HomeMy WebLinkAboutagenda.council.worksession.20100928 MEMORANDUM
TO: Mayor and City Council
FROM: Scott Chism, Project Manager, Parks and Recreation Dept.
THRU: Jeff Woods, Manager of Parks and Recreation
DATE OF MEMO: September 23, 2010
MEETING DATE: September 28, 2010
RE: Iselin Field synthetic turf installation
SUMMARY AND REQUEST OF COUNCIL: At this time we are requesting you to direct
staff to proceed with redevelopment plans to convert the Iselin Field playing surface from the
existing natural turfgrass to synthetic turf.
PREVIOUS COUNCIL ACTION: Authorization to contribute $300,000 to redevelopment of
Aspen High School football field to synthetic turf in 2006.
BACKGROUND: The shortage of athletic playing fields has been documented in a number of
ways and is not a recent challenge in the community. The 1995 Parks Master Plan identifies a
shortage of 4 regulation athletic playing fields. The playing fields that were built up at the
Community Campus were all either upgrades to existing facilities or high quality replacements of
substandard field areas that were lost to public use since 1995, like the AABC Field and Plum
Tree Field. However, two (2) of the field areas built in 2000 -2001 at the Community Campus are
not ideal due to restrictive covenants that curtail a great deal of use during ideal playing times.
A "Sports Field Overview Assessment" was commissioned by staff in 2003 and updated in 2008
to obtain recommendations for an elevated maintenance regime in order to retain a high level of
field quality for all of Aspen's fields. The assessment analyzes all of the factors that contribute
to the impacted nature of Aspen's fields and ultimately makes a recommendation for up to eight
(8) additional playing fields based on 2004 field use levels.
Recreation programs have grown consistently on an annual basis while the available field area
has essentially remained constant for ten (10) years with exception to the high school field
renovation.
DISCUSSION:
The City of Aspen Parks Department staff has analyzed all of the existing playing field areas to
determine feasibility of a retrofit to synthetic turf from natural turfgrass in order to increase
available playing field area. One (1) synthetic turf field can potentially handle the wear of nearly
three (3) natural turf fields under Aspen's growing conditions. A synthetic turf surface does not
Page 1 of 3
have the same constraints as a natural grass surface located at high altitude and as a result can be
programmed for a much higher level of use. When a synthetic turf field is plowed, the field can
be available in early season for spring programs like baseball, lacrosse and soccer, unlike a
natural turfgrass field.
The Aspen High School football field was successfully redeveloped into a synthetic turf surface
in 2006, which has resulted in greater field use capacity. Unfortunately even with the
redevelopment of the high school field, a shortage of available field capacity is still present.
Iselin Field is currently the best option of the existing playing fields to redevelop into a synthetic
turf surface. The existing field area will allow the creation of a full size layout for soccer,
lacrosse and football with synthetic turf surfacing. The Moore playing fields have restrictive
covenants that limit levels of field use. Special event use significantly reduces appropriateness of
synthetic turf on Wagner Park or Rio Grande Park.
At least one (1) additional new synthetic turf field will be necessary in the future to reasonably
meet the needs of the various baseball, softball, lacrosse, soccer, and football programs in the
community. One potential site that staff has evaluated in the past is Marolt. However, there is
significant challenge to that site, including access. Another potential site is the Moore property,
if it ever comes under public ownership or access.
Staff has recently met with representatives of baseball, football and lacrosse clubs and the Aspen
School District, all of whom have expressed support for this proposed change at Iselin Field.
Staff has heard from these representatives that a synthetic turf surface would absolutely allow for
increased programming capacity for various games and practices, although not completely fulfill
the need. Over the last few years the football and lacrosse programs have experienced high
levels of growth. The Aspen Lacrosse program currently has 350 players, making it larger than
youth hockey.
FINANCIALBUDGET IMPACTS:
A November 2010 bond issue using bond funding previously approved by voters in 2001 could
yield sufficient funding to allow construction in 2011 of this proposed Iselin Field synthetic turf
renovation as well as two other projects /acquisitions that we have been discussing with council:
• $1.25 million - Playing Field/Recreational Facility improvements
• $1.0 million — City contribution for Droste open space acquisition
• $754,000 — Galena Plaza reconstruction/parking garage roof replacement
In collaboration with the Finance Department, Parks staff is proposing that City Council approve
the issue of $3.2 million bond this fall.
Maintenance costs associated with the synthetic turf surface as compared to a natural grass
surface will be reduced. The average annual cost that has been spent on maintenance for the
High School football field has been +/- $20,000 for sweeping, litter control and snow removal as
compared to +/- $40,000 for mowing, fertilizer, topdressing, etc on a natural turfgrass field.
Page 2 of 3
ENVIRONMENTAL IMPACTS: A synthetic turf playing field surface on Iselin Field will
result in 2 -3 million gallons of annual water savings. Currently, the industry standard for
warranty coverage of synthetic turf surfacing is eight years, which raises the question, `what
happens after eight years ?' There is evidence that the synthetic turf industry is adapting with
companies buying the materials from older synthetic turf fields and re- utilizing sections of
material in putting greens, driving ranges and batting cages. Machines have also been developed
to lift and separate the sand and rubber pellet infill material for reuse from older fields. The fiber
material used to create the synthetic turf material is made from polypropylene and polyethylene,
which are both recyclable.
A synthetic turf field surface at Iselin Field will definitely reduce the overall maintenance
associated with the field. As a result, resources and travel necessary to complete field
maintenance will be significantly reduced.
RECOMMENDED ACTION: Staff is recommending Council authorization for redevelopment
of the Iselin Field playing surface from the existing natural turfgrass to synthetic turf.
CITY MANAGER COMMENTS:
ATTACHMENTS:
Attachment A: Iselin Synthetic Turf Field Site Plan
Attachment B: Iselin Synthetic Turf Field Reference Images
Page 3 of 3
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MEMORANDUM
TO: Mayor and City Council
FROM: John Krueger, Lynn Rumbaugh — Transportation
RE: We Cycle Bike Sharing Proposal — Follow Up
DATE: September 24, 2010
MEETING DATE: September 28, 2010
SUMMARY AND REQUEST OF CITY COUNCIL
At this work session, WE- cycle, a local organization hoping to launch a bike sharing program
in Aspen, will return to further discuss its plan with Council. Specifically, WE -cycle will
follow up with Council on potential kiosk locations, advertising models and a draft vending
agreement. We -Cycle is also requesting that Council waive the fees associated with their
proposal, including those associated with elimination of parking spaces.
PREVIOUS COUNCIL ACTION
• Some Council members attended a demonstration of bike sharing technology hosted
by WE -cycle on August 12.
• At an August 16 work session, Council supported WE- cycle's concept in general, but
requested further discussion about kiosk locations, advertising and vending
agreements. -
BACKGROUND
Bikes share programs typically involve a number of bicycles made available shared use as
a means of increasing mobility options and reducing traffic congestion and air_pollution.
Early U.S. bike sharing programs, such as Portland Oregon's Yellow Bike program, offered
donated bicycles to the general public on an honor system basis. Today's programs often
feature high tech kiosks, credit card based check out systems and advertising as a funding
mechanism. B- cycle, Denver's new bike share program, is an example of this type of
system.
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B -cycle station located in Denver
WE -cycle proposes an initial deployment of 75 -100 bicycles stationed at 5 -7 kiosks that
would be removed in winter months. Areas of proposed kiosk locations include Rubey Park,
City Hall, Galena Plaza, Clarks Market, and City Market (see Attachment A). WE- cycle's
proposal calls for on -bike advertising to be sold as a means of offsetting program costs (see
Attachment B). The proposed service and its advertising component do not fit within the
realm of a Land Use Development application or within the boundaries Community
Development Department's sign code. As an alternative, a vending agreement can be used to
address the unique nature of WE- Cycle's proposal (see Attachment C).
DISCUSSION
Since the August 16 work session, staff from Transportation, Engineering, Community
Development, Parks and Parking have met with WE -cycle to further discuss kiosk locations,
advertising models and vending agreements.
Kiosk Locations: Since the August 16 work session, WE -Cycle has refined its proposed
Kiosk locations (see Attachment A). The proposal now involves the elimination of some
parking spaces as discussed below. The following locations were selected with the input of
Engineering and Parks staff and offer good visibility, adequate space for the footprint of each
kiosk and good exposure for the kiosks' solar power.
