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Home My WebLink Aboutagenda.hpc.19931117h AGENDA ASPEN HISTORIC PRESERVATION COMMITTEE NOVEMBER 17, 1993 REGULAR MEETING SECOND FLOOR MEETING ROOM CITY HALL 5:00 I. Roll Call II. Committee and Staff Comments III. Public Comments IV. OLD BUSINESS A. Parking Meters (discussion on locations and design) V. NEW BUSINESS A. None VI.. Project Monitoring A. Add conceptual date 1 B. Sub-Committee Reports C. Neighborhood Character Guidelines E. Red Brick update ongoing F. Pamphlet on restoration guidelines (Publisher) 6:00 VII. ADJOURN 4 1 -,2 0 HPC PROJECT MONITORING HPC Member Name Proiect/Committee Add Conceptual date to all projects when approved Bill Poss CCLC & PPRG 413 E. Hyman County Courthouse Highway Entrance Design Committee Character Committee-AACP 601 W. Hallam (app. liaison) HP Element-Community Plan Aspen Historic Trust-Board Member 214 W. Bleeker St. Mary's Church 533 E. Main Donnelley Erdman The Meadows (Chair-Sub Comm) 442 W. Bleeker (Pioneer Park) Collins Block/Alley Wheeler-Stallard House 624 E. Hopkins 304 E. Hopkins 234 W. Francis Leslie Holst Holden/Marolt Museum (alt.) In-Town School Sites Committee Aspen Historic Trust-Chairman 824 E. Cooper 210 S. Mill 303 E. .Main Alt 312 S. Galena - MD (Planet Hollywood) Joe Krabacher 801 E. Hyman AHS Ski Museum Aspen Historic Trust-Vice Chairman 612 W. Main 309 E. Hopkins (Lily Reid) 617 W. Main 312 S. Galena - MD (Planet Hollywood) Jake Vickery The Meadows (alternate) In-Town School Sites Committee 205 S. Mill Larry Yaw 716 W. Francis 442 W. Bleeker (Pioneer-alt.) 204 S. Galena (Sportstalker) City Hall 627 W. Main (residential-Jim Kempner) 232 E. Hallam ACES Roger Moyer CCLC Liaison 334 W. Hallam Aspen Historical Society 409 E. Hopkins 303 E. Main 311 W. North Farfalla lights outside 210 Lake Avenue (alternate) Karen Day Rubey Transit Center 334 W. Hallam (alternate) Cottage Infill Program 134 E. Bleeker 435 W. Main Swiss Chalet 311 W. North 304 E. Hopkins 121 S. Galena Martha Madsen 620 W. Hallam (alternate) 100 Park Ave. (alternate) 214 W. Bleeker (alternate) 132 W. Main Linda Smisek 134 E. Bleeker 210 Lake Avenue 305 Mill St. 702 W. Main - Stape - Conceptual Development approved Sept 8, 1993 . 4 MEMORANDUM TO: Historic Preservation Commission Commercial Core and Lodging Commission CC: Mayor and City Council John Worcester, Asst. City Attorney Transportation Implementation Committee THROUGH: Amy Marge n~~ FROM: Randy Ready, Transportation/Parking Director DATE: November 11, 1993 RE: Multi-Space Parking Control Equipment =========================================== SUMMARY: City Council and staff invite your input regarding the multi-space parking control system for onstreet parking spaces within the Commercial Core. The primary issues still outstanding involve aesthetics (i.e., color), signage, and locations. The color and location issues need to be resolved by November 22 so that the equipment order can be finalized. Signage concerns can continue to be addressed over the next several weeks as part of the overall effort to ensure high-quality, attractive visual aspects of all components of the Transportation Implementation Plan. Diane Moore and I attended an HPC meeting in June to discuss the City's proposed Transportation Implementation Plan, in general, and to outline the Commercial Core pay-and- display ("European") parking control system, in particular. Since that time, the City Council has approved the Transportation Plan and has allocated the funds necessary to procure parking control equipment. Invitations to bid were prepared and sent to nine prospective manufacturers. Three responsive bids were received on October 29. An evaluation committee composed of City staff and representatives of HPC, the Transportation Implementation Committee, and the CCLC met on November 3 to review the bids. The committee unanimously selected the ParkMaster III multi- space equipment from Schlumberger Technologies based on the criteria specified in the Invitation to Bid for the following reasons: a. The equipment meets or exceeds all specifications and is within budget. b. The company's references and experience in the industry are extensive. The company has an international reputation for being trustworthy and responsive to customer needs. c. The equipment can be installed without a pedestal (i.e., the ParkMaster can be mounted to existing light posts). d. The equipment housings can be painted any color of the City's choice. -- e. The equipment has the greatest rate structure flexibility and payment method options (including coins, tokens and smart cards, with potential for the addition of bill acceptors as that technology advances). f. The equipment has less visual impact and a smaller profile than its competitors. g. The equipment is easy to operate. The instructions, buttons and diagnostics are easy to understand. Attached to this memorandum you will find excerpts from the Invitation to Bid, information about the Schlumberger product, and a copy of the Transportation Implementation Plan as approved by City Council this summer, to help place the need and intended use of this equipment in context. RECOMMENDATIONS: Staff and the evaluation committee recommend that the pay station housings be painted the same color as the existing light posts in the Commercial Core, and that the equipment be mounted via an unobtrusive bracket system onto the light posts (see attached schematic drawing). The City Electric Department has reviewed the physical and electrical requirements of the equipment and has no objection to such means of installation. Staff has prepared two alternative pay station location scenarios for your consideration. There are several relevant locational factors, including the following: a. Achieving a balance between maximizing motorist convenience and minimizing the number of pay stations that need to be purchased. b. Minimizing visual/historic impact. c. Maintaining consistency in location relative to each blockface, to make the pay stations easy to find for residents and guests alike. d. Encouraging safe pedestrian/vehicular interaction. e. Coordinating with existing utility equipment, short-term parking meters, pedestrian malls, etc. With those factors in mind, staff recommends Alternative A attached. It maximizes coverage with a minimum of pay stations and encourages safe pedestrian crossings at intersections. Alternative B follows a midblock location pattern and would be workable. However, it would require more equipment to cover the same area and it could encourage jaywalking in some instances. We look forward to your input and consideration of these and any other locational alternatives or concerns that may arise. Thank you for your assistance with this matter. PUBLIC NOTICE INVITATION TO BID Sealed bids will be received at the City of Aspen, City Clerk's Office in City Hall, 130 South Galena Street, Aspen, Colorado, 81611 until 2:00 p.m., October 29, 1993, at which time the bids will be publicly opened and read aloud, for the purchase of approximately twenty-eight (28) multi-space parking meters. Complete Bid Packages are available from the City of Aspen, Colorado, or may be viewed at the Aspen Department of Transportation and Parking, 320 East Hyman Avenue. Aspen, Colorado, 81611. Each bid must be accompanied by Bid Security to include a bid bond or certified check made payable to the City of Aspen in the amount of five percent (5%) of the Bid. The Bid Security accompanying the three lowest responsive and responsible bids may be held until the Contract is awarded. The Bid Security accompanying the other proposals shall be returned promptly after the bid prices have been compared and evaluated. The City reserves the right to reject any or all Bids or to accept what is, in its judgement, the Bid which is in the City's best interest. The City further reserves the right, in the best interests of the City, to waive any technical defects or irregularities in any and all Bids submitted. The Bid and Bid Security must be placed in one envelope securely sealed therein and labeled: "Bid for Multi-Space Meters." In addition to price, the criteria set forth in the Instructions to Bidders and the specific criteria listed below may be considered in judging which Bid is in the best interests of the City: o Aesthetic considerations. Meters must be of appropriate appearance, scale and character in order to minimize visual impact on the City's historic commercial core. o User-friendliness and motorist convenience. o Receipt legibility and ease of parking enforcement. o Rate structure flexibility. o Revenue control and audit report capabilities. o Revenue security and ease of collection. o Anticipated maintenance requirements and level of in-house maintenance expertise required. Bids may not be withdrawn for a period of thirty (30) days after the time fixed for closing them. BY ORDER OF THE CITY OF ASPEN, COLORADO Randy L. Ready Director of Transportation and Parking euromtl.bid TECHNICAL SPECIFICATIONS AND BID FORMS FOR APPROXIMATELY TWENTY-EIGHT (28) MULTI-SPACE PARKING METERS THE CITY OF ASPEN, COLORADO DEPARTMENT OF TRANSPORTATION AND PARKING 130 SOUTH GALENA STREET ASPEN, COLORADO 81611 The undersigned bidder, (a sole proprietor/partnership/ corporation organized and existing under and by virtue of the laws of the State of ), having become familiar with the Contract Documents, Invitation to Bid, Instructions to Bidders, Technical Specifications and Bid Forms, Notice of Award, and Contract Agreement, proposes and agrees to furnish all necessary items complete in all respects, for the delivery of APPROXIMATELY TWENTY- EIGHT (28) MULTI-SPACE PARKING METERS, so that the completed units will meet the performance requirements and the specifications outlined herein, to the City of Aspen Department of Transportation and Parking, all in accordance with the Contract Documents, specifications and at the composite price stated, FOB 130 South Galena Street, Aspen, Colorado. We/I have initialed, provided requested information or otherwise indicated our response to each of the individual items in the Technical Specifications listed below and on the subsequent pages of this proposal in accordance with the provisions listed herein and in the Instructions to Bidders, and have executed this proposal in accordance with the instructions outlined in the Instructions to Bidders, and all other applicable provisions of the Bidders' Instructions contained elsewhere in these documents. Any item listed as "standard" in the Manufacturer's published specifications, furnished by the bidder, is assumed to be included in the Bid. Any variations, exceptions or alternates from the specifications must be identified and fully explained in writing, noting cost factors, where applicable. These variations, exceptions or alternates are to include any extended warranty options or equipment options which the bidder may wish to offer, and which may not be listed in the specifications below. Variations, exceptions and alternates will be evaluated solely by City of Aspen staff, and if judged to be equivalent, will be given consideration. City of Aspen staff, acting in the best interests of the City, shall have the responsibility for evaluating variations, exceptions, alternates, parts, features, design, security, etc. Failure to list all such variations, failure to submit requested information, or failure to confirm with signature below will void a prospective bid. 1 MULTI-SPACE PARKING METERS 1.0 General Specifications The City of Aspen requests bid information for procurement and installation of approximately twenty-eight (28) new electronic multi-space parking meters and related supplies. Please state the height, width and depth of a meter in inches and the weight of a unit (without pedestal) in pounds. Please include brochures and manufacturer's specification information for all requested items. The multi-space meters will serve residents, commuters and visitors to the City of Aspen's commercial core. The meters are intended for on-street application, as an integral part of the City's "Transportation Implementation Plan" (Exhibit A). 2.0 Packaging and Shipment Packaging and shipment shall be the responsibility of the manufacturer. Bid shall include freight and be FOB delivered. 