HomeMy WebLinkAboutordinance.council.008-14 ORDINANCE No. 8
(Series of 2014)
AN ORDINANCE OF THE ASPEN CITY COUNCIL ADOPTING AMENDMENTS TO
THE CITY OF ASPEN LAND USE CODE OF THE CITY OF ASPEN MUNICIPAL CODE
THROUGH ADOPTION OF A NEW CODE SECTION 26.630, TRANSPORTATION
IMPACT ANALYSIS GUIDELINES.
WHEREAS, in accordance with Sections 26.208 and 26.310 of the City of Aspen
Land Use Code, the City Council of the City of Aspen directed the Community Development
Department to explore code amendments related to the creation of a trip reduction and
mitigation program for new development; and,
WHEREAS, pursuant to Section 26.310, applications to amend the text of Title 26 of the
Municipal Code shall begin with Public Outreach, a Policy Resolution reviewed and acted on by
City Council, and then final action by City Council after reviewing and considering the
recommendation from the Community Development; and,
WHEREAS, pursuant to Section 26.310.020(B)(1), the Community Development
Department'conducted Public Outreach with City Council regarding the code amendment; and,
WHEREAS, pursuant to Section 26.310.020(B)(2), during a duly noticed public hearing
on March 10, 2014, the City Council approved Resolution No. 17, Series of 2014,by a four to zero
(4— 0) vote, requesting code amendments to implement a trip reduction program through adoption
of Transportation Impact Analysis (TIA) Guidelines; and,
WHEREAS, the Community Development Director has recommended approval of the
proposed amendments to the City of Aspen Land Use Code Section 26.600; and,
WHEREAS, the Aspen City Council has reviewed the proposed code amendments and
finds that the amendments meet or exceed all applicable standards pursuant to Chapter 26.310.050;
and,
WHEREAS, the City Council finds that this Ordinance implements the City's longstanding
community goal of limiting, and possibly reducing, traffic across the Castle Creek Bridge to 1993
levels; and
WHEREAS, the Aspen City Council finds that this Ordinance furthers and is necessary for
the promotion of public health, safety, and welfare; and
NOW, THEREFORE BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF
ASPEN, COLORADO THAT:
Section l: Code Amendment Objective
The objective of the proposed code amendments is to implement a trip reduction program through
adoption of Transportation Impact Analysis (TIA) Guidelines.
Transportation Impact Analysis Guidelines Code Amendment
Ordinance 8, Series 2014
Page 1 of 4
Section 2: A new code section, 26.630, Transportation Impact Study Guidelines, is hereby
adopted:
Chapter 26.630
TRANSPORTATION IMPACT ANALYSIS GUIDELINES
Sections:
26.630.010 Purpose and intent
26.630.020 Adoption of Transportation Impact Analysis Guidelines
26.630.030 Applicability
26.630.040 Review Procedure
26.630.050 Appeals
26.630.010. Purpose and intent.
The Aspen Area Community Plan directs the City to maintain traffic levels at or below 1993
levels in order to protect Aspen's environment and quality of life. As new development and
growth occur, there are increased impacts to the transportation system, making it more difficult
for the City to meet its transportation and air quality goals. In order to maintain the current
community standards and meet the goals of the Aspen Area Community Plan, the City has
adopted Transportation Impact Analysis Guidelines to ensure new development results in
minimal adverse impacts on our transportation system and air quality.
26.630.020 Adoption of Transportation Impact Analysis Guidelines.
Pursuant to the powers and authority conferred by the Charter of the City, there is hereby
adopted and incorporated herein by reference as if fully set forth those standards contained in the
City of Aspen's Transportation Impact Analysis Guidelines, as may be amended, updated and
expanded from time to time by City Council Resolution. At least one (1) copy of the
Transportation Impact Analysis Guidelines shall be available for public inspection at the
Community Development, Engineering, and Transportation Departments.
26.630.030. Applicability.
This Chapter shall apply to all development, unless expressly exempted in the Transportation
Impact Analysis Guidelines. All Single-Family and Duplex development shall be exempt from
this Chapter.
26.630.040 Review Procedure
A. Review Process. Development meeting the thresholds established in the Transportation
Impact Analysis Guidelines shall be required to conduct a Transportation Impact Analysis (TIA)
meeting the requirements of said Guidelines.
Review for compliance with this Chapter and the Guidelines shall take place in conjunction with
a project's land use application. In all circumstances, the final land use review body shall
approve the TIA, after considering a recommendation from the Engineering and Transportation
Departments.
For development only subject to administrative level land use reviews, or development meeting a
threshold established in the Guidelines but not subject to a land use review, the City Engineering
Transportation Impact Analysis Guidelines Code Amendment
Ordinance 8, Series 2014
Page 2 of 4
and Transportation Departments shall have the authority on behalf of the City of Aspen to
determine the project meets or exceeds the requirements set forth in this Chapter and the
Transportation Impact Analysis Guidelines. When development meets an established threshold
but does not require a land use review, review for compliance with this Chapter and the
Guidelines shall be completed as part of the building permit application.
S. Approved Trip Reduction Measures. Trip reduction measures, also known as
Transportation Demand Management (TDM) and Multi-Modal Level of Service (MMLOS)
measures, which are approved and implemented for a development pursuant to the
Transportation Impact Analysis Guidelines shall be maintained for the ongoing for the life of the
development. All requirements shall be incorporated in the project's Development Agreement,
pursuant to Chapter 26.490,Development Documents.
C. Amendments to Trip Reduction Measures. Off-site MMLOS infrastructure measures that
have been implemented may not be amended at any time. Off-site MMLOS infrastructure
measures that have not been implemented, and any on-site TDM and MMLOS measures, may be
amended as outlined below. Changes shall be reviewed by the Engineering and Transportation
Departments to ensure the proposed change is appropriate given the site's context.
1. Insubstantial Amendment. Any amendment to TDM or MMLOS measures
resulting in the same or more number of trips mitigated as the original approval may
be approved administratively by the Community Development Department, after
considering a recommendation from the Engineering and Transportation
Departments. A land use application is required, pursuant to Chapter 26.304,
Common Development Review Procedures. The applicant shall demonstrate how the
new measure(s) is appropriate given current site conditions.
2. Substantial Amendment. Any amendment to TDM or MMLOS measures that
reduce the number of trips mitigated shall be reviewed by City Council, after
considering a recommendation from the Community Development, Engineering, and
Transportation Departments. A land use application is required, pursuant to Chapter
26.304, Common Development Review Procedures, and the review shall be conducted
in a duly noticed public hearing, pursuant to Section 26.304.060(E), Public Notice.
City Council shall find the following standards are met:
a. The proposed change responds to changed site conditions or circumstances,
including but not limited to changes to land uses, site topography, or site plan.
b. The proposed changes will not adversely impact the immediate vicinity.
c. The proposed change meets the original intent of the approved measures.
26.630.050. Appeals.
An applicant may challenge a determination made by the City in their enforcement of the
requirements of this Chapter by filing with the Community Development Director a written
notice of appeal as provided in Section 26.316.030, Appeals procedures, with a full statement of
Transportation Impact Analysis Guidelines Code Amendment
Ordinance 8,Series 2014
Page 3 of 4
the grounds for appeal. Appeals shall be reviewed by City Council, pursuant to Chapter 26.316,
Appeals.
Section 3: Effect Upon Existing Litigation.
This ordinance shall not affect any existing litigation and shall not operate as an abatement of any
action or proceeding now pending under or by virtue of the ordinances repealed or amended as
herein provided, and the same shall be conducted and concluded under such prior ordinances.
Section 4: Severability.
If any section, subsection, sentence, clause, phrase, or portion of this ordinance is for any reason
held invalid or unconstitutional in a court of competent jurisdiction, such portion shall be deemed a
separate, distinct and independent provision and shall not affect the validity of the remaining
portions thereof.
Section 5: Effective Date.
In accordance with Section 4.9 of the City of Aspen Home Rule Charter, this ordinance shall
become effective thirty(30) days following final passage.
Section 6•
A public hearing on this ordinance shall be held on the 7th day of April, 2014, at a meeting of the
Aspen City Council commencing at 5:00 p.m. in the City Council Chambers, Aspen City Hall,
Aspen, Colorado, a minimum of fifteen days prior to which hearing a public notice of the same shall
be published in a newspaper of general circulation within the City of Aspen.
INTRODUCED, READ AND ORDERED PUBLISHED as provided by law,by the City Council
of the City of Aspen on the 24th day of March, 2014.
Attes
Kathryn S. ch, City Clerk Stele Ska ron,Mayor
FINALLY, adopted, passed and approved this the 7 h d y of April,2014.
A;k
Kathryn S. ch, City Clerk Steven Skadro ,Mayor- - - - - -
Approved as to form:
City Attorney
Exhibit A: Adopted Transportation Impact Analysis Guidelines
Transportation Impact Analysis Guidelines Code Amendment
Ordinance 8, Series 2014
Page 4 of 4
Transportation Impact
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Analysis Guidelines
THE CITY OF AsPEN
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THE CITY OF ASPEN Traffic Impact Analysis Guidelines
TRANSPORTATION IMPACT ANALYSIS GUIDELINES
TABLE OF CONTENTS
1. INTRODUCTION ...............................................................................................................4
Intentof Study Guidelines..................................................................................................5
Howto use the Guidelines ...................................................................................5
2. TRIGGERS REQUIRING A TRANSPORTATION IMPACT ANALYSIS ............................7
Levelof Study....................................................................................................................8
3. LEVEL ONE TIA (FOR MINOR DEVELOPMENTS)........................................................11
QualifyingConditions.......................................................................................................11
Preparation of the Level One TIA..................................................................................... 11
LevelOne TIA Outline......................................................................................................12
MitigationMeasures.........................................................................................................13
Transportation Demand Management (TDM):.................................................................. 16
Multi-Modal Level of Service (MMLOS)............................................................................ 16
City Comments and Recommendations...........................................................................16
Monitoring and Reporting Requirements..........................................................................17
4. LEVEL TWO TIA (FOR MAJOR DEVELOPMENTS).......................................................20
LevelTwo TIA Outline......................................................................................................21
Scopeof The Study .........................................................................................................24
StudyArea Boundary.......................................................................................................24
AnalysisScenarios...........................................................................................................24
AnalysisTime Periods......................................................................................................25
TrafficData Collection......................................................................................................26
TripGeneration................................................................................................................27
VehicleLevel of Service...................................................................................................28
SitePlan Review..............................................................................................................31
Consultation with Other Jurisdictions ...............................................................................31
Significant Impact Assessment ........................................................................................32
MitigationMeasures.........................................................................................................35
Monitoring and Reporting Requirements..........................................................................36
Submittalof Level Two TIA..............................................................................................39
City Comments and Recommendations...........................................................................39
THE CITY of ASPEN Traffic Impact Analysis Guidelines 2
LIST OF TABLES
Table1: Study Levels .................................................................................................................9
Table 2: Contribution Credits ....................................................................................................13
Table 3: Existing Conditions Data Collection Protocol...............................................................26
Table 4: Analysis Parameter Recommendations.......................................................................29
Table 5: Transportation, Circulation and Significance Criteria...................................................33
APPENDICES
Appendix A: Aspen Specific Trip Generation Calculations................................................40
Appendix B: Sample Site Plan Review.........................................................................43
Appendix C: TDM and MMLOS Glossary......................................................................45
THE CITY or ASPEN Traffic Impact Analysis Guidelines 3
1 . 1 . INTRODUCTION
Definitions:
Transportation impact analysis (TIA) guidelines assist Transportation Impact
applicants with assessing the potential transportation Analysis (TIA)
impacts of proposed projects. The following guidelines have
been developed to provide a technical approach to A Transportation Impact
transportation impact analysis for development projects Analysis (TIA) evaluates the
within the City of Aspen that is simple, consistent and fair potential adverse effects of
while ensuring that the City continues to meet its proposed projects on
longstanding goal of limiting trips over the Castle Creek surrounding and supporting
Bridge to 1993 levels. transportation infrastructure
and services. A TIA
This document establishes protocol for transportation determines if the adverse
impact analyses and mitigation based on the current state- effects constitute significant
of-the-practice in transportation planning and engineering. impacts, and, if so, how the
These guidelines outline different tiered levels of TIA significant impacts
requirements and mitigation based on the size and location can be mitigated.