2
1. Post Office /Clark's Market area: This location is on private property.
2. Galena Plaza/Parking Garage: This location creates no impacts to parking spaces.
3. City Hall /Main Street: This location (in front of Dior) would require the elimination
of one parking space which equates to approximately $3000 annually in lost revenue
for the Parking/Transportation budgets.
4. Wheeler Opera House/Pedestrian Mall: This location would require the elimination
(except during winter months) of one official cars parking space that is used mainly
by Parks staff for mall maintenance. Should the space be eliminated, staff
recommends that the taxi parking adjacent to the Popcorn Wagon be changed to
allow official car use during the day. Another option is to move the official cars
space forward, which would require the elimination of a revenue - generating space to
the tune of approximately $3000 in annual lost revenue.
5. City Market area: This location creates no impacts to parking spaces.
6. Rubey Park: This location creates no impacts to parking spaces.
Advertising Concept: WE -Cycle has created an advertising plan that will help generate
revenue to cover program operations. Details are included in your packet as Attachment B.
This type of advertising is not allowed per the existing sign code, but can be controlled
through the attached vending agreement.
Vending Agreement: Attachment C provides a draft vending agreement for Council's
review. Specifically, the vending agreement outlines the responsibilities and costs associated
with WE- Cycle's use of public space for bike share kiosks. Upon Council approval of kiosk
locations and advertising this vending agreement can be completed and returned for approval
at a regular Council meeting.
FINANCIAL IMPACT
We -Cycle is requesting that fees associated with the vending agreement and lost revenue
from parking space use be waived.
• Fees associated with the proposed vending agreement, estimated at $6800 annually.
• Revenue lost from parking space elimination is estimated at $3000 -$6000 annually
depending on which kiosk locations are approved by Council (see Kiosk Locations
above).
3
ENVIRONMENTAL IMPACT
A bike sharing program could reduce traffic congestion and air pollution by providing a short
term mobility option to those who might otherwise use a vehicle to travel in Aspen's core.
The program could also provide connectivity between future bus rapid transit stations and
employer sites.
RECOMMENDED ACTION
Staff is supportive of WE- Cycle's overall plan including locations. Staff would like
direction from Council as to whether or not to waive the associated fees. Should Council
choose to move forward, staff will return with a vending agreement for Council's approval at
a regular meeting.
ATTACHMENTS
Attachment A: Proposed Kiosk Locations
Attachment B: Advertising Concept
Attachment C: Draft Vending Agreement
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Bikes:
Several areas are available for sponsorship on the bikes. A6
Al. Sponsor logos on the left and right side panels
of the front basket (approximately 6 by 6 r' .. A4
inches)
A2. Sponsor logo on the triangular- shaped space
between the handlebars (approximately 5 by 3
inches)
A3. Sponsor logos on the left and right skirt guard
panels (approximately 160 square inches)
A4. Text on the top of the handlebar
(approximately 2 by 8 inches)
A5. Bike system sponsor logo: single title sponsor
for the entire system
A6. System map in the interior of the basket
(approximately 6 by 6 inches)
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KIOSK MAP MODULES
Each kiosk will have a map module. One side will have a system map and the other side will be available to
Kiosk and System Sponsors.
B1. The map -side of the module will acknowledge the Kiosk Sponsor(s) with text less than two inches tall
B2. The other side of the module will also be available to the Kiosk Sponsor.The module will be no more
than 24 inches by 36 inches
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KIOSKS
Each Kiosk Sponsor will have three unique display opportunities on their kiosk. We will strive for one sponsor
per kiosk.
C1. Kiosk Sponsor name in a uniform font. The kiosk naming opportunity would supplement kiosk location
information, such as Galena & Hopkins.
C2. A text line on the front of the kiosk, in a uniform font that states: "This station is proudly sponsored by
XYZ ". No logo or unique branded typeface
C3. Sponsor logo not to exceed 144 square inches in size. No product advertising.
H CftyHafl Aspen Galena & Hopkins
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Colertei Seasonings SW i C
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ATTACHMENT C
DRAFT VENDING AGREEMENT
THIS LICENSE AGREEMENT, entered into this _ day of 2010, by and between the
City of Aspen, a municipal corporation (hereinafter "City ") and WE -cycle Aspen (hereinafter
"Vendor ")
RECITALS
1. ' Vendor represents it is duly licensed under the provisions of Section 14.08.010, et
seq. of the Municipal Code of the City of Aspen to conduct business in the City of Aspen, or it is
exempted from licensing requirements pursuant to Section 14.08.050 of said Code; and
2. Vendor represents it is duly licensed to engage in the business of selling at retail
pursuant to Section 39 -26 -103, C.R.S.
3. Vendor represents that it is aware of its responsibility relating to the collection of
sales taxes on the sales of tangible personal property at retail and the furnishing of services pursuant
to Chapter 23 of the City of Aspen Municipal Code and Article 26 of Title 39 of the Colorado
Revised Statutes.
4. Vendor has requested permission to conduct vending operations at the agreed -upon
locations (see Attachment A — to be determined based on meeting), between May 15 — October 15,
2011. Vending operations will be limited to the terms and conditions of this agreement; and
•imilll 5. Vendor promises to conduct its vending business in such a manner as to minimize
police and administrative costs to the City; and
6. The execution of this license is required under the provisions of Section 15.04.350 of
the Municipal Code of the City of Aspen as a condition precedent to the vending operations
described herein, which operations are specifically limited to the dates set forth herein:
NOW, THEREFORE, the parties mutually agree for and in consideration of the sum of Two
Dollars and Fifty Cents ($2.50) per square foot per month and other good and valuable consideration,
the receipt and sufficiency of which are hereby acknowledged, Grantor and Grantee covenant and
agree as follows:
a. Grant of License. Grantor hereby grants and conveys to Grantee, its successor
and assigns, for the benefit of the general public, a license (the "License ") over and across the
License Area.
b. Use. The License Area may be used by Grantee for the placement, operation and
maintenance of a community bike sharing kiosk for the use of the general public to access and use
bicycles.
c. Term. The term of this License shall be permanent and perpetual; subject, however,
to the right of the Grantee to terminate this agreement by written notice to the Grantor not less than
sixty (60) days prior to the date that Grantee desires to terminate the Agreement.
1
d. Reasonable Care in Placement and Maintenance. Grantee agrees to use
reasonable care in placement and maintenance of kiosks within the License Area and agrees to avoid
damage to the surrounding land and improvements thereto.
e. Kiosk and Bike Advertising Allowance. Grantor hereby grants and conveys to Grantee
permission to advertise on the agreed upon advertising surfaces of both kiosks and bikes as described
in Attachment B (to be determined in meeting). Grantee agrees to advertising standards regarding
content and maintenance as described in Attachment B.
f. Notices. Notices and other communications that may be given, or are required to be
given hereunder, shall be in writing and shall be deemed given by the party when delivered
personally or when deposited in the United States mail with sufficient postage affixed and addressed
to such party at the respective address shown below:
CITY OF ASPEN:
City Manager
City of Aspen
130 S. Galena St.
Aspen, CO 81611
GRANTOR:
I.
City hereby grants Vendor permission to operate a community bike sharing program, under
the provisions of Section 15.04.350 of the Municipal Code of the City of Aspen, and for that purpose
only, to occupy an area know as the WE -cycle kiosks, between the hours of 12:00 am and 12:00 a.m.,
May 15 — October 15, 2011.
II.
Vendor agrees to operate only and to maintain its vending location in a safe and sanitary
condition, with proper concern for the public health and welfare during the term hereof.
III.
Vendor agrees to maintain all current licenses as required by State and local law to operate its
aforesaid vending business.
IV.
Vendor agrees not to operate any vehicles, other than to transport sale items to and from the
vending site, in the operation of the vending business, or to operate or locate outside the area
indicated on attached site plan.
V.
The privilege granted by this License Agreement is without any consideration and is merely
an accommodation to Vendor and is revocable at any time by the City as deemed necessary to protect
the public health, safety and welfare.
VI.
In consideration of the privilege granted by this License Agreement, Vendor shall neither
hold nor attempt to hold the City liable for any injury or damage either proximate or remote,
occurring through or caused by any use of the aforesaid locations, or for any injury or accident
occurring thereon. Further, Vendor does by execution of this agreement agree to indemnify and save
2
harmless the City against any and all claims for damages or personal injuries arising from the
operations of the Vendor hereinabove described whether asserted by Vendor, its agents or
employees, its guests or invitees.
