HomeMy WebLinkAboutcoa.lu.sp.Snowmelter.1991
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CITY.
Snow lelter
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Conceptual S P 4
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APPLICATION ,FOR CONCEPTUAL SPA
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I.
Introduction
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This application for Conceptual Specially Planned Area (SPA)
approval is submitted for that portion of the Rio Grande property
which, for the past fourteen or so winters, has been utilized for
and known as
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The Snow Dump
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II.
History of Snow Dump
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At least since Aspen became a ski town, there have been snow dump
sites located within city limits. As the town became more
sophisticated in the ski business, the snow dump became
increasingly awesome until its daring ascent by veteran climber
Raul Andreasen in 1988, memorialized by the newspaper report
attached hereto in Appendix A, on page 7 of this application.
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The exact location of this necessary facility of a ski town has
varied during the years. Wagner Park has been used. Snow was
dumped over the bank, behind the elementary school onto the site
where Clarke's Market now stands. Snow has been dumped over the
bank behind the Hotel Jerome onto the site where Aspen Savings
and Loan was recentlY located. Snow has been dumped at the golf
course, at Herron Park, and at the Koch Lumber Property. From
about 1969 to 1977, snow was dumped at what is now the Sanitation
District employee housing site by the Mill Street Bridge. From
about 1977 to the present, snow has been dumped at the current
snow dump site on the Rio Grande property.
Various of city of Aspen staff have grappled, together with city
council and the general public, for the past seven years for a
satisfactory solution to the problem of the location of the snow
dump. Some of the finest minds in land use at the city planning
office and three administrations and four city councils have been
unable to resolve the dilemma. The Pitkin County Parks
Association pitted their collective mind power against the
probleIl! and came up 'dry. The Art Park Council threw their
collective, creative genius against the problem and came up empty
handed.
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The problem of where and how to dispose of the snow removed from
city streets remains unhappily unsolved to this very day. It
would in fact appear that there is no satisfactory solution to
this problem.- The concept which received the editorial cartoon-
of-the-year award -was the '''Mul.tiple Snow Dump" concept. Please
see page 8.
In about 1987, the city council directed staff, counter to staff
recommendations to continue solar melting, to purchase a snow
mel ter. It would appear, at least to this addled application
preparant, that 20/20 hindsight shows council to have made the
wise decision of the decade.
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Staff performed a reasonably extensive cost and feasibility
report which determined that for a haul distance of greater than
three miles, the cost to the public was less to melt it tha~ to
haul it. The Canada Transportation Board is reported to have
made a similar study, which we would have to presume was of a
higher quality than our home brewed effort, and determined that
mel ting snow was economical when haul distances exceeded two
miles.
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Therefore, the million dollar question is: "Where is there a site
within two miles of the center of town where the public would
rather see a snow dump?" -- This application submits to you that
the answer is, "Nowhere."
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However, we do not attempt to stifle further creative thought on
the matter. We are only too eager to listen to creative comment.
There are various sites within two miles of the center of town
which could be used for a snow dump. Examples are the Marolt
Property and the Benedict Gravel Pit. Such proposals have not
previously been met with favorable reception. -
Additional considerations are that the natural gas which is used
by the snow melter is a domestic product. The diesel fuel used
by trucks to haul snow to wherever is a derivative of an import.
The current location provides a situation where dump trucks full
of snow drive past the fewest slumbering residents and visitors.
Anyone desiring the full historical barrage about snow disposal
is requested to refer to the document titled "Snow Dump/Snow
Melter" on file at the office of the city engineer.
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III.
Proposed Conceptual Development Program
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The applicant proposes to perform snow disposal in any fashion
whatsoever as directed by City Council.
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The applicant further proposes that the best solution appears to
be to continue the insightful course set in 1988 with the
purchase and installation of a snowmelter. Frankly, this appears
to be a cost conscious and environmentally sensitive solution.
(The snow melter manufacturer reports that their gross sales were
up some fifty percent during the past year. Various major
airports, shopping malls and parking garages and some
municipalities in the northeastern United States 'and in eastern
Canada have found that the technology makes sound economic and
environmental sense.)
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The installation of additional snow melter units adjacent to 'the
existing unit would further enhance the snow disposal operation
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acutely reducing the land area
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needed for temporary storage before the snow is front-end loaded
into the melter pit. It appears that with a total of about six
snow melters, the streets department would be able to dump all
truck loads of snow directly into a pit as rapidly as the snow is
removed from the streets - without having to dump the snow
temporarily on ground for melting during a night shift or during
the days fOllowing a snow storm.
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A full complement of snow melters therefore would disencumber
most of the parcel in question for development in most any,manner
desired. (It should be noted that additiqnal snow melters would
not increase the costs of the natural gas used to melt the snow.
The gas costs are solely a function of the amount of snow that is
melted in a season.)
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After the first season of melting snow, it was found that the
quality of the water which was discharged to the Roaring Fork
River was unacceptable. In the fall of 1989, the City therefore
constructed temporary, experimental water treatment facilities to
treat the water prior to diSCharging into the Roaring Fork River.
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Due to unknown reasons, though apparently probably to seepage
into the ground, there has been extremely little actual discharge
yet into the river during the past two winters. The discharge
during the previous winter was in fact so infrequent that the
staff was never able to obtain a sample for water quality
testing. On the two occasions when discharge was observed, it
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was clear to the naked eye.
In conclusion, staff must report that the experimental nature of
the water treatment facilities remains experimental. We do not
yet have enough data to provide a final report.
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IV. Response to conceptual SPA Review Standards
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The following are the responses to the Conceptual SPA review
standards which are found in Chapter 24-7-804 (B) of the Aspen
Municipal Code.
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Standard 1: "Whether the proposed development is compatible with
or enhances the mix of development in the immediate vicinity of
the parcel in terms of land use, .densi ty , height, bulk,
architecture, landscaping and open space;"
Response: Aspen is a ski town. ski to'il7ns have snow. The snow
needs to be removed from the streets, if not for general public
use then for emergency response vehiCles. It has been reported
that the city experimented during a year in the Fifties with
leaving the snow on the streets, and that the results were not
laudable.
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The proposal to continue and to increase the snow melter
operation would free up more of the Rio Grande Property for other
beneficial public development.
Standard 2: "Whether sufficient public facilities and roads
exist to service the proposed development."
Response: The site has been used for some fourteen years. Roads
and utilities are sufficient to service the proposed development.
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Standard 3: "Whether the parcel proposed for development is
generally suitable for development, considering the slope, ground
instability and the possibility of mud flow, rock falls,
avalanche dangers and flood hazards."
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Response: Fourteen years of use attest to the suitability of the
proposed use.
Standard 4: "Whether the proposed development creatively employs
land planning techniques to preserve significant view planes,
avoid adverse environmental impacts and provide open space,
trails similar amenities for the users of the proj ect and the
public at large."
Response: Given that there may not be any location within
reasonable distance of the center of Aspen where a snow dump with
heights as great as eighty feet would not destroy someone I s
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viewplane, . it may be that melting the snow as fast as it comes
off the streets is' the best answer.
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Standard 5: "Whether the proposed development is in compliance
with tpe Aspen Area Comprehensive Plan."
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Response: There have been no discussions about
ski business or its snowfall requirements.
disposal must by default be part and parcel of
Comprehensive Plan.
Standard. 6: "Whether the proposed development will require the
expenditure of excessive public funds_ to provide public
facilities for the parcel, or the surrounding neighborhood."
ceasing Aspen's
Therefore snow
the Aspen Area
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Response:
Dump/Snow
justifies
As documented elsewhere and compiled in
Mel ter, II it appears that the best 'use of public
employment of snow melting technology.
"Snow
funds
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Standard. 7:
twenty (20)
requirements
"Whether proposed development on slopes
percent meet the slope reduction
of section 7-903(B)(@)(b)."
in excess of
and density
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Response: No development is proposed on slopes in excess of 20%.
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Standard 8: "Whether there are sufficient GMQS allotments for
the proposed development."
Respo,nse: Not applicable.
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Summary
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The staff of the city of Aspen remains committed to providing
world class services for the City council, the residents, and the
visitors. We feel that we have duly studied the snow disposal
issue. Although we have adopted Council's 1988 directive to
employ snow melting teChnology, we remain flexible to carry out
Council's current will for the best interest of the public, the
community and the resort.
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~Firstascent on snowmess"peaTi<j997'C
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by RaalAncke...... ..lllary eodea.or that for a man
(U"llor'I_'l7lc~ it.. erystaUlfa his lot hi III'e. GoIng
-*'7 uIold.hy.. --. oqI4l,bereAofph)'llc:alor~ c.
_6er....1liI/iIIIIl ""'"' Thlo JosIeaI ~ a manmwot eIIg
... __ldMlIt...ucmpkdbJ- .deeplntolbeotutforwhlchhel'
cIJldn.. ort4e mentaU1lmha:.. OM are 1Il8Cle.
"'.<<c/. Crat;tude ,0..,0 llu Ii> tIilo.... I dugd..p Inlomy
City 0( "uP<" fOr -ruditoi.. packand pulled out a I1askfor a
....""'/ll.....,.;1y 14 lIuI 1M'" anortof.JlmBeam.JwotJjJnand
_ dump Itelow Rio Craruk p4rA.) me. 'lbat'. how IUkelt. (weU. a
gui.iotta'have 8Omeeom~y.)
It waa a glorl... day for the .-AtCllmpTwO,,,,ughI:r20reet. .
u1_..1n _mountaineer- above th..ldewalk an aImoot "
Ing. 'lbe .un ahone brilliantly beyond tho ..und or dt)" dump
.... _adear._akr.It~ trud<a, thoA w.. O'Iiu- ota-
theJacpd aerae...eI CUatecl prerioua_Ptattho_t.
from tII. m1!ltlCa..tecl, Ic.. Tho traah Indlcatacl a prIaili-
_eI aIopa. t1w team or hippl. dlmbOrL A
Th.. would be the laat big matchbook, broken aanclal, cum
climb. my _an aol1& ...d the wraP""'" cigarette butla.anola
~ omens... &'OOd. . tennis :8hoe . . ..no wonder tlie
Soma rockloclta prarar to team bacI Called. 'lbey...araab\'\.
ntllnquloh lhdr........ by....... o...ly ill prepared, probably
......Col m.an. then a rlaky C__ by weather.
, Ii.... _to They ........ edi. Bayond Camp Two tho climb
..., .... or wrIlar1. They give allele became dlfficul.. at laaat &.13-
.- and ~ They ""ill. . Anothar bl'llClnti pull on the
Canlo.. 7..... abeut thai. auk _ nqulnid)ol'on kIclc.'
=:~at~~';f*'of, :=~ "I: =.=~::
- .,.. bow WoQJeI anlalI the ~~.= -:Ilka.........t
_ cIIllIcult climb Ii> North, S1~~h1Y 1 IIIOW4
Amarlca a climb to .ham.' _"fiOath_"l:"'otlba
Doni'. Thumb. McKlnI.,., St moat cIIlIIcult p1ieheo I'vo ....
_ EIlao. . attemptocl.ThoUl'pDC)'In~
ThoH lnalplllcaAt _<10 mov.....t adrenaUn pulalnC
palo bycompOriuD todlo.... lhrouah IDY vel...
--ilcIInll aummltl11 ilia U....... d.... taut, peroplrao
a..nal. of Am..i.... IIIOUlltal. tlon otoo4 out on fIII'/ brow.1DY
ftI!'I'inlI: s._... PoaJc.c _ throbbed Ilka a..... at
- ~ with auparb-.ther. ".lbe Pe_c11-. Or_lbat
a....... coQOtltutlon.and.... lbePonP?' . . ,. . .
obrionaI7 Y1Y1e1.1.....atlon,' .' It_eel llko hoon thet 1
thIa_tobetho-"",etoll laaploheel on "Daath,Wloh"
........-. AII.l') IhanbcI the av._.Tlme took On DOW
... =~f.~.o.::..a: '~~;J.~~~~
::'~<Io p~g,l.t baH ~""l...t whon ..ha"'~
Tho .pproach .... long and ...aaaboUt.. Inkelta IcthaJ 1011,1
_, _nleal, bat wllIIl.. mln_ of lookeel up. The .ommlt wa.
I lbe....htoaclbeneothlho......,. thero within e..y reach.lo"
" C'm~~iceA~d rock called -pait.dll'canledCOkecan....
,a....... thet_ _. haJf-ilozcn_..
I tho chorel or (ear In ..an tho Elation? y...Prlcla? certain-
,"~_I' _.~luuIIldoE. l)'.1 wao_ewedbroathl..,lba
. Tho_.....ettbiOa!I!lr- '.lWllIacIaIr.llut___ .
uIar -".wU otoaoriD& IlI<e ,l'ound _lbe kMwIodlPllbat I' ,
peerfnc ...r tho rim or the hed elone my...... bacI eI\ntbed
Grand Canyon on a moonlit my best. And I did it my way.
night or watching the Aurora Slancling .lop th.tloftypealc,
,.... BOrealil from theArc:tictundra. the world laid.out.'below..I
Here was grace and majesty. 8U1"Y'eyed the Post Office. Clark'.
form and po,,",r. Marke.. Mill Street;, th.'Art
But beyond the obviout.e.. M. oleum.. the County
thetics c:tme thoeaU ofaupreme Courthouse.
~ challenge. A sense of adventure With such an 'inspiring over-
I' prodded me onward, onward. view. who could falter at the
onward. Then! realized it was atrife ollif.'s petty grievapce8?
I my i~e axe jabbing me. in the, , And I suddenly .Wlderstood
back. ...... '.' .... tha proCo~nd truth or Mallory
~ \ 1 untangled my ge:ar' and whowasaskcdYlhyh.ctimbed~
sortcdpitnns,icescrcws,chocks. mou,ntain nnd answered:
blocks, friends and other gear '"Because'it's there.-
thnt made absolut.clyno Sense to Becaus~ it's there. 4 . the
mt'. If only I knew how to use words echoed in my eaTS.
this: blasted hardw:lre. Because Snowmcss Peak sure as
Undaunted.l shouldered my heck won't be there this
pacit. cinched down my helmet summer! "
and began the solo climb or a Then another dump truck
lifetime. pulled in and I scampered down
There is something about a among the glncial debris.
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Istl1lsSnowmessPeakortho City of AspensnoW
dump atWll9_ Parl<?ltdepends on your per.
spectlvo. BUt hero ~ ..ems, climber Raul
Andreuon" tacldlng oomo fal~y rugged terrain.
Juat out of light are. tho city dump tiucke piling
Snowmess Paaketlll hlgherlnwhatamounlS to.
geologia phenomenon. And as the peak looms
at'love townwlth1tsmenacilJl Sf)ire,sogrows thE
challenge of ocaIIng lis ..rtiC:aI ramparts. Fran~
. Martin photos.
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APPLICATION FOR CONCEPTUAL SPA
I.
Introduction
This application for Conceptual Specially Planned Area (SPA) approval is submitted for
an approximately 3.6 acre portion of the Rio Grande SPA site commonly known as "The
Art Park". Permission to submit this application on behalf of the landowner, the City of
Aspen, was granted by the Aspen City Council on October 21, 1990.
A letter has been provided by the Art Park Steering Committee, authorizing Alan M.
Richman Planning Services to submit this application on their behalf. A survey of the
property is being prepared for the City Engineer, which should be available shortly.
This application is organized to address the required contents of Conceptual SPA
Development Plan, found in Section 7-804 (C) of the Aspen Land Use Regulations. It
begins with a brief chronology of past planning efforts for this site and a summary of
recent actions taken by the City of Aspen in support of the current site uses. Next, a
description of the proposed conceptual development program for the site is provided.
Finally, a response to the standards of Section 7-804 (B) of the Aspen Land Use
Regulations is presented.
II. History of Prior Planning Actions
According to City records, the Rio Grande property came into public ownership in the
early 1970's, by the expenditure of "7th penny" transportation funds, which were later re-
appropriated by the use of "6th penny" open space funds to allow the interim use of the
playing field. In 1977, an "Interim SPA Plan" was adopted by the City, identifying
recreation and parking as the key uses for the property.
'!iI"bJ1!988~ the Rio Grande Task Force completed a report listing potential uses for the
property and depicting a general configuration for such uses. Key facilities included a
performing arts center, jail, parking structure, transit facility, recreation, library, greenway
and restaurant. Subsequently, in 1982, the report was used to formulate a conceptual
plan for the site, developed by Fritz Benedict's office, containing most, if not all of these
uses. ""~"pran';vras!RGt~~~~t~
*~;t_, the City completed a review of all sites designated SPA to determine which ones
should be rezoned to other designations and which should remain designated SPA. The
City formulated statements of intent for those sites which were to remain so designated.
According to P&Z Resolution 84-9, the intent of the SPA designation for the Rio Grande
site is "To provide the design flexibility within which open. space, cultural and
, transportation needs can be met through a plan which is sensitive to the Roaring Fork
Greenway Plan and the desire for pedestrian and mass transit access to this site from the
downtown area".
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Cff11988, ifie Cfty again adopted' a concept~~r SPA plan for the site;., This plan, approved
by Council Resolution 88-37, adopted on October 24, 1988, included locations for a
parking structure, library, snowmelt facility, shuttle route, playing field and extension of
Spring Street. The area now known as the Art Park was designated for "arts usage".
Final SPA plans were later submitted and approved for the parking structure and library,
but not for the other conceptual plan elements.
In developing the conceptual SPA plan in 1988, considerable time was spent working with
the Arts groups, represented at that time by Richie Cohen. Mr. Cohen indicated that the
arts group would relinquish all of its prior claims to the portion of the site which was then
proposed for the library, if assurances were given that the Performing Arts Center could
be located elsewhere on the Rio Grande,site. Mr. Cohen propos~d a s~asonCiI faSility ()[1,
the snowdump portion of the site.''i'lt'.,i{atfi'&:Z's opinion, andsubsequentiY'~
cclecision,jhaLarLapPLQpriatelysealed4ent~i~~ls:tructure near the,' river and Art'Museum
~~lJLc:Lbeotsubstantial benefit to the comm1.inity.~
Condition 19 of Resolution 88-37 stated that "The City shall reserve the area known as
the snowdump for future arts usage".
Further support for the use of this area for arts is contained in the amendment to the
1982 land exchange agreement between the City and County in which the two
governments recognized that a performing arts facility would not occur on the site being
designated for the library but would instead occur on the snowdump.
The Aspen Theatre Company has been giving its performances from a temporary tent,
. located on the snowdump during the summer seasons of 1987, 1988, 1989 and 1990.
Kent Reed of the A TC first approached Council on 2/9/87 to use the snowdump for a tent
and received a unanimous vote of approval. He returned on 9/28/87 to obtain permission
for the subsequent year, but no action was taken, pending City resolution of the issue of
where to locate the snowdump and snowmelter. Approval was later given during the arts
budget review.
Mr. Reed again approached Council on 4/10/89, stating that a tent had been approved
for the prior two years. He received a unanimous vote of approval for the tent to be
erected from 5/1 to 10/1/89. He also received permission to create a ''temporary art park
environment" around the tent to display sculptures and to establish temporary
landscaping, to buffer the tent from surrounding public facilities.
Subsequently, during the 1990 City budget meetings, held in 1989, the Art Park group
was given $5,000 by the City. This money was to be used to develop a five year plan for
the development of the park for City approval. A condition of the grant was that the
group also provide the City with constructive ideas to help in moving the snowdump from
the Rio Grande property.
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In summary, then, there has been a very long history of planning for the Rio Grande site,
emphasizing its importance as a transportation center and open space corridor. For over
a decade, some portion of the Rio Grande property has also received active support from
the City for creation of a performing arts facility. Whereas in prior years this facility was
expected to be located where the library is now being built, in recent years attention has
turned toward land nearer the river.
Although the City has already given Conceptual SPA approval to use this site for arts and
open space in Resolution 88-37, we believe it is nonetheless appropriate to begin again
at the conceptual stage, so we can present a more specific plan to formalize this concept.
However, since on the many occasions cited above, the City has already made a
commitment to permit performing arts and open space on the site, we would hope
debate can focus on the proper design for these uses, and not on the broader question
. of the appropriateness of the proposed uses for the site.
III. Proposed Conceptual Development Program
The proposed conceptual development program for the Art Park, which is summarized
in Table 1 and illustrated in Figure 1, was formulated through a broad-based community
involvement effort. The Art Park group met on a regular basis for a period of
approximately one year to consider ideas of all interested persons. Participants were
. encouraged to be creative. Whenever conflicts arose which needed resolution, persons
representing interest groups (such as the trails committee, City Parks Department and
various arts groups) were asked to join the process.