3.0 Sample/Demonstration The City may, at its sole discretion, require a sample and/or complete demonstration of a bidder's product. A returnable sample may be required to be delivered to the City of Aspen at the bidder's expense. A demonstration may be required in the City of Aspen, at the bidder's expense, or in a city where a bidder's multi-space meters are in actual street use, in which case the bidder and the City shall bear their respective expenses. 4.0 Warranty Warranty shall cover all workmanship and materials for a minimum of one (1) full year from date of installation. Please include a complete copy of the warranty. 5.0 Delivery and Installation Delivery shall be made to the designated address within sixty (60) calendar days following receipt of a Notice to Proceed. Installation shall be completed by the successful bidder and shall be closely coordinated with the City. Please include a description of the pre-installation and/or installation work to be completed by the City. 6.0 References Please provide the name, title, address and phone number of at least five (5) references which have had a minimum of twenty-five (25) multi-space meters installed and in actual street use for a minimum of one (1) year. References from American or European resort communities in 2 similar geographic locations with on-street applications are especially requested. 7.0 Company Narrative and Experience Briefly state the firm's history and organizational structure. Provide a brief description of the firm's background and experience in manufacturing, installing, servicing and supporting multi- space parking rneters. 8.0 Environment Meters must be weather resistant, with tongue and groove service door designs, and must operate in temperatures from -30 degrees F to 120 degrees F. Meters shall be capable of operating in extreme street conditions (including but not limited to grime, dust, rain, snow and vibrations). 9.0 Underwriters Laboratory Meters must have U.L. listing or equivalent to insure safety and quality. 10.0 Customer Operation a. The multi-space parking meters shall operate with coins, tokens and smart cards. The customer will enter coins, tokens or smart card until the desired amount of time (starting at a programmable minimum and going up to a programmable maximum) is purchased. b. The customer will then push a button to receive a printed receipt within eight (8) seconds. c. The customer will display the receipt on his/her dashboard. 11.0 Rates The rate structure shall be managed by the microprocessor and shall be programmable on-site. The rate structure shall, at a minimum, allow the following: a. Progressive, regressive or fiat rates. b. Different rates according to time of day or day of week. c. No charge on special days. d. Programmable minimum and maximum time periods. e. Specified amounts of time for a given coin/token. Initial rates are anticipated to be $1.00 per hour, with a one-half hour minimum and a two hour maximum. Initial hours of enforcement are anticipated to be 7 am to 6 pm, Monday through Saturday. Sundays and Holidays excepted. 3 12.0 Real-Time Clock The meters shall be equipped with a time of day clock that is accurate to a few seconds per week. The clock shall operate continuously and shall also track the year, month, day, and day- of week. 13.0 Pedestal/Housing Meters shall have the capability of installation with or without a pedestal for flexibility and to minimize impact on the streetscape. Meters shall be able to be securely mounted, without dismantling subassemblies, and shall only be installed or removed from inside the housings. The entire meter mechanism shall be enclosed in a durable, weather resistant housing constructed of corrosion resistant non-brittle metal of such thickness as to resist tampering or abuse. Paint shall be high quality and weather resistant, and shall provide a tough, scratch proof and easily cleaned surface. Bidders should state external housing paint color options. 14.0 Service Door Meter housings and service doors shall be made of minimum 5 gauge high tensile steel. Service doors shall have continuous interlocking mechanisms with internal hinges. Meters must be vandal resistant. 15.0 Display Meter displays shall have back lights and shall be protected by Lexan window, or equivalent. Displays shall be easily readable. 16.0 External Instructions and Buttons Meters shall have user-friendly instructions and durable, programmable selection buttons. Instruction panel shall provide customized visual indications and text. 17.0 Receipt Slot The receipt should be presented at a convenient height, sheltered from wind and precipitation. 18.0 Coin Slot The coin slot shall have means to prevent insertion of foreign objects (i.e., non-metallic objects or magnetic objects of smaller mass than small coins). All coins shall be accepted through a single slot. As each coin is inserted, a microprocessor shall calculate and display the purchased time. The machine will then record the transaction and secure all coins in a locked coin compartment. A return lever/button shall allow the machine to return all coins inserted and cancel the transaction. 4 19.0 Coin Acceptor The coin acceptor shall be electronically operated and shall perform both opto-electronic and magnetic measurement, with self-calibration and self-cleaning design and immediate access to complete coin circuit. Standard coin recognition to include nickels, dimes, quarters, Susan B. Anthony dollars and any special tokens. Standard programming shall include automatic temperature compensation to ensure accurate coin discrimination at varying temperatures. Rejected coins, slugs, and counterfeit coins shall be immediately returned via the coin return outlet. There shall be a prompt means to clear bent coins and counterfeit material which may jam the coin acceptor. 20.0 Coin Compartment Coin compartment shall be made of reinforced steel, protected by shielded partitioning and designed for high security. Blank keys shall not be commercially available. The coin compartment shall only be accessible through the meter door. Bidders should specify the coin compartment capacity in 100% quarters. 21.0 Smart Card Operation The smart cards shall be available in the EProm Series offering a wide range of memory cards of different series from 256 bits to 16 kilobits on a single integrated circuit chip. The cards must be suitable for applications other than parking, requiring a portable data carrier with free access to memorized data. The content of these memory cards must be modifiable and updatable as often as necessary. Custom printing and graphics shall be provided on the smart cards. The bidder must identify the type of smart card available for use, with respective costs in 1,000, 2,000 and 5,000 lot quantities. Samples of smart cards shall be submitted with bid package. 22.0 Receipt Paper and Printer Receipt paper shall be a continuous single roll or stack of direct thermal printed paper. Meters shall utilize thermal printers (no ribbons) with limited moving parts and with immediate access for cleaning paper path. Receipts shall print within eight seconds and shall have a high degree of quality and legibility. Bidders should state the approximate number of customer transactions per roll or stack of receipt paper. Receipts shall be available with custom printing/graphics and shall, at a minimum, contain the following: a. Fee paid. b. Transaction date and time. c. Parking expiration time. d. Machine number and facility code. Bidders should provide samples of printed receipts along with the bid package. 5 23.0 Electrical and Electronic Components The sub-assemblies of the meters shall be modular in construction to provide easy servicing through on-site plug-in replacement of parts. All electronic connection plugs shall be of the best quality. 24.0 Power Supply Power supply shall be 110 volt direct power with a rechargeable battery backup. Battery backup shall be capable of processing up to 300 transactions after loss of direct power. The electrical system shall be protected by suitable grounding apparatus, circuit breakers, filters and fuses in the power supply. Thermostat controlled heater shall be provided. 25.0 Collection Collection shall be done via a portable collection receptacle with computerized cash audit system. An automatic audit report shall print out with each collection. Sealed coin compartments shall allow the coins to drop into a locked collection canister. The collector shall not have access to the coins during the collection process. Portable collection canister shall be capable of holding a minimum of $500. 26.0 Audit Reports The collection report should contain, at a minimum, the following: a. Machine identification. b. Collection date and time. c. Total amount of money in the collection. d. Total number and value of smart card transactions. e. Total number of tickets issued. f. A sequential collection number. g. Transaction by duration information. Audit reports shall be available at any time by pressing an internal button. Bidders should provide samples of audit reports along with the bid package. 27.0 Internal Diagnostics Meters shall have error detection systems to self-test and to visibly display error detection indication from display window. Diagnostic checks shall be facilitated on-site. Diagnostic error codes shall be readily apparent to on-site maintenance staff. 6 28.0 Options Bidders should provide additional information regarding other options that may be available, including information about the availability and operation of bill acceptors. 7 Total cost for each multi-space meter as outlined above ($ Total cost for each pedestal (if not included above) C$ Total cost for freight charges (FOB Aspen, if not included above) C$ Total cost for installation and on-site personnel training (if not included above) ($ Total cost for collection receptacle and any other necessary collection supplies C$ CosU1000 Smart Cards ($ Cost/5000 Smart Cards ($ Suggested inventory and cost of spare modular parts ($ Recommended token supply source(s) Recommended on-site maintenance tools Other cost information: 8 WE FULLY MEET ALL SPECIFICATIONS, AND SO CERTIFY. Company: By: Date: Title: WE DO NOT FULLY MEET ALL SPECIFICATIONS, AND EACH OF OUR EXCEPTIONS AND/OR ALTERNATES IS INDIVIDUALLY IDENTIFIED BY ITEM NUMBER AND FULLY EXPLAINED IN WRITTEN DETAIL BELOW OUR SIGNATURE. Company: By: I)ate: Title: EXCEPTIONS/ALTERNATES (Identified by Technical Specification item number. Additional pages may be attached if necessary.) euromet2.bid 9 Parking & Transit Systems 825-B Greenbrier Circle Chesapeake, VA 23320 Telephone: (800) 523-2114 FAX: (804) 523-2173 October 29, 1993 The City of Aspen Department of Transportation and Parking 130 South Galena Street Aspen, CO 81611 Dear Sir/Madame: Schlumberger is pleased to submit a response to your Invitation to Bid for the procurement and installation of approximately twenty-eight (28) new electronic multi-space parking meters and related supplies and fully meet all specifications. Schlumberger Technologies, Inc. is a U.S. corporation incorporated under the laws of the State of Delaware. Our parent company, Schlumberger Ltd., is an international company with corporate offices in New York City, Paris and Tokyo. We are listed on the New York Stock Exchange as SCHLMBR. Attached is the Parking and Transit Systems Division organizational chart. With over 20 years experience in the field of controlled parking, Schlumberger is the world leader in on-street parking systems. Over 50,000 Schlumberger machines are installed in 2000 towns and cities spread over more than 26 countries, controlling nearly one million parking spaces. Schlumberger entered the United States market in 1986 and has furnished over 500 multi-space parking systems in over 70 cities and municipalities. The Schlumberger ParkMaster is the only multi-space system with the capability of an installation without a pedestal. We have offered an alternative to the standard pedestal installation as the enclosed diagram will illustrate. The ParkMaster will be mounted to the existing light posts. In addition, the ParkMaster offers a variety of colors which will minimize the visual impact on the City's commercial core. The ParkMaster III provides six coats