HomeMy WebLinkAboutlanduse case.AG.Citywide.Aspen Pedestrian and Bikeway AG-Plan.AG 1990-1
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MEMORANDUM
Thru:
Aspen city council
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Carol O'Dowd, city ManagerP
Amy Margerum, Planning DirectorQ~
Roxanne Eflin, Planning Office ~~
Resolution endorsing the Aspen Pedestrian Walkway and
Bikeway System Plan
To:
Thru:
From:
Re:
Date:
September 24, 1990
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SUMMARY: Council's endorsement and comments are sought on the
Aspen Pedestrian Walkway and Bikeway System Plan. The Planning
Office, and the entire Neighborhood Advisory Committee (NAC), is
very pleased with the level of work completed by consultant Nore
winter of winter and Company, Boulder. A full presentation will
be made by Nore and staff at this meeting.
This plan is intended to replace the 1985 Trails Master Plan, and
includes all of the trails imposed ill that plan, however, the
recommend alignment of some of those trails has been refined, and
a hierarchial system has been created for prioritization.
GOALS: The Aspen Pedestrian Walkway and Bikeway Systems Plan
meets council goals #4 and #5 implicitly, and #10 as well.
BACKGROUND: Approximately one year ago, the Planning Office
agreed. to work with the Engineering Department to develop a
Pedestrian-focused Master Plan, which Council agreed to fund in
January of this year. council's concerns at that time focused
on the amount of paving underway ill the city, and. conflicting
design considerations within the context of traditional Aspen
character.
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The goals of developing a "pedestrian plan" were many, including
1) identification of missing links in the general pedestrian/bike
system in Aspen and the immediate county fringe areas, 2)
establishing a set of design guidelines for these systems, and 3)
develop an implementation strategy with priorities. The focus
was to evaluate all possible auto-alternative methods this
community could incorporate into future public and private
development planning.
Following the selection of a consultant by the Planning Office,
Council appointed a citizens "Neighborhood Advisory Committee" ,
divided among the eight (8) sub-areas of Aspen. Since that time,
the NAC has met a minimum of six times with staff and. the
consultant during the planning stages, has conducted
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reconnaissance-level studies of their sub-areas (right down to
pot hole mapping), has attended a two-day field study to Vail,
Breckenridge, Denver and Boulder, and numerous field studies in
town. This 15 member NAC has provided a significant level of
detail for the plan, and will be on hand to discuss the study
sub-areas in detail, if this information is desired.
The general pUblic has been brought into the process through
numerous articles in the print media and local radio. A public
relations sub-committee was formed, consisting of Molly Campbell
(from the Gant) and Skip Hamilton. Staff has received. no less
than 25 calls from interested citizens during the last few
months, and. has encouraged them to review drafts and attend
meetings.
It is important to note that theNAC represents a huge variety of
special interests in Aspen. Even with such diversity, the NAC
was able to reach consensus on the key issues: basic policy,
commute route identification, missing links, recreational trail
alignment .and design guidelines. Individual committee member
interests, however, may be brought forward at this meeting.
Equally as involved as the NAC were the following city/county
departments and organizations:
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Engineering/Public Works
streets
The Parks Department
Parks Association
RFTA
Clean Air Board
Nordic Council
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PROBLEM DISCUSSION: Not long after the NAC began meeting, both
staff and the consultant realized how comprehensive this plan was
about to become. Keeping to the original goal of providing a
"Phase One" type of master/systems plan, with policy statements,
design guidelines and priorities, was not possible due to the
momentum created by the Committee! Therefore, what you are
reviewing has a great deal more detail than originally perceived,
and has addressed many issues in more of a "Phase Two" approach.
FINANCIAL IMPLICATIONS: The plan identifies priorities and
implementation strategies, however, actual dollar figures would
not be possible or accurate to include at this level of work. A
figure of $250,000 per year under the 5-year Capitol Improvements
Budget was recommended in conjunction with the Parks Department
work program, to implement this plan. Budget strategies include
funding a half time Alternate Modes Coordinator, and maintaining
the NAC (renamed) as an Alternate Modes commission, established
to review and promote non-motorized circulation. A three-part
budget strategy (Operating, Capitol, Additional
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Planning/Engineering) is being recommended.
ALTERNATIVES: Council may wish to consider any number of
alternatives within the Plan itself, or table action to a date
certain to allow additional time to review the Final Draft for
further comment. You should know, however, that we had
originally anticipated final product delivery by October 1,
however, due to an updated mapping delay, we are approximately
three weeks off schedule.
ADVISORY COMMITTEE VOTE: On August 28, 1990, the Planning and
zoning Commission reviewed the Final Draft, recommending
council's endorsement for P&Z final adoption scheduled for
October 9, 1990.
The Final Draft plan was reviewed on September 13, 1990, by the
Neighborhood Advisory Committee. Additional key issues were
identified for inclusion within the Final Plan, as follows:
1) A Matrix for presenting priorities for the plan is
being developed by the Committee, using criteria that
meets the overall goals and phasing on page 3-6.
2)
Policy statements for trail alignments: 1) the maps
indicate aliqnment intent, and that it is understood
that in some cases detailed alignment changes will have
to occur for technical or privacy situations; 2) the
intent of the alignments is for continuity of the
system; 3) where privacy may be a concern, impact
mitigation (i.e. screening) will be required.
3) Significant discussion of positive impacts to the
Commercial Core in full utilization of the Parking
Garage
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4) Discussion of the mall study options - the plan is not
ruling out the need for additional studies to expand
the pedestrian mall experience
5) Improvements recommended for the alley adjacent to the
Rubey Transit Station
6) General discussion regarding easemellts: negotiating,
amending, and general guidelines for determinillg width,
taking into consideration emergency and construction
access
7)
General lighting policy statements: all lighting
identified along the designated pedestrian corridor
shall be improved for safety; light scatter shall be
controlled. Lighting shall be neighborhood specific,
with actual design handled at neighborhood level (i.e.
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lighting design appropriate for the West End may not be
appropriate for the East End).
8) Legal implications analyzed of no-sidewalk zone in
historic West End, when other R-6 zone districts are
not exempt from required sidewalks
9) Abatement prog~am set up with Public Works Department,
regarding existing sidewalk encroachments and obstacles
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10) Alley policy: paving should be elected on
neighborhood-by~neighborhood basis, and is particularly
encouraged where Cottage Infill Program is being.
implemented. The design concept shall be: 10' wide
paved lane down the center with drainage pans flanking
each side. The purpose is to reduce dust and increase
air quality, to encourage alterllative pedestrian
routes, support the infill housing program, and provide
better emergency access.
11) Suggestions for RFTA. to study, that might encourage
pedestrian/multi-model use: allow leashed pets on bus,
provide additional and well designed bike racks, and
analyze a "Main Street Shuttle" - a free small-size,
easily recognizable (logo) bus to link into the
Commercial Core/Galena Trolley/Parking Structure
system.
12) Improvements districts created along Cemetery Lane,
East Cooper Avenue and Main street, including street
graphics, curbs, sidewalks, benches, etc.
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13) Significant improvements in crosswalk striping are
necessary. Delete striped bike lanes according to the
Police Department Safety Officer's recommendations.
(Encourage separate bike trails where feasible.)
14) Stepped up traffic speed enforcement
15) Immediate signage improvements at the Castle Creek
Bridge now for bicyclists
16) Recommendation to the County to develop same level of
topographical trail planning, to feed into city system
17) Experimental "Pedestrian Flag" program developed (Le.
Galena at Main)
RECOMMENDATION: The Planning Office recommends that Council
endorse the Aspen Pedestrian Walkway and Bikeway System plan, and
recommend that an Alternate Modes Commission be permanently
established to review and promote non-motorized circulation. We
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recommend that Council acknowledge the Neighborhood
committee for their excellent volunteer work on the
further
Advisory
plan.
PROPOSED MOTION: "I move to endorse the Aspen Pedestrian Walkway
and Bikeway Systems Plan, and recommend that an Alternate Modes
Commission be permanently established to review and promote non-
motorized circulation."
CITY MANAGER'S COMMENTS:
--=================--
Comments:
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PART ONe
PEDESTRIAN WALKWAY
AND
BIKEWAY SYSTEM.
PLAN
FOR THE
CITY OF ASPEN, COLORADO
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September 6, 1990
By
Winter & Company
Boulder, Colorado
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City of Aspen:
City Council
Planning Office
Neighborhood Advisory Committee:
Consultants:
Winter & Company
Urban Design . Historic Preservation
475 Poplar Avenue
Boulder, CO 80304
303442-5822/440-8445
Nore V. Winter
Ray E. Kramer, AIA
Michelle Tsou
Molly Miller Winter
Diane Yates
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Love & Associates
Boulder, CO
David Love
Recreation Engineering & Planning, Inc.
Boulder, CO
Gary Lacy
AECAD, Ltd.
Boulder, CO
James Leese, AIA
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Part 1, System Plan
Introduction
Goals
Objectives
General Conditions Today
Existing System Furnishings
Existing Information System Condition
Parking and Auto Circulation Conditions
Future Development Trends
The Conceptual Plan
General Pedestrian and Bikeway Standards
Part 2, Design Standards and Guidelines
Introduction
Trail Standards
Pedestrian System Hierarchy
Bicycle Route Hierarchy
General System hnprovements
Part 3, Implementation Work Plan
Introduction
Funding
Coordination with other Work
Recommended Phase 1 Construction Projects
Appendices
Appendix A: Sub-Area Recommendations
Appendix B: Conditions Survey Excerpts
Appendix C: Technical Memos
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Aspen Pedestrian and Bikeway Plan. Part 1, Page 1-1
INTRODUCTION
During the past 20 years, the popularity of jogging, walking, and bicycling as forms of
transportation, sport and exercise has increased. As a result, the region has experienced
increasing use of pedestrian and bikeway routes. In response to this demand in the Aspen
area, several miles of paved recreation and commuting trails and sidewalks have been
installed. These routes are not all continuous, and disruptions exist in important routes,
however, the existing pedestrian and bike system enjoys heavy use.
Good as the Aspen system is already, demand is so high that improvements are required.
Now is a time of unprecedented opportUnity for improvement and expansion. A number of
factors combine to create this opportunity. Residents and many visitors seek to use
alternative means of transportation, including walking, jogging, cross-country skiing and
bicycling for commuting, exercise and recreation. Interest in creating an expanded network
is therefore growing in the community. Undeveloped areas, abandoned railroad rights-of-
way, and underutilized streets are available for enhancement of the existing system. Other
community goals, such as reducing automobile traffic and improving air quality
complement the objectives of an improved pedestrian and bikeway system. Because of
these factors, the potential now exists to transform the present trail, walkway and sidewalk
fragments into one of the fmest pedestrian and bicycle networks in the country.
Scope of the study
The report examines existing conditions on the pedestrian and bike routes of Aspen and
recommends a plan of action to improve those conditions. This is more than a recreational
trails plan; it combines commuting routes with those that are also for exercise and
recreation. Another section provides design standards to be employed when executing
those proposed improvements.
This study is a planning level document. It establishes policy and sets guidelines for
development. In some cases, schematic design concepts are presented for specific areas.
These by no means should be considered to be final designs that would be constructed as
drawn. A more detailed design phase should follow this plauning effort before
constructing any of the improvements recommended here.
A note about terminology
This plan seeks to develop an integrated system of pedestrian and bicycle routes, both for
routes that exist in conjunction with established roads and for trails separated from them.
These include routes that use sidewalks, off-road trails and, in many cases, that share the
roads with automobiles. In most cases, the term "route" as it is used in this plan is intended
to be all encompassing for all of these types of walkways, paths and trails that may be parts
of a comprehensive system.
The term "bike route" is used to designate a street travel lane that is shared by both
automobiles and bicycles. By contrast, the term "bike lane" is used to designate a
separately striped travel lane for bicycles that is attached to a travel lane designated for
automobiles. The term "trail" is used to defme a path that is separated from a street. A trail
may be paved or unpaved and may be designed for a range of users.
Geographic limits of the plan
The planning effort is limited to the City of Aspen boundaries, but consideration of
conditions immediately outside the city limits is also included, to determine how inner-city
routes may connect with abutting county and federal trail systems. Pitkin County is
concurrently developing a trails plan lis well. That document, as well as this one, calls for
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Aspen Pedestrian and Bikeway Plan . Part 1, Page 1-2
close integration of regional efforts. Some overlap in discussions of trails occurs in these
documents since the resources are so strongly interconnected.
Types of routes considered in the plan
This plan includes four major types of routes that are typically found in a pathway system:
1. Off-road recreational trails
2. Sidewalks adjacent to streets and roads
3. Streets and alleys used by bicycles and pedestrians
4. Infonnal, ad hoc trails
Plan organization
The document describes the conditions of many routes in the city limits of Aspen and how
these relate to adjoining county and federal trails. It also addresses issues of use,
maintenance, safety and management that affect the design and use of trails.
The plan is organized into three divisions, each of which is published as a separate
document:
Part 1: System plan, which establishes the overall goals and objectives for the system
and dermes a hierarchical system of routes. It also identifies individual pedestrian and
bicycle routes that are to be coordinated as a comprehensive circulation system
Part 2: Design standards, which provides guidelines for construction of individual
route components and establishes criteria for the location of route amenities
Part 3: Work implementation plan, which lists specific maintenance and construction
work to be performed and establishes an implementation strategy.
How the plan was developed
This plan is part of the Comprehensive Plan process in Aspen. A series of individual
components of that plan have already been produced, including the transportation, trails,
open space, and historic preservation components. Each of these includes policies that call
for expansion and improvement of existing pedestrian and bikeway circulation routes in the
city.
At the same time, the Historic Preservation Commission has expressed concern about
preservation of streetscape features, such as irrigation ditches and street trees. A special
study for the Main Street Historic District has been developed concurrently with this
pedestrian and bikeway plan and recommendations related to Main Street reflect proposals
also developed in that process. Other individual planning activities, such as consideration
of a trolley downtown, also suggested that a more comprehensive view would be beneficial
to these projects.
To assure that plan recommendations respond to concerns that had been expressed, the
Council appointed a Neighborhood Advisory Committee to work through the duration of
the project Committee members provided background infonnation about existing
conditions, develoJ?e<! overall policy statements, and reviewed draft materials of specific
plan recommendations. The community was divided into sub-areas and individual
members of the committee collected data on conditions and issues for each of those
subdivisions.
The plan is very much a community document. In addition to the substantial participation
of the Advisory Committee members, representatives from other interest groups as well as
individual citizens contributed ideas. The plan also incorporates materials from the Aspen
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Aspen Pedestrian and Bikeway Plan' Part 1, Page 1-3
Area Comprehensive Plan Transponation Element (1987), and Historic Preservation
Element, (1986), a draft "Pitkin County Trails Plan," and Streetscape Guidelines for
Sidewalk, Landscape and Intersection Improvements (1980).
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Aspen Pedestrian and Bikeway Plan. Part I, Page 14
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PART ONE
THE PEDESTRIAN AND BIKEWAY SYSTEM PLAN
GOALS FOR A PEDESTRIAN AND BIKEWAY SYSTEM FOR ASPEN
The Pedestrian and Bikeway Plan seeks to accomplish these goals:
Goal 1. To reduce the use of automobiles
There is a growing need to reduce reliance upon the automobile to lessen congestion and
improve air quality. Reducing auto traffic also improves the image of the community as a
place of natural beauty. In a broader sense, therefore, the community seeks to make using
alternative modes more attractive.
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Goal 2. To increase the use of pedestrian and bicycle routes for
commuting
Expanding the use of altemative modes of transportation reduces impacts of automobile
circulation and resulting infrastructure costs. Increasing the safety and convenience for
users will assist in promoting alternative modes of circulation.
Goal 3. To provide recreational opportunities
These amenities are used by residents and visitors and to enhance the quality of life in the
community. The use of these opportunities can increase with easier access through
improved trails and walkways.
.Goal 4. To increase safety for users throughout the system
A pedestrian and bikeway system that minimizes conflicts with automobiles is more
willingly used while also enhancing the quality of life in the community.
Goal S. To enhance year-round use of the system
Planning for snow removal on trails intended for year-round use by bikes and pedestrians
will extend user activity.
PLAN OBJECTIVES
In order to help accomplish the goals described above, the plan has these objectives:
. Improve trail continuity. .
