HomeMy WebLinkAboutAppendix C. Exhibit 8 TIA= input= calculation
DATE:
PROJECT NAME:
PROJECT ADDRESS:
APPLICANT CONTACT
INFORMATION:
NAME, COMPANY,
ADDRESS, PHONE, EMAIL
Minor
Entering Exiting Total Entering Exiting Total
Commercial (sf)7730.0 sf 12.11 5.44 17.55 12.80 19.20 32.00
Free-Market Housing (Units)4 Units 0.78 1.90 2.68 1.84 1.44 3.28
Affordable Housing (Units)1 Units 0.36 0.39 0.75 0.49 0.40 0.89
Lodging (Units)81 Units 11.54 8.71 20.25 13.06 12.05 25.11
Essential Public Facility (sf)0.0 sf 0.00 0.00 0.00 0.00 0.00 0.00
24.79 16.44 39.58 28.18 33.10 52.70
Land Use Trip Rate %Entering %Exiting Trip Rate %Entering %Exiting
Commercial 2.27 0.69 0.31 4.14 0.4 0.6
Free-Market Housing 0.67 0.29 0.71 0.82 0.56 0.44
Affordable Housing 0.75 0.48 0.52 0.89 0.55 0.45
Lodging 0.25 0.57 0.43 0.31 0.52 0.48
Essential Public Facility 0.86 0.62 0.38 1.66 0.4 0.6
Net New
Units/Square Feet of
the Proposed ProjectProposed Land Use
*For mixed-use (at least two of the established land uses) sites, a 4% reduction for AM Peak-Hour and a 14% reduction for PM Peak-Hour is applied to
the trip generation.
Norway Island, LLC
c/o Lowe Enterprises, Suite 230-8
East Cooper Avenue
Aspen, CO 81611
970-544-6900, jdefrancia@loweenterprises.com
Trip Generation
2/1/2020
AM Peak Average PM Peak Average
Trips Generated
AM Peak-Hour PM Peak-Hour
TOTAL NEW TRIPS
ASSUMPTIONS
ASPEN TRIP GENERATION
Is this a major or minor project?
Parcel ID 2735-131-26-001, Block 10 Eames Addition; Parcel ID 2735-131-27, BLOCK 12
Eames Addition; and portions of Government Lot 31
Gorsuch Haus
Instructions:
IMPORTANT: Turn on Macros: In order for code to run correctly the security settings need to be altered. Click "File"
and then click "Excel Options." In the "Trust Center"category, click "Trust Center Settings", and then click the "Macro
Settings"category. Beneath "Macro Settings" select "Enable all Macros."
Sheet 1. Trip Generation: Enter the project's square footage and/or unit counts under Proposed Land Use. The
numbers should reflect the net change in land use between existing and proposed conditions. If a landuse is to be
reduced put a negative number of units or square feet.
Sheet 2. MMLOS: Answer Yes, No, or Not Applicable under each of the Pedestrian, Bike and Transit sections.Points
are only awarded for proposed (not existing) and confirmed aspects of the project.
Sheet 3. TDM: Choose the mitigation measures that are appropriate for your project.
Sheet 4. Summary and Narrative: Review the summary of the project's mitigated trips and provide a narrative which
explains the measures selected for the project. Click on "Generate Narrative" and individually explain each measure
that was chosen and how it enhances the site or mitigates vehicle traffic. Ensure each selected measure make sense
Minor Development -Inside the Roundabout Major Development -Outside the Roundabout
Helpful Hints:
1. Refer to the Transportation Impact Analysis Guidelines for information on the use of this tool.
2. Refer to TIA Frequently Asked Questions for a quick overview.
2. Hover over red corner tags for additional information on individual measures.
3. Proposed TDM or MMLOS measures should be new and/or an improvement of existing conditions. A project will
not receive credit for measures already in place. Proposed TDM or MMLOS measures should also make sense in the
context of project location and future use.
Transportation Impact Analysis
TIA Frequently Asked Questions
Appendix C. Exhibit 8
= input
= calculation
48
Category Sub.Measure Number Question Answer Points
1
Does the project propose a detached sidewalk where an attached
sidewalk currently exists? Does the proposed sidewalk and buffer
meet standard minimum widths?
No 0
2 Is the proposed effective sidewalk width greater than the standard
minimum width?No 0
3 Does the project propose a landscape buffer greater than the
standard minimum width?No 0
0
4
Does the project propose a detached sidewalk on an adjacent
block? Does the proposed sidewalk and buffer meet standard
minimum widths?