of primer and finish coats on the housing which has a long lasting hot dipped galvanized process before the primer and finish coats are applied - other manufacturers are corrosion prone because of their omission of this process. - The ParkMaster III exceeds the specification minimum indicated in the addendum dated October 15, 1993. The ParkMaster employs nine gauge high strength steel in both pedestal and housing. When combined with the contoured elam shell design and internal hinging/latching arrangement, our housing's resistance to vandalism is at least 75 % greater than any other unit presently in production. The customized coin compartment has the capacity to hold $800.00 in quarters before a collection is needed. The ParkMaster is the only multi-space system that offers the smart card option. The custom artwork on the smart card will be furnished by the City of Aspen as well as the value on the card. Schlumberger will offer an upgrade from a standard ParkMaster to a ParkMaster that accepts dollar bills. The upgrade would involve a cantilevered construction where the bill accepting module is coupled to the coin/card module. The bill accepting module would have to be mounted on the Schlumberger standard pedestal. This option will be available in the first quarter of 1994. Schlumberger will provide the necessary custom hardware requirements to install the machines onto the light post or a pedestal mount, make all proper wiring connections, thoroughly check each operation function and provide on-site training. It is understood the City of Aspen will have the site prepared with power to the ParkMasters. Schlumberger guarantees for a period of one year from the date of shipment to repair or replace any part or assembly determined to be defective in material or workmanship under normal use and service, upon return of such component or assemblies to the Schlumberger factory. During the guarantee period, any module found defective and requiring replacement will be subject to Schlumberger's guaranteed 24-hour delivery service of the replacement module. All modules are shipped via Federal Express with guaranteed 24-hour delivery. This guarantee is in effect Monday - Friday; products ordered on Friday will be guaranteed shipment on Monday. Upon expiration of the one-year guarantee, replacement or repair of the modules will continue to be made at the replacement or repair cost in effect at that time. The Schlumberger guaranteed 24-hour delivery will apply. Thank you for the opportunity to bid on your current and future needs. Sincer~y, -Palf r Lesner Vice President and General Manager Total cost for each multi-space meter as outlined above Ten thousand dollars and no cents/ParkMaster ($ 10,000 h Total cost for each pedestal (if not included above) Included ($ included. Total cost for freight charges (FOB Aspen, if not included above) Included ($ included). Total cost for installation and on-site personnel training (if not included above) Six hundred dollars and no cents/ParkMaster ($ 600 h Total cost for collection receptacle and any other necessary collection supplies - Included ($ include@Â· Cost/1000 Smart Cards TWo thousand three hundred and twenty-five dollars ($ 2,325 ). Cost/2000 Smart Cards Four thousand and ninety-two dollars and no cents ($ 4,092 ). Cost/5000 Smart Cards Nine thousand three hundred dollars and no cents ($ 9,300 ). Suggested inventory and cost of spare modular parts Mainboard, printer, smart card reader. coin sensor ($ 2,800 ). TWo thousand eight hundred dollars and no cents Recommended token supply source(s) Van Brooke 606-237-7100 Roger William Mint 800-225-2734 Recommended on-site maintenance tools None required. Other cost information: 8 WE FULLY MEET ALL SPECIFICATION* &ND SO CERTIFY. Schlunberger Technologies ~~I Company: Parking & Transit By: .,IAME Paul N. Lesner Systems Division Vj. Date: October 29, 1993 Title: Vice President and General Manager WE DO NOT FULLY MEET ALL SPECIFICATIONS, AND EACH OF OUR EXCEPTIONS AND/OR ALTERNATES IS INDIVIDUALLY IDENTIFIED BY ITEM NUMBER AND FULLY EXPLAINED IN WRITTEN DETAIL BELOW OUR SIGNATURE. Company: By: Date: Title: EXCEPTIONS/ALTERNATES (Identified by Technical Specification item number. Additional pages may be attached if necessary.) euromet,2.bid 9 ... CLIENT REFERENCES City of Paris - 8000 PMIII with smart card Mr. Monestier Chief, Division of Payment Station 15, Bd Carnot - 75012 Paris Telephone: 43 46 98 30 City of Antwerpen - 381 PMIII with smart card Mr. Vendenbremt Parking Operator Telephone: 32 32 33 94 23 Fax: 32 32 33 95 53 New York City - 180 PMIII and PMIV with card reader Mr. Mike Pipitone 58-50 57th Road Maspeth, New York 11378 Telephone: 718-894-5924 City of Charleroi - 80 PMIII with smart card Mr. Fichefet ACB Services Avenue General Michel, lA MOO Chareroi Telephone: 32 71 31 05 06 Fax: 32 71 31 05 04 Montgomery County - 44 PMIV with card reader Mr. Lenny Horan Division of Parking 8110 Fenton Street Silver Springs, Maryland 20910 Telephone: 301-565-7696 ParkMaster 111 PAY AND DISPLAY Multi-Space Parking Control Prepayment System ParkMaster Ill "pay and display" is an electronic revenue collection system designed to control numerous spaces in a prepaid facility. Parkmaster offers flexibility of I K payment methods - coin, bill, prepaid card, credit/debit card or smart card. Featuring the highest level of vandal and weather resistance in the industry, ParkMaster is the solution to your parking needs! Switch to multi-space operations! ParkMaster Puts You In Control ! PARKMASTER SPECIFICATIONS Dimensions Housing: 26 1/2 in. x 16 3/4 in. x 11 3/8 in. Total height 75 inches Weight Housing and modules: 150 pounds pedestal: 50 pounds Material 9 gauge high tensile pressed steel. Strongest housing in the industry. Minimum thickness of .150 inches Surface Treatment Housing: cataphoresis. Polyurethane paint (6 coats). Anti- UV varnish. Pedestal: Hot dip galvanized painted and varnished Environment Specs Weather resistant. Tongue and groove service door design. Operates - 30oF to + 140oF UL Listed #El 24261 Commitment to safety and quality Pedestal / Housing Inter-lock attachment. Access to four safety bolts without dismantling subassemblies. Machine can be installed with or without pedestal for convenience and flexibility if desired. For security, housing cannot be removed from pedestal without special key Service Door 9 gauge high tensile pressed steel, continuous interlocking mechanism; internal hinges. Extremely vandal resistant Display Alphanumeric: 2*16 character dot matrix display 3/8 in. LCD digital display 5/8 in. Both protected by Lexan window. Back light capability (optional) 7*3-13':3* *.; 5.fM External Keypad 12 numeric keys made of glass fiber charged Noryl. Keypad L traditional phone keypad layout for user friendliness Internal Keypad 14 programming keys for maintenance, diagnostic checks, on site rate changes, etc. Selection Buttons 1, 2 or 3 programmable functions, plus cancel Receipt Slot The receipt is presented ergonomically, sheltered from rain and wind Coin Slot Baffle plate prevents insertion of foreign objects. Protection activated by solenoid Selector Opto-electronic and magnetic measurement. 14 coin selection. Self calibration, and self jam clearing design. Immediate access to complete coin circuit. Standard coin recognization includes nickels, dimes, quarters SBA and any special tokens Coin Escrow 26 coins stored in escrow with cancellation possible during operation Coin Compartment Reinforced steel, capacity 100 cubic inches. Protected by shielded partitioning and baffle plates. High security 15 tumbler lock. Blank keys not commercially available Instruction Panel Customized visual indications and text. Computer aid creation. Instructions completely protected with built in Lexan panel Ticket Roll 4500 tickets on continuous single roll. Direct thermal printed paper. Reduces paper jam Printer Thermal printer. Immediate cleaning of paper path. NQ ribbons to change. Limited moving parts r: *6 Receipt Width 1 11/16 in. Variable length. Standard ticket printed in 4 seconds. Moisture resistant. Power Supply 110 voltsdirect power with 12V battery backup. Battery back up, for standard system (coin/card), can handle up to 300 transactions after loss of direct power Collection Patented security collection system. Portable, collection receptacle with computerized cash audit system. Automatic ticket printout with each collection. Each collection report consecutively numbered Coin Collection Canister High security: collection personnel have no access to revenue. When full (capacity) can withstand drop test. Approximately 50 Ib full cannister dropped 5 feet without losing coinage Internal Diagnostics Error detection system will self test every minute with error detection visible from display window. Green light: warning indication. Red light: needs service ParkMaster 111 Equipment easily converts from pay and display operation to key pad (pay by space number) operation utilizing standard housing and modules.Field upgradable ParkMaster IV System Configuration Allows for up to 14 units to be networked to a maximum of 3000 feet References Manufacturer to supply list of equipment installed in at least 5 similar applications Schlumberger Technologies -3'. K, â‚¬44 112 512Â¢~Â·Â¢8,;*22**j:Kkll,_59Â£Â£1Mi:EEZ~~ - OPTIONS Phone Alert Ability to vocalize voice messages remotely. Field upgradable Card Reader Magnetic stripe. Instant fitting. Decrementing magnetic card reader which can be used in conjunction with or in lieu of coins. The card reader should have the capability to re-charge cards. Field upgradable Bill Acceptor Accepts $1, $5, $10 and $20 dollar bills. Secure bill stacker. Audit trail produced when stacker is pulled. Capacity of 800 bills and protected by a double locking system . <4.*a NOU-04-'93 THU 17:54 ID:SCHLUMBERGER PARKING TEL NO:8045232173 #537 P01 Parking & Transit Systems 825-B Greenbrier Circle Chesapeake. VA 23320 Telephone (800) 523-2114 FAX: (804) 523-2173 laY W â„¢ VEAR EPIATION T- i #08 03: 20PM ---1:511;@m!IN!1111~~M"liim--mm=-1**,1.~.~2â€¢~ PT!% 01,25-tur 27 DISPLAY ON 1.OUR DASHBOARD /C> 01 r, .74-2 274 NO, 10 , . 1 . 1. ....1 1 , . r.-11. . : /47:4?:11.0, /27 .6 -1 46 -h -1- 6 {lh ' I. 1/J 3 121-" + :$44**,pl CLLI:29 4t~ . 9, - Ir , :.k#.0.â€¢,ir i Wvt{ 3~'& / ... . . ./.*. - 4.--I ... ..... -. -1.-.....'. ..,-.'... 4 .. .......... : :. f ,1 1., :,1 1 6.1,46;,3 ' .' 4.i.2 :.Â·JivitÂ·, tgir,4, ...4 1 Â·23 ~ 9- f,rET-1 GP,HE#-2- . I .... ..41 '' . 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Prepared by the AACP Transportation Implementation Committee Molly Campbell, Chairperson Jon Busch Bob Daniel Pat Fallin Brent Gardner-Smith Shellie Harper George Hart Roger Hunt Bill Lipsey Howie Mallory George Newman Mary Ryerson Chuck Torinus Bob Wade John Walla With Staff Assistance by Diane Moore, City Planning Director Randy Ready, Parking/Transportation Director Dan Blankenship, RFTA Director Bud Eylar, County Engineer Lee Cassin, Environmental Health Officer Jack Reid, Streets Director With Technical Assistance by Leigh, Scott & Cleary, Inc. Debbie DuBord, Planning Office Manager Illustrations: Mark Henthorn, Cottle, Graybeal, Yaw Architects Joede Schoeberlein, Harry Teague Architects TABLE OF CONTENTS TITLE . PAGE SUMMARY OF GOALS: FUTURE TRANSPORTATION CONDITIONS WITH IMPLEMENTATION OF THIS PLAN .............. 2 PARKING ELEMENTS ... ........................... 3 1)Parking Control System .... ................... 3 2) Residential Parking Permit Program .................. 4 3) All-Day Parking Pass in Specific Spaces Within the Residential Parking Control Areas ........................ 5 4) Preferential High Occupancy Vehicle On-Street Parking ...... 5 5) Onstreet Lodge Parking ......................... 5 6) Annual Business Vehicle Parking Stickers .............. 6 7) Increase in Loading and Service Vehicle Spaces ........... 6 8) Other Non-residential Uses in the Residential Parking Control Area 6 9) East End Parking Facility ........................ 6 MARKETING AND PUBLIC INFORMATION FOR THE TRANSPORTATION PROGRAM ........ ............. 7 1) Parking Information Centers ....................... 7 TRANSIT SERVICE RECOMMENDATIONS . . ............... 7 1) Expansion in Downvalley/Snowmass Service ............. 