HomeMy WebLinkAboutPACKET Town Board Study Session 2021-01-26January 26, 2021
4:30 p.m. – 6:30 p.m.
Board Room/Virtual
The Town Board of Trustees will participate in the meeting remotely due to the Declaration of
Emergency signed by Town Administrator Machalek on March 19, 2020 related to COVID-19 and
provided for with the adoption of Ordinance 04-20 on March 18, 2020.
To view or listen to the Study Session by Zoom Webinar
ONLINE (Zoom Webinar): https://zoom.us/j/91077906778 Webinar ID: 910 7790 6778
CALL-IN (Telephone Option): 877-853-5257 (toll-free) Meeting ID: 910 7790 6778
If you are joining the Zoom meeting and are experiencing technical difficulties, staff
will be available for assistance 30 minutes prior to the start by calling 970-577-4777.
4:30 p.m. Commercial Enterprises in Residential Zones.
(Director Hunt)
5:00 p.m. Review Draft Electric Vehicle Infrastructure and Readiness
Plan. (Manager Solesbee)
5:30 p.m. Town Transparency.
(Board Discussion)
6:15 p.m. Trustee & Administrator Comments & Questions.
6:25 p.m. Future Study Session Agenda Items.
(Board Discussion)
6:30 p.m. Adjourn for Town Board Meeting.
Informal discussion among Trustees concerning agenda items or other Town matters may occur before this
meeting at approximately 4:15 p.m.
AGENDA
TOWN BOARD
STUDY SESSION
Page 1
Page 2
COMMUNITY DEVELOPMENT Report
To: Honorable Mayor Koenig
Board of Trustees
Through: Town Administrator Machalek
From: Randy Hunt, Community Development Director
Date: January 26, 2021
RE: Commercial Enterprises in Residential Zones
Objective:
Town Board has requested a Study Session discussion of recent (2019) changes in the
Estes Park Development Code addressing “commercial recreation” (more accurately,
private recreation) land uses in residential zoning districts. This memo and attachments
give a brief history of the code amendment adopted in 2019, including background data
gathered at the time, and a summary of current activity in this land-use category.
Present Situation:
In August 2019, after lengthy discussions by Planning Commission and Town Board
from October 2018 through August 2019, current Code language was adopted
addressing private recreation land uses in residential and non-residential zoning
districts. Minor Code changes for clarity and organization were also made at that time to
public recreation uses in residential and non-residential districts.
The discussion history during those months was detailed and the documents
considered back then are lengthy. This pre-adoption history may be of interest to the
current Town Board, and staff will be happy to provide any and all documents as may
be requested; however, in the interest of economy, staff is concentrating in this Study
Session on the actual final product adopted in August 2019.
Attachments to this staff report are:
Ordinance 05-19 adopted on Aug. 27, including today’s Code language (“Exhibit
Violet”) in track-changes format, comprising Attachment 1;
the May 29, 2019 staff report (which itself contained a number of attachments)
comprising Attachment 2;
the August 27, 2019 staff report to Town Board (discussing the final choices for
adoption), comprising Attachment 3;
Page 3
a copy of a different, more stringent version (“Exhibit Red”) that was
recommended by Planning Commission but failed adoption by Town Board on
Aug. 27, comprising Attachment 4;
and the Minutes for that Aug. 27 Town Board meeting, comprising Attachment 5.
At this time, the Code regulates recreation uses and procedures for them as follows:
1. The two categories of uses, public recreation and private recreation, were
defined in Code (EPDC Sec. 13.2.34);
2. Both sets of uses were assigned to zoning districts with regard to whether each
zoning district allowed the use by right, allowed it only by Special Review; or
prohibited it altogether, with private recreation uses in residential districts
allowable only by S2 Special Review (EPDC Chapter 4, Tables 4-1 [residential]
and 4-4 [non-residential]);
3. The allowable residential private recreation uses were restricted to only eight (8)
uses, all low in intensity - examples include fishing, hiking, and non-motorized
boating – and all requiring an S2 Special Review, with all other private
recreational uses prohibited (EPDC Sec. 5.1.W.2).
These changes took effect in September 2019, following Town Board approval and
Board of County Commissioners approval (required at that time for Development Code
amendments.)