Yes 5
5 Is the proposed effective sidewalk width on an adjacent block
greater than the standard minimum width?No 0
6 Is the proposed landscape buffer on an adjacent block greater than
the standard minimum width?No 0
5
7 Are slopes between back of curb and sidewalk equal to or less than
5%?Yes 0
8 Are curbs equal to (or less than) 6 inches?Yes 0
9
Is new large-scale landscaping proposed that improves the
pedestrian experience? Properties within the Core do not have ample
area to provide the level of landscaping required to receive credit in
this category.
No 0
10 Does the project propose an improved crosswalk? This measure must
get City approval before receiving credit. Yes 5
5
11 Are existing driveways removed from the street?Yes 5
12 Is pedestrian and/or vehicle visibility unchanged by new structure or
column?Yes 0
13 Is the grade (where pedestrians cross) on cross-slope of driveway 2%
or less?Yes 0
14
Does the project propose enhanced pedestrian access points from
the ROW? This includes improvements to ADA ramps or creating new
access points which prevent pedestrians from crossing a street.
Yes 5
15 Does the project propose enhanced pedestrian or bicyclist
interaction with vehicles at driveway areas?Yes 5
15
16 Is the project's pedestrian directness factor less than 1.5?Yes 0
17
Does the project propose new improvements which reduce the
pedestrian directness factor to less than 1.2? A site which has an
existing pedestrian directness factor less than 1.2 cannot receive
credit in this category.
Yes 5
18 Is the project proposing an off site improvement that results in a
pedestrian directness factor below 1.2?* Yes 5
19 Are traffic calming features proposed that are part of an approved
plan (speed humps, rapid flash)?*No 0
10
20
Are additional minor improvements proposed which benefit the
pedestrian experience and have been agreed upon with City of
Aspen staff?
yes 3
21
Are additional major improvements proposed which benefit the
pedestrian experience and have been agreed upon with City of
Aspen staff?
Yes 5
8
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Instructions: Answer Yes, No, or Not Applicable to each measure under the Pedestrian, Bike and Transit sections.
Subtotal
Subtotal
Pedestrian Total*
Category Sub.Measure Number Question Answer Points
22 Is a new bicycle path being implemented with City approved design?NA 0
23 Do new bike paths allow access without crossing a street or
driveway?NA 0
24 Is there proposed landscaping, striping, or signage improvements to
an existing bicycle path?NA 0
25 Does the project propose additional minor bicycle improvements
which have been agreed upon with City of Aspen staff?No 0
26 Does the project propose additional major bicycle improvements
which have been agreed upon with City of Aspen staff?No 0
0
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27 Is the project providing bicycle parking?Yes 5
5
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Category Sub.Measure Number Question Answer Points
28 Is seating/bench proposed?No 0
29 Is a trash receptacle proposed?No 0
30 Is transit system information (signage) proposed?No 0
31 Is shelter/shade proposed?No 0
32 Is enhanced pedestrian-scale lighting proposed?No 0
33 Is real-time transit information proposed?No 0
34 Is bicycle parking/storage proposed specifically for bus stop use?No 0
35 Are ADA improvements proposed?No 0
0
36 Is a bus pull-out proposed at an existing stop?NA 0
37 Is relocation of a bus stop to improve transit accessibility or roadway
operations proposed?NA 0
38 Is a new bus stop proposed (with minimum of two basic amenities)?NA 0
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Bicycles Total*
Transit Total*
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Category Measure
Number Sub. Question Answer Strategy VMT
Reductions
Will an onsite ammenities strategy be implemented?Yes
Which onsite ammenities will be implemented?Hotel with Retail Servicing
Will a shared shuttle service strategy be implemented?No
What is the degree of implementation?
What is the company size?
What percentage of customers are eligible?
3 Nonmotorized Zones Will a nonmotorized zones strategy be implemented?No 0.00%
10.00%
Category Measure
Number Sub. Question Answer Strategy VMT
Reductions
Will a network expansion stragtegy be implemented?No
What is the percentage increase of transit network coverage?
What is the existing transit mode share as a % of total daily trips?
Will a service frequency/speed strategy be implemented?No
What is the percentage reduction in headways (increase in frequency)?
What is the existing transit mode share as a % of total daily trips?
What is the level of implementation?