7 2) Park-and-Ride Facilities ......................... 8 3) The Upvalley Transit Corridor: High-Frequency Free Transit Service on Highway 82 between Aspen and the Upvalley Park-and-Ride Lots 8 4) Return to and Expansion of Full Year-Round City Transit Service ................................. 9 5) Cross-Town Shuttle ............................ 9 6) Dial-A-Ride/Cab Coupon Program ................... 9 HIGHWAY 82 EASTBOUND/WESTBOUND HIGH OCCUPANCY VEHICLE LANES ............................. 10 PEDESTRIAN AND BICYCLE FACILITIES 10 1) Improved Galena Pedestrian Corridor 10 2) Improved Bicycle Connections ..................... 11 3) Improved Sidewalks Between Commercial Core and Residential Areas ..............................Â·Â·Â·Â· 11 I I TABLE OF CONTENTS TITLE PAGE APPENDIX 1: ASPEN AREA COMMUNITY PLAN - TRANSPORTATION RECOMMENDATIONS ......... 12 APPENDIX 2: SUMMARY OF PUBLIC MEETINGS ON ASPEN TRANSPORTATION IMPLEMENTATION PLAN; MARCH-APRIL, 1993 .................... 16 APPENDIX 3: EXISTING TRANSPORTATION CONDITIONS . . . . . 19 F ASPEN AREA COA{MUNITY PLAN Transportation Implementation Plan June, 1993 Through the Aspen Area Community Plan process, a broad spectrum of the Aspen community has voiced a consensus that the City's transportation system is increasingly at odds with their vision of the area (see Appendix 1). Again and again, the goal has been cited of moving from an auto-dominated transportation system to a balanced system limiting auto use while increasing mobility via transit, carpooling, pedestrian, and bicycle modes. This plan recognizes that there are diverse needs and conditions that must be accommodated. There is not just one user, one season, nor one solution. The steps presented below are designed to attain both transportation and environmental goals, while maintaining the economic vitality and personal mobility that allows the community to function. In addition, the design of our transportation system should be attractive and appropriately sophisticated. If our system sets the standard for all its visual aspects such as signage, graphics, lighting, structures, logos, then it will become a source of pride to the valley and attract more users. To accomplish this, guidelines need to be developed which enhance the visual character. This Plan is the result of hundreds of hours of effort committed by a broad-based citizen's committee for more than nine months. It incorporates many of the comments suggested by the public at the November, 1992 Transportation Forum. The first draft of the plan was completed in February 1993. )uring the following months, City staff, council members and Transportation Implementation Committee members attended more than twenty special meetings to provide information and to listen to the concerns and suggestions of the public regarding the Plan. Dozens of individual meetings and phone conversations also took place during that time period. This revised draft responds directly to the concerns raised during the public comment period--especially the concerns regarding the originally-proposed parking control methodology (see Appendix 2). A number of key findings drove the development of this Plan. First of all, the Plan is designed to be equitable: all elements of the community (residents and commuters, visitors and employees) are required under this Plan to make accommodations and changes in mobility patterns enabling the area as a whole to limit personal automobile use. Secondly, this Plan is based upon the conclusion that proactive steps are needed to reduce the attractiveness of the personal automobile: "carrot" approaches such as improved transit service will not by themselves induce the substantial reductions in traffic and congestion that is the goal of the Commumty Plan. In addition, the Plan is designed to be implementable, as revenues generated by the Plan will cover a substantial portion of the Plan operating costs. Implementing the elements of this Plan will require the City to utilize a number of funding sources beyond the City of Aspen. The Plan is also designed to be flexible; adjustments can be made to the Plan if specific issues are identified (after Plan implementation) and need to be corrected. To successfully implement this plan, it will be critical that the alternatives be put into place before the auto restriction elements (such as paid parking) are implemented. This Plan is based upon a long history of transportation analyses conducted for Aspen and the Roaring Fork Valley (see Appendix 3), including the Aspen Transit/Transportation Development Program (1986), Aspen Area Comprehensive Plan: nansporration Element (1987), the Highway 82 Busway Plan (1988), the Roaring Fork Railroad Plan 0991), the Drqft Stale Highway 82 East of Basalt to Aspen Environmental Impact Statement (1989), the Aspen Bicycle/Pedestrian Plan (1991), and the Snowmays o Aspen D-ansponation Study (1992). In addition, a number of data collection efforts were conducted in the fall of 1992 to obtain necessary up-to-date information, including an inventory of onstreet parking, off-street parking, and parking use in neighborhoods adjacent to the commercial core. 1 1 SUMMARY OF GOALS: FUTURE TRANSPORTATION CONDITIONS WITH IMPLEMENTATION OF THIS PLAN As a whole, the Transportation Element developed through the Community Plan process will significantly improve the liveability of Aspen and the Roaring Fork Valley. Key findings of the implementation analyses indicate the following: â€¢ Overall demand for parking spaces generated by the Commercial Core are projected to drop by 800 vehicles during peak periods, which is equal to 30 percent of existing demand. Most importantly, almost all of this drop in demand (750 vehicles) will be in long-term parking such as employees; short-term parking demand will dtop by only 50 vehicles. â€¢ Parking availability will be increased dramatically. While onstreet parking in the commercial core is currently 95 percent full during peak periods, future peak onstreet parking utilization under the Parking Control Program will be 70 percent. At this overalllevel, onstreet spaces should be available on even the most popular block. As a result, the unnecessary traffic congestion and driver frustration caused by the search for available parking will be diminished. â€¢ With reduced pressure for general public parking spaces, existing spaces can be used for increased handicapped spaces, additional truck loading spaces, and conversion to pedestrian improvements. â€¢ A key benefit of this plan is the improved availability of parking for visitors and shoppers. This plan will not reduce the attractiveness of Aspen for shoppers. Experience in similar resort communities indicates the attractiveness of more convenient parking resulting from this plan will more than offset any disincentive of pay parking. â€¢ Another important benefit will be the reduction of parking impacts on the residential areas near the commercial core. Commercial-core parkers in the nearby residential areas are expected to roughly total 200, a reduction of 500 vehicles (or 71 percent) from current peak winter levels. To successfully implement this plan, it will be critical that the alternatives be put into place before the auto restriction elements (such as paid parking) are implemented. This will allow auto users the time needed to make the adjustments in work, childcare and shopping schedules necessary to accommodate the loss of the instant mobility the private car provides. In addition, the participation and effectiveness of the Plan needs to be continually monitored and evaluated so that adjustments can be made to the Plan. The benefits of this Transportation Plan will extend far beyond the City limits. The reduction of traffic along Highway 82 will substantially improve the quality of life in Basalt, El Jebel, Carbondale and throughout the highway corridor by improving air quality and reducing congestion. Rather than simply an Aspen plan, this Transportation Plan is a key part in an integrated solution to transportation problems valley-wide. This proposal promises to benefit all segments of the visitor and residential population. The transit service improvements will be provided to year-round residents, both in Aspen and the Downvalley communities, as well as for visitors. While funds are not yet available for the Highway 82 expansion project, and proposals for the Downvalley commuter train and the Aspen - Snowmass tram have to date foundered upon their high capital requirements, the Community Plan transportation elements yield a timely and achievable means of realinng the community's transportation goals. Finally, a benefit of this plan is that it will not preclude additional future transportation improvements. As paid parldng programs remain the single most effective generator of transit ridership, moreover, the institution of this plan would be a very strong spur for the development of future alternative transit capital improvements. Page 2 01 L--1 N ASPEN Sl \' 1 b , tt bc Â· tri 4 tt *k k O % 2 k k J L ca -a 2 0 11111111!11 S MONARCH ST-' ,=Imâ€¢11111â€¢111:illitiumitui k..ummwumu.uu.uut=Hout ~ N.MON. 6 t.3 -31 i S V f U, ST ~ ~ e rs MILj ST - t:3 t=J =1- k .-3 - ' 1 i /1 - 1 E -u. % r-' s' bALE#*-ST S GALE NA ST 1 ..~~) 0 - c-3 tt O 0 -0 % 5% b -3 r It:10 K /1 E . 1-m(YLEAST S HUNTER Sa E k h k 3 53 0 111111:milm,111111111!Himmm.mi S SPRING ST =m'111111111111111111111111111111111111111111111111111111111!111111Â¤11111111i ~0~ 9PR i Aro 1,3 - t, O i LD\4 k k -O N 0 f k b. 0 f MAL_St_ hl t-,3 -3 (11 11 2 11 1 f W: In111111111111111111,11111111mlm mmlimill,lim,Imilm,mill,IllummlmmmI Ullill Ullittluilullittlilliullulluu!111111111111 1111111111111uuiuuumimiwilitioilimmi Aspe n Corel ~mmmIlitiniiniiinimmn!11 * Madoo) 1 miT PARKING ELEMENTS The Commercial Core parking area is bounded by Main (inclusive), Monarch (inclusiVe), Durant (in- elusive), and Spring (exclusive). A total of 872 public parking spaces are available in the current unstriped configuration (including six handicapped spaces) within this area. During the winter peak period (early afternoon), approximately 95 percent of these spaces are occupied. In addition, there are 340 spaces in the Rio Grande Parking Facility, and 350 private spaces, for a total of 1,515 parking spaces in the commercial core as a whole. Drivers destined for the core area also park in onstreet spaces in the fringe commercial area (150 vehicles) ~ private spaces in the fringe area (260 spaces), and onstreet in nearby residential areas (700 vehicles). 1) Parking Control Svstem Based upon a thorough evaluation of parking control system alternatives for the commercial core (see map on the following page), the preferred alternative incorporates multi-space pay-and-display parking ticket vending machines along with an optional in-vehicle parking meter system. A maximum time limit of three hours is recommended for the commercial core, with a minimum parking fee equivalent to $1.00 per hour. The initial hours Of enforcement would be from 7:00 a.m. to 6:00 p.m., Monday through Saturday. Vehicles with valid handicap license plates would be exempt. The Pay-and-Display ("European") system requires someone parking on-street within the commercial core to walk to the nearest ticket vending machine and insert payment (coin, bill or prepaid card). The machine prints a ticket indicating transaction time and date, expiration time, and amount paid. The parking patron then returns to the vehicle to display the ticket on the dashboard. In order to accommodate motorcycles or convertibles, the license plate number of the vehicle would need to be written on the ticket before it was displayed. One major advantage of this system is the flexible rate structure. Flat rates can be programmed to vary by time of day or day of week. Rates can be set in increments so that parking patrons can select the time they require and pay the corresponding fee. This feature can be utilized to help encourage turnover. Parking beyond the three hour limit would not be able to be purchased in a single transaction. To further discourage "meter-feeding," the license plate numbers of suspected abusers can be recorded and citations with escalating fine amounts can be issued. The in-vehicle parking meter option would complement the pay-and-display system by providing a convenient alternative primarily to local residents. This option would require a commercial core parking patron to purchase or borrow an in-vehicle meter, and then to purchase a smart card embedded with a set amount of currency value (e.g., $40). The user then inserts the smart card into the in-vehicle meter and hangs the device from the rear-view mirror. The meter debits units from the smart card automatically and the user pays only for the parking time used. The same parking rate structure and time limits would apply for the in-vehicle meters as for the pay-and-display system. Enforcement of this tandem parking control program would be accomplished by parking control officers walking along the curb checking for missing or expired receipts or for expired in-vehicle parking meters. Revenue control and system management would be facilitated by automated audit reports, recording traffic patterns and revenues on a daily basis for each vending machine. 