One feature of the Town Board discussions leading up to the August 2019 adoption
bears noting: When the amendment first came to Town Board in April, it was in the form
recommended by Planning Commission. The PC recommendation version (“Exhibit
Red”) prohibited all private recreational uses in residential districts. Several Trustees
expressed interest in knowing what existing activities in Estes Valley would be
prohibited or made legally non-conforming if Exhibit Red were adopted. Staff conducted
a survey and interviews with numerous recreation providers in the Valley, and provided
an inventory of the uses and providers for the Board in May 2019 (see Attachment 2,
“Park and Recreation Inventory” section.) This material partly helped to form the current
list of eight Special Review uses.
The present situation at this writing is that no property owner or representative has
proposed - either publicly or with staff - any private-recreation uses in the list of eight on
any residential zoned land in Estes Park. Nor has anyone proposed a private
recreational use not on the list. In fact, staff has not been contacted by any parties even
asking about such uses at any time since September 2019, when the amendment took
effect.
As a footnote of interest: when the IGA dissolved in Spring 2020, Larimer County
adopted most of the former Estes Valley Development Code as new Chapter 19 in their
Land Use Code, covering all of unincorporated Estes Valley. Despite rumors to the
contrary, the regulations under discussion today are the same in the Town and the
Page 4
unincorporated Valley. To staff’s knowledge, County staff have not had any inquiries
about these uses since April 2020, either.
Proposal:
Staff proposes that the current Code language regarding public and private recreational
uses be left in its current form with no changes.
Advantages:
The lively community discussion that led to the adoption of current regulations
has abated. There seems to be no value in reopening this discussion by any
further amendments.
To the extent current regulations may have been aimed at keeping a close eye
on recreation uses in residential areas, and possibly limiting or prohibiting them,
the current regulations arguably are having exactly that effect.
Disadvantages:
Land use regulations are rarely if ever perfect, and it’s worthwhile in the fullness
of time to examine these – and all other – regulations anew. That is exactly
what’s proposed in 2023 with the Code rewrite project following adoption of the
new Comprehensive Plan.
Action Recommended:
Staff recommends the Town Board consider the elements discussed above and provide
staff direction on how to proceed.
Finance/Resource Impact:
n/a
Level of Public Interest
Anecdotal evidence suggests some in the community remain concerned about the
issues encompassed in these regulations. Staff is not aware that the concerns are
widespread or systematic.
Attachments:
1. Ordinance 05-19 adopted on Aug. 27, including today’s Code language (“Exhibit
Violet”)
2. May 29, 2019 staff report to Town Board, including some attachments
3. August 27, 2019 staff report to Town Board
4. “Exhibit Red”, recommended by Planning Commission but failed adoption by
Town Board on Aug. 27
5. Minutes of the Aug. 27 Town Board meeting
Page 5
Ordinance No. 05-19
AMENDING THE ESTES VALLEY DEVELOPMENT CODE REGARDING
THE “PARK AND RECREATION FACILITIES” USE, REVISING THE
DEFINITION, REVISING THE PERMITTED USE TABLES, AND ADDING
SPECIFIC USE STANDARDS
WHEREAS, on March 19, 2019, the Estes Valley Planning Commission conducted a
public hearing on a proposed text amendment to the Estes Valley Development Code
REGARDING THE “PARK AND RECREATION FACILITIES” USE, REVISING THE DEFINITION,
REVISING THE PERMITTED USE TABLES, AND ADDING SPECIFIC USE STANDARDS, and
found that the text amendment complies with Estes Valley Development Code §3.3.D Code
Amendments, Standards for Review; and
WHEREAS, on March 19, 2019, the Estes Valley Planning Commission voted to
recommend approval of the text amendment; and
WHEREAS, the Board of Trustees of the Town of Estes Park finds the text amendment
complies with Estes Valley Development Code §3.3.D Code Amendments, Standards for Review
and has determined that it is in the best interest of the Town that the amendment to the Estes
Valley Development Code, as set forth on Exhibit A, be approved; and
WHEREAS, said amendment to the Estes Valley Development Code is set forth on Exhibit
A, attached hereto and incorporated herein by this reference:
NOW, THEREFORE, BE IT ORDAINED BY THE BOARD OF TRUSTEES OF THE
TOWN OF ESTES PARK, COLORADO:
Section 1: The Estes Valley Development Code shall be amended as more fully set
forth on Exhibit A.
Section 2: This Ordinance shall take effect and be enforced thirty (30) days after its
adoption and publication.