of a project.
The requirements listed in this document are applicable for Multi-Modal Level of
specific land use development projects in the City of Aspen. Service (MMLOS)
It is expected that a property owner and/or developer will
maintain improvements located on their property and pay Multi-Modal Level Service
for any on-going maintenance costs unless otherwise (M evaluates s the
established through a land use approval or the municipal safeety ty and quality , access
and flow for transit,
code. Unless already required by municipal code, a land
use approval should address how off-site improvements will pedestrians and bicyclists.
be maintained.
Exempted projects (as outlined in the trigger section of this Transportation Demand
document) will not be subject to the requirements of a TIA Management (TDM)
For projects that do not meet the exempt threshold,
mitigation for any new trips is required through Transportation Demand
implementation of TDM and MMLOS measures. Larger Management (TDM) is the
projects, as outlined in the Triggers Section, are required to application of strategies and
complete more comprehensive analysis. policies to reduce travel
demand (specifically that of
The City of Aspen has established Aspen-specific trip single-occupancy vehicles)
generation data for all land uses. Development applications
should use these standardized figures to determine trip
generation and mitigation requirements.
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 4
Intent of Study Guidelines
The purpose of these guidelines is to create a standardized system for developments to
determine and mitigate transportation impacts. This document applies to both new development
and redevelopment. These guidelines address key elements required for preparing and
reviewing transportation impact analyses in the City of Aspen. This document is a resource to
be applied in concert with professional judgment. The following major issues are addressed in
this document.
• Scope and extent of the required study.
• Transportation Impact Analysis (TIA) triggers.
• Mitigation measure requirements including TDM and MMLOS.
• Criteria to determine if the transportation-related impacts of a proposed project are
significant.
• Monitoring and reporting requirements for mitigation measures.
• Guidelines for submittal.
The City of Aspen will primarily review transportation studies and reports based on the
guidelines presented in this document. However, each project is unique, and guidelines are not
intended to require measures that cannot be reasonably implemented. Not all criteria and
analyses described in this document will apply to every project. Early and consistent
communication with the Engineering and Transportation Departments is encouraged to confirm
the type and level of analysis required on a case-by-case basis.
How to use the Guidelines
The following provides a guide to the various sections in the TIA Guidelines:
Triggers Requiring a Transportation Impact Analysis: This section will help you determine whether
your project is exempt, a minor project, or a major project. The primary difference between whether a
project is minor or major is due to its location. Minor projects are located inside the roundabout whereas
major project are located outside of the roundabout. The reason for this distinction is due to the
constraints to vehicle capacity in town. Meaning, the road network in town is fixed, as a result there is not
an opportunity to add additional lanes to the roads in town. However, there is opportunity to improve the
pedestrian and bike network both in town and outside of the roundabout.
Level One TIA: This section applies to minor projects. The Level One TIA helps you to determine your
project's transportation impact and how your project can mitigate those impacts. To determine your
project's impact, no traffic counts are necessary rather the City has standardized how each project can
determine its impacts. This standardization was developed using Aspen specific traffic generation rates.
After a project determines its impact, the project must mitigate those impacts with a menu of options.
These options provide the project with various alternatives for mitigation by utilizing MMLOS and TDM
tool. These mitigation alternatives range from providing bus shelter amenities such as benches and trash
receptacles to providing bus passes for the project's employees to installing landscaping to improve the
pedestrian experience.
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 5
Level Two TIA: This section applies to Major Projects. Under the Level Two TIA projects must determine
their impacts by performing a transportation analysis. This includes performing traffic counts and utilizing
the Highway Capacity Manual. Projects under this section will be required to hire a Transportation
Engineer to perform the transportation analysis. Once the impacts are determined the project must
mitigate those impacts.The mitigation options are the same as the Level One TIA with the added
mitigation requirement for vehicle level of service and significant impact mitigation. Examples of vehicle
level of service and significant impact mitigation include the addition of a right turn lane and or the
contribution toward pedestrian underpass.
THE CITY of ASPEN Traffic Impact Analysis Guidelines 6
1
2. TRIGGERS REQUIRING A
TRANSPORTATION IMPACT ANALYSIS
Follow the flowchart below and Table 1 to determine the path for your development.
See Table 1 to determine
what level of study is needed.
AM
EXEMPT MINOR.
In
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yR
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+, a
THE CITY of ASPEN Traffic Impact Analysis Guidelines 7
Level of Study and Mitigation
Table 1 shall be used to determine the level of transportation impact study and mitigation
required for the proposed development. These thresholds are based on the City's Growth
Management Quota System (GMQS), and may be amended administratively over time to reflect
applicable changes to GMQS. For the purposes of this document, development is divided into
three categories: Exempt Development, Minor Development, and Major Development.
• Exempt Development: All development currently exempt under Growth Management
would be exempt from any new transportation mitigation system. This includes adding
500 sq ft or less of commercial space, adding a single residential unit, or adding 2 lodge
units to a project. If a project falls under this category it is exempt from TIA requirements
and TDM and MMLOS mitigation. The project may proceed directly to land use review or
building permit as applicable.
• Minor Development All development exceeding the exempt thresholds above, and
located inside the roundabout, regardless of size, is considered minor development. In
addition, any development outside the roundabout (along Highway 82, or up Castle or
Maroon Creek Roads), is considered minor development if it meets the following
thresholds under "Minor Development — Outside the Roundabout" in Table 1. All minor
developments are required to perform a Level One TIA which includes mitigation using
Aspen specific TDM and MMLOS mitigation tools.
Major Development refers to any significant development located outside the
Roundabout (i.e. along the Castle Creek, Maroon Creek, and Highway 82 corridors), and
is required to perform a Level Two TIA which includes Capacity Analysis and a Site Plan
Review. Additionally the development will mitigate using Aspen specific TDM and
MMLOS mitigation tools in addition to mitigating its significant impacts.
If a project falls within multiple development categories, it will be subject to the highest
requirement. For instance, if a project located along Castle Creek Road proposed 100 lodge
rooms, 8,000 sq ft of net leasable space, and 10 residential units, the development would be
required to meet the major development requirements because the lodge and commercial
components trigger that threshold. Similarly, if a project located inside the roundabout along
Main Street proposed 200 sq ft of new net leasable space, 2 new free market residential units,
and 3 new affordable housing units, the entire project would be reviewed under the minor
development requirements because the 5 new residential units trigger that threshold.
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 8
TABLE 1: STUDY LEVELS
Study Level Criteria
1) All development involving Single-Family or Duplex residential dwelling units
2) All development involving the remodel or expansion of existing free-market
or affordable residential units that does not increase the total number of
free-market or affordable residential units
3) All development outlined as"exempt'in Growth Management(26.470.040)
a) Remodeling or expansion of multi-family residential development as
long as no demolition occurs and no new units are added
b) Remodeling or replacement of existing commercial and lodging
development when no new units or net leasable is added and there is
no change in use
4) All development qualifying for an "administrative"review in Growth
Management(26.470.060)
a) Change in use of historic landmark sites and structures involving no
more than 1 free-market residential unit
Exempt Development b) Minor enlargement of historic landmark sites and structures involving
i) no more than 1 free-market residential unit and
ii) expanding floor area or net leasable/lodge units but not both, OR
expanding both floor area and net leasable/lodge units generating
4 or fewer FTEs
c) Minor expansion of a retail,office, lodge, or mixed-use development
involving no more than 500 square feet of commercial net leasable
space OR 2 lodge units
d) Development involving no more than 500 square feet of essential public
facility space
e) Alley commercial space that is accessed entirely off an alley and has no
internal connections to other spaces in the building
f) Temporary food vending
g) Sale of locally-made products in common areas of commercial buildings
(26.470.060.7)
Minor Development—Inside 1) Any development located east of the City of Aspen Roundabout and larger
the Roundabout than that outlined in Exempt Development
(Level One TIA)
1) Located outside of the City of Aspen Roundabout,and meeting one of the
following:
a) Change in use of non-historic sites and structures involving
i) Less than 11 new free-market or affordable residential unit, or
ii) 3-24 lodge units, or
iii) 501-2,499 square feet of commercial net leasable space
b) Enlargement of a historic site or structure involving no more than 1 new
Minor Development— free-market residential or affordable unit and generating between 4 and
Outside of Roundabout 8 FTEs
(Level One TIA) c) Expansion or new commercial space between 501 and 2,499 square
feet
d) Development adding 3-24 new lodge units
e) Development of non-historic sites and structures adding 1 free-market
or affordable housing unit
f) Development adding between 501 and 2,199 square feet of new
essential public facility space
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 9
Study Level Criteria
1) Located outside of the City of Aspen Roundabout,and meeting one of the
following:
a) Development adding more than 2,500 square feet of commercial net
Major Development- leasable space
Outside of Roundabout with b) Development adding 25 or more lodge units
Significant Development c) Development adding 11 or more residential units(free-market,
(Level Two TIA) affordable,or combination)
d) Development adding 2,200 or more square feet of new essential public
facility space
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 10
3. LEVEL ONE TIA (FOR MINOR DEVELOPMENTS)
Qualifying Conditions
A Level One TIA, consisting of a TDM and MMLOS analysis
and mitigation, is required for submittal if a proposed What is Transportation
development meets the criteria for Minor Development as Demand Management?
shown in Table 1. Copies of the Level One TIA are to be Transportation Demand
submitted as part of the Land Use Application. The report Management (TDM) is the
shall be complete and in accordance with these guidelines.