1 Thue figures arc based upon an extensive mrvey of parking accumulation and turnover conducted in 1986, on- and off-street parking upply counu conducted in 1992, parking accumulation surveys conductd in residential neighborhoods in ]992, an analysis of parking needs based upon commercial core land ulcs, and City of Agen records of parking activity in the Rio Grande Parking Facility. Page 3 ,pproximately 24 pay-and-display vending machines would be required if the in-vehicle parking meter ption is also available. The pay stations could be strategically located at northeast and southwest corners of each block so that each pay station could service 30-35 spaces and parking patrons would need to walk at most a half a block. The in-vehicle parking meters and smart cards would be available at City Hall or another convenient location. The visual impact of this parking control system would be minimized by the small number of pay stations required and by the avoidance of on-street striping. Signage needs will be approximately the same for this system as for the existing 90-minute timed parking system. An additional advantage is that on- street unstriped spaces require less space per vehicle than striped spaces. A block-by-block analysis of available curb space indicates that striping would result in the loss of roughly 175 spaces. Both the pay-and-display vending machines and the in-vehicle meters are proven technologies that have been in use on-street primarily in Europe throughout the last decade. Implementing the system as proposed would not only maximize ease of use and convenience for parking patrons while maintaining the commercial vitality of the core, but it would also provide an essential travel demand management tool as part of the overall Transportation Plan to reduce the impact of traffic and parking congestion on our community. 2) Residential Parkine Permit Program If the disincentive- of the paid parking program is to be achieved, and if the attractiveness of Aspen's residential areas near the commercial core is to be maintained, it is crucial that a parking control program be instituted in residential neighborhoods. Surveys indicate that up to 700 vehicles are already parked in residential areas by drivers destined for the commercial core. If commuters and visitors can continue to drive alone into Aspen and simply park a block or two farther from their destination, this spillover problem would multiply, and the desired traffic reductions will not materialize. A goal of this transportation plan, moreover, is to effect reductions in residential parking impacts. A permit-based parking control system is therefore recommended for the residential/lodging areas surrounding the commercial core with portions of the street reserved for only residential on-street parking. In light of driver's willingness to park in residential areas and walk to the commercial core,2 all residential areas south of the Roaring Fork River within a six-block walking distance of the commercial core should be included initially in the parking control program. The boundaries should be expanded as needed. Ultimately, three residential districts should be established -- West, South and East - with distinct residential permits for each. By prohibiting residential permits for one district to be used in another, residential permit-holders will be discouraged from driving between residential districts. The districts should be comprised of the following areas: â€¢ West District -- Area bounded by Monarch between Hallam and Durant (exclusive), Durant (inclusive), Aspen Mountain, Fourth Street, Hallam Street, Second Street, Francis Street, the bluff south of the Post Office, and Monarch between Bleeker and Hallam. â€¢ South District -- Area bounded by Durant between Aspen Mountain and Dean Street (exclusive), Dean Street (inclusive) and Aspen Mountain. â€¢ East District -- Area bounded by Spring Street (exclusive), the Roaring Fork River, Aspen Mountain, and Durant between the ski base area and Spring Street (exclusive). 2 As evidenced by the effects genenicd by the imposition of pay parking in other communities. Page 4 Each district should identify a representative to work with the Parking Department during the stablishment and implementation of the residential parking control program. Residential permits should be distributed by the City Transportation/Parking Department to current residents providing proof (voter registration, property tax bill, lease, etcetera) of residency within the specific district. A nominal fee should be required to cover the administrative costs of the program. Residents' visitors staying over 90 minutes can purchase a Day Parking Pass (discussed below), or park off-street. In addition, it is recommended that the residential parking program hours of enforcement coincide with the commercial core parking control program (7:00 A.M. to 6:00 P.M.). *Evening visitors to the residential areas are therefore not subject to the parking control program. 3) AU-DaÂ¥ Parting Pass in Specific Spaces Within the Residential Parking Control Areas Inevitably, some drivers will want to par15 for more than the three hour time period allowed in the commercial core parking zone (without having the three vehicle occupants necessary for a HOV parking permit). For the overall parking plan to be successful, it is necessary to provide these persons with an opportunity to park, but at a relatively high cost. An all day parking pass valid in the Residential Parking Control Areas should be made available for any driver willing to pay a fee between $3.00 and $6.00. These passes should be displayed through the windshield, and should be color-coded for easy enforcement. This strategy is included in the Transportation Plan as an interim measure until additional off-street public parking (e.g. underground parking structure) can be developed in the commercial core and other transportation alternatives are implemented. 4) Preferential High Occupancv Vehicle On-Street Parking Providing incentives for carpooling is an important element in reducing auto travel. Given the parking controls recommended, the provision of convenient, free parking for vehicles with three or more occupants would be a very strong incentive. In light of existing vehicle occupancy figures' and commuting patterns, 250 HOV spaces should be provided. HOV free parking should be designated along the following streets or in spaces designated for day pass use in residential parking control areas: â€¢ Monarch Street between Bleeker Street and Durant Avenue; â€¢ Spring Street between Durant Avenue and Main Street; â€¢ Rio Grande Place between Mill Street and Main Street; and â€¢ Bleeker Street between Monarch Street and Mill Street. Some spaces along these streets should also be available for residential parking permits and lodging parking permits. Daily, free HOV parking permits should be made available at the parking kiosks at the Park-and-ride lots (discussed below), the Rio Grande Parking Facility, and other identified locations. 5) Onstreet Lodge Partine It is necessary to accommodate the legitimate parking needs of the many lodging properties located in the residential parking control area. An appropriate number of parking permits should be provided to lodging properties at a minimal cost. Lodging properties desiring onstreet parking permits for their guests should be required to submit a simple application detailing their need for parking and the availability of -offstreet parking, paying a nominal fee for each annual permit. Only parking permits adequate to meet each property's onstreet parking needs should be provided. Parking permits should be part of a flexible ' Forinstance,a mirvey ofvehickoccupancyconductedduring the 1991-92*ki scalonindicatedthat approximately 175 private vehicles with threeor mon occupants were entering Alpen on the Cutle Creek Bridge during the AM commute period. Page 5 1/ 11 4# A opJ 73 4 - Uk- \AL *- -<--- lp.-9 *4 1 -* -bwn 3 1% 0 1 i-. OL- ~ n K /0 >h --0... . . <L-.c- 3 - 3JWÂ»0 #22 2.-4 96/Ly fRL * 4 -7014Â·Â·.lu la~ A I % 4 /8 -Eli 3, 'IRÂ·9 8 mARWIUMIL w AWL . -92410 . di~ 9 , --1 '5~ I \Â¥ /...F : C J F ==Ar-Aft MJ = . ' 1 - I nmEili . I -- Il./.-- -- - Illustration: Cooper Street Entrance into Proposed East End Parking Facility /--h - 62 04Â« 6 6 - - ----- --Â» roun-4 -1 -t--1 67 4 - 44Â¢U 7%3~13 *3.4Â£'..i, a 5 hi -i- 24-r,#14/41*54/216':6..li/2/2//irfi;'trivf-2TZ16Rf -~filli~4~~- p-931 7 4 7 L .1 -'' , : 'll[314i* \Â¢Rt[22 t~ - F r m- ~~5-~*~~~qi-,=~ ~-.~y:** ~~ -ue '~37(2142 -@Euv i-I-. . i Nik 6Â£34@6 . . =-~/4-. I F.f - 4 Illustration: A Potential Redevelopment Scenario f',r the Area Above the Proposed East End Parking Facility ' 1 and enforceable system that meets the needs of both the Parking Department and the lodging properties. 6) Annual Business Vehicle Parkine Stickers For some of the business establishments in the commercial core, the easy accessibility of a vehicle is necessary to their operations. To avoid placing an onerous burden upon businesses that require a vehicle for deliveries, an annual business parking sticker should be made available at a reduced fee to allow business delivery vehicles to park in residential areas and in the municipal parking garages. Businesses would be required to justify a sticker for business delivery use (other than simply commuting) and adhere to strict qualifications. Businesses would also be required to use the designated loading zones in the commercial core for deliveries. In order to meet the goals of the parking plan, a fee shall be established that discourages frivolous use of the business sticker. 7) Increase in Loading and Service Vehicle Spaces The lack of adequate loading/unloading and service vehicle spaces in specific areas of the commercial core creates an operational problem for business, as well as creating congestion caused by double- parking. Truck loading zones have already been designated in strategic locations throughout the core to expedite deliveries by truck. Additional service vehicle spaces are currently being evaluated by the Commercial Core and Lodging Commission, in conjunction with the Aspen Police and Transportation Departments. In response to the need for additional shoM-term (15 minute) loading zone spaces for shoppers and merchants, the City is moving forward with the initial installation of 28 electronic duplex meters. Two metered spaces will be located near the southwest corners of each blockface in the commercial core, with four additional metered spaces located along Durant Ave. The number and location of the short-term spaces will remain flexible and responsive to the changing needs for quick-turnover parking. The spaces will be easy to find and consistently located relative to each blockface. The initial spaces also will be located primarily in angle parking spaces along north-south streets to discourage constant circulation around blocks in search of a space and to facilitate enforcement. 8) Other Non-residential Uses in the Residential Parking Control Area It is recognized that there are a number of non-residential land uses in the residential parking control areas, such as churches, schools, and restaurants. The legitimate parking needs of these land uses need to be addressed on a case-by-case basis. 