the East Avon Preserve is Public Facilities for the 6.5 acres in the northwest corner of the parcel and Parks for the remainder of the parcel. General Development Plan Exhibit A PLANNING AND ZONING COMMISSION RECORD OF DECISION FINDINGS APPROVED: August 15, 2017 TYPE OF APPLICATION: Rezoning | Public Facilities and Parks Zone District PROPERTY LOCATION: Lot 1 & Lot 2, Section 8, Township 5 South, Range 82 West of the 6th Principle Meridian FILE NUMBER: #REZ17001 APPLICANT: Town of Avon This decision is made in accordance with the Avon Development Code (“Development Code”) §7.16.100: DECISION: Recommendation for Approval. FINDINGS: 1. The Application was reviewed in accordance §7.16.050, Rezonings, Avon Development Code, and is found to be in substantial compliance with the review criteria and Avon Comprehensive Plan, as outlined in the staff report for the August 15, 2017 public hearing. 2. The Application is substantially compliant with the purpose statements of the Development Code. 3. By zoning the majority of the property Parks, the application will advance Purpose statement (k) which reads “Maintain the natural scenic beauty of the Eagle River Valley in order to preserve areas of historical and archaeological importance, provide for adequate open spaces, preserve scenic views, provide recreational opportunities, sustain the tourist-based economy and preserve property values.” 4. The proposed zoning districts and associated land uses are compatible with surrounding existing and future planned development and land uses. THESE FINDINGS OF FACT AND RECORD OF DECISION ARE HEREBY APPROVED: BY:______________________________________ DATE: ___________________ Lindsay Hardy, PZC Chairperson PZC Record of Decision: #REZ17003 Page 1 of 1 Exhibit B Case# CTA17001 Landscape Code Revision Public Hearing To: Planning and Zoning Commission From: David McWilliams, Town Planner Meeting Date: August 15, 2017 File: CTA17001 Topic: PUBLIC HEARING on Code Text Amendments INTRODUCTION The Avon Town Council 2017-18 Strategic Plan highlights the Landscape code, chapter 7.28.050 of the AMC, for an update. Specifically, the Strategic Plan, Tier 1 Priority, states:  Amend the Town’s landscape code to more effectively replace vegetation which has been removed  With the expertise of the UERWA, develop outdoor landscape guidelines/regulations to reduce water use and off-site impacts, such as fertilizer run-off, which can affect the Eagle River  Assess the Town's public tree stock in the park and in right-of-ways for timely replacement  Proactively ensure trees on public and private property do not host and spread viruses; remove dead trees with a well-developed landscape program This public hearing presents several code sections for review, all of which have been reviewed by PZC before. Sections include: A. Landscaping Code, Section 7.28.050 of Municipal Code B. Fence Code, Section 7.28.080 of Municipal Code C. Diseased Tree and Noxious Tree Code, Section 8.36.100 of Municipal Code D. Definitions, Section 7.08 OF Municipal Code CODE TEXT AMENDMENT REVIEW CRITERIA The review procedures for this application are governed by the Development Code. According to the AMC §7.16.040(c), Review Criteria, the PZC and Town Council shall use the following review criteria as the basis for recommendations and decisions on applications to amend the text of the Development Code: Case# CTA17001 Landscape Code Revision Public Hearing (1) The text amendment promotes the health, safety and general welfare of the Avon community; Staff Response: These changes promote the conservation of water, adhere to best practices in landscaping, and preserve the desired aesthetic of Avon. (2) The text amendment promotes or implements the goals and policies of the Avon Comprehensive Plan; Staff Response: The Comprehensive Plan states many goals and policies that are relevant to the proposed changes:  Goal G.3: Discourage air, water, light, and noise pollution.  Policy G.1.4: Minimize and mitigate potential development impacts to wildlife and watersheds.  Policy G.1.5: Locate parking areas, trash containers, loading, and service areas so they are screened or buffered to minimize impacts on the Eagle River or surrounding uses.  Policy G.4.1: Incentivize renewable energy and building techniques which support the goals of the Eagle County Climate Action Plan.  Policy G.4.3: Promote water conservation through public education, supply management, and demand management techniques. Specific areas within Town also promote water efficiency. For example, The Northern Residential District states, “The character for the developed landscape should reflect the area’s dry climate and typically steep terrain with low water-requiring plant materials and natural landscaping. (3) The text amendment promotes or implements the purposes stated in the Development Code; or Staff Response: This update specifically promotes the following purposes of section 7.04.030 in the Development Code: (b) Implement the goals and policies of the Avon Comprehensive Plan and other applicable planning documents of the Town; (e) Promote adequate light, air, landscaping and open space and avoid undue concentration or sprawl of population; (f) Provide a planned and orderly use of land, protection of the environment and preservation of viability, all to conserve the value of the investments of the people of the Avon community and encourage a high quality of life and the most appropriate use of land throughout