VII.
Vendor agrees to police the licensed premises as provided under this agreement and to keep it
free of all litter and debris and neither to permit or suffer any disorderly conduct or nuisance
whatsoever. Vendor shall remove any and all equipment displays and property of any kind
immediately upon the termination of this license and shall return the premises to a clean and orderly
condition. A failure to remove all displays, equipment or property in a timely fashion shall result in
the disposal of the same by the City at the Vendor's expense and without recourse by Vendor against
City.
VIII.
If legal action is taken by the City to enforce the provisions of this agreement, it shall be
entitled to recover from Vendor its costs, including reasonable attorney's fees.
IX.
The parties agree that no assent, expressed or implied, to any breach of any one or more of
the covenants or agreements contained herein shall be deemed or taken to be a waiver or any
succeeding or other breach.
X.
Vendor represents, warrants and agrees that its operations herein shall be in compliance with
all applicable federal, state, and local laws, ordinances, regulations, pertaining to the activities of
Vendor.
XI.
The privileges granted and conferred by this agreement shall not be transferred or assigned in
while or in part by Vendor.
XII.
It is expressly agreed that this License Agreement shall not operate or be construed to create
a landlord- tenant relationship between the City and Vendor under any circumstances whatsoever.
CITY OF ASPEN, COLORADO
A Municipal Corporation
Kathryn S. Koch
Vendor:
WE -cycle Aspen
3
MEMORANDUM
TO: Mayor and City Council
FROM: John Krueger, Lynn Rumbaugh — Transportation
RE: West End Traffic Recap
DATE: September 24, 2010
MEETING DATE: September 28, 2010
SUMMARY AND REQUEST OF CITY COUNCIL
This memo recaps the West End traffic reduction efforts undertaken in summer 2010 and
outlines additional measures that could be undertaken in 2011. Staff is seeking Council input as
to which, if any, measures should be implemented or continued. Attachment A outlines efforts
made to date as well as additional measures that could be undertaken.
PREVIOUS COUNCIL ACTION
• In 2005 and 2006, a variety of measures were put in place to improve traffic flow and
transit competitiveness as part of the S- Curves Task Force project. These include the
construction of the Main Street bus lane, the installation of closures at Bleeker, Hallam
and the alley in between, and the seasonal closure of North 7 Street from 3 -6pm. This
process included a No Left Turn restriction from Cemetery Lane onto Hwy 82 during
peak morning and afternoon traffic periods (7 -10am and 3 -6pm).
• In April 2010, Council directed staff to implement a variety of measures to reduce
summer traffic through the West End including a No Left Turn from Power Plant Road
experiment.
1
1
BACKGROUND
High traffic volumes combined with a lack of capacity through the S- Curves often result in
congestion and slow moving traffic on Main Street during afternoon peak periods. Some drivers
respond to this congestion by diverting through the West End, via Smuggler Street, to Power
Plant Road, with the following results:
• An average of 242 vehicles per hour traveled on Power Plant Road westbound during the
5pm hour peak hour Monday- Friday for the first twelve days of July of 2009. In 2010, for
the same period, 313 vehicles per hour during the 5pm hour traveled on Power Plant
Road.
• Afternoon traffic patterns in the West End mirror those of Main Street, with traffic
peaking around 5pm and dropping quickly after 6pm.
• Data indicates that 52% of those on Power Plant Road turn left, while 48% turn right,
many likely continuing out of town via McClain Flats.
• Three accidents have been reported on Smuggler Street since 1996.
• Excessive speed on Smuggler Street has not been identified as an issue by the Police
Department.
DISCUSSION
Summer 2010
The most visible measure that was undertaken to reduce traffic in the West End this summer was
the Power Plant Road turning restriction that was put in place from June 28 to July 14 (see
Attachment B). Initially scheduled to last through August 27, this restriction was ceased on July
14 due to its minimal impact on through traffic as well as the dangerous maneuvers (u -turns,
reverse movements, pulling into driveways, conflicts with pedestrians and cyclists, etc) that
drivers were taking to circumvent the restriction. Public comments taken via phone and email
were generally negative, although some comments were received in support of the restriction
from West End residents.
2
2
Even with several police officers and vehicles on site, cones in place, and signs posted for the
turn restriction, some drivers turned left anyway and were contacted by an officer. Other
frustrated drivers proceeded down Cemetery Lane, pulled into various driveways, backed out
across the trail and into traffic heading south on Cemetery Lane. This maneuver caused several
close calls with neighbors, pedestrians using the trail, and bicyclists using the trail. Other drivers
simply turned around on Cemetery Lane while in traffic or used or used Castle Creek Drive to
turn around.
Traffic counts were taken during the baseline period of June 21 to June 27 and again during the
experimental project period of June 28 to July 14. Traffic counts from eight locations were
compared. Temporary counters were used on 7 Street, 8 Street, Smuggler, Power Plant Road,
and Cemetery lane. The permanent counters located on SH 82 and Cemetery lane also supplied
counts (see diagram). The peak days of June 23 and July7 and the 5pm peak hour were used for
comparison of the baseline period and the experimental project period.
The traffic counts on SH 82 showed that the traffic volume stayed relatively the same but, the
traffic counts at most locations in the West End increased during the experiment. This increase in
traffic in the West End could be related to the overall increase in traffic during the holiday
period. Once the s- curves reach capacity, more vehicles tend to divert through the West End.
Vehicles that wanted to turn left from Power Plant Road onto Cemetery Lane often used 8
Street to accomplish the same movement. The increases in traffic on Smuggler, Power Plant
Road and Cemetery Lane (north) during the experiment tends to show that the experiment did
not accomplish one of its goals which was to reduce the amount of traffic in the West End during
the afternoon peak period and focused more traffic through the Cemetery Lane area.
3
3
POWER PLANT ROAD & CEMETERY LANE
PM PEAK TURN RESTRICTION
HOURLY VOLUME
;77,-17 fir, ,® JEr
7th STREET- NORTH 9A 56
7th STREET —SOUTH 39 20
J r.
8th STREET —NORTH 114 122
8t11 STREET^ ?T : 1 .... 2$2
UGE
SMUGGLER —WEST 276 476
POWER PLANT ROAD -EAST 15 53
OttiWE't PtANT- AP -WEST Or
OMEIEF(Y4e,Sitrii . 1 371 y
CEMETERY LANE -SOUTH 135 210
CEMETERY LANE —NORTH 119 105
CEMETERY TH " s . 247
SH 82 - EAST 892 928
SH 82 —WEST 1083 1029
SH 82 —EAST 803 905
SH 82 — WEST 1217 1168
4
4
Travel times from the Hotel Jerome through the West End, Cemetery Lane, McClain Flats, and
Woody Creek at SH 82 ranged from 18 to 23 minutes depending on traffic and weather. Travel
Times on Main Street/SH 82 from the Hotel Jerome to the Woody Creek Turn off on SH 82
ranged from 15 to 21 minutes. RFTA schedules 15 minutes from Ruby Park to the Brush Creek
Park n Ride.
Other consequences from the Power Plant Road turn restriction included:
• Greatly increased traffic on Cemetery Lane causing serious safety concerns and conflicts
between frustrated drivers, vehicles, neighbors, cyclists, and pedestrians.
• Labor intensive enforcement from the Police Department to implement the turn
restriction (57 hours of overtime & 33 hours of regular time)
• Increased traffic turning right from 8 Street onto Main Street which slowed traffic on
Main Street and caused problems and delays for the employees of the Aspen Meadows
and Aspen Institute.
• Increased traffic turning right at 6 Street onto Main Street at the merge point for the
Main Street Bus Lane causing some additional confusion, congestion, and delays for
RFTA buses and vehicles.
In addition to the Power Plant Road restriction, a Stay on Main public information campaign was
undertaken via newspaper, a variable message sign and contractor mailings and stop signs were
added on Smuggler Street. A speed study was also completed to determine whether the speed
limit should be lowered to 20mph City -wise. The results of this study will be presented by the
City Engineer as a separate agenda item at the September 28 work session. As per usual, the
Parking and Police Departments monitored the West End for parking and speed/regulatory
compliance respectively, with an increased presence during large special events. The Parking
Department also provided Driveway Protection kits to West End residents upon request.