The Engineering and Transportation Departments will be application of strategies and
referrals for these documents as part of the City's regular land policies to reduce travel
use Development Review Committee (DRC) process. demand (specifically that of
single-occupancy vehicles)
The City is committed to complete analysis for all modes of What is Multi-Modal
travel. This section provides the framework for the scope and Level of Service?
methodology used to apply and assess MMLOS and TDM for
the City of Aspen. Multi-Modal Level of Service
(MMLOS) evaluates the
Preparation of the Level One TIA safety and quality of access
and flow for pedestrians and
The Project Applicant shall use the Aspen-Specific trip bicyclists.
generation figures and calculations described in Appendix A,
Table A-1 and A-2 to determine the existing baseline number
of vehicle trips as well as the anticipated vehicle trips created by the project. These are based
on AM and PM peak hour.
The Project Applicant is required to use the TDM and MMLOS tools (located at the following
link: http://www.aspenpitkin.com/Departments/Community-Development/Planning-and-
Zoning/Current-Planning) to identify TDM and MMLOS measures that have the capacity to fully
reduce vehicle trips equal to or greater than the new peak hour trips generated by the project
and that address negative impacts to multi-modal infrastructure. It is up to the Project Applicant
to choose the measure(s) that will be compatible with the intended purpose of the project.
Selected TDM and MMLOS measures must be reviewed and approved by the City. A Project
Applicant is encouraged to contact Engineering or Transportation Department staff with
questions regarding the appropriateness of chosen mitigation measures.
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 1 1
Level One TIA Outline
The Level One TIA shall follow this general outline:
1) Introductory Items
• Front Cover/Title Page
• Table of Contents, List of Figures, and List of Tables
2) Introduction
• Project Description
• Project applicant/contact info
• Site plan (include proposed driveways, roadways, traffic control, parking facilities,
emergency vehicle access, and internal circulation for vehicles, bicyclists, and
pedestrians)
• Location map (include major streets, study intersections, and neighboring zoning and
land uses)
3) Project Trip Generation using the City of Aspen specific trip generation figures (Table A-1
and A-2 in Appendix A)
• AM Peak Trips by Land Use and for entire Project
• PM Peak Trips by Land Use and for entire Project
4) Proposed TDM and MMLOS Mitigation Program (Based off TDM and MMLOS Mitigation
Tools)
• Copies of completed TDM and MMLOS toolkit spreadsheets
• TDM Measure Details (including location of measures)
• MMLOS Measure Details (including location of measures)
• Enforcement & Financing
• Scheduling and implementation responsibility of mitigation measures
5) Monitoring Report
• Assessment of Compliance with Guidelines
• Results and effectiveness of implemented measures
• Identification of Additional Strategies
• Surveys and other supporting data
TxF CITY OF ASPEN Traffic Impact Analysis Guidelines 12
Trip Generation
The peak hour trip generation for a level one TIA is based on Aspen specific trip generation
rates and does not require an engineer to calculate. The Aspen specific trip generation rates are
located in Appendix A in Tables A-1 and A-2. The Aspen specific trip generation rates were
validated for winter and summer season conditions for the following land uses: commercial
office, commercial retail, free-market housing, affordable housing, lodging, essential public
facility, and mixed-use (included restaurant, residential, and commercial). The Community
Development should be consulted if there are questions regarding which land use the proposed
development is classified under.
Mitigation Measures
All projects shall use the Aspen TDM and/or MMLOS Mitigation Tools (located at the following
link: http://www.aspenpitkin.com/Departments/Community-Development/Planning-and-
Zoning/Current-Planning) to determine mitigation measures that will be used for a project. The
tools assign a percent reduction in vehicle trips (TDM) and point values (MMLOS) to specific
measures used to offset the largest peak hour trip generation. For example, if a projects
adds 10 Peak Hour AM trips and 9 Peak Hour PM trips, it will start with -10 points and will need
to mitigate at least 100% of the new trips (10 trips) in the TDM and MMLOS Tools.
Copies of the completed TDM and MMLOS toolkits delineating the applicants chosen measures
to mitigate at least 100% of the new trips must be provided to the City of Aspen with the
completed TIA.
The TDM and MMLOS Mitigation Tools provide a list of mitigation measures and the percent trip
reduction/points available for each measure, as well as the maximum allowable reduction for
each category.
Proposed TDM or MMLOS mitigation measures should primarily occur on or immediately
adjacent to the project site. For instance, a project may include mitigation measures within the
right-of-way adjacent to the property, if the measures are approved by the City Engineer. Any
development requesting a TDM or MMLOS mitigation measure that will be located off-site shall
be approved by the Transportation and Engineering Departments. In such a case, the TDM and
MMLOS plan shall include the following information:
1) Off-Site MMLOS Measures (for projects that want the opportunity to perform off site
mitigation):
a) Existing roadway system within project site and within the project's walk shed. The walk
shed shall be defined as a 250 foot radius from the project site. This includes on-street
parking configuration, sight distance limitations, location of driveways.
b) Location and routes of nearest public transit system serving the project.
`-1*0
TijE GTY of ASPEN Traffic Impact Analysis Guidelines 13
c) Routes, location and width of pedestrian and bicycle facilities within the walk shed
serving the project.
2) Off-Site TDM Measures (for projects that want the opportunity to perform off site mitigation):
a) Existing transportation system within the transit shed of the project. The transit shed
shall be defined as a '/ mile radius of the project site. This includes transit service and
facilities, carshare, and bikeshare facilities.
Changes to Mitigation Measures
Mitigation measures that are approved and implemented for a development must be ongoing for
the occupied life'of the development. Changes to specific on-site measures may be amended
over time, as long as they result in trip mitigation equal to or greater than the original approval.
Off-site MMLOS infrastructure measures may not be changed. Changes must be approved by
the Engineering and Transportation Departments to ensure the proposed change is appropriate
given the site's context. Any change that results in the same number of trips mitigated may be
approved administratively. Any major change to the development that reduces the amount of
trips to be mitigated shall be approved by the body (City Council, HPC, or P&Z) that approved
the original measures.
Capital, Operations and Maintenance Contributions
The City of Aspen's preference for new trip mitigation is through the mitigation measures
identified in the TDM and MMLOS toolkits. However, there is also the opportunity for capital
and operational/maintenance contributions. Should a project be unable to mitigate its trips to the
acceptable level, discussion may be had regarding possible one-time monetary contributions to
capital, operations and/or maintenance of appropriate measures or programs (i.e. purchase of a
car for the car share program, purchase of a bike for the bike share program, etc.).
The contribution will be assigned trip reduction credits. Below is a table showing the value of
credits:
TABLE 2: CONTRIBUTION CREDITS
Trip Reduction Credit Contribution Value
1 1 $6,000
A project may only use contribution credits if it is pre-approved by Engineering and
Transportation staff. Most often, these contributions will be applicable to projects or programs
identified in Transportation/Engineering long range plans and within the City's Asset
Management Plan.
Contribution scenarios include:
• Concurrent Offsite Mitigation Projects: A project cannot effectively mitigate trips within its
own site, but a good opportunity is available at another location which can be funded by
a financial contribution.
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 14
• Mitigation Funds: A project cannot effectively mitigate trips within the menu options
available and instead provides a financial contribution for the commencement,
continuing operation, maintenance or improvement of an existing project or program.
11 MR]
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 15
Transportation Demand Management (TDM)
Transportation Demand Management (TDM) is the application of strategies and policies to
reduce travel demand (specifically that of single-occupancy vehicles).
The Aspen TDM and MMLOS toolkit shall be utilized to determine a project's mitigation for peak
hour new trips to the transportation system. This section delineates and summarizes the Aspen
TDM approaches organized by category and setting that are included in the Aspen specific TDM
toolkit. The toolkit can be used to identify appropriate TDM approaches. Minor projects must
select at least two appropriate TDM measures as part of their mitigation strategy. Major
developments must mitigate trips using a minimum of five TDM measures. The remainder of
mitigation options for minor or major projects may be selected from TDM or MMLOS options at
the discretion of the developer.
A description of all mitigation measures in the tool is located in Appendix C. The mitigation
categories include Neighborhood/Site Enhancement, Transit, and Commute Trip Reduction.
Multi-Modal Level of Service (MMLOS)
Similar to many cities throughout the United States, the City of Aspen desires to evaluate
transportation services of roadways from a multimodal perspective. This section delineates and
summarizes the MMLOS approaches organized by mode and setting that are included in the
Aspen specific MMLOS toolkit.
The MMLOS toolkit must be completed in its entirety. If the completed toolkit results in negative
points, as a result of not meeting minimum performance measures, these points, in addition to
peak additional trip points, must be mitigated.
A description of all mitigation measures in the tool is located in Appendix C. The mitigation
categories include Pedestrians, Bicycles, and Transit.
The Aspen TDM and MMLOS toolkit can be accessed here:
http://www.aspenpitkin.com/Departments/Community-Development/Planning-and-
Zoning/Current-Planning
City Comments and Recommendations
Copies of the completed TDM and MMLOS toolkit must be provided to the City as part of the
TIA that is submitted as part of the Land Use Application. The city will evaluate the TDM and
MMLOS Plan and comments will be provided to the developer/permittee as part of the
Development Review Committee (DRC) process. Subsequent analysis may be requested
regarding specific transportation issues. In some cases, minor comments raised by city staff
may be addressed in an addendum letter.
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 16
Monitoring and Reporting Requirements
Following the implementation of Mitigation Measures, the property owner will be required to
monitor whether the TDM and MMLOS Measures are having the intended effect. Minor
developments will be required to assess and report their compliance each year for three years.
If it is found that the adopted mitigation measures are not effective in mitigating trips for the
development, the mitigation measures should be modified in consultation with the
Transportation and Engineering Departments-for the next year: The next year's reporting
should outline how successful the changes have been. If the property owner/developer has
made a good faith effort to make changes to the mitigation measures but has not been
successful at fully mitigating the trips as expected, the reporting period shall end after 3 years.
If, however, the property owner/developer has not made real attempts to make changes the
reporting period shall be extended by one year and the non-compliance may be reviewed by
City Council to determine appropriate next steps to more accurately mitigate trips.
If an applicant fails to assess and report their compliance, the timeline for reporting will be
extended by one year. Monitoring and Reporting requirements are tied to the property and must
be provided regardless of change in ownership.