the municipality; (g) Prevent the inefficient use of land; avoid increased demands on public services and facilities which exceed capacity or degrade the level of service for existing residents; provide for phased development of government services and facilities which maximizes efficiency and optimizes costs to taxpayers and users; and promote sufficient, economical and high-quality provision of all public services and public facilities, including but not limited to water, sewage, schools, libraries, police, parks, recreation, open space and medical facilities; (j) Sustain water sources by maintaining the natural watershed, preventing accelerated erosion, reducing runoff and consequent sedimentation, eliminating pollutants introduced directly into streams and enhancing public access to recreational water sources; (k) Maintain the natural scenic beauty of the Eagle River Valley in order to preserve areas of historical and archaeological importance, provide for adequate open spaces, preserve scenic views, Case# CTA17001 Landscape Code Revision Public Hearing provide recreational opportunities, sustain the tourist-based economy and preserve property values; (l) Promote architectural design which is compatible, functional, practical and complimentary checking to Avon's sub-alpine environment; (m) Achieve innovation and advancement in design of the built environment to improve efficiency, reduce energy consumption, reduce emission of pollutants, reduce consumption of non- renewable natural resources and attain sustainability. (4) The text amendment is necessary or desirable to respond to changed conditions, new planning concepts or other social or economic conditions. Staff Response: This update is necessary as it aids in the conservation of water, thereby diminishing future costs of infrastructure, allowing for more resilience during drought periods, and preserving a finite resource where it should be – in rivers and lakes. NEXT STEPS Staff is recommending these changes, and also will be seeking the inclusion of a water budget in the landscape code. This policy will address the policy of supply management for water, and put Avon in an excellent position to account for the future growth of Avon and the Eagle Valley. AVAILABLE ACTIONS 1. Continue the Public Hearing pending additional information. 2. Approve Findings of Fact and Record of Decision recommending that the Town Council approve the application. 3. Approve Findings of Fact and Record of Decision recommending that the Town Council deny the application. RECOMMENDED MOTION “I move to recommend that the Avon Town Council approve Case #CTA17001, an application to amend and update the Avon Municipal Code, with the findings and fact and record of decision attached as Exhibit E to Staff’s report.” ATTACHMENTS (A) Landscaping Code, Section 7.28.050 of Municipal Code (B) Fence Code, Section 7.28.080 of Municipal Code (C) Diseased Tree and Noxious Tree Code, Section 8.36.100 of Municipal Code (D) Section 7.08 Definitions (E) Draft Findings and Record of Decision Page 1 7.28.050 - Landscaping. (a) Purpose. The purpose of the landscaping standards is to ensure that landscaping in the Town: (1) Integrates building sites with natural topography and existing vegetation; (2) Minimizes disturbed areas; (3) Conserves limited water resources; (4) Reduces water use and off-site impacts, which can affect the Eagle River; (5) Reduces the amount of reflected glare and heat absorbed in and around developments; (6) Breaks up large expanses of parking lots; and (7) Preserves residential neighborhoods by lessening the impacts of potentially incompatible uses. (b) Applicability. This landscaping Section shall apply to all new development and redevelopment as provided in Subsection 7.28.010(b), Applicability. Applicability of the provisions of this Section shall be as indicated in Table 7.28-6 below. (c) Required Landscaped Area. Minimum landscaped area and maximum irrigated area for each zoning district shall be as indicated in Table 7.28-6, below. _______________________________________ Table 7.28-6 Minimum Landscaped Area and Maximum Irrigated Area by Zoning District Zoning Districts Minimum Landscaped Area (% of Gross Lot Size) Maximum Irrigated Area (% of Landscaped Area) NC, MC, TC, IC 20 20% of area up to 5,000 square feet RSF, RL, RM, RH 25 20% of area up to 5,000 square feet P, PF, OLD 0 n/a (d) Landscape Buffer. The following regulations apply to properties where a nonresidential district or use abuts a residential district or use: (1) A minimum fifteen-foot-wide buffer space shall be provided. (2) The buffer shall be designed with adequate landscaping or screening to properly separate the differing uses. (3) New trees and shrubs shall be evenly spaced at planting. (4) A solid masonry wall, minimum six (6) feet in height, may be substituted for required shrubs. (5) Where a natural buffer exists, as determined by the Director, it shall remain undisturbed. (6) If used in addition to a landscape screen, fences shall have additional evergreen shrubs planted on the residential side of the fence. (7) Mechanical equipment, permanent detention and temporary erosion and sedimentation control basis are prohibited in the buffer area. (8) Utility easements should avoid being placed in the long dimension of a buffer yard. ATTACHMENT A Page 2 (9) Wherever practical, pedestrian access shall be placed through the buffer yard. (e) Landscaping Units. Required landscaping is