PASSED AND ADOPTED BY THE BOARD OF TRUSTEES OF THE
TOWN OF ESTES PARK, COLORADO, THIS DAY OF
_______, 2019.
TOWN OF ESTES PARK, COLORADO
By:
Mayor
ATTEST:
ATTACHMENT 1
Page 6
Town Clerk
I hereby certify that the above Ordinance was introduced and read at a regular meeting of the
Board of Trustees on the ________ day of _______________, 2019 and published in a
newspaper of general circulation in the Town of Estes Park, Colorado, on the ________ day of
____________, 2019, all as required by the Statutes of the State of Colorado.
Jackie Williamson, Town Clerk
[REMAINDER OF THIS PAGE INTENTIONALLY LEFT BLANK]
Page 7
EXHIBIT A [Violet]
§ 13.2 - USE CLASSIFICATIONS/SPECIFIC USE DEFINITIONS AND EXAMPLES
C.Use Classification/Specific Use Definitions and Examples. This Section sets forth specific use
classifications in alphabetical order. A general definition is typically provided for each use classification,
and in many instances examples are provided of specific uses that fall within the broader use
classification. When a specific use example is provided, the example should satisfy both the broader
classification's general definition as well as the definition of the specific use, if provided. Finally, the
text may provide specific examples of uses that are not included in a particular use classification
(referred to in the text as "exceptions").
34.Park and Recreation Facilities. Parks, playgrounds, recreation facilities and open spaces.
This classification includes public parks, cemeteries, public squares, plazas, playgrounds,
ballfields, public recreation areas, nonprofit botanical gardens and nature preserves. Golf courses
are classified separately as a recreational use.
(Ord. 17-17, § 1(Exh. F))
34.Park and Recreation Facilities.
a.Park and Recreation Facilities – Public. Publicly owned parks, playgrounds, recreation
facilities and open spaces. Ownership is through public entities such as federal, state, county
and municipal government or a public recreation district. Golf courses are classified separately
as a recreational use.
b.Park and Recreation Facilities – Private. Privately owned and operated parks, playgrounds,
recreation facilities and open spaces. Golf courses are classified separately as a recreational
use.
Page 8
§ 4.3 - Residential Zoning Districts
B.Table 4-1: Permitted Uses: Residential Zoning Districts.
Table 4-1
Permitted Uses: Residential Zoning Districts
Use Classification Specific
Use
Zoning Districts
Additional Regulations
(Apply in All Districts Unless
Otherwise Stated )
"P" = Permitted by Right
"S1 or S2" = Permitted by Special
Review
"—" = Prohibited
RE-
1 RE E-
1 E R R-
1
R-
2 RM
INSTITUTIONAL, CIVIC AND PUBLIC USES
Park and Recreation
Facilities P P P P P P P P §3.13, Location & Extent
Review
Park and Recreation
Facilities - Public P P P P P P P P §3.13, Location & Extent
Review
Park and Recreation
Facilities - Private S2 S2 S2 S2 S2 S2 S2 S2 §5.1.W. Specific Use
Standards
Page 9
§ 4.4 - Nonresidential Zoning Districts
B.Table 4-4: Permitted Uses: Nonresidential Zoning Districts.
Table 4-4
Permitted Uses: Nonresidential Zoning Districts
Use Classification Specific
Use
Nonresidential Zoning Districts
Additional
Regulations
(Apply in All Districts
Unless Otherwise
Stated)
"P" = Permitted by Right
"S1 or S2" = Permitted by
Special Review
"—" = Prohibited
A A-1 CD CO O CH I-1
INSTITUTIONAL, CIVIC & PUBLIC USES
Park and Recreation
Facilities P P P P P ——§3.13, Location &
Extent Review
Park and Recreation
Facilities – Public P P P P P ——§3.13, Location &
Extent Review
Park and Recreation
Facilities – Private P P P P P ——
Page 10
CHAPTER 5. - USE REGULATIONS
§ 5.1 - SPECIFIC USE STANDARDS
This Section contains regulations that apply to specific uses or classes of uses.
W.Park and Recreation Facilities. Park and Recreation Facilities shall be divided into two
classifications: Public, and Private, as defined in the EVDC Section 13.2.C.34.a. and 13.2.C.34.b.
1.Public Park and Recreation Facilities include traditional public parks, cemeteries, public
squares, plazas, playgrounds, ballfields, nature preserves, botanical gardens, and other indoor
and outdoor recreation facilities owned by public entities such as federal, state, county and
municipal government or a recreation district. Temporary commercial and non-commercial uses
are allowed through a temporary use permit as specified in EVDC Section 5.3. Public Park and
Recreation Facilities are permitted in most zoning districts as listed in Tables 4 – 1 and 4 – 4.