The system should be free of disrnptions or incomplete segments that prevent easy flow
throughout the area. To do so, the plan should include "de facto" trails that presently
connect formal routes. It should also connect with existing trails on the periphery of the
city. In some cases, it may be necessary to overcome existing barriers to users, such as
difficult terrain or property access restrictions. The plan should inte~te a range of user
groups, including bicyclists, pedestrians, and roller bladers. The series of trails and routes
should be planned as a system such that they interconnect, even to the extent that different
user types can change modes and safe transitions occur between routes designed for
different uses.
. Improve route safety.
Routes should have unifonn design characteristics to minimize disruptive changes in trail
conditions. Trail design standards should meet the technical needs of the designated user
groups and at the same time be designed to reduce conflicts among them.
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Aspen Pedestrian and Bikeway Plan. Part I, Page 1-5
. Foster cooperation in trail planning, development and management.
The plan should facilitate use by a range of public agencies and private interest groups who
have an interest in alternative modes of transportation. Beyond the immediate goals and
objectives of achieving a high quality circulation system, some broader community
concerns also influence the plan. Among these is a growing concern for increasing the
range and quality of public amenities available to residents and visitors in Aspen. Residents
strive to assure that Aspen remains an attractive place to live. Many in the community also
believe that enhancing these amenities, including recreational pedestrian and bicycling
routes, will help the city continue to compete successfully in the resort market.
. Design the system to be a major amenity of the resort.
It should attract visitors itself in addition to facilitating circulation.
. Improve accessibility and convenience of the system.
Clearly identifiable trail heads, good lighting and uniform surfaces will encourage
use.
. Enhance the visual attractiveness of the landscape throughout the
system.
Natural and cultivated landscapes should be included.
. Increase public knowledge of the system.
Publications, signs and awareness campaigns will enhance use.
. Respect the neighborhood context.
Pedestrian and bikeway systems should also reinforce community goals for neighborhood.
character by respecting the existing context. In older residential neighborhoods, for
example, this means that sidewalk and street designs should retain the simple character that
is a signature of the Aspen streetscape. In doing so, they must also enhance pedestrian
safety.
Other related planning issues
As Aspen continues to grow, traffic volumes will continue to increase uuless safe and
convenient alternatives are available. Sufficient supplies of affordable housing will continue
to be a problem, and the community will continue to rely on outlying neighborhoods to
meet some of this demand. Providing convenient pedestrian and bicycle links from these
areas for year-round use will remain major goals. In this regard, regional commuting will
continue to increase and as a result, the community will promote alternative modes of
transport.
Earlier trails planning
The ParkslRecreation/Open Space/frails Element of the Comprehensive Plan outlines a
network of trails and pedestrian corridors to establish a continuous network throughout the
community. It calls for a spoke system of trails that leads into the center of town and that is
connected on the periphery by circumferential trails. Portions of these routes have been
established, but the concept remains incomplete in execution. This concept remains valid
for the recreational aspects of this plan.
Historic development of the Aspen streetscape
Historically, landscape pattems in Aspen were simple: Street trees defined the street edge;
and planting, such as hedges or tree rows, were frequently used to indicate property lines.
Sidewalks were installed where major pedestrian flow occurred. Otherwise, there were no
sidewalks and pedestrians shared the streets with vehicles. Plantings were concentrated
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Aspen PedeslIian and Bikeway Plan. Part I, Page 1.6
near the entry of the residence, with occasional specimen trees or shrubs used as a focal
~ point in the yard. Picket fences or low iron fences were used traditionally in front yards.
Aspenites have been concerned about the quality of pedestrian ways almost from the
founding of the community. Excerpts from recent histories of Aspen describe early
developments in the streetscape. Following is a brief chronology:
(This listing of elements will be exptmded in text.)
Campaigns to build sidewalks are recorded in 1882, a decade before there is talk of street
paving.
In 1883, when the community had 800 people, ditches (pg. 41)
In 1882 shade trees (Cottonwoods) are installed.
Seasonal fluctuations in population are also mentioned in public accounts around this time.
This seasonal fluctuation continues today, affecting route use and design.
The sidewalk budget discussed in 1886.
A street railway is plauned (pg. 120)
Connor subdivision to include sidewalks and trees (pg. 131)
Hyman used as festival street, (pg. 140)
In 1885 the need for street lights discussed, (pg. 77)
1893 street cars were installed, (pg. 171)
Mill and Durant are identified as busy pedestrian corridors because the rail road depots on
these streets are significant pedestrian generators. These street are once again very active in
this respect.
The relationship of new designs to historic context in Aspen
A part of the character of Aspen comes from its historic resources, including buildings,
landscaping and street furnishings. Although many features of the city's streets have
changed over the years, some significant elements have been retained throughout its
development. Cottonwoods, irrigation ditches, fences and walls are examples of historic
features that survive.
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Aspen Pedestrian and Bikeway Plan. Pan I, Page 1-7
GENERAL CONDITIONS TODAY
The walkways, trails and paths in the Aspen system are used for many different purposes,
and they experience wide fluctuations in use during the course of the year. In-town routes
are primarily associated with city streets, some as paved sidewalks. Others are in fact in the
street itself where no sidewalks exist. Off-road trails are found within the city as well,
primarily along river edges and through public open spaces. This system has continued to
expand over the years as development reviews and acquisitions have increased trail
inventories. Most routes are in fair condition, but virtually all have conflicts or hazards or
incomplete sections that diminish the effectiveness of the system.
Aspen has great potential for providing a network of altemative modes of transportation
that serve residents and visitors as they travel to conduct business, visit friends, exercise
and seek recreation. The startling natural beauty of the region and rich architectural fabric
offer interest that enhances this network.
Some representative issues:
-- Narrow trails with ravelling, cracked edges (such as at Highway 82 and the school trail)
-- Obstructions (such as gravel on trails, bollards in the middle oflanes...)
-- Poor sight distances and blind comers (such as at Highway 82 and Cooper Street and
Iselen Park)
-- Trail conflicts between different types of trail users: high-speed cyclists, pedestrians,
joggers (such as Smuggler Mt. Road)
-- Dangerous cross-walks (such as along Mill Street near the bridge and Lone Pine Rd.)
-- Unfinished connections (such as the eastern segment of the Roaring Fork).
-- Inadequate snow removal such that trail continuity is disrupted in winter time
-- Inadequate publicity of the trails system
EXISTING SYSTEM FURNISHINGS
1. Paving
Sidewalks are paved in the core area; this relates primarily to commercial activity there and
the corresponding high traffic volumes Some residential areas also have sidewalks,
primarily in outlying, newer neighborhoods Some streets near the commercial core need
enlarged sidewalks to accommodate increased pedestrian traffic volumes.
2 . Lighting
Lighting is provided along streets in the core area; this relates primarily to commercial
activity. The street lighting occurs where paved sidewalks exist in the core, along Main
Streetand some newer neighborhoods This street lighting is very "urban," and although
appropriate as a means of defining the downtown, would be out of character with older
residential streets. An alternative, low-scale lighting design is proposed for use in some
areas of the City.
3. Planting
Most planting is "native;" although more exotic imports are appearing, especially in small,
intensive pockets. Use of native plant materials is encouraged along all circnlation routes
4 . Street furniture
Tree grates are used on trees in the core area Benches are used on the mall, and at major
bus stops. Waste receptacles are used downtown, especially on the mall. Planters also
occur in limited use. More of these amenities are needed in most areas.
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5 . Ski lockers
Ski lockers are in limited supply. Additional ski lockers are needed in the core area and at
major bus stops to encourage walking in the downtown before and after skiing.
6 . Vending boxes
Newspaper vending boxes abound, cluttering many street comers.
7. Public signs
Traffic and parking regulation as well as other public information signs contribute to the
visual clutter downtown. Many are located on free-standing poles that also add to the
congestion of sidewalks.
8. Bicycle racks and lockers
Bicycle parking is provided in limited amounts. Some racks occur downtown and at bus
and parking areas. Lodge owners and downtown businesses have provided limited bike
storage facilities as well. Additional bike storage areas are needed throughout the
downtown area. More bike racks should be installed. Racks should be researched for
appropriate design details. Bike lockers are also needed;..
9 . Street trees
"Urban" street trees are located in cut openings in paved sidewalks in the core area.
Traditional trees in planting medians are found on residential streets. Their position varies
with local conditions. Replanting of trees that are lost is needed in many neighborhoods.
10. Temporary barriers to automobiles
Temporary barriers are needed to restrict auto access in some parts of Aspen because of the
seasonal changes in pedestrian and auto circulation pattems. The city has used temporary
barricades for several years. When the creation or the downtown mall was first proposed,
the concept was tested with temporary closures. They are presently used during the
summer months to close some west end streets from auto traffic.
EXISTING INFORMATION SYSTEM CONDITION
The present set of signs and markings that provide information throughout the pedestrian
and bike routes of Aspen remains fragmented. Following are some of the conditions:
--Lack of directional and safety signs, especially along bike routes and trails.
--Lack of cautioning information at intersections.
--Lack of published information about trails for potential users.
--Many traffic regulation signs do not address bikes.
--Bike routes are identified by pole-mounted signs in limited areas.
- Many trails are hidden, not marked, or poorly marked.
PARKING AND AUTO CIRCULATION CONDITIONS
High volwnes of auto traffic already create a problem in Aspen, especially with regards to
the impact upon pedestrian and bicycle systems. The transportation component of the
Comprehensive Plan indicates that the heaviest traffic volwnes occur on Main Street,
North Mill Street and Puppy Smith Street. Traffic circulation is of course also heavy in the
downtown core. These volumes have direct impact on pedestrian and bicycle use in these
areas.
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Aspen Pedeslrian and Bikeway Plan. Part 1, Page 1-9
Future traffic generators:
Earlier planning studies published growth projections that describe what may happen in
Aspen: The total population of the Aspen metropolitan area is projected to increase by
27.8% between 1986 and 2000; commercial space over this same time period is projected
to increase by 33.6%. These projections mean that increasing traffic volumes will continue
to be a problem and that increasing use of altemative modes will be vitally important if the
community is to retain its quality of life. The commercial space projections are especially
significant Retail related pedestrian activity will grow and therefore demand for additional
sidewalk space will increase. This is especially true on Galena and Main streets.
The Silver Queen Gondola will continue to increase congestion on Durant Avenue due to
additional demand for parking near this mountain access point This congestion will include
pedestrians as well as automobiles. Greatly increased traffic is also expected to occur at the
school- Iselin complex.
The parking component of the Comprehensive plan calls for the following actions that
affect pedestrian and bike route planning.The pedestrian and bicycle routes plans should
consider the possibility of any of these recommendations being implemented in the future:
. "Shift parking from the center of town to peripheral facilities. Most motorists who
seek parking look east of the downtown pedestrian mall and in the west lodge
district.
. Construct a garage on the Bell Mountain Lodge Block (part of a mixed-use project).
This site is a good summer intercept point.
. Improve signs identifying locations of parking lots."
Pedestrian-auto conflicts that should be resolved include:
. The highest level of pedestrian/vehicle conflict is at Main and Mill Streets.
Others problem areas are:
. Durant, east of Mill
. Hopkins & Mill intersection
. Galena, between Hyman and Cooper
. Cooper, between Galena and on Hunter
. Hunter, from Cooper to Durant
. Monarch & Bleeker, where cars conflict with children crossing to school
FUTURE DEVELOPMENT TRENDS
Earlier planning studies reported that" ...future growth in the commercial core will be
concentrated east of the Pedestrian Mall, near the Main/Original comer, particularly.
between the Pedestrian Mall and the Hotel Jerome." And" ...the number oflodging rooms
in the Aspen area will grow by 420 over the next 14 years...Seventy percent of the future
growth is assumed to occur south of Durant Avenue, and 10% in the Monarch-Gannisch
area north of Durant." Some of this development has occurred since that statement. The
implication of these projections is that increased carrying capacity for pedestrians is needed
in these areas and that minimizing conflicts with autos will be an especially high priority.
All of these projections indicate that increased use of pedestrian and bicycle use will occur
and that they will become increasingly important modes of circulation. The next section
describes how these modes may be organized as a system.
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THE CONCEPTUAL PLAN
The challenges described in the previous section are not insurmountable. Meeting them
will, however, entail both new programs and new projects. Recommendations for overall
management policies follow. These strate~es fonn the basis of the pedestrian and bicycle
plan:
. Establish a set of commuter routes.
Bicyclists and pedestrians should be served. In many cases, these may be shared routes,
but in a significant number of locations, separate routes for bicycles and pedestrians are
appropriate.
. Enhance the existing set of recreation routes.
Include nature walk trails, historic walking tour routes, and scenic excursion experiences.
Special, more detailed planning will be needed to develop specific route plans
. Strengthen the connections from city routes to county and USFS trails.
Links with regional trails are especially desirable. Coordination with the Pitkin County
trails plan is essential. In some cases, transitions in design standards between the two
systems must be cooperatively developed.
. Establish connections between major traffic generators.
For example, a safe and convenient route between the Meadows and housing in the
Smuggler area is needed. Also needed are counections between the bus system and parking
facilities and between the cluster of schools along Maroon Creek and downtown.
. Establish a hierarchy of pedestrian ways.
The hierarchy should establish minimum walkway design standards and indicate the level
of amenities to be provided These pedestrian ways should vary in character, depending on
the neighborhood context.
. Establish a hierarchy of bicycle routes.
These should include bike trails, lanes, and shared streets. Proposed primary bike routes
include an east-west segment along Hopkins, one along Hallam and the Rio Grande trail.
. Develop a coordinated public information system for pedestrian and
bike routes.
Infonnation systems are often forgotten in the course of construction projects. Yet trails
infonnation is as important as the trails themselves and is usually more cost effective. Good
signs, maps, and brochures can markedly improve the experience of trails users,
enhancing their safety and their appreciation of natural and cultural resources.
A consistent sign system should be installed. The system should identify route
directions, provide hazard warnings, and display interpretive information. Signs
should be coordinated with other automobile and bus infonnation systems at key
intersections and access points. Where appropriate, signs should also discourage
auto access, especially where through traffic is prohibited.
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Sign Planning Principles
A sign system should promote safety, encourage appropriate trail etiquette, and supply
interpretive infonnation, It should also indicate the direction and destination of
trave1.accurately and clearly Signs should welcome trail users, provide directions (giving
destinations and mileages), warn of hazards, describe significant features, supply and
interpret information. Caution and crossing signs at intersections should be visible to both
the trail and the road at key intersections Mileposts help trail users measure their
accomplishments, and staff and police can use them to report locations of accidents and
repair work. Bridges should be named and labelled to re-assure travellers that they are
making the correct crossing, Also provide signs oriented to motorists in the sign system.
These should alert motorists to trail heads and crossings.
Trail information system sign concepts
Shape, style, setting, mounting, color, and lettering should be appropriate to the
environment and also harmonize with signs used by adjoining trail systems. System signs
should be plauned and designed iil a coordinated set of standards that should apply to all
pedestrian and bike-oriented routes. Detailed information system design tasks should
include selection of panel materials, graphic style, color and location.
Sig-n ~s planned in the system should be:
. Interpretive markers that convey information about natuial and historic assets along
the route
. Trail head identification and key intersections
. Control signs that regulate speeds and use restrictions
. Directory maps of the trail, at key entrances to trails
. Trail crossing alert signs
. Develop a promotion program to encourage use of the pedestrian and
bikeway system.
Among the tools to use are maps and brochures as well as workshops to promote trail
safety. Maps are more flexible, less expensive, and more informationally complete than on-
site signs. Maps should identify paved trails and major connections to local and regional
trails. Some of maps could show on-street connectors or routes by-passing congested
areas. Each should describe the condition of the trail and where to expect problems.
A short-coming of maps is that trail users do not always have access to them, perhaps
especially the many out-of-town visitors who use trails in the Aspen area. For that reason,
maps should be available at many locations--at trail entrances, bicycle shops and kiosks
along popular routes, and on buses and at Rubey Park bus station. Maps should be
distributed by Aspen Activities, Inc., in their racks, and should meet the size, fold and
other brochure standards of that company.
. Develop an A&pen trail mllP for the entire metropolitan area, showing connections
to other systems and notes on trail conditions. This should be updated every year as
conditions change.
. Initiate one or more inteqJretive trails through the metropolitan area, with a map-
brochure keyed to interpretive signs at key sites.
. Establish a bike week in Aspen to build awareness of the ease of use of the
system.