calculated in landscaping units. Landscaping shall be provided at a minimum of one (1) landscape unit per fifty (50) square feet of landscaped area, whether irrigated or not. At least twenty-five percent (25%) of all required landscape units shall be provided as trees. Significant landscaping features (trees, etc.) within utility easements will not earn landscaping units. The following table indicates the landscape units awarded for various preserved or planted landscape materials: Table 7.28-7 Landscape Units Awarded Landscape Material Landscape Units Awarded Newly Installed Existing Retained Evergreen tree, > 10’ high 8 14 Evergreen tree, > 8—10’high 8 11 Evergreen tree, 6—8’ high 6 9 Evergreen tree, <6’ high 1 2 Deciduous tree, > 8" caliper 10 14 Deciduous tree, > 4—8" caliper 8 11 Deciduous tree, > 2.5—4" caliper 7 9 Deciduous tree, 1.5—2.5" caliper or multi-stem 4 4 Deciduous tree < 1.5” caliper 1 2 Shrubs, 5-gallon 1 1.2 Shrubs, 3-gallon 0.8 0.9 Shrubs, 1-gallon 0.5 0.6 Perennials/ground cover 1 per 400 sq. ft. Annual flower bed 1 per 400 sq. ft. ATTACHMENT A Page 3 Xeriscape ground cover 1 per 400 sq. ft. Flower basket support 0.2 per basket Earthen berm, minimum 18" high 0.05 per linear foot Hardscape Material Units Awarded Split rail fence 0.20 per linear foot (0 in Wildridge) Screening (opaque) fence 0.40 per linear foot (0 in Wildridge) Shredded bark or 3"+ rock mulch such as river rock 1 per 500 sq. ft. Ornamental pavers 1 per 250 sq. ft. Landscape boulders, 3' or greater in height 1 per boulder Seating 0.40 per linear foot Landscape lighting, sculpture, art, and/or sheltering structure/landmark, rain garden, rain barrel As determined by Director Landscape Unit Bonuses Bonus Landscaping Units Awarded 300 + sq. ft. of native vegetation 10% 80% or more of total landscaped area on temporary irrigation 50% (f) Parking Lot Landscaping. The following landscaping requirements shall be met for all off-street surface parking lots. (1) Parking Lot Perimeter Landscaping: (i) Perimeter parking lot landscaping a minimum width of six (6) feet shall be required for all parking lots having more than ten (10) spaces. (ii) A minimum of eighty (80) percent of the length of the planting strip shall be used to screen the parking area from the street. The screen shall be a minimum of thirty (30) inches in height and may consist of a berm, wall, plant material, or combination thereof. ATTACHMENT A Page 4 (iii) Where lots are being developed in a mixed-use district, the parking lot perimeter landscaping requirement may be reduced along an interior lot line, at the discretion of the Director, provided that interior parking lot landscaping applies to both parking lots. (2) Internal Landscaping: (i) Landscape strips shall be installed between the parking rows of every other double row of parking when parking rows exceed fifty (50) parking spaces. (ii) Landscape islands shall be installed for every ten (10) parking spaces contained in a parking row, either within the parking row or at the end of the parking row. (3) Curbs. Landscaped areas within parking lots or the along perimeter of the property must be protected from vehicular traffic through the use of continuous concrete curbs. At least one (1) break per thirty (30) lineal feet of curb is required to allow for runoff inflows into the landscaped areas. (4) Internal Landscaping Island Design. The intent of internal landscape islands are to separate pedestrians from vehicles. Internal landscape islands shall: (i) Be a minimum of six (6) feet in width. (ii) Be at least two hundred (200) square feet. (iii) Be sunken below the level of the parking lot surface to allow for runoff capture. (iv) Incorporate deciduous shrubs, deciduous trees, perennials, and grasses in each island. (v) Contain a minimum of fifty percent (50%) living landscaping material, with a maximum of fifty percent (50%) nonliving landscaping material. Approved sidewalks are not counted toward the nonliving landscape material percentage. (5) Internal Landscaping Strip Design. The intent of internal landscape strips are to separate pedestrians from vehicles. Internal landscape strips shall: (i) Be a minimum of ten (10) feet in width and shall extend the length of the parking row. (ii) Include a four-foot-wide sidewalk and a six-foot-wide planting strip. (iii) Meet planting requirements for interior landscape islands, as outlined above. (6) Sight Distance Triangle. A sight distance triangle within the off-street parking area must be established at street intersections by maintaining a maximum height for shrubs and ground cover of thirty (30) inches as measured from the driveway surface. No obstructions are permitted in the sight distance triangle, including tree branches that must be trimmed within eight (8) feet of the ground. All applicable sight distance requirements must be met for parking lot internal circulation and access points to the public right-of-way. (g) Landscaping Standards. All landscaping elements, including but not limited to planters, retaining walls and berms, must be specifically approved and shall conform to the following standards: (1) Preservation of Existing Vegetation. Landscaping plans should be designed to preserve and protect existing native vegetation and mature trees. Landscape credit shall be awarded for preserved vegetation as indicated in Table 7.28-7, Landscape Units Awarded, above, where the Director accepts the existing vegetation as being in good health and meets the