Finally, the Parks Department began the process of replacing the temporary bollards at Bleeker
and Hallam with aesthetically pleasing sidewalk treatments.
5
5
•
Additional Options
The following options have been discussed and rejected by staff and Council at previous work
sessions.
• Barriers to through traffic • Diagonal diverter at 5 and Smuggler
• Removable bollards • Permanent Main Street signage
• Speed bumps on Smuggler
Measures that could be undertaken in summer 2011 include:
Seasonal removable speed bumps: West End residents have requested the installation of speed
bumps on Smuggler Street. Staff has not recommended speed bump installation at this location
for a number of reasons including cost, lack of speeding as an identified problem, and lack of
evidence that speed bumps reduce traffic levels. However, at Council's request, staff could
install seasonal removable speed bumps on Smuggler Street and test their impact on speed and
traffic counts next summer at a cost of approximately $13,500 (for one speed bump on each
block for five blocks, 3rd Street -8` Street).
Cemetery Lane turning restriction (ramp metering or no right turn on red): Staff has
restricted left turns from Power Plant Road and left turns from Cemetery Lane in previous
attempts to reduce cut through traffic. However, staff has not attempted to restrict right hand
turns out of Cemetery Lane at any point. Right turns could, with CDOT's permission, be
allowed only on a green light, in effect metering the acceleration lane at Cemetery Lane and
Hwy 82. This concept is further explored in Attachment C. In order to further flesh out this
concept, staff would need to work with an Engineering consultant to prepare the materials
necessary for the CDOT permitting process. The estimated cost of this work is $8000.
Additional TDM Measures: Heavy traffic in the West End is typically a function of heavy
traffic on Main Street. Therefore, reducing overall traffic levels is likely to reduce the number of
drivers who are compelled to divert through the West End neighborhoods. Transportation
Demand Management (TDM) measures have historically been successful in Aspen, especially
the combination of increased transit service with increased parking rates.
6
6
Internally, staff has been focused better utilizing the Brush Creek Park & Ride as a multi -modal
station through increased free transit service, relocation of the Airport Parking Kiosk and the
implementation of a dynamic carpool program. Of any of the measures discussed in this memo,
staff believes that increased traffic reduction efforts have the best potential for reducing West
End traffic.
Marketing of free Brush Creek service: Additional marketing of the free and frequent Brush
Creek service could be undertaken in conjunction with a Stay on Main advertising campaign. To
allow for frequent newspaper advertising, radio presence and other marketing opportunities, staff
would suggest a budget of $6,500.
Additional buses on free Brush Creek service: An additional bus could be added to the Rubey
Park/Brush Creek service during peak summer months at peak traffic times. However, with
service currently free and frequent, staff does not think this is necessary at the outset. Should
increased marketing or other factors, cause the Brush Creek service to become inefficient or
inconvenient for users, this option could be considered. The estimated cost of operating extra
service to /from Brush Creek for a peak summer timeframe during peak commute hours is
approximately $38,000.
Relocation of Parking Kiosk: Relocating the Parking Kiosk to Brush Creek would create a
convenient place for commuters to park and meet carpool groups, receive information about bus
services and potentially form dynamic carpools (see below). The estimated cost of moving the
kiosk including permit fees, purchase of bathroom facilities, landscaping, etc. is $10,000.
Implementation of Dynamic carpooling program: Dynamic carpooling (sometimes known as
casual carpooling) is a relatively new TDM measure that is taking off in several parts of the
country. Dynamic carpooling can be defined as the formation of non - prearranged carpools for
the purpose of using HOV lanes or receiving free parking. These types of programs are typically
operated out of a Park & Ride facility, sometimes facilitated by a government entity and
sometimes handled spontaneously by commuters. Many programs are taking advantage of
emerging technologies such as I -Phone apps to arrange last minute carpools and event to
7
7
exchange credits or funds. Staff believes these types of programs have potential in the Aspen
area due to the availability of the Brush Creek lot, the short trip between Brush Creek and Aspen
and the provision of free parking to carpoolers. A low -tech summer demonstration could take
place in 2011. Staff would hope to budget $10,000 for aggressive marketing and incentivizing.
FINANCIAL IMPACT
Estimated costs for measures that staff recommends considering for summer 2011 are as follows.
None of these items are budgeted for in 2011 departmental budgets.
Seasonal removable speed bumps: $13,500.00
Continued Stay on Main Campaign (portable VMS sign) $12,000.00
Movement of parking kiosk to Brush Creek: $10,000.00
Implementation of dynamic carpooling program at Brush Creek: $10,000.00
Feasibility of Cemetery Lane turning restrictions /metering (engineering work): $8000.00
Increased marketing (Brush Creek and Stay on Main): $6500.00
Total $60,000.00
ENVIRONMENTAL IMPACT
The measures implemented this summer were not aimed at reducing overall traffic, but likely
changed travel patterns for a period of time. The TDM measures discussed in this memo do have
the ability to reduce single- occupant vehicle trips thus reducing air pollution and traffic
congestion.
RECOMMENDED ACTION
Staff recommends that the following measures be continued in the West End:
• Seasonal 7 Street barrier
• Bleeker /Hallam closures
• Parking enforcement and driveway kits
• Speed enforcement
• Summer Stay on Main campaign (including VMS sign)
8
8
Staff recommends that the following measures be discussed further for potential 2011
implementation:
• Implement TDM measures aimed at reducing overall traffic volume including the
relocation of the parking kiosk, the implementation of dynamic carpool program and
increased marketing of free bus service as part of a Stay on Main campaign.
• Install seasonal removable speed bumps for five blocks along Smuggler Street.
• Investigate the feasibility of a Cemetery Lane turn restriction (no right turn on red).
ATTACHMENTS
Attachment A: Matrix of West End Efforts
Attachment B: Power Plant Road Turn Restriction Evaluation
Attachment C: Cemetery Lane No Right Turn on Red Evaluation
9
9
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6
SCHMUESER GORDON MEYER
MEMORANDUM
TO: John Krueger, City of Aspen Transportation
Lynn Rumbaugh, City of Aspen
FROM: Lee Barger, SGM
CC: Nick Senn, SGM
DATE: September 20, 2010
SUBJ: Project # 2007 - 480.004
Power Plant Road/Cemetery Lane Left Turn Restriction
Traffic Count Summary
Traffic counts were collected the week before the left turn restriction was enacted from
Power Plant Road to Cemetery Lane and during the weeks that followed until the project
was stopped on July 14 The primary goal of the PM peak turn restriction was to
discourage outbound traffic from traveling through the west end of town and accessing
SH 82 at Cemetery Lane. These counts show subtle variations between the "before" and
"after" conditions, but in general, the variations in volumes are more a function of the
overall traffic volumes increasing over this same time period ratffzr than a result of the
turn restriction. Furthermore, the experiment created negative impacts to pedestrians,
trail users, and neighboring driveways along Cemetery Lane.
Counts were collected before and during the left turn restriction' to gauge variations in
traffic volumes and to understand if the restriction would create a decrease in traffic
cutting through the west end of Aspen. The attached figures sho *s the 5 PM mid -week
hourly volumes collected in the west end before and during this recent experiment.
Figure 1 highlights the baseline or "before project" traffic volumes and Figure 2
highlights the project traffic volumes, depicting counts collected two weeks after the left
turn restriction began at Cemetery and Power Plant.
The Baseline counts were collected Wednesday June 23 the :week before the turn
restriction was enacted. The Project counts were collected Wednesday July 7, two weeks
after the turn restriction was enacted and during one of the heaviest historical traffic
weeks of the year. During experiments where typical traffic patterns are altered such as
this, commuters often use the first week (or first few days of the week) to modify their
commuter patterns. Typically by the second week of the new condition, behaviors have
adjusted to the new pattern which provides better data for this analysis.
118 W. 6 Street, Suite 200 Schmueser Gordon Meyer, Inc. (970)945 -1004
Glenwood Springs, CO 81601 (970)945 -5948 FAX
1
11
The data shows that peak hour traffic on most roads in the west end increased over this
three week period, while mainline SH 82 volumes remained fairly consistent. Although
peak hour traffic volumes on the mainline remained fairly consistent for the 5 PM peak
hour, daily traffic increased on the mainline by about 1,000 — 1,200 vehicles in each
direction over this three -week period. The increase in overall traffic in the project area is
more likely the reason for the variations shown in the west end. The project was
suspended before the all of the "during" peak hour counts were collected at the
intersections of Cemetery Lane /SH 82 and Cemetery Lane/Power Plant which could have
shown variations in volumes four weeks into the experiment that would have mirrored
the historic rise in SH 82 traffic.