. Establish a Roaring Fork River festival to promote the river trails and related
amenities.
. Develop an incentive program to encourage employees in the downtown to bike
or walk: to work.
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Aspen Pedestrian and Bikeway Plan. Part 1, Page 1-12
Develop a special decorative moveable barrier system.
Presently, orange construction caution bollards are used to define some pedestrian routes.
In other cases, the conventional saw-horse barricade is employed. Neither contributes to
the visual quality of the community and they fail to provide additional information about the
purpose of the barrier. A more informative design is needed that would convey a sense of
the character of Aspen, that could accommodate a range of accessories and function well
during different seasons. The system should be moveable, to allow for fluctuations in use
throughout the year, yet be relatively vandal resistant. Heavy planters are recommended to
be used as the base of the system, to which a variety of barricade devices could be attached.
It should include the following features:
1. A city identity logo should be applied.
2. The image should be simple, even rustic, in the residential neighborhoods.
3. The system should be capable of carrying special information panels that describe the
barrier, provide directions, etc.
4. Provision for planting during warm months is desirable; but if so, the planters should
be designed to be attractive in winter months as well, either by including evergreen
materials or by having a sculptural aspect that has visual interest.
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This barricade system should be designed to accommodate other street furniture as well for
special circumstances. For example, installation of bicycle racks in selected auto parking
stalls is recommended. The barricade system should be used to clearly define these bicycle
parking areas and be designed to accommodate bicycle racks, ski lockers, benches, etc.
" ROUTE PLANNING PRINCIPLES
Route continuity
Routes should be planned in their entirety, not piecemeal, so that alignment
questions, bridge crossings, destinations, signs, intersections, parking, and support
facilities are coordinated.
Route location principles
Locate new routes along desire lines, between traffic generators. to encourage use for
commuting. Where feasible, follow along topography lines, to minimize excessive slopes.
Grades of more than 4.5% are not recommended.
General Principles of Trail Design
The following principles for trail design should be employed.
. Follow existing corridors of disturbance, such as utility lines and abandoned rail
corridors, where appropriate.
. Avoid fragile or protected environments and minimize adverse impacts on other
environments.
. Maximize opportunities to enjoy scenic features, provide outstanding views and
picture opportunities
. Align routes to facilitate personal security and police patrolling.
. Combine long-distance routes with smaller loops and counectors to provide a
variety of trip options.
. Place routes through natural landscapes where feasible and where trails must go
f"'"'" through disturbed areas, provide room for revegetation.
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. Provide landscape screening to buffer views where trails may lie close to
residences.
. Place cross country ski trails in shaded or forested areas to retain snow, or create
berms and treescapesto provide the necessary screening from south sun.
. When crossing streams, site bridges to highlight active water and to frame views
along the stream.
Right-or-way acquisition criteria
Some right-of-way acquisition can be achieved in part through the development review
proCess. Where poSSible, the City should negotiate dedication of right-of-way when .
projects are submitted for review. In cases where a missing trail segment lies on land not
currently anticipated for development, the city should initiate negotiations. A special
committee may be considered for guiding these negotiations.
When nelfotiatinl!: trail ""~ts. these criteria should be em'ployed:
1. Locate trails where they meet commuting objectives and where they will complete
missing segments in established trails.
2. Negotiate ROWs that comply with the overall trails plans as defined in this document.
3. Locate trails where grades meet defined standards for the type of trail that is planned.
An exception is where adjusting trail alignment may enhance development on the
balance of the property and where the resulting grade would not preclude use by the
target user group. In such cases, somewhat steeper grades than standard may be
considered.
4. Locate trails where they will minimize disruption to property development, such as
along parcel lines where trails may serve as buffers between properties.
5. A void environmentally sensitive areas. Where damage may occur in construction,
mitigate the impacts through revegetation, stabilization, etc.
6. Locate new easement where they will connect with existing public ownerships and
easements.
7. Assure that important easements are not traded away in other planning and
zoning negotiations.
Private development planning criteria
All private development proposals within the city should address altemative modes
of circulation and indicate how the use of alternative modes is being proQoted in the
design when proposals are reviewed for city approvals. Factors to consider in
reviewing projects with respect to pedestrian and bikeway design should include:
. access to existing and planned trails
. provision of bicycle parking and lockers
. integration of trail heads or intersections into the plan
. provision of shower or locker facilities for employees
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Aspen Pedestrian and Bile.. .j Plan. Part 1, Page 1-14
GENERAL SYSTEM IMPROVEMENTS
The following are general recommendations for key neighborhoods of the bicycle and
pedestrian system plan. More specific recommendations for individual trail improvements
are provided in the Appendix A.
Commercial core
The commercial core is the center of the most intense pedestrian activity in the city. The
downtown pedestrian mall is the focus of this pedestrian volume, but it also extends out
along feeder streets in all directions. In recent years, the city has undertaken significant
measures to accommodate pedestrians here. Improvement of sidewalks, provisions for
public transit, and additional parking facilities are examples.
Pedestrian traffic is focused on Cooper and Durant between Little Nell and the Mall, and on
Mill and Galena between the Rio Grande area and the Mall. Improvements for this area
were included in the transportation component of the Comprehensive Plan In the Lodge
Improvement District, sidewalks and lighting was proposed from the area south of Durant
into the downtown. Sidewalks and lighting was proposed on Spring, Galena, Mill,
Monarch, and Aspen south of Durant Avenue.
Public transit
The transportation element of the comprehensive plan has proposed that RFTA provide a
Central Area Shuttle to serve all downtown activity centers (Le., Post Office, neighborhood
commercial areas, transportation center, parking facilities) as well as commercial lodge uses
in the downtown. Presently many RFT A routes converge downtown at the Rubey Park
Transit Center, which serves as a major pedestrian generator.
The pedestrian and bikeway system should be arranged such that it strengthens connections
to the transit system and encourages its use. Pedestrian routes that lead to major bus stops
should be given high priority in terms of completing sidewalk construction and providing
safe cross walks and street furniture. Bicycle racks should also be provided as major bus
stops.
Key bus stops that should be integrated into the pedestrian and bikeway system are
identified on llIustration #_. Bus stops where cyclists may load their bikes onto buses
should be clearly identified with signs.
Public parking
The commercial core suffers intense traffic congestion at peak seasons because several
circulation routes converge here and many people have business or seek services in the
vicinity. Many automobile users increase this congestion with circling behavior to seek on-
street parking. A new parking structure at the foot of Galena is recently completed and will
serve to relieve some of this congestion. As a consequence, it will also become a
significant pedestrian generator.
Street lighting
A 1979 survey indicated a substantial portion of vehicular trips into the central area of
Aspen could well be replaced by pedestrian trips, if adequate and well-lit pedestrian
facilities were provided. In response, decorative antique street lighting was provided
through the Commercial Core and Lodging Areas for the core area and Main Street. This
lighting facilitates night time circuIation and provides a distinct "urban" identity for the
downtown.
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This high scale lighting is inappropriate, however, in the residential neighborhoods of the
city. The fIxtures are out of character with the quiet nature of many residential streets and
the luminaire design scatters light in all directions, which would create glare in areas where
this would be undesirable. Some residential streets do need lighting, however, to
encourage pedestrian and bicycle use at night, .such as along some streets in the West End
that lead from the music tent to downtown. A new lighting design is needed in these areas.
The fIXture should be low in scale and unobtrusive visually. The luminaire should be
designed with a cut-off feature that focuses light onto the path and screens it from spilling
over onto adjacent properties. The fixtures should be used sparingly, at trail heads,
crosswalks and in particularly dark mid-block conditions.
Increased pedestrian activity
Increasing automobile, bicycle and pedestrian activity is seen throughout the area, but
especially along Galena, Durant and Cooper. This growth was identified in the
transportation component of the Comprehensive Plan:
"Other problems in the downtown include the the competition between
pedestrians, transit and automobiles for the use of Durant Avenue....
Durant A venue sJwuld not be emphasized as a circulator street or
access streetfor parking. Rather, if Durant Avenue (is) to function for
pedestrians and transit, then the plan (needs) to de-emphasize
automobile use of Durant Avenue...
It is clear that any future mall expansion is many years into the future
and may never occur ifparking and circulation problems are not
adequately addressed. Ifmall expansion were to occur in thefuture,
Cooper A venue between Galena Street and Hunter Street and Galena
Street between Cooper Avenue and Hyman A venue are logical
candidates. "
As an altemative to creating more pedestrian mall in the downtown the widening of existing
sidewalks was also discussed.
"In the downtown this could be accomplished by converting existing
angle parking to parallel parking and expanding the sidewalk into the
approximate eightfeet of unused parking. Analysis of this concept
indicates that it may be appropriate because the number of parking
spaces displaced could easily be part of a parking solution which
deals with the existing dejicit....pedestrian corridors are needed
between parking facility locations and the Mall. Galena Street and
Cooper Avenue are logical additions to the network."
Proposed core area sidewalk improvements
Develop a system of pedestrian-enhanced streets that accommodate a mix of users in anew,
creative combination of streetscape design, traffic management, and public information
systems. The designs for the streets should be flexible to accommodate fluctuations in use
patterns throughout the year and to respond to new events and programs. To do so,
develop "pedestrian-dominant" streets on Cooper, Durant and Galena. This should include
widening of sidewalks, limiting on-street parking, and increasing bicycle support facilities.
Also improve bicycle route identity.
These improvements should be implemented, when an updated parking evaluation
documents how displaced parking spaces will be accommodated. The new garage north of
Main Street should relieve some pressures in this area, but additional enhancements to the
system may also be merited in conjunction with pedestrian system improvements.
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Enhance the territory of bicyclists and pedestrians in the core area by providing additional
amenities and improving safety conditions. These may include decorative paving to
distinguish special user zones, bike racks, etc. Consider designs that would accommodate a
combination of users, including public transit, pedestrians and bicyclists. Also provide for
servicing and deliveries in a convenient manner. Provide, if possible, areas for service
delivery vehicles to unload that do not contribute to traffic congestion.
In selected conditions, provide intersection neckdowns at heavily used pedestrian street
crossings downtown. Neckdowns define both the pedestrian and parking spaces and slow
traffic speeds. They also reduce the crossing distances for pedestrians and provide
additional area for landscaping and street fumiture. They can also improve storm drainage
efficiency. They must be designed for snow plowing and accommodate turning movements
of service and emergency vehicles.
Intersections that should be studied in detail for neckdown designs are:
. Hyman from Mill to 3rd Street
. Cooper from Mill to 1st Street
. Durant from Mill to Garmisch
. Galena from Main to Durant
Develop Cooper and Galena as pedestrian-dominant streets with limited auto access and
parking. Increase areas for bicycle parking, bus loading and service vehicles. Also develop
Durant as a pedestrian-dominant street. Allow auto circulation, but remove parking, except
short term loading, from the most heavily used areas.
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Aspen Pedestrian l\IId Bikt...~jPlan. Part 1. Page 1-17
Additional information
For detailed design standards for trails, sidewalks, bike lanes and routes, see "Part
Two, Pedestrian and Bikeway System Design Standards"
For specific implementation strategies, see "Pan Three: Pedestrian and Bikeway
System Implementation Work Plan."
For detailed descriptions of existing field conditions and issues and specific
improvement recommendations, see "Appendix B: Conditions Surveys."
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PART TWO
PEDESTRIAN WALKWAY
AND
BIKEW AY SYSTEM
DESIGN STANDARDS AND GUIDELINES
FOR THE
CITY OF ASPEN, COLORADO
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September 6, 1990
By
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Boulder, Colorado
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City of Aspen:
City Council
Plauning Office
Neighborhood Advisory Committee:
Consultants:
Winter & Company
Urban Design . Historic Preservation
475 Poplar Avenue
Boulder, CO 80304
303442-5822/440-8445
Nore V. Winter
Ray E. Kramer, AIA
Michelle Tsou
Molly Miller Winter
Diane Yates
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Love & Associates
Boulder, CO
David Love
Recreation Engineering & Planning, Inc.
Boulder, CO
Gary Lacy
AECAD, Ltd.
Boulder, CO
James Leese, AIA
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Part 1, System Plan
Introduction
Goals
Objectives
General Conditions Today
Existing System Furnishings
Existing Information System Condition
Parking and Auto Circulation Conditions
Future Development Trends
The Conceptual Plan
General Pedestrian and Bikeway Standards
Part 2, Design Standards and Guidelines
Introduction
Trail Standards
Pedestrian System Hierarchy
Bicycle Route Hierarchy
General System Improvements
Part 3, Implementation Work Plan
Introduction
Funding
Coordination with other Work
o Recommended Phase 1 Construction Projects
Appendices
Appendix A: Sub-Area Recommendations
Appendix B: Conditions Survey Excerpts
Appendix C: Technical Memos
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Aspen Pedestrian Wa1kw~J and Bikeway Plan. Part 2, Page 2-1
INTRODUCTION
During the past 20 years, the popularity of jogging, walking, and bicycling as forms of
transportation, sport and exercise has increased. As a result, the region has experienced
increasing use of pedestrian and bikeway routes. In response to this demand in the Aspen
area, several miles of paved recreation and commuting trails and sidewalks have been
installed. These routes are not all continuous, and disruptions exist in important routes,
however, the existing pedestrian and bike system enjoys heavy use.
Good as the Aspen system is already, demand is so high that improvements are required.
Now is a time of unprecedented opportunity for improvement and expansion. A number of
factors combine to create this opportunity. Residents and many visitors seek to use
alternative means of transportation, including walking, jogging, cross-country skiing and
bicycling for commuting, exercise and recreation. Interest in creating an expanded network
is therefore growing in the community. Undeveloped areas, abandoned railroad rights-of-
way, and underutilized streets are available for enhancement of the existing system. Other
community goals, such as reducing automobile traffic and improving air quality
complement the objectives of an improved pedestrian and bikeway system. Because of
these factors, the potential now exists to transform the present trail, walkway and sidewalk
fragments into one of the fmest pedestrian and bicycle networks in the country.
Scope of the study
The report examines existing conditions on the pedestrian and bike routes of Aspen and
recommends a plan of action to improve those conditions. This is more than a recreational
trails plan; it combines commuting routes with those that are also for exercise and
recreation. Another section provides design standards to be employed when executing
those proposed improvements.
This study is a planning level document. It establishes policy and sets guidelines for
development. In some cases, schematic design concepts are presented for specific areas.
These by no means should be considered to be final designs that would be constructed as
drawn. A more detailed design phase should follow this plauning effort before
constructing any of the improvements recommended here.
A note about terminology
This plan seeks to develop an integrated system of pedestrian and bicycle routes, both for
routes that exist in conjunction with established roads and for trails separated from them.
These include routes that use sidewalks, off-road trails and, in many cases, that share the
roads with automobiles. In most cases, the term "route" as it is used in this plan is intended
to be all encompassing for all of these types of walkways, paths and trails that may be parts
of a comprehensive system.
The term "bike route" is used to designate a street travel lane that is shared by both
automobiles and bicycles. By contrast, the term "bike lane" is used to designate a
separately striped travel lane for bicycles that is attached to a travel lane designated for
automobiles. The term "trail" is used to define a path that is separated from a street. A trail
may be paved or unpaved and may be designed for a range of users.
Geographic limits of the plan
The planning effort is limited to the City of Aspen boundaries, but consideration of
conditions immediately outside the city limits is also included, to determine how inner-city
routes may counect with abutting county and federal trail systems. Pitkin County is
concurrently developing a trails plan as well. That document, as well as this one, calls for
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Aspen Pedestrian WalkWbl and Bikeway Plan . Part 2, Page 2-2
close integration of regional efforts. Some overlap in discussions of trails occurs in these
documents since the resources are SO strongly interconnected.
Types of routes considered in the plan
This plan includes four major types of routes that are typically found in a pathway system:
1. Off-road recreational trails
2. Sidewalks adjacent to streets and roads
3. Streets and alleys used by bicycles and pedestrians
4. Informal, ad hoc trails
Plan organization
The document describes the conditions of many routes in the city limits of Aspen and how
these relate to adjoining county and federal trails. It also addresses issues of use,
maintenance, safety and management that affect the design and use of trails.
The plan is organized into three divisions, each of which is published as a separate
document:
Part 1: System plan, which establishes the overall goals and objectives for the system
and defmes a hierarchical system of routes. It also identifies individual pedestrian and
bicycle routes that are to be coordinated as a comprehensive circulation system
Part 2: Design standards, which provides guidelines for construction of individual
route components and establishes criteria for the location of route amenities
Part 3: Work implementation plan, which lists specific maintenance and construction
work to be performed and establishes an implementation strategy.