Public Park and Recreation Facilities in non-residential zoning districts may have private
concessions and rental arrangements for use of facilities therein. A Location and Extent Review
is required to establish or modify a Public Park and Recreation Facility.
2.Private Park and Recreation Facilities in residential districts, as standalone activities with
permission of the property owner(s), shall be restricted to the following uses:
a.Horseback Riding with ten or fewer participants per riding group;
b.Fishing (including fishing lessons on private ponds), with appropriate licensing or
permitting;
c.Photography
d.Hiking and Climbing Activities
e.Swimming
f.Non-Motorized Boating, Canoeing, Kayaking (electric-assist boating shall be allowed);
g.Non-Motorized Cycling (electric-assist bicycling shall be allowed)
h.Passive Open Space
Page 11
COMMUNITY DEVELOPMENT Memo
To: Honorable Mayor Jirsa
Board of Trustees
Through: Town Administrator Lancaster
From: Jeffrey Woeber, Senior Planner
Claire Kreycik, Planning Technician
Date: May 28, 2019
RE: Ordinance No. 05-19: Amending the Estes Valley Development Code Regarding
the “Park and Recreation Facilities” Use, Revising the Definition, Revising the
Permitted Use Tables, and Adding Specific Use Standards
(Mark all that apply)
PUBLIC HEARING ORDINANCE LAND USE
CONTRACT/AGREEMENT RESOLUTION OTHER______________
QUASI-JUDICIAL YES NO
Update:
This Code Amendment was reviewed by the Town Board at their April 9, 2019 hearing. At that
time, the Board continued the Code Amendment to May 28, 2019 and directed staff to inventory
existing uses in the Estes Valley that may be impacted if the Code Amendment were approved.
See Attachment 4.
The inventory does indicate there are properties that would appear to be impacted by the Code
Amendment, and made non-conforming. Therefore, a cautious approach is warranted, although
the Amendment as drafted is not forbidden by code. The adoption of the Amendment, or other
alternative, becomes a policy discussion by the governing bodies.
Objective:
Review and approve a proposed text amendment to the Estes Valley Development Code
(EVDC), summarized as follows:
•Revise and expand the definition of “Park and Recreation Facility” in Chapter 13,
Definitions, Section 13.2, Use Classification/Specific Use Definitions and Examples, by
separating the definition into “Public” and Private.”
•Revise Chapter 4, Zoning Districts, Table 4 – 1, Permitted Uses: Residential Zoning
Districts by adding the revised use, “Park and Recreation Facilities – Public” as a use-
by-right in all Residential Zoning Districts, with a required Location and Extent Review.
ATTACHMENT 2
Page 12
“Park and Recreation Facilities – Private” would be prohibited in all Residential Zoning
Districts.
•Revise Chapter 4, Zoning Districts, Table 4 – 4, Permitted Uses: Nonresidential Zoning
Districts by adding the revised uses, “Park and Recreation Facilities – Public” and “Park
and Recreation Facilities – Private” as uses-by-right in the A, A-1, CD, CO, and O
Nonresidential Zoning Districts.
•Revise Chapter 5, Use Regulations, Section 5.1, Specific Standards, by adding
standards applicable to Public Park and Recreation Facilities and to Private Park and
Recreation Facilities.
Present Situation:
The existing “Park and Recreation Facilities” use is currently allowed as a use-by-right in all
residential, and all but two of the non-residential zoning districts in the EVDC. This became a
significant issue recently with a Development Plan application and approval for a “Recreation
Facility” use that was allowed as a use-by-right in an RE-1, Rural Estate zoned area of the
Estes Valley.
With the concerns that were raised with that proposal, the Town of Estes Park Board of
Trustees and the Larimer Board of County Commissioners imposed a moratorium on the
acceptance and processing of any development applications for Park and Recreation Facilities
in residential zoning districts within the Estes Valley Development Code Planning Area. This
moratorium is currently through April 7, 2019. During that time, the Boards directed staff to
amend the EVDC, to where the “Park and Recreation Facilities” use would be better clarified
and defined, and where potential further issues could be avoided.
There have been a few attempts at a Code Amendment over the past couple of months, none of
which have been found viable by the Planning Commission, Town Staff, and/or County Staff.