intent of the landscaping requirements of this Chapter. (i) No trees or vegetation shall be removed except as specifically allowed in this Section. (ii) No trees or vegetation except for noxious, non-native vegetation or vegetation found by the Director to be imminently threatening property, at risk of disease due to overcrowding, posing high fire danger, or potentially encroaching into easements shall be removed. (iii) All native landscaping shall be kept in its native state. ATTACHMENT A Page 5 (iv) Significant trees and vegetation that are removed from a site shall be replaced as set forth in this Section. (A) Significant Trees. Significant trees, as defined by this Section, shall be preserved to the maximum extent feasible. (1) A significant tree means a tree of at least eighteen (18) inches in diameter for a deciduous tree and twelve (12) inches for evergreens, measured at a height of fifty-four (54) inches above the ground. (2) When a significant tree is removed, it shall be replaced on the lot, with a minimum of two (2) trees a minimum height of eight (8) feet or a minimum caliper of two and one-half (2.5) inches. (3) Replacement trees shall be maintained through an establishment period of at least three (3) years, except that single-family and duplex dwellings shall have an applicable establishment period of one (1) year. (4) It is the responsibility of the property owner to preserve and maintain any established significant tree. (5) Alternative tree removal guidelines are at the discretion of the Director. (2) Protective Fencing During Construction. All vegetation, significant trees and trees intended for use as credit towards the landscaping and tree protection standards of this Development Code shall be fenced in accordance with this Subsection before grading or other land-disturbing activity begins. The Director shall consider existing site conditions in determining the exact location of any tree protection fencing. (i) Type of Fencing. The developer shall erect a plastic mesh fence, straw bale or equivalent method of fencing at the perimeter of the designated building envelope and a minimum of four (4) feet in height at the drip line around each tree or group of trees within the building envelope to prevent the placement of debris or fill on vegetation to be preserved or within the drip line of any tree. (ii) Inspection. All tree and vegetation protection measures shall be inspected and approved by the Director prior to start of any land disturbing activities. Failure to have protection measures inspected prior to the commencement of construction is a violation of this Development Code. (3) Allowed Plant Materials. Proposed materials must be specified on development plans. A list of permissible plant species that are compatible with various climate zones found in the Town and that promote water conservation shall be adopted by the Planning and Zoning Commission and may be amended from time to time. Materials not on the list may be approved if the Director determines that they are equally or more suitable for local soil conditions, climate and water conservation goals and would provide the same or better level of visual benefits, and have desired growth habits. No noxious weeds, as defined by Chapter 8.36, are permitted for use in the Town. (4) Noxious Vegetation and Diseased Trees. The identification and removal of noxious, non-native, or diseased vegetation is required and shall be in compliance with Chapter 8.36.100. (5) Planting Plan Required. All planting plans must note and delineate all planting and sod areas, and include hydrozones with similar microclimate, soil conditions, slope, and plant materials with similar water demand. Individual hydrozones that mix high and low water use plants shall not be permitted. Hydrozone areas shall be designated by number, letter, or other designation on the landscape design plan and irrigation design plan. (6) Irrigation Plan Required ATTACHMENT A Page 6 (i) All required landscaping shall be irrigated pursuant to Table 7.28-6, Minimum Landscaped Area and Maximum Irrigated Area by Zoning District. (ii) Irrigation Plans shall demonstrate the location of the following: (A) Backflow prevention devices that protect the potable water supply from contamination by the irrigation system and comply with local plumbing codes. (B) Manual shut-off valves (such as a gate valve, ball valve, or butterfly valve), near the point of connection of the water supply. (C) Master shut-off valves and flow meters integrated with the automatic irrigation controller on all projects except irrigation systems that make use of technologies that allow for the control of sprinklers that are individually pressurized. (D) Dedicated landscape water meters or sub meters for all non-residential irrigated landscapes 5,000 sq. ft. or more. (E) For all nonresidential properties, smart irrigation controllers labeled by U.S. Environmental Protection Agency's WaterSense Program or with published reports posted on the Smart Water Application Technologies website are required. If a flow meter is used, then the controller shall be able to use inputs from the flow meter/sensor to control irrigation if flows are abnormal. (F) Sensors (rain, freeze, wind, soil moisture etc.), either integral or auxiliary, that suspend or alter irrigation operation during unfavorable weather conditions or when sufficient soil moisture is present. (G) The following table shall be provided on all irrigation plans: Landscape Area Provided % of Lot/ Square Footage Total irrigated area % of landscaped area/ square footage Spray area % of irrigated area/ square footage Drip area % of irrigated area/ square footage (measured as three (3) square feet per sprinkler head, unless otherwise shown) (iii) The irrigation system design shall: (A) Prevent runoff, low head drainage, overspray, or other similar conditions where irrigation water flows onto non-targeted areas, such as adjacent property, non-irrigated areas, hardscapes, roadways, or structures. Restrictions regarding overspray and runoff may be modified if the landscape area is adjacent to permeable surfacing and no runoff occurs or if the adjacent non- permeable surfaces are designed and constructed to drain entirely to landscaping. (B) Conform to the hydrozones of the landscape design plan. (C) Have matched precipitation rates within a hydrozone, unless otherwise directed by the manufacturer's recommendations. (D) Meet the required operating pressure of the emission devices using valve pressure regulators, sprinkler head pressure regulators, inline pressure regulators, booster pumps, or other devices. ATTACHMENT A Page 7 The pressure and flow measurements identified at the design stage will be verified prior to the installation of the system. (E) Meet the requirements set in the American National Standards Institute (ANSI) standard, ASABE/ICC 802-2014 "Landscape Irrigation Sprinkler and Emitter Standard authored by the American Society of Agricultural and Biological Engineers and the International Code Council and verified by an independent third-party. (F) Achieve the highest possible sprinkler spacing distribution uniformity using the manufacturer's recommendations. All sprinkler head installed in the turfgrass areas shall have a distribution uniformity of 0.65 or higher using the protocol defined in ASABE/ICC 802-2014 standard. (iv) All irrigation shall be designed and operated according to the watering schedule as imposed by the Eagle River Water and Sanitation District (ERWSD). (v) Above ground temporary sprinkler irrigation may be used to establish vegetation on otherwise non-irrigated portions of the landscaped areas; however, such temporary systems must be removed upon sufficient vegetation establishment as determined by the Director, which shall not exceed one (1) year for ground cover, two (2) years for shrubs or three (3) years for trees. (vi) Soil Amendment (A) Topsoil of irrigated grasses (including turf), shrubs, perennials, and annuals shall be a sandy loam to a depth of at least six (6) inches containing at least five percent (5%) organic matter by volume. (B) Amended tree soil should have a minimum planting hole diameter of two (2) times as large as the root ball diameter. Both topsoil and subsoil layers shall be sandy loam. The topsoil shall be at least six (6) inches and have five percent (5%) organic matter by weight and subsoil shall have at least one to three percent (1 - 3%) organic matter by weight. (C) A minimum of four (4) cubic yards of organic matter soil amendment per one‐thousand square feet of landscaped area shall be required as necessary to meet the five percent (5%) organic matter specification. (7) Revegetation Required: (i) All disturbed areas must be adequately reseeded and restored on all projects. (ii) In all disturbed areas, soil must be prepared with tilling and the addition of decomposed organic matter such as, but not limited to, compost, composted horse manure or composted chopped straw or hay. Straw tackifier or matting on steep slopes is required to prevent soil erosion. The addition of decomposed organic matter is also required prior to turf installation. (8) Guarantee of Installation. Required landscape improvements shall be installed prior to issuance of a certificate of occupancy for all structures. (9) Maintenance. All landscape improvements shall be maintained and replaced by the property owner as necessary. All property owners shall be responsible for maintenance of landscape improvements within the public ROW between the back of curb or street pavements and the adjacent property. ATTACHMENT A Page 1 7.28.080 - Fences. (a) Purpose. The purpose of these regulations is to maintain adequate visibility on private property and in public rights-of-way, to maintain the openness of properties to protect the light and air to abutting properties, to provide adequate screening by regulating the height, location and design and to promote the movement of wildlife through portions of Town. (b) Fence Design Standards. (1) Within the Wildridge Subdivision and RLD Zone Districts. All fences require approval from the Town. Although discouraged in Wildridge and Wildwood, in all instances fences should complement the property and landscape rather than contain the property. Fences that delineate property boundaries are not permitted. Fences will be considered for approval by staff only when demonstrated by the applicant that the design is consistent with the following criteria: (i) Fence material shall be wood and no more than four (4) feet in height; (ii) Fences shall be constructed using a split rail design with no more than two (2) horizonta l rails; (iii) Fences shall not delineate property lines; (iv) Fences shall not enclose an area of two thousand (2,000) square feet or more; (v) Fences shall ensure that wildlife migration is not negatively affected with the proposed fence design; (vi) If a fence is part of a multi-family