How the plan was developed
This plan is part of the Comprehensive Plan process in Aspen. A series of individual
components of that plan have already been produced, including the transportation, trails,
open space, and historic preservation components. Each of these includes policies that call
for expansion and improvement of existing pedestrian and bikeway circulation routes in the
city.
At the same time, the Historic Preservation Commission has expressed concern about
preservation of streetscape features, such as irrigation ditches and street trees. A special
study for the Main Street Historic District has been developed concurrently with this
pedestrian and bikeway plan and recommendations related to Main Street reflect proposals
also developed in that process. Other individual planning activities, such as consideration
of a trolley downtown, also suggested that a more comprehensive view would be beneficial
to these projects.
To assure that plan recommendations respond to concems that had been expressed, the
Council appointed a Neighborhood Advisory Committee to work through the duration of
the project. Committee members provided background information about existing
conditions, developed overall policy statements, and reviewed draft materials of specific
plan recommendations. The community was divided into sub-areas and individual
members of the committee collected data on conditions and issues for each of those
subdivisions.
The plan is very much a community document. In addition to the substantial participation
of the Advisory Committee members, representatives from other interest groups as well as
individual citizens contributed ideas. The plan also incorporates materials from the Aspen
Winter & Company. 9/8/90
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Aspen Pedestrian Walkwa} and Bikeway Plan . Part 2, Page 2-3
Area Comprehensive Plan Transponation Element (1987), and Historic Preservation
Element, (1986), a draft "Pitkin County Trails Plan," and Streetscape Guidelinesfor
Sidewalk, lAndscape and Intersection Improvements (1980).
Winter & Company. 9/8/90
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Aspen Pedestrian W aJk~ -J and Bikeway Plan . Part 2, Page 2-4
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PART TWO
PEDESTRIAN AND BIKEWAY SYSTEM
DESIGN STANDARDS AND GUIDELINES
These design guidelines and standards shall be used in developing specific solutions for
bike routes, trails, sidewalks, streets, paths and other routes in Aspen. The guidelines
address issues of appearance as well as function. They should be used in conjunction with
the more general design stam,lards presented in Part 1: Pedestrian and Bikeway System
Plan.
SIDEWALK HIERARCHY
The pedestrian system shall include a range of sidewalk conditions. All pedestrian ways in
Aspen are to be classified in a system that corresponds to the intensity of use of each route.
This hierarchy includes the "urban" sidewalks of the commercial core, the neighborhood
sidewalks along Main Street, and the unpaved walkways where pedestrians share the
streets with autos.
"
A vocabulary of streetscape design elements is recommended to be employed throughout
the city for the pedestrian zones, with varying levels of intensity of improvements assigned
to each area in response to the level use. A "hierarchy" of sidewalk designs is described
below for these conditions:
~
Class A. Pedestrians only:
These areas are closed to automobiles and bicycles. The downtown mall, which includes
portions of Galena, Cooper, Hyman and Mill, is the only area presently in this category.
No new segments that are designated for pedestrians only are proposed at this time,
additional pedestrian malls may become necessary in the future if pedestrian volumes
continue to increase.
Class B. Pedestrian-dominant, with cars:
These areas have a mix of automobile and pedestrian traffic, in which the design of the
street and sidewalks is such that, proportionately, the pedestrian has precedence over cars.
Wide sidewalks, strongly defined crosswalks, and plentiful street furniture amenities are to
be characteristics of streets in this category.
These are typically core area commercial streets that abut or immediately feed into the
pedestrian mall. In some cases, they may be designed such that, if demand increases for
pedestrian territory, they may be converted into pedestrians-only precincts. Portions of
Galena Mill, Hunter and Durant.are designated to be developed with this level of pedestrian
amenities.
Class C. "Balanced" street :W1h paved sidewalks:
These streets should accommodate a mix of users in equal standing, while retaining a
pedestrian-friendly, simple feeling remains a goal. These streets should have sidewalks and
clearly defined cross walks. See also the sidewalk paving standards. They include many
streets in commercial and abutting transitional areas near the downtown as well as
accommodations areas and outlying residential districts.
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Class D. "Balanced" streets without sidewalks:
These streets are located in the West End, where the traditional informal character of the
streetscape is to be preserved. No sidewalks are to be installed in this area. Walking is to be
accommodated in the street
INTERSECTION DESIGNS
In response to the varying levels of use of intersections with Aspen, a of range crosswalk
designs is to be employed. Many of the intersection designs include the use of decorative
pavers to more clearly identify the crossings and establish visual continuity with sidewalks.
Pavers are to be interlocking concrete or high density brick_ Edges of the decorative paving
are bordered with a protective concrete band. Low-profile joints between pavers would
provide a flat surface for easy walking and snow plowing.The following intersections
designs are to be used to identify pedestrian crossings:
Type A Intersections
These intersections offer the highest level of pedestrian enhancement and provide the
strongest identity for crossings. The entire intersection is constructed of decorative paving,
to designate the high level of pedestrian use. (See Illustration #7.)
Type B Intersections
This type of intersection includes swellings, or "neckdowns" to widen sidewalks at the
comer and thereby reduce crossing distances in the street. Decorative paving is to be
installed in the cross walks and in the sidewalks themselves at the comers to strengthen the
visual connection between the sidewalk and the crossing. The radius of the swelling shall
facilitate truck turning and snow plowing.
Type C Intersections
This intersection type uses decorative paving to define the crosswalks and to visually
connect them to sidewalk comers. The decorative paving is used on the sidewalks as well
as the crossing, within the traditional curb lines of the sidewalks. No swellings are
used.(See Illustration #9.)
Type D Intersections
Decorative paving is used in crosswalks only. (See Illustration #10.)
Type E Intersections
Crosswalks are designated by white lines. These are appropriate in areas of low crossing
conflict. (See lllustration #11)
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. Intersections on major pedestrian corridors
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Criteria for paved sidewalks
Sidewalks are to be installed in all areas of Aspen, except the west end. Sidewalks should
not be installed in the West End, where the historic character of the streets woUld be
affected. Where sidewalks an: to be installed, paving designs should respond to the
neighborhood context
The standard sidewalk in most area is to be a five-foot wide concrete path, separated from
the curb as shown in illustration #--. Where obstacles exist that prevent alignment of the.
sidewalk in this location, it may be attached to the curb, with a transitional link provided as
shown in Illustration #_' Variations on this standard are anticipated, however, some of
which are described below:
1. Core area sidewalk pavin~ standards
In the core area, where a more urban experience exists, sidewalk paving is to be all hard
surfaces, extending all the way to the curb. A combination of broom-fmished concrete and
decorative pavers may be used. The intensity of improvements should increase for
walkways that are close to the mall. These sidewalks should be as wide as conditions
allow to accommodate the volumes of pedestrians found in this area. As an illustration of
how such designs might be developed, three alternative concepts for one block of Galena
are presented. See Illustrations #1, 2 and 3. .
2. Transitional area sidewalks
For streets that serve as a transition between users, such as between commercial areas and
residential neighborhoods and in lodge areas, a blending of hard and soft surfaces is
appropriate. Moderately high levels of pedestrian activity are anticipated in these areas, and
users frequently cross between the sidewalk and the street. The primary sidewalk should be
concrete, with a buffer between the street and the sidewalk itself to be composed of random
pavers and ground cover. This will accommodate light pedestrian activity from parked cars
to the main sidewalk while maintaining the traditional image of a planting strip. In other
cases, where traffic is lighter or no curb side parking exists, the separating strip should be
composed exclusively of plant materials. This buffer will also accommodate short-term
snow storage during winter months. (For an illustrative example, see lllustration #4).
3. Residential neil'hborhood sidewalks
These sidewalks are to be located in the residential areas of old Aspen that lie south of Main
Street as well as newer developments outside the old town limits, where curvilinear streets
are found. Where conditions permit, the sidewalk should be set five feet in from the curb,
and a planting strip provided in between. In some situations, the sidewalk may be located
directly adjacent to the curb to avoid existing trees or inigation ditches.
OFF-ROAD TRAIL STANDARDS
Trails are defined as routes that are separated from roads. The following trail types are to be
used in the Aspen bicycle and pedestrian system. Most trails in the system are presently
planned are for shared used, however some of the more specialized types ~ be
established as the system matures. The standards for these other trails are also included to
aid in negotiations and planning of trail segments that may require special design conditions
in future detailed planning or the design of individual development projects.
Winter & Company. 9/8/90
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SPECIAL CONDITIONS FOR SIDEWALK DETAilS
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DESIGN STANDARDS:
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culvert. Special paving in sidewalk draws.
attention to this crossing.
. Sidewalk can jog to the edge of the street to
avoid existing trees, signs or other special
features.
. Random pavers serve as snow storage area and
allow percolation of moisture.
. Sandstone serves as transition of "native"
materials with more urban core.
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Aspen Pedestdan Walkway and Bikeway Plan
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STANDARD SIDEWALK DETAILS FOR RESIDENTIAL
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DESIGN STANDARDS:
. Sidewalk to meet City of Aspen standards:
. 5 foot minimum width
. Concrete
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. Streetside buffer area to be planted with street
trees and ground cover.
. Walkable plant materials
. Provide clearance for cars and pedestrians.
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permitted, such as:
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Aspen Pedestrian W alkWll) ll1ld Bikeway Plan . Part 2, Page 2-7
1 . Shared commuter trail (pedestrians and bicycles)
These constitute a significant number of the off-road trails in the system. They are designed
to accommodate a mix of users, including bicyclists, pedestrians, and roller bladers and
their primary purpose is to serve as transponation corridors, although some also have
recreational appeal. See Dlustration # 13.
2. Pedestrian commuter trail (pedestrians only)
These off-road paths connect residential areas with more formal commuter routes. In this
sense, they serve as local or collector routes for "arterials." They may occur where grades
are too steep to share the route with bicycles, or where pedestrian traffic is so high that
safety conflicts would occur. See Ulustration # 16.
3. Bicyclist commuter trail (bicycles only)
These routes are separated from streets and are designed for relatively moderate speed
bicycle travel. Most are located in county jurisdiction. Pedestrian use is discouraged with
signs and by providing altemative routes. Long range lines of sight are less critical on these
trails because of the exclusive use. This trail type is usually to be used in connection with a
pedestrian only segment, designed as a couplet where conditions require separation of
users. The design standards for this type of trail are shown in Illustration #12.
4 . Mountain bike/hiking trail (bikes and pedestrians)
These trails are rugged, improved dirt surfaces designed for "off-road" recreation. Most are
located in county jurisdiction See Dlustration # 17.
5. Nature Walk /Scenic Path
See Dlustration #18.
Winter & Company. 9/8/90
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COMMUTER TRAIL:
SHARED BY BIKES AND PEDESTRIANS
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DESIGN STANDARDS:
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DESIGN STANDARDS:
. Pedestrians only.
. Material: "road grade" with good drainage.
. No steep grades, if feasible, for long distances
(steps constructed where possible).
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DESIGN STANDARDS:
. Two lanes.
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Aspen Pedestrian Wa1kwI.. ;d Bikeway Plan . Part 2, Page 2-8
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BICYCLE LANE STANDARDS
These are separately designated lanes of travel located between auto travel lanes and
parking lanes, or the curb itself if no parking lane exists. The bike lane is defmed by a
stripe on the street and supporting signs and graphics. .
ComMuter bike lane
Commuter bike lanes connect major traffic generators within the city. They are a key
component of the entire system. As an example, Hopkins is to be improved with bike
lanes across the city. See Illustration #14 and 15.
Bicycle racer/training lane (bikes only)
This route type would provide a dedicated lane attached to a highway and typically would
lie along the highways leading into the city. They are to be designed for relatively high
speeds of travel. They may be provided where a separated trail also exists to accommodate
other users. See lllustration #15.
BICYCLE ROUTE STANDARDS
Bike routes are streets that are designated for use by bicycles wher.e travel lanes are shared
with automobiles. Travel lanes are designed to be as wide as possible to accommodate this
mix of traffic. Signs instruct motorists to acknowledge the bike's right of way.
Bicycle commuter routes
These are generally located on streets within the city limits where bicycles share the road
with automobiles. Separate lanes are to be designated for bicycles that are symmetrically
located, one for each direction of travel, between auto travel and parking lanes. See
I"""" lllustration #14.
These bike routes shall have signs identifying them as such. Bikes and cars share the same
lanes. Galena and Durant are proposed to be as commuter bicycle routes.
Street paving recommendations
For streets that are paved, use of decorative paving is recommended to be used in the
parking lanes to reduce the perceived width of the paving surfaces.
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Winter & Company. 9/8/90
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. Attached to street.
. Maximum speed: same as posted for autos.
. Route is signed and painted.
. Separate lanes provided for opposing direction
travel.
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DESIGN STANDARDS:
. Located along highways.
. Attached to highway.
. Route is maintained regularly:
- sweeping/plowing
- striping.
. Marked by signs and logo on road.
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. ..:xample location:
. Located on both sides of auto lanes.
. Intersections clearly defined (bike lane "fades
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Aspen Pedestrian Walkway and Bikeway Plan
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Aspen Pedestrian WalkW~. .Jld Bikeway Plan . Part 2, Page 2-9
f\. GENERAL PEDESTRIAN AND BIKEWAY STANDARDS
The following standards should be followed where possible. In some cases, local
conditions may prevent some standards from being met. In those situations, the planning
department shall interpret the broader goals and policies presented earlier in Part One to
determine alternative design standards that may be applied.
Bridges on trails
Bridges should be 2 or 3 feet wider than adjoining trails to provide emergency
maneuvering room when cyclists pass. For example, on a trail 10 feet wide, bridges
should be 12 to 14 feet wide. Approaches at either end may need periodic re-
pavement to account for abutment settling. Bridges over trails should leave a
minimum of ten feet of vertical clearance. The abutment should be at least five feet
from each of the trail.
Drainage on trails and walkways
Provide adequate drainage for all walkways and trails. Run-off must be handled by
swales, catch basins, or cross drainage. Dips, bumps, soft spots, and puddles must
be minimized.
Grade separated trail crossings
In areas where high traffic volumes create conflicts in trail continuity, grade
separated crossings may be considered. Where feasible, trails should be perceived as
being continuous, with auto bridges passing over clear, open trails. A void tunnels
and underpasses since they are prone to poor drainage and poor visibility. In
circumstances where they must be used, provide good sight lines and avoid hidden
turns. Provide good lighting and plan high levels of maintenance in these areas to
insure year-round use Existing tunnels and underpasses should be plowed
frequently to maintain system continuity.
Intersection designs
Intersections should be highly visible, with appropriate striping and signs that can be
seen by both cyclists and motorists, especially at night. See Illustration #21 for
suggested treatment of a trail and street intersection.
Irrigation ditches
Many irrigation ditches in Aspen are historic resources that should be preserved as a
part of the community's heritage. Opportunities also exist to expand the existing
irrigation system and therefore public improvements, such as trails and walkways,
should not impede the potential development of this system. Locate new sidewalks
and bike trails such that existing ditches are not disturbed and new ditches may be
installed that would connect into the irrigation system. Irrigation ditches should be
located a minimum of three feet from the edge of the pavement.
Paving materials
Paved trails should be smooth, even, unbroken, and clean. Although all paving
materials require maintenance at high altitudes, concrete is preferred because of its
comparative durability. (See Appendix C). Asphalt has traditionally been used in
Aspen, however, and may be considered as an alternate material. If asphalt is used,
it should be special-mixed for trails, which must withstand different vibration and
use rates than roads. Seal coats should be applied periodically to minimize cracking
.~ and spalling. Curves should be super-elevated for ease of travel. Smoothness and
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Winter & Company . 9/8/90
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Aspen Pedestrian Walkway .aDd Bikeway Plan . Part 2, Page 2-10
crown are best ensured by a graded subbase 4 to 6 inches thick. Pavement edges
must be stable, and flush to the ground on both sides. A gravel base should be used.
The standard paving material for sidewalks shall be broom finished concrete.
Alternative materials, such as flag stone, brick, or concrete pavers, may be used as
long as the resulting surface provides a relatively smooth, uniform surface that can
be comfortably negotiated by able-bodied handicapped and mobility impaired
persons.. Rough surfaces, such as cobble stones, for example are not appropriate for
walk ways. See illustrations _ for sidewalk standards.