9) East End Parking FacilitÂ¥ Though this plan will substantially reduce parking demand in the commercial core, the provision of additional offstreet parking in the area is needed to address remaining long-term parking demand. There is interest in development of a joint facility that will serve City Market and the redevelopment of the city block bounded by Cooper, Spring, Hyman and Original (KrauUBell Mountain udge). Several illustrations that depicts the potential redevelopment of this parcel is found on the following page. This is the most appropriate location for additional public offstreet parking, as it is convenient to many employment sites as well as the ski base area. The municipal portion of the proposed underground parking facility should provide a moderate amount of public spaces. Rather than "attracting" additional auto trips into the core, these spaces should be managed to replace residential-area onstreet spaces used in the Day Parking Pass program. This facility would also serve as a summer intercept lot for traffic entering the city from Independence Pass. The Transportation Implementation Committee strongly recommends that the City move forward to begin construction on this joint public-private project within the next two (2) years. Page 6 lâ€¢ I 1 MARKETING AND PUBLIC INFORMATION FOR THE. TRANSPORTATION PROGRAM A key element in instituting a successful transportation control program will be to conduct an aggres- sive marketing program. Marketing efforts should include cable TV spots, development of a press kit, and the development and distribution of brochures customized for the following groups: Residents-of the Residential Parking Control area; All other residents and property owners in Aspen; Visitors (distributed through lodging properties and the Resort Association); Downvalley commuters; and Commercial Core business owners/employers. These marketing materials should clearly lay out why the program is being implemented, what the parking fees are to be used for (such as increased transit), and should particularly stress the alternatives available to travellers (such as carpooling and transit service). Furthermore, efforts should be made to educate and encourage the public to form "casual carpools". 1) Paricinf Information Centers Several drive-up parking kiosks should be established to distribute information regarding the parking program, transit services, carpooling and other alternative transportation modes. Flexible kiosk locations should be established in areas associated with the Park-and-Ride facilities and/or other vehicle intensive areas. Additionally, information regarding the transportation program should be made available at other auto intensive locations (e. g. car washes, gas stations, inspection stations). 'hese kiosks should be staffed daily for at least 12 hours during peak seasons, and as needed in the ff-seasons, and should serve the following functions: â€¢ Distribute information regarding the parking program, transit services, carpooling, and other alternate transportation modes; â€¢ Distribute daily parking permits for HOV vehicles; â€¢ Sell daily parking passes; â€¢ Provide directions and information about Aspen. These services should also be made available on a walk-up basis at the Rio Grande Parking Facility and at future parking facilities. TRANSIT SERVICE RECOMMENDATIONS n Expansion in DownvalleÂ¥/Snowmass Service A key element in reducing auto use is the provision of convenient and cost-competitive public transit service. Both residents and visitors to the Roaring Fork Valley have proven to be eager to use transit; indeed, ridership is often limited only by the availability of vehicles. Analysis of existing ridership and potential demand indicates that substantial increases in service to Snowmass and Downvalley communities are a cost-effective means of achieving Community Plan goals while benefiting transportation conditions valley-wide. Up to three additional buses should be operated year-round between Aspen and El Jebel/Carbondale, and up to two additional buses between Aspen and Snowmass. During peak periods, service would be provided approximately every 12 minutes on average to the Downvalley areas, and every 5 minutes to Snowmass Village. Page 7 , . 1 -/. . I. I I V.V.V 2) Park-and-Ride Facilities A key element in the transportation plan is the expansion of free, park-and-ride facilities downvalley of Aspen. Over the last few years, RFrA has been developing a series of park-and-ride facilities that have proven very effective in generating increased transit ridership while reducing Highway 82 traffic levels. An expansion program for these downvalley facilities should be vigorously pursued. In addition, new facilities should be developed to serve mid-valley residents bound for Aspen, and to serve residents of the Maroon Creek/Castle Creek areas. Pitkin County and CDOT should be participants in the location and funding of the park-and-ride facilities. Preliminary evaluation indicates that the most appropriate locations for new upper-valley facilities along Highway 82 is between the Buttermilk Area and the Brush Creek Road intersection. This location would potentially allow the facility to also serve as a lot for Snowmass Village, and to serve as a convenient parking point for carpools arriving from downvalley with occupants destined for both Snowmass and Aspen. Parking information centers provided as part of these facilities could also serve both Snowmass and Aspen. Final determination of the phasing and construction of park-and-ride facilities (including consideration of the Maroon/Castle Creek and the Marolt areas as alternate/additional candidate sites), will ultimately depend upon land costs and availability, and the final results of the Aspen to Snowmass transportation planning process. Evaluation of existing travel patterns, the forecast response to pay parking implementation, and park- and-ride activity in similar areas indicates that a lot with approximately 250 spaces should be provided. A parcel of 4.0 to 5.0 acres will be required, depending upon the configuration of the parcel, and this would include a transit loading area and other accessory uses. In addition, a smaller facility should be constructed in the vicinity of Maroon Creek Road and Highway 82. This lot would serve as a park-and-ride facility for the many residents of the Maroon Creek/Castle Creek area. It should be located within convenient walking distance to Highway 82 and provided with signalized access to the highway. In light of travel patterns in the area, a lot of 100 to 150 spaces would be required. If overcrowding by drivers coming from other areas develops, a permit system limiting use to nearby residents should be considered. It is important to consider these parking facilities and the transit shuttle service that serves them as only part of a comprehensive transportation plan. These lots serve as the last opportunity for drivers destined to Aspen's commercial core to find free parking. They also serve as portions of a system of park-and-ride lots throughout the Roaring Fork Valley, serving the mid-valley area between Aspen and Lazy Glen. It is recommended that the City solicit financial support from CDOT in expediting the phasing of the park-and-ride facilities, incorporating multimodal design concepts for the intersections with Highway 82. In regard to the intersection of Brush Creek Road and Highway 82, the concept of a grade- separated interchange is encouraged, but the proposed interchange system design that depicts a "modified trumpet" interchange is unacceptable. Intersections should be designed as multipurpose, multifunctional transportation facilities. The interchange design should also minimize visual impacts. The City should prioritize the development of the park-and-ride facilities since they are a key component of the Transportation Plan. 3) The Upvallev Transit Conidor: High-Frequencv Free Transit Service on Highwav 82 between Asven and the Upvallev Park-and-Ride Lots Additional transit improvements should be implemented for the relatively congested and developed corridor between Aspen, the Airport Business Center, and the free, Park-and-Ride lots. Up to three Page 8 0 1 additional vehicles should be put into operation, initially providing free transit service every 10 minutes throughout the corridor during peak periods and at most every half hour during non-peak periods. In light of expected passenger loads, shuttle vehicles of moderate capacity should be operated. Considering the Downvalley and Snowmass buses serving this corridor, peak-period service will be provided roughly every five minutes in each direction. In addition, all fares should be eliminated for service within this corridor. The elimination of fares substantially increases the convenience and "user-friendliness" of transit service. This step would essentially expand the existing free-fare area from its current terminus at Maroon Creek Road downvalley to the Upvalley Park-and-Ride facilities. #) Return to and Expansion of Full Year-Round Citv Transit Service As a cost-savings measure, service hours and days have been reduced on RFrA's four City Routes in the spring and fall, resulting in a reduction in service quality. The spring and fall service reductions should be eliminated and full operation (free of charge) returned year-round through additional subsidy funding. Additionally, the city transit service should be expanded to include additional areas not currently served by transit. Ridership levels on routes should be monitored frequently to identify if smaller vehicles can be effectively operated. 5) Cross-Town Shuttle RFTA has recently been experimenting with a cross-town shuttle service between the commercial core and the post office area using vans. This service should be made permanent, and vehicles specifically designed for such service (and of a size in keeping with the character of the area) should be purchased. In addition to reducing short auto trips in the commercial core, this service promotes transit usage into and out of the area by allowing passengers to run errands in town without their car. Based upon the success of this shuttle to generate passenger-trips, an east-west shuttle system serving Main Street and the lodges located on the west end of Main Street and along Durant Avenue should also be considered. The Transportation Implementation Committee has approved the concept of a tracked trolley system, constructed by private interests, for the Galena Street corridor as part of the long term cross-town transportation solution. City Council supports allowing the trolley concept to proceed through the land use review and public hearing process. 6) Dial-A-Ride/Cab Coupon Program Even with the provision of a quality, free City transit system, there remains a potential transit " market segment" that the existing fixed-route service is not reaching. Considering all of the potential options, a dial-a-ride/cab coupon (or "user-side subsidy") program could be developed on a trial basis for a portion of the community to assess the concept's effectiveness. For certain potential transit markets with a low density of demand, a dial-a-ride/cab coupon can provide more transportation at a lower cost per passenger-trip than the subsidy required to operate fixed-route service. A trial cab coupon program should operate as follows: â€¢ Based upon the experience of other communities, a general public subsidy rate of 50 percent would be appropriate. A ticket-book approach is recommended, in which passengers can purchase taxi coupons for a specified fee. Initial outlets could consist of City Hall, the Rio Grande Parking Facility, and Rubey Park. Additional potential locations would include any banks or stores willing to participate. Page 9 ..t. , "' r<%*4'.e~ 1 u~LAU 2 P --Â·-- - iririyiT~ <' ~- d r. .. I. 1f li- .1,6,1,1 ~,00 .66~.<~~~~~~im;,41 1 11Â£)1,1~,Ihil u t r.1. .P....li' B *plul MI'lf,(61,----â€ž<61Ir,*1. =,i...~.- 012+L~,-7=s~ --~i.#-WE~ki.-------.'2.W'20 LOZ --- Ay -1---1 - -0 - 1 - -4 11:.,r ..../er-----A---- 0 - 1 ---------- di.,E~89*@F 0 0 - .... . a - . - .. . . . 