This current Code conceptual approach has been drafted by Robert Leavitt, Chairman of the
Estes Valley Planning Commission. A proposal and explanation written by Chairman Leavitt is
attached. The Code Amendments attached as Exhibit A [Red] were put together by staff, in the
standard Code Section Exhibit format.
As mentioned under “Update”, above, the Town Board reviewed the Code Amendment on April
9, in order for staff to prepare an inventory of uses in the Estes Valley that may be impacted by
this Code Amendment. This inventory has been done, see Attachment 4.
Proposal:
To amend the “Park and Recreation Facilities” use in the EVDC with revisions to Chapter 13,
Definitions, Chapter 4 (Tables 4 – 1 and 4 – 4), and Chapter 5, Use Regulations as described
herein and as specified on the attached Exhibit A [Red]. This proposal differentiates Park and
Recreation Facilities as public or private, rather than commercial or noncommercial.
Advantages:
•Generally complies with the EVDC §3.3.D Code Amendments, Standards for Review.
•Clarifies and better defines the “Park and Recreation Facilities” use.
Page 13
Disadvantages:
•Adds slightly to Code length and complexity.
•Some existing Park and Recreation Facility uses may become nonconforming.
Action Recommended:
Staff is recommending approval of the proposed amendment as draft in Exhibit A [Red].
The Estes Valley Planning Commission, at their March 19, 2019 meeting, forwarded a
recommendation of approval of the Code Amendment, by a vote of 6 – 0.
Finance/Resource Impact:
N/A
Level of Public Interest
Medium. Some public comment has been received.
Written comments have been received for this proposal. All written comments are posted to:
www.estes.org/currentapplications.
Sample Motion:
I move that the Town Board of Trustees approve the Estes Valley Development Code
amendment as stated in Ordinance No. 05-19, including findings as identified in the Ordinance.
I move that the Town Board of Trustees deny the Estes Valley Development Code amendment
as stated in Ordinance No. 05-19, finding that… [state findings for denial]
I move that the Town Board of Trustees continue the Estes Valley Development Code
amendment as stated in Ordinance No. 05-19 to [date certain], in order that… [state direction to
staff pursuant to continuance]
Attachments:
1.Ordinance No. 05-19: Amending the Estes Valley Development Code Regarding the “Park
and Recreation Facilities” Use, Revising the Definition, Revising the Permitted Use Tables,
and Adding Specific Use Standards
2.Exhibit A [Red]
EVDC, Section 13.4, Definition
EVDC, Table 4 – 1 and 4 – 4 (Excerpts of Full Tables)
EVDC, Section 5.1, Specific Use Standards
3.Parks and Recreation Code Change Proposal, by EVPC Chairman Leavitt
4.Park and Recreation Facility Inventory, by Claire Kreycik, Planning Technician
Page 14
ORDINANCE NO. 05-19
AMENDING THE ESTES VALLEY DEVELOPMENT CODE REGARDING THE “PARK
AND RECREATION FACILITIES” USE, REVISING THE DEFINITION, REVISING THE
PERMITTED USE TABLES, AND ADDING SPECIFIC USE STANDARDS
WHEREAS, on March 19, 2019, the Estes Valley Planning Commission conducted
a public hearing on a proposed text amendment to the Estes Valley Development Code
REGARDING THE “PARK AND RECREATION FACILITIES” USE, REVISING THE
DEFINITION, REVISING THE PERMITTED USE TABLES, AND ADDING SPECIFIC
USE STANDARDS, and found that the text amendment complies with Estes Valley
Development Code §3.3.D Code Amendments, Standards for Review; and
WHEREAS, on March 19, 2019, the Estes Valley Planning Commission voted to
recommend approval of the text amendment; and
WHEREAS, the Board of Trustees of the Town of Estes Park finds the text
amendment complies with Estes Valley Development Code §3.3.D Code Amendments,
Standards for Review and has determined that it is in the best interest of the Town that
the amendment to the Estes Valley Development Code, as set forth on Exhibit A [Red],
be approved; and
WHEREAS, said amendment to the Estes Valley Development Code is set forth
on Exhibit A [Red], attached hereto and incorporated herein by this reference:
NOW, THEREFORE, BE IT ORDAINED BY THE BOARD OF TRUSTEES OF
THE TOWN OF ESTES PARK, COLORADO:
Section 1: The Estes Valley Development Code shall be amended as more fully
set forth on Exhibit A [Red].