Radius of trail curve
Trail curvature should be gentle (100 to 500 feet in radius) for most uses. Sudden
sharp curves, especially at bridges, should be avoided.
Signalized crossings
Traffic signals should be timed such that cyclists and pedestrians have adequate time
to move comfortably through intersections. Wait times should be minimized to
promote a sense of continuity in the pedestrian and bikeway route system.
Snow plowing ,
All routes that are designated for commuter use shall be plowed, at least in part, to
encourage winter time use. Some of the routes may be shared by skiers, in which
case half of the trail should remain snow packed. Others should be hard packed for
mixed use.
Striping of trails
Center line and edge striping is recommended for congested areas. At intersections
f"""""o,. and points of confusion, arrows indicating lane direction should be used.
Width of trails
Paved trails should confonn to a uniform width. Where this is not possible,
transitions in width should be clearly marked. Trail widths are defined for specific
trail types in illustrations _'
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Additional information
For general pedestrian and bikeway system planning and route selection criteria, see
"Part One, Pedestrian and Bikeway System Plan"
For specific implementation strategies, see "Pan Three: Pedestrian and Bikeway
System Implementation Work Plan."
For detailed descriptions of existing field conditions and issues, see "Appendix B:
Conditions Survey Excerpts."
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.PART THREE
PEDESTRIAN WALKWAY
AND
BIKEWAY SYSTEM"
IMPLEMENTATION WORK PLAN
FOR THE
CITY OF ASPEN, COLORADO
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September 6,1990
By
Winter & Company
Boulder, Colorado
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City of Aspen:
City Council
Planning Office
Neighborhood Advisory Committee:
Consultants:
Winter & Company
Urban Design . Historic Preservation
475 Poplar Avenue
Boulder, CO 80304
303442-5822/440-8445
Nore V. Winter
Ray E. Kramer, AIA
Michelle Tsou
Molly Miller Winter
Diane Yates
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Love & Associates
Boulder, CO
David Love
Recreation Engineering & Planning, Inc.
Boulder, CO
Gary Lacy
AECAD, Ltd.
Boulder, CO
James Leese, AIA
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Part I, System Plan
Introduction
Goals
Objectives
General Conditions Today
Existing System Furnishings
Existing Information System Condition
Parking and Auto Circulation Conditions
Future Development Trends
The Conceptual Plan
General Pedestrian and Bikeway Standards
Part 2, Design Standards and Guidelines
Introduction
Trail Standards
Pedestrian System Hierarchy
Bicycle Route Hierarchy
General System Improvements
Part 3, Implementation Work Plan
Introduction
Funding
Coordination with other Work
Recommended Phase 1 Construction Projects
Appendices
Appendix A: Sub-Area Recommendations
Appendix B: Conditions Survey Excerpts
Appendix C: Technical Memos
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Aspen Pedestrian and Bikeway Plan . Part 3. Page 3-1
INTRODUCTION
During the past 20 years, the popularity of jogging, walking, and bicycling as forms of
transportation, sport and exercise has increased. As a result, the region has experienced
increasing use of pedestrian and bikeway routes. In response to this demand in the Aspen
area, several miles of paved recreation and commuting trails and sidewalks have been
installed. These routes are not all continuous, and disruptions exist in important routes,
however, the existing pedestrian and bike system enjoys heavy use.
Good as the Aspen system is already, demand is so high that improvements are required.
Now is a time of unprecedented opportunity for improvement and expansion. A number of
factors combine to create this opportunity. Residents and many visitors seek to use
alternative means of transportation, including walking, jogging, cross-country skiing and
bicycling for commuting, exercise and recreation. Interest in creating an expanded network
is therefore growing in the community. Undeveloped areas, abandoned railroad rights-of-
way, and underutilized streets are available for enhancement of the existing system. Other
community goals, such as reducing automobile traffic and improving air quality
complement the objectives of an improved pedestrian and bikeway system. Because of
these factors, the potential now exists to transform the present trail, walkway and sidewalk
fragments into one of the finest pedestrian and bicycle networks 'in the country.
Scope of the study
The report examines existing conditions on the pedestrian and bike routes of Aspen and
recommends a plan of action to improve those conditions. This is more than a recreational
trails plan; it combines commuting routes with those that are also for exercise and
recreation. Another section provides design standards to be employed when executing
~ those proposed improvements.
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This study is a planning level document. It establishes policy and sets guidelines for
development. In some cases, schematic design concepts are presented for specific areas.
These by no means should be considered to be final designs that would be constructed as
drawn. A more detailed design phase should follow this plauning effort before
constructing any of the improvements recommended here.
A note about terminology
This plan seeks to develop an integrated system of pedestrian and bicycle routes, both for
routes that exist in conjunction with established roads and for trails separated from them.
These include routes that use sidewalks, off-road trails and, in many cases, that share the
roads with automobiles. In most cases, the term "route" as it is used in this plan is intended
to be all encompassing for all of these types of walkways, paths and trails that may be parts
of a comprehensive system.
The term "bike route" is used to designate a street travel lane that is shared by both
automobiles and bicycles. By contrast, the term "bike lane" is used to designate a
separately striped travel lane for bicycles that is attached to a travel lane designated for
automobiles. The term "trail" is used to defme a path that is separated from a street. A trail
may be paved or unpaved and may be designed for a range of users.
Geographic limits of the plan
The planning effort is limited to the City of Aspen boundaries, but consideration of
conditions immediately outside the city limits is also included, to determine how inner-city
routes may counect with abutting county and federal trail systems. Pitkin County is
concurrently developing a trails plan as well. That document, as well as this one, calls for
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Aspen Pedestrian and Bikeway Plan . Part 3, Page 3.2
close integration of regional efforts. Some overlap in discussions of trails occurs in these
documents since the resources are so strongly intercounected
Types of routes considered in the plan .
This plan includes four major types of routes that are typically found in a pathway system:
1. Off-road recreational trails .
2. Sidewalks adjacent to streets and roads
3 . Streets and alleys used by bicycles and pedestrians
4. Informal, ad hoc trails
Plan organization
The document describes the conditions of many routes in the city limits of Aspen and how
these relate to adjoining county and federal trails. It also addresses issues of use,
maintenance, safety and management that affect the design and use of trails.
The plan is organized into three divisions, each of which is published as a separate
document:
Part 1: System plan, which establishes the overall goals and objectives for the system
and defmes a hierarchical system of routes. It also identifies individual pedestrian and
bicycle routes that are to be coordinated as a comprehensive circulation system
Part 2: Design standards, which provides guidelines for construction of individual
route components and establishes criteria for the location of route amenities
Part 3: Implementation work plan, which lists specific maintenance and construction
work to be performed and establishes an implementation strategy.
How the plan was developed
This plan is part of the Comprehensive Plan process in Aspen. A series of individual
components of that plan have already been produced, including the transportation, trails,
open space, and historic preservation components. Each of these includes policies that call
for expansion and improvement of existing pedestrian and bikeway circulation routes in the
city.
At the same time, the Historic Preservation Commission has expressed concern about
preservation of streetscape features, such as irrigation ditches and street trees. A special
study for the Main Street Historic District has been developed concurrently with this
pedestrian and bikeway plan and recommendations related to Main Street reflect proposals
also developed in that process. Other individual planning activities, such as consideration
of a trolley downtown, also suggested that a more comprehensive view would be beneficial
to these projects.
To assure that plan recommendations respond to concems that had been expressed, the
Council appointed a Neighborhood Advisory Committee to work through the duration of
the project. Committee members provided background information about existing
conditions. developed overall policy statements, and reviewed draft materials of specific
plan recommendations. The community was divided into sub-areas and individual
members of the committee collected data on conditions and issues for each of those
subdivisions.
The plan is very much a community document. In addition to the substantial participation
of the Advisory Committee members, representatives from other interest groups as well as
individual citizens contributed ideas. The plan also incorporates materials from the Aspen
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Aspen Pedestrian and Bikeway Plan . Part 3, Page 3-3
Area Comprehensive Plan Transportation Element (1987), and Historic Preservation
Element, (1986), a draft "Pitkin County Trails Plan," and Streetscape Guidelinesfor
Sidewalk, Landscape and Intersection Improvements (1980).
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Aspen Pedestrian and Bikevv..y Plan . Part 3. Page 3-4
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PART THREE
PEDESTRIAN AND BIKEWAY SYSTEM
IMPLEMENTATION WORK PLAN
Implementation components of the pedestrian and bikeway system plan include trail right-
of-way acquisition, infrastructure construction, amenities, sign system, promotion
maintenance and management. Implementation strategies for each of these categories are
discussed in this section.
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INFRASTRUCTURE CONSTRUCTION
A key portion of the plan to be implemented is the completion of basic sidewalk and path
segments in the city. This construction of the infrastructure of the pedestrian and bikeway
system itself should have a high priority. In some cases, this work may be coordinated
with other public works. In each fiscal year, the city will be engaged in infrastructure work
that may provide opportunities for implementing portions of this plan. Sewer and water
lines may be upgraded, for example, or streets may be repaved. In other situations, private
property owners must construct these improvements, especially with regards to sidewalks.
When such work occurs, related infrastructure work on the pedestrian and bikeway system
should be included where feasible.This work may include construction of new trails,
bridges and sidewalks or it may include improvements to existing components. In these
cases, construction should comply with the standards established in Part 3.
Amenities installation
These include benches, bike racks, planters, irrigation ditches, landscaping, fences, berms,
shade trees and wild flowers. Plant materials located along routes would be cultivated in
nursery, established by the city, to provide a reliable supply of materials. This could be
developed in conjunction with the county.
Sign system implementation
Develop a comprehensive sign system for the city that includes new trail signs, as well as
pedestrian and bicycle route information. Include in the sign system information that
informs the public of basic traffic enforcement laws.
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MANAGEMENT SYSTEMS
The recommendations on management call for expanding cooperation both with other
jurisdictions and with trail users, specifically to plan in advance of individual actions and in
a comprehensive manner. A consistent management program for regular trail inspection,
evaluation and reporting is also proposed.
Citizen advisory committee
The city should establish the citizen advisory committee as a standing commission to
monitor ongoing implementation of the plan. The committee should review the plan on a
regnlar basis for updates and revisions that may be necessary.
Technical planning committee
A technical planning committee composed of city staff members should convene at regnlar
intervals to review implementation of this plan in the context of other developments and
public works. Participants of the technical review committee should include representatives
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Aspen Pedestrian and Bikeway Plan. Part 3. Page 3-5
from parks and open space and engineering departments. as well as county trails planners.
Utility companies that may have projects that could be coordinated with pedestrian and
bikeway system improvements should also participate. .
Alternative modes director
The city should establish an "Alternative modes" manager, to oversee daily tasks in the
implementation of the plan and to assure maintenance of the pedestrian and bikeway
system. The alternative modes director should establish enforcement of pedestrian and
bicycle laws as a high priority.
Alternative modes planner
The city should designate a member of the planning staff as the official alternative modes
planner. This person would be responsible for monitoring the long-range implementation
of the plan and for initiating amendments when they become necessary. This person would
also be responsible for directing negotiations of easements and for interpretation of design
standards.
MAINTENANCE
Adequate maintenance of the system is critical, even the existing 'Segments of the system.
A trail maintenance plan is needed that identifies plowing and repairs policies for each route
in the system. Some trails should be plowed in their entirety, for exclusive use by
pedestrians and bicyclists. Others should have a hard-packed snow surface established to
be shared by mountain bikers and cross country skiers. Finally, some trails may be half
plowed and the remainder left for tracks. Overall, however, a goal should be to increase the
amount of trails within the city that are plowed in winter time for bicycle and pedestrian
use. Note that many trails outside the city limits may be left unplowed entirely.
The maintenance plan should also increase the frequency of regular clearing trails of debris.
Bridges and underpasses should receive high priority for clearing. The city should establish
a dedicated trail maintenance crew. This team would then be able refine its skills in
maintenance of the trails and their associated signs and plantings.
FUNDING
. Establish a permanent fund specifically for trails construction within the Parks
department.
. Establish a sidewalk improvement fund.
. Increase the structural repairs budgets.
. Fund a promotions program for trails and pedestrian ways.
. Establish a right-of-way acquisition fund.
Funding sources for pedestrian and bikeway improvements include:
. General fund
The city should provide an annual funding line item for system-wide improvements.
. Assessment/improvement districts
Improvement districts should be used for site-specific projects.
. Private development, as a condition of project development approval
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Aspen Pedestrian and B. iay Plan . Part 3, Page 3-6
. Enforce requirements that property owners install sidewalks as a
condition of issuance of a certificate of occupancy.
. Establish promotions and incentives for private sector participation in
implementing the plan.
Celebrate accomplishments with opening ceremonies, anniversaries, and awards so that
those who participated get credit for what they have done. Develop an incentives package
to encourage donation of rights-of-way where no review processes are anticipated that
would initiate donation of easements. The incentives program should also encourage
property owners to assist in construction of trail improvements.
. Grants and donations
Initiate gift catalogues and similar donor proerams to bring in private and matching
funds for recreation-related trail projects ineligible for city funding.
. Volunteer efforts
Encourage volunteers to help with trails. Work projects, demonstration projects, and
"adopt-a-trail" programs can be matched with interested individuals and groups. The
Marolt site and the Art Park are especially appropriate for volunteer efforts.
PHASING CRITERIA
Realization of the system is of course an on-going process. Because of limited financial
and human resources, priorities must be established. A list of criteria follows that should
be used in determining priorities for implementation. Give priority to projects that meet
two or more of these criteria:
1 . Projects that caD be coordinated with other construction to share costs
For example, if the city is planning to replace a sewer line in a designated street, this may
be the appropriate time to construct new crosswalk improvements.
2 . Segments that accommodate a mix of users
For example, trails that serve bicyclists and pedestrians and therefore provide access to a
larger population segment, should be given priority.
Z . Segments that would help to complete a missing link in a route that is
already well-established
For example, improvement to the link of the Rio Grande trail near Mill Street would
complete a significant trail segment.
4 . Routes that would serve heavy commuting use
Since reducing automobile impacts is a major goal, routes that can especially serve as
alternatives to automobile circulation should be given high priority.
5 . Routes that can be used year.round.
Since these routes also maximize use they should be given high priority for
implementation.
6. Projects that would mitigate hazardous conditions.
COORDINATION WITH OTHER WORK
. Many of the pedestrian improvements proposed for downtown must be made only in
" conjunction with construction of the proposed parking facilities.
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Aspen Pedestrian and Bikeway Plan . Part 3. Page 3.7
.
Utility line improvements may be needed in the near future on some streets, such as
Main. When doing so, work proposed in this plan should be executed.
Specific engineering details for curb radii should include participation of the public
works deparunent.
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RECOMMENDED PHASE ONE CONSTRUCTION PROJECTS
The following projects are identified as high priorities for implementation as quickly as
feasible:
1. Complete the Rio Grande Trail along the Roaring Fork River. (See special steps that
are recommended in the attached memo from Gary Lacy.)
2. Complete a north-south route through Rio Grande park to connect Gibson with
downtown at Galena.
3. Construct improvements along Main Street in concurrence with the Main Street plan.
4. Construct pedestrian way improvements along Galena.
5. Construct temporary improvements at Highway 82 and Maroon Creek Road to reduce
crossing hazards. When Highway 82 is reconstructed in this area, incorporate final
intersection improvements for bikes and pedestrians.
6. Improve route defmition and trail safety along Cemetery Lane. Reinstate bike land
striping.
7. Construct pedestrian way improvements along Durant.
8. Construct a sidewalk along the north side of Ute Avenue and complete trail
connections here.
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NEXT STEPS IN PLANNING AND DESIGN OF THE SYSTEM
The plan provides a comprehensive system and general design standards to be used city-
wide. Individual conditions in many parts of the city will require more focused responses
and more detailed trail engineering will be needed to implement the trail segments of the
plan. .
(Insert list of detailed trail design and engineering steps from Gary Lacy.)
A significant opportunity is to evaluate the condition of the Roaring Fork itself and design
hydrological improvements that can enhance fish habitat, improve flood control and
provide new opportunities for trail design along the edges that may not be obvious under
existing conditions.
(Insert list of detailed hydrology design and engineering steps from Dave Love.)