project, approval shall be received from the association and the fence design shall be integrated with the overall landscape design of the property; and (vii) If a fence is located on a duplex property, written approval shall be received from the adjoining property owner and the fence design must be integrated with the overall landscape design. (viii) If a fence is intended to enclose an area containing more than 50% edible food crops, the design must be consistent with the following criteria: (A) Have a maximum height of six (6) feet; (B) Have a maximum area of two hundred (200) square feet; (C) Be at least fifty percent (50%) open; (D) Fences with wire mesh are encouraged over solid wood. (ix) When a fence is placed atop a retaining wall, the height of the retaining wall shall be considered as part of the fence for the purposes of determining the height of the fence. The height will be reduced proportionally to the distance back from the retaining wall the fence is placed. (2) All other zone districts: (i) Compatibility. Walls and fences shall be architecturally compatible with the style, materials and colors of the principal buildings on the same lot. If used along collector or arterial streets, such features shall be made visually interesting by integrating architectural elements, such as brick or stone columns, varying the alignment or setback of the fence, softening the appearance of fence lines with plantings or through similar techniques. A fence or wall may not consist of a solid, unbroken expanse length of more than fifty (50) feet. (ii) Materials: (A) Stone walls or brick walls with a stone or cast stone cap, treated wood fences, decorative metal, cast iron fences, stucco walls and stone piers are encouraged. Solid ATTACHMENT B Page 2 walls and fences are permitted only in rear and side yards. Retaining walls are permitted where required for grading purposes. Hedges may be used in the same manner and for the same purposes as a fence or wall. (B) Fences used in front yards shall be at least fifty percent (50%) open. Allowable fences are split rail, wrought iron, picket or other standards residential fences of a similar nature approved by the Director. (C) Solid fences shall be constructed to meet the wind design criteria of the adopted International Building Code, using a basic wind speed of ninety (90) miles per hour. (D) Other materials may be incorporated in fences and walls and may be approved by the Director. (iii) Prohibited Materials. Contemporary security fencing such as razor wire or barbed wire or electrically charged fences are prohibited. Chain-link fencing with or without slats shall not be used as a fencing material for screening purposes. (iv) Height Limitations. (A) No more than forty-two (42) inches high between the front building line and the front property line. For corner lots, front yard fence regulations shall apply to both street sides of lot. (B) No more than forty-two (42) inches high if located on a side yard line in the front yard, except if required for demonstrated unique security purposes. (C) No more than five (5) feet high for an opaque privacy fence located on a rear property line or on a side yard line in the rear yard. (D) No more than six (6) feet high for opaque privacy fences that are located directly adjacent to and integrated with the architecture of the house or connected to a courtyard. (E) No more than thirty (30) inches high when located within the sight distance triangle. Fences within this sight distance triangle shall not be solid. (F) In the Light Industrial and Commercial (IC) zone district, a chain-link fence is permitted so long as it is not higher than six (6) feet anywhere on the premises and not visible at the intersection. ATTACHMENT B 1 8.36.100 - Abatement of noxious weeds and diseased trees. (a) Entry and inspection. The Town shall have the right to enter upon any property for the purpose of inspection if verbal permission is granted by the property owner to enter such property. If verbal permission is not granted to the Town by the property owner, the Town shall have the right to enter upon any property after providing notice to the property owner by sending such notice via certified mail to the address of record according to the County Assessor's Office. In addition to sending notice of inspection by certified mail, the Town may send such notice by other practical means. If, after ten (10) days, the property owner does not respond or denies access, the Town may seek an inspection warrant in accordance with Section 35-5.5-108.5(4)(b), C.R.S. Upon obtaining a valid inspection warrant, the Town may enter the property between the hours of 7:00 a.m. and 8:00 p.m. (b) Notice of eradication of noxious weeds. If the Town finds the presence of noxious weeds upon inspection of the property, the Town shall provide a notice of eradication to the property owner. The notice of eradication shall be sent by certified mail to the address of record according to the County Assessor's Office. In addition to sending notice of eradication by certified mail, the Town may send such notice by other practical means. The notice of eradication shall name the noxious weeds, shall identify eradication as the required management objective, shall advise the property owner to commence eradication efforts with a specified period or condition, shall state the integrated noxious weed management techniques prescribed in the Town of Avon Noxious Weed Management Plan and