Will a transit access improvement strategy be implemented?Yes
What is the extent of access improvements? Within Project and Connecting Off-site
7 Intercept Lot Will an intercept lot strategy be implemented?No 0.00%
2.00%
Category Measure
Number Sub. Question Answer Strategy VMT
Reductions
Will there be participation in TOP?No
What percentage of employees are eligible?0%
Is a transit fare subsidy strategy implemented?Yes
What percentage of employees are eligible?25%
What is the amount of transit subsidy per passenger (daily equivalent)?25%
Is an employee parking cash-out strategy being implemented?No
What percentage of employees are eligible?
Is a workplace parking pricing strategy implemented?No
What is the daily parking charge?
What percentage of employees are subject to priced parking?
Is a compressed work weeks strategy implemented?No
What percentage of employees are participating?
What is the workweek schedule?
Is an employer sponsered shuttle program implemented?No
What is the employer size?
What percentage of employees are eligible?
Is a carpool matching strategy implemented?No
What percentage of employees are eligble?0%
Is carshare participation being implemented?No
How many employee memberships have been purchased?
What percentage of employees are eligble?
Is participation in the bikeshare program WE-cycle being implemented?No
How many memberships have been purchased?
What percentage of employees/guests are eligble?
Is an end of trip facilities strategy being implemented?Yes
What is the degree of implementation? Low
What is the employer size? Small
Is a self-funded emergency ride home strategy being implemented?No
What percentage of employees are eligible?
Is a carpool/vanpool priority parking strategy being implemented?No
What is the employer size?
What number of parking spots are available for the program?
Is a private employer shuttle strategy being implemented?No
What is the employer size?
What percentage of employees are eligible?
Is a trip reduction marketing/incentive program implemented?No
What percentage of employees/guests are eligible?0%
0.45%
11.80%
12.20%
1. 22% work trips represents a mixed-used site (SF Bay Area Travel Survey). See Assumptions Tab for more detail.
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Participation in TOP
Transit Fare Subsidy
Employee Parking Cash-Out
Workplace Parking Pricing
Compressed Work Weeks
Employer Sponsored Vanpool
Carpool Matching
Carshare Program
Self-funded Emergency Ride Home
Carpool/Vanpool Priority Parking
Private Employer Shuttle
Trip Reduction Marketing/Incentive
Program
End of Trip Facilities
Cross Category Maximum Reduction, Neighborhood and Transit
Global Maximum VMT Reductions
TDM Input Page
0.00%
1.00%
0.00%
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Network Expansion
Service Frequency/Speed
Transit Access Improvement
Maximum Reduction Allowed in Category
1.07%
0.00%
0.00%
0.00%
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0.00%
0.00%
Bikeshare Program
0.00%
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0.00%
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2.00%
0.00%
Maximum Reduction Allowed in Category
Maximum Reduction Allowed in CategoryTr
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Instructions TDM: Choose the mitigation measures that are appropriate for your project. Proposed TDM or
MMLOS measures should be new and/or an improvement of existing conditions. A project will not receive credit
for measures already in place. Proposed TDM or MMLOS measures should also make sense in the context of
project location and future use.
DATE:
PROJECT NAME:
PROJECT ADDRESS:
APPLICANT CONTACT
INFORMATION:
NAME, COMPANY,
ADDRESS, PHONE, EMAIL
Peak Hour Max Trips Generated MMLOS TDM Total Trips Mitigated
PM 52.7 48 6.43 54.43 0.00
Project Description
In the space below provide a description of the proposed project.
The Gorsuch Haus is a mixed-use lodge at the western portal to Aspen Mountain. The project includes an 81-key lodge, four free-market
residential units, one affordable housing unit, a restaurant and bar and underground parking. The proposed commercial net-leasable square
footage totals 7,730 square feet (sf). The lift terminal currently located on site will be replaced at a lower Dean Street location in closer
proximity to the Town Core. The Project will accommodate a ski run, for skiers returning to the lift, and access points to Aspen Mountain for
the neighborhood. Additional site improvements include an enhanced pedestrian cul-de-sac and terraces serving skiers, guests of the lodge,
and the general public. The project has been designed and planned to incorporate the following Multi Modal Level of Service and
Transportation Demand Management strategies to mitigate for the 52.7 additional peak hour trips that will be generated. It is the Applicant's
intent to ensure that multi-modal transportation to the site is accommodated. The Applicant will work with the Transportation Department
and adjacent landowners, including the Aspen Skiing Company, to improve transit access to the lower lift replacement location.