Property owners should make a good faith effort to survey the appropriate individuals/groups
based on the development type. Examples include homeowners, tenants, employees and
customers. The purpose of surveying is to determine level of participation and success of
various measures. The owner will not be held responsible should a survey prove infeasible
and/or response rates low as long as a good faith effort has been made. The owner should
contact staff to discuss these types of issues as soon as possible. Traffic counts and analysis
will not be required for Minor TIAs but can be used as an alternate assessment tool. Traffic
counts and analysis will be paid for by the development applicant.
The process is illustrated in the flow chart below. Each project will collect the necessary data
specific to their chosen measures and assess their compliance. The project will submit a report
to the City Transportation Department to document the monitoring process and results. Details
of each step are documented below.
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 17
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Assessment of Compliance with Guidelines
An annual employee, tenant, visitor, customer and/or homeowner survey is an important
element of the monitoring program. Surveys will be conducted to assess whether
measures are being maintained and if participation levels meet critical mass.
Survey results will provide insight into the success of various TDM measures and provide
the project and the City with guidance on how to change, continue and/or improve upon
those measures. If the measures are not successfully implemented and maintained, the
project will be responsible to refine its program. If an applicant intends to collect vehicle
trip data then they must follow the Vehicle Trip Data Collection guidelines located in the
Level II TIA section of this document.
Identify Additional Strategies
It is recommended that each project review the TDM tool in conjunction with the annual
survey results to identify if refinements to existing strategies and new strategies to
implement are necessary. The project will also identify a timeline for making changes to
existing strategies and implementing new strategies.
Annual Report Submittal
A monitoring report, submitted at least annually to the City of Aspen, will be developed by
the project and the independent transportation firm. The report will include the following
elements:
Pwd
THE Gn'of ASPEN Traffic Impact Analysis Guidelines 18
1) Status of all existing TDM programs — including data on participation rates
2) Status of all recommended TDM programs from prior monitoring report (if
applicable) — including data on participation rates
3) Data collection methodology
4) Survey results
5) Evaluation of performance compared to TDM/MMLOS plan
6) Conclusion of whether compliance is met
7) Next steps (if needed) — future modifications and enhancements of TDM Program,
including time frame of implemented
THE CITY OF A PEN Traffic Impact Analysis Guidelines 19
4. LEVEL TWO TIA (FOR MAJOR DEVELOPMENTS)
If the proposed development meets the criteria shown next to "Major Development" in Table 1, a
Level Two TIA is required for submittal as part of the Land Use application. The contents and
extent of a Level Two TIA depends on the location and size of the proposed development, and
the prevailing conditions in the surrounding area. At a minimum, a Level Two TIA shall include a
Site Plan Review, Trip Generation, Capacity Analysis, and TDM, MMLOS, and significant
impact Mitigation Measures.
The developer/permittee is responsible for the preparation of a Level Two TIA. The study is
applicable through a project's vesting period.
The project applicant shall retain a professional traffic engineer to conduct the transportation
impact analysis. It is recommended that the applicant's consultant conduct the work in the
following phased manner and seek City acceptance of each task before initiating the next task.
In some cases, review by other affected jurisdictions will be required.
• Transportation Analysis Scope of Work detailing project description, site location,
analysis method, area-wide assumptions, study intersections and/or roadways, peak
hours for analysis, and traffic data collection.
• Project Trip Generation and Trip Distribution documenting all key technical
assumptions, data sources, and references.
• Administrative Draft Transportation Study Report prepared according to the Scope
of Work, Project Trip Generation, and Trip Distribution approved by the City Engineer.
• Draft Transportation Study Report addressing the City's comments on the
Administrative Draft Report.
• Final Transportation Study Report / Response to Public Comments addressing
comments from the City (and, if applicable, other jurisdictions — i.e. Pitkin County,
CDOT, neighboring cities, etc.)
TI3E CITY of ASPEN Traffic Impact Analysis Guidelines 20
Level Two TIA Outline
Details on requirements for the Level Two TIA outline items are defined later in this section.
The Level Two TIA shall follow this general outline:
1. Introductory Items
• Front Cover / Title Page — signed and sealed by a registered Colorado Professional
Engineer
• Table of Contents, List of Figures, and List of Tables
• Executive Summary
2. Introduction/Background
• Project description
• Project applicant/contact info
• Type and size of development
• Site plan (include proposed driveways, roadways, traffic control, parking facilities,
emergency vehicle access, and internal circulation for vehicles, bicyclists, and
pedestrians)
• Location map (include major streets, study intersections, and neighboring zoning and
land uses)
3. Existing Conditions
• Existing roadway system within project site and within the walk shed (within 250 feet
radius)
• On-street parking configuration
• Sight distance limitations
• Location of driveways
• Location and routes of nearest transit routes and facilities serving the project
• Routes, location and width of nearest pedestrian and bicycle facilities serving the
project
• Figure of study intersections with seasonally adjusted AM and PM peak hour turning
movement counts, lane geometries, signal timings, and traffic control
• Crash data on study roadways and intersections
• Map of study area showing ADT of study roadways
• Table of existing AM and PM peak hour average vehicle delay and LOS
THE CITY or ASPEN Traffic Impact Analysis Guidelines 21
4. Existing Plus Project Conditions
• Table of trip generation for Project Trip Generation using the City of Aspen specific
trip generation figures (Table A-1 and A-2 in Appendix A)
• Figure/map of trip distribution (in percent)
• Maps of study area with applicable peak hour turning movements (Project Only and
Existing Plus Project)
• Table of Existing and Existing Plus Project intersection peak hour average vehicle
delay
and LOS
• Table of Existing and Existing Plus Project MMLOS for pedestrians, bicycles, and
transit
• Traffic signal and other warrants
• Findings of project impacts
• Access and Circulation Design
• Sight distance limitations
• Dimensions from adjacent driveways and intersections
• Potential for shared access facilities
• Demonstration that the number of proposed driveways is the fewest necessary
• Support that the access points will provide safe and efficient multi-modal (traffic,
pedestrian, bicycle and transit) flow
• Internal circulation design, including adequacy of queuing (stacking) at site
access points and other features that may affect traffic operations and safety
• Pedestrian circulation system on-site and along frontage
• Impact to existing transit routes and facilities
5. Future Background Conditions
• Table of trip generation for approved project(s) — when applicable, apply reduction
for pass-by trips, transit, internal capture, and other modes.
• Figure and/or table of approved projects trip distribution (in percent)
• Map of study area with applicable AM and PM peak hour turning movements
(Approved Projects Only)
• Table of intersection peak hour average vehicle delay and LOS
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 22
• Traffic signal and other warrants
6. Future Background Plus Project Conditions
• Similar content to Existing Plus Project Conditions
7. Proposed Mitigation Program
• Copies of completed TDM and MMLOS toolkit spreadsheets
• TDM Measure Details (including location of measure)
• MMLOS Measure Details (including location of measure)
• Enforcement & Financing
• Scheduling and implementation responsibility of mitigation measures
• Proposed Significant Impact Mitigation
8. Conclusion and Recommendations
• Summary of results, findings, and recommended mitigation measures
9. Monitoring and Reporting Requirements
• Vehicle Trip Data Collection
• Assessment of Compliance with Guidelines
• Identify Additional Strategies
• Annual Report Submittal
10.Appendices
• Traffic counts
• Technical calculations for all analyses
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 23
Scope of Study
The contents and extent of a Level Two Transportation How do I determine the
Impact Analysis depend on the location and size of the study area?
proposed development, the prevailing conditions in the
surrounding area, and the technical questions being asked
by decision makers and the public.
Stud Area Bounds How many traffic
Y Boundary analysis scenarios are
Careful consideration of all modes and facilities (i.e., transit, required?
pedestrian, bicycle, vehicle, etc.) is required when selecting
the study area boundary.
The scope of the study area is '/2 mile. The City Engineer must approve study locations before
traffic data collection and analysis commences. Additional facilities may be studied based on
circumstances unique to the site. Applicants should consult with the City Engineer early
regarding any additional study locations based on local or site-specific issues, especially those
related to pedestrians, bicycles, and transit.
Analysis Scenarios
The transportation analysis scenarios are listed below. Additional analysis scenarios may be
required in the transportation impact analysis dependent on project conditions and setting. For
example, other scenarios may be needed to test phasing or other interim conditions, at the
discretion of the City Engineer.
PRESENT CONDITIONS
o Existing Conditions represented by transportation conditions for all travel
modes in the study area based on recent field observations. Traffic volumes for
roadway analysis should be based on recent count data (see Transportation
Analysis Time Periods section below).
o Existing plus Project Conditions represented by project changes to existing
transportation conditions for all travel modes in the study area. Traffic volume
forecasts for roadway analysis should reflect existing conditions plus traffic
generated by the proposed project. For re-use or conversion projects, this will
involve accounting for any existing use of the site that remains or will be
discontinued.
FUTURE CONDITIONS (If required by City Engineer)
o Future Background Conditions represented by transportation conditions for all
travel modes in the study area reflecting all approved projects plus pending
projects or expected development of other areas of the City designated for
growth. In most cases, the project site will likely be vacant under this scenario. In
some cases though, this scenario may need to account for any existing uses on
THE CITY OF ASFEN Traffic Impact Analysis Guidelines 24
the site that could continue and potential increases in development allowed by
ministerial approvals only.
o Future Background plus Project Conditions represented by Future
Background Conditions plus changes to these conditions caused by the
proposed project. This scenario needs to account for whether the project is
changing any existing or planned land uses on the site.
Analysis Time Periods
The determination of analysis time periods will depend on
the travel modes being evaluated. For vehicular analysis,
at a minimum, weekday AM and PM peak hour traffic rWhat time periods need
volumes will be used in determining compliance with the to be analyzed?
vehicle level of service (LOS) standard. For recreational
and other non-typical peak hour uses, weekday afternoon,
weekday late evening, or weekends shall be considered.
Based on the land use of the proposed project and upon consultation with the City, the study
shall analyze traffic operations during the peak hour of the following time periods. The weekday
time periods must occur on a Tuesday, Wednesday, or Thursday.
• Weekday morning peak (7:00 —9:00 AM)
• Weekday evening peak (4:00—6:00 PM)
For some projects, the City may substitute or require additional peak hour analysis for the
following time periods.
• Weekday mid-day peak (12:00 —2:00 PM)
• Weekday afternoon peak (2:00 —4:00 PM)
• Friday evening peak (5:00— 7:00 PM)
• Weekend midday peak (11:00 AM — 1:00 PM)
• Weekend evening peak (4:00—7:30 PM)
The determination of study time periods should be made separately for each proposed project
based upon the peaking characteristics of project-generated traffic and peaking characteristics
of the adjacent street system and land uses. The time period(s) that should be analyzed are
those that exhibit the maximum combined level of project-generated traffic and adjacent street
traffic.