The intent of this Conceptual SPA Plan is to create a riverfront greenway and arts
corridor, connecting to other open space and public use parcels along the river (such as
Herron Park, the Art Museum and Rio Grande Trail). The proposal will substantially
beautify an area which previously has been used as the City's dumping ground, but
which we believe should be considered one of its most valued land resources.
Proposed uses for the site are as follows. The predominant use of the site is for open
space and trails. During the past two years, initial efforts to establish the open
space/landscape concept for the site have occurred, principally in the area around the
bridge to the Art Museum and the berm adjacent. to the existing theatre tent. The
conceptual plan expands upon this work, encompassing the entire site in a further
development phase. Landscape development features of the proposal include:
* . .~'.. ....!'ra.l\iijJt.fISA~~'j:igi;~t:ar.#r3;.,!ilt~lfdtf!e'~ection;of,tbe;it~~il;~~g;-:'
tel"'aT1island in the Roaring Fork River vyith amewbridge..,;..
Bringing water from the irrigation ditch into the site, to create a falling water
feature, while also enhancing the appearance and maintaining the function of the ditch.
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TABLE 1
ART PARK FIVE YEAR CONCEPTUAL DEVELOPMENT PLAN
...
Year One (1990)
1. Clean up area and remove all extraneous debris.
_ 2. Continue landscaping from east side of Mill Street to berm.
3. Design bike path alignment along river bank.
4. Initiate 'We Count" tree planting program.
... 5. Refurbish and expand flower gardens.
6. Expand outdoor sculpture.
7. Begin placement of outdoor solar lighting instruments.
... 8. Continue installation of irrigation system.
9. Build steps and wildflower garden between Rio Grande playing field and Art Park.
10. Erect theatre tent.
...
. Year Two (1991)
-
...
....
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....
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1.
2.
3.
Continue landscaping and development of outdoor sculpture areas.
Re-configure bike path and re-contour river bank.
Re-configure and landscape River islands, and begin bridge construction to
connect one island with the Art Park.
Expand irrigation and lighting systems.
Develop pedestrian corridor to youth center and downtown.
Erect theatre tent.
4.
5.
6.
Year Three (1992)
1.
Develop permanent theatre and ~lffordable housing (note: Theatre construction is
expected to occur during year three, four or five, depending upon fund raising).
Continue landscaping/lighting/irrigation/sculpture placement.
Landscape pedestrian corridor to youth center and downtown.
Build and landscape covered picnic shelter.
2.
3.
4.
Year Four (1993)
1. Complete landscaping around new theatre building.
.... Year Five (1994)
....
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-
1. Completa landscaping of entire property.
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The removal of much of the fill material now contained on the snowdump
property, to open up views to the river and to allow the placement of better quality soil
for planting.
-
Extensive planting and placement of sculptures throughout the site.
....
There are two new structures proposed for the site. One structure will be a covered
picnic shelter, located near the river, in response to a need identified by Bill Efting,
Assistant City Manager and Leisure Services Director. The second structure is the
replacement of the existing 8.0 seat theatre tent with a more permanent, year-round
performance facility.
....
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The major elements of the building, depicted in Figure 2, Conceptual Floor Plan, include:
* A permanent stage, with seating provided'rorapPfoximately20Q persons and a
small lobby.
-
* Various "back stage" facilities, including a set building area, a rehearsal space,
dressing areas, offices and storage.
-
The stage, seating, lobby and back stage facilities are all contained in an 8.0' by 8.0'
~'(6AQQ;;squarcElJoot);'~e~~
...
...
* Affordable housing for theatre employees. Conceptually, this area is anticipated
. to be broken into several small units for production directors and a larger dormitory
space and common area. The floor plan identifies an area of approximatelJi.~44.Q.o3Ig..ftf
(two levels of about 22.0.0 square feet each) for the affordable housing unitS.
-
The theatre will be accessed from trails and paths now on the property and will only have
vehicular access for service delivery purposes. Parking for employees and theatre
patrons will be in the public parking structure.
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A permanent theatre structure is a necessary improvement over the existing tent for the
following reasons:
-
1. The all-weather exterior permits the theatre to operate year-round, not just during
its present 'c9"'weai<"summer'sease(.l; This will promote a continuity among both
performers and patrons which has not previously existed.
-
2. Its development will create a facility which can be used for rehearsal and
performances by other arts groups and which can supplement other facilities for arts-
oriented gatherings (such as dance, poetry readings and the writer's conference).
...
3.
The facility will provide a safe environment for storage and operation of equipment.
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While Aspen is certainly fortunate to have a number of other facilities for arts
performances, their presence does not eliminate the need for the proposed theatre. The
Wheeler Opera House, MAA tent and the ballet facility at the 'new school will be
unavailable during some of the times when theatre performances will be scheduled.
Moreover, these facilities are not typically available for rehearsals. The new theatre will
allow for much greater flexibility in scheduling rehearsals by many non-profit performers.
....
"...
The Art Museum has recently experimented with using its galleries for performances and
was pleasantly surprised at the turnout of over 3,000 persons during January, 1990, in
what is not an ideal performance facility. Our contact with their staff supported our belief
. that a small performance facility in the core of the City is warranted.
-
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Development of the conceptual plan is contingent upon the City finding an acceptable
alternative to the issue of where to store snow which is removed from the City streets.
The Art Park group has offered its assistance to help the City solve this problem and has
made specific suggestions to the City Manager and City Engineer for their consideration.
IV. Response to Conceptual SPA Review Standards ~. ~~
Following is a response to the Conceptual SPA review standards, as found in Section 7-
804 (B) of the Aspen Land Use Regulations.
,....
....
...
Standard 1: Whether the proposed development is compatible with or enhances the mix
of development in the immediate vicinity of the parcel in terms of land use, density,
height, bulk, architecture, landscaping and open space.
...
-
Response: The proposed development of the Art Park has already, and is expected to
continue to, enhance the mix' of development in its immediate vicinity. The Art Park
provides a connection between important open space, trail and cultural uses, including
. Herron Park, Jenny Adair Park, the Rio Grande Trail and the Aspen Art Museum. The
Park makes a substantial contribution to the available inventory of "in-town" open space
and provides a destination which will attract people to the Roaring Fork River who
otherwise might not enjoy its natural beauty.
,...
-
Having the theatre on this site creates a greater opportunity for residents of and visitors
to the community to use this central location, within walking distance of downtown and
the parking structure. It creates a nucleus for the arts-orientation of the site, bringing
people and life to this area which, only a few years ago, was virtually abandoned. The
park, theatre and outdoor sculptures will promote a greater integration of two primary
focuses of the Aspen experience, culture and sports. The arts performances and
displays will also provide a supportive cultural environment for our immediate neighbor,
the Art Museum, providing pedestrians with a more interesting walk from Main Street to
the museum.
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The architectural concept for the building is illustrated in Figures 3 and 4, which depict
its east and west elevations. The elevations illustrate that the theatre will be a relatively
modest, low profile structure, built in the form of a rustic wood pavilion. Materials are
likely to include heavy wood timbers and a roof of either metal or wood shingles,
depending on budget limitations. In order to be sympathetic to the concerns of
neighbors, the mass of the proposed theatre will be minimized by using the site's
- topography top~ace pa);l9ttl:1eaf1,€!~~IfJ'~\1~l;J~!f)!1l~d~;P'Qtentialfy,sorl1eofttleseating' ",
area, subgrade>
A final way in which the Art Park enhances the mix of neighboring uses is with respect
to the drainage ponds located on the site. According to City Engineer Bob Gish, these
ponds playa vital role in the overall Aspen storm water runoff management system. The
Art Park integrates these water features into the open space plan and, with City staff
support, the group has already worked to beautify them. We intend to continue to work
in this direction and see no conflict between their continued operation and our project.
Standard 2: Whether sufficient public facilities and roads exist to service the proposed
development.
Response: Based on contacts with the City Engineer and the manager of the Aspen
Consolidated Sanitation District, we believe sufficient basic utilities exist to serve the
proposed theatre. Bob Gish felt water could easily be provided from a line located in
Spring Street. Sewage disposal needs can also be met, most likely by routing to a line
located in Mill Street. Electrical service is already found in proximity to the tent site. It
would seem appropriate for the City to complete the undergrounding of overhead power
. lines in this area.
Roads in the area have recently been improved in conjunction with development of the
parking facility and library. The traffic study performed in conjunction with the Conceptual
SPA for those uses indicated that the limiting factor to development of the Rio Grande
SPA in terms of traffic congestion is the ability of vehicles to turn left from the Spring
Street extension onto southbound Mill Street during peak traffic conditions. , The.~tudy
suggested that any additional land uses in the:~~_gEllit.t&~QO$Ia/:itil:1t?
"traffiC'durirtg'..the'4,eO'-tO"6:tleiPM"^timeperiod:~~
>- The study also recommended that large events at the performing arts facility be
~ sChe, duled to avoid conflict with this peak traffic period. Development of a transit shuttle
d providing service between the site and the lodge district was suggested to reduce
congestion.
The transportation study completed in conjunction with the Conceptual SPA anticipated
a 1,000 seat performing arts facility, as compared to the current proposal for a 200 seat
theatre. Although the transportation impacts of the 1,000 seat facility were viewed to be
substantial, they were, apparently, within the limits of approval.
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;~lJr".intention' is toc'provideno'.;newIoadsorparkingareasjnconjunctionwith .this ,project..!;
Instead, our project will use the existing public parking structure, helping to support the
public investment in this facility. Our proximity to the current downtown shuttle route, the
Mill Street bus stop and the trail system will make it easy for those who do not wish to
drive to access the theatre. Should the proposed trolley or .light rail system be
developed, public transit options to this site will improve. ;'We'SeenO confliCts between
~l.!~propo.saland these.proposedsY$terns.;
Standard 3: Whether the parcel proposed for development is generally suitable for
development, considering the slope, ground instability and the possibility of mud flow,
rock falls, avalanche dangers and flood hazards.
Response: The principal hazard associated with this site is the potential for flooding.
In recent history, the Spring runoff has threatened to damage the Aspen Art Museum.
In a crisis-response effort to protect the structure, the river embankment on the museum
. side was fortified, using a variety of materials. Equipment was also employed to re-shape
the islands in the river channel and to re-contour the embankment on the Art Park side.
,.)!ls.QY~;Y.!J.,d~r;~t~ngirl~..t~a.t th~seactiOtiS have addressed the potential for . flooding on
the Art Park side ofthe:river.-';
We would like to work cooperatively with the City of Aspen to further re-shape the
embankment and to establish bridge connections between the Art Park and the islands
in the river channel.i-We_"lJnderst~l!ldLthat.th...:City.wil~ost likely take the lead in
obtaining the permits necessary for this work.': Our efforts would be in support of the
City's actions, so that the re-contouring and other activities take into account facilities
planned for the Art Park.
Standard 4: Whether the proposed development creatively employs land planning
techniques to preserve significant view planes, avoid adverse environmental impacts and
provide open space, trails and similar amenities for users of the project and the public
at large.
Response: The use of creative land planning techniques is fundamental to our entire
development concept. The landscaping, plantings and stream bank reclamation which
. have been completed and which are proposed are creating a garden out of a wasteland.
Presently, the snowdump area constitutes a visual eyesore, which generates complaints
from neighbors and visitors alike. We propose to create a park and theatre from this
space. By removing the'l:Jnsightly fill material which has been placed here, we expect to
enable views to the river to be opened once again. C'
The proposed th,eat~e ,str,~c:t~re is a, relatively low profile building, with a height to the
:"eak~fcthe;,reof.orapp'roximately':2Sf substantially less than the performing arts facility
originally envisioned for the Rio Grande property. While we have taken care to use
existing topography to minimize its mass, we have not attempted to hide the building
12
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entirely. The design, therefore, is consistent with the intent of Council Resolution 88-37,
granting Conceptual SPA approval to the Rio Grande site, which states: "Important public
buildings such as the library and arts buildings (emphasis added) should be attractive
and designed in a manner which indicates the building's importance to the community.
Hiding the development or minimizing its impact may not be appropriate."
;..
...
One concept which may hold some promise for the theatre is to find a barn or similar
large structure within Pitkin County which is threatened with demolition and adaptively
. reuse the structure for the theatre. While such a facility could end up being larger than
that depicted in the elevations, it offers the benefit to the community of consistency with
Aspen's historic preservation efforts. Since we cannot predict when such structures
become available and since they often require very substantial expenditures to make
them usable, we view this as a secondary option to the development of a new building
on the site.
-
-
...
Our use of the talents of local sculptors, visual and performance artists and the volunteer
work efforts of the community have created an opportunity for the community to be
responsible for a part of its own future. In a period of Aspen's development when so
many are concerned about the displacement of vast segments of our community, this
volunteer project creates an opportunity for residents to regain a sense of ownership of
a part of Aspen. The level of participation which the project has achieved helps to
demonstrate that there still is a community remaining in Aspen.
...
,
...
Standard 5: Whether the proposed development is in compliance with the Aspen Area
Comprehensive Plan.
...
...
Response: Having reviewed the land use recommendations and policies of. the 1973
. Aspen Area Land Use Plan, we do not find it to be very relevant to the current situation
on the Rio Grande site. We have, therefore, looked instead to two other sources, to
measure our compliance with the adopted Comprehensive Plan.
...
...
First, we considered our compliance with the adopted Conceptual SPA Plan for the Rio
Grande site. Its intent is "To provide the design flexibility within which open space,
cultural and transportation needs can be met through a plan which is sensitive to the
Roaring Fork Greenway Plan and the desire for pedestrian and mass transit access to
this site from the downtown area".
....
....
Our conceptual program to develop a park, theatre and trails would appear to be entirely
consistent with the intent of. addressing public open space, cultural and transportation
needs and being sensitive to the Roaring Fork Greenway Plan on this site .
Second, we reviewed the August, 1989, Declaration of Goals of the Aspen City Council
and find our program supports the following statements contained therein (numbers
correspond to listed goals):
-
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1. We propose to create housing to meet the needs of local artists in the valley and
those of visiting artists, allowing more professional talent to join the theatre program. Our
housing solution takes advantage of the building footprint of the proposed theatre and
does not require the expenditure of public funds or significant use of public lands.
2. The project provides an outlet by which residents can participate in building our
community, thereby reinforcing the sense of community which exists in Aspen.
4. The proposed enhancement and re-development of the trails system and the
proximity of the site to the bus and proposed rail systems will help to reduce the
dependency of visitors and residents on the automobile.
5. The project will result in a considerable increase in tree planting and is clearly more
sensitive to nature than prior uses of the site.
7. The project will increase public access to the arts and humanities and facilitate the
increased cooperation of artistic endeavors in Aspen by creating facilities usable by other
groups and by further accentuating the arts focus of this area of Aspen. The project
reflects and will nourish the traditional Aspen blend of arts, intellect, sports and recreation.
11. The project permits many existing arts and civic organizations in the Roaring Fork
Valley to work together and be responsive to one another's needs.
~one action which we believe the City should consider in its ongoing comprehensive
. ,planning efforts is to consider whether the "industrial" area along Bleeker and Spring
Streets, to the east of our site, could function as artist studio space. As the public
.A., ' projects in this area are completed and the Rio Grande site takes on an increasing civic
., function, it may be timely to amend the zoning for this area to further encourage artistic
activity to compliment activities at the Art Park and Art Museum.
. Standard 6: Whether the proposed development will require the expenditure of excessive
public funds to provide public facilities for the parcel, or the surrounding neighborhood.
Response: Rather than requiring the expenditure of excessive public funds, the project
instead demonstrates how volunteerism can reduce or avoid public expense. Much work
has already been accomplished in the beautification ofthe site through volunteer efforts,
with the only direct public expenditure being the 1990 and 1991 City grants of $5,000 to
the group. We have also received considerable support from the City, particularly in
terms of equipment used during the past year, to repair the cut that was made for the
pipeline installed across the Rio Grande property.
As the site development program continues, we anticipate the need for additional support
from the City, particularly in terms of equipment to remove the fill from the snowdump and
to pave the re-Iocated bike path. The magnitude of these needs will become clearer as
we develop the final SPA plans for the site.
14
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The City has also benefitted from the professional design services provided "pro bono"
to the Art Park group by the offices of Harry Teague, Architects, and Julia Marshall,
Landscape Architect. There will be considerable need for their continued services to
develop the Final SPA Plan. We hope the City will continue to provide us with sufficient
. funding in its non-profit groups budget to allow park, open space and trails development
to compliment the funding expected from the Aspen Theatre Company for design and
construction of the theatre facilities.
...
...
Standard 7: Whether proposed development on slopes in excess of twenty percent
(20%) meets the slope reduction and density requirements of Sec. 7-903 (B) (2) (b).
...
Response: No development is proposed on slopes in excess of 20%.
,...
Standard 8: Whether there are sufficient GMQS allotments for the proposed
development.
Response: We believe that the proposed development qualifies for an exemption from
the GMQS as an essential community facility. If this project is to move forward to the
Final SPA stage, we must have a reading from the City on the likelihood of the theatre
Obtaining this exemption (although formal action on the exemption should occur at the
Final SPA stage).
Section 8-104 (C) (1) (b) of the Aspen Land Use Regulations establishes the criteria for
. exemption from GMQS for essential public facilities. It states that to be considered an
essential publiC facility, development must serve an essential public purpose, provide
facilities in response to the demands of growth and not be a growth generator, be
available for use by the general public and serve the needs of the City. Whether the
development is a not-for-profit venture shall also be taken into account.
-
...
-
....
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A theatre sage once said "A community without a theatre cannot communicate to each
other the depth of the experience of being human". There should be little debate as to
the importance of having a theatre in Aspen, with our tradition of arts and intellect dating
back at least 40 years. As a not-for-profit venture, we need the City's support, in terms
of both making available the land and exemption from the competitive requirements of
the GMQS, if we are to have an opportunity to flourish.
...
...
Over the past decade, several attempts have been made to establish a permanent theatre
in Aspen. Some have exceeded the scope of this community, while others suffered from
poor locations and other faults. We believe our proposal is for an appropriately-scaled,
properly located theatre, which will offer another cultural opportunity for the visitor to
Aspen, but which is not of itself a principal attraction that will generate increased visitation
or growth. Were it not for the other cultural offerings which already bring arts patrons
. into the community, a theatre of even this Umited size might not be able to survive.
-
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V. Summary
-
We have responded to all criteria of the Aspen Land Use Regulations applicable to the
project, pursuant to direction given by the Aspen/Pitkin County Planning Office. Sufficient
evidence has been provided of the project's compliance with said criteria and the
applicant has made commitments in order to insure that the project will mitigate' all
development impacts.
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Requests by any reviewing agency for additional information, or clarification of the
statements made herein will be responded to by the group in a timely manner.'
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MEMORANDUM
TO:
Mayor and Council
FROM:
Carol O'Dowd, city Manager _ II ~
Amy Margerum, planning DirectorOlW~
Leslie Lamont, Planning
THRU:
THRU:
DATE:
July 22, 1991
RE:
Conceptual SPA Review for the Art Park/Theatre, Trolley
Car Barn and Snow Melt Facility
(/
-----------------------------------------------------------------
-----------------------------------------------------------------
SUMKARY: The above entities have requested an SPA review to either
expand, locate, or continue operating their particular activities
on the Rio Grande parcel. Staff wanted to review all the
applications at once to facilitate a comprehensive review of the
remaining land on the Rio Grande.
Although a conceptual review of the entire Rio Grande parcel was
completed in 1988, the only specific land uses reviewed were the
library, parking garage, and Youth Center. It is necessary to
conceptually review the remaining "undeveloped" area of the parcel
at this date because the new uses are a revision of the original
conceptual review. In addition, the Code requires final SPA review
within two years of conceptual approval and it has been about three
years since conceptual approval. Final SPA review will occur when
individual applicants submit a separate application for their
particular use within their own time frame.
conceptual SPA review is a two step process. The Planning and
Zoning commission has reviewed the applications and recommends to
Council conceptual approval of the Art Park program, Theatre
building, and Trolley Car Barn. The Commission also recommends
denial of the continued use of the Rio Grande parcel for the Snow
Melt facility. Please see the attached Resolution 18 (attachment
A) from the Commission for specific recommendations and conditions
of approval.
Staff had anticipated presenting a review of all the proposed uses
on the parcel. However, the county still needs to provide more
information for the recycle facility before the Commission will
conceptually review the facility. Therefore the Planning and
zoning commission is forwarding conceptual approval for the
remaining undeveloped area as it exists and is proposed. This
includes the existinq recycle facility. Any proposed changes to
the uses would be an amendment to the SPA requiring review by the
Commission and Council.