Section 2: This Ordinance shall take effect and be enforced thirty (30) days after
its adoption and publication.
PASSED AND ADOPTED BY THE BOARD OF TRUSTEES OF THE TOWN OF
ESTES PARK, COLORADO, THIS DAY OF , 2019.
TOWN OF ESTES PARK
Mayor
ATTEST:
Town Clerk
Page 15
I hereby certify that the above Ordinance was introduced and read at a regular
meeting of the Board of Trustees on the day of ,2019 and
published in a newspaper of general circulation in the Town of Estes Park, Colorado, on the
day of , 2019, all as required by the Statutes of
the State of Colorado.
Town Clerk
Page 16
EXHIBIT RED PAGE 1
EXHIBIT A [Red]
§ 13.2 - USE CLASSIFICATIONS/SPECIFIC USE DEFINITIONS AND EXAMPLES
C.Use Classification/Specific Use Definitions and Examples. This Section sets forth specific use
classifications in alphabetical order. A general definition is typically provided for each use classification,
and in many instances examples are provided of specific uses that fall within the broader use
classification. When a specific use example is provided, the example should satisfy both the broader
classification's general definition as well as the definition of the specific use, if provided. Finally, the
text may provide specific examples of uses that are not included in a particular use classification
(referred to in the text as "exceptions").
34.Park and Recreation Facilities. Parks, playgrounds, recreation facilities and open spaces.
This classification includes public parks, cemeteries, public squares, plazas, playgrounds,
ballfields, public recreation areas, nonprofit botanical gardens and nature preserves. Golf courses
are classified separately as a recreational use.
(Ord. 17-17, § 1(Exh. F))
34.Park and Recreation Facilities.
a.Park and Recreation Facilities – Public. Publicly owned parks, playgrounds, recreation
facilities and open spaces. Ownership is through public entities such as federal, state, county
and municipal government or a public recreation district. Golf courses are classified separately
as a recreational use.
b.Park and Recreation Facilities – Private. Privately owned and operated parks, playgrounds,
recreation facilities and open spaces. Golf courses are classified separately as a recreational
use.
Page 17
EXHIBIT RED PAGE 2
§ 4.3 - Residential Zoning Districts
B.Table 4-1: Permitted Uses: Residential Zoning Districts.
Table 4-1
Permitted Uses: Residential Zoning Districts
Use Classification Specific
Use
Zoning Districts
Additional Regulations (Apply in All
Districts Unless Otherwise Stated )
"P" = Permitted by Right
"S1 or S2" = Permitted by Special
Review
"—" = Prohibited
RE-
1 RE E-
1 E R R-
1
R-
2 RM
INSTITUTIONAL, CIVIC AND PUBLIC USES
Park and Recreation
Facilities P P P P P P P P §3.13, Location & Extent Review
Park and Recreation
Facilities - Public P P P P P P P P §3.13, Location & Extent Review
Park and Recreation
Facilities - Private __ __ __ __ __ __ __ __
Page 18
EXHIBIT RED PAGE 3
§ 4.4 - Nonresidential Zoning Districts
B.Table 4-4: Permitted Uses: Nonresidential Zoning Districts.
Table 4-4
Permitted Uses: Nonresidential Zoning Districts
Use Classification Specific
Use
Nonresidential Zoning Districts
Additional Regulations
(Apply in All Districts
Unless Otherwise Stated)
"P" = Permitted by Right
"S1 or S2" = Permitted by Special
Review
"—" = Prohibited
A A-1 CD CO O CH I-1
INSTITUTIONAL, CIVIC & PUBLIC USES
Park and Recreation Facilities P P P P P — — §3.13, Location & Extent
Review
Park and Recreation Facilities –
Public P P P P P — — §3.13, Location & Extent
Review
Park and Recreation Facilities –
Private P P P P P — —
Page 19
EXHIBIT RED PAGE 4
CHAPTER 5. - USE REGULATIONS
§ 5.1 - SPECIFIC USE STANDARDS
This Section contains regulations that apply to specific uses or classes of uses.
W.Park and Recreation Facilities. Park and Recreation Facilities shall be divided into two
classifications: Public, and Private, as defined in the EVDC Section 13.2.C.34.a. and 13.2.C.34.b.