MMLOS
A detached sidewalk is proposed on an adjacent block. Explain below how this improvement ties into the proposed project.
Click on the "Generate Narrative" Button to the right.
Respond to each of the prompts in the space provided.
Each response should cover the following:
1. Explain the selected measure.
2. Call out where the measure is located.
3. Demonstrate how the selected measure is appropriate to enhance the project site
and reduce traffic impacts.
4. Explain the Enforcement and Financing Plan for the selected measure.
5. Explain the scheduling and implementation responsibility of the mitigation measure.
6. Attach any additional information and a site map to the narrative report.
Norway Island, LLC
c/o Lowe Enterprises, Suite 230-8
East Cooper Avenue
Aspen, CO 81611
970-544-6900, jdefrancia@loweenterprises.com
Summary and Narrative:
Narrative:
2/1/2020
Gorsuch Haus
Parcel ID 2735-131-26-001, Block 10 Eames Addition; Parcel ID 2735-131-27, BLOCK 12 Eames Addition; and portions of Government Lot 31
Trip Generation
SUMMARY
Trip Mitigation NET TRIPS TO BE
MITIGATED
Describe the enhanced pedestrian access point(s). This measure is to improve pedestrian access to the site from the ROW. It includes
adding additional access points which prevent pedestrians and bicyclists from crossing a street, improvements to the project's ADA ramps
in the ROW, and improvements to existing access points.
The existing pedestrian approach to the Project Site and Aspen Mountain's western portal, Lift 1A, is an unwelcoming and often dangerous
experience, especially when winter conditions create icy slopes. Approaching the site from the north on the east and west sides of South
Aspen Street, detached and attached sidewalks have recently been completed. This has addressed visibility issues between cars and
pedestrians and improved the previous condition where pedestrians had to navigate within the roadway adjacent to traffic and behind the
angled parking along the eastern side of the street. These improvements, however, do not extend to the proposed terminus at the top of
South Aspen Street. Improvements on an adjacent block are proposed as a part of the Gorsuch Haus project to improve the pedestrian
experience at the terminus of South Aspen Street. Adjacent to the north end of the Gorsuch Haus parcel is the block containing the planned
Lift One Lodge development. Between this block and the Gorsuch Haus is the Hill Street ROW. A detached, ramped sidewalk is proposed in
this ROW to accommodate accessible access from the point the current improvements end – where South Aspen Street meets Hill Street
ROW. The existing grade of South Aspen Street at this point exceeds 15%, making the transition from steep grade to the relatively flat
terminus of the street difficult to accommodate. The Applicant has worked together with Engineering Department to devise a detached,
ramped pedestrian sidewalk solution. This solution eliminates the need for stairs to accommodate the grade transition of this adjacent
property. The 6ft wide ramped sidewalk is detached from the drive lanes of the terminus by 6ft.
Explain the proposed improved crosswalk and how this improvement benefits the pedestian experience and the site as a whole. An
improved crosswalk includes measures such as incorporating a corner bulb out or defining a crosswalk path with colored concrete. Simply
re-striping a crosswalk will not recieve credit. This measure must be pre-approved by City staff.
Two improved pedestrian crossings are planned as part of the Gorsuch Haus improvements to South Aspen Street. The first crossing provides
pedestrian access east to west from Shadow Mountain Condominiums to the Hill Street ROW and skier access point. The proposed crosswalk
will include ADA ramps on either side. This crosswalk will connect to the Hill Street Right-Of-Way improvements that extend the pedestrian
experience to the mountain slope and skiway during the winter season. This east-west pedestrian promenade will be enhanced with benches,
lighting, landscape planters and direct access to snow level.
The second crossing at the terminus of South Aspen Street provides a north-south crossing at the driveway to the Shadow Mountain
Condominiums. The cross slope of this pedestrian crossing achieves 2% while also accommodating the elevation difference between the
terminus of the street and the Shadow Mountain parking area. This crossing is also supported by ADA ramps on either side.
Explain what driveways are removed and how this benefits the pedestrian experience.
Approximately 265 liner feet of driveway is proposed to be removed and replaced with the improved terminus of South Aspen Street – a fully
dimensioned cul-de-sac with a minimum 50ft turning radius. Along most of its length, the current driveway provides access to a lower 4,671
sf dirt surface parking lot and an upper 15,785 sf dirt surface maintenance lot before it connects with the Mountain Access Road. The
driveway also provides access to the Shadow Mountain Condominiums parking lot. There is no organization of access to any of these parking
areas. The proposed terminus effectively organizes vehicular traffic on South Aspen Street for the benefit of the pedestrian experience. This
reorganization reduces the vehicle-pedestrian conflict points from 4 to 2, emphasizing the pedestrian experience at the two remaining points.