COUNCIL GOALS: Conceptual review of the land uses proposed for the
Rio Grande are consistent with Council's goals #3 - to make public
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transit more convenient and #7 - to increase public access to all
the arts and humanities.
PREVIOUS COUNCIL ACTION: Council has granted approval for all the
entities to submit conceptual SPA applications for proposals on
the Rio Grande property.
BACKGROUND: In the early 1970's the Rio Grande property came into
public ownership. In 1977 an "Interim SPA Plan" was adopted by
the City identifying recreation and parking as the key uses for
the property, recognizing certain key out-parcels, and providing
for a land trade to build the Eagle's Lodge. In 1983 the City and
County completed a land exchange that provided the County with the
parcel to develop the Jail. Please see attached memo from Rio
Grande Prooertv, attachment B.
In 1980-1981 the Rio Grande Task Force completed a report listing
potential uses for the property and a general configuration for
such uses. Key facilities included a performing arts center, jail,
parking structure, transit facility, recreation, library, greenway
and restaurant. According to the Aspen Planning and Zoning
Commission Resolution 84-9:
"Despi te the long history of planning for this property, a
consensus has never been reached as to the optimal mix of uses
and the best development plan for this land...The intent of
the SPA designation is to provide the design flexibility
within which open space, cultural and transportation needs can
be met through a plan which is sensitive to the Roaring Fork
Greenway Plan and the desire for pedestrian and mass transit
access to this site from the downtown area."
Pursuant to 1988 conceptual review the Library, Parking Garage and
Youth Center have all been approved and developed based upon final
plan approval.
PROPERTY OWNERSHIP: As shown on the attached map, (Attachment C)
the three specific sites to be reviewed are city owned. The Rio
Grande property was purchased with 7th penny transportation funds
in the early 1970's. Those funds were later reappropriated by the
use of the 6th penny open space funds to aflow the interim use of
the playfield. sites 1 and part of 3 are part of that purchase
and site 2 was appropriated by a land exchange with the County.
The City Attorney's office is currently researching the issues
involved with development of land that was purchased for a public
purpose and the funds that were used for that purchase. A
preliminary conclusion is that voter approval would be required for
a change in use of land used for a public purpose.
PROBLEM DISCUSSION: The area under review has been divided into
three sites (attachment C) which correspond to the three
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applications that have been submitted. The rest of the memo will
be formatted in the following manner:
A. Trolley
1. proposal
2. referral comments
3. staff review
4. issues
s. Planning and Zoning Recommendation
B.
Snow
1.
2.
3.
4.
S.
Melt/snow Dump Facility
proposal
referral comments
staff review
issues
Planning and Zoning Recommendation
C.
Art
1.
2.
3.
4.
S.
park/Theatre
proposal
referral comments
staff review
issues
Planning and Zoning Recommendation
D. General Commission Recommendations
E. Designated site for community oriented Uses
A. Trolley Car Barn
1. Proposal - The Trolley Group proposes to develop a
trolley rail system to include a car barn facility, tracks and
poles following a north/south corridor along Galena street, and
several trolley cars. This review will focus on the operation that
occurs on the Rio Grande parcel and conceptual routing issues. The
actual signage, and other route related issues will be discussed
in full during final SPA review.
The Group proposes to develop a car barn on the current recycle
site (Site 1) on Rio Grande Drive. The barn will be approximately
7,000 sq. ft. which includes 1,000 sq. ft. for accessory office,
storage, and related uses. The building is also being designed to
enable 5,700 sq. ft. of affordable housing on a second level.
According to the application, the Group cannot fund the cost of
the housing but will make the structure available for future
housing development. This is a threshold issue because approval
as a GMQS Exemption for Essential Public Facilities does not exemot
employee mitigation.
Pursuant to a request from staff, the Group has incorporated the
recycling facility in the site plan. Staff and the applicant are
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consulting with Jim Duke to ensure that the existing level of
recycling services will not be compromised.
According to the plans, a trolley will leave the barn, cross the
pedestrian/bike trail and Rio Grande Drive and travel in between
the Youth Center and Jail to Main and Galena street. The trolley
will utilize the north/south corridor of Galena street to take
passengers to and from the parking garage and Durant street.
The Group also proposes to encircle the ball field providing stops
at the Art park, Mill street across from Clark's, and the entrance
to the parking garage.
2. Referral Comments: specific referral
attached at the end of this memo, attachment
significant issues are highlighted below:
comments are
D. However,
a) RFTA has expressed concern with regard to funding
the operation of the proposed system.
b) The trolley may exacerbate congestion on Galena
Street with parallel and diagonal parking and
passenger loading of the Trolley.
c) Fire rescue and use of aerial equipment is inhibited
by overhead electrical lines.
d) Timing of street work for Trolley must be coordinated
with ACSD line work.
e) The tracks in Rio Grande Drive may conflict with the
sewer line.
f) Inadequate width of trail between Youth Center and
Jail and diminished solar exposure on the trail may
pose safety problems.
g) Tracks, parking and recycling center conflict with
Snow Dump Road and snow dump trucks.
h) Encircling the Rio Grande ball field with poles and
wires may cause undesirable visual impacts.
i) The weight of the Trolley on pedestrian/bicycle
trails and mall bricks must be considered.
j) The recycling facility must be accommodated.
3. Staff Review - Pursuant to Section 7-804 (B) the review
standards for development in a Specially Planned Area are as
follows:
a. Whether the proposed development is compatible with or
enhances the mix of development in the immediate vicinity of the
parcel in terms of land use, density, height, bulk, architecture,
landscaping and open space.
RESPONSE: 1) A significant portion of the Rio Grande parcel was
purchased with 7th penny funds (transportation) and the car barn
is consistent with the intention of that purchase. The site is in
the vicinity of the parking garage and is across the street from
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the S/C/I zone district. Moreover, the trolley's use of the site
is consistent with the commission's Resolution 88-6 (approving
conceptual SPA) which stated "that. a north/south, downtown shuttle
is vital to the community.. .It is the P&Z's opinion that this
north/south shuttle corridor should service the downtown, Rio
Grande and the post office areas."
Although design is currently schematic, the building is proposed
to be sunk into the ground and will step down as it approaches the
river to m1n1m1ze the visual impacts. According to the
application, the roof height (to the peak) is approximately 35 feet
which includes the second floor housing units.
According to the referral comments from the County Manager, it is
the goal to ultimately have a full curbside recycling program,but
in the meantime the current facility should not be compromised.
The recycling facility has been incorporated into the site plan but
current plans need to be modified to facilitate the entire program.
It is important to ensure that both uses can be accommodated on
site.
2) The track alignment crosses Snow Dump Road thus requiring a
grade change on the road. The Streets Department must be ensured
that the snow dump trucks can handle the sudden grade change.
Grade changes are also required where tracks cross the bike path
in approximately 2-3 places. Safety measures need to be
incorporated at these crossings.
The track also is intended to encircle the ball field to provide
several stops. The applicant has confirmed that the size of the
playing field will not be compromised but staff is concerned that
encircling the field with poles and wires will create a visual
impact. Although the proposal is consistent with council's
Resolution 88-37 (approving conceptual SPA) that
"any downtown shuttle should service the Rio Grande site, Post
Office, pedestrian access points to the parking facility and
Rio Grande recreational and cultural areas, as well as
important activity centers in the downtown",
staff has asked the applicant to consider making stops only at the
parking garage and across from Clark's (which would also service
the Post Office).
The trail area between the Youth Center and Jail is very narrow.
At the most narrow point, with a trolley, the pedestrian path is
only 6 feet wide. without the trolley the path is 10 feet wide.
There are considerable safety issues in this corridor when trolley
and pedestrian/bike users vie for this space. The steep grade, the
narrow path, inadequate room for snow removal and the possible
gutter-bike-tire-trap pose some serious safety issues.
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The applicant has developed some trail alternatives that will be
presented at the meeting. However, staff believes that proper
review of this alignment requires the entire route to be
considered. For Final SPA submission, the applicant should provide
a review of the trolley route and potential alternatives so staff
and the decision-making bodies can effectively evaluate the
problems associated with this route and perhaps make
recommendations for an alternative alignment.
b. Whether sufficient public facilities and roads exist to
service the proposed development.
RESPONSE: The necessary utilities exist to support the trolley
system however, the Group should coordinate with the Electric
Department for special equipment and transformers.
At staff I s request, the applicant has incorporated 12 parking
spaces on the site plan for employees and visitors. It was staff's
intention to ensure that parking could be accommodated on-site if
required. However, the parking is in direct conflict with Snow
Dump Road and the use of that road by snow dump trucks. Although
the this traffic would not be a problem if the snow melter is
removed, the road would still service the Theatre building. Staff
is recommending that on-site parking be eliminated given the close
proximity to the parking garage.
c. Whether the parcel proposed for development is generally
suitable for development, considering the slope, ground instability
and the possibility of mud flow, rock falls, avalanche dangers and
flood hazards.
RESPONSE:
proposal.
This former impound lot is well suited for this
There are no geologic hazards that exists.
d. Whether the proposed development creatively employs land
planning techniques to preserve significant view planes, avoid
adverse environmental impacts and provide open space, trails and
similar amenities for the users of the project and the public at
large.
RESPONSE: There are no designated view planes within this area.
The car barn will be sunk into the ground approximately 5 feet and
the mass will step down as it approaches the river. The building
envelope has been sited up next to Rio Grande Drive to reduce
visual impacts from the river and bike path.
According to the application, maintenance is relatively clean
compared to any automotive, bus, internal combustion engine
maintenance. The project will incorporate grease traps to prevent
lubricants or oil from impacting the environment. The
Environmental Health Department recommends the installation of an
oil and sand interceptor to prevent run-off of lubricants and the
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finer sediments when the trolley is being washed. The trolley is
powered electrically and 50% of the electricity in this area is
hydro-electric. Because of the vehicle footprint and speed, the
small particulate pollution is expected to be minimal.
Wherever a track crosses a trail or a road there is potential for
conflict. The applicant should explore various devices to prevent
pedestrian/bike interference in the tracks. At best, these
crossings should be minimized.
The visual effects of surrounding the ball field with poles and
wires is of great concern to staff and the Planning and Zoning
Commission. The applicant has submitted two alignments for the
northern portion of the field which will be presented at the
meeting of which both have impacts. In the alternative, service
may only be provided on half of the field.
e. Whether the proposed development is in compliance with
the Aspen Area Comprehensive Plan.
RESPONSE: According to the application, all studies going back to
Voorhees have identified the north/south Galena street corridor as
an essential link in the transportation system of Aspen. The 1987
Transportation Plan identified the downtown shuttle as an integral
part of any Rio Grande parking program as well as a needed
north/south connector and system through the site.
since that time conceptual support of the trolley has been given
to the Group, please see attached letters from the City and the
County, attachment E.
f. Whether the proposed development will require the
expenditure of excessive public funds to provide public facilities
for the parcel, or the surrounding neighborhood.
RESPONSE: The Group intends to finance the capital installation
of the system. According to the application, the system is planned
to be turned over to the city for operation, possibly RFTA.
However, RFTA has commented that funding the system could become
a significant problem. No clear commitment has been given to the
Trolley group from either the City or RFTA.
q. Whether proposed development on slopes in excess of twenty
percent meet the slope reduction and density requirement of Section
7-903 (B) (2) (b).
RESPONSE: Not applicable.
h. Whether there are sufficient GMQS allotments for the
proposed development.
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RESPONSE: Allotments would only be required for development of
the car barn facility. A GMQS Exemption is available for projects
that are deemed Essential Public Facilities. The applicants
believe that they qualify as an essential community facility.
Formal action for GMQS Exemption would be approved by Council at
final SPA review. However, the question of employee housing at
this site is a threshold issue. Currently, the Land Use Code does
not allow a waiver of this requirement and staff would like Council
to discuss and provide some direction to staff and the applicants.
The criteria for a GMQS Exemption considers the public purpose,
growth generation, availability for general public use, servicing
the needs of the City and whether the development is a not-for-
profit venture. Although exemption occurs at final Council review,
a GMQS Exemption is an issue that should be discussed at
conceptual.
4. :Issues
a) The trail between the Youth Center and the Jail is
extremely narrow posing a safety issue. Trolley tracks crossing
the trail is also a safety issue. Prior to final submission, a
review of the proposed routes and consideration of alternative
routes should be included in the final application. Staff cannot
make a recommendation without reviewing the whole system.
b) The site plan has identified (based upon staff's
recommendation) 12 parking spaces. However, they are in direct
conflict with Snow Dump Road and the snow dump trucks. Staff
recommends eliminating the parking due to the close proximity of
the parking garage which is approximately 1/2 a block away.
c) It is unclear whether the Trolley Barn, as shown on the
site plan, will accommodate the current recycling efforts. The
applicant should continue to work with Jim Duke to ensure that his
efforts are not compromised by the new car barn.
d) It is staff's understanding that the trolley track
alignment encircles the ball field providing a stop for the Art
Park/Theatre site and the Art Museum. As has been discussed
earlier in this memo, poles and wires surrounding the field could
have an undesirable visual effect. Perhaps the alignment could be
relocated down into the trees below the edge of the field or the
stop could be eliminated.
e) GMQS Exemption for Essential Public Facilities does not
exempt employee mitigation and this issue should be resolved prior
to final review.
5. Commission Recommendation: Conceptual SPA approval of the
Trolley Car Barn with the following conditions:
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a. Prior to final submission the applicants shall provide a
thorough review of the trolley routes in order for staff and the
review bodies to make a sound recommendation regarding the use of
the Jail/Youth Center corridor and shall also consider and identify
the best safety measures possible to prevent user conflicts at
trail crossings and shall incorporate snow removal procedures. The
applicant shall eliminate the track encircling the ball field and
provide an alignment only around the north side of the field.
b. Prior to final submission, the applicant shall include in the
plans to be reviewed by the Environmental Health Department the
installation of an oil and sand interceptor to prevent run-off of
lubricants and the finer sediments.
c. Prior to final submission, the applicant shall identify
employee housing mitigation measures to the satisfaction of the P&Z
and Council.
d. Prior to final submission, the applicant shall explore various
devices to prevent pedestrian/bike interference at track crossings
and these crossings should be minimized.
e. Prior to final submission, the applicant shall identify how
the system will be funded, operational and maintenance budgets and
what entity will operate the system.
f. Prior to final submission, the applicant shall coordinate, all
activities with Electric, streets, Fire and Water Departments and
the ACSD and incorporate their referral comments within the final
application.
g. The applicant shall include in the final submission potential
signage, pole and light features for review.
h. Prior to final submission the applicant shall revise the site
plan eliminating the parking and conflicts with Snow Dump Road,
and incorporating the recycling center's operations.
B. Snow Melt/Snow Dump Facility
1. Proposal - This site (Site 2) has been used for 14 years
as the snow dump for the City. The existing facility includes one
snow me Iter and pit which are about 1000 square feet, an effluent
treatment facility (pond and sand filter) which occupy a 1/4 of an
acre, and a snow storage area that occupies about 5/8 of an acre.
In September of 1989, the Engineering Department amended the
original 1988 conceptual SPA plan to develop the effluent treatment
ponds. One of the conditions of approval was the attempt to
relocate the entire operation. The City Manager and Public Works
Department continue to seek an alternate site. Until an effective
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relocation can occur it is staff's vision that the snow melt
activities be incorporated with the landscape plans of the Art
Park, utilizing the sedimentation ponds as a summer water feature.
The most recent application submitted by the Engineering Department
represents the existing conditions reflected in the 1989 SPA
amendment.
Because the Planning and Zoning Commission recommend discontinuing
the use of the site for the snow melt activities (see P&Z
recommendation) the Engineering Department and City Manager have
been pursuing alternate locations. The Engineering Department will
make a full alternative site presentation to Council during this
conceptual SPA review of the Rio Grande property at a separate
meeting.
2. Staff Review - Pursuant to section 7-804 (B) the review
standards for development in a Specially Planned Area are as
follows:
a. Whether the proposed development is compatible with or
enhances the mix of development in the immediate vicinity of the
parcel in terms of land use, density, height, bulk, architecture,
landscaping and open space.
RESPONSE: Given the movement to rehabilitate this lower portion
of the Rio Grande parcel, it would be difficult to find that the
snow melt facility "enhances the mix of development..." Although
the snow dump is a winter use it appears to conflict with the Art
Park's plans to begin extensive revegetation of the site. In
addition, it could conflict with the theatre plans because the
storage of snow encompasses such a large amount of land. The
Engineering Department believes that if six snow melters are in
operation then the need for snow storage is unnecessary (this would
not increase the amount of natural gas necessary for melting) but
would potentially increase the water treatment element of melting
snow.
A settling pond and sand filter are required for treatment of the
water before it enters the river. The pond and filter are only
used during the winter but there is a possibility that they could
be made into a water feature for the summer. The Engineering
Department, during the SPA amendment process in 1989, agreed to
clean out the pond and work with interested parties to incorporate
the pond into a landscape plan for the site. The Department will
continue to work with others interested in rehabilitating the site
to create a water feature for the park. The Department should also
update the Urban Runoff Management Plan to determine the plan's
effect upon the lower Rio Grande parcel and the proposed land uses
for this site.
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b. Whether sufficient public facilities and roads exist to
service the proposed development.
RESPONSE: This site has been used as
According to the applicant, the
sufficient to service the operation.
c. Whether the parcel proposed for development is generally
suitable for development, considering the slope, ground instability
and the possibility of mud flow, rock falls, avalanche dangers and
flood hazards.
a snow dump for eleven years.
facilities that exist are
RESPONSE: The flat nature of the site and the absence of other
geologic hazards confirm the suitability of this site for snow
dumping purposes.
d. Whether the proposed development creatively employs land
planning techniques to preserve significant view planes, avoid
adverse environmental impacts and provide open space, trails and
similar amenities for the users of the project and the public at
large.
RESPONSE: From a pure cost perspective this is an ideal location
for snow melt operations because the central location reduces the
haul costs. In addition, access to the site does not impact
residential uses and noise and visual impacts are reduced given
its relative isolation. The snow dump and snow me Iter are not
viewed as the ideal land use for this site because of the central
location, the proximity to the river, and the Art Park's interest
in rehabilitating the site.
Although, recent efforts have been made to treat the water before
it enters the river and the bike trail has remained open during
snow melting operations there are no amenities associated with the
facility. But, as discussed during the snow melt SPA amendment in
1989 and at work sessions with the Art Park, the seasonal nature
of the snow melt operation does not necessarily preclude the use
of the site as a park during the summer. Perhaps the sediment
ponds could be designed as a summer water feature.
The relocation of the bike trail was also discussed during the 1989
amendment for safety reasons. The road from the snow dump to the
snow me Iter is crossed by the bike path. Relocation was ultimately
not viewed as necessary because an additional trail is proposed
down by the river. However, the city Manager's office has
requested that the Engineering Department reconsider moving the
trail for safety reasons.
e. Whether the proposed development is in compliance with
the Aspen Area Comprehensive Plan.
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RESPONSE: Snow removal is an integrated aspect of Aspen as a
quality resort and until a more suitable location is identified,
this operation will remain at this site.
f. Whether the proposed development will require the
expenditure of excessive public funds to provide public facilities
for the parcel, or the surrounding neighborhood.
RESPONSE: The operation is funded by the city and increased
funding .would be required if additional snow melters were
purchased. An alternative location may increase the haul costs.
g. Whether proposed qevelopment on slopes in excess of twenty
percent meet the slope reduction and density requirement of Section
7-903 (B) (2) (b) .
RESPONSE: Not applicable.
h. Whether there are sufficient GMQS allotments for the
proposed development.
RESPONSE: Not applicable.
3. Issues
a) currently an alternative location does not exist and
without additional snow melters the land area devoted to snow
storage is essential for the operation of the facility. The
purchase of more melters will decrease the need for snow storage
but could increase the need for greater water treatment capacity.
b) The water treatment/sediment pond could hopefully be
integrated into the Art Park landscape plan as a summer amenity.
However, the treatment capacity could be increased given a high
snow year or if more melters were put into operation.
c) Purchasing more melters would require a considerable one-
time expenditure but would not increase our natural gas needs.
However, ongoing efforts to relocate the facility may forestall the
purchase of more melters.
d) If a permanent theatre was built on-site, staff is unclear
whether the site could accommodate both uses. Although the Art
Park/Theatre site plan specifically does not include patron or
resident parking, drop-off and delivery parking should be provided_
However, a large area for snow storage area is required for
maneuverability of the front end loader and dump trucks and the
necessity for snow storage appears to compromise the theatre site
plan.