THE CITY of ASPEN Traffic Impact Analysis Guidelines 25
Traffic Data Collection
Accurate data is essential to achieve a high level of confidence in transportation analysis
results. Existing traffic conditions data shall be collected using the guidelines set forth in Table
3. The collected data will then be used to perform the respective analyses per the TIA
guidelines.
TABLE 3: EXISTING CONDITIONS DATA COLLECTION PROTOCOL
Data Set Procedure
➢ New traffic counts shall be collected if existing counts are more than two years old.
Counts shall only be collected in winter months(December 15th through March 30th)and
summer months(June 15th through Labor Day). No traffic count data should be collected
outside these dates unless agreed upon by the City of Aspen.The peak hour traffic volumes
should be seasonally adjusted to represent the typical average day of the year(the 30th
highest hour across the Castle Creek bridge).
Peak period turning ➢ Traffic counts shall be collected over a two-hour period between 7-9 AM and 4-6 PM and
movement counts the highest hour used for the existing counts.
➢ Collect data for all study intersections on a Tuesday,Wednesday, or Thursday.
➢ Care should be taken to collect data on days when schools are in session.
➢ Bicycles and pedestrians should be included in all counts.
➢ Some projects may require vehicle classification or occupancy counts. Consult with the
City on a case-by-case basis.
Daily traffic counts Collect data for all study roadway segments using the parameters described above for peak
period turning movement counts with the exception of collecting bicycle and pedestrian data.
Establish existing geometrics from a combination of aerial photography, as-built plans,and
site visits.
Multi-Modal Map existing bicycle and pedestrian facilities within the study area(include sidewalks,
Facilities crosswalks, signal heads, push buttons, related signing and striping). Document barriers,
deficiencies and high-pedestrian demand land uses including schools, parking, senior
housing facilities, and transit stops or centers. The City of Aspen's GIS department can
provide this information.
Travel time and If necessary,travel time and speeds may be measured using radar, Bluetooth detectors,GPS
speed probe vehicles(i.e.,floating car survey),or other validated methodology.
Signal timing Request timing from the City and other operating agencies such as CDOT.Verify timing in the
field.
Crash data Obtain crash data through the local law enforcement or CDOT if on Highway 82.
Mode split Summarize daily and peak hour mode split from study area or communities adjacent to study
area.
Map existing transit routes and stops serving the study area and identify service hours and
Transit routes and levels of use. Document amenities(benches,shelters, bicycle parking,etc.)available at
use transit stops and centers within 1/4-mile of non-residential projects and a'h-mile of residential
projects. Complete MMLOS analysis per TIA guidelines.
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 26
Trip Generation
Applicants required to complete a Level Two TIA are How do I determine how
required to submit a trip generation analysis that identifies many vehicle trips my
the number of new daily and peak hour vehicle-trips added project will generate?
by the proposed project. The trip generation estimation for
all new or proposed development projects shall include the
summation of primary trips and diverted linked trips.
The estimation of new trips generated by the proposed development project may include credit
for trips associated with existing uses on the site. Existing uses are those actively present on
the project site at the time data is gathered for the Traffic Impact Analysis.
The final estimate of new daily and peak-hour trips associated with a proposed development
project should represent the net contribution of the proposed project. The City will review the trip
generation analysis and determine if additional analysis is required.
Trip generation analysis should be primarily based on Aspen specific trip generation rates. The
Aspen specific trip generation rates and the respective directional distributions for the AM and
PM peak hours are located in Appendix A in Tables A-1 and A-2. The Aspen specific trip
generation rates were validated for winter and summer season conditions for the following land
uses: commercial office, commercial retail, free-market housing, affordable housing, lodging,
essential public facility, and mixed-use (included restaurant, residential, and commercial). The
City Engineer should be consulted if the proposed development land use is not included in the
validated land use categories listed in Tables A-1 and A-2.
The following figure describes trip types relevant to trip generation and the difference between
the total trips generated by the project versus new trips added by the project.
Total Trips
Generated By Project
Pass-By Trips
Intermediate stops on the way from an origin
to a primary trip destination taithout a route diversion.
Non-Pass-By Trips
All trips generated by a project site
that are not pass-by trips '
Primary Trips
Trips made for the specific purpose of visiting
the generator.The trip typically goes from origin
to generator and then returns to the origin.
New Trips
Diverted Linked Trips '
'Trips that are attracted from the traffic volume
Added on roadways within the vicinity ofthe generator
By Project but thatreguireaoivetsion from one roadway toanother.
— — — — — — — — — — — �.
THE CITY OF ASPFN Traffic Impact Analysis Guidelines 27
Vehicle Level of Service
Historically, vehicle levels of service (LOS) thresholds have been the prevailing criteria applied
to transportation projects. The City of Aspen recognizes that vehicle LOS is one performance
measure that needs to be carefully weighed against other City objectives to balance the
preservation of community values with a safe and efficient circulation system. Vehicle LOS only
assesses traffic operations from a driver's perspective. It does not capture the perspective of
pedestrians and bicyclists nor does it recognize potential impacts of driving on air pollution or
other environmental resources. As such, potential impacts identified based on the following City
LOS thresholds will need to be weighed against other community values and objectives in
developing mitigation acceptable to the City.
• LOS C or better during peak hours is acceptable within the City of Aspen.
• For individual turning movements, LOS D, E and F may be acceptable for left-turns or for
minor street unsignalized movements; however some mitigation may be necessary.
• In instances where the existing LOS is already less than LOS C, the project should
include mitigation to maintain the LOS and not degrade it further. Mitigation preferences
should focus on reducing vehicle trips, improving the bicycle and walking network,
improving transit services or facilities, and modifying traffic control operations (i.e., signal
timings).
Traffic operations analysis methodology used to calculate LOS shall be based on the latest
version of the Highway Capacity Manual (HCM).
If the TIA study area extends into an adjacent jurisdiction, their LOS threshold shall be used for
the impact significance criteria for analysis locations in that jurisdiction. The applicant is
responsible for analyzing project impacts against appropriate jurisdictional standards; however,
impacts will be mitigated consistent with City TDM standards.
Analysis Parameters
Analysis parameters (e.g., signal phasing, conflicting pedestrian volumes, etc.) for Existing and
Existing plus Project conditions shall be based on field measurements taken during traffic count
collection and field observations. This typically applies to Future Background and Future
Background plus Project analysis.
In the absence of field data or for some future conditions analysis, the parameters in Table 3
may be used with City consultation.
TIIE CITY of ASPEN Traffic Impact Analysis Guidelines 28
TABLE 4:ANALYSIS PARAMETER RECOMMENDATIONS
Parameter Recommendation
Use measured approach PHF obtained through traffic data collection. For cumulative scenarios
and existing conditions where peak hour factors are not available, refer to the HCM and
Peak hour factor(PHF) maintain consistency through analysis scenarios and peak hours.
➢ If a simulation model is used for analysis,the PHF should be applied over more than a
15-minute period.
A field measurement of the saturation flow rate is recommended in accordance with procedure
in the HCM.
Saturation flow rate For cumulative conditions, use the value recommended in the most recent HCM unless physical
conditions and traffic controls warrant a change.The 2010 HCM recommends 1,900 vehicles
per hour per lane.
Yellow phase 4 seconds per phase(if traffic signal is present under existing conditions, use existing yellow
phase).
All red phase 1 second per phase(if traffic signal is present under existing conditions, use existing red phase).
Red phase may be greater on high-speed roadways.
Primarily based on existing pedestrian counts or observations. Otherwise, refer to the most
current version of the HCM to determine the amount of pedestrian activations per cycle into
Conflicting pedestrians for appropriate categories.
signalized intersections To determine conflicting pedestrians, assume one pedestrian per activation.
Replicate existing cycle length and phasing(e.g., leading left turns)when possible. For new
signalized locations,segment the cycle lengths into the following three categories unless other
cycle lengths can be justified through the traffic operations analysis.
Traffic signal cycle lengths ➢ In and around downtown—limit signal cycle lengths to less than 90 seconds
➢ In and around suburban areas—limit signal cycle lengths to less than 90 seconds
Ensure that minimum pedestrian times are satisfied.
Lane utilization factor If applicable,adjust lane utilization factors based on field observations.
Analysis Tools and Methods
Traffic operations analysis for local roadways and the state highway shall be conducted using
tools and methods approved by the City of Aspen. Recommended analysis tools for Traffic
Impact Studies include Synchro, SimTraffic, and VISSIM. Other tools or methods may be used
upon receiving approval from the City Engineer.
Congested Conditions
Analysts should note that the HCM recommends the use of simulation models to analyze
congested conditions. Since simulation tools can simultaneously evaluate vehicle interactions
across a complete network (including the interaction of multiple modes), they can provide a
more complete understanding of traffic operating conditions during peak congested periods and
what may happen when a specific bottleneck is modified or eliminated. Recommended analysis
tools for simulation analysis include SimTraffic and VISSIM. Other tools or methods may be
used upon receiving approval from the City Engineer.
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 29
Transit Level of Service
Information relating to the hours of weekday service, frequency of service, travel time, and peak
passenger load is helpful for determining the extent and quality of service provided to a given
location. The transit system performance measures are to be documented for multi-family
housing, hotel/lodging, and commercial/retail developments that fall under the category of Major
Development per the TIA guidelines.
Level of Service Metric Standard Notes
Hours of Weekday Service(number 20 hours peak/18 hours off-peak When transit level of service
of hours service is provided) standards are not met,the City of
Aspen, RFTA, and project applicant
Season Frequency of Service(time 15-30 min peak/60 min off-peak should discuss potential
between bus arrivals at a particular improvements to the transit system
transit stop) by the project.
Travel Time Factor(transit travel 2.0 X
time/auto travel time to three
specific destinations that can include
popular destinations such as
shopping centers,schools, or civic
uses)
Peak Load factor(#of passengers/ <1.2
#of seats)
The overall transit system performance LOS is determined as follows:
Level of Service Standards Met
All 4 3 of 4 2 of 4 1 of 4 None
A B/C D E F
When overall transit system performance is operating at D or worse, the applicant and City staff
should engage the transit provider to evaluate the potential for improving transit service for a
particular development. This coordination between land use and the transit system is intended
to increase the utility and attractiveness of the transit system to all users.
...........*;
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 30
Site Plan Review
A detailed site review is required for every project and should, as a minimum, cover the items
below. Appendix B includes a sample illustration of site review recommendations that should
also be considered in the site plan review. Consideration should be given to the following
qualitative and quantitative reviews and summarized in the TIA.
• Existence of any current traffic problems in the local area such as a high-accident
location, non-standard intersection or roadway, or an intersection in need of a traffic
signal.
• Applicability of context-sensitive design practices compatible with adjacent
neighborhoods or other areas that may be impacted by the project traffic.