0 lilli ic â€¢ Residents of Aspen would be allowed to use these coupons to pay taxi fares for any taxi trip within Aspen's city limits. For services outside the city, passengers would either have to pay full fare, or would transfer to an RPTA bus. â€¢ Over time, a pattern of regular cab coupon passengers will develop. The cab operator would be encouraged to group these trips into a shared ride arrangement, providing a further discount to passengers willing to share a ride. In this way, total vehicle-miles of travel (and therefore PM,O emissions) can be reduced by this program. - The primary advantage provided by a user-side subsidy program is its attractiveness to a transit "market segment" not currently using the fixed-route service, including persons of higher income than the typi* existing transit rider, and persons making occasional trips. In addition, parking needs in the commercial core would be reduced. By developing shared rides, total pollution emissions can also be reduced. Based upon the results of the pilot program, the user-side subsidy program could easily be expanded to cover other sections of the city. Similarly, a pilot dial-a-ride program should be implemented. A subcommittee should be formed to rigorously evaluate the feasibility of a dial-a-ride program, including the concept of a public-private partnership with local cab companies. HIGHWAY 82 EASTBOUND/WESTBOUND HIGH OCCUPANCY VEHICLE LANES The preferred alternative in the Final Draft Environmental Impact Statement for SH 82 between Basalt and Buttermilk includes High-Occupancy Vehicle (HOV) lanes between Buttermilk and Gerbazdale. Furthermore, considering the traffic reductions that will result from implementation of this plan, episodic traffic congestion at the entrance to Aspen will continue to occur during both winter and summer. The proposed High-Occupancy Vehicle (HOV) lanes along eastbound and westbound Highway 82 between the Castle Creek Bridge and Shale Bluffs should be evaluated as part of the SH 82 EIS between Buttermilk and Aspen as a cost-effective means of promoting both transit ridership and carpooling. A signalized pre-emption system to allow transit priority at bridges, with the longer term goal of constructing bridges with HOV lanes, should be considered. It is acknowledged that the HOV lane construction will need to be phased due to funding constraints. The City should continue its involvement with the Snowmass to Aspen Transportation Plan and all three jurisdictions should aggressively seek all available funding from CDOT to expedite the completion of the ES process and the construction of highway improvements that promote transportation alternatives. Furthermore, this plan recognizes the critical importance of superior transit service linking Aspen with the airport area as the probable first phase of an Aspen to Snowmass fixed guideway system. The Snowmass to Aspen Transportation Plan Decision Makers are in consensus about the need to aggressively explore the feasibility of such a system. PEDESTRIAN AND BICYCLE FACH,ITIES 1) Improved Galena Pedestrian Corridor Substantial improvements to the pedestrian facilities along Galena Street should be made between Main Street and Cooper Street. Through the conversion of angled parking spaces to parallel spaces and the construction of pedestrian improvements at the intersections, this important connection between the Mall and the Rio Grande area can change from an "auto-dominated" to a "pedestrian-dominated" environ- ment. An illustration that depicts potential improvements to Galena Street is found on the following age. Page 10 - // - m 1 7 El ~ :6744 0.. ./.- ' Illustration: Smuggler Sidewalk Project, Fall 1993 Completion ,4,- -Â· 4.62, , 4>22 ) ImDroved BicÂ¥cle Connections Over much of the year, bicycling is an attractive travel alternative, particularly for Aspen residents. Bicycle facility improvements should be constructed along Highway 82 and other arterials, as well as within the offstreet trails system. The provision of bicycle storage facilities at the park-and-ride lots should also be encouraged. Bicycle storage racks should also be made available throughout the commercial core. 3) Imuroved Sidewalks Between Commercial Core and Residential Areas Finally, there is a strong need for improved pedestrian connections between the commercial core and the residential portions of Aspen. It is unrealistic to expect Aspen residents (as well as some lodging guests) to walk to the commercial core if they are forced to walk in the road. The unattractiveness o f pedestrian travel is only made worse by snow on the road, which often requires walking in the travel lane. The recent recommendations of the Neighborhood Advisory Committee regarding the implementation of the Aspen Pedestrian and Bikeway System Plan are endorsed. Specifically, the following improvements should be pursued: * Construction of the north/south routes (sidewalks and trails) and this includes Smuggler sidewalk, Neal Street sidewalk, Lone Pine sidewalk, and Lone Pine/AM Museum trail; * The river trail system (easement acquisition, design and construction); and * Completion of the Main Street sidewalks. The Smuggler Sidewalk project is currently underway with a Fall, 1993 completion date. An illustration of this project is found on the following page. dmhr=.pbe.6_93 Page 11 APPENDIX 1 . ... TransportationAction Plan ~ Intent unless it is accompanied by a downÂ©own shuttle flequent traosit =rvice. enhanced got:nian walkways. imp,oved bikeways, and accessible ' The community seeks v provide a balanced, practical car storage fadlities such as interc@pt lots inmpted tr=portation system #or Iesidents. md ganges g (he outslitts Of {he city and metro ,!siton, and commuters diatreduces coqgesdon and pollution. - C Akhough â€¢11 ofthese steps must be accom- Philosophy - plished together since none standing alone will meet me desires and needs of the community, as a The plan recognizes that reducing depen- practical matter. the community does not have the dency on the automobile requires oFering uterna- mgources to implemerit all of the required compo- tives both for automobile use and morage and other nents at on= Careful phasing of the plan will be means of transport The well documented displace- required to build community support for the egtire meat of alarge portion of the community's resi- conceptand to avoid c:,ating new imbalances. The dent wotic fome has created aneed to both ametio- community will need to take along range view of nte the ciects of increasing commuter transit 16% the problem and reject remedies that do not the city and to reduce further displacement. The contribute to a comprehensive set of solutions. growth of die commuterculaire fbstered by the Aspen has risen to thatsort ofchalleageh the past displacement has degraded both the alr quilky and Ind we afe conident {hat the commmity will put e qualityoflife for both residents Ind visitors as its future fimt inmaking the hard choices required ey must compete for fewer parling spaces and by the transportation problems facing us. contend with the lind of traffic delays {hat both visitors and residents sought to escape incoming ' Policies here. Cities and towns that have not taken positive N Implement a valley wide mass transit system. action to plan for these effects have suffered I Seek to balance public and private enormous emironmental and social costs. Aspen transportation both within and without the cannot build its way out of traffic problems Aspen Metro Area by increasing the number of anymore than Los Angeles was able to Solve its available transportation choices. problems with ever larger and wider freeways. Avoiding the dilemma o f more cars needing more highways and more highways attracting more cars â€¢ Create a less congested downtown core. means limiting vehicle trips into Aspen; imple- N Encourage the continued education and menling an emcient valley wide mls transit marketing of transportation altemadves within . system; slteting land us& patterns; and moving _ the Aspen metro area. peopld within and around the City of Aspen without automobiles. A comptehensive parting I Insure the consistency between [he AAO and management system within Aspen is one comp- the Aspen-to-Snowmass transportation plan. nent for creating a vehicle limited, tess congested downtown. But such a plan will be ineffective banspol*dion Action Plan â€¢ Actions 10 Create Archicte Unlited - O 9. Increase the pa*ing fine with an annual Dfinan.'n Cor Â· -thwÂ· Â· |1992 gâ€¢~rt-Dan O10. Designate speanc palking zones within the ~1993 City of Aspen wigh time limitations for Iervice/delivery vehicles. O L Updatetheinvemoty ofexisting public - O11. Develop a compreheosive seryice vehicle puting spaces v,khin the commercial core of Aspen loading and unloading policy and service vehicle management plan. O 1 Determine the number of underutilized 012. acate a parking depatlment within city private patting spaces within the commercial core and create a plan for more government to oversee the management and efficient utilization of these spaces for operations of theparlcing garage{s) and the overall paling system. public use. 1993- 03. Pursue full utnization of the aty pading Mid-Term garage with 24 hour operation of the garage. 1995 04. Utilize additional signage that efYectively 013. The City and County Phrs shall hold pcomots use of:he parking garage by work sessions to discuss and develop airport and rental car policies. If necessary, visitors and residents. this plan shall be amended to incorporate these policies. 05. Review all parking permit policies, aiming towards a more resoictive use of special O 14. Pursue theconstructionof a public parking paMing permits. facility beneath the Kraut property/Buckhom Lodge/Ben Mountain Lodge/aty Market 0 6. Provide free day paddng in the city paking garagefor High Occupancy Vehicles that site; Ais was recommended as Phase U in the 1987 Transportation Element contain three (3) or more persons in the vehicle. O 15. Reduce the number of on-street parking spaces within the commercial core by 07. Insure that the fees for the Aspen paling garage are masonable and affordable: the phasing out a portion of the parking spaces fees Con an hourly basis) should be less than in conjunction with palking and transit those collected for the Â«pay for parking" alternatives. spaces located within the commercial core. 0 16. Implement a "pay for pattin 0 -1/4./M 08. Insure that vehicle paAing/storage structures within the commercial core of Aspen which includes the area from Spring St. to are provided in association with transit service to move people throughout the City Monarch St. and ftom Main SL to Durant Ave. The lodging areas shall be provided of Aspen. with parking permits and exempted from paid parking. The "pay for parking" areas ..4 . Transportation Action Plan should be enforced from 7 am to 6 pm, 0 23. Implement a frequent. cross-town shuttle seven days per week. The pay for parking ntili,ing the Galena Street Corridor with spaces should be limited to ninety (90) termination points at the Post Office and .. minums and {he parling fee should initially :he bed of Aspen Mountain: consider Â· beone(I) dollar per hour. . exp:Ming theshuttle service tood,er areas wimin die aty. EnCourage the conlimied 017. Est,blish a resident pa*ing system which pursuit of the trolley op(ion. mstricts,palling in thetesidential neighbothoods adjacent to the commercial 0 24. Implement the one-half cent sales tax core to residents throughasignage and a increase formass transponation funding permit system (adminigrative fee only). currently provided by State law. 'Ihis shall be established simultaneously with the Â«pay for parking" system in the O 25. Increase the frequency. service, and length commercial core. . of hours of bus service throughout the Aspen Area. O 18. Â§tudy and consider the establishment of an alley easement for service/delivery vehicles 1993 Mid-Term exclusively located at me north end of 1995 WagfrPark. O 26. Est,blish a high occupancy vehicle (HOV) 019. Develop intercept lots at Brush Creek Road/ lane on State Highway 82 between Brush State Highway 82. Butermilk andkr other Creek Road and the City of Aspen. . appropriate locations, which would be free to the users of the lot and secured. Provide O 27. Evaluate theutilization of a bus/cransit frequent efrective and Ove transit se:vice corridor along 081 Creek Road. between me lot and the City of Aspen. O 28. Endorse the continued work of the RoMing O 20. Create a long tenn car storage facility/ Fork Forum Transportation Task Force in impound facility at Brush Creek/State ' their efforts to develop an integrated valley- Highway 82 or the Airport Business Center. wide transportation system. O 21. Request that the U.S. Postal Service provide O 29. Recognize the Rio Grande right-of-way as a mail delivery outside of the metro area and mulu-use transportation corridor. establish a postal sub-station at the Airport Business Center. O 30. Designate the Rio Gnnde property as a terminus for transportation activities. This Actions to hnproveTransit Facilities does not preclude the use of other properties for oensportation activities. 