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e) Because of the uncertainty of the ideal capacity of the
water treatment operation, a safe and aesthetically pleasing
integration of this water feature into the Art Park site plan may
be problematic.
f) The Commission recommended to discontinues the use of the
site for snow melting purposes before the 1991-1992 season. The
Public Works Department will be making an alternative site
presentation to council at a separate meeting. Council may want
to determine the feasibility of other locations and the ability to
locate the facility before next season prior to adopting the
Commission's recommendation. staff is concerned that a conceptual
denial will render the facility a non-conforming use.
4. Planning commission Recommendation the Commission
recommends to discontinue the use of the Rio Grande Parcel for snow
melt/dump purposes and the snow melt facility shall be relocated
before the winter season of 1991-1992.
c. Art Park/Theatre
1. Proposal - The proposed plans for site 3 layout a five
year improvement plan. The plan includes a new trail along the
river and the connection of the trail to an island in the river,
extensive planting and placement of sculptures throughout the site
and a picnic shelter.
The application also includes an approximately 6,400 sq. ft.
permanent theatre facility (200 seats) and approximately 4,400 sq.
ft. of affordable housing. This proposed structure is intended to
replace the seasonal (badly damaged) tent that The Aspen Theatre
Company has been operating out of since 1987.
Commission's Resolution 88-6 stated that a proponent of the then
Performing Arts Center proposal, Richie Cohen, "indicated that his
group would be willing to relinquish all claims to the property
known as the Oden parcel if they could get some assurances that the
Performing Arts Center could have another portion of the Rio Grande
site. Mr. Cohen proposed a seasonal (tent) facility on the snow
dump portion of the Rio Grande and it was the P&Z's opinion that
an appropriately scaled tent-like structure near the river and Art
Museum could be very exciting for the community."
In addition, Council's Resolution 88-37 states that as a condition
of approval for conceptual SPA "the city shall reserve the area
known as the Snow dump for future Arts Usage..."
Subsequent to the 1988 conceptual SPA review, the Art Park/Theatre
groups have had several work sessions with the Commission. At the
work sessions in 1990, the Commission questioned the
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appropriateness of employee housing on the site and discussed at
length a permanent structure on the site.
FOllowing the Commission's recent conceptual review, the Theatre
Company has submitted an interim plan for the Theatre building
(please see attached letter and site plan dated July 11, 1991, F).
Due to improper storage of the existing tent, the group must buy
a new tent for next year. In addition, the Theatre's professional
fund raiser has recommended postponing a large fund raising effort
(for the new building) until the Theatre has become more
established and their fund raising effort is not competing against
others. Therefore, the group proposes to replace the current tent
(40' by 60') with a larger tent (60' by 80') and construct a small
storage shed (250 sq. ft.) and provide two "Clivus Multrum"
composting toilets and a greywater sewer system. The new tent will
be seasonal in nature, will not add more seats, and will provide
more backstage room so performers will not have to wait outside.
The storage shed will provide a year round secure place to store
equipment and materials that are currently stored off-site. The
composting toilets will eliminate the need to tap into the sewer
lines in Mill or Spring Streets and will replace the current
portable facility.
The new tent would serve The Theater Company for five years a time
frame is compatible with the SPA review. upon receiving conceptual
review, an applicant has two years to submit a final SPA
application for review. Following final approval an applicant may
vest their rights for another three years by which time a building
permit must be pulled to commence construction.
It is recommended that Council still review the land use issues of
whether a permanent facility is appropriate for this site and also
review the interim proposal.
2. Referral comments
a) An all weather driving surface is needed if housing
is provided within the theater building.
b) The application must address the provision of sewer
and water services for the proposed building.
c) A close, cooperative work plan with the Parks
Department is critical as is identification of budget
matters if the Department is involved.
d) The location of the bridge to the island must be
reviewed.
3. Staff Review - Pursuant to section 7-804 (B) the review
standards for development in a Specially Planned Area are as
follows:
a. Whether the proposed development is compatible with or
enhances the mix of development in the immediate vicinity of the
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parcel in terms of land use, density, height, bulk, architecture,
landscaping and open space.
RESPONSE: 1) The non-profit, community oriented, Art Park group
has begun extensive work in the area to rehabilitate the site.
Existing activities and future plans incorporate trails, open
spaces, and cultural attractions. The trails connect with Herron
Park, the Art Museum, Rio Grande trails and Jenny Adair Park. The
group proposes to continue their efforts developing a "destination"
open space with a strong connection to the river thus complimenting
the goals of the Roarinq Fork Greenway plan.
2) The Aspen Theatre Company's proposal is intended to be an
additional cultural attraction. The theatre will replace a
deteriorating tent structure and provide a year round presence for
The Aspen Theatre Company within close proximity to the downtown.
The development of a permanent theatre building raises several
issues. First, the ball field has always been considered the
future site of the Rio Grande train station. The field and parking
lot in front of the parking garage would accommodate the station
and it's auxiliary uses. Development of the train station, a
theatre building and a trolley car barn could effectively eliminate
usable open space on the entire Rio Grande site.
Secondly, a permanent theatre may not be appropriate for this site
because a year round facility would intensify the use of the land.
Additionally, drop off and delivery will be necessary to service
the theatre. Both uses are inconsistent with the Roaring Fork
Greenway plan. The Greenway Plan identifies this parcel as a
Greenway area and states that it would be desirable to manage the
flow of human traffic in a way to minimize congestion and conflict
of activities.
Staff believes that the applicant should demonstrate the need for
another theatre building in the community and explore alternative
sites for a year round theatre. For example, the new elementary
school is incorporating an approximately 500 seat facility and the
MAA's rehearsal facility will accommodate approximately 500
patrons. There may be the potential to combine efforts with other
facilities such as the Arts Council. Or, an addition onto the
Wheeler Opera House would serve The Theatre Company's needs and
provide existing support services.
The Company does propose an interim measure for a larger tent and
storage shed to be used for 5 more years. A tent on this site is
consistent with the original approval granted by the P&Z and CC for
a temporary theatre use in that location. The Planning and Zoning
commission's original concept was a "tent-like structure near the
river and Art Museum that could be very exciting for the
community."
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3) The theatre building is proposed to include housing for theatre
employees. Although a GMQS Exemption for Essential Public
Facilities does not exempt employee housing, staff believes it is
a threshold issue that should be discussed at this conceptual
stage. The issue is whether this site is appropriate for employee
housing. Year round housing on the site will change the intensity
of use on the site - a continued residential presence verses public
open space. Secondly, housing with an all weather road appears to
be inconsistent with the Roaring Fork Greenway plan.
b. Whether sufficient public facilities and roads exist to
service the proposed development.
RESPONSE:
located on
shoulders)
issues. A
According to the referral comments, if housing is
the site an all weather driving road (22 ft. wide with
for emergency vehicles must be provided for life/safety
fire hydrant must also be provided.
There is not a sewer collection system on-site and new lines will
have to be provided if a permanent structure is built. Similarly,
new water service lines would have to be supplied. The application
did not identify the source of funds for these improvements and
these details must be included in the final submission.
In the interim, the theatre plans to provide 2 "Clivus Multrum"
composing toilets because of the expense to tie into the sewer
lines. According to the Environmental Health Department a permit
is required from their Department, a waiver from the Aspen
Consolidated Sanitation District Board, and a waiver from City
Council to install a temporary sewage disposal system. For
example, six or seven years ago Council allowed the Physics
Institute to install a septic system because their old system had
failed and a connection to existing sewer lines was economically
unfeasible. Prior to the installation of the temporary composting
toilets (which are proposed for installation next summer) the
applicant will seek a waiver from the Council.
c. Whether the parcel proposed for development is generally
suitable for development, considering the slope, ground instability
and the possibility of mud flow, rock falls, avalanche dangers and
flood hazards.
RESPONSE: The only real hazard is flooding. According to the
application, a spring runoff threatened the Art Museum resulting
in considerable embankment work to refortify the bank. The group
is planning extensive work along and within the river including
trails and a bridge to the small island. other interested parties
are planning to enhance the riparian habitat and possibly construct
a kayak course.
Stream margin review will be required for any work done within
proximity to the flood plain or flood way. Location of the bridge
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will also be reviewed during stream margin review. A full stream
margin review will be conducted during final SPA review.
d. Whether the proposed development creatively employs land
planning techniques to preserve significant view planes, avoid
adverse environmental impacts and provide open space, trails and
similar amenities for the users of the project and the public at
large.
RESPONSE: The Art Park aspect of this proposal incorporates
trails, art, and sculpture. The plan also emphasizes riparian
enhancement and public access to the river. All these features
are consistent with the Roaring Fork Greenway plan, rehabilitating
a public parcel for the enjoyment of the community.
According to the application, the theatre structure is a relatively
low profile building. The height to the peak of the roof is
approximately 28 feet. The massing of the building has been
minimized while using the City Council's Resolution 88-37 (granting
conceptual SPA for the Rio Grande parcel) as guidance: "Important
public buildings such as the library and arts buildings should be
attractive and designed in a manner which indicates the building's
importance to the community. Hiding the development or minimizing
its impact may not be appropriate."
The proposed new tent, shed and toilets do not appear to greatly
impact the site (see site plan, F).
e. Whether the proposed development is in compliance with
the Aspen Area Comprehensive Plan.
RESPONSE: The 1973 Land Use Plan is fairly irrelevant for review
of this project. However, the group has proceeded with the program
attempting to remain consistent with the 1988 conceptual SPA plan
for the Rio Grande site. The intent of the plan was "to provide
the design flexibility within which open space, cultural and
transportation needs can be met through a plan which is sensitive
to the Roaring Fork Greenway Plan and the desire for pedestrian and
mass transit access to this site from the downtown area." The
program of trails, open space, and a theatre appear to be
consistent with the above statement.
The group also reviewed the 1989 Council Goals and is proposing
employee housing, encouraging a strong sense of community through
a community/volunteer based program, proposing an arts program that
connects with the existing trails system within close proximity of
downtown, the Art Museum, parking garage and future trolley route,
planting trees in an area that has been void of vegetation,
increasing and enhancing public awareness for the arts, and pulling
together many people and organizations of the Roaring Fork Valley.
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Although the conceptual SPA plan reviewed the possibility of a
theatre on the Rio Grande parcel, it was in a completely different
location. At the two work sessions with the Commission in 1990,
the Commission expressed a reluctance to encourage a permanent
structure on this parcel given the eventual build out of the Rio
Grande parcel.
f. Whether the proposed development will require the
expenditure of excessive pUblic funds to provide public facilities
for the parcel, or the surrounding neighborhood.
RESPONSE: There has been a tremendous amount of community
volunteer work poured into this site. Both the Art Park and The
Aspen Theatre Company have spent an enormous amount of time
rehabilitating the physical elements of the site and developing a
community theatre program. The only direct expenditure from the
City was $5,000 from Council for 1990/1991. Other City Departments
have provided in-kind services during the past year.
As was noted above, the provision of a permanent structure will
require new sewer and water lines and if housing is built on-site,
a full service road with a fire hydrant would be required. The
application does not identify how these services will be funded.
These details are typically found in the final SPA application.
For final review, the group must clearly identify funding sources
for the programs and what support is anticipated from the City'S
budget.
q. Whether proposed development on slopes in excess of twenty
percent meet the slope reduction and density requirement of section
7-903 (B) (2) (b) .
RESPONSE: Not applicable.
h. Whether there are sufficient GMQS allotments for the
proposed development.
RESPONSE: Allotments would only be required for development of a
permanent theatre structure. A GMQS Exemption is available for
projects that are deemed Essential Public Facilities. The
applicants believe that they qualify as an essential community
facility, but that does not negate the requirement to mitigate
employee housing (the Land Use Code does not allow the waiving of
this requirement). Formal action for GMQS Exemption would be
approved by Council at final SPA review however the question of
employee housing at this site is a threshold issue. Currently
The criteria for a GMQS Exemption considers the public purpose,
growth generation, availability for general pUblic use, servicing
the needs of the City and whether the development is a not-for-
profit venture.
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4. Issues
a) Although the 1988 conceptual SPA plan discussed a
performing arts center, the location was on the south portion of
the Rio Grande parcel. As stated in the application, "there should
be little debate as to the importance of having a theatre in
Aspen..." However, a permanent structure on this site may not be
appropriate. Staff questions whether the vision for the Rio Grande
parcel considered a developed parcel with very little open space.
b) Employee housing incorporated into the theatre building
would solve a very problematic issue for The Theatre Company and
mitigate employee housing requirements. From a land use
perspective housing would intensify the use of the site including
the necessity for an all weather road. Although the snow melter
has operated on a 24 hour basis during the winter, employee housing
would be a year round presence in this pUblic open space which may
not be appropriate.
c) The applicant has not yet demonstrated the need for this
type of structure or that other existing or planned facilities are
not available. Staff is not questioning the need for a community
theatre for Aspen. The issue is whether or not other facilities
can accommodate a theatre of this size and whether another parcel
could accommodate a theatre building while sharing support
services.
d) Any work that is
via stream margin review.
the final SPA review.
done along the river must be reviewed
Stream Margin will be addressed during
e) The theatre group's interim strategy to purchase a larger
tent, provide storage and bathroom facilities is temporary and
appears to be consistent with the P&Z and CC's original intent when
granting approval for a theatre tent in this location. The new
tent and upgraded facilities would improve the theatre patron's
experience, enhance the production capabilities, and provide an
opportunity for the theatre to either become established at this
location or seek out better accommodations elsewhere in the
community. However, for The Theatre Company to consider permanence
on this site and pursue fund raising, conceptual approval for a
theatre building must be received by both the commission and
Council.
5. Planning Commission Recommendation -
approval of the Art Park/Theatre program with
conditions:
Conceptual SPA
the following
a. The Commission recommends denial of housing on the site.
However, prior to final submission the applicant shall provide
employee mitigation plans to be reviewed and approved at final
review pursuant to the Land Use Regulations.
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b. Prior to final submission, the group must clearly identify
it's ability to provide funding for program development including
capital, operational, and maintenance costs and what specific
support and sources are anticipated from the City's bUdget.
c. No further site work is to be initiated, except as provided
by item Cd) below, until stream margin review has been accomplished
and incorporated into final review.
d. For those activities that would occur outside of the 100 year
flood plain or within 150 feet of the flood plain, a stream margin
exemption may be granted prior to further work.
e. Prior to final SPA submission, the gazebo and other permanent
structural features associated with the Art Park shall be
identified as to size and location on the final plans.
f. Prior to final submission, the applicant shall work with the
Commission to develop an operational plan and policy of multiple-
use for the Theatre building.
g. Prior to final submission, the applicant shall identify the
structure of ownership, funding, and establish performance bonds
and default contingencies for the Theatre building and program.
h. Prior to final submission the applicant's shall address the
provision of sewer and water services and other public facilities
for the proposed building.
D. General Recommendations - The Planning and Zoning Commission
has made the following General Recommendations and Conditions of
Approval for the Rio Grande parcel:
1. The City Attorney's office has recommended that voter approval,
pursuant to section 13-4 of the City Charter, is necessary for the
expansion or location of these programs on the Rio Grande parcel.
In addition, for long term activities on Municipal property, terms
of agreements should be worked out with the City. These conceptual
approvals and conditions of approval do not set forth the terms and
conditions that the use shall be established.
2. Each applicant shall submit their final application for a two
step final SPA review within two years of conceptual approval.
3. GMQS Exemptions shall be reviewed at final SPA review.
4. Staff shall provide information regarding the alignment and
terminal for the valley rail and shall include this information in
future SPA submissions for review to prevent conflicts with other
proposed uses e.g. the trolley and other uses.
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E. Desiqnated site for other community oriented Uses
As part of this conceptual SPA review staff would like the Council
to consider the desiqnation of a site on the Rio Grande parcel for
potential special community events. For example, an inquiry has
been made about the possibility of locating a farmer's market on
the parcel. Perhaps a market could occur every first Saturday of
the month on top of the parking garage. Staff realizes some
research would be required and specific criteria should be set
forth if a special event area was designated. At this point in
time, staff would encourage some discussion regarding this type of
land use and direction to pursue or not to pursue this idea.
The Planning commissio~ suggested that staff should identify
examples of programs ~n other communities and develop draft
guidelines for such uses for review by the Commission.
RECOMMENDATION: Staff recommends review of the Issues presented
under #4 of each proposal.
Staff recommends approval of the new tent (60' by 80'), the 250 sq.
ft. storage shed and 2 composting toilets for the theatre site with
the fOllowing conditions: 1) prior to the installation of the
temporary composting toilets the applicant shall receive a waiver
from the Council a permit from the Environmental Health Department,
and a waiver from the ACSD; 2) a stream margin review or exemption
shall be approved before the installation of the new tent and
issuance of a building permit for the storage shed and toilets.
The Planning and Zoning Commission recommends, to Council, approval
of the SPA recommendations with the conditions as identified in
Resolution 18 and reiterated in this memo.
ALTERNATIVES:
1) Deny conceptual approval for a permanent theatre building and
direct the applicants to pursue other sites e.g. the Wheeler
Opera House, MAA facilities.
2) Deny the location of the Trolley barn.
3) Deny the Rio Grande ball field route for the Trolley.
4) Establish the permanent location of the snow melter in it's
current location.
PROPOSED MOTION: I move to recommend conceptual SPA approval for
the:
1. Trolley Car Barn with conditions;
2. Art Park/Theatre Plan with conditions; and
3. Interim Theatre Plan for a 60x80 tent, storage shed and
2 composting toilets with conditions.
I move to deny the continued use of the Rio Grande parcel for snow
melting purposes and the facility must be removed by the 1991-1992
winter season.
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ATTACHMENTS:
A. Commission Resolution 18
B. Rio Grande Property memo
c. site Map
D. Referral Comments
E. Trolley Letters
F. Trolley Car Barn Plan
G. Theatre Building Profile
H. Revised Theatre proposal
and Park Plan
and site plan
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ATTACHMENT l~
RIO GRANDE PROPERTY
On Sept. 13, 1973 the City acquired the largest parcel (Parcel.A)
of the Rio Grande SPA. It was acquired by the city from a James R.
Trueman by Warranty Deed, Book 279, Pg. 745. (Mr. Trueman acquired
the property from the Rio Grande Western Railroad company on June
1" 1973.)
The 1982 city/Countv Aareement
In April, 1982, the city and the county entered into a "Land
Exchange Agreement", recorded at Book 426, Pg. 249. Tlie basic
elements of the agreement included the following:
The city -was to convey to the County a small
tract of land (5,621 sq. ft.) for the construct~on
of the County Jail (the "jail property").
The city agreed to vacate that portion of the
right-of-way that crossed over the jail property.
The city agreed to "incorporate in the SPA plan
for the Rio Grande property an area sufficient and
appropriate for' future County office space; and,
further, that the land so designated will, upon
request, be conveyed to the County without
additional consideration."
The County agreed to convey to the City
approximately 13,000 sq. ft. of land consisting of:
Parcel C, the "Oden" parcel;
- Parcel D, the vacated portion of Bleeker
street North of the "Oden" property;
- Parcel E, the "the old county stable"
property;
- Parcel F, a small triangular piece of land
consisting of a part of the vacated portion
of Bleeker street just north of the "stable
property"; and,
- Parcel G, the Aspen One property.
'l'he "Oden" property was to be conveyed to the City
subject to the following conditions:
1) The city was to pay the County
representing the amount the County had
paid to the Oden's for their property;
$98,553.00
previously
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2) The city was to assume the county's obligation
to continue paying on the note for the Oden
property; and,
3) "The reconveyance to the County of the Oden
property in the event a performing arts center shall
not have been constructed thereon within ten (10)
years of the date of this agreement. At the time of
such reconveyance the County shall refund to the
city all amounts paid to the County pursuant to
paragraph 4 (c) (3) and shall al,so pay to the City any
additional amounts paid by the City for the Oden
property pursuant to the note subsequent to the date
of transfer~ In addition, upon such reconveyance,
the city shall be released from any further
obligation to reserve and convey additional lands
to Pitkin County pursuant [to the previous provision
of theagreementJ."
On April 26, 1982, city Council passed Ordinance 20, Series of
1982, which vacated the 16 foot right-of-way over the "jail
property" in accordance with the 1982 City/County agreement.
On August 23, 1982, City Council passed Ordinance 41, Series of
1982 ,which implemented the terms of the City/County agreement.
On september 1, 1982, Warranty Deeds were executed for Parcel C
and 0 (Book 432, Pg. 102), Parcel E (Book 432, Pg. 117), and Parcel
G (Book 432, Pg. 11.4). On sept. 3, 1982, a Warranty Deed was
executed for Parcel F (Book 432, Pg. 186).