• Close proximity of proposed site driveway(s) to other driveways or intersections.
• Adequacy of the project site design to fully satisfy truck loading demand on-site.
• Adequacy of the project site design to provide at least the minimum required throat
depth at project driveways.
• Adequacy of the project site design to convey all vehicle types
• Adequacy of on-site vehicle, bicycle, and pedestrian circulation and provision of safe
pedestrian paths from residential areas to school sites, public streets to commercial and
residential areas, and the project site to nearby transit facilities.
• Project site design resulting in inadequate emergency access or response times.
Consultation with Other Jurisdictions
If the study area overlaps with other jurisdictions (i.e. CDOT, Pitkin County, etc.), the other
jurisdictions should be consulted to verify study locations and to specify the impact significance
criteria that should be used in the TIA for these locations. In most cases, overlap will occur for
roadway system analysis.
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 31
Significant Impact Assessment
The main intent of the TIA is to determine potential
transportation impacts of proposed projects. This information Does my project result in
is essential for decision makers and the public when a significant impact?
evaluating individual projects. This section explains what
operating conditions shall be used when determining an
impact. These guidelines also establish criteria for when a
project impact is considered significant.
Scenario Evaluation
Transportation impact determination for a proposed development project shall be based upon
the comparison of the following scenarios using the significance criteria cited below.
• Existing Conditions vs. Existing Plus Project Conditions
• Future Background Conditions vs. Future Background Plus Project Conditions
Significance Criteria
A project impact is considered significant when it meets the criteria listed in Table 4.
THE CITY of ASPEN Traffic Impact Analysis Guidelines 32
TABLE 5: TRANSPORTATION, CIRCULATION AND SIGNIFICANCE CRITERIA
Elements Evaluation Significant Impact Determination
➢ Project designs for on-site circulation,
Review and evaluate site access locations, access,and parking areas fail to meet City
driveway throat depths, size of major or industry standard design guidelines.
circulation features with respect to operations ➢ Project fails to provide direct pedestrian
and safety,turning movement volumes at site and bicycle connection to the pedestrian
On-site Circulation access points,queuing at site access and bicycle facilities on-site.
driveways,dimensions of truck loading areas,
and emergency access.Address and provide ➢ project fails to provide adequate
a
pedestrian and bicycle access to the proposed accessibility for service and delivery trucks
d on-site, including access to truck loading
development. See Appendix B for a sample.
areas.
➢ A roadway segment or intersection
operates unacceptably according to the
City of Aspen LOS guidelines(Overall
Intersection LOS C or better during peak
Conduct intersection and roadway level of hours, LOS D, E and F may be acceptable
service analyses using methods and for left-turns or for Minor Street
Off-Site Traffic procedures contained in the latest version of unsignalized movements. In instances
Operations the Highway Capacity Manual(HCM) where the existing LOS is already less
published by the Transportation Research than LOS C,the project should include
Board. mitigation to maintain the LOS and not
degrade it further)
➢ The project adds 10 or more peak hour
trips that cannot be mitigated with TDM or
MMLOS.
➢ A project disrupts existing or planned
Identify any existing or planned bicycle bicycle facilities or conflicts with adopted
facilities that may be affected by the project. City non-auto plans,guidelines, policies,
Focus on maintaining or enhancing or standards.
Bicycle Facilities connectivity and completing network gaps. ➢ The project adds trips to an existing
Complete MMLOS analysis per TIA transportation facility or service(e.g., bike
guidelines. path)that cannot be mitigated with TDM or
MMLOS.
➢ A project fails to provide accessible and
safe pedestrian connections between
Identify any existing or planned pedestrian buildings and to adjacent streets and
facilities that may be affected by the project. transit facilities.
Pedestrian Focus on maintaining or enhancing ➢ A project disrupts existing or planned
Facilities and connectivity,completing network gaps,and pedestrian facilities or conflicts with
Americans with removing barriers. Disclose evaluation and adopted City non-auto plans,guidelines,
Disabilities Act documentation of project features(e.g., policies,or standards.
(ADA)compliance driveway access points)with likely disparate ➢ The project adds trips to an existing
impact on pedestrians(e.g.,longer crossing transportation facility or service(e.g.,
time,added conflict points,etc.). Complete sidewalk)that does not meet current
MMLOS toolkit analysis per TIA guidelines. design standards for minimum width and
that cannot be mitigated with TDM or
MMLOS.
THE CITY OF ASPEN Traffic Impact Analysis Guidelines 33
Elements Evaluation Significant Impact Determination
➢ A project disrupts existing or planned
Identify any existing or planned transit transit facilities and services or conflicts
facilities that may be affected by the project. with adopted City non-auto plans,
Transit Focus on maintaining or enhancing guidelines,policies,or standards or results
connectivity and completing network gaps. in significant degradation of service
Complete MMLOS toolkit analysis per TIA quality.
guidelines.
Evaluate unsignalized intersections located ➢ The addition of project traffic causes an
within the study to determine appropriate all-way stop-controlled or side street stop-
Intersection Traffic traffic control with or without the project. controlled intersection to meet Manual on
Control Evaluate signalized intersections located Uniform Traffic Control Devices(MUTCD)
within the study to determine appropriate signal warrant criteria.
signal timing changes needed with or without
the project.
In situations where several agencies must ➢ The project exceeds established
approve a development or are responsible for significance criteria thresholds for
affected roadways,the applicant must contact locations under the jurisdiction of other
lead and responsible agencies to determine agencies.
Other issues to be addressed,scope of study,etc.
Jurisdictional In general,the applicant will be responsible for
Requirements analyzing project impacts against appropriate
jurisdictional thresholds; however,the analysis
methodology will be determined by the City in
compliance with the TIA guidelines and the
impacts will be mitigated consistent with City
standards.
Transportation Impact Analysis Guidelines
THE Cn-Y or AsnEN 34
Mitigation Measures
All projects shall use the Aspen TDM and/or and MMLOS Mitigation Tools to determine
mitigation measures that will be used for a project. The tools assign a percent reduction in
vehicle trips (TDM) and point values (MMLOS) to specific measures used to offset the largest
peak hour trip generation. For example, if a projects adds 50 Peak Hour AM trips and 40 Peak
Hour PM trips, it will start with -50 points and will need to mitigate 100% of the new trips (50
trips) in the TDM and MMLOS Toolkits. Major Projects may not be able to achieve enough
points to mitigate 100% of the peak trips through TDM and MMLOS. In these situations
additional mitigation measures are required and must be discussed with and approved by the
City of Aspen Engineering and Transportation Departments (see Table 4).
Copies of the completed TDM and MMLOS toolkits delineating the applicants chosen
measures to mitigate at least 100% of the new trips must be provided to the City of Aspen with
the completed TIA.
Changes to Mitigation Measures
TDM and MMLOS Mitigation measures that are approved and implemented for a development
must be on going for the occupied life of the development. Changes to specific on-site
measures may be amended over time, as long as they result in the same amount of trips
mitigated as the original approval. Off-site MMLOS infrastructure measures may not be
changed. Changes must be approved by the Engineering and Transportation departments to
ensure the proposed change is appropriate given the site's context. Any change that results in
the same number of trips mitigated may be approved administratively. Any change that
reduces the amount of trips generated shall be approved by the body (City Council, HPC, or
P&Z) that approved the original measures.
If after TDM and MMLOS mitigation has been applied and the net new trips to the system are
not mitigated and/or the project meets the significance criteria in Table 4, additional significant
impact mitigation may be required. In consultation with the City of Aspen Engineering and
Transportation Departments, the mitigation may include modifications to the site plan to
increase pedestrian and bicycle connectivity, signal timing modifications, intersection traffic
control modifications, etc. Every effort to mitigate shall first be made by TDM and MMLOS
measures.
Transportation Impact Analysis Guidelines
THE CITY of ASPEN 35
Monitoring and Reporting Requirements
Following the implementation of Mitigation Measures, the property owners will be required to
monitor motor vehicle traffic to ensure that the TDM and MMLOS Measures are having the
intended effect. Major developments will be required to assess and report their compliance
each year for five years. If an applicant fails to assess and report their compliance, the timeline
for reporting will be extended one year.
Property Owners will need to collect traffic count data to evaluate travel behavior near the
development. Traffic counts and analysis will be paid for by the development applicant.
The process is illustrated in the flow chart below. Each project will collect vehicle trip data for
their project and assess their compliance. The project will submit a report to the City to
document the monitoring process and results. Details of each step are documented below.
v
04� �
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Transportation Impact Analysis Guidelines
THE CITY of AsPE\' 36
Vehicle Trip Data Collection
Data collection will be conducted by an independent transportation firm at least once a year.
The data collection should include the following:
1) Selecting a week to conduct the vehicle counts that is consistent with the TIA data
collection and prior year's data collection time frame. The selection of the week
should be agreed upon by the City's Engineering and Transportation Departments.
2) The driveway counts will be conducted for:
a) Tuesday, Wednesday, and Thursday of the selected week
b) Daily(24 hours), morning peak period (7:00 AM to 10:00 AM) ,
and evening peak period (4:00 to 7:00 PM)
C) For the driveways providing access to the project
3) Field observations will be conducted during the AM and PM peak periods for each
of the data collection days to confirm that the survey reflects a typical day.
The independent transportation firm will calculate the AM and PM peak hour vehicle
counts entering the specified driveways. The AM and PM peak hour vehicle counts will
be an average over the three day data collection period. If appropriate, the AM and PM
peak hour vehicle counts may be adjusted based on field observations (i.e. if employees
are parking on the street and thus not captured by the driveway counts).
Survey Collection
Collection of an annual employee, tenant, visitor, customer and/or homeowner survey is
an important element of the monitoring program. Surveys will be conducted to assess
whether measures are being maintained and if participation levels meet critical mass.
Assessment of Compliance with Guidelines
Vehicle trip data and survey results will provide insight into the success of various
measures. The daily, AM, and PM trips will be compared to the submitted TDM and
MMLOS plan within the TIA.
If the trip reduction measures are not successfully implemented and maintained, the
project will be responsible to refine its program.
Identify Additional Strategies
It is recommended that each project review the TDM/MMLOS tools in conjunction with
the annual survey results to identify if refinements to existing strategies and new
strategies to implement are necessary. The project will also identify a timeline for
making changes to existing strategies and implementing new strategies.