One notable increase in traffic that could be a direct result of the turn restriction is the
southbound volume increase shown on Eighth Street. Signs indicating the turn restriction
were posted on Smuggler allowing motorists to use Eighth Street to access SH 82, which
could account for a large portion of this increase. Instead of accessing SH 82 at
Cemetery Lane, these motorists accessed 51-1 82 about two blocks cast at Eighth Street;
however these motorists continued to use the west end when the outbound volume on
Main Street approaches capacity in the afternoon.
Other impacts that could be directly attributed to this turn restriction include the increase
in U -turn movements made by motorists who would turn north on Cemetery and then U-
turn to get back to SH 82. This created many illegal and unsafe maneuvers that impacted
the trail users along the west side of Cemetery Lane. The residents with driveways
closest to Power Plant Road also experienced the impact of U- turning vehicles on their
properties (in some cases). Aspen Police Department patrolled this intersection during
the experiment and only issued warnings to motorists. On the two days where
observations were logged, the APD recorded 12 — 16 stops over a three hour period;
equating to approximately 4 — 5 violations observed per hour.
SUMMARY:
In summary, this experiment reinforced the concept that Power Plant Road serves as the
only public reliever to SH 82 for commuters particularly during the afternoon peak
period. When conditions on Main Street indicate that traffic leaving Aspen is congested
and "crawling ", i.e. traffic backed up to First Street and eastward, locals and commuters
seek a "faster way" through the bottleneck. "Faster" may be defined by some motorists
as simply moving, although the distance /time traveled may be longer. Since this is the
only additional parallel route out of town, volumes on Power Plant are controlled by the
mainline volumes on SH 82.
The turn restriction at Cemetery Lane did little to contain or eliminate the impact of the
traffic using Smuggler and Power Plant. The experiment simply moved the impact of
this traffic to another location in the system; affecting the west end and residents and trail
users along Cemetery Lane.
118 W. 6 Street, Suite 200 Schmueser Gordon Meyer, Inc. (970)945 -1004
Glenwood Springs, CO 81601 (970)945 -5948 FAX
2
12
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IflflID DURODTC CST[ VCRflnO URY R[STRICCIOD[S
TURD R[STRICTIODS In PLfl(( THIS SUmm[R (0n R[SPCCTO fl LOS GIROS
Monday - Friday Lunes a viernes
from 3:00 - 6:OOpm de 3:00 - 6:OOpm
110 LEVT TURNS flO VIflk fi Lfl IZQUI€kDfl
will be allowed from Power Plant Road sera permitido a partir de Power Plant
onto Cemetery Lane Road hacia el Cemetery Lane
110 RIGHT TURNS DO VIRAR 0 Lfl D€R€CI1fl
will be allowed from North 7th sera permitdio desde North 7th
Street onto Main Street /Hwy 82 Street hacia Main Street /Hwy 82
Power Plant Road (June 28 - August 27) Power Plant Road (28 de junio al 27 de agosto)
Monday - Friday, 3:00pm - 6:OOpm Lunes a viernes, de 3 :OOpm a 6:OOpm
Left turns from Power Plant Road onto Cemetery Los giros hacia la izquierda desde Power Plant Road
Lane will be prohibited. hacia el Cemetery Lane estarbn prohibidos.
Delays, one-way traffic, and closures may also Es posible que hayan atrasos, trafico en una sofa via
occur on Power Plant Road this summer due to o cierres en Power Plant Road debido a trabajos de
construction, construccion este verano.
north ith Street Dorth ith Street (Comenzando el 28 de junio)
Lunes a viernes, de 3:00pm a 6:OOpm
Monday - Friday, 3:OOpm - 6:OOpm Los giros a la derecha desde North 7th Street hacia
Right turns from North 7th Street onto Main Street/ Main Street /Hwy 82 estaran prohibidos.
Hwy 82 will be prohibited.
iQuedese en Main Street, es la manera
Stay on Main for your easiest way out of Aspen! mas facil para salir de Aspen!
Ride RFTA and zip by traffic in Aspen's bus lanes! iViaje con RFTA y evite el trafico en Aspen
Failure to obey these restrictions may result in a utilizando las lineas del autobus!
four -point ticket and a $100 fine. El desacato de estas restricciones puede traerle un tiquete
de 4 puntos y una multa de $100.
Comments or Questions? 410 'Comentarios o re untas?
® Printed on recycled paper. Email: stayonmain @ci.aspen.co.us THE CnYOE ASPEN Al �' Email: stayonmain @ci.aspen.co.us 2E
( cchrn -nk C
6
SCHMUESER ! GORDON MEYER
MEMORANDUM
TO: John Krueger and Lynn Rumbaugh, City of Aspen Transportation
FROM: Lee Barger, SGM
CC: Nick Senn, SGM
DATE: September 22, 2010
SUBJ: Project # 2007 - 480.004
Cemetery Lane Westbound Ramp Metering Concept
The City of Aspen has proposed considering installation of a ramp metering signal for
right turning vehicles from Cemetery Lane to westbound SH 82. The intent of this
measure would be to 1) deter traffic from cutting through the West End on Power Plant
and 2) provide for one fewer merge point to flow of the down valley queue, particularly
in the afternoon peak hours.
History
In the efforts of the S- Curves Task Force in 2004, technical analysis was conducted on
numerous interim options for the Cemetery Lane /SH 82 intersection including a modified
signal, texas -tee intersection, and a roundabout. In 2005, the intersection was a
component of the "S -Curve Improvements" experiment, where several access points to
SH 82 in the west end were closed and left turns were restricted from Cemetery to
eastbound SH 82 during the peak hour. The turn restriction at Cemetery created
additional traffic and longer queues at the Maroon Creek Roundabout, since Left turns
were re- routed to the west. The closures to access points in the S- Curves effectively
removed the interference of several access points pushing traffic onto SH 82 (positive
result for traffic flow), while reinforcing the only parallel route across Castle Creek
through the west end via Smuggler and Power Plant (negative result for those residents).
The closures have been mostly adopted and are in the process of being made permanent,
while the turn restriction at Cemetery failed to gain support due to the impact to
Cemetery Lane residents and longer queues at the Maroon Creek Roundabout resulting
from the restriction.
As a part of this experiment, CDOT required a right turn arrow signal for southbound
right turns. Although the intent of the signal was to provide a signalized protected phase
118 W. 6 Street, Suite 200 Schmueser Gordon Meyer, Inc. (970)945 -1004
Glenwood Springs, CO 81601 (970)945 -5948 FAX
1
27
for Cemetery right turns to coincide with the eastbound Left and southbound green phases,
the placement of the signal on the existing signal pole created confusion for drivers
approaching the signal because it was not set at the appropriate distance from the stop bar
for right turns. The sub - standard existing signal layout and the short acceleration and
deceleration lanes were also cited by CDOT as deficiencies that should be improved with
any permanent improvement to the intersection.
Function and Use of Ramp Meters
Ramp meters are widely used throughout metropolitan freeway systems including on the
Front Range in Denver. In general, these systems include a one -or two -lane on -ramp to a
multi -lane freeway (3 or more lanes), with flow monitors gauging freeway flow /density
and signal systems allowing on -ramp vehicles access as freeway capacity allows. The
purpose of ramp metering is to regulate the entering flow of a ramp so that it does not
negatively affect freeway capacity. This concept breaks up "platoons" of vehicles that
can have a detrimental impact on freeway operations if they are allowed to enter the
mainline flow as they arrive.
Since a conventional ramp metering system typically requires an on -ramp to a multi -lane
highway, the concept for Aspen would be the first of its kind in a two -lane arterial
environment. The concept could be configured in one of two ways: (1) standardize the
on -ramp length and merge area and provide a separate signal for westbound access or (2)
optimize the existing signal system at Cemetery Lane to allow for an overlapping right
turn phase during the eastbound left turn phase from SH82 on to Cemetery Lane. Both
options would require a degree of signal and laneage upgrades at the Cemetery signal to
operate correctly.