The driveway providing access to both the upper and lower dirt parking lots is proposed to be removed. Both dirt surfaced
parking/maintenance lots are also proposed to be removed. The effective 60 ft driveway width, providing access to Shadow Mountain
Condominiums parking lot, is proposed to be reduced to a 24 ft two-way drive lane. This will be accomplished by providing bulb-outs for a
pedestrian crossing across the driveway. Access to the Mountain Access Road is maintained but reoriented to begin from the ASC
plaza/staging area. The plaza/staging area hardscape improvements have been designed to minimize the grade change and improve the
comfort of pedestrians at the top of South Aspen Street. Vehicular traffic accessing the Mountain Access Road will be limited to ASC vehicles
and the road will be gated to prevent public access. During events when the plaza is used to stage oversize vehicles, or during non-
operational hours for the mountain, the plaza area is sized to accommodate the flow of pedestrian traffic.
With the unique location of the site at the edge of the city's grid, there are four existing or proposed points for pedestrian access to be
enhanced from City ROWs: the east and west sidewalks from South Aspen Street, Hill Street ROW, the proposed pedestrian path through Lift
One Park (approved site plan for Lift One Lodge Planned Development), and a Public Access Easement to the north of Mountain Queen
Condominiums that connects to a proposed path from Monarch Street to Gorsuch Haus. Each of these access points, as they interface with
the immediate Right-Of-Way and the project site, will improve pedestrian access to the site.
Improvements to the South Aspen Street sidewalks connecting to the terminus of the street and the Hill Street ROW includes a pedestrian
sidewalk going from east to west that will provide the pedestrian with options to access the site and surroundings. These access points will
efficiently lead pedestrians to the Lift One Corridor skiway or to the hotel amenities, limiting the need for pedestrians or bicyclists to cross
the terminus of South Aspen Street to reach their destination. This east-west neighborhood connection to the proposed skiway is a great
improvement over the current walk through a dirt surfaced parking lot and up a steep, narrow set of stairs to access the current skiway.
The project site will be accessible from, or provide access to, the proposed relocation of Lift 1A at Dean Street through the planned Lift One
Park pedestrian path. In the summer months, this path will connect hikers and bikers to the site through a maintained path. In the winter
months, a groomed skiway will ensure skier return to the new Western Portal of Aspen Mountain. Both the path and the skiway will connect
to the proposed Hill Street Improvements. The Monarch Street connection trail will exist in a similar manner in the summer and winter
months – a maintained path or a crossing of a groomed skiway.
All access points will lead pedestrians to the amenities of the project site. Landscape improvements leading up a stairway from the Right-Of-
Way will take pedestrians through a series of hardscape public terraces and landscaped planter boxes to elevation 8021. At this location,
outdoor dining and seating is available and there is a walk up another short stairway to World Cup Terrace with secondary access to the snow
level. ADA access to these upper landscaped areas will be provided using the elevators in the hotel’s lower lobby. Additional improvements
will include repaving, curb and gutter, and ADA compliant curb cuts. Site improvements have looked to preserve the majority of the trees at
the current terminus of South Aspen Street.
Explain the enhanced pedestrian interaction at driveway areas or alley crossings. There must be an existing deficiency on the proposed
site to select this mesaure. If the project will increase interaction between pedestrians and vehicles at a driveway this should be mitigated
by implementing improvements to that area. New signage, striping, mirrors, and other approved devices are examples to address
pedestrian-vehicle conflicts at driveways.