The Warranty Deeds for Parce1s C, 0, E, and F contain the following
reversionary interest language:
"PROVIDED, that the purpose of this grant is to facilitate
the construction of a performing arts ,center in accordfance
with the City'S Rio Grande Master Plan, as it may be revised
from time to time. In the event that such a center is not
constructed by April 12, 1992, the above described real
property shall revert to the County."
The Warranty Deed for Parcels C and 0, the "aden" property,
contains the following additional language:
"at such time as the county makes payment to the City as
follows:
1. The sum of $106,598.32 representing the
amount the city has reimbursed the County for
payments under and pursuant to a promisory note in
the principal amount of One Hundred Ninety Thousand
Dollars ($190,000.00) between the County and Robert
R. aden, M.D., and Nancy C. Oden, plus
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2. Any additional amounts paid by the City
pursuant to the aforesaid promissory note between
the County and Robert R.'.Oden, M.D., and Nancy C.
Oden, plus /
3. statutory interest on the above amounts paid
by the City, from date of payment...
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ATTACHMENT D
MEMORANDUM
SUBJECT:
Leslie Lamont, Planning Office
Reid Haughey, County Manag~
Rio Grande SPA Review'
TO:
FROM:
DATE:
February 26, 1991
I am writing to express comments' on behalf of the County
concerning the Rio Grande SPA Conceptual Review and any impacts
such review may have on the Rio Grande recycling facility.
It is the county's intention to implement a recycling program
that will be based on curbside recycling. As a result, the Rio
Grande recycling facility should not be significantly expanded.
We cannot at this time anticipate that the recycling facility
will be diminished in any way though. Therefore, we are
reluctant to encourage any encroachment on the area. We
anticipate that we will have a permanent and consistent presence
in our current facility for the foreseeable future. Please
consider this in any proposals that come through this process.
We look forward to cooperating with other tenants of the area.
Please contact me if I can provide any additional information or
answer any questions. Thank you for this opportunity to comment.
, pcsem/wp/rh2.336
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MEMORANDUM
TO: Leslie Lamont, Planning Office
FROM: Jim Gibbard, Engineering Department Cp.
DATE: February 12, 1991
RE; Aspen .Trolley Conceptual SPA
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Having reviewed the above application and made a site visit, the
Engineering Department has the following comments:
1. The alignment of the trolley line as it passes between the
County Jail and the Youth Center does not allow the required
width for bicycle and pedestrian movelllent. The engineering
Department agrees with the trolley consultant's view that there
will be a small amount of conflict time between the trolley and
pedestrian/cyclist. However, we recommend that warning signs be
placed an adequate distance away from this area to allow the
pedestrian/cyclist to prepare in ca~e there is such a conflict.
2. The applicant needs to coordinate the construction schedule
with the Electric Department. They will need several months lead
time to order a special transformer or any other special
equipment.
3. The State Highway Department has indicated a warrant study
will have to be done if an interrupt signal for traffic is
proposed for Main street. The plan for the trolley crossing at
Main will also have to be approved by the Highway Department.
4. The applicant will have to discuss the tracks crossing the
snow dump road and what it will do to the grade of that road with
Jack Reid of the streets Department. Detailed plans and a cross
section of the area need to be submitted so that the grade
changes to the road can be evaluated.
5. The applicant proposes to place poles in the center of Galena
street which could create a problem for snow removal. If a 3
foot wide island could be constructed in the center of Galena to
accommodate these p~les, snow removal would be much more
efficient.
6. There has been some concern about the steepness of the grade
near the Youth Center and County Jail. The applicant needs to
describe in more detail the capability of the trolley to
negotiate steep grades.
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.7. Construction projects in the public, right-of-way should be
timed to coincide. if at all possible. The Sanitation District
plans to construct a new sewer line in Galena Street this fall
and the Streets Department plans to do an overlay on Durant
Street this summer. The applicant will need to coordinate this
project with these projects if that is possible.
8. There is potential for the proposed access to the recycling
. ceJ1ter and for the parking spaces. that are proposed to be in
conflict' with the movement of snow dump trucks, especially since
this road is fairly steep. This problem,.along with the problem
of the tracks and grade of the road, brings up the question of
the compatibility of the Snowmelter with this project. If the
answer is to move the snow dump site, then the applicant needs to
share in the responsibility of finding a workable solution to the
snow disposaJ: issue.
jgjtrolley
cc: Chuck Roth
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FEB t 4 1991
Wf~.~~~PJf~
. 420 E. HOPKINS AVENUE
ASPEN. COLORADO 81611
(303) 925-5532
TO:
Carol O'Dowd, City Manager ______-
Leslie Lamont, Planning Office~
FROM:
Peter Wirth, Fire Chieft~
Comments, Aspen Trolley Conceptual SPA
RE:
DATE: February 13, 1991
----------------------------------------------------------------
The following are comments on the "Aspen Trolley" project with
specific regard to firefighting, fire exposure protection and
fire rescue on buildings adjacent to the proposed Trolley route.
History - in 1987 Aspen Fire Department supported the City of
Aspen's action in the undergrounding of all electrical and
utility lines within the City of Aspen. This support was based
on the electrical hazard reduction to firefighters and rescue
victims when working around power lines. There was also a hazard
reduction in the form of tree limbs contacting high power lines
during high winds or heavy snows that Aspen receives in early
fall or late spring when the trees were in blossom. Since the
undergrounding of utilities, the Aspen Volunteer Fire Department
has had a significant reduction in the number of responses
directly related to overhead power lines.
There are a number of large buildings that are situated along the
proposed trolley route. In reviewing the drawings of the track
layout in the streets and the electrical lines and their
approximate location in the air, the Aspen Fire Department would
have a difficult time performing building rescue and exposure
protection for those buildings located along the proposed
corridor. All building rescue operations would require the use
of ground ladders. All alUminum ladders on fire trucks would
need to be replaced by wooden ground ladders. The fire service
over the years has phased out the use of wood ground ladders due
to their weight and lack of strength. I believe that there is
only one manufacturer left that builds a NFPA compliant wooden
ladder.. The San Francisco fire department which has similar
problems builds their own wooden ladders.
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The location of the overhead electrical lines in this project are
in a direct line of contact with any aerial unit that we would
use to perform building rescue or exposure protection in a
defensive fire attack mode. The fire department operates two
pieces of apparatus that would service the area, a 48 foot
articulating boom with bucke~, and a 75 foot water tower. Both
of these aerial devices are approximately 12 feet in height. It
appears from the drawings submitted that the overhead power lines
are approximately 15-16 feet off the ground. This distance does
not provide sufficient clearance for use of our aerial devices
and seriously compromises firefighter safety and rescue efforts.
There should be a safety margin of 15 feet between firefighters
and power lines. The power lines would also interfere with any
ground water'monitors that we would use in building exposure
protection or for defensive fire attack. Setting up our ap-
paratus in the middle of the street between the power lines
provides insufficient reach for both of our aerial devices and
insufficient clearance ,between the apparatus and the power lines,
ZJ
At this point in time it would be difficult for the Aspen Fire
Department to support this project unless an alternative method
other than overhead electrical power lines were used to power the
trolleys. I strongly recommend an alterna~ive method of power.
If you have any questions regarding our comments please contact
me at 925-5532 or 925-2303.
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MEMORANDUM
TO: Lesl ie Lamont. Planmng Office
FROM: George Robinson, Parks Director
RE: Aspen Trolley Conceptual SPA
DATE: February 15, 199 I
The Parks Department has several comments/concerns in regards to the proposed
Aspen Trolley as follows:
I. The site for the Car Barn is presently being used for the Recycle Center and
snowmelt area - Are these areas to be relocated? Where?
2, The section between the Jail and the Youth Center looks to'be below subgrade
by approximately six feet. With very I ittle exposure to sunlight, are there any
special plans for any type of snow rerqpval in this area? What type and wl)ose
responsible? Installation of an ice melt system within the sidewalk would be
strongly recommended due to the lack of apparent sunlight.
}, Presently, ttlere is a pedestrian commuter route between the Jail and Youth
Center. Will this be eliminated if the trolley goes through this area? The drawing
showing this section sl)ows only a six Foot margin between trolley and wall.
However, in the adopted pedestrian/bikeway plan the recommend corridor stlould
be at least eight feet wide, It is also recommended that a fence/railing be
installed between the tracks and the walkway for safety precautions.
4. At the nor:tt\ end of operations in option '"1, I have some reservations about
making the Rio Grande Athletic Field any smaller, If the city loses the Plumtree
Ball rield to the four laning of Hwy 82, there may be a greater demand for
Rio Grandi; Park for' aUlletlC events, sUcrl as :.;oftbal1 , rugby, soccer', elc.. Wi11
track and trolley become a problem with balls Flying into trolley cars and tracks?
Aesthetically, the trolley is disruptive to the visual impact of the area.
5, If a pedestrian accidentally walks in front of a trolley, tlOW quiCkly can a
trol1ev car stop in case of emerQencv?
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6. Please eliminate any options for going \JP Mill Street. I foresee many liability
problems with a trolley paSSing in front of the Wagner Play Area and through the
Pedestrian Mall.
7. If trolley is to cross pedestrian/bicycle trai Is as indicated in drawings, the
trails were not designed to support the weight of a trolley car. Tracks and
trolleys would break down asphalt and probably create numerous potholes at
intersections.
8. Extra construction considerations need to be made for tracks laid in mall area
between Durant St and Cooper. Reconstruction of mall brick"to accommodate
weight of trolley and construction of track laid.
9. If cable poles are to be installed in the middle of Galena street where tracks
split as indicated by drawings, what considerations are being made for snow
removal (ie. when Streets Dept does snow removal thev make wind rows in the
middle of the street and then the snow blower comes by and picks up rows)?
10. What type of signage, signal markers are to be installed?
11. Any estimates on breakdowns of trolley systems?
12. Double ended cars would be best option to keep congestion to a minimum,
saving money and less open space wasted.
13. If trolley were to be constructed, it might be wise to start project in spring
rather than fall due to time needed to construct railway.
.~ ..,~.,-
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FEe - 5
MEMORANDUM
Date:
February 4,1991
From:
Leslie Lamont, Planning Office
Dan Blankenship, General Manager~b
Aspen Trolley Conceptual SPA
To:
Re:
I have reviewed the Aspen Trolley Conceptual SPA and offer the
following comments on behalf of RFTA:
1. In general, the overall project appears to have many
benefits for the community and its sponsors are to be
commended for identifying contributions to fund project
capital costs. Evidently, once constructed, the system
is to be given to the City of Aspen by the applicants.
However, the applicants have not addressed how the
operating costs wi 11 be funded. The assumption, I
believe, is that RFTA will operate and pay for the system
once constructed. Unfortunately, however willing RFTA
might be to operate the proposed system, funding the
operating costs of the proposed system may pose a
significant problem for RFTA.
Thi.s year, RFTA was unable to fund the cross-town
shuttle, the off-season Airport/ABC shuttle, and
Silverking services, because of funding constraints. The
$231,000 - $270,000 estimated annual operating expenses
connected with the proposed trolley system, given the
current revenue and expendi ture forecast for exi st i ng
RFTA services, will be extremely difficult, if not
impossible, for RFTA to absorb. In order for RFTA to
operate the system at the levels envisioned, additional
revenues must be identified or some of the existing RFTA
services must be reduced or curtailed.
Ul t i mate 1 y, the RFT A Board of Di rectors " and not staff,
is responsible for making recommendations to the City
Council and the Board of County Commissioners regarding
annual bUdget priorities. Therefore, it may be possible
that the Board may view the trolley to be a higher
priority than other existing services.
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2. If double trackage is used on Galena, I would recommend
that, at a minimum, diagonal parking be eliminated on the
west side of the street. However, consideration should
be given to totally eliminating parking on Galena. Given
the width of Galena, it seems likely that the trolley
system will contribute to increased congestion. As
planned, Galena will continue to have parallel parking on
the east side of the street and diagonal parking on the
west side of the street. Add it i ona 11 y , the tro 11 ey
system wi 11 requi re sufficient room for two trolleys to
pass each other and for there to be "safety zones" to
load and unload passengers on both sides of the tracks in
the middle of the street. Add to these space
requirements the substantial number of large vehicles
which double-park in order to unload freight, along with
normal two-way automobile traffic on Galena, and it would
appear evident that some or all of the parking on Galena
must be eliminated in ordered to mitigate the congestion
that will result from adding a trolley system into a
corridor that is already significantly congested.
In conclusion, please let me know if you have questions or if
1 can be of additional service.
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. .... ,~,;"...."JOn Busch."has,",-kept us>'abreast, ot;..thi s project~ s progress. .s'ci:. ,that ....;.., ,.
..~:':Jr..~.~I~" ':,,'-e ~J~a.n f;' -schedlrf'e :ro~r:."""'~.j"eTit:ua.'l~'~h~iiIJt.t~t'io""!.~'~'Ke .;;-~~[;'~ ':1'!F.rtj.~ee;~~~:-'~ .--'
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,. 'l"i..r"e~~~~c:.~i".~~d,e:,. wi,~.~..~.~e.:::~i.~~h':~.~,~.~~_~,t.~.n:..~f'.::the_:~:.1.,r,g,:!..l.ey(sy.~tem.. -"):;,'::', .
~~~~::iing ':~,l.sruP.~'i o":~to~the' ~.~centra I --:/:b~;.;.~z:!:ss.~~;t::r.~ct{:0',;:rhe.~~4,f.;
al ena;.<:street,'1 i no .i s,~one ',of ",the ';0 I dest. '.1 i nes"~l n _our.;.,sys~elll.,,;wh.i ch :'r;~ ",\:,!:~.";,:
.,..,...""is~li!in'g moved up on,"our':line' rehabilitation schedule:':in 'an:..:.:....
..:.,4;ggi,,;,,"~~;attempt;;;to._,share "Costs...,".::mlll(imize:~.benef its, '.llnd. mi nimize ..-:impacts.,,,..,...;, ".;.. .
."':'-::._""'~_..,;:,~~mli;';.':";;.':'""."',',...".<.'*,;::'l:: '~, ":.., ..,.. "...I'!i,....~..."., ',' ,".~.I)P:'-.........,.. .'. .', ,.. ,1,,:.:. ~..'.... 'C"'''~".......~'~~if.s~'','" . . ._.,. ".......,; :_:i."",~..o::. .',
,:,:.~/'.::L.;,.:';.::.>duri.~g/t~e :!mp.lementation of the Trolley system.....; .. ~' .:,'le.',"'''' ':'"...,."f...,,;...,..
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":~")":f,~~~iThe..mos t::;cr:iJ'91al!i1:c!:lnp~>~!lif;0~~t;I'I~%+8J;7,\\~,ie:t.~,s;;;;i,JtV()1,v ~s(i!;'1i.~li!~~:t~;g:p;~eJt~~*~t~Bi;,,/ '
',' a I te~n~ t i ve :,?hos:Tl as,:thi s;:,issue"mus,t bE(:reso I ved prior'.::,J;_Ju:;.',.., ,
prellmlnary:englneering.EverY,effort should be, made,tolocate,' "
;~~!it;~~~~;!~i~~t~~~!;~~.~~~~;~i~~~~~~t~:~~~~!i~;t[;~~~~,i'~.~;iii!~~;
,. ..." extension of..Spring st.reet>~IlY'.conflictwi th thesewer,'line"and: .
,. "",' ,:, loop into Mill.street~, rf,of:Deari;;~treet.. ' ,
.~~~.. '. , ,";"'"":", :., '.",.' "".,.:...,.,.:..:.'..,:.;,.,..:,',,+,....;,.:',....';;,;:
, ACSD , apf'roved ,'()il:Y'~Tld!t'f':'; g,rease,'c<; sepel.'a tor",a\"ld,'ii;;c:lear~ ,,;.,wa ter"."""""
. , connect i o'ris'''' eanri'ot"'tie"'di rected't.6"i';:thesani tary"sewerc"'system','\as ..i s';',.;;i.',;
suggested on. page.,;".: 73, of. the " application. ,AU. lift"stations
..-,.....:..,.. _.. :: ., . :....-:.,.:""'.;;t;:,... "',.".-, ....:":.:..' ""....... ". '-.0".>:';' :....r .. , ". ,.. ". , .. .,.~ :... .-.,..'; '.,". ...-,':....:, , " :. :,',:.~.:-"..;;:: .., ," .. :-
required to' connect. c.the;;pI'oject to": our system' wi 1I,....,remaln the
property of the Trolley Company for maintenance and operation.
The applicant should include the costs of pavement replacement as
.,..,would be re'luiredi,n,area,s.where th~ DistI'ict's ,collectl~nsystem
ct\w.)';~~~~~,.t~~~:.~:):~,~:,~i~1.~t;g~~liB~~~~;~,~D~t;~;~~L{;lJJ~~rr~i:..~c{~::tt~if[~ji~.:~,.. .
>(i'\!;,;;,,;~t;,.,:iWe:<;!;appreciate~p;l"!?,I):-li';,~,.....!il9h '. s eft or. ts to CPOI'OCl"!l'": te, "..t he ,Tro I ley's
, implementation with 'the'District. "nd ol'l9purage?'the Trolley group
,to continue to work closely with the District in the future.
Sincerely,
z............."h...~ /'
Bruce Matherli)
District Manager
ATTAC~'E
cr:J
October, 22, J.990
Jon Busch
Aspen street Railway Company
548 Race street
Aspen, CO 8J.6J.J.
Dear Jon:
,-.
Pit:kin Caunt:y
I'am writing on behalf of the Board to evidence their willingness
to allow the Aspen street Railway Company to pursue land use
reviews and other matters concerning a proposed trolley alignment
across properties that .the county may own within the Rio Grande
site. Some parcels are owned by the city of Aspen and, some by
Pitkin county and we are not making representations as to .which
parcels are which, but are extending our willingness to pursue
the: permitting of a trolley way across any,properties we may own
on the site.
Please contact me if I can provide any additional information or
answer any questions.
S~~
Reid Haughey
county Manager
pcsem/wp/rhJ.0.3J.8
Administration
530 E. Main, 3rd Floor
Aspen, CO 81611
(303) 920-5200
FAX 920.5198
@ prinred on recycled paper
County Commissioners
SuiteS
506 E. Main Street
, Aspen. CO 81611
(303) 920-5150
County Attorney
Suite I
530 E. Main Street
Aspen, CO 81611
(303) 921)..5190
Personnel and Finance
SuiteF
530 E. Main Street
Aspen.C081611
(303) 921)..5220
Road and Bridge
Fleet Managem.ent
20210 W. Highway 82
Aspen. CO 81611
(303) 920-5390
/"""I
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CITY
SPEN
ncil
303-920-5 mistration
303-920-5198 FAX
October 26, ~990
Mr. Jon Busch
Aspen street Railway Co.
Aspen, CO 816~~
Dear Jon,
I would like to thank, you fQ.r the presentation of the ASPEN
TROLLEY FEASIBILITY STUDY prepared by street Railway Associates
of Dallas, Tx. and funded by your organization. I always admire
and want to encourage citizen' initiatives such as your effort.
From information developed in that study, with the assistance of
our Planning Office, with input from the Planning and Zoning
Commission and the Commercial Core and Lodging commission,
~o,uncil has, analyzed all possible cross-town shuttle options. We
ave concluded in a work session that your trolley proposal is
clearly the most desirable alternative.
Your project, utilizing historic American style trolleys, will
. enhance the historic character of Aspen' s commercial core and
will be a mass transit mode which people will actually want to
lride. It will be a community asset for generations to come. In
offering such a system to the City of Aspen, we anticipate that
it will be operated on some basis by' our Roaring Fork Transit
Authority. With a system being developed without tax dollars it
is a natural for it to be operated and maintained in conjunction
with our transit agency.
Council has instructed you to proceed with your SPA application
which proposes to use some city property for a vehicle storage
and maintenance facility and has instructed staff to work with
you. We look forward to analyzing and discussing your submittal
when it is referred to us by the Planning and Zoning commission.
As an attractive, non-polluting and historic mode of transport,
the trolley symbolizes in my mind the best of Aspen. It will'be
an important component of our efforts to clean the air and de-
emphasize the auto. Thank you for your organization's efforts.
Sincerely,
~,.~~
William stirling ~
Mayor of Aspen
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TABLE 1
ART PARK FIVE YEAR CONCEPTUAL DEVELOPMENT P~N '
Year One (1990)
1. Clean up area and remove all extraneous debris.
2. Contjnue landscaping from east side of Mill Street to berm.
'3. Design bike path alignment along river bank.