1992 Short-Terra . O 31. Create a separate fund which would enable 1993 the use of the fees collected for paAcing O 22. Continue and enhance bus service between -cash-in-lieu" fees and "pay for parking Aspen and Glenwood Springs. fees" to be utilized for transit/pedestriani . 111 + 4~ . m . Transpo,Yation Action Plan â€¢ parking allematives within the City of O 36. Designate Galena Street = a ptiority for Aspen. capital improvements for enhancement as ~he transit and pedestrian corridor within O 31 Establish a designated transit corridor the aty of Aspen. between the 'Ibwn of Snowmass Village 1993 and be City of Aspen (= such time the Mid-Tenn cortidor is designmed memap shall be 1995 amended). 037. Improve. widen and maintain designated O 31 Evaluate the estabUshment of the Dial-A- bike and pedcanan shoulders on bo(h sides Ride concept within the Aspen metro area of Cemetery I.ane. A dial-a-ride program is a door to door service. scheduled by a dispatcher to make 038. Study. fund and implement improvements :he best use of the vehicles. to improve safety for bicyclists ork Castle Creek Maroon Creek and Brush oreek O 34. Designate 311 existing transit corridors as Roads. such. O.e.. Highway 82, Rio Grande R.O.W.) O 39. Pave the shoulders along State Highway 82 - Â·Â· '- Actions t,)11111}Forc tile' from the City limits to Difficult Pe,/Cst,Alix'Wicych' SUWm . Â· Campgiound. 1992 Short-Tenn 040. Obtain bike and pedestrian easements 1993 through the Meadowood Subdivision and other landowners for the purpose of 035. Implement the recommendalions in the creating a trail connection between the Pedestrian Walkway and Bikeway Plan in a . Health & Human Services property and the phased capital improvement program. School Campus/[selin Park area. APPENDIX 2 t... 1 SUMMARY OF COMMENTS PUBLIC MEETINGS ON ASPEN TRANSPORTATION PLAN MARCH-APRIL 1993 Between March 17 and April 23, City staff, council members and TIC members attended twenty special meetings to provide information about the draft Transportation Plan and to listen to the concerns and suggestions of the public regarding the plan. Dozens of individual meetings and phone conversations also took place (and will continue to occur). Beyond these intensive public information and input gathering efforts, both the ACRA and the Lodge Association have formed subcommittees to continue to work with the City through the final plan implementation and evaluation stages. Similarly, meetings will continue to be held with neighborhood associations and any other groups that would like to participate in the final planning, implementation and evaluation phases. In order for this plan to be successful in reaching its ambitious goals, the City must continue to remain aware of and responsive to the changing needs of all elements of the community. This summary outlines the themes of the public input received regarding the various components of the plan. PROBLEM IDENTIFICATION AND GOALS OF THE PLAN: With very rare exceptions, there was consensus that parking and traffic congestion is a problem that must be dealt with. However, many people expressed their skepticism about the extent of the air quality problem, and many of those same people suggested that the City should resist any -EPA-mandated mitigation measures. Prefacing each presentation with an explanation of the plan's genesis in the broad-based AACP process helped to clear UP some of the misunderstanding about "Why are we doing this?" But, it is fair to assume that a great deal of skepticism and lack of trust in government, at all levels, still persists. A small number of merchants disagreed that Aspen has problems with traffic and parking. They maintained that congested streets is a sign of prosperity, and that no action should be taken to reduce auto impacts. Overall, there was widespread agreement about the existence of severe problems related to parking and traffic congestion, as well as about the need for the City to " DO SOMETHING. " However, many people were very concerned that the City would only implement paid parking, without putting viable transportation alternatives in place. .... TRANSIT SERVICE AND TRANSPORTATION ALTERNATIVES: These elements of the plan evoked relatively little emotion or discussion at the public meetings. There was a great deal of support expressed for transit improvements, cross-town shuttle service (both Galena St. and east-west), and pedestrian/bikeway improvements. On the other hand, many people doubted the effectiveness of HOV lanes (especially without 4-lane bridges), and several Downvalley commuters disagreed with a park-and-ride lot at Brush Creek Road. Most of those who expressed opinions regarding a park-and-ride location wanted the facilities constructed close to town and were very concerned about the convenience of the shuttle service. The need for service at most every ten minutes was clearly expressed. There was some interest expressed in the FAB's proposal to discontinue the fares on all RFTA buses. However, questions about how to equitably finance such a proposal consistently arose at the meetings where the proposal was discussed. Several people advocated the implementation of various transportation modes as the solution to the traffic and parking problems. Valley-wide rail systems and upper-valley fixed guideway approaches were most-often mentioned. PARKING ELEMENTS: Most of the discussions, phone conversations, correspondence, suggestion forms, letters to the editor, etc. focused on parking- -specifically the concept of paid parking. Even more to the point, it is safe to say that most of the opposition expressed to date about this draft plan has centered on the proposed parking card concept. The single most-often expressed criticism was the perceived complexity of the parking card system. Many people maintained that the parking cards would be too difficult to obtain or to understand. Particular concerns were raised about the difficulties foreseen in communicating with the large numbers of visitors, especially summer visitors. Local residents also objected to the inconvenience of having to prepurchase the cards from local merchants, even if multiple cards could be purchased at once. Still other concerns were raised about the perceived probability of fraudulent or counterfeit cards, the Cumbersome usage and enforcement logistics, and the potential for widespread littering. A significant number of people suggested that the City abandon the , parking card concept in favor of parking meters or a pay and display system. 1- . 04*12Â· .4 F ; v..... r -t .'.4,9 ... Nearly every group raised concerns about accommodating their own parking needs economically and conveniently. Realtors were especially vocal about their need for nearby parking due to the number of trips necessary on any given day. There was a great deal of support expressed for the superblock garage concept and for better marketing to increase utilization of the Rio Grande Parking Plaza. In fact, many people advocated the construction of more public parking spaces instead of implementing paid parking or any other transportation demand management systems. Others said that the City only needed to intensify parking enforcement and fine collection, rather than implement paid parking. There was a great deal of concern about the lack of convenient transit serving the schools, institutions, and businesses along the Maroon/Castle Creek Corridors. The inconvenience of RFTA service was coupled with frustrations about the traffic congestion at the Maroon Creek Rd. traffic signal. Many parents working in the core were anxious about the cost and inconvenience that paid parking might add to their already-tight budgets and schedules. School district representatives and parents also raised the problems related to transporting skis, hockey skates, hockey sticks, etc. on school buses, as well as the lack of coordination between recreation programs and school bus programs. One very common request of merchants was for increasing the number of short-term parking spaces to accommodate loading, unloading and other quick :'drop-off" activities in the core. Questions and concerns regarding funding and phasing were raised at nearly every public meeting. Likewise, complaints that implementing this plan would worsen the rift between "Upvalley and Downvalley" were voiced on several occasions. Furthermore, any summary of the comments from the public meetings would be remiss if it did not mention that issues related to the safety and capacity of SH82 were brought up at nearly every event. Some people alleged that the Aspen Transportation Plan was nothing more than a means of obstructing the widening of the highway. APPENDIX 3 . .. 0 Ekisting Conditions Driving the Development of The Aspen Area Community Plan Transportation Plan Transportation has become one of the key issues affecting the Aspen community. The effects of our auto-dominated transportation patterns are manifested every day throughout the area. Indicators of these problems include the following: â€¢ Winter average weekday traffic volumes (1992) across the Castle Creek Bridge are approximately 26,000 two-way vehicle trips. â€¢ Overall, 2,400 cars are parking in and around the Aspen commercial core on a peak day. Parking "spillover" problems generate approximately 700 vehicles parking in the residentml areas around the commercial core. â€¢ The lack of available parking for visitors and shoppers has been identified as a serious problem by many retailers. â€¢ Traffic levels, combined with street sanding, have created levels of airborne small particulate matter that exceed national health standards. â€¢ The enjoyment and safety of walking and bicycling throughout Aspen are degraded by the concentrations of traffic. â€¢ Surveys of both visitors and residents have consistently identified transportation issues as major detriments to the area. Existing conditions, moreover, are expected to only worsen over the coming years. As one indicator, traffic volumes crossing Castle Creek are forecast to increase to 43,200 average daily trips by the Year 2015. A number of trends have converged over the last few years to focus concern on the issue of appropriate transportation policy in the Upper Roaring Fork Valley: â€¢ The loss of affordable housing in the Upper Valley has dramatically increased commuter travel along Highway 82. The continued forecast growth in employment in the Aspen area is expected to further this trend. â€¢ The growth in competing resort areas, along with increasing pressures on both traveller's time and money, have made the destination resort market much more competitive over recent years. For Aspen to retain its pre-eminent position, the quality of experience provided must rise above that of newer resort areas. â€¢ The passage of the Clean Air Act Amendments of 1990 have increased Federal pressure on communities to address transportation-related air quality problems. â€¢ National economic problems have reduced the potential for State or Federal funding of capital-intensive transportation solutions. More and more, the community must rely on its own resources to effect transportation solutions. A strong consensus has emerged from the Community Plan process that these trends must be addressed if the community is to avoid substantial degradation from increases in traffic. Put simply, efforts to control auto use in the Aspen area must be made if the community is to retain the liveability and attractiveness that draws visitors and residents alike. t= - -- -