At the existing terminus South Aspen Street Right-Of-Way, the paved surface of the road extends to provide access to the Shadow Mountain
Condominiums on the west but this surface is discontinued to the east where a leveled gravel lot used for the Aspen Skiing Company is
located. The dirt surfaced Mountain Access Road, used by Aspen Skiing Company, bisects the east and west lots heading South. This existing
condition results in unwelcoming pedestrian experience and deficient interaction where three driveways with varying surface intersect to
access South Aspen Street. This Project proposes an improved cul-de-sac at the South Aspen Street terminus, designed to City of Aspen
Engineering Standards. This cul-de-sac will not only remedy the varied surface conditions of the current terminus of the Street, but it will also
result in safe vehicle circulation and pedestrian crossings. The cul-de-sac will maintain access to Shadow Mountain to the west, accommodate
access to an underground parking garage and service area for the Project, provide a separated drop-off area for guests and visitors, and
redirect Aspen Skiing Company vehicles to a realigned Mountain Access road. The reorganization of the terminus of the street and the
improved cul-de-sac has been designed to enhance pedestrian circulation and provide safe interactions with driveway crossings. A striped
crosswalk is proposed on the northwest corner of the cul-de-sac to encourage pedestrians to cross from the west side of South Aspen Street
to the east and avoid crossing at the driveway accessing Shadow Mountain Condominiums. Pedestrians would then circulate around the cul-
de-sac using the 8 ft sidewalk, separated from the road with a 5 ft buffer. At the intersection of the Mountain Access Road and the Project
service area with the cul-de-sac a mountable curb and the same sidewalk surface materials will be used to emphasize the pedestrian nature
of the space. To mitigate conflicts, pedestrian and vehicle interactions at the service area would be limited to early morning or evening hours
and the Mountain Access Road would primarily be used in summer months for maintenance with some snowcat use outside of Mountain
operating hours in the winter.
Explain offsite improvements which will result in a pedestrian directness factor below 1.2.
Include any additional information that pertains to the MMLOS plan in the space provided below.
The public right-of-way improvements within the South Aspen Street cul-de-sac and publicly accessible pedestrian promenade and terraces
facilitate improved multi-modal access to the Project Site, the Aspen Skiing Company replacement lift terminal at the lower Dean Street
location for the general public, and for the anticipated residents and guests staying within the South Aspen Street Neighborhood. Resolving
the transportation/access challenges to the site is an important element of the proposed project and the Applicant will work with the City of
Aspen Transportation Department as well as neighboring property owners to implement a solution that can benefit all of those who live and
visit this part of town.
TDM
The project proposes onsite amenities. Describe the combination of amenities below. Providing a combination of creative onsite
amenities reduces the need for SOV trips throughout the day. Services within the development that will reduce the need for auto trips
include grocery, restaurant, recreation rental, dry cleaning, child care, bicycle repair stations, etc. A combination of amenities is required.
The project proposes a combination of onsite amenities to mitigate single occupancy vehicle trips for both residents of the affordable
housing, free-market units, hotel guests, skiers and employees. Guests of the hotel will benefit in the wintertime from being only steps away
from the skiway and the western portal to Aspen Mountain. The amenities serving lodge guests and residents include a guest retail shop
which will include healthy snacks and a limited supply of personal care products and a rental shop/ski concierge where guests can take of
both summer and winter equipment rentals (skiing in the winter, bicycling, hiking etc. in other seasons). A ski tuning service and storage will
also be available. A full-service, three meal restaurant and bar will serve both residents, guests and the general public and will accommodate
room service for hotel guests as well as après ski festivities. Provisions for the day can also be purchased at the grab n’ go station within the
lobby so that guests have everything they need from gear to lunch at their fingertips. Other guest amenities include the pool area, fitness
room and spa facilities. Laundry service for guests will be provided. The on-site conference and event spaces will help serve groups with the
convenience of providing everything on-site.
The site in its current state has a pedestrian directness factor of 1.5, assuming an access point at the end of the South Aspen Street
improvements to the current location of Lift 1A. The proposed new improvements reduce the pedestrian directness factor, encouraging
people to walk, bike, and utilize transit options instead of relying on a single-occupancy vehicle.
First and foremost, the proposed off-site improvements result in a drastic reduction in the pedestrian directness factor when viewed
comprehensively in the context of the Town Core. The Applicant has been an engaged stakeholder in the process to replace the existing Lift
1A in a location closer to the Town Core. Currently, the site offers a pedestrian directness factor of 1.52 for those departing from Rubey Park
and accessing Lift 1A a. The impetus for the relocation of Lift 1A began with the Gorsuch Haus PD application. When originally submitted, the
Applicant proposed replacing Lift 1A in its current location seeing no other possible location without the involvement of many other parties.
City Council tabled the Gorsuch Haus Land Use Review process to explore the possibility of collaboration with neighboring landowners to
bring the lift downslope. Gorsuch Haus was the catalyst for the process that resulted in the relocation of Lift 1A at the lower Dean Street
location. This location yields an improved pedestrian directness factor of 1.19 and decreases the walk by approximately 700 ft.
