Looking for the fast lane
Aspen’s experience: kissin’
cousin to Blaine’s traffic woes?
By PAT MURPHY
Express Staff Writer
Although recited by an outsider
from Colorado, the story being told this week in the Wood River Valley
sounded painfully familiar:
A growing population in a ski
resort area struggles daily with ever-increasing commuter traffic along
a too-narrow highway connecting a string of towns.
But the solution to that problem
on Colorado State Highway 82, between Glenwood Springs and Aspen, has
become a model of aggressive community action that is being suggested as
a matrix for solving Idaho State Highway 75’s increased traffic problems
in the Wood River Valley.
A principal in the Colorado
project, Ralph Trapani, then a Colorado state Transportation Department
engineer and now a private consultant, was in the valley this week
meeting with civic groups and government officials to explain how the
Highway 82 problem was tackled and solved.
His visit and an undisclosed fee
was sponsored and paid from private funds raised by the Citizens
Transportation Coalition, Citizens for Smart Growth and Wood River
Rideshare.
In many ways, Colorado Highway 82
project and the Wood River’s Highway 75 improvement program share eerie
similarities.
In Colorado, the worst stretch of
Highway 82 was 18 miles between Basalt to just outside Aspen. The Wood
River Valley’s worst traffic is the stretch between Hailey and Ketchum,
just 8 miles.
In quick order, Trapani told a
small but rapt audience of fewer than 50 Tuesday night at the Community
Center auditorium that public officials and civic groups in two Colorado
counties were energized into partnerships and action when confronted
with the prospect of gridlock that could cripple the area’s economy.
The Roaring Fork Transportation
Authority was formed to plan and implement a solution using multiple
transportation modes, he said. This led to a sweeping redesign of the
18-mile problem stretch, obtaining funding for a $250 million widening
of the highway, passage of a sales tax to operate RFTA and a continuing
study of how to maintain reduced traffic levels.
Some $100 million of the total was
concentrated just on bridging a three-mile stretch over a canyon. The
entire Highway 75 project in the Wood River Valley is expected to cost
$110 million, although no funds have been appropriated and an
environmental impact statement has not been completed.
Trapani is especially high on high
occupancy vehicle (HOV) lanes for busy highways. He said that 44,900
vehicle trips originally counted prior to opening of an HOV lane and
introduction of a regular bus schedule has been reduced to 28,000 today.
(The Utah consulting firm of
Parsons Brinckerhoff Quade & Douglas, which is conducting the Highway 75
environmental study, calculates a flow of 18,500 vehicles a day in an
eight-mile stretch between Hailey and Elkhorn Road, and projects 27,000
by the year 2025.)
RFTA operates a fleet of some 50
buses, Trapani said, carrying an estimated 4 million commuters per year.
Wood River Rideshare has two buses at most in operation.
Trapani said in addition to the
widened four lanes on Highway 82 and an HOV lane for peak hour commute
traffic three hours in the afternoon and morning, the project also built
pedestrian and bike trails, promoted car pooling, built a series of
park-and-ride lots that’ll accommodate 3,050 cars by the year 2015 and
set aside land for a possible future light rail transit system.
He warned, however, that
implementing a HOV lane, which is one of the proposals being studied for
the Wood River Valley, "is not as easy as painting a diamond (symbol) on
the road." He said Colorado state police have helped with rigid
enforcement to stop single occupant vehicles from using the reserve
lane.
He also said that success for
reducing vehicle traffic and increase car-pooling is developing a set of
incentives and disincentives to get drivers out of their cars.
He cited one incentive: commuters
who use buses are guaranteed a quick ride home in a special vehicle in
an emergency.
He also said that paid downtown
parking in Aspen--"never popular," he added—was a disincentive.
Absolutely essential to any
solution is a partnership of area governments and civic groups. Trapani
said he believes current Idaho laws would prevent formation of an
authority with legislative and taxing powers to manage a regional
multi-modal transportation system.
However, the job isn’t ended with
completion of a roadway, Trapani said. What he calls transportation
demand management must continue, including studying the linkage between
land use and transportation demands.
Peter Everett, a Pennsylvania
State University professor of marketing and a part-time Ketchum
resident, posed a theory whose implications Trapani agreed needs study.
Everett pointed to the trend of
homebuyers purchasing less expensive properties in remote areas, but
thereafter paying more in transportation costs to reach jobs or to
retail areas; whereas, others purchase more expensive property in towns
and pay less for transportation.