Potential Applications on Cemetery Lane
Current deficiencies of the existing Cemetery /SH 82 intersection include signal heads
that do not line up with lanes of traffic and sub - standard acceleration and deceleration
lane (toward the roundabout). The deceleration lane should be approximately 270' long,
the acceleration lane should be approximately 290' long, and the signal heads should be
centered on the lanes of traffic, requiring new mast arms and pole locations. It is likely
that CDOT would require a complete signal rebuild here if any improvements are
constructed at the intersection. Furthermore, if a true ramp metering configuration were
constructed, room for traffic queuing from Cemetery Lane, demand detectors, and
passage detectors will be required as will space for enforcement along the shoulder of the
ramp.
Notably, a modest opportunity presented by this concept includes the potential for
smoother flows on SH 82 in the vicinity of Cemetery Lane, since traffic entering from
Cemetery Lane will be prompted by gaps in SH 82 flow and will have more room to
merge. While on one hand this is a positive, the improvement to access for right turns
may also create more demand for the Power Plant/Cemetery route out of town. This
118 W. 6'" Street, Suite 200 Schmueser Gordon Meyer, Inc. (970)945 -1004
Glenwood Springs, CO 81601 (970)945 -5948 FAX
2
28
could contribute to more traffic using the west end when traffic on Main Street is slowed
to a crawl. So similar to the summer of 2010 Power Plant turn restriction experiment,
this concept moves the congestion to another part of town rather than mitigating or
decreasing the overall impact of idling vehicles.
Other more modest approaches to this concept would be to restrict right turning
movements from Cemetery Lane onto SH 82 with the use of signs or the addition of red
"No Turn" arrows to the signal heads. The likelihood of modifying driver behaviors
would raise with the level of sophistication in the modification, i.e. signal/laneage
reconfiguration would control the movements better than placing a "No Right Turns on
Red" sign on the mast arm. These could be weighed more heavily if costs are a
determining factor for the City.
Potential Next Steps
In similar fashion to other traffic pattern "experiments" conducted in the vicinity of the
SH 82 S- Curves, some or all of the following approaches to this concept could be
pursued to measure the potential of improvements:
1. Provide a trial run period utilizing traffic control or police officers to only
allow right turning movements during Cemetery Lane green time or SH 82
westbound movements (left turns.) Count and analyze the traffic patterns and
behavior.
2. Conduct a driver survey of vehicles approaching the Cemetery Lane traffic
signal during afternoon peaks to determine the make up of users (i.e. quantify
the number of commuters opposed to residents in the system at the peak
times.)
3. Explore with CDOT Region 3 Traffic the retiming or temporary functioning of
the signal to mimic a right turning restriction on Cemetery Lane.
Below is a briefly compiled list of potential consequences stemming from modifications
to the right turning movements onto SH 82 from Cemetery Lane. These outcomes could
be much like previous experimental efforts, modest in nature both in the positive and
negative directions.
POSSIBLE POSITIVE CONSEQUENCES:
• May help lessen the amount of traffic in West End leaving town in the afternoon
(if right turns are more prohibitive.)
• May help traffic flow on Main Street / SH 82 by eliminating some of the traffic
conflicts in accessing SH 82 at the Cemetery Lane intersection.
• May help RFTA buses on Main Street /SH 82 by reducing merging traffic at the
Cemetery Lane Intersection
118 W. 6'h Street, Suite 200 Schmueser Gordon Meyer, Inc. (970)945 -1004
Glenwood Springs, CO 81601 (970)945 -5948 FAX
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29
POSSIBLE NEGATIVE CONSEQUENCES:
• May increase the amount of traffic on West End / Cemetery Lane in the afternoon
if intersection is brought to compliance and right turns metered
• May increase the amount of traffic turning right from 8 Street on to Main Street
• May increase the amount of traffic turning right at 6 Street onto Main Street at
the merge point for cars and buses on Main Street
• Residents living in the West End neighborhoods will have to go back to Main
Street or use 8 Street to get on SH 82 to go west to get to the school, hospital,
ARC, airport, golf course etc. during the restriction.
• Cemetery Lane neighborhood would have their access to SH 82 further impeded
• May hinder RFTA buses on Main Street with more vehicles trying to merge from
side streets into traffic on Main Street through the bus lane.
118 W. 6 Street, Suite 200 Schmueser Gordon Meyer, Inc. (970)945 -1004
Glenwood Springs, CO 81601 (970)945 -5948 FAX
4
30
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MEMORANDUM
TO: Mayor and City Council
FROM: Tricia Aragon, P.E. — Engineering Department
THRU: Scott Miller, Capital Asset Director
Randy Ready, Assistant City Manager
John D. Krueger, Lynn Rumbaugh — Transportation Dept
Richard Pryor and Bill Linn — Police Department
Jerry Nye — Streets Department
Jim True — City Attorney's Office
RE: City Wide Speed Study
DATE: June 13, 2010
MEETING DATE: September 28, 2010
SUMMARY AND REQUEST OF CITY COUNCIL
After an analysis of City wide speeds, Staff is recommending that the City wide speed
limit remain at 25 mph.
PREVIOUS COUNCIL ACTION
During the April 5th work session, Council directed staff to perform a speed study to
investigate the impacts of reducing the city wide speed limit to 20 mph.
BACKGROUND
During the April 5 work session, residents of the West End were concerned about the
amount of traffic diverting through the neighborhood and requested that a number of
measures be put in place to discourage this traffic as well decrease vehicle speed.
At the time Staff recommended to lower the speed limit for the entire City instead of
lowering the speed limit just in the west end. Council directed staff to study the impacts
of implementing a City wide speed limit reduction to 20 mph.
DISCUSSION
A speed warrant study with a focus on known speeding areas, was performed by the
Engineering Department along with the Aspen Police Department. The purpose of a
speed warrant study is to gather actual speed data throughout the City. A speed
monitoring device was placed in several locations throughout the City. The speed
monitoring device used by the City is also known as a `Speed Spy'. The Speed Spy was
1
camouflaged as to not warrant detection by passing motorists. This data was then
analyzed by the Police and Engineering Departments
The results of the study are located in Appendix A. The study showed that on average the
speeds throughout the City are below 20 mph. Additionally the study showed that the
average speeds in the commercial core are below 20 mph, however the following
locations show a 85 percentile above the 20 mph recommendation:
• Gibson @ Park
• Neale @ No Problem Joe Bridge
• Park Circle @ Brown
• Mill Street
• Ute Ave
The American Association of State Highway and Transportation Officals (ASSHTO)
along with the Manual on Uniform Traffic Control Devices (MUTCD) provides much of
the general guidance and policy used to design and maintain most roadways in the United
States. AASHTO and MUTCD has developed policies in order to ensure safe and
uniform roadway design and signing across the country. Staff used AASHTO's policy on
Geometric Design of Highways and Streets 2004 ed and MUTCD (Manual on Uniform
Traffic Control Devices 2009 ed) to evaluate a responsible speed limit.
According to AASHTO:
"Posted speed limits, as a matter of policy, are not the highest speeds that might
be used by drivers. Instead, such limits are usually set to approximate the 85
percentile speed of traffic as determined by measuring the speeds of a sizable
sample of vehicles....Speed zones cannot be made to operate properly if the
posted speed limit is determined arbitrarily. In addition, speed zones should be
determined from traffic engineering studies, should be consistent with prevailing
conditions along the street and with the cross section of the street, and should be
capable of reasonable enforcement." AASHTO — Geometric Design of Highways
and Streets pg 72.
According to MUTCD"
"Guidance:
12 When a speed limit within a speed zone is posted, it should be within 5
mph of the 85 percentile speed of free flowing traffic." pg 58.
As a result, a 20 mph speed limit posting is warranted for streets where the 85 percentile
speed does not exceed 25mph.
2
Speed Limit Posting Warning:
If the 85 percentile speed is in excess of 25 mph and the street is posted 20 mph the
following issues should be considered:
• Police enforcement is diminished, which can play a vital role in controlling the
speed limit. Unrealistic speed limits create a difficult situation for the police and
the community and citations may not be upheld in court.
• studies have shown that establishing a speed limit at less than the 85th percentile
generally results in an increase in accident rates.