Additionally, the Project proposes new onsite improvements with an extension of the Monarch Street pedestrian easement, currently located
north of the Mountain Queen Condominiums, with a permanent easement connecting to the improved South Aspen Street cul-de-sac. This
improvement will establish a pedestrian connection between these areas of the neighborhood that doesn’t currently exist. Currently,
pedestrians would need to walk north on Monarch Street, head west on Dean Street, then climb south on South Aspen Street to reach the
Project site as there is no improved pedestrian connection across the steep, vegetated slope of Aspen Mountain. This walk time is
approximately 7 minutes and provides a pedestrian directness factor of 4.5. The proposed connection would reduce that walk time to less
than 1 minute and yield a pedestrian directness factor of 1.1.
Explain any additional minor improvements which benefit the pedestrian experience and have been agreed upon with City of Aspen staff.
At the Project Review, the Project included a set of stairs connecting the existing South Aspen Street sidewalk improvements to the
improvements proposed as part of the new terminus to South Aspen Street. These stairs were located the corner where South Aspen Street
meets the Hill Street ROW. Discussions and coordination with CITY Engineering produced a more favorable ramped sidewalk to accommodate
ADA access to the site. The ramps meets ADA requirements and provides access to the proposed terminus of the South Aspen Street and the
Project.
Explain any additional major improvements which benefit the pedestrian experience and have been agreed upon with City of Aspen staff.
The City of Aspen organized a one-year process to determine the location of the replacement for Lift 1A and the alignment of a return skiway.
The lower lift to a terminal site at Dean Street was determined by City Council as the location preferred. The Site Plan proposed by this
Project supports the selected option that brings the lift to Dean Street. However, to accommodate the lower replacement lift terminal and
accommodate the lift corridor and skiway on the Project site, major design programming and architectural design has been reorganized. This
Project has utilized information from a study prepared by an outside consultant to locate the lift centerline, setbacks and the ski way
boundary to ensure the Project will provide for these major improvements that will benefit the public and skier experience.
Scheduling and Implementation Responsibility of Mitigation Measures
Provide an overview of the scheduling and implementation responsibility for the proposed transportation mitigation measures.
Additional Major Pedestrian Improvement
Bicycle Parking
Enforcement and Financing
Provide an overview of the Enforcement and Financing plan for the proposed transportation mitigation measures.
The MMLOS measures within the South Aspen Street Right-Of-Way adjacent to the Gorsuch Haus project that are above and beyond the
improvements that are planned in the neighborhood today, including the roadway improvements to the cul-de-sac, sidewalks, will be paid for
by the Applicant. The lodge and restaurant operator will be responsible for implementing the TDM strategies outlined above including
covering the costs of subsidized bus passes and ensuring access to the "end of trip" facilities such as locker rooms and showers within the
building. To ensure that the initiatives are sustained and implemented for the life of the project, the TDM strategies outlined above will be
incorporated into the operator’s contract including strategies such as ensuring an employee is appointed who will be responsible for
implementing each of the strategies targeted toward guests, employees and residents of the development.
Enhanced Pedestrian Access Point
Enhanced Pedestrian Interaction at Driveway Areas
Pedestrian Directness Factor (See callout number 9 on the MMLOS sheet for an example)
Offsite Pedestrian Directness Factor (See callout number 9 on the MMLOS sheet for an example)
Additional Minor Pedestrian Improvement
Detached Sidewalk on Adjacent Property
Slopes Between Back of Curb and Sidewalk
Crosswalk Improvement(s)
Removed Driveway(s)
2% Slope at Pedestrian Driveway Crossings
The non-residential elements of the mixed-use development will include the hotel/lodge and the restaurant/bar - all employees will have
access to the employee locker room with showers, changing spaces and personal lockers. Protected bike parking will be provided for
employees and residents.
Include any additional information that pertains to the TDM plan in the space provided below.
All of the strategies above were discussed and are believed to be feasible with hotel operations. The strategies selected are believed to be the
most effective and practical strategies to reduce vehicle trips and encourage/support alternative commuting for employees of the proposed
development based on the operator's experience with other resort properties including some within Aspen.
MMLOS Site Plan Requirements
Include the following on a site plan. Clearly call out and label each measure. Attach the site plan to the TIA submittal.
A transit access improvement strategy will be implemented. Provision of safe and comfortable access to transit service is important for
generating and maintaining transit ridership, thus reducing SOV trips. The successful project will improve pedestrian access to a transit
stop via formalization of trails, addition and/or improvement of sidewalk, installation of lighting and/or way finding or other
measures.Explain the proposed transit access improvement strategy below.