Transportation Impact Analysis Guidelines
DiF CITE'or ASPEN 37
Annual Report Submittal
A monitoring report, submitted at least annually to the City of Aspen, will be developed
by the project and the independent transportation firm. The report will include the
following elements:
1) Status of all existing TDM programs — including any data on participation rates
2) Status of all recommended TDM programs from prior monitoring report (if
applicable) — including any available data on participation rates
3) Data collection methodology
4) Documentation of trip reduction methodology and results
5) Evaluation of performance compared to TDM plan
6) Conclusion of whether compliance is met
7) Next steps (if needed) — future modifications and enhancements of TDM
Program, including time frame of implemented
8) Detail of data collection (including AM, PM, and daily counts)
9) Survey results
Transportation Impact Analysis Guidelines
THE CITY of ASPEN 38
Submittal of Level Two TIA
A copy of the Level Two TIA shall be submitted as part of the Land Use Application along with
other required development documents. The report shall be complete, in accordance with
these guidelines, and be stamped and signed by the developer/permittee's transportation
consultant engineer.
City Comments and Recommendations
The City will evaluate the TIA and comments will be provided to the developer/permittee as
part of the City's Development Review Committee (DRC) process. Subsequent analysis may
be requested regarding specific transportation issues. In some cases, minor comments raised
by city staff may be addressed in an addendum letter.
Transportation Impact Analysis Guidelines
THE CITY of A PrN 39
Appendix A:
Aspen Specific Trip Generation Calculations
Transportation Impact Analysis Guidelines
THE CITY or ASPEN 40
The following tables exemplify how trip generation information and assumptions should be
prepared and documented for submittal to the City of Aspen.
TABLE A-1: ASPEN SPECIFIC AM PEAK HOUR TRIP GENERATION
���� � As�pe,n Tr�p��enera�ian� AM,PeakA�erage �� w
s. 1 %E term % x�t�n
Land se� __ Trip Rated ° g
Commercial 2.27 69% 31%
Free-Market Housing 0.67 29% 71%
Affordable Housing 0.75 48% 52%
Lodging2 0.25 57% 43%
Essential Public Facility 0.86 62% 38%
per thousand square feet for commercial and essential public facility;
per unit/occupied room for housing and lodging
2 Includes vehicle and shuttle trips
For mixed-use(at least 2 of the established land uses)sites, a 4%reduction can
be applied to the trip generation
TABLE A-2: ASPEN SPECIFIC PM PEAK HOUR TRIP GENERATION
-mom
I.-ab.e_-a 2
.4 4 yr
Aspe Trip-Generations PM Peak�Averag
' Y
Land; se _ p Tri Rate EnterinrExitin Y
Commercial 4.14 40% 60%
Free-Market Housing 0.82 56% 44%
Affordable Housing 0.89 55% 45%
Lodging2 0.31 52% 48%
Essential Public Facility 1 1.66 1 40% 1 60%
per thousand square feet for commercial and essential public facility;
per unit/occupied room for housing and lodging
2 Includes vehicle and shuttle trips
*For mixed-use(at least 2 of the established land uses)sites,a 14%reduction can
be applied to the trip generation
Transportation Impact Analysis Guidelines
Txe CrTY or AwFN 41
SAMPLE TRIP GENERATION TABLE UTILIZING THE ASPEN SPECIFIC TRIP GENERATION RATES.
HIGHLIGHTED CELLS INDICATE DATA DIRECTLY FROM TABLE A-1 AND TABLE A-2.
Table i
Trip Generation Summary-Proposed Development Includes a 75 Room lodge+a 25,000 square foot commercial development
Trips Generated
Trip Generation Rates' AM Peak-Hour PM Peak-Hour
Entering Exiting Total Entering Exiting Total
Proposed Land Use Size AM PEAK I PM PEAK %Trips' Trips %Trips' Trips Trips %Trips' Trips %Trips' Trips Trips
New Aspen Lodge 75 RMS 0.25 0.31 57% 11 43% 8 19 52% 12 48% 11 23
Aspen Commercial Development 25 KSF 2.27 4.14 1 69% 1 39 1 31% 1 18 57 40% 41 60% 62 103
Total New Trips: 50 26 76 53 73 126
(Size)x(Trip Generation Rate)x(%Trips Entering)=Peak Hour Entering Trips: 1.E: (75) rooms x(0.25)x(577.) =11 hips for AM Peak entering.
KSF=Thousand Square Feet
RMS=Number of rooms
Transportation Impact Analysis Guidelines
THE CITY of ASPEN 42
Appendix 6:
Sample Site Plan Review for Major
Developments
Transportation Impact Analysis Guidelines
THE CITY of ASPLV 43
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THE Gry or Atif[V 44
Appendix C:
TDM & MMLOS GLOSSARY
Transportation Demand Management (TDM):
Transportation Demand Management (TDM) is the application of strategies and policies to
reduce travel demand (specifically that of single-occupancy vehicles)
Neighborhood/Site Enhancement
• On-Site Servicing - Providing creative onsite amenities reduces the need for SOV trips
throughout the day. Services within the development that will reduce the need for auto
trips include healthy vending, grocery, restaurant, recreation rental, dry cleaning, child
care, bicycle repair stations, etc.
• Shared Shuttle Service — The use of hotel or other customer service vehicles to shuttle
employees can maximize the use of on-site resources while reducing SOV trips. The
successful project will creatively consider the use of necessary business vehicles for
shuttle purposes. For example, a health club with a guest shuttle could provide
employee transfers to a transit center or park and ride.
• Non-Motorized Zones - (Only applicable to Major developments) Larger areas of non-
motorized travel zones provide safe and comfortable space that encourages walking and
bicycling, thus reducing SOV trips. Non-motorized zones are applicable for larger
redevelopment or specific areas only. Public amenity space already required by the City
of Aspen does not qualify for this reduction.
Transit
• Network Expansion - (Only applicable to Major developments) - The successful project
will expand the local transit network by adding or modifying existing transit service to
enhance the service near the project site. This will encourage the use of transit thus
reducing SOV trips. The successful project will work with City of Aspen staff to develop
a plan that offers the best trip reduction opportunity.
• Service Frequency/Speed — (Only applicable to Major developments) - Reducing transit-
passenger travel time through reduced headways and increased speed and reliability
makes transit service more attractive, thus reducing SOV trips. The successful project
will work with City of Aspen staff to develop a plan for increased service frequency that
offers the best trip reduction opportunity.
• Transit Access Improvement — Provision of safe and comfortable access to transit
service is important for generating and maintaining transit ridership, thus reducing SOV
Transportation Impact Analysis Guidelines
THE CITY or Asnev 45
trips. The successful project will improve pedestrian access to a transit stop via
formalization of trails, addition and/or improvement of sidewalk, installation of lighting
and/or way finding or other measures.
• Intercept Lot - The provision of a convenient location at which to park a vehicle and
transfer onto an alternative mode can reduce SOV trips. The successful project will
provide for a safe, convenient intercept lot at an appropriate location. Alternatively, a
project can propose methods by which existing intercept lot use can be expanded.
Examples include shuttles to/from existing lots, improvements to existing lots, etc.
Commute Trip Reduction
• Participation in TOP - The Transportation Options Program (TOP) is a City of Aspen
operated employer trip reduction service. All TOP employer services are free and
include grant opportunities, bus schedule kiosks and information distribution. The
successful project will work with City of Aspen staff to determine whether TOP
membership is appropriate and, if so, to join the program. (Note: Grant funding from the
TOP program may not be used to offset mitigation measures during until the reporting
period has been successfully completed).
• Transit Fare Subsidy - The successful project will provide subsidized/discounted daily or
monthly public transit passes for the RFTA valley system. These passes can be partially
or wholly subsidized by the project, with additional credit being provided for larger
subsidies. Many entities use revenue from parking to offset the cost of such a project.
• Employee Parking Cash-out - The term cash-out is used to describe the provision of
employee choice of forgoing their current subsidized/free parking for a cash payment
equivalent to the cost of the parking space. The successful project will require employers
to offer employee/guest parking cash-outs.
• Workplace Parking Pricing - The successful project will implement workplace parking
pricing at its employment centers. This may include: explicitly charging for employee
parking, or implementing above market-rate pricing.
• Compressed Work Weeks - Compressed work week schedules allow an employee to
work the typical 40-hour workweek in an alternative manner such as 4/10s or 9/80s. This
eliminates the need for work-related travel on the days not worked, thus reducing SOV
trips. The successful project will demonstrate that it will offer compressed work week
schedules to a minimum of 25% of its employees.
• Employer Sponsored Vanpool - Employer-sponsored vanpool programs entail an
employer purchasing or leasing vans for employee use, and subsidizing the cost of
program operations and administration. The driver usually receives personal use of the
van, often for a mileage fee. Scheduling is within the employer's purview, and rider
charges are normally set on the basis of vehicle and operating cost. The successful
project will implement an employer-sponsored vanpool, thus reducing the need for SOV
trips to and from the workplace.
-- Transportation Impact Analysis Guidelines
THE CITY OF ASPEN 46
• Carpool Matching - Facilitating the formation of employee carpool groups is a method of
reducing SOV trips. The successful project will include use the city of Aspen Commuter
Connect service to create an employee portal to allow for the formation of carpools as
well as the sharing of other important transportation information via a custom employer
web page.
• Carshare Program - Carshare programs have been linked to increased use of alternative
transportation modes and reduced SOV trips. The successful project will provide access
to Aspen's CAR TO GO carshare program. Carshare memberships can be provided to
all employees or residents of new developments.
• Bikeshare Program - Bikesharing provides access to a fleet of bicycles for short trips,
thus reducing SOV travel. The successful project will provide membership to and/or
enhance the existing public bikeshare program. Options include membership for staff
and/or membership for guests/customers.
• End of Trip Facilities -The provision of convenient facilities for pedestrians and cyclists
encourages these types of alternative modes, thus reducing SOV trips. Non-residential
projects may provide facilities such as showers, secure bicycle lockers, personal lockers,
changing spaces, etc.
• Self-Funded Emergency Ride Home - Emergency Ride Home programs reduce barriers
associated with alternative commute modes, thus reducing SOV trips. The successful
project will develop and fund a program to provide commuters who carpool, vanpool,
bike, walk or take transit to work with a reliable and free ride home - usually in a taxi or
rental car when unexpected emergencies arise. The use of the TOP program's
Emergency Ride Home feature is not applicable for mitigation purposes.
• Carpool/Vanpool Priority Parking - Priority parking for carpools and vanpools
encourages and incentivizes employees to ride-share to work, thus reducing SOV trips.
The successful project will locate reserved carpool and vanpool spaces at the front
entrances of the buildings and manage/monitor the use of parking spaces to ensure
compliance.
• Private Employer Shuttle - Offering employees a customized trip to work via private
shuttle reduces the need for SOV trips. The successful project will provide an employee
shuttle from nearby transit stations or other identified pick up points to the place of
employment.
• Information sharing and marketing/incentivizing are important components to successful
commute trip reduction programs. The successful project will implement marketing
strategies to reduce SOV trips. A trip reduction marketing programs should include a
number of the following strategies:
• orientation to trip reduction programs and benefits
• orientation to specific alternative transportation modes such as bus service
information, bike/walk route maps, etc.