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Aspen Pedestrian and Bikeway Plan . Part 3, Page 3-8
Additional information
For general pedestrian and bikeway system pl~ing and route selection criteria, see
"Part One, Pedestrian and Bikeway System Plan"
For detailed design standards for trails, sidewalks, bike lanes and routes, see "Part Two,
Pedestrian and Bikeway System Design Standards"
For detailed descriptions of existing field conditions and issues, see "Appendix A:
Sub-Area Recommendatons."
Detailed descriptions of individual trail conditions were assembled by members of the
advisory committee as a part of the planning process. This information is published as an
appendix to the plan and is on file at the planning department. This detailed information
should be used in making individual planning decisions.
Site specific problems and issues are also described in an additional appendix text and a
detailed topographic map that is on me at the planning department. This information
should become the basis for maintenance plans and construction projects.
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Aspen Pedestrian Walkway ana. .,eway Plan . Appendix A, Page 1
APPENDIX A:
SUB.AREA RECOMMENDATIONS
Downtown Core Area
Increasing automobile, bicycle and pedestrian activity is seen throughout the area, but
especially along Galena, Durant and Cooper. This growth was identified in the
transportation component of the Comprehensive Plan:
"Other problems in the downtown include the the competition between
pedestrians, transit and automobiles for the use of Durant Avenue.....
Durant Avenue should not be emphasized as a circulator street or
access street for parking. Rather, if Durant Avenue (is) to function for
pedestrians and transit, then the plan (needs) to de-emphasize
automobile use of Durant Avenue...
It is clear that any future mall expansion is many years into the future
and may never occur if parking and circulation problems are not
adequately addressed. If mall expansion were to occur in the future,
Cooper Avenue between Galena Street and Hunter Street and Galena
Street between Cooper Avenue and Hyman Avenue arelogical
candidates. "
As an altemative to creating more pedestrian mall in the downtown the widening of existing
sidewalks was also discussed.
"In the downtown this could be accomplished by converting existing
angle parking to parallel parking and expanding the sidewalk: into the
approximate eight feet of unused parking. Analysis of this concept
indicates that it may be appropriate because the number of parking
spaces displaced could easily be part of a parking solution which
deals with the existing deficit....pedestrian corridors are needed
between parking facility locations and the Mall. Galena Street and
Cooper Avenue are logical additions to the network."
Recomlnendations
Develop a system of pedestrian-enhanced streets that accommodate a mix of users in a new,
creative combination of streetscape design, traffic management, and public information
systems. The designs for the streets should be flexible to acconunodate fluctuations in use
patterns throughout the year and to respond to new events and programs. To do so,
develop "pedestrian-dominant" streets on Cooper, Durant and Galena. This should include
widening of sidewalks, limiting on-street parking, and increasing bicycle support facilities.
Also improve bicycle route identity. These improvements may only be implemented,
however, in conjunction with construction of replacement parking. The new structure at
Galena and Main Streets will acconunodate some of these needs.
Enhance the territory of bicyclists and pedestrians in the core area by providing additional
amenities and improving safety conditions. These may include decorative paving to
distinguish special user zones, bike racks, etc. Consider designs that would accommodate a
combination of users, including public transit, pedestrians and bicyclists. Also provide for
servicing and deliveries in a convenient manner. Provide, if possible, areas.for service
delivery vehicles to unload that do not contribute to traffic congestion.
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APPENDICES A & B & C
PEDESTRIAN WALKWAY
AND
BIKEWAY SYSTEM,
FOR THE
CITY OF ASPEN, COLORADO
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September 6, 1990
By
Winter & Company
Boulder, Colorado
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In selected conditions, provide intersection neckdowns at heavily used pedestrian street
crossings downtown. Neckdowns define both the pedestrian and parking spaces and slow
traffic speeds. They can also improve storm drainage efficiency. They also reduce crossing
distances and provide space for additionallandscaping.They must be designed for snow
plowing and accommodate turning movements of service and emergency vehicles. The
following sketches show three options for pedestrian enhanced streets.
Specifically, develop Cooper and Galena as pedestrian-dominant streets with limited auto
access and parking. Increase areas for bicycle parking, bus loading and service vehicles.
Also develop Durant as a pedestrian-dominant street. Allow auto circulation, but remove
parking, except short term loading, from the most heavily used areas.
Cemetery Lane Area
Cemetery Lane serves as a major link for northwest neighborhoods for all modes of
transportation. Bicycle/jogging lanes were once discussed for roadway shoulders, but are
not identified as such. One local user summarizes the conditions: "No one in his right
mind would use Cemetery Lane, because no clear separation from cars exists. There are no
altemative routes." Other trails in this area weren't designed for cyclists and therefore
bicycle users are forced to use Cemetery Lane to access the core area. Increasing use of
these routes is anticipated. Local traffic will become even more important in this area when
the highway alignment is altered.
Recommendations
1. Install bike lanes on Cemetery Lane. Recent experience elsewhere indicates that these
lanes would improve ridership in this important corridor.
2. Improve trail connections across Castle Creek to the Meadows.To do so, replace the
old bridge over Castle Creek that was washed out. This bridge would connect the
cemetery with the trails below the Meadows.
3. Improve connections from Rio Grande trail to downtown to encourage access from
this route as an alternate to using Cemetery Lane.
4. Improve pedestrian and bicycle access along Castle Creek bridge.
5. Improve the bike trail system in this area by connecting along the golf course between
the greens and nearby homes.
6. Provide a separate bike bridge and bike underpass at Slaughterhouse Bridge and Stein
Park.
See the proposed trails indicated on the proposed bikeway system map, #_'
West End.
The West End includes some of the older residential neighborhoods in the city; it exhibits a
distinct "Old Aspen" character that includes tall street trees, unpaved streets and low
lighting. The transportation element of the Comprehensive Plan recommended that design
measures be considered to "...prevent non-local traffic from cutting through the West End
to Hallam Avenue during the evening peak hours. Second, Fourth and Sixth streets are
logical selections for modification which could focus on the pedestrian, and are, therefore,
logical additions to the pedestrian corridor network."
Although an established residential neighborhood, the West End also serves as a
throughway for summertime traffic moving between the music tent at the Meadows and
downtown. Motorists, bicyclists, and pedestrians crowd these streets at peak times. In
other parts of the year, local traffic is dominant, although these streets are also used to cut
through some of the congestion of Main Street. Hallam Street also serves as a favorite
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Aspen PedeslrJan Walkway and .~way Plan . Appendix A. Page 3
bicycle route, connecting Cemetery Lane traffic to the downtown via Aspen and Monarch
Streets.
Most routes in this area are on-street, but one short trail links the Elementary School with
the post office and subsequently Mill Street. This important connector is presently dark at
night and therefore is not used by people returning to the north side of the Mill Street bridge
after events at the Meadows. Improving this link to extend its hours of use will help to
encourage residents to walk or bicycle to events at the music tent.
De facto trails exist around the Meadows grounds and earlier planning has called for a
formal loop around the property. Public trail easements are presently under discussion
here. These trails should connect with others on the opposite sides of Castle Creek and the
Roaring Fork.
General pedestrian and bicycle volumes are expected to increase in this area. Music tent
events will continue to generate significant traffic volumes. In time, when Highway 82 is
realigned, some pressure may be relieved from this neighborhood from automobiles
because it will no longer be as attractive as a by-pass of congested Main Street areas.
Another pedestrian generator in this neighborhood, the Aspen El~mentary School, will
relocate to the educational campus along Maroon Creek Road, at which time pedestrian and
bicycle traffic may diminish somewhat. New uses for the existing school facilities may
sustain these patterns, however.
Recommendations for the West End
1. Designate Seventh Street and Third Street as Vehicular Travel corridors to the
Meadows.
2. Ensure that Main Street traffic remains on Main Street by de-emphasizing other streets
for auto use. This is especially true for cut-through traffic in the West End. Continue
the use of temporary physical barriers and traffic control signs to limit cut through in
the west end and to defme acceptable travel corridors for the Meadows area. Re-
design these barriers to also serve as visual amenities for the neighborhood (See the
recommendations for temporary barriers.)
3. Improve lighting along pedestrian routes from the Meadows. The large-scale lighting
used in the commercial core should not be used. Maintain the residential character by
designing the lighting to be low-scale and with cut-off characteristics that prevent
glare. Consider using timers to control the hours of operation
4. Improve trail head identity for the trail connecting Garmisch with the post office area.
Include trail head signs and low scale lighting as part of the trail head design. See
Illustration #_ for a prototypical example.
5. Provide improved connections to the West End area for pedestrians from the north
and west neighborhoods by providing bridges over the Roaring Fork near the
Meadows and connecting to trails on the perimeter of the meadows.
6. Also provide bridge and trail connections across Castle Creek to Cemetery Lane
residential areas.
East Side
This moderately dense neighborhood includes housing for many local residents as well as a
significant number of visitors. Approximately 1200-1600 "pillows" are found in
aocommodations in the area. Significant pedestrian volumes are generated within this
neighborhood. Downtown, the athletic club and City Market are major destinations.
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Aspen Pedestrian Walkway and.. "Jway Plan . Appendix A, Page 4
Through-routes in the area are used by hikers and bicyclists entering town from Highway
82 and from nearby mountain trails along Ute Avenue.
No sidewalks exist for most of this area. Pedestrians are often forced to walk in the street,
and during peak season are constrained by parked cars. Trails in the area often have poor
surface conditions. Use levels are expected to increase moderately. Conflicts with
automobiles, along walking streets and at intersections are expected to increase.
Recommendations for the East Side
1. Provide paved sidewalks along most streets in the area where physical conditions
allow.
2. Complete linkages of significant off-road trails in the area.
3. Improve the eastem entrance to Aspen for bicyclists by providing continuity in bike
lanes and strengthening the identity of key intersections.
4. Provide designated bicycle lanes on Highway 82 entering town.
5. Improve pedestrian/bike crossings at major intersections.
6. Eliminate parking on Cooper from Roaring Fork Bridge to Original.
Main Street ' ,
Main Street contains an significant collection of historic resources and serves as an
important mixed-use corridor. Buildings include a range of residential, lodging, and
commercial structures. The district spans the two historic periods, the mining era and the
early ski lodge era (Mountain Chalet style).
A 1893 Bird's Eye View map of Aspen illustrates Main Street as one lined with cottages,
dotted with High Style Queen Annes and churches. Photos indicate its boulevard character,
lined with lush trees, fonning a canopy of sorts over the street edge. Small picket fences
delineated property lines. Walkways to houses, running perpendicular to the street, were
generally wooden, and footpaths, along the road, were dirt.
Main Street was once lined with cottonwoods. Although many survive, the continuous
canopy they once created is now threatened as trees are lost to age, disease, and
development. The transportation element of the Comprehensive Plan recommended
restoring the tree-lined image of Main Street:
"Due to the imponance of Main Streetfortransit, it is also important
for pedestrians and is a logical addition to the pedestrian corridor
network..,soften the edge of M ain Street with an intensive tree
planting program."
More recently, the Main Street task force found that "an alanning number of historic
cottonwoods have been removed from the district. These trees were used in ample supply
in many western communities due to their native heartiness and fast growth. This singular
natural element is critical to the traditional character of the district ...cottonwood
replacement is a driving force behind this entire study." Cottonwood trees should be
installed wherever feasible along this important corridor.
Historic replica street lighting was installed in 1986. Because these lights match those in the
core area, this design element establishes Main Street as the entry corridor into the
downtown.
f'. Goals for Main Street
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Aspen Pedeslrian Walkway and bu<:eway Plan . Appendix A, Page 5
1. Enhance the pedestrian experience of the street for businesses along the street.
2. De-emphasize Main Street as a bike route and encourage bikes to divert to Hopkins
and Hallam.
3. Enhance mass transit safety and convenience.
4. Improve the image of this important entry into Aspen.
5. De-emphasize Main Street for pedestrian through traffic by improving Hallam and
Hopkins as commuter routes.
Main Street is now an extremely busy corridor for businesses and for through traffic of all
classifications. Dust and noise are inhibitors to pedestrian use. Sidewalks occur in
interrupted fragments along the street and varying development patterns have created
obstacles such that no straight, continuous alignment remains for sidewalks.
An irrigation ditch runs along Main Street that is a significant historic resource and an
important irrigation mechanism. This also limits options for sidewalk improvements.
Both the septic and water infrastructure are dated, and are reaching the point of
obsolescence. The sewer line is located in the alley, and was constructed in the mid-'50s.
Failing sections have been recently rehabbed, and the system 'should' function well for the
next ten years. An undersized 6" water main, located near the center of Main Street, was
installed in the mid-'60s, and is in need of either replacement with an 8-12" main, or
complete rehab and construction of an additional parallel main. It appears that both the
water and sewer lines will become major funding and construction issues in the near
future." This work should be coordinated with streetscape improvements.
Key intersections for pedestrian crossings are at Galena, Mill, Garmisch, and Aspen. The
Garmisch Street intersection presently carries student traffic as well as local and Meadows
event traffic. Overall, the visual character of Main Street is chaotic and should be improved.
Automobile traffic volumes will continue to increase as Main Street remains the primary
arterial into the city from the west. Complicated turning movements at the 7th Street
intersection will be mitigated to some extent with the advent of the new bridge and entry
alignment. At the same time, bicycle traffic will continue, although preferred altemative
routes along Hopkins and Hallam, as proposed in this plan, would reduce traffic volumes
on Main.
The Galena Street intersection will increase in importance with the advent of the new
parking structure as pedestrians make their way to this facility from downtown.
Recommendations for Main Street
Enhance the Main Street corridor for use by pedestrians who patronize buisnesses located
there. hnprove safety for bicyclists, while emphasizing alternate preferred routes.
1. Institute a tree planting program along Main Street. This will serve to improve the
buffer between pedestrians and automobiles.
2. Develop a traffic signal plan for Main Street that facilitates traffic flow and improves
safety at crossings.
3. Install a special sidewalk system along Main Street. A flexible sidewalk design
system is proposed. (See Illustrations #5 and 6.) This system provides a meandering
sidewalk that would fit within existing constraints.
4. De-emphasize Main Street for bicycle use and encourage use of Hallam and Hopkins
as enhanced bike routes.
5. Clearly define bus loading zones. Use decorative paving, signs, and benches to
distinguish these locations.
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6. Improve intersection safety with enhanced crosswalks. Provide a range of .
intersection designs that correspond to the level of pedestrian crossing volume. Four
distinct intersectioll designs also would be used along Main Street. See Illustrations
8,9,10 and 11.
Rio Grande Trail and Park
The Rio Grande trail, although still incomplete, is a focal point of recreational and
commuting traffic in the city. The trail is used heavily throughout the year. The
community's desire to complete this important trail is strong
The transportation element of the comprehensive plan recommends that the community
continue to study the development of Down Valley rail service. One option that has been
considered would run along the Rio Grande Right-of-Way. Future pedestrian trail and
bikeway improvements in this area should not exclude the opportunity to provide such rail
service along this corridor in the future.
The Rio Grand trail also offers significant opportunities for interpretation of historic and
natural features along the way. An information system along this route that describes the
mitural features is a special opportunity. ' ,
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Recommendations for the Rio Grand Trail and Park:
The Rio Grande trail should be completed for the complete course of the Roaring Fork
River in the city. Realignment may be necessary when a rail system is installed, but plans
should retain the trail in the general vicinity. New trail installation in the vicinity should be
placed such that a future rail terminal could be accommodated. Any park development in
this vicinity should retain continuity of existing trails at the design standards defmed for the
intended user, and also allow for installation of any other trails identified in this plan.
With regards to the trail itself, acquiring the missing rights-of-way and construction of the
trail segments that would provide continuity across the city should be high priorities. See
Dlustration #_'
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Aspen Pedestrian Walkway and Bikeway Plan . Appendix B, Page 8
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APPENDIX B:
CONDITIONS SURVEY EXCERPTS
SlIR.AREA: #]
Hallam Street
The modes of transport used on this route include bicycles, jogging, roller blades,and
walking. The route is used by year-round and seasonal residents, including children and
adults, for exercise and commuting. Primary destinations are downtown and schools.
The time of use is any time during daylight, throughout the week and year-round. A
special conflict on this route is auto traffic.