The proposed improvements to the South Aspen Street cul-de-sac will provide safe and comfortable pedestrian access for neighboring
properties to transit services located with the replacement lift terminal at Dean Street and Ruby Park. With the replacement of the lift at
Dean Street, skiers in the winter season will be brought closer to both transit service locations through the planned skiway. When the ski area
is not in operation, formalized connections are planned from the Project site through Lift One Park and Willoughby Park to the north. The
proposed permanent easement extending the existing Monarch Street Pedestrian Easement will be connected to this formalized connection
to Dean Street. Signage and wayfinding improvements will be implemented cohesively in the neighborhood, including the Project Site, to
direct people to transit locations and physical enhancements including access to Aspen Mountain, lodge projects, and bicycle
p a r k i n g .
Explain below the transit fare subsidy strategy. The successful project will provide subsidized/discounted daily or monthly public transit
passes for the RFTA valley system. These passes can be partially or wholly subsidized by the project, with additional points being provided
for larger subsidies. Many entities use revenue from parking to offset the cost of such a project.
The lodge operator will be responsible for subsidizing of the cost of punch passes, monthly and season passes for 50 percent of its employees
who utilize RFTA busses to and from work. The subsidy will be a minimum of 25 percent of the price of the transit pass.
Explain the proposed end of trip facilities strategy below. The provision of convenient facilities for pedestrians and cyclists encourages
these types of alternative modes, thus reducing SOV trips. Non-residential projects may provide facilities such as showers, secure bicycle
lockers, personal lockers, changing spaces, etc.
The Applicant agrees to the requirements for monitoring the implementation of the TDM strategies including a survey of employees, owners
and hotel guests annually during the reporting period. The survey will seek to determine the level of use of different TDM strategies and how
many trips have been reduced through the efforts of the developer and operator to incorporate MMLOS and TDM strategies. The survey will
be implemented by the lodge operator and summarized in an annual report submitted to the Transportation Department for the first three
years of operation. Should there be opportunities for improvement identified in the monitoring process, changes will be made to capture
greater participation in alternative commuting and transportation modes.
Monitoring and Reporting
Provide a monitoring and reporting plan. Refer to page 17 in the Transportation Analysis Guidelines for a list of monitoring plan
requirements. Components of a Monitoring and Reporting Plan should include (1) Assessment of compliance with guidelines, (2) Results
and effectiveness of implemented measures, (3) Identification of additional strategies, and (4) Surveys and other supporting data.
All of the MMLOS strategies, as well as the building related TDM strategies, will be completed during the construction phase of the proposed
project. They will be included as a part of the final design submitted for a building permit. The operational and ongoing TDM strategies will be
implemented when the operations agreement is signed and will become the responsibility of operator to implement.
January 15, 2020NORTH0 INT1 INT2 INT3
SCALEVALUEORIGINAL SCALE:
DESIGN WORKSHOP
Landscape Architecture · Land Planning · Urban Design · Tourism Planning
120 East Main Street · Aspen, Colorado 81611 · 970-925-8354 Facsimile 970-920-1387
G o r s u c h H a u s
MMLOS SITE PLAN
A s p e n , C o l o r a d o
MOU
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PROPOSED
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PROPOSED
LIFT ONE
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PROPOSED
GORSUCH
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PROPOSED
EXTENDED
SKI RUN TO
DEAN
STREET
PROPOSED
DEAN ST
LIFT
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PROPOSED
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APPROX. END POINT OF
SAS IMPROVEMENTS
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Detached Sidewalk Improvement on an Adjacent Block
Improved Crosswalk
Approximate Location of Driveway to be Removed or Improved (See inset Graphic)
Enhanced Pedestrian Access Point
Existing Pedestrian and Vehicular Conflict Point
Enhanced Pedestrian and Vehicular Interaction Point
Realigned and Simplified Access to Mountain Access Road
Improved Pedestrian Experience to Lift Access to Dean Street
Extended Ski Run to Dean Street Lift Location
Improved access to Transit Services
Public Stairway Access to/from Mountain
Pedestrian Landscape Improvements
For detailed spot grades, see Appendix B. Sheet C.2.00 Cul-de-sac Plan, Profile
and Grading
SITE PLAN NOTES
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EXISTING VEHICULAR ACCESS AND PEDESTRIAN CONTEXT
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NORTH