Transportation Impact Analysis Guidelines
THE 0 ry of ASPEN 47
o publishing of web or traditional informational materials;
o events and contests such as commuter fairs, new employee orientations, bike to
work days, etc.
o educational opportunities such bicycle commute/repair classes
o web or traditional materials aimed at guests/customers such as bike/walk maps, free
transit day passes, etc.
Transportation Impact Analysis Guidelines
THE CITY Or ASPEN 48
Multi-Modal Level of Service (MMLOS):
Multi-Modal Level of Service (MMLOS) evaluates the safety and quality of access and flow for
pedestrians and bicyclists.
Pedestrians
Pedestrian Level of Service (LOS) is based on the criteria outlined below. If the site is not
meeting the minimum sidewalk Level of Service (LOS) B, the project will be required to mitigate
additional points to offset the project's inability to meet LOS B. The mitigation of not meeting
minimum LOS is in addition to mitigating peak hour new trips. If the site is not meeting the
minimum sidewalk Level of Service (LOS) B, the project will be required to mitigate additional
points to offset the project's inability to meet LOS B.
The existing sidewalk and pedestrian path Level of Service (LOS) is characterized by sidewalk
continuity, sidewalk width, presence of a landscape buffer, and ADA compliance.
LOS A is characterized by a continuous sidewalk that provides an effective width that exceeds
Aspen's minimum sidewalk width standards and has a five foot landscape buffer. Effective width
is measured using the sidewalk width and subtracting the shy distance for pedestrians.
Pedestrians avoid the edge of the sidewalk close to the street because it often contains utility
poles, bus shelters, parking meters, sign poles, and other street furniture. Pedestrians also
avoid traveling in the 24 inches of the sidewalk close to buildings to avoid retaining walls, street
furniture, and fences. The sidewalk area that pedestrians tend to avoid is referred to as the shy
distance.
LOS B provides a continuous sidewalk that meets Aspen's minimum sidewalk width standards
and has a five foot landscape buffer. Encroachments into the sidewalk including door swings,
will be subtracted from the sidewalk width.
LOS C occurs when there are no gaps in the pedestrian sidewalk, but the sidewalk does not
meet current design standards or has encroachments that affect the sidewalk width below the
minimum width standards.
Transportation Impact Analysis Guidelines
THE CITE'or ASPEN 49
• Sidewalk Condition on Project Frontage—The sidewalk along the project frontage
will be assigned points based on whether the sidewalk is detached, if the effective
width is greater than the standard minimum width, and if the proposed landscape
buffer is greater than the standard minimum width.
• Sidewalk Condition on Adjacent Blocks —The project will be given opportunity to
mitigate points off site. If the project proposed to improve the condition of sidewalk
on adjacent blocks to the proposed project will be assigned points based on whether
the sidewalk is detached, if the effective width is greater than the standard minimum
width, and if the proposed landscape buffer is greater than the standard minimum
width.
• Pedestrian Routes —The pedestrian routes with the proposed project will be
assigned points based on whether the slopes between the back of curb and sidewalk
are equal to or less than 5%, if the curbs are equal to 6 inches, if new pedestrian
access points allow access without crossing a street, if new landscaping is proposed
at the access point, if there is implementation of a crosswalk that improves access to
the proposed access point, if changes to pedestrian access points preserve or
enhance the pedestrian experience, and if the pedestrian access is enhanced to
address any deficiencies.
• Driveways; Parking, and Access Considerations - While modifications to driveways,
access, and parking are often necessary for new developments, the design and
placement of access points can have potentially negative impacts. Whereas access
considerations have typically focused on the automobile, the goal of this policy is to
promote and implement access schemes that are multi-modal by creating no net
negative impact on the surrounding pedestrian or cyclist.
• Traffic Calming - Providing traffic calming measures encourages people to walk or
bike instead of using a vehicle, resulting in decreased SOV trips. Traffic calming
features may include: curb extensions, speed tables, _raised crosswalk&, raised
intersections, median islands, tight corner radii, chicanes/chokers, and others. The
presence of traffic calming results in improved pedestrian LOS and vice-versa,
therefore the City of Aspen Asset Management Plan identifies the areas with the
greatest need. Proposed projects can mitigate impacts by contributing funds for the
City of Aspen to install proposed traffic calming measures. If a project applicant
provides a compelling reason for installing traffic calming measures (i.e. traffic
speeds, high levels of activity) not included in City of Aspen's Asset Management
Plan, the City may consider additional traffic calming measures.
• Pedestrian Network - The City of Aspen implements enhanced street crossings at
intersections and midblock locations, as appropriate. The City of Aspen has
developed a plan that identifies locations for the proposed installation of crosswalks
(see City of Aspen Asset Management Plan). The presence of enhanced crosswalks
result in improved pedestrian LOS and vice-versa, therefore the Asset Management
plan identifies the areas with the greatest need. Proposed projects can mitigate
Transportation Impact Analysis Guidelines
THE CITY of A,,PFN 50
impacts by contributing funds for the City of Aspen to install proposed crossings. If a
project applicant provides a compelling reason for installing a crosswalk (i.e. traffic
speeds, high levels of activity) that is not included in Aspen's Asset Management
Plan, the City may consider additional enhanced crosswalks outside of the asset
management plan.
Pedestrian Route Directness (PRD) is the ratio of route distance to straight-line
distance for two selected points. The lowest possible value is 1.00, where the route
is the same distance as the "crow flies" distance. Numbers closer to 1.00 indicate a
more direct route, theoretically representing a more connected network. Providing a
pedestrian access network to link areas of the Project site encourages people to
walk instead of drive, thus reducing Single Occupancy Vehicles (SOV) trips.
The successful project will provide a pedestrian access network that internally links
all uses and connects to all existing or planned external streets and pedestrian
facilities contiguous with the project site. The project will minimize barriers to
pedestrian access and interconnectivity. Physical barriers such as walls,
landscaping, and slopes that impede pedestrian circulation will be eliminated.
Bicycles
• Modifications to Existing Bicycle Paths - When modifications to a bicycle path are
requested, the overall modifications should not result in any net negative impact to
the bicycle path, as determined by the City of Aspen Parks Department and
Engineering Department.
• Bicycle Parking - Vehicular trips are facilitated at origins and destinations by the
provision of minimum vehicular parking requirements. As many drivers know, the
availability and ease of finding parking at one's destination can greatly affect one's
access to their destination, overall experience, and may require additional travel as
one searches for an available parking space. Providing bicycle parking is a simple
and relatively low-cost measure that can be used to provide cyclists with parking at
various land uses: commercial/retail, hotel/lodging, mixed-use developments, and
multi-family residential.
Short-term parking is intended for cyclists who will park for two hours or less. It
should be located on the street level, near pedestrian access to the building, and on
the exterior of the building. Long-term parking is intended for cyclists who will store
their bicycle for several hours or longer. This parking should, therefore, provide
greater security and protection from the elements. It is recommended that long-term
bicycle parking be covered and locked. All parking should be located in a secure
location, with adequate lighting, outside of the public right-of-way, and separate from
vehicle parking. Long-term parking should be covered, as previously discussed.
Inverted U-racks and the post-n-ring are recommended for short-term parking (each
accommodates two bicycles). If the project proposes to use bicycle parking, the size
and location must be pre-approved by the city.
Transit
Transportation Impact Analysis Guidelines
THE CITY or ASPEN 51
A project is responsible for determining the existing number of points at each bus
stop within the study area, identifying the level of improvement required to meet
Aspen's basic amenities standard, and implementing or funding the implementation
of the improvements. At a bus stop, the project may elect to provide an enhanced
amenity in-lieu of meeting the minimum amenity standard, per discussions with City
staff. All bus stop modifications should be compliant with City of Aspen and/or RFTA
bus stop standards (depending on location).
• Basic Amenities - Transit patron experiences are enhanced by the provision of
amenities at bus stops that provide seating, protection from the elements, way
finding, transit system information, trash cans, and design elements that facilitate
access to transit.
• Enhanced Amenities - General purpose vehicles and transit vehicles typically share
right-of-way and drive on the same roads and lanes; however, in some instances
there are modifications that could potentially improve the quality of service for
vehicles in general, and for both individual motorists and/or the transit vehicles and
associated patrons. Relocation of a bus stop to the far-side of an intersection can
benefit multiple modes. For instance, general purpose and transit vehicles benefit by
removing conflicts between through buses and right-turning vehicles, while transit
patrons enjoy improved sight distance at intersection crossings when walking to/from
bus stops. Another example of an enhanced amenity is a bus pull out.
Transportation Impact Analysis Guidelines
THE CITY of ASPFV
52
f
v C 0, i l l l/
Ad Name: 10041145A LEGAL NOTICE 7? ' �!
Customer: Aspen (LEGALS) City PULIC HEARING adopted onfirst
reading at the City Council meeting March 24,
Your account number: 1013028 2014. This ordinance,if adopted,will approve land
use code amendments for a new section transpor-
tation study impact guidelines. The public hearing
on this ordinance is scheduled for April 7,2014 at
5:00 p.m.City Hall,130 South Galena.
PROOF OF PUBLICATION To see the entire text,go to the city's legal notice
website
JMZ: http://www.as penpitki n,com/De partments/C le rk/Le-
gal-Notices/
IF you would like a copy FAXed or e-mailed to you,
call the city clerk's office,429-2687
Published in the Aspen Times Weekly on March
27,2014. [1 0041 1 4 51
STATE OF COLORADO,
COUNTY OF PITKIN
I,Jim Morgan, do solemnly swear that I am General
Manager of the ASPEN TIMES WEEKLY, that
the same weekly newspaper printed, in whole or in
part and published in the County of Pitkin, State of
Colorado,and has a general circulation therein;that
said newspaper has been published continuously and
uninterruptedly in said County of Pitkin for a period
of more than fifty-two consecutive weeks next prior
to the first publication of the annexed legal notice or
advertisement.
That the annexed legal notice or advertisement was
published in the regular and entire issue of every
number of said daily newspaper for the period of 1
consecutive insertions;and that the first publication
of said notice was in the issue of said newspaper
dated 3/27/2014 and that the last publication of
said notice was in the issue of said newspaper dated
3/27/2014.
In witness whereof,I have here unto set my hand
this 04/03/2014.
Jim Morgan,General Manager
Subscribed and sworn to before me,a notary public
in and for the County of Garfield,State of Colorado
this 04/03/2014.
Pamela J. Schultz,Notary Public
My Commission expires:November 1,2015
SPRY PVe/
i PAMELAJ.
• SCHULTZ,,,$
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my C-m mit E*"11MIrA15