1.Public Park and Recreation Facilities include traditional public parks, cemeteries, public
squares, plazas, playgrounds, ballfields, nature preserves, botanical gardens, and other indoor
and outdoor recreation facilities owned by public entities such as federal, state, county and
municipal government or a recreation district. Temporary commercial and non-commercial uses
are allowed through a temporary use permit as specified in EVDC Section 5.3. Public Park and
Recreation Facilities are permitted in most zoning districts as listed in Tables 4 – 1 and 4 – 4.
Public Park and Recreation Facilities in non-residential zoning districts may have private
concessions and rental arrangements for use of facilities therein. Public Park and Recreation
Facilities in residential zoning districts are not permitted to have private concessions and rental
arrangements for facilities therein. A Location and Extent Review is required to establish or
modify a Public Park and Recreation Facility.
2.Private Park and Recreation Facilities include privately owned and operated commercial and
non-commercial parks, playgrounds, ballfields, nonprofit botanical gardens, nature preserves,
cemeteries and other private indoor and outdoor recreation facilities. Private Park and
Recreation Facilities are not permitted in residential zoning districts (See Table 4 – 1). Passive
open space is allowed in residential zoning districts.
Page 20
Attachment 3
Park and Recreation Code Change Proposal
Table 4.1 - Permitted Uses: Residential Zoning Districts
Park and Recreation Facilities. Change this to Parks and Recreation Facilities -
Public. Permitted in all residential zones. Location and extent review required.
Table 4.4 - Permitted Uses: Nonresidential Zoning Districts
Park and Recreation Facilities. Change this to Park and Recreation Facilities -
Public and Private. Permitted in all non-residential zones except CH and I-1, as in the
current table. Location and extent review only required for public parks and recreation
facilities.
Parks and Recreation Facilities Definition
Current Definition:
13.2.A.34. Park and Recreation Facilities. Parks, playgrounds, recreation facilities
and open spaces. This classification includes public parks, cemeteries, public squares,
plazas, playgrounds, ballfields, public recreation areas, nonprofit botanical gardens and
nature preserves. Golf courses are classified separately as a recreational use.
Proposed Definitions:
13.2.C.34.a Park and Recreation Facilities - Public. Publicly owned parks,
playgrounds, recreation facilities and open spaces. Ownership is through public entities
such as federal, state, county and municipal government or a recreation district. Golf
courses are classified separately as a recreational use.
13.2.C.34.b Park and Recreation Facilities - Private. Privately owned and operated
parks, playgrounds, recreation facilities and open spaces. Golf courses are classified
separately as a recreational use.
5.1.V Park and Recreation Facilities
Park and Recreation Facilities shall be divided into 2 classifications: public and private,
as defined in 13.2.C.34a and 13.2.C.34b.
Public park and recreation facilities include traditional public parks, cemeteries,
public squares, plazas, playgrounds, ballfields, nature preserves, botanical gardens,
and other indoor and outdoor recreation facilities owned by public entities such as
federal, state, county, and municipal government or a recreation district. Temporary
Page 21
- 2 -
commercial and non-commercial uses are allowed through a temporary use permit as
specified in EVDC section 5.3. Public park and recreation facilities are permitted in most
zoning districts (as listed in Tables 4.1 and 4.4). Public park and recreation facilities in
non-residential zones are permitted to have private concessions and rental
arrangements for use of facilities therewithin. Public park and recreation facilities in
residential zones are not permitted to have private concessions and rental
arrangements for facilities therewithin. A Location and Extent review is required to
establish or modify a public park are recreation facility.
Private park and recreation facilities include privately owned and operated
commercial and non-commercial parks, playgrounds, ballfields, nonprofit botanical
gardens, nature preserves, cemeteries, and other private indoor and outdoor recreation
facilities. Private park and recreation facilities are not permitted in residential zoning
districts. (See Table 4.1). Private park and recreation facilities are permitted in most
non-residential zones (See Table 4.4).
Page 22
- 3 -
Addendum To Park and Recreation Code Change Proposal
Operating Philosophy for This Code Change:
It is not possible to anticipate all the possible scenarios for park and recreation facilities
in residential zones. This proposed code change contains tight restrictions on what is
and is not allowed. Basically, no commercial park and recreation facilities would be
permitted in residential zones. Code changes can be made in the future to address any
commercial parks and recreation usage that the community deems to be appropriate for
residential zones.