shall advise the property owner that the property has five (5) days from the date of mailing notice of eradication to submit a plan and schedule acceptable to the Town for the completion of the management objective. (c) Eradication of noxious weeds by property owner. Within five (5) days after the Town sends the notice of eradication, the property owner shall comply with the terms of the notification of eradication or shall submit a plan and schedule which is acceptable to the Town for the completion of the management objective. An essential component of any plan and schedule for completion of the management objective shall be to eradicate noxious weeds prior to the seasonal time in which such noxious weeds create and disburse seeds or otherwise spread or propagate. (d) Notice of correction of diseased trees. If the Town finds the presence of diseased trees which risk infecting other trees upon inspection of the property, the Town shall provide a notice stating the existing conditions and the necessary corrections to the property owner. The notice of correction shall be sent by certified mail to the address of record according to the County Assessor's Office. In addition to sending notice of eradication by certified mail, the Town may send such notice by other practical means. The notice of correction shall identify the impacted trees, shall advise the property owner of the management objective within a specified period or condition, and shall advise the property owner that the property has sixty (60) days from the date of receiving notice of eradication to submit a plan and schedule acceptable to the Town for the completion of the management objective. (e) Active treatment or removal of diseased trees by property owner. Within sixty (60) days after the property owner receives notice of correction, the property owner shall comply with the terms of the notification of correction or shall submit a plan and schedule which is acceptable to the Town for the completion of the management objective. An essential component of any plan and schedule for completion of the management objective shall be to limit the spread of infections to other trees and to preserve the aesthetic of the Town. An owner-proposed treatment or removal plan found by staff to not comply with the management objective can be appealed in accordance with Section 7.16.160 Appeal. (f) Abatement. In the event the property owner fails to comply with the notice to correct the identified issue and implement an appropriate noxious weed eradication program or correction program for diseased trees, the Town may enter upon the property, take such actions as deemed necessary to eradicate the noxious weeds, treat, or otherwise remove diseased tree(s) and abate the public nuisance. The Town may assess the whole cost of eradication and abatement, including up to one hundred percent (100%) of inspection, eradication, treatment, and other incidental costs, including but not limited to administrative and legal costs. In addition, the Town may assess an additional five ATTACHMENT C 2 percent (5%) of the whole costs of eradication and abatement in accordance with Section 31-15- 401(1)(d), C.R.S. The assessment shall be a lien on the property and may be certified to the Clerk of the County Treasurer, who shall collect the assessment in the same manner as other taxes, in accordance with Sections 31-15-401 and 31-20-105, C.R.S. ATTACHMENT C Page 1 7.08.010 - General definitions. Accessory structure means a subordinate building that is located on the same lot on which the main building is situated and which is reasonably necessary and incidental to the conduct of the primary use of such building or main use. Accessory use are uses of land that are found on the same parcel as the principal use but are subordinate and incidental. Hydrozone means a cluster of plants with similar water requirements to improve the efficiency and avoid overwatering. ATTACHMENT D PZC Recommendations: #CTA17001 Page 1 of 1 PLANNING AND ZONING COMMISSION FINDINGS OF FACT AND RECCOMENDATION TO TOWN COUNCIL DATE OF DECISION: August 15, 2017 TYPE OF APPLICATION: Code Text Amendment PROPERTY LOCATION: Town Of Avon FILE NUMBER: #CTA17001 APPLICANT: Town of Avon These recommendations are made in accordance with the Avon Development Code (“Development Code”) §7.16.040(c): DECISION: Recommendation to approve the Title 7: Development Code Text Amendments and Title 8: Health and Safety. 1. The text amendments were reviewed with the criteria listed in Section 7.16.040(c), Review Criteria, and are found to be in substantial compliance as outlined in the staff report for the August 15, 2017 public hearing. 