• Most motorists drive at a speed road and traffic permits regardless of posted speed
Based on the speed study performed the following options are available for the posted
speed limits within the City:
Option 1
Because the City of Aspen is a home rule city, and Council can set a speed limit
regardless if it is warranted. The City can lower the City wide speed limit to 20 mph with
the following exceptions:
• Main Street (25mph)
• Castle Creek Road (30 mph)
• Maroon Creek Road (30 mph)
• Cemetery Lane (25 mph)
The City's model traffic ordinance would need to be revised to implement this option.
The revised ordinance is included in Appendix B.
Note: Since some streets within the City have 85 percentile speeds greater than 20 mph,
there will be enforcement along with safety concerns on those streets. Refer to speed
limit posting warning above.
Option 2
The City can lower the City wide speed limit to 20 mph however, the locations where the
85 percentile speed exceeds 25 mph the speed limit is posted appropriately. Below is a
list of those locations:
• Main Street
• Castle Creek Road
• Maroon Creek Road
• Cemetery Lane
• Gibson @ Park
• Neale @ No Problem Joe Bridge
• Park Circle @ Brown
• Mill Street
• Ute Ave
3
Note: Once the expectation of 20 mph is established, at those locations where the speed is
kept at 25 mph those neighborhoods will most likely want the speed lowered to 20 mph.
In order to reduce the speeds in these areas to 20 mph, Staff recommends traffic calming
measures to achieve this. Because each location will present varying opportunities for
traffic calming measures, a study will need to be performed in order to identify the
appropriate measures for each location.
Option 3
The City can maintain the City wide speed limit at 25 mph however locations where the
85 percentile is less than 25 mph (such as the west end) the speed is posted at 20 mph.
Note: This option will be confusing to drivers because of the multiple speed limits. As a
result the west end will need to be peppered with speed limit signs.
Option 4
Because most motorists drive at the speed at which road and traffic conditions permit
regardless of posted speed, the City should maintain the City wide speed limit at 25 mph
and not sign those locations where the 85 percentile speed is less than 25 mph.
RECOMMENDED ACTION
According to the speed analysis that was performed, speeding in the west end is not
prevalent. In reality, actual the speed of vehicles in the west end is below 20 mph.
Posting a City wide speed limit of 20 mph can be done with a few exceptions as
mentioned above, however, Staff is not supportive of this option because it could involve
additional enforcement and additional costs associated with traffic calming measures.
Changing the speed limit in the west end would not affect the speed of vehicles since they
are already traveling well below the current speed limit. As a result, Staff recommends
Option 4, this option would not require increase police presence it would also not require
additional signage.
FINANCIAL IMPACT
If the speed limit stays at 25 mph there would not be a financial impact.
ENVIRONMENTAL IMPACT
The above measures are not expected to reduce traffic.
ALTERNATIVES
Council could direct Staff to proceed with any of the four options outlined above.
ATTACHMENTS
Attachment A: Speed Study Summary
Attachment B: Model Traffic Code
4
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ATTACHMENT B
TITLE 24
TRAFFIC AND MOTOR VEHICLES1' 2
Chapter 24.04
GENERAL PROVISIONS
Sec. 24.04.020. Model Traffic Code.
(a) Adoption. Pursuant to Parts 1 and 2 of Article 16 of Title 31 and Part 4 of Article 15
of Title 30, C.R.S., there is hereby adopted by reference Articles I and II, inclusive, of the 2003
edition of the "Model Traffic Code" promulgated and published as such by the Colorado
Department of Transportation, Safety and Traffic Engineering Branch, 4201 East Arkansas
Avenue, EP 700, Denver, Colorado 80222. The subject matter of the Model Traffic Code relates
primarily to comprehensive traffic control regulations for the City. The purpose of the Ordinance
and the Code adopted herein is to provide a system of traffic regulations consistent with state law
and generally conforming to similar regulations throughout the State and nation. Three (3) copies
of the Model Traffic Code adopted herein are now filed in the office of the City Clerk, and may
be inspected during regular business hours.
(b) Deletions. The 2003 edition of the Model Traffic Code is adopted as if set out at
length save and except the following articles and/or sections which are declared to be inapplicable
to this municipality and are therefore expressly deleted:
Please see the Section on additions and modifications immediately following.
(c) Additions or modifications. The said adopted Code is subject to the following
additions or modifications:
(1) Article I.
(D) Model Traffic Code Section 1101(2)(c) is hereby repealed and reenacted to
read as follows:
42 1 102(80), C.R.S."
1.) Twenty (20) miles per hour in any business district unless
otherwise posted
2.) Twenty (20) miles per hour in any residential district unless
otherwise posted.
3.) Any speed not in excess of a speed limit designated by an official
traffic control device.
6
MEMORANDUM
TO: Mayor and City Council
FROM: John Krueger and Lynn Rumbaugh - Transportation
RE: Entrance to Aspen Draft Survey Questions
DATE: September 24, 2010
MEETING DATE: September 28, 2010
SUMMARY AND REQUEST OF CITY COUNCIL
At Council's request, this memo includes draft questions for an Entrance to Aspen survey
that could be randomly distributed amongst Aspen voters. Staff is seeking input on the
attached survey questions as well as direction as to whether to move forward with hiring
a consultant to undertake the survey at an estimated cost of $12,000.
PREVIOUS COUNCIL ACTION
• In 2005 and 2006, a variety of measures were put in place to improve traffic flow
and transit competitiveness as part of the S- Curves Task Force project. These
include the construction of the Main Street bus lane, the installation of closures at
Bleeker, Hallam and the alley in between, and the seasonal closure of North 7
Street from 3 -6pm. This process included a No Left Turn restriction from
Cemetery Lane onto Hwy 82 during peak morning and afternoon traffic periods
(7 -l0am and 3 -6pm).
• In 2007, Council directed staff to undertake a major public education and
consensus building effort. The resulting Voices on the Entrance endeavor
included neighborhood gatherings, a meeting in a box effort, instant voting
meetings, and the creation of an Entrance to Aspen documentary. The split shot,
and reversible lane concepts were a result of this public process.
1
• In 2007, Council and the EOTC backed a ballot measure asking voters to approve
the use of open space for the purpose of creating new bus -only lanes between
Buttermilk and the Roundabout. The lanes were opened in the fall of 2008.
• In 2009, Council directed staff to stage a transportation open house to include
information on the Preferred, Split Shot and Reversible Lane alternatives.
These open houses were held on April 2, 2009.
• At a meeting on July 6, Council expressed interest in undertaking a statistical
survey to gauge Aspen voter opinions on Entrance to Aspen options.
BACKGROUND
One of Council's Top 10 2010 goals states: Implement and evaluate the transportation
initiatives underway (Rubey Park, AABC /Buttermilk and in -town transit) and determine
the next steps regarding he ETA, leading to a November 2010 election that will winnow
the alternatives to those with majority support.
Agreement on an Entrance solution is difficult to find. The most recent ballot measure
that sought public input on an Entrance option (not including the 2007 bus lanes ballot
measure) took place in 2002, when both Aspen and Pitkin County ballots posted the
question:
Which do you prefer?
Aspen Pitkin County
S- Curves: 56% 51%
Modified Direct: 44% 49%
In November of 2007, CDOT and the Federal Highway Administration upheld the
Preferred Alternative from the 1998 Record of Decision in an Environmental
Reevaluation, determining that the option (two lanes plus rail or two bus lanes on a
modified direct alignment across the Marolt/Thomas property, connecting with 7` and
Main) was still valid.
DISCUSSION
Rather than pose an Entrance to Aspen ballot question in November 2010, Council has
indicated a preference for developing and administering a random survey of Aspen
voters.
2
Attachment A consists of a possible 44- question survey based on questions from the 2007
Voices on the Entrance process. Please note that narrative and detailed information on
each alternative (cost, open space /travel time impacts, etc) would be included in a final
survey.
FINANCIAUBUDGET IMPACTS
The cost of undertaking this type of survey is estimated at $12,000. Funding for this
effort does not currently exist in the Transportation budget.
ENVIRONMENTAL IMPACTS
There will be no immediate environmental impacts unless an alternative is selected and
action is taken to implement it.
RECOMMENDED ACTION
Staff recommends that an Entrance to Aspen survey be undertaken in early 2011. This
allows voters to focus on the survey rather than the November 2010 election and the
following holidays. Assuming Council approval and funding, staff would return at a later
date with a final survey for Council's input.
ALTERNATIVES
Council could choose to delay or eliminate the survey as a 2011 goal.