Lake Avenue (including Francis, Garmisch, Hallam, and Aspen)
Modes of transport used on this route include bicycles and walking. Users include both
seasonal residents and short-term visitors. Adults and elderly are typical users. This
route serves as a major pedestrian corridor between the Meadows and downtown. Time of
use is typically afternoons and evenings throughout the week and especially on weekends
during the summer. Lake Avenue is blocked off for pedestrians during the Music Festival
to facilitate pedestrians. Auto traffic can be heavy approaching Main Street; no signage
exists to designate the route or provide safety information.
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N. Fourth Street
Modes of transport used on this route include bicycles, walking and autos.
Users include seasonal residents and short-term visitors who are adults or elderly. The
route is used heavily by pedestrians seeking access to Meadows/Music Festival or the Main
Street bus stop. The route is used lightly during the midday by music students and during
the afternoon and evening throughout the week, heavily on the weekends, during the
summer. The city street is also used heavily by cars at same time.
N. Third Street
Modes of transport used on this route include bicycles, walking, autos, and buses.
Users are seasonal residents and short-term visitors who are adults or elderly. Many
pedestrians use this route to access the Meadows with hope of hitching a ride. The route
destination is Main Street! Meadows. The times of use include, light midday use by music
students, and afternoons and evenings throughout the week, heaviest on the week ends,
during the summer. The city street is used heavily by cars and buses.
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SlIR-AREA: #2
Main Street
The dominant mode of transport used on this route is the bicycle. Users of this route
include year-round residents and residents, and short-term visitors who are children and
adults. The purpose of their trips is exercise, training, recreation or commuting. The time
of use is any time during daylight during the spring, summer or fall.
Sidewalks
The modes of transport used on this route are jogging and walking. Users include, year-
round and seasonal residents and short-term visitors who are children and adults
commuting to downtown, schools or parks any time during daylight or the night time
throughout the week, year-round.
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Alleys
Walking islhe mode of transpOrt used on this route by year-round and seasonal residents,
and shon-termvisitorS who are children, adults or elderly commuting downtown. to
schools or pll1is any time during daylight, throughout lhe week, year-round. Mild is a
problem in the spring and faIl. ..
Slm.AREA: #4 EAST ASPEN
Salvation Ditch
Modes of transport used on this route include: bicycle, cross-country skis, biking,
jogging, roller blades and walking. Users are year-round residents, seasonal residents,
and short-term visitorS who are children, adults and the elderly. The purposes of the trips.
include exercise, training, recreation and commuting (limited). Downtown, Independence
Pass, a difficult campground,and Woody Creek are the most common destinations. The
route is used most frequently any time during daylight or night time, throughout the week,
year-round. The route could become a very long contiguous link for several miles,
similar to the Dillion-Breckenridge trail. Hazards or conflicts of the route include an
easement/connection from Rio Grande Trail to Park Circle and the liability of water in the
ditch with children. A special feature of the route is the Salvation Ditch waterflow in
summer which is a relaxing experience. The context of the surrounding neighborhood is
varied: lodges, single family homes, and high density housing.
South Side Trail (Aspen Mt.)
The modes of transport used on this route include walking and perhaps skiing by short-
term visitors, both children and adults, who are going to Little Nell Ski Slope or
downtown. They use the route any time during daylight throughout the week, year-round,
ut panicularly during the winter. A special asset of this route is the quiet and solitude if
oJfers in the middle of an urban area. A potential hazard is the steep bank in the rear of the
51th Avenue Condos, but the trail could be diverted around it.
1010 Ute alternate Route
The modes of transport used on this route include, bicycles, cross-country skis, jogging,
roller blades and walking. Users are year-round and seasonal residents, and short-term
visitors who are children adults, and the elderly. The uses of the route include exercise,
training, fishing and recreation if completed to Highway 82 and commuting if completed to
Riverside. The destination of the users would bea park if Ute Park walking trail is
completed and the downtown loop unless connected to Riverside Drive. The trail is used is
any time during daylight or night time, throughout the week and year-round. The
Riverside connection could provide a safer commuter trail to town which is more direct
than the Ute Avenue Route/River experience. The rights of way/easements of the 1010 Ute
Buildings are too close to the trail. Cost afbridge across river/steep slopes to river. ]010
Ute homes are very close to the possible trail making the experience in this area minimal. A
special featUre of this route is the river experience. The neighborhood context is large .
homes in the 1010 Ute complex, and lodges.
Highway 82!Cooper Street
Modes of transPort used on this route include bicycles, jogging, roller blades <ula walkin".
Users are year-round and seasonal residents, and short-term visitors who are children, C
adults, and the elderly. Other users are serious high speed bicyclists. The route is used
for exercise, training, and commuting. Downtown, the Aspen Club and Independence
Pass are the destinations of this route. The route is used during daylight and at night time
throughout the week, year-round. Its special asset is that it is the shortest distance to and
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PEDESTR IAN AND 8 IKEWAY PLAN
CITY OF RSPEN, COLORRDO
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from town for East Aspen Residents. Highway 82 traffic is a hazard along this route, as
well as Crestahaus Hill which is narrow and had blind curves. Also the sidewalks and the
road are in poor condition. The neighborhood context is mostly single family residents for
the large Aspen working population, as well as some high density housing and lodges.
Ute Trail
The modes of transpott used on this route include hiking and jogging. The users are year-
round and seasonal adult residents. It is a popular vertical trail to the top of the mountain
with great views of Aspen and valley, and is used for exercise, training and recreation
during the daylight, throughout the week and during every season except winter. It is very
steep and during the winter is an avalanche shute. The neighborhood context is the same
as Ute Avenue Route. At the base of trail there may be a high-density unit built.
Ute Avenue Route
The modes of transpott used on this route include bicycles, cross-country skis, hiking,
jogging, roller blades, and walking. The users are children, adults and the elderly who are
year-round and seasonal residents, and shott-tenn visitors who are going downtown, to
Ute Park, the Aspen Club, the Bennidict Building, fishing, cross country skiing or to the
Ute Trail. The route is used for exercise, recreation, commuting, business, to and from
Bennidict Building offices, and fishing access. The route is used year-round, with more
limited use during the winter, anytime during the daylight and limited night time use,
throughout the week. The route has a variety of assets and special features: parks, a
cemetery, wildflowers, solitude, fishing, historic sites, picnic sites, river views, a
playground, and easy elevations. Its conflicts and hazards are blind curves, road debris,
poor intersections, street use required at times during the winter, and avalanche shutes.
The neighborhodd context is some high-density housing and lodges with large single
family units. Most of the area is built-out except for avalanche areas.
SUB-AREA: SA
A-A
Bicycles, hiking, jogging, roller blades and walking are the modes of transpott on this
route. The users are children, adults and the elderly who are year-round and seasonal
residents and shott-term visitors. Other user characteristics include lots of dog walkers and
skiers who carry skis to gondola in the morning (parking on Ute Avenue) and return in the
afternoon. The trip purposes are exercise, training, recreation and commuting. The
destinations are to the Aspen Club, downtown, Transit Center or the Ute Trail. Time of
use is anytime during the daylight throughout the week, year-round. An asset of the route
is Glory Hole Park. Hazard/Conflict: Al-A2 - gap in paved trail- forced onto Ute Avenue
no separation between vehicles and ped/bikers. AJ-A4 - Aspen Alps has sign saying "No
Bicycles."
A-B
During the winter, adult, shott-term visitors use this route for walking to the gondola, the
transit center and downtown, in the morning and afternoon, throughout the week. An asset
is its wide sidewalk. B I conflicts with delivery vehicles, there is no separation between
(pedestrians and vehicles. )?
A-C
The mode of transport used on this route is walking The users are children, adults and the
elderly who are year-round and seasonal residents and shott-term visitors commuting to
either downtown, Wagner Park, the golf course, McDonalds or the Transit Center. The
time of use is year-round, throughout the week, and either day or night. An asset of the
route is the Transit Center. There is no separation between pedestrians and alley vehicular
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Aspen Pedeslrian Walkway and Bikeway Plan . Appendix B, Page 11
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traffic which is very dangerous. The neighborhood context is very urban, busy and
congested with delivery trucks, courtesy vans, buses, and private cars idling outside
McDonalds. The area still attracts tons of pedestrians because its open to view, creating a
"plaza" feeling.
A.D
Year-round and seasonal residents and short-term visitors, both children and adults, walk
on this route commuting to downtown, the IA lift and the transit center for buses to other
ski areas. The time of use is morning, afternoon and night time throughout the week
during the winter. An asset of this route is D-2 parking and D-3 parking. The hazards and
conflicts of this route include walking up an icy steep hill, traffic, the D-I sidewalk
deadends, and pedestrians with skis. The neighborhood context is tourist/residential:
condos and hotels.
A.E
The modes of transport used on this route include bicycles, jogging and walking. The
users are children, adults and the elderly who are year-round and seasonal residents and
short-term visitors who are commuting to downtown, Wagner Park, Gondola/l-A or the
Transit Center. The time of use is during the day and night, throughout the week, Year-
round. The route's assets are Wagner Park, the transit center, and the future ice rink. The
volume of traffic, inlcuding transit buses, is a hazard. The context of the route is very
urban, and highly trafficked, with much congestion and confusion with buses, courtesy
vans, and delivery vehicles.
SUB-AREA: 5B
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Hopkins Avenue
The modes of transport used on this route include bicycling, jogging and walking by Year-
round and seasonal residents and short-term visitors who are children, adults and the
elderly. They use the trail for exercise, recreation and commuting. The route with Route
II. The route is used during the day and at night time, year-round, throughout the week.
An asset of the route is that it goes by "Bass Park" and "Paepcke Park." The neighborhood
context is tourist and/or second home oriented.
West Hopkins Avenue
The modes of transport used on this route include bicycle, jogging, and walking by
children (young children accompanied by adults or older children or older children alone or
in groups), adults and the elderly who are year-round and seasonal residents, and short-
term visitors. The purpose of their trip is either exercise, recreation, dog-walking or
commuting from downtown, lodges along routes, schools, the hospital or the subdivision
residences. The time of use is anytime during daylight hours; night time use is presently
under utilized because of lack of lighting. The route is used throughout the week with
weekend use heavy in spring, summer and fall by groups of tourists on rental bikes. It is
not the "Winter Season" per se that limits the use by the joggers, hicyclists and walkers but
the lack of separated paths and icy, muddy or unplowed conditions. If the existing streets
are plowed it curtails the available width thereby making competition with vehicular traffic
unsafe and less appealing (especially when slippery and icy conditions exist). An asset of
this route is no interference from north-south vehicular traffic streets. This route has no
special features. The neighborhood context is mixed: absentee~owned second homes,
employee oriented rental apartments and condominiums and some lodging.
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Aspen Pedeslrian Walkway and ~ikeway Plan . Appendix B, Page 12
All North South Streets between Main St. & Hopkins Ave.
The modes of transport used on this route include bicycles and walking by children, adults
and the elderly who are year-round and seasonal residents, and short-term visitors for
recreation, commuting or dog walking. This route counects with Routes I and II;
destinations include downtown, schools, parks and the golf course. The route is used
anytime during the daylight hours and at night time, throughout the week, year-round.
Marolt-Bridge Trail
The modes of transport used on this route include: bicycles, jogging, and walking by
children (young children accompanied by adults or older children; older children alone or in
groups), adults and the elderly who use the trail for exercise, recreation, dog-walking or
commuting. The destinations are downtown, schools, Highway 82, Castle Creek Road,
Maroon Creek Road, Aspen-Airport Business Center, the hospital, subdivision residences
and employee housing. The route is used at anytime during the daylight hours throughout
the week; night time use is presently under utilized because of lack of lighting. On
weekends the use is heavy during spring, summer and fall by groups of tourists on rental
bikes. The route is used year-round. It is not, however, the "Winter Season" per se that
limits the use by the joggers, bicyclists and walkers but the fact that this route is presently
not plowed which eliminates most users except the "hardy" and "d,etermined." An asset of
this route is that it is a separate path with no competition from vehicular traffic. Conflicts
and hazards are great on this route from the south Seventh Street intersection with West
Hopkins Avenue to where trail leaves the South Seventh Street right-of-way. There are
none for the remainder of this route. A special feature of this route is the crossing of Castle
Creek Valley on a high bridge.
Highway Bridge & Meadows Road
The users of this route are children, adults and the elderly who are year-round and seasonal
residents, and short-term visitors. Their mode of transport is either by bicycle, jogging, or
walking. The purpose of their trip is either exercise, recreation, dog-walking or
commuting. Downtown, Castle Creek Highway Bridge and Cemetery Lane or Aspen
Meadows via 8th Street and Meadows Road is their destination. The time of use is either
anytime during daylight hours or night time, throughout the week, and year-round. This
route has no special assets or features. The neighborhood context is mixed.
Midland Trial from Kock Park to Hopkins/Fourth, a,k.a. Koch Park to
Little Cloud Park Trail (this is presently used as an ad hoc trail)
The modes of transport for this route include mountain bikes, jogging and walking by
adult or senior year-round residents who are exercising, recreating, commuting or dog
walking. This route connects with Routes II, vrn and IX. Time of use is anytime during
daylight, throughout the week, year-round. The route is a separate path and has no
interference from vehicular traffic. There are no conflicts or hazards.
Hyman Avenue (Hyman Mall to Third Street)
Year-round residents of all ages use this route for bicycling and walking as a means of
exercise, recreation and commuting. The destination is either downtown, residences or
lodging; the route cOllnects with Routes I, II & VI. Time of use is either day or night
time, throughout the week and year-round. This route exhibits no special assets or
features. The neighborhood context is tourist lodging and/or second homes.
Cooper Avenue (Cooper Mall to Koch Park/First Street)
The modes of transport on this route include bicycles and walking. Users are year-round
and seasonal residents, and short term visitors who are children, adults or the elderly. The
purpose of the trip is either exercise, recreation or commuting. The destination of this route
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Aspen Pedeslrian Walkway and Bikeway Plan. Appendix B, Page 13
is downtown, residences, lodging or connection to Routes I, II & VI. Time of use is
either day or night time, year-round, throughout the week. There are no special assets or
features on this route. Tourist and/or second homes are the neighborhood context
Durant Avenue (Rubey Park to Koch Park/Garmisch St.
The modes of transport on this route include bicyles and walking by children, adults and
the elderly who are year-round and seasonal residents, and short-term visitors who are
exercising, recreating or commuting to downtown, residences, lodging or connecting to
Routes I, II & VI. Time of use is during the day and night, throughout the week, year-
round. There are no special assets or features on this route. Tourist and/or second homes
are the neighborhood context.
SUB.AREA: #6
Garmisch I Post office
The modes of transport on this route, bicycles and walking, are used for commuting by
year-round or seasonal residents who are children, adults or the elderly. They are
commuting to either the post office, Clarks, 465 N. Mill, Rio Grande, trail or field. The
route is used at all hours, year-round and throughout the week. A special asset of the trail
is that it is black topped and well maintained. The trail itself is u~it; however, during the
winter, there is reflected light on the snow from .the post office. Overall the trail is
dangerous at night. Winter icing on the hill is usually kept under control by the parks
department.
Gibson Street
The modes of transport on this route include bicycles, jogging, roller blades, walking and
cars. People who use the route are children, adults and the elderly who are year-round and
seasonal residents and short-term visitors. The route is used for exercise, training, and
recreation, but most heavily for commuting to downtown. Time of use is both day and
night, throughout the week, year-round. The hazards of the route include a blind comer,
the lack of signals and lack of sidewalk. This route serves a large local community
population.
Mill street Bridge, Lone Pine Road
Bicycling,hiking, jogging and walking are the modes of transport for this route.
Its users are adult, year-round or seasonal residents and short-term visitors who use the
trail for exercise, training, recreation, commuting and fishing at the bridge. The route's
destinations include the community center, art museum, Hunter Creek Trail and the
Roaring Fork River (for fishing). The route is used both day and night, throughout the
week, year-round. The Roaring Fork River and the Art Museum are special assets of the
trail. There are pedestrian/auto conflicts on this route: four way intersection, no bike path
or sidewalks on the north side of bridge to accept foot and bike traffic coming over bridge
and both sides of the road are used as overflow parking. At the museum, there is a difficult
crossing at the road to or from the driveway which connects to the Rio Grande
bikefwalking path via Ron Krajian Bridge. The driveway is not designed for multiple use.
Neighborhood context: Route connects major residential (local) area to downtown.
Currently community center is also at the end of the route (to be moved to hospital area,
probably replaced by IDQm long term rental apts).