4. Initiate "'We Count"tree planting program.
5. Refurbish and expand flower gardens.
6. Expand outdoor sculpture.
7. Begin placement of outdoor solar lighting instruments.
8. Continue installation of iil'igation system.
9. Build steps and wildflower garden between~io Grande playing field and Art Park.
10, Erect theatre tent,
. Year Two (1991)
1. Continue landscaping and development of outdoor sculpture areas.
2. Re-configure bike path and re-contour ,river bank.
3. Re-configure and landscape River islands, and begin bridge .construction to
connect one island with the Art Park.
4. Expand irrigation and lighting systems.
5. Develop pedestrian corridor to youth center and downtown.
6, Erect theatre tent.
Year Three (1992)
1, Develop permanent theatre and affordable housing (note: Theatre construction is
expected to occur during year three, four or five, depending upon fund raising).
2, Continue landscaping/lighting/irrigation/sculpture placement.
3. Landscape pedestrian corridor to youth center and downtown.
4. Build and landscape covered picnic shelter.
Year Four (1993)
1. Complete landscaping around new theatre building.
Year Five (1994)
1. Complete landscaping of entire property.
5
ATTACHMENT H
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::11,1 JUl, 6199i,!
ALAN RICHMAN PLANNING SERVICE~\1L___.__j,0
. ._-_.__...."....~..,-~_..._..._'_....._-
July 16, 1991
Ms. Leslie Lamont, Planner
Aspen/Pitkin County Planning Office
130 South Galena Street
Aspen, Colorado 81611
RE: ADDITION TO ART PARK CONCEPTUAL SPA APPLICATION
Dear Leslie,
As I recently discussed with you on the telephone, the Aspen Community Art Park is
submitting an addition to their Conceptual SPA Application with respect to the proposed
theatre. The nature of the change, the reasons for it and an evaluation of the continued
compliance of the project with the SPA review criteria are included herein.
The Art Park is proposing an interim plan with respect to operation of the theatre tent.
While the Aspen Theatre Company continues to pursue its long term goal of establishing
a true theatre building on the site, it finds itself in the position of having to replace its
theatre tent by the 1992 season. There are two reasons for this need. First, the tent itself
deteriorated badly during the last winter season, due to the manner in which it was
stored. The tent is expected to last through the current season but must be replaced
prior to next year's season.
Second, the Theatre Company has been working with a professional fund raiser, who
indicated to the Board that it might be prudent to wait a few years before embarking
upon a major fund raising campaign. This conclusion was reached due to the existence
of several other (competing) fund raising campaigns in the Aspen community and the
need for the Theatre Company to be established in Aspen for a longer time before it
embarks upon such an ambitious program.
While its exact specifications are still being explored, the proposed tent which the Theatre
Company anticipates installing will be approximately 60' by 80', which is somewhat larger
than the existing 40' by 60' tent. It will be made of materials similar to the existing tent
and have a similar general profile. The tent will be set on a wooden deck, which allows
wiring to be run underneath and will be designed so as to eliminate the drainage
problems which occurred earlier this season from some of the surrounding City activities.
810 Midiand Park Place Aspen, Colorado 81611-2475 303-925-7634
r-.
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Ms. Leslie Lamont
July 16, 1991
Page Two
The Theatre Company would also like to construct a small structure as part of its new
tent, which would contain bathrooms and a small, enclosed storage area. Given the
location of the nearest sewer service lines in Mill Street and Spring Street, we have
determined it will not be cost effective to tap into the Aspen Consolidated Sanitation
District lines for these facilities. We have spoken with Bob Nelson of the Environmental
Health Department, who suggests we use "Clivus Multrum" composting toilets, with an on-
site, re-fillable water tank. He informs us an exemption from City regulations must be
obtained from City Council for this type of private system to be installed. We ask Council
to grant us this exemption, if supported by Environmental Health and the Planning Office.
The storage area would be approximately 250 sq. ft., and provide the Theatre Company
with a secure place to keep equipment and materials on-site, rather than continuing the
current cost and inconvenience of off-site storage. The structure for the bathrooms and
storage would remain on a year-round basis, but should not interfere with surrounding
City activities. A site plan of the proposed tent, storage shed and bathrooms is being
submitted by Harry Teague under separate cover.
Although the impacts of the proposed theatre building were demonstrated to be quite
manageable on the site, the impacts of the tent will be even less. For example, while the
new tent is larger than the current tent, the increase in size is not primarily intended to
increase the size of the audience. Instead, the, currently limited stage area will be
enlarged and a larger backstage area created, in place of the current arrangement of
having performers wait outside of the tent. It should be noted that a typical theatre
contains an equal amount of backstage area to audience area, a feature the current tent
cannot provide. Seating in the new tent is expected to remain at its current level of
approximately 80 persons (although an increase to 100 persons would be feasible, if
demand warrants), as compared to up to 200 persons in the proposed building. The
performance season would remain the same as today and not be extended year-round,
due to the limitations of the weather. We, therefore, believe the interim use of a new tent
will be in compliance with all standards for Conceptual SPA review.
We refer you to our original Conceptual SPA application with regard to the project's
community benefits and the manner of its compliance with the SPA review standards.
We request that the interim plan remain in effect for a period of five years, a time frame
which relates well to the City's regulatory procedures. Section 7-804 C. of the Aspen
Land Use Regulations requires a final development plan to be submitted within two years
of the date of approval of the conceptual plan. The Aspen Community Art Park intends
to comply with this limitation. Assuming the final plan is then approved, Section 6-207 E.
of the Aspen Land Use Regulations grants a three year vesting period to any approved
specific development plan. Therefore, the interim plan can remain in effect through the
period of vesting of Final SPA approval, since a building permit for the permanent theatre
I"'"
,1'""'\
Ms. Leslie Lamont
July 16, 1991
Page Three
will need to be obtained within three years of the date of vesting.
Please let me know if you require any additional information during your processing of
the Conceptual SPA and this minor change to our original proposal.
Very truly yours,
ALAN RICHMAN PLANNING SERVICES
~KJv1
Alan M. Richman, AICP
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EXERPTED FOR CONCEPTUAL
SUBMISSION
FINAL REPORT
ASPEN STREET RAILWAY
FEASIBILITY STUDY
PREPARED FOR
THE ASPEN STREET RAILWAY COMPANY
Prepared by
Street Railway Associates
Barton-Aschman Associates, Inc.
Gales Creek Enterprises of Oregon, Ltd.
MAy 3, 1990
,-..
,-..
CONTENTS
CHAPTER
fMa
EXECUTIVE SUMMARY ii
1 INTRODUCTIoN 1
2 ALIGNMEN'l' LOCATION OPTIONS 3
3 ENGINEERING ANALYSIS & CONSTRUCTION COSTS 5
4 VEHICLE REFURBISHMENT REPORT 10
5 CAR BARN MAINTENANCE FACILITY COSTS 73
6 SYSTEM OPERATIONS & OPERATING COSTS 75
7 TRAFFIC AND ENVIRONMEN'l'J.L IMPACTS 17
i
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~
EXECUTIVE SUMMARY
The Aspen Trolley Feasibility study was undertaken to update,
refine and expand upon prior work by The Aspen street Railway
Company relating to a proposal to implement a historic trolley
system in Aspen. The specific purposes of this project are;
1. To act as a local transit circulator system
between the parking garage at the north end of
Aspen with the businesses and hotels at the
southern side of Aspen:
2. To act as an added attraction for the tourist
to Aspen and to relieve the limited parking
problem and traffic congestion in the downtown
area along, and near, Galena street.
3. To restore,a historically significant portion
of Aspen's past as an operating museum for the
enjoyment and education of Aspen's citizens;
The feasibility of a historic trolley system in Aspen depends as
much upon the degree of community interest and financial support
which is demonstrated, for the project, as upon the technical
criteria. This technical report is limited to the feasibility of
certain criteria and the cost factors associated with the selected
criteria;
Route Alignment options
Engineering Analysis and Construction Costs
Vehicle Refurbishment options
Car Barn Options and Costs
Operational Costs
Traffic Considerations and Environment Impacts.
Other factors, such as market demand/ridership potentials, funding
needs, or revenue sources, have been addressed in other reports and
are not considered in this particular study.
ii
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Trollev System Alianment
The basic route for the proposed trolley was pre-established alonq
Galena street from the parkinq qaraqe now under construction to the
vicinity of Rubey Park as a result of earlier investiqation and
discussions with local officials and citizens. This decision was
based upon the ,fact that Mill street, located one block west, is a
much more heavily travelled street and contains a larqe nUlllber of
underqround utilities. A nUlllber of variations in aliqnment at both
ends of the route were considered and eli.inated on the basis of
cost, operational constraints, and/or negative environmental
impacts. The options presented within this report will offer three
aliqnment choices at each end of the route. All options assume
double-ended operation of the trolley vehicles. The selection of
any option at either end of the route will be reflected in the
construction cost estimates developed in this study.
The northern end options includes a loop aroundtheplayinq field
and two different stub-outs, all with a lead track to the car barn.
The southern end options include two stub-outs and one loop.
The north end option completely around the playinq' field and the
south end option via Durant, Mill, and Dean streets are recommended
for implementation due to the optimization of service and least
overall COmplexity in construction and system operations.
Enaineerina AnalvsisandCosts
Each option is discussed in detail in the Enqineerinq Chapter as it
relates to the complexity of. construction, costs, traffic and
utility conflicts and as the option would affect the operations of
the trolley. The report describes the trolley operations resultinq
from each set of route options.
In evaluating the options, consideration was given to the fact that
the double ended controls will allow reverse ,operation of a trolley
on a single dead-end track with the maxi.um sa,fety.
Vehicle Refurbishment
The refurbishment requirements of the trolley vehicles were
documented in a separate report divided into five sections. They
are the purpose and scope, the physical evaluation, cost and time
evaluation, spare parts list, and the supplemental construction
requirements. It is the recommendation of the consultants that the
folding doors and heaters , be added since these components are
necessary for operation in the Aspen winter period. The operational
flexibility and safety of the system will be greatly improved by
double ending all cars. It is further recommended that serious
consideration be qiven to the installation of a low voltage
lightinq system which would include tail, stop and turn signals
under the anti-climber. The trolleys had turn siqnals in portuqal
iii
~,
and recent experience in Dallas has demonstrated the decline of
traffic conflicts when the lights are. used in mixed traffic.
Car Barn Construction
The Car Barn requirements include a development site which can be
made available by the City of Aspen, a building which will
adequately house the present vehicles with the possibility of
future vehicle acquisition, adequate room to perform the daily
maintenance as well as the usual heavy maintenance required on a
periodic basis, a service pit for under car repairs and
maintenance, a storeroom, a space for the power supply rectifier,
an office, and the space for storage of a line truck to repair or
adjust the overhead power system and/or act as a tow vehicle in
cases of need for removal of an inoperative trolley from the flow
of traffic.
An additional requirement, not usually included in a .vehicle
maintenance and storage facility, is the need to address the
required employee housing problem. Within the limits of the land
site, this housing requirement will mean the location ,of the
employee units on a second level of the building directly over the
maintenance shop. In view of the industrial nature of the car barn,
the noise factor of the adjacent snow melter when in operation
(with the arrival, operation and departure of dump trucks at all
hours of the day and night), the limited access to the living
units, and the lack of private yard space, the cost associated with
the housing units may be better spent by participating in, the local
housing authority's program of a cash payment in lieu of
construction.
iv
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CHAPTER 1.
INTRODUCTION
A proposal for an electrified light rail system in Aspen originated
with a group of local businessmen who had purchased ten classic
trolleys and delivered six of th_ to Aspen. The sponsors
incorporated the Aspen Street Railway Company, Inc., in 1977.
The company has cOllllllissioned this study to develop a route and
operating plan which will address needs ,of the cOllllllunity, mesh with
present and planned circulation patterns and is consistent with
other past Aspen studies. The intention is to provide a high
capacity transit link between peripheral parking, the center city,
and other major destinations that could not be served effectively
by busses, if at all. The plan would maximize to the greatest
possible extent the inherent, advantages of light rail over other
transport modes, which include the use of less costly and less
polluting fuel, smoother and quieter operation, higher potentia~
capacity, and greater public appeal. .
Although the trolley cars on hand are of classic design, the system
proposed will be compatible with other and newer types of
equipment. Successful light rail operations in Detroit, San Jose,
Dallas, and Yakima employ similar classic vintage equipment, some
of which are as old, or older, than the trolleys in Aspen. The
intention and expectation are that a major benefit to Aspen would
be that the trolley cars might achieve the same sort of symbolic
image identification for the city that the narrow gauge trains have
for Durango, the trolleys have for New Orleans, and the cable cars
have for San Francisco.
The City of Aspen has made a decision that public transit should be
fare free, and a fleet of busses is currently operated in this
fashion. While it is ultimately desirable that the rail system be
so operated, all presently available funding is currently allocated
to bus operations. The nature of the rail project, however,
indicates that its operating costs could be met from revenues that
would not be available to the bus system. Unsuccessful ventures
with space age teChnologies elsewhere, as well as unfortunate past
failures of a novel transit undertaking in Aspen. may have a
skepticism toward new transit proposals, but the fact that the
vehicles on location are in relatively good condition and that the
technologies envisioned are both simple and well tested provides
assurance that these problems will not be encountered, with the
proposed system. .
Clearly, a fare charging trolley would not compete with the free
bus system for most cOlllllluters and business travelers. However,
Aspen caters to large influxes of tourists during both winter and
summer seasons. Most of these come in search of new experiences,
for which they are well prepared to pay. Prices in Aspen, for botha
1
'^'"'.
exotic and ordinary goods and services, are among the highest in
the nation, yet the city's tourist facilities are usually booked to
capacity during the long peak seasons. People who will pay as lIuch
as a hundred dollars a night for a hotel room or over ten dollars
for a good Ileal should also be willing to pay to ride a streetcar,
either for its intrinsic enjoYlllent or as the easy way to reach
their favorite ski area.
The proposed vintage rail trolley system is consistent with past
planning efforts and responsive to earlier proposals and plans,
some of which have been officially adopted. The liystem is
compatible with the scale of Aspen development in terms of building
heights, accollllllodation of pedestrians, and the overall character of
the environDIent. It is also appealing to merchants by not being as
subject to relocation or termination.
The details of this study will support the conclusion that the
costs presented for the construction of the trolley system are a
reasonable investment in the Aspen cOllllllunity and will increase the
ambiance as well as be an attractive and functional asset.
2
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CHAPTER 2..
ALIGNMENT LOCATION OPTIONS
The proposed trolley route generally along Galena street has been
identifled as the only north-south trackalicpunent. The requirement
to reverse the trolley direction at either end can be accommodated
through several options. Four options at each end of Galena Street
are considered. The options below have been grouped according to
comparative features; however, it is possible to match different
north and south options and the Aspen community is urged to study
the traffic, utility/construction conflicts, vehicle configuration
possibilities, and the operational aspects before a final selection
is made. The final cost will be driven by the option selections
agreed upon.
Option 1
This route alternative is depicted on sheets 1 and 2 of the
enclosed drawings. It begins at the Rio Grande area as one-way
counter clockwise loop, completely encircling the playing field and
goes past the north side of the parking garage where it turns right
and proceeds up the hill onto Galena Street. The route then splits
into a double track configuration located in the center of Galena
Street and proceeds to the vicinity of Cooper Avenue where it
merges into a single two-way track to Durant Avenue. From this
point, a single track turns onto Durant Avenue, and circles the
block in a counter cloCkwise direction, connecting with the Galena
Street tracks at Dean Street.
Option 2
This route alternative is depicted on sheets 3 and 4 of the
enclosed drawings. It begins at the northwest corner of the playing
field near the Art Museum in the Rio Grande area, proceeds in a
counterclockwise direction around the playing field past the
parking garage where it turns right, and proceeds up the hill onto
Galena Street and into a double track configuration located in the
center of the street. At Cooper Avenue, the double track merges
into a single two-way track and proceeds to Dean street where it
turns to the right and proceeds to the end of the line at Mill
Street.
3
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Option 3
This alternative is shown on sheets 5 and 6 of the enclosed
drawings. It is identical to the configuration of option 2 in the
vicinity of the Rio Grande area except that it begins at Mill
Street at the southwest corner of the playing field. It extends
eastward past the parking garage and turns south onto Galena Street
where it proceeds up the hill ina single track configuration.
North of Main Street, it divides into a double track configuration
located in the center of the street., At Cooper Avenue, the double
track merges into a single two-way track configuration and proceeds
southward to an end terminal located on the west side of Galena
Street between Durant and Dean Streets.
4
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.r".
CHAPTER 3.
ENGINEERING ANALYSIS
The purpose of the enqineerinq analysis is to determine the impacts
and correspondinq solutions to construction of the trolley tracks
and overhead power system. The analysis addresses four distinct
segments of the trolley system route:
1. The Galena Street portion from the Sprinq
Street extension to Durant Avenue. This
includes the bicycle trail section.
2. The southern end of the route from Durant
Avenue to the end, or a loop, whichever option
is selected. An options are shown with the
associated operational cOlllllents and the
related construction costs.
3. The northern end of the aliqnment which will
either be a loop around the playqround or a
stub Wye startinq at the intersection of the
bicycle trail and Sprinq Street extension.
4. The car barn facility and the connection to
the northern operational track.
North and south options have been combined for " ease of discussinq
an operatinq scenario. However, any combination of north-south
options is feasible and can be selected accordinq to the desires of
the cOlllllunity.
1. GALENA STREET
This section of the construction will be discussed first since it
is cOlllllon to an other elements. The section beqins at the north
end of. the bicycle trail at Sprinq Street and proceeds south to the
Durant Street intersection.
The track win be located within, or adjacent to, the paved bicycle
trail as shown ,on the plans. It is recognized that pedestrians and
trolleys do not usuany mix wen in the same space, but Detroit and
other cities have found that thesman amount of conflict time and
the pedestrian/cyclists' acceptance of the necessity toqrant riqht
of way to the trolley vehicles in a restricted area is recognized.
In addition, the traininq of the trolley operators and riqid
enforcement of safety regulation will maximize protection of the
users.
5
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After the track enters Galena at the junction of the alley and the
Dike trail, the track is routed to the center of the street where
a Wye switch splits the rails into two separate routes: north and
southbound sets of tracks. The tracks cross Main street with the
automoDile traffic, the trolleys will De controlled DY the existing
momentary interrupt signal at Main street, and proceeds southDound,
along the centerline of Galena to cooper Avenue. At this point,
another Wye switch is placed to perJllit a single track to pass
Detween the street lights and planter area of the pedestrian mall.
All trolley overhead support poles C.o/h poles.) along the Dicycle
trail are of the Dracket support arm style which requires only one
pole to support the trolley wire CseeFigure t 1). At the Wye
switch north of Main street, a span wire overhead support will De
strung Detween two opposite poles in order that the wire and wire
frog may have adequate support. This configuration is shown on all
option drawings. The o/h poles from this point south will De double
Dracket arm poles as shown in Figure t 2. The Cooper Avenue area of
the double track has a single Dracket arm support pole the same as
is located along the Dike trail. This o/h pole is used here instead
of the double span wire support since the pole can De located off
street and away from vehicular traffic.
The 'Wye switch at each end allows the trolley to move in the
desired direction from single track to double track and Dack again
without the need of the trolley operator making any adjustment to
the switch. In case of a prODlem, a manually thrown switch for
contra flow movement is possiDle so that a trolley could utilize the
opposite track in emergencies.
2. THE SoUTH END OPERATION
There are three options to consider for termination of the trolley
system at, or near, Durant Avenue. Each option has advantages and
disadvantages. The main question of necessity is to determine the
practicality, and possiDility, of access to Dean Street. ,This
access to Dean street is dependent upon negotiations with the
property owner and obtaining an easement for any of the options
which enters this space.
Option t1 (see drawing '2) will have the trolley loop the south end
via Dean, Mill, Durant and returning to Galena. This will.allow the
removal of the trolley from Galena without any restriction, of
traffic blockage as would happen with other options. It will also
allow better service to the new hotel under construction and any
improvements made,on,either side of Dean street~ The trade-off is
the extended trackage and four span supports systems which would be
required for the corner turns. There would De a need for a
momentary traffic interrupt signal at Galena and Durant for trolley
access to the north bound route. This momentary interrupt signal
would De tripped by a sensor located on the overhead and wired to
the signal controller. All parking along the south side of Durant
6
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.-..,
between Mill and Galena would
restricted trolley lane and no
along Durant.
need to be removed to allow a
interference with normal traffic
Option t2 (see drawing 14) will have the, trolley turn fro. Galena
onto Dean where it would dead end before reaching Mill. In this
option, a .omentary interrupt signal would need to be operated so
that the Durant traffic is not unnecessarily delayed. The
disadvantages are:
1. The contra flow operation of the trolley along Dean to
at least north o~ Durant with a transition fro. side of
road to center of road occurring in the Durant/Galena
intersection:
2. The requirement that only one trolley occupy the area
north of Cooper street at any time. Otherwise, the
reversal of trolleys would become a traffic hazard on
Galena street.