2. The text amendment promotes the health, safety and general welfare of the Avon community; 3. The text amendment promotes and implements the goals and policies of the Avon Comprehensive Plan; 4. The text amendment promotes and implements the purposes stated in this Development Code; and 5. The text amendment is necessary and desirable to respond to changed conditions and new planning concepts related to irrigation and best uses of water resources. THESE FINDINGS OF FACT AND RECORD OF DECISION ARE HEREBY APPROVED: BY:______________________________________ DATE: ___________________ PZC Chairperson ATTACHMENT E DRAFT 1 Planning & Zoning Commission Meeting Minutes Tuesday, August 1, 2017 I. Call to Order – The meeting was called to order at 5:02pm II. Roll Call – All Commissioners were present except Commissioner Barnes. III. Additions & Amendments to the Agenda - None IV. Conflicts of Interest -None V. **Comprehensive Plan for Town Properties & Multi-modal Transportation & Parking Plan PUBLIC HEARING Files: CPA17001 & CPA17002 Legal Description: N/A Applicant: Town of Avon Summary: For review and consideration are two master planning documents: 1) Town of Avon Properties Development Strategies - dated July 26, 2017, and 2) Avon Multimodal Transportation and Parking Plan - dated July 6, 2017. Comments: Becky Zimmerman presented the project on behalf of Design Workshop. Tamra Nottingham-Underwood spoke on behalf of the Town of Avon Historic Preservation Advisory Board. Brian Sipes presented an alternative vision of the historic barn. Gordon Shaw explained the Multimodal Mobility Plan. Public Comments: The following people spoke during the meeting: Ryan at Stone Creek; Tambi Katieb; Shirley Millk; Lynn Feiger of Vail Valley Art Guild; Prentice O’Leary; Tamra Underwood; Phyllis Berry from Stone Creek; Paula O’Leary; Patrick O’Neill; Frank Miller. Action: Commissioner Minervini motioned to Continue the public hearing until August 15, 2017. Commissioner Golembiewski seconded the motion and the motion carried unanimously. VI. Minor Development Plan – Landscaping Modifications – CONTINUED PUBLIC HEARING File: MNR17021 Legal Description: Lot 7 Western Sage Subdivision Applicant: Buz Reynolds Summary: Proposal to modify planted tree location, and retaining wall design (as constructed). Comment: George Ruther spoke as the neighbor to this property. Action: Commissioner Howell motioned to approve the item with the following findings and conditions: Findings 1. The application is eligible for review as a Minor Development Plan as outlined in the August 1, 2017 staff report. 2. Conditional approval is necessary in order to ensure compliance with the applicable design standards. Conditions 1. A revised landscape plan shall be submitted for staff review and approval not later than 2 weeks after today demonstrating additional landscape improvements below the retaining walls. DRAFT 2 2. A minimum of 15 3-4 foot native shrubs, such as snowberry, mountain mahogany, service berry, alpine currant, potentilla, etc., shall be planted in randomly spaced clusters of three to four, below the upper retaining wall. 3. The shrubs shall be provided with drip irrigation to assure their establishment. Commissioner Glaner seconded the motion and the motion carried 5-1. VII. Work Session – Landscape Code Amendments Summary: Final work session to consider Landscape Code Amendments in preparation for August 8 Town Council work session. Action: Staff presented a near-final version of the landscape code and accompanying documents for review. VIII. Approval of Meeting Minutes  July 18, 2017 Regular Meeting Action: Commissioner Minervini motioned to approve the meeting minutes. Commissioner Howell seconded the motion and the motion carried unanimously. IX. Approval of Record of Decisions  REZ17001  SRU10001  MNR17026  MNR17020 and AEC17003 Action: Commissioner Minervini motioned to approve the records of decision as written. Commissioner Howell seconded the motion and the motion carried unanimously. X. Staff Approvals and Updates  MNR17024 – Minor Development Plan for 2805 Shepherd Ridge. Summary: Approval to add additional windows to the exterior of the house.  MNR17027 – Landscape Amendment for 5705 Wildridge Road. Summary: Approval to modify approved landscape to install fewer trees.  MNR17028 – Minor Development Plan for 5730 Wildridge Road. Summary: Approval to change house and modify exterior door to include a window.  MNR17030 Driveway repave at 5177 Long Sun Lane Summary: Approval to modify from pavers to asphalt.  MNR17031 –Tree Removal for Brookside Lofts Summary: Approval to remove 5 non-significant trees.  MNR17032 Deck Addition for 1066 W Wildwood Road Summary: Approval to add a backyard deck. XI. Adjourn – The meeting was adjourned at 9:05 Approved this 15th Day of August, 2017 SIGNED: ___________________________________________ Lindsay Hardy, Chairperson PZC Record of Decision: #MNR17021 Page 1 of 1 PLANNING AND ZONING COMMISSION RECORD OF DECISION DATE OF DECISION: August 1, 2017 FINDINGS APPROVED: August 15, 2017 TYPE OF APPLICATION: Minor Development Plan PROPERTY LOCATION: Lot 7 Western Sage Subdivision FILE NUMBER: #MNR17021 APPLICANT: Buz Reynolds This decision is made in accordance with the Avon Development Code (“Development Code”) §7.16.080: DECISION: Approved with the following findings and conditions: Findings: 1. The application is eligible for review as a Minor Development Plan as outlined in the August 1, 2017 staff report. 2. Conditional approval is necessary in order to ensure compliance with the applicable design standards. Conditions: 1. A revised landscape plan shall be submitted for staff review and approval not later than 2 weeks after today demonstrating additional landscape improvements below the retaining walls. 2. A minimum of fifteen (15) three to four (3-4) foot native shrubs, such as snowberry, mountain mahogany, service berry, alpine currant, potentilla, etc., shall be planted in randomly spaced clusters of three to four (3-4), below the upper retaining wall. 3. The shrubs shall be provided with drip irrigation to assure their establishment. THESE FINDINGS OF FACT AND RECORD OF DECISION ARE HEREBY APPROVED: BY:______________________________________ DATE: ___________________ PZC Chairperson