Salvation Ditch
The modes of transport on this route include: bicycles, potentially cross country skis,
hiking, jogging, walking and motorcycles. The users are children and adults who are
year-round residents and use the route for exercise, training, recreation and possibly
commuting. Their destinations are downtown (round about route) Centennial, Hunter
Winter & Company. 9/8/90
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Aspen Pedeslrian WaI1cwayand Bikeway Plan. Appendix B, Page 14
Creek, east on Highway 82, Aspen Club and mountain valley area. The route is used
during daylight, throughout the week, in spring, summer and fall. A special asset is the
ditch which could also be a hazard to young children who do not swim. The tailings piles
in "Molly Gibson Park" are also a hazard. The route serves the huge population of
Smuggler and Centenial.
Smuggler Mt. Road
The modes of transport for this route include bicycles, cross-country skis, hiking, jogging,
walking, 4-wheelers, hunters, motorcycles and snowmobiles. The users are children,
adults, and the elderly who are year-round and seasonal residents, and short-term visitors.
They use the route for exercise, training, recreation and for vehicular access into Hunter
Creek to Warren Lakes. The route destination is Hunter Creek. The route is used
throughout the week, year-round, anytime during daylight and during night time by high
school kids partying. The route's special assets are its views and the proximity of a
wilderness experience. The excessive speed of mountain and dirt bikers presents a hazard
on the route. The neighborhood context is the backyard to the entire Smuggler,
Centennial, Hunter Creek, Lone Pine, Midland Park "employee housing zone."
Hopkins Foot Bridge
The modes of transport for this route include bicycles, jogging, roller blades and walking.
The users of the route are children, adults and the elderly who are year-round and seasonal
residents, and short term visitors. They use the route for exercise, training, recreation and
commuting to downtown and schools. The route is used both day and night, throughout
the week, year-round. Prom the Midland-Ardmore area, this route is more direct to town
than driving. It has a beautiful little foot bridge. Park Street is extremely narrow and busy,
with wide busses. A large number of the local population commutes to town/work on this
traiL Need to pave connection to Park Ave. so road bikes can avoid Highway 82.
Rio Grande Bike Path - Herron Park to Puppysmith
Bicycles, cross-country skis, hiking, jogging, roller blades and walking are the modes of
transport used on this route by children, adults and the elderly who are year-round and
seasonal residents, and short-term visitors. The route is used for exercise, training,
recreation and commuting to downtown (via shortcuts), school, parks, grocery store, post
office, Rio Grande playing field, and the new library, courthouse, etc. The route is used
year-round, throughout the week, both night and day. A special asset of the route is that it
provides short-cuts. A hazard is the melting snow (must acquire the "goat paths"). A
special feature is the "goat path," the quickest route to town. This route serves a large
local commuting population of Smuggler, Centennial, Midland, Hunter Creek, Lone Pine
and more.
SUB.AREA: #8
#l:High School . Town
Modes of transport used on this route include bicycle, cross-country skis, hiking, jogging,
roller blades, and walking. The route is used heavily by children commuting to school.
Other users are adults and the elderly who are year-round and seasonal residents, and
short-term visitors. The route is used for exercise, training, recreation and commuting to
downtown or school, year-round, throughout the week and both during the day and night.
The special assets of this route are its reasonable percent grade, its paving and its directness
as a commuting route. A hazard is consistent plowing in the winter. Neighborhood
context: Useful parallel route to existing highway road.
Winter & Company. 9/8/90
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Aspen Pedeslrian Walkway and Bikeway Plan. Appendix B, Page 15
#2:Hospital to Town
The modes of transport for this route include bicycles, cross-country skis, hiking, jogging,
roller blades and walking. The users of this route are children, adults and the elderly who
are year-round and seasonal residents, and short-term visitors. The route is used for
exercise, training, recreation and commuting to downtown, the hospital, Castle Ridge
Condos and the Meadow Wood neighborhood. The route is used year-round, throughout
the week and both day and night. This route is the most direct route to town and the safest
access to Castle Creek Road, and has a reasonable percentage grade. It needs to be paved
and maintained year-round. Its special feature is being surrounded by open space. A
common sense route for getting to and from town.
Winter & Company. 9/8/90
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Gary Lacy · Recreation Engineering & Planning
485 Arapahoe. Boulder. CO 80302 . (303) 440-9268
August 13, 1990
Mr. Nore Winter
Winter & Company
475 Poplar Avenue
Boulder, CO 80304
Dear Nore:
As you requested, I am submitting the following information that should
be helpful to you for the development of the Aspen Pedestrian Walkway and
Bikeway Plan. ' ,
1) Use of Concrete vs. ASDh,aliior construction of non-motorized Dath~
Concrete is far superior to asphalt for construction of non-motorized
paths for the following reasons:
· Concrete paths have a much longer life, usually a minimum of 50
years, if properly constructed.
· Concrete paths will not bend and buckle due to tree roots and
vegetation.
· Concrete paths will "bridge" imperfections in the subgrade or areas
that get undermined. A smooth, continuous surface will be maintained.
· The surface of asphalt paths will dry and crack due to the fact that oil
is not pumped to the surface as it does in roads where a "live" load is
present. Concrete surfaces remain the same as when they were poured.
· Concrete paths hold their edges, Asphalt path edges crumble away
over time, effectively reducing the width of the path,
· In erosion and flood prone areas, concrete paths are far superior.
Concrete will withstand periodic flooding, where asphalt will break up
and wash away.
· The initial cost of installing concrete paths is normally slightly more
expensive, but due to the much lower maintenance costs and long life,
the concrete path is more economical.
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· Concrete paths are normally easier for the handicapped population
due to their consistent, smooth surface. Runners don't like concrete due
to the impact on their knees and ankles~ A separate, soft (gravel) trail is
recommended for runners.
· Properly placed and cured concrete will perform in radical
temperature extremes. Proper crack control and surfacing is
important.
Please see attached information on concrete path advantages and
specifications.
2) Use of pavers for trail crossim~s ofroadwavs
I have been involved in a number of brick pedestrian crossings. They
work successfully as long as: 1) they are placed and set in grout in an
inter-locking pattern, 2) the edges are anchored to the surrounding
asphalt, usually with a concrete collar and 3) the concrete collars should
be flush to the surrounding road and then raised gradually to the height
of the raised crossing (if needed).
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3)
Use of striped on-street bike lanes
Use of striped on-street bike lanes are very helpful, particularly on
relatively high volume through streets, They help define the area for the
cyclists and the motorists. Striped lanes are normally not required on
low volume, low speed local streets with adequate width for cars and
bikes. Signed bike routes may be more appropriate in residential areas
with local streets. Of course, the striped lanes should be one way in the
direction of traffic and of adequate width on each side of the street.
4) Hiihwav 82. west entrance into Aspen
I recommend that considerable thought and common sense go into the
planning of the west entrance of Highway 82 into town for cyclists and
pedestrians. Some questions that should be answered include:
· If the down valley non-motorized commuters are entering town on an
off-street path, how will they transfer onto the on-street system?
· What about non-motorized through traffic? Will there be a clear route
through town?
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· Will eastbound cyclists be on a path and on-street shoulders coming
into town? How should the two systems be integrated?
I think it is very important for Aspen to work with the Highway
Department to address these issues at the same time the planning and
design of the new roadway is underway.
Please contact me with any questions concerning the above comments,
or if you would like further information.
Sincerely,
/d~/IIJ. ~
Gary M. Lacy P.E.
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ADVANTAGES OF CONCRETE BIKE PATHS
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LONG LIFE
Compare With Pavements
The Federal Highway Administration says in its study entitled "Service
Lives of Highway Pavements - A Reappraisal" that "when local experience
does not indicate otherwise" these servic;e lives may be used:
Bituminous Concrete
Portland Cement Concrete
15.0 yrs.
25.0 yrs.
What About Local Experience?
Two local examples of the excellent performance of concrete streets
in Denver are 17th Street, downtown, built in ,1950; and 32nd Avenue
Parkway from Colorado Blvd. to the airport, built in 1956. Both
continue to serve high volumes of traffic and are in excellent con-
dition.
Compare With Sidewalks
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Bike paths function more closely llke sidewalks as they are expected
to cany only infrequent pas sage of relatively lightweight service vehicles.
All sidewalks in Denver are marked with their date of construction.
There are many sidewalks 50 years and. older still serving well --
look for yourself.
MAINTENANCE FIU':E
"Zero Maintenance"
Concrete will provide 25 years or more of good service with minimal
maintenance.
Durable Under "Wet" Conditions
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Many bike paths function under less than ideal conditions I i. e. near
lakes or streams where water tables are high and foundations unstable.
Others are located in park areas where grass (and pavement) are
sprinkled on a regular basis. Concrete's slab. action produces low
subgrade stress greatly reducing potential damage under saturated
conditions.
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. Concrete's Vertical Durable Edqe
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Ellminates costly maintenance of deterioratlng edges on the feathered
edges of asphalt sections.
SeaUnq and Routine Maintenance Not Required
Asphalt requires periodic maintenance. due to oxidation and hardening
of the surface. Scheduled sealing is needed to prevent raveling (loss
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of rocks from surface).
Seal'requirements for asphalt bike paths may be greater than for asphalt
pavements, since some traffic is desirable to "knead" the surface and
keep it more "live."
EASE OF CONSTRUCTION
Concrete lends itself to quality construction practices for small projects
as well as large. With concrete, qual1ty is not sacrificed because of
low production rates..
AESTHETICS - SAFETY
Natural Grey Color
r" Is attractive and reflects light making concrete more visible and safer
at night.
Concrete's Durable Vertical Edge
Provides uniformity in landscape design
Concrete Need Not Be St raiqht
Pleasant, meandering, curved paths are easlly constructed with conventional
forms or with new slipform paving machines.
Skid-Resistant Surface
Concrete provides a superior, all-weather, safe, skid-resistant surface.
It will not become "sticky" and pickup under foot traffic In hot weather.
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GUIDE SPECIFICATIONS FOR
CONCRETE BIKE AND GOLF PATHS
Description
Materials
Equipment
Finegrading of Subgrade or Subbase
Placing Concrete
Consolidating and Finishing
Joints
Curing
Surface Smoothness
Sealing Joints
opening
Method of Measurement
Basis of Payment
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Description. This work shall consist of a pavement
composed of plain portland cement concrete constructed on
a prepared subgrade or base course in accordance with
these specifications and in reasonably close conformity
with the lines, grades, thicknesses and typical sections
shown on the plans or established by the Engineer.
Material. Material shall be:
Concrete
ASTM C 94 Alternate No. 2
4000 psi at 28 days
6 ~ 2% Entrained Air
ASTM 0 3405
ASTM,C 309, M 171, or M182
ASTM 0 1751
Joint Sealer
Curing Materials
Preformed filler
Equipment. Equipment shall be as follows:
Regular finishing equipment for finishing concrete
pav~ments shall be mechanical, self-propelled spreading
and finishing machines either the slip-form or form riding
types, and shall be capable of compacting and finishing
the concrete. For small projects or projects with variable
widths, a vibratory screed may be used in lieu of a
finishing machine, upon approval of the Engineer.
If side forms are used they shall be straight and of a
depth equal or greater than the specified thickness of the
pavement. All forms shall be in sections not less than 10
feet in length and a base width sufficient to prevent
displacement.from line or grade during paving. Flexible or
curve forms shall be used for construction of circular
pavement where the radius is 100 teet or less. Forms shall
have adequate devices for secure setting and locks for
joining the ends of abutting form sections together
tightly.. .
Finegrading of Subgrade or Base. . After the subgrade has
been compacted to the specified density, the areas on
which the pavement is to be constructed including the
areas which will support the paving machine or side forms
shall be cut to the plan elevation. If side forms are
used, they shall be set to line and grade and securely
fastened.
If a base is specified it shall be placed, compacted and
brought to final grade after the subgrade is completed and
accepted.
Placing Concrete. The concrete shall have a slump between
1 and 3 inches for slipform placing or 2 to 4 inches for
formplacing and shall be deposited on the grade in a
manner that requires as little rehandling as possible.
For concrete placed when the temperature of the air is 35
degrees Fahrenheit or below, the concrete immediately
after placing in the forms shall have a temperature
between 50 and 80 degrees Fahrenheit. The subgrade or
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base shall be entirely free from frost when concrete is
deposited.
consolidating and Finishing. The pavement shall be
finished by an approved slip-form paver or form riding
finishing machine operated over each section of pavement
to produce the specified results.
The surface shall be continuously checked for trueness
with ten-foot straightedges. If the pavement surface is
dragged with a diagonal or vee-shaped float, only
occasional straightedge surface checks, while the concrete
is plastic, will be required.
Before the concrete has taken its initial set, the edges
of the pavement along each side shall be worked with an
approved tool and rounded to a radius of one-fourth inch.
The edges along each side of an expansion joint shall be
rounded to a radius of one-eighth inch. All tool marks
left by the edging shall be eliminated. The pavement
shall be textured to provide a satisfactory surface. . A
medium transverse broom texture or an artificial turf drag
shall be applied to provide a uniform gritty texture.
Joints. Joints shall be constructed of the type,
dimensions, and at locations specified.
(a)'Longitudinal Joint. If the pavement exceeds 10 f~et
in width, a longitudinal joint shall be constructed a~ong
the pavement centerline by sawing. sawing shall be done
as soon as possible, but not later 'than the following' day.
Sawing shall be done to a minimum depth of one-third of
.the specified pavement thickness. .
(b) Transverse Joints. Transverse joints shall be
constructed by sawing to a minimum depth of one-fourt~ of
the specified pavement thickness ana a ,maximum width of
three-eighths inch (determined at th~ time of sawing)~
Joints shall be sawed as soon as the saw can be operated
without damaging the concrete. Unless otherwise ~hown'on
the plans, joints shall be sawed at a maximum spacing,of
10 feet.
(c) Construction Joints. Construction joints shall be
constructed at the end of each day's work and whenever
necessary to suspend work for more than 30 minutes.
Construction joints shall be plain butt joints without
either load transfer devices or keyways. .
(d) Expansion Joints. Expansion joints shall be provided
in the pavement on either side of a bridge at distances of
approximately 20 and 60 feet from the bridge. .The
preformed filler shall be one inch in thickness and extend
the full width and depth of the concrete pavement. If l
joint sealin~ is specified, an opening one inch in width
by one inch 1n depth shal be formed for installation qf
the joint sealer. .
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Curing. Immediately after the finishing operations 'have
been completed and after the free water has evaporated
from thd surface, the concrete shall be cured by sp~aying
thereon a uniform application of curing membrane in lsuch a
manner as to provide a continuous uniform film witho~t
marring the texture of the surface. A minimum of one, .
gallon of material shall be used for each 200 square' feet
of surface. Curing material shall'be thoroughly agitated
immediately prior to use.
If forms are used, the pavement edges shall be coated with
the curing material as soon as the forms are removedi. Any
areas of pavement film that may have been damaged sh~ll be
resprayed during this operation.
Curing may also be accomplished by means of water curing
with wet burlap cloth, waterproof paper or polyethylene
sheeting. curin~ shall be applied as !loon afte::: the
finishing operatlons as posslble without marring thei
surface texture. curing 'shall be continued for seven days
unless specimen beams have attained a modulus of rupture
of 600 psi.
The contractor shall be responsible for protecting t~e
concrete from freezing. The above requirements are i
minimum requirements only. ~ny concrete.showing inj~ry or
damage due to inadequate or lmproper curlng shall be;
repaired or replaced by the Contractor at no additio~al
cost.
Surface Smoothness. The concrete pavement surface snaIl
be constructed to a tolerance of one-fourth inch in 10
feet in both longitudinal and transverse directions. .
Sections of pavement containing depressions that cannot be
corrected by grinding,shall,be repaired o~ replaced 9Y the
contractor to the satlsfactlon of the Englneer. '
sealing Joints. If joint sealing is specified, joinis
shall be sealed as soon after completion of the sawing as
is feasible and before the pavement is opened for use.
Just prior to sealing, each joint shall be thoroughly
cleaned of all foreign material by a jet of water or 'air
under pressure. The joint faces shall be clean and .
surface dry when the seal is applieq.
Backer rod material shall be installed in each. joint so
the top is three-fourths of an inch below the pavement
surface. Joint seal material shall be applied. and the
surface struck-off so that the top of the sealing ma~erial
is one-fourth of an inch below the pavement surface. . The
completed sealed joint shall be clean and neat withou;t any
sealing material on the pavement surface. .
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