Option '3 (see drawing'6) would require the relocation of the east
curb line between Dean and Mill onc;alena street to accollllllodate the
installation of the stu.b, end track. This option eliminates all
track and poles on Dean, Mill, and Durant, streets but requires a
bridal overhead support system for the wires.
It is recollllllended that a momentary interrupt signal be installed at
the Durant/Galena intersection to permit trolley traffic to cross
Durant safely. The sensors would be connected in such a way as to
not give a false reading of the trolley direction. This method
would assure that only an approaching trolley would turn the Durant
signal to red when necessary. The momentary interrupt could be
coordinated with other Durant Avenue signals in close proximity.
3. THE NORTH END OPERATIONS
Option '1 would have the trolley loop the playing field via the
bike/pedestrian paths along the east, ,north and west side of the
field as shown on drawing , 1. Upon approaching Mill, Street, the
trolley tracks would be located east of the present Mill street
sidewalk and adjacent to spring street, south of the present street
lights and boulders. A set of Wye switches would be located at the
bike trail end of spring Street for directional control of the
trolley travel either to the barn or back to Galena Street. A
crossing would allow the trolley to approach the barn only after
making the entire loop. An additional option would be for one more
set of switches to allow direct access to/from the barn and Galena
street.,~e"",-9Jsadvantaqe;';;of~his option is the lenqtl1 of track to
be laid and the topography adjustments that will have to be made to
accollllllodate the trolley track and the bike/pedestrian trails in the
7
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....~
same general area. .Two big advantages would be the availability to
serve all of the, parking loti spring street area and the Mill
street/theater'area. '
Option t2 (drawing '3) would have a Wye configuration which would
reduce the track distance, conflicts with the sidewalks and bike
trails, and allow a shorter turn around time for better headways.
The car barn tail track would be a part of this Wye.
Option '3 (drawing '5,) would also have a Wye configuration and
reduce conflicts the same as Option '2. The disadvantage is the
reduced trolley s,ervice to the post office/Clark's Market/Art
Museum area.
In addition to the track configuration, the overhead wire and poles
must be conddered. The location of the poles determines the amount
of support required for the wire. Cornets usually require more span
wire construction than is desired. The local decision to eliminate
all overhead wires will be violated: however, when the catenary is
compared with the large signal support poles and attached arms, the
visual pollution is very ,limited. Most people will not seethe 4/0
wire strung between po~es. It ~~ the cO~~E~!.i~~~~~nfigur~tions,
that, arl! most obj ect1.onable. ~'te';::~:,mro1:1ey~r"'Coach,.overhead~
~liareii':;:may,be used in certain , locations to. reduce the
objectionable overhead in curves and turnS.
8
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-
Construction Costs
For the estiaation of aaterials required for an operating system,
the prices estiaated for each option are a compilation of costs
from aanufacturers, contractors, and operating systems. The
following chart will define construction costs for each option. The
cOllllllon base units will be the Galena street trackage cOllllllon to all
elements and the car barn trackage/overhead.
unit
Galena st.
track
overhead
Subtotal
Car Barn
track
overhead
Subtotal
South End
track
overhead
Subtotal
North End
track
overhead
Subtotal
TOTAL
optionfl option '2 option '3
331,670 331,670 331,670
87,825 87,825 87,825
419,495 419,495 419,495
125,270 125,270 125,270
23,440 23,440 23,440
148,710 148,710 148,710
135,216
44,280
53,635
23,600
77,235
15,538
11,840
27,378
179,496
184,655 100,560 45,666
59,700 35,100 17,280
244,355 135,660 62,946
992,056 781,100 658,529
9
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CHAPTER 4.
VEHICLE REFURBISHMENT
The report of the trolley refurbishment was prepared by Gales Creek
Enterprises of Oregon, Ltd., after sending out a team, led by Paul
Class, a principle of Gales Creek, to thoroughly inspecting one car
as a representative example of all presently owned cars. The
vehicle was separated from the truck assembly, certain parts
removed, examined in detail, and then tested to deterllline the
repairs required. The body was also carefully inspected to
deterllline all sources and locations of damage, or deterioration,
and the necessary corrective measures to be taken. All of the other
five trolleys were examined, in place and as accessible, for visual
condition.
The following report is in five sections: purpose and scope,
physical evaluation, cost and time evaluation, recommended spare
parts purchases, and a supplemental construction recommendation. As
stated earlier in this study, the repairs, improvement and purchase
of spare parts are highly recommended so that the trolley system
may operate with a minimUll1 of down time and the community can
receive the assurance that all aspects of operational safety have
been addressed.
The are two items left out of the vehicle refurbishment report. The
requirement of the line truck will be noted in Chapter 5. A line
truck is necessary for servicing the wire overhead for adjustments
and repairs as well as use as a tow truck for disabled trolley
cars. The cost for a used line truck with winch and rotary lift is
approximately $20,000 to $25,000 used and restored. The need for
stop, turn, brake signals on the trolleys has also been noted. The
cost addition to the refurbishment report will increase
approximately $2,000 per vehicle for the low voltage light system.
It is suggested that a two-way radio system be installed if the
trolley is not a part of the present transit system in Aspen. Such
a radio system would allow the trolleys to communicate between the
cars and the barn, , or line truck, in times of need and for
scheduling inforlllation. The radios may be supplied with a touch key
pad which would allow the operator on the car to summon police,
fire, or ambulance assistance when required. An additional feature
would be the availability to shut off the power incase of an
accident where the wire structure was in danger of touching the
ground and in cases where the fire department requested the
shutting off of power. The estimated cost of six portable radios,
a base station, and telephone interconnect is less than $13,000.00.
10
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,-
UP" 'fROLLBY 8YSTBJI PBASIBILIn S'.rUJ:lY
for The City of Aspen, Colorado
ROLLI)JGS'l'OCJ:
!'CRary, 1"0
SOURCE: Gales Creek Enterprises of Oregon, Limited
l'UJUlOSB: The purpose of this section of the study will be to
define the process for bringing six 36 inch gauge Brill style
Trolley cars, presently owned by the city of Aspen, from their
current condition to a state of repair that meets with the
safety, operational efficiency and aesthetic presentation
necessary for regularly scheduled public service in Aspen,
Colorado.
Additional considerations will include certain alterations to the
cars in an attempt to adapt them to the severity of the Aspen
winter climate and the addition of duplicate controls, in five of
the cars, allowing flexibility in the desiqn of the system route
layout.
Specific information provided here will be: (1) the estimated
cost of the process: (2) estimated time to complete the process:
and (3) Recommendations for an initial Spare Parts Inventory.
Information relative to labor costs will be derived from national
averages in the industry. Procedures, historical treatment and
some parts information will be derived from inter-national
averages. All information will be based on full-time, scheduled
service.
, 11
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~
PIlOCBDUU I
For purposes of evaluation, reference to the cars will be .ade in
the following categories:
Body
structural
Interior
Exterior
Truck(s)
Wheels and Axles
Frame and Brake Rigging
Gears and Bearings
springs
Electrical
Motors
Controllers
Heating
Lights
Trolley Poles & Spring Bases
Track Brakes
Resistors, Lightning Arrestor and circuitry
Air & Mechanical
Air system
Sanders
People Catchers
Windshield Wipers
Destination Boxes
Retrievers
Hand Brakes
Tow Bar
Hardware & Miscellaneous
All references to "front" and "rear" are made relative to the "A"
end of the car being the "front" end. The "A" end is the end
containing the Primary Circuit Controls. The "B" end will,
therefore, be referred to as the "rear" end of the car. All
references to "left " and "right" are made as if one stood in the
center of the saloon facing the "front" of the car.
12
fI""">
fI""">
,
8tJPpr.1I!JlRN'l'll.L CON8'1'RtJCTIOH
As ment!oned in the Purpose and Scope of the work, there will be
supplemental work required, recolDlllendedor deSired to enhance the
operation of the cars, and, indeed, the line, that exceed the
necessity for basic repair and restoration.
These areas of supplemental,work are:
Foldina Doors. The cars are presently equipped with expandable
gates. These gates are included in the repair and restoration of
the car.
There are many ar9\1lllents in favor of replacing the gates with
folding doors with JIIechanisJllsthat could be operated by the
motorman. Those arguments would include everything from the
motorman's comfort in times of dire cold, to saving wear and tear
on the Bulkhead doors.
Heaters. There, is presently no heat source for passengers in
these cars. Their operation in Portugal did not require heat.
This study considers, as supplemental to the ,basic repair, the
installation of heaters. One would be placed under each
latitudinally place chair and one in each vestibule.
Double-Endina. car '418 is presently "double-ended". This means
the car has controls at bo,th ends and can operate in either
direction under power. The remaining cars are "single-ended" and
are capable of operating only in the direction of the controlled
end. Double-Ending the remaining five cars would allow all cars
to be operated on the line without installing a turn-around at
each end of the line. The cost of Double-Ending is shown in this
report and is based on a particular method devised to save money
and equipment.
13
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PHYSICAL BVALUATIOB REPORTS
The following pages contain individual reports on each of the
Aspen Cars. These reports are self-explanatory and include
information specific to the car.
Gales Creek Enterprises of Oregon, Ltd., removed the Truck from
Car '524 and determined its repair requirements. It was agreed
in determining the scope of this study that the Truck from Car
'52,4 would be used as a model for the assumed condition of the
remaining cars.
The cars were grouped together at the time of the study and '524
was chosen for its accessibility rather than its quality for
typifying an average condition. Therefore, it is recommended
that prudence be e~ercised in determining the condition of the
trucks under the remaining cars.
There will be some repetition observable throughout the reports.
This is due to the necessity of meeting safety standards for
operation. Running lighting, brake system and electrical
appliances effecting the operation of the car must be inspected
and up-graded on all cars regardless of condition.
Specifications for parts and systems used in the evaluation of
the work are taken' fr,om the 1911 Electric Railway Dictionary, the
experience of Gales Creek Enterprises of Oregon, Ltd. and the
wise counsel of other members of Street Railway Associates.
14
r'
/-',
Aopon f_Ibllity Study. f....ry. 1990
COOt E""I..tlon:
CAR. CAR. CAR. CAR. CAR. CAR.
MEA: t418 1519 1520 1521 1524 1526 TorALS:
Iody $14.974.00, $11.070.00 ,$13.720.00 $10.",.00 $ 9.1aD.00 $10.980.00 $70.859.00
Truct* $ 4.125.00 $ 4.125.00 $ 4.125.00 $ 4.125.00 $ 4.125.00 $ 4.125.00 124.750.00
Electric.l $ 9.723.45 $ 2.410.85 $ 2.222.25 S 2.335.85 $ 3.814.10 $1.905.10 m.411.60
Air & _le.I $ 4.057.60 $ 2.171.60 $ 3.066.35 $ 2,397.10 $ 2,101.60 13.424.85 $17,919.10
Mardwlore & Illscell.......242.5O $ 1,951.00 $ 1.771.50 $ 1.831.00 $ 1,260.00 $1,861.00 $10,924.00
finish..:
Exterior Paint $ 7,200.00 $ 7,200.00 $ 7,200.00 $ 7.200.00 $ 7,200.00 $ 7,200.00 143,200.00
Interior Paint $ 1,440.00 $ 1.440.00 $ 1.440.00 $ 1,440.00 $ 1,440.00 $ 1,440.00 $ 8.640.00
Intarlor Matural $ 4.320.00 $ 4,320.00 $ 4,320.00 $ 4,320.00 $ 4,320.00 $ 4.320.00 S25.920.00
Truck $ ,450.00 $ 450.00 $ 450.00 $ 450.00 $ 450.00 $ 45O.QO $ 2,700.00
Clean and Prep $ 270.00 $ 270.00 $ 270.00 $ 270.00 $ 270.00 $ 270.00 $ 1,620.00
ContiftlleRCY (lOX) $ 4,880.26 $ 3,540.85 S 3.859.21 $ ],530.40 13.486.07 $ 3.597.60 $22.ll94.37
W>-Total per dIiil,682.81 S38.949.30 142.451.31 S38,I134.35 S38.346.77 139,573.55
'W>-Total all c.rs
S251.1!38.07
Spore Parts Inventory
Add 12,996.25 if DoI.ible Endi", C1ptlon ExarclHd
$ 35.847.85
$<b-Total all c.rs sza7.6S5.92
Neat unlta(10/c.r) $ 1,190.00$ 1.190.00 $ 1.190.00 $ 1.190.00 $ 1.190.00 $ 1.190.00 $7.140.00
W>-Total per c.r $54,872.81 140.139.30 143.641_31 $40,024.35 139,536.77 140,763.55
W>-Total all c.rs
1294.825.92
folding Door
$ 7.680.00 $ 7.680.00 $ 7.680.00 $ 7.680.00 $ 7,680.00 $ 7.680.00 S46.080.00
W>-Total per c.r 162,552.81 147,819.30 $51.321.31 147,704.35 147,216.77 $48.443.55
.................... -.... -". -7---
W>-Total all c.rs
S340. 905. 92
-
---
DOlble-Ending.
SO.OO $10.256.00 $10.256.00 $10.256.00 14.533.00 $ 4.533.00 $ 39,1134.00
Totals per c.r
162.552.81 ssa.075.30 161,577.31 $57,960~35 151,749.77 $52,976.55
- --
Total .... + All C1ptl_
S380. 739.92
~
. All Truck coats were derlwel frO. _lysis of the car 1524 truck; the only truck _rated f.... ita c.r body for this
study.
- These coats were derlwel f.... . proc_ whereby the 8IC controllers and ..... other ports specific to the 8IC syst..,
are ~ f.... cars 1519. 520 & 521, two of these controllers and specific porta placed in cars 1524 & 526, thereby
do<Jble-ending th... ,then cars 1519, 520 & 521 receiving two (2) 135JJ controllers. and specific porta. each, thereby
cb.ble"endinQ thell. Thi. sterdlrdizes pert. per car end leaves one 8K10 Controller, end .~pIIrt., for Spare 'arts
Inventory.
71
--..
~c
Aspen f_lblllty Study. ftbruery. 1990
TI_ Evol..tlon: .....1_ othervlle ._ed. tl_ _ In __ _
Total. ll.ted hera ara for the -..t of total shop tl_ to perf_ the _k. They do not .llI"lfy the -..t
of tI_ a particular car or groupo of ca.. _ be be tied up for conatructlon.' The ..- _t likely will
......rlllP. rlIducl", actual lI_r conatructlon tl_ par car to about 60X of the total shop tl_ (In calendar dara)
required for the _k. Theae flp.. do not Include part. &hl~t or teatl",.
CAR CAR CAR CAll CAll CAll
Area: t41a: 1519: 1520: 1521, 1524: 1526: Area:
...............-....-----------------.--.---------------------------------------------------------
Iody 45.75 34.00 39.50 33.50 2ll.25 33.75 214.75
Truck" 12.00 12.00 12.00 12.00 12.00 12.00 72.00
Electrical 17.00 5.25 5.25 4.75 a.oo 4.50 44.75
Air" _....Ical 9.00 6.00 a.25 6.75 7.50 a.25 45.75
H.~8re & Miscellaneous 3.50 2.50 2.25 2.50 1.25 2.25 14.25
flnl"'" 33.13 c 33.13 33.13 33.13 33.13 33.13 198.711
Cl..... " Prop -!..22 ' ~ ~ ~ ~ ~ .MJ!g
Total. per car 126,.38 98.88 106.38 98.63 96.13 99.88
- - - - -. -
Total .tlcarl 626.211
-
Heat Unl ta --1...!!l --1...!!l --1...!!l --1...!!l --1...!!l --1...!!l ~
Totals per car 127.711 100.28 107.711 100.03 97.53 101.28
- -~ ~- aE:_a:: -~ --
Total all cars 634.68
-~
foldl", Door. ~ 19,1!O 19.1!O ~ 19.1!O ~ !!Y2
Totals per C81f 147.sa 120.08 127.sa ,119.113 117.33 121.08
--. -- -=- -.. ...... -
Total all ca.. 753.48
-
Ocxble End!", ...!...2!! ...11.:m ...11.:m 11.70 ...11.:m ...11.:m sa.50
Toul, per car 147.sa 131.711 139.28 131.53 129.03 132.711
- - -.. _..ca ~~~ -
Total all car. a".98
-
The followl", breokdowna "FPly only to the!l!.!ll work _., I.e. "Iody" thl'ClUgh "Cleen" Prep".
Calendar Weeks: 25.211 19.711 21.28 19.711 19.23 19.98
Calculated .t 5 &hop days
per-
Calendar Month.: 5.85 4.sa 4.93 4.57 4.45 4.62
Calculated at 21,6 ahopdoya
per -.th
. All Truck tl_ were derlwe! f.... .....lyo!. of the Car 1524 truck; the only truck aepor.ted fr.. It. car body for this
.tudy.
- These tl.. were derlwe! fr.. I proceaa whereby the 8IC controller. and __ other part. opeclflc to the BK .yst....
Ire r_we! fr.. ca.. 1519. 520 " 521. two of these controller. and opeclfic parts placed in clr. 1524 " 526, thereby
do<ble..."Ii", thell. then CI.. 1519. 520 " 521 racelvl", two (2) 1C35JJ controllers, and specific porta, each, thereby
dc:K.ble-ending theta. This standardizes peru per CIIr Md leaves one .10 Controller, endsc.e perts, for Spare Parts
Inventory"
72
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.
CHAPTER 5,
CAR BARN MAINTENANCE FACILITY
The construction of a maintenance facility for storage and servicing of the trolleys requires
space for an office, storage of parts, a room for the power rectifier, tracks for storage and
h&ht maintenance of the cars, and a repair pit area .for working under the cars as required.
AClditional space must be provided for a limited ,number of tools and working space for
repair/refurbishment of components that may be removed from the vehicle.
The building proposedis"i~eel,.frame;'iCOttcretebloe~ucturewhich contains an office
and storerooms in,an add-on unit. ThC' main structure has two c:omponents: a work/storage
area containing about 4450 square feet of floorsur.face and a clear span twenty feet high
cc;iling; and apartment units located over the maintenance area for employee housing (see
Figure 3).
The distance from floor to ceiling is required for the installation of the trolley wire at a
height which will allow a man to stand on the top of the car to work and yet not come into
contact with the wire. There are three tracks enterins the barn. Two tracKs are for stora&e
and light housekeeping while the third track has a JlJt for servicing the undercarriages of
tlJe vehicles. The entire structure including the office/storage space, is recommended for
fire sprinkler protection.
While trolleys do not have the need for as many lubricants, oils, and solvents as a
comparable bus maintenance facility; there is a need for some storage of these items on-site.
The livin& quarters located directly above a maintenance area will require fire protection
for the safety of the occupants. It IS anticipated that a4" water line would suffice for the
requirements of the shop, the apartments, and the fire system.
Electric service to the site will be 480 volt A.C. with transformers on site to convert the 480
volt to 600 volt D.C. and also to 110/220 volt house power for the offices tools, and living
quarters. There will be a master disconnect for the 480 volt A.C. mounted within easy access
to the office or shop. Other disconnects would include a master control for the rectifier, a
separate DC 'power disconnect for the shop and for the exterior track system, and separate
disconnects for the office, shop, and apartments.
Other utilities serving the site will be gas for the infrared shop heaters and for heating and
cooking in the apartments and installation of a sanitary sewer line. The sewer line may
require a lift station to allow discharge into the sewer ,system. If so, a septic tank is
recommended for deterioration of sofid particles and the pump would handle the effluent
without a grinder. Except for water used in the washing of trolleys, very little waste water
is aeneratea from the sliop. Surface water would be conected into a separator tank prior to
belDg discharged into the sewer system.
Employee housing must be supplied by any new business in accordance with the laws and
ordlDances of Aspen. Such housing may be on site, of.f-site, or subsidized through the local
housing authority. For the purpose of this study, it has been assumed that suchbolising will
be on site and located above tlie shop area. the only area on site large enough for the
number of full time employees suggested for operation.
The apartments may be configured to have one unit of approximately 700 square feet, and
six units of approXimately 625 square feet. If only five employees are reguired to have
housing prOVided, the six units could be reduced to four units of approximately 937 S@!lJe
feet. The present estimation of construction and finish out costs for the apartments is ~.OO
per sq uare foot.