ATTACHMENTS
Attachment A: Draft survey questions
3
ATTACHMENT A
Draft Survey Questions
DEMOGRAPHIC INFORMATION
1. I am:
Under 21
22 -30 In addition to these uest ns, the survey „would
31 -40 tnclude an tntroducLo n, renderings of each
41-50
R4 Ntive and I. Ab5 , � ;r.. ° l f I �4��.
51 -60
Over 61 lI °1$117
space impacts, trave zrt # 3 aet , M . ”
2. I am:
Male
Female
3. I have lived in the Roaring Aspen:
0 -5 years
6 -10 years
11 -20 yearS
21 -30 years
31 -40 years
Over 41 years
4. I live in the following neighborhood/area'(select the nearest):
Burlingame Ranch
Truscott
Cemetery Lane
Castle Creek Road
Maroon Creek Road
West End
Downtown
Hunter Creek/CentenniallSmuggler
Mountain Valley
East End
Other
4
ALTERNATIVES INPUT
PREFERRED ALTERNATIVE WITH BUS LANES
Regarding the Preferred Alternative (2 lanes for cars /2 for buses using the modified direct
alignment across a portion of the Marolt/Thomas Open Space)
5. How well does this solution limit vehicle trips into Aspen in order to create a less
congested town?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
6. How well does this solution provide a way to get more people into Aspen without
having more cars?
5 —alot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
7. How well does this solution preserve the small town scale and character of Aspen
and is it aesthetically pleasing?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
8. How well does this solution minimize impacts on Open Space, recreation and
historic resources?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
5
PREFERRED ALTERNATIVE — WITH LIGHT RAIL
Regarding the Light Rail Preferred Alternative (2 lanes for cars/ and a light rail line in the
modified direct alignment across a portion of the Marolt/Thomas Open Space) .. .
9. How well does this solution limit vehicle trips into Aspen in order to create a less
congested town?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
10. How well does this solution provide a way to get more people into Aspen without
having more cars?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
11. How well does this solution preserve the small town scale and character of Aspen
and is it aesthetically pleasing?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
12. How well does this solution minimize impacts on Open Space, recreation and
historic resources?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
6
UNRESTRICTED 4 -LANE
Regarding the Unrestricted 4 Lane (use the alignment of the Preferred Alternative, but without
bus lanes — unrestricted 4 lanes) .. .
13. How well does this solution limit vehicle trips into Aspen in order to create a less
congested town?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
14. How well does this solution provide a way to get more people into Aspen without
having more cars?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
15. How well does this solution preserve the small town scale and character of Aspen
and is it aesthetically pleasing?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
16. How well does this solution minimize impacts on Open Space, recreation and
historic resources?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
7
4 -LANE WITH BUS/HOV
Regarding the 4 Lane — Bus /HOV alternative (use of the alignment of the Preferred Alternative,
but with 2 lanes unrestricted and 2 lanes for Buses and HOV traffic) .. .
17. How well does this solution limit vehicle trips into Aspen in order to create a less
congested town?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
18. How well does this solution provide a way to get more people into Aspen without
having more cars?
5 — a lot
4 — Some
3 — Neutral •
2 — Not Much
1 — Poorly
0 — I don't care
19. How well does this solution preserve the small town scale and character of Aspen
and is it aesthetically pleasing?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
20. How well does this solution minimize impacts on Open Space, recreation and
historic resources?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
8
SPLIT SHOT
Regarding the Split Shot (2 lanes for cars /2 for HOV/buses with a roundabout or underpass at
Cemetery Lane in an alignment that goes across a portion of the Marolt/Thomas Open Space but
at the "corner ") .
21. How well does this solution limit vehicle trips into Aspen in order to create a less
congested town?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
22. How well does this solution provide a way to get more people into Aspen without
having more cars?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
23. How well does this solution preserve the small town scale and character of Aspen
and is it aesthetically pleasing?
5 —a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
24. How well does this solution minimize impacts on Open Space, recreation and
historic resources?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
9
EXISTING ALIGNMENT with REVERSIBLE LANE
Regarding the option to Stay in the Existing Alignment — widen to 3 lanes (a reversible lane for
cars & buses).
25. How well does this solution limit vehicle trips into Aspen in order to create a less
congested town?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
26. How well does this solution provide a way to get more people into Aspen without
having more cars?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
27. How well does this solution preserve the small town scale and character of Aspen
and is it aesthetically pleasing?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
28. How well does this solution minimize impacts on Open Space, recreation and
historic resources?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
10
EXISTING ALIGNMENT WITH 4 LANES
Regarding the option to Stay in the Existing Alignment — widen to 4 lanes (2 for cars/2 for
buses) ...
29. How well does this solution limit vehicle trips into Aspen in order to create a less
congested town?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
30. How well does this solution provide a way to get more people into Aspen without
having more cars?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
31. How well does this solution preserve the small town scale and character of Aspen
and is it aesthetically pleasing?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
32. How well does this solution minimize impacts on Open Space, recreation and
historic resources?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
11
AERIAL CONNECTION
Regarding the option to Construct an Aerial Connection (Gondola between Buttermilk and
Rubey Park) ...
33. How well does this solution limit vehicle trips into Aspen in order to create a less
congested town?
5 —a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
34. How well does this solution provide a way to get more people into Aspen without
having more cars?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
35. How well does this solution preserve the small town scale and character of Aspen
and is it aesthetically pleasing?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
36. How well does this solution minimize impacts on Open Space, recreation and
historic resources?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
12
NO BUILD
Regarding the option to Build Nothing but rather address traffic congestion with
alternative measures such as increased bus service, etc...
37. How well does this solution limit vehicle trips into Aspen in order to create a less
congested town?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
38. How well does this solution provide a way to get more people into Aspen without
having more cars?
5 —alot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
39. How well does this solution preserve the small town scale and character of Aspen
and is it aesthetically pleasing?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
40. How well does this solution minimize impacts on Open Space, recreation and
historic resources?
5 — a lot
4 — Some
3 — Neutral
2 — Not Much
1 — Poorly
0 — I don't care
13
NEXT STEPS
41. Do you want to:
Move forward with the "Preferred" Alternative
Reopen the EIS and study other options
Maintain the status quo in terms of alignment and lanes
42. Considering ALL of the choices which we've talked about, which of the alternatives do
you like best? (choose only one)
a. The Bus "Preferred" Alternative (2 lanes for cars /2 for buses in a modified direct
alignment across a portion of the Marolt/Thomas Open Space, which could later become
light rail if the community supports it)
b. The Light Rail "Preferred" Alternative (2 lanes for cars and a light rail system in a
modified direct alignment across a portion of the Marolt/Thomas Open Space)
c. Unrestricted 4 Lane (use the alignment of the Preferred Alternative, but without bus lanes
— unrestricted 4 lanes)
d. 4 Lanes — BusIHOV (use the alignment of the Preferred Alternative, but with 2 lanes
unrestricted and 2 lanes for Bus and HOV traffic)
e. The Split Shot (2 lanes for cars /2 for HOV /buses with a roundabout or underpass at
Cemetery Lane in an alignment that goes across a portion of the Marolt/Thomas Open
Space but at the "corner")
I. The Split Shot (2 lanes for cars /2 dedicated bus lanes with a roundabout or underpass at
Cemetery Lane in an alignment that goes across a portion of the Marolt/Thomas Open
Space but at the "comer ")
g. Stay in the Existing Alignment — widen to 3 lanes (a reversible lane for cars & buses)
h. Stay in the Existing Alignment — widen to 4 lanes (2 for cars /2 for buses)
i. Construct an Aerial Connection (gondola between Buttermilk and Rubey Park)
j. Build nothing — address traffic congestion via alternative measures.
43. In addition to your top choice (question #43), which if any alternatives would you also
find acceptable (to be ranked as yes, no, not sure):
a. The Bus "Preferred" Alternative
b. The Light Rail "Preferred" Alternative
c. 4 Lanes — Bus /HOV
d. The Split Shot with 2 lanes for cars/ 2 for HOV /buses
e. The Split Shot with 2 lanes for cars /2 dedicated bus lanes
f. Stay in the Existing Alignment — widen to 3 lanes (a reversible lane for cars & buses)
g. Stay in the Existing Alignment — widen to 4 lanes (2 for cars /2 for buses)
h. Construct an Aerial Connection
i. Build nothing — address traffic congestion via alternative measures.
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