Construction costs for the car barn site and improvements are:
Item Total cost,
Barn 4450 SF Steel &; BIOCkl $80 SF, $356,000.
Office 375 SF~Steel &; Block $80 SI:., 30,000.
Apts. 4450 Sr Steel &; Block $90 Sr~ 400,500.
Electric underground service, 3 0 LF (/j)~20 6,000.
Gas Connect fee &; service... 100 Lr(/j)$3 LF 600.
Water service, 4" line, 300 Lr (/j)$30 LF 9,000.
Sewer service &; fee, pump/tanle/separator 60,000.
Fire Fire System, Water &; Alarm 25 ogo.
. Total ~117:1 o.
73
~,
.-
According to figures provided by the architects and contractors in Aspen, the cost of a
maintenance facility of a steel building shell (Butler style) without the housing units would
cost approximately the same as the steel structure an~ concrete block:
Barn 44S0 SF Steel &; BIOCk~ $80 SF, $3S6,OOO.
Office 37S SF, Steel &; Block $80 SF 30,000.
Electric underground service, 0 LF ~$20 6,000,
Gas Connect fee &; service... 100 LF@$3 LF 600.
Water ' service, 4" line, 300 Lr @$30 LF ' 9,000.
Sewer s~rvice&; fee"pump/tanli:/separator 60,000.
Fire t::-ti~ystem, Water &; Alarm S4i~;288:
Thus, the cost of on site housing is more than $400~SOO.00, or a minimum of $190,SOO more
than the $2101.000 estimated if the company participated In the local housing program at a
cost $30,OOO.Ou per unit (times 7 employees).
74
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~
CHAPTER 6.,
SYSTEM OPERATIONS AND COSTS
ODerations
The daily operations of the trolley system will be demand driven to provide adequate
transit service to Aspen according to the seasonal demands. Off peal< operations will require
less freCluent trolley headway than the peak "asons. It is anticipated that the off season
demand may bemet.with one trolley in operation from 7 A.M. to 10 P.M. on a frequency. of
approximately 10-12 minutes headway. The peak season will require tWO trolleys operating
on a six minutehcadway. Operations will be everyday, all year round.
The stJiffing1equireJD"entS.f2t:" suc.I!:"J1~y~tep1..wiUJ:e!l.yir!J! ma.n.ge.rlmecl1anici:aq:lll:rt;:time
,;""1 ",lli.tYl'bookkeeJ?Cr ,three funYtime'OJ)Cl'altrrs'1l1fil,onei'ull-liiiiwoperator /mechanlc/The
"peak season operations will require the addition of two full time operators, one part time
operator for the off-season operations and one part time mechanic. The wage rate for such
operators is projected to be abase of SII.OOperhourplus a benefitJ)ackage of 34%. The
part time operator p.&y scale will be the same rate for the number of hours worked. The
secretary pay scale is calculated at SII.OO including a 34% benefit package while the
manager pay scale is calculated at S40,OOO.00 base plus the 34% benefit package.
The benefit package and labor rates are based on the present wage scale paid to employees
of RFTA. '
Insurance premiums are the hardest to calculate as the workman's compensation rate
changes dramatically. While the RFT A insurance costs far the addition of the streetcars is
unknown at this time (RFTA insurance is supplied through the management contract),
general liability. and comprehensive ilisurancefor the vehicles, equipment, and barn are
projected to be S29,540per year. ,
Electric costs are predicated upon a rate of .05 per kilowatt hour. The trolley car will
avera~e a 6 kilowatt hour draw. The total hours of operation are projected at 9000 hours per
year. The total electric cost for one 'year includes the operations of the trolleys, shop and
apartment use, and heating. The estlmation for all electric costs is estimated at SI2,OOO per
year.
MaintenllDce costs are very difficult to project as the preventative maintenance schedule is
derived from the thoroughness of vehicle refurbishm~nt that is accomplished. The degree of
preventative maintenance is always subject to discretlon of the manager. For the purpose of
this study, a yearly figure for all maintenance, includin& one major motor repair, trolley
maintenance, line trucle maintenance, and overhead repans/adjustment, is estimated at
S20,310.
Otl}er costs are tax and audit costs, office supplies, water, gas, taxes, et cetera, and are
estlmated at S26,250 per year.
Expense
Labor
administrative
maintenance
operations
S 68,830
48 76
I 33,320S250,926
29,540
12,000
20,310
~6
Insurance
Electric
Maintenance
Other
Total
A comparison with known RFT A costs will be found in the Appendix.
The operation of streetcars in the winter has, been mentioned as being a problem. The one
hundred years of experience all over the world points out that such cars as will be operated
in AS'pen did in fact operate in cities with a larger accumulation than Aspen and in wetter
conditions of winter. Nelson,,- B.C., Switzerland, cities in the northeast of the United States,
and in Colorado have no proolem if the snow removal is correctly operated. The proposed
75
~
~',
Aspen system will allow the City Street maintenance to clear the line in the street right of
way during their normal operations. The streetcar companies of old had a practice of
operating a car whenever any icing conditions were forecast. This trolley operation knocked
all of the ice off the wire before it had a, chance to build up. The op'eratlon of the wheels
along the track will tend to reduce the ice and snow buildup in the flange ways and along
the open track. The line truck should be fitted with a hydraulic plow to assist the clearing
of snow from the tracks when required.
Revenue
Additional revenue may be realized through the sale of copyrighted and trade mark items.
Tbe sale of Tee Shirts, coffee cups postcards, et cetera, is a major source of revenue in
trolley museums and also at stores llcensed by San Francisco and Seattle. New Orleans also
sells.a good number of private charters. including the decorations and food, for additional,
profltable revenue.
The sale of specialty advertising in the cars, or on the exterior may be sold to stores
wanting to re,acb a select market or for institutional purposes. Dallas presently has a
contract which may maximize net income from the intenor advertisements, plus two
exterior, front advertisements on each car and projects up to 572.000 if all ad space is sold.
Presently, after six months of operations. Dallas is realiztng over 53,SOO per month with
additional ads in preparation.
76
,,,......,.
/~
CHAPTER 7..
TRAFFIC AND ENVIRONMENTAL IMPACTS
Traffic
The selection of Galena Street route was made primarily because of its directness between
the parking garaae and the ski slopes. While Galena Street earries from 4,000 to 5,000
vehIcles per oay during the peak ski season, according to the Transportation Element of the
Aspen Area Comprehensive Plan, prepared In September of 1987, tlie trolley vehicles can
flow with other vehicular traffic without capacI,ty Jlf,oblems at comparable operating speeds
appropriate for the central area. The options using Mill, andMa, in streets will encounter
volumes in the range of 7,000-10 000 vehiclesj)l'rday which could create congestion
problems. The option using the ahey _next to theparlCing garage would conflict with the one-
wa.y 9peratiol! of.the banI( traffic. Move1l!-ent.of the; trolley vehicles would ~ controlled by
eXlstlDg traffIC sIgnals except where specIal sllnallnterruptjlhases are requlfed to allow
the trolley vehicles to make left turns through Intersections from the curb lane. It also
appears that nearly all of the existing on street pukingean rl'main.The above,referenced
report indicates tliat pedestrian volumes crossing the various trolll'Y alignment options at
the south end of the route are not excessive and can bl' safely accommodated at signalized
intersections and desifnated crosswalks. Trolleyop.erations on existing bus routes are
limited only to thl'op ions utilizing Main, Mill anij Purant.The option passing tl1rough
Rubey Park will create some potential conflict with bus operations at tlie transit terminal.
At the north end of the route, the trolley tracks should be located adjacent to (rather than
on) sidewalks, joggj~g paths~and bike trails\ wherevl'r possible',to a void confhcts with users
of these facihtles. Itsliould De p'ointl'd out tnatPetroit, San JOSI', portland, Penver and
several other cities, presently mix pe<iestrians and, transit without serious problems.
f, tion I provides the least amount of conflict with vehicular traffic that will be entering
d exiting the parking garage..Trolley loading and unloading points should be located
ay from the garage access (Inves.
r .
Safet)' to passengers boarding and alighting the trolley vehicles at designated stops will be
affor(led In a manner similar to busses. Where trolley vehicles ue requlfed to load from the
center of the street, special 'safety zones' will have to be created in the street to allow
passengers access to and from the sidewalks. These have been successfully provided in many
cities where this type of operation exists.
77
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~,
Environmental
It is well recognized that electrically powered vehicles are non-polluting transit vehicles.
Such vehicles also do not utilize the same amount of ,non-renewable resources as would a
gas, or diesel, engine vehicle as the electrical power source may come from hydroelectric
sources. The maintenance of the trolley also uses less solvents and produces very little toxic
wastes, such as motor oils, as comparable carbon fueled vehicles. Smce a trolley has. no
exhaust emissions, almost no dust (PMIO) Keneration, and would have a tendency to reduce
the reliance on .the automobile for transit Trom either the north or south ends of Aspen. it
will have a positive. impact on local air quality and potential traffic congestion along the
route,
The installation of electric heaters to keep all switches from snow and ice freezing is a
direct result of not utilizing an 'ethylene glycol based product which would require the
pouring of the solution onto the SWitches and, ultimately, into the ground. The glycol
Ilroquct would require one gallon, per switch on an average of at least seven to ten times
(Junng the year. .
The analysis of noise impacts was conducted using information obtained from the City of
Aspep, guidelines froll} the American Public Transit Association (APTA), and data from an
eXlstmg trolley operation.
Readings of ambient noise levels are periodically made by the City of Aspen in response to
citizcn requests. Figure 4 shows the location, time, date and levels of ambient noise along
the proposed trolley route. Noise levels, associated with bus operations in the vicinity of tbe
route are also shown at two locations.
The American Public Transit Association (APTA) has published lIuidelines normally used in
the development of new rail rapid transit systems. The APTA l{uldelines arc expressed in
terms of maximum acceptable noise levels from, a ~ass-by of a smgle train in various
community I and use areas. Table 2 shows the APTA Guidelines for maximum airborne
noise from train operations for various community categories,
78
".......,
".-,
TABLE 2
GUIDELINES FOR MAXIMUM AIRBORNE NOISE FROM TRAIN OPERATIONS
Lmax DESIGN GOAL
Community Area Category
Single Family
Dwellinlls
Multi Family
Dwellinlls
Commercial
Buildings
Low Density Residential 70 dBA 7S dBA 80 dBA
Average Residential 75 dBA 7S dBA 80 dBA
High Density Residential 7S dBA 80 dBA 80 dBA
Commercial 80 dBA 80 dBA 85 dBA
Industrial/Highway 80 dBA 8S dBA 8S dBA
SOURCE: American Public Transit Association, "1981 Guidelines for Rapid Transit
Facilities"
The trolley system will run through community areas thatcould be characterized as both
"High Densit, Residential" and "Commercial". Consequently, the noise criterion for noise
levels (Lmax will range from 75 dBA to 80 dBA for multifamily dwellings and 80 dBA to
8S dBA for commercial buildings.
In order to estimate the "wi~letE condition, noise measurements were taken at three
locations along the histonc t. ar es Avenue streetcar route in New Orleans, including
embedded track in Carondelet Street. Adjustments were made to these readin-Bs to reflect
new continuously welded rail (CWR) for the Aspen system. In all instances, tlie St. Charles
line uses historic trolley cars of a different make: but, with similar operating noise
characteristics, to those proposed for Aspen. The readings ranged from 70 to 75 dBA.
A comparison of APTA maximum acceptable noise level criteria and the anticipated levels
of trolley. pass-b-y noise indicates that the expected levels arc within the acceptable range.
The Municipal Code of Aspen allows passing motor vehicle noise levels of Up to 90 dBA.
An additional noise consideration is the high frequency. wheel squeal caused intermittently
when steel wheels navigate sharp turns on steel rails. Wheel squeal is a variable noise
ranging from a high-pitched screech to a low-pitched growl on dry track; on wet tracks it
can be non-cxistenL Measurements on the New Orleans trolley system showed that the A-
weighted maximum sound level was the same as a pass-by at 10 mph on tangent embedded
track. Any possible noise can be mitigated by operating around curves at low speeds.
The noise generated at the maintenance facility should be lower than the levels of other
commercial operations in the area, Trolley maintenance is not the same as a vehicle body
shop repair sIte nor even the same as a bus garage. There is very little noise at any time as
most maintenance consists of electrical inspections, mechanical adjustments to parts on the
trolley, and the washing of the vehicles. The loudest noise in the Shop is a table saw for
wood cutting or the air compressor: neither is operated all of the time.
The car barn structure can be arChitecturally compatible with the area through the correct
exterior design, or facade, especially if the employee housing is not added to the top of the
structure. Tlie rural nature of the creek and park area will be retained by providing
minimal paved areas and abundant landscaping on the site.
The impact of visual clutter of poles and wires is minimal as the Galena Street route will
utilize single J?(lles with double mast arms which do not require span wires from both sides
of the street. The visual effect of the ]loles at 100 foot intervals with a single wire attached
to each mast arm is less than the traffic signal poles with mast arms at several intersections
alonLMain Street. The poles and wires ada a historic clement to the vintage, classic trolley
cars. -The aesthetic quahty of the trolley system is consistent with the charm of a small town
with historic structures and the smaller vlOtage trolley vehicles arc in scale with pedestrians
and the two to three story buildings in Aspen.
79
~,
~
APPENDIX
~
~,
OPERATING COST COMPARISON
The following is a comparison of Roaring Forks Transit's known
operating costs to the suggested costs if the street car
operations are provided by a private firm. The RFTA costs were
supplied to the consultants by Mr. Blankenship. The costs for the
private costs are as derived from McKinney Avenue Transit,
Dallas, Tx., and from resources outside the MATA financial
figures. All MATA costs have been updated to reflect cost as may
be prevalent in Aspen, such as the local labor rate as paid to
RFTA employees, the associated benefit package, utilities,
uniforms, etc.
The costs of insurance has not been supplied by RFT~ as such
insurance is obtained through the management company and the
impact on increased costs, if any, are not known at this time. If
the costs of comparable priced busses does not increase the
insurance, then the addition of streetcars instead of busses
should likewise have no effect.
It should be noted that the cost savings available under
operation of the trolley system by a going concern will include
capital and operating costs. Such items are, office furniture,
the computer and software programs, some tools and equipment,
marketing production costs (if combined with the present
operations), office supplies by bulk purchase, dues and
subscriptions, uniforms, labor, maintenancO; costs associated with
the service vehicle, and other unspecified items which may be
purchased at a lower costs through bulk purchases.
ADMINISTRATION
Labor
General Manager $ 40,000 $ -0-
Secty/Bookkeeper 11,400 -0-
Fringe Benefi ts 17,490 -0-
Subtotal $ 68,930 $ -0-
Insurance
General Liability $ 17,500 Not Available
Auto Liability 1,000
Physical Damage 5,000
.Bldg. & Contents 5,000
Crime (3D) 300
Radio Floater 240
Boiler/Mach. 500
Subtotal $ 29,540
,~
Professional Services
Audit/Tax $ 3,000 $ ?
Legal 500 500
Printing 2,000 2,000
Marketing Prod 2,000 (Policy Decision)
Media Adv. 2,000 .. ..
Promoti ons 2,000 .. ..
Trash Removal 400 400
Other
Office Supplies $ 1,000 $ 1,000
Dues & Subscr. 750 100
Travel, Training 2,000 2,000
Postage 400 400
Subtotal $ 16,050 $ 6,400
Utilities
Electric' $ 12,000 $ 12,000
Water/Sewer/Sewer 2,000 2,000
Gas 5,000 5,000
Telephone 2,000 2,000
subtotal $ 21,000 $ 21,000
subtotal Admin. $135,520 $ 28,640
OPERATIONS
Labor
Full time Operators $ 66,253 $ 66,253
Seasonal Operator 32,344 32,344
Fringe, Full Time '22,526 22,526
Fringe, Seasonal 10,997 10,997
End of Season Bonus 1,200 1,200
Subtotal $133,320 $133,320
Uniforms $ 1,200 $ 1,200
Subtotal Operations $134,520 $134,520
MAINTENANCE
Labor
Mechanic $ 24,960 $ 24,960
Mech/Op halftime 11,440 11.440
Fringe 34% 12,376 12;376
subtotal $ 48,776$ 48,776
.,-.,
,-",
Professional Services
Contract Maintenance:
Service Vehicl e $ 1,200 $ 1,200
Building 1,000 1,000
Revenue Vehicle 7,000 7,000
Subtotal $ 9,200 $ 9,200
Other
Repair Parts, st Cars $ 3,000 $ 3,000
Repair Parts, Svc Veh -0- $ 600
Bldg Repairs 500 500
Uniforms 600 600
Solvent Service 300 300
Fire Ext. Svc 240 240
Svc veh Fuel, Lub 720 720
Lubricants, Trolleys 2,000 2,000
Janitor Supp 1 , Shop 2,000 2,000
Sma 11 Tools 750 750
Subtotal $ 11,110 $ 11,710
Subtotal Maintenance $ 69,086 $ 68,486
GRAND TOTAL $270,196 $231,646
-----
~
,.
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. .
TROLLEY -- BUS
Operation and Cost Comparison
The Aqpen Trolley Feasibility Study projected operations at 9000
hours per year. That equates to 24 on line car hours per day (365
days 'per year) which will be the constant used for this comparison.
Using this constant, the trolleys provide twice the service of
buses.
TROLLEY
BUS
Vehicle Miles per Day
155
115
Vehicle Miles per Y-ar
56575
42048
Energy Cost per Mile
at SO.05/kwh (whse) $0.0764
at $0.069167/kwh (retail}$0.1053
at $0.69/gal (pre-Iraq)
at $0.95/gal (post-Iraq)
$0.1418
$0.1953
Energy Cost per Y~ar
$4320. to
$5976.
$12939. past
$17821. pres.
Total Onerating Cost
Trolleys (10 hrs
Separate
RFTA
@ 10 min + 7 hrs @ 5 min intervals)
$260696.
$222146.
Busses (lOhrs @ 20 min
RFTA ( re-Iraq)
RFTA (-ost-Iraq)
+ 7 hrs @ 10 min intervals}
$165580
$167522
Busses (10 hrs @ 10 min
RFTA (-re-Iraq)
RFTA (post Iraq)
+ 7 hrs @ 7.5 min intervals}
$278352
$281485
Busses (10 hrs @ 10 min + 7 hrs @ 5 min
RFTA (pre-Iraq)
RFTA (post-Iraq)
intervals)
$331160
$335044 .
,-..
,-",
COMMERCIAL .CORE SHUTTLE
Routing: Rubey Park - east on Durant to Hunter; north on Hunter
to Cooper; west on Cooper to Galena; north on Galena to Rio Grande
alley; west oil Rio Grande alley to Mill; north on Mill to Puppy
Smi th; west on Puppy Smith to turn around in Clark's Market -
reverse route to return to Rubey Park.
Length:
1.25 miles roundtrip
Running Time:
Winter 15 minutes roundtrip (5.0 mph) - 2 vehicles
peak: 7.50 minute headways.
Summer 10 minutes roundtrip '(7.5 mph) - 1 vehicle 10
minutes headways.
Winter 7 A.M. - 1 A.M. - 136 days
Remainder 7 A.M. - 10 P.M. - 229 days
Operating Day:
Deadhead
Factors:
Miles - 1.05; hours - 1.08
Winter:
4 roundtrips/hr. = 5 miles/hr.
7 A.M. - 1 A.M. = 18 hrs./day; 90 miles/day
7 A~M. - 10 A.M., 3 P.M.- 6 P.M. 6 hrs./day; 30 miles/day
Total: 24 hrs./day; 120 miles/day
24 hrs. x 1.08 x 136 days - 3,525 hrs.
120 miles x 1_05 x 136 days = 17,136 miles
Summer:
6 roundtrips/hr. - 7. 5 miles/hr,
7 A.M. - 10 P.M. = 15 hrs/day; 112.5 miles/day
15 brs. x 1.08 x 229 days = 3,709.8 hra.
112.5 miles x 1.05 x 229 days - 27,050 miles
$12.l6/hr. x 1.03 x 1.085 = $13.59 x 7,280 hrs, =
$ .82/mi. x 1.05 x 1.05 = $.91 x 44,186 miles =
Total Annual Variable Cost =
$ 98,835
$ 40,209
$139,144
Additional Ramifications:
Maintenance: 24 hrs,/I,OOO miles
24 hrs. x 44 = 1,056 Maint. Hrs.
1,056 hrs. = .5 FTE
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lEGEND:
. Ambient Noise level locations
. Bus Noise level locations
Rio Grande Area
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12/5/88
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