Notes for Future Code Changes:
1.We need the following inventories:
a.Town and county owned undeveloped land in residential and non-residential
zones (potential public park sites).
b.Existing public park and recreation facilities in residential and non-residential
zones, with their zoning designations.
c.Private commercial and non-commercial park and recreation facilities in
residential zones. These are either non-conforming now or will become non-
conforming with this code change. We know of 2 examples for sure: A rock
climbing school on Prospect Mountain and fishing lessons given at private
ponds. What others exist in the Estes Valley?
d.Private commercial and non-commercial park and recreation facilities in non-
residential zones. Just to complete the inventory.
These inventories will help determine the best way to deal with park and
recreation facilities in the future. We may also need these inventories to ensure
that this code change, as written, will correctly deal with current Estes Valley land
use situations. In other words, do the inventories before finalizing this code
change. However, the inventories could take quite a bit of time to complete.
Alternatively, we could do the code change now and fix any problems that crop
up later.
2.It is safe to assume that at least a few non-conforming commercial park and
recreation facilities will continue to exist in residential zoning districts. These
businesses will be allowed to operate (but not expand or change their usage) until
their situation is addressed by subsequent code changes or zoning actions.
3.To accommodate some of the non-conforming commercial parks and recreation
facilities it may be desirable to create another commercial zone. In this zone a
business would be allowed to operate a commercial park and recreation facility, but
Page 23
- 4 -
the broad range of commercial activities that are allowed in other commercial zones
would be prohibited.
4.With the introduction of this code change the Mountain Coaster (if it is approved in
the courts) will become a non-conforming (but grandfathered) facility. Under the
EVDC it will not be allowed to expand or change its usage. A code change or zoning
action would be required for it to expand or change usage.
5.The entire topic of grandfathering non-conforming usage needs to be examined as
we may not be applying the existing code correctly.
6.Temporary use permits will be used to address commercial events in public park and
recreation facilities such as farmers market events in Bond Park. Permanent
concessions and rental arrangements will continue be allowed in public park and
recreation facilities that are in non-residential zones, as they are today. Should the
need arise for permanent concessions and rental arrangements in residentially
zoned public park and recreation facilities it can be addressed in a future code
change.
7.Section 5.3 in the EVDC - Temporary Uses and Structures - needs to be revised to
clarify how and when temporary use permits can be used. It is currently rather wide-
open.
8.A Location and Extent review is required for all public park and recreation facilities.
This ensures that there will be a full public review as well as hearings before the
Planning Commission and either the Town Trustees or County Commissioners
before any such facility is built.
Bob Leavitt
Chairman
Estes Valley Planning Commission
Page 24
1
Park and Recreation Facility Inventory
Inventory:
Upon interviewing nearly 40 local organizations, both commercial and non-profit, an inventory of
Park and Recreation Facility use has been created. This inventory describes both private and
public Park and Recreation Facilities in the Estes Valley Planning Area.
Private
Our research revealed that there are more than seven private Parks and Recreation Facilities in
the Estes Valley on land zoned residential, each serving one or more commercial guiding
operation. The extent of use of private waters by fishing guides is unknown, as guides were
unwilling to share details. Previously these operations were accepted as a use-by-right, and
now deliberation regarding the Code Amendment process is seeking a determination of whether
these uses are acceptable.
Sometimes the land is owned by the guiding company (as is the case with horseback riding at
Elkhorn Lodge, Cheley Camp, and the YMCA). Occasionally commercial guides will enter into
informal agreements or leases with landowners to access their property for fishing, photography
shoots, or climbing. A summary of current and historical use of private Park and Recreation
Facilities is listed in Table 1.
Table 1: Private Park and Recreation Facilities
F ACILITY O WNERSHIP Z ONE RECREATION O PPORTUNITY
Prospect Mountain -
Estes Park Aerial
Tramway
Private CO, RE Sightseeing
Elkhorn Lodge Stables Private CO, RE-1,
RE
Horseback riding
Cheley Camp Private A, RE-1,
RE
Horseback riding, youth camps
YMCA Private A, A-1 Horseback riding, fishing
Sombrero Ranch Private RE-1 Horseback riding, photography
MacGregor Ranch Private RE-1 Educational activities, youth
camps, photography
Unspecified Private
Waters
Private Varies Fishing
170 Elm Rd Private RE Climbing via agreement with
landowner
Prospect Mountain –
The Thumb and
Needle
Private RE N/A – Historic, and potential
area for climbing guiding
development
The Estes Park Aerial Tramway has been operating on Prospect Mountain since 1955. The
company owns five parcels on the top of Prospect Mountain, where the upper facility is located.
This land is zoned RE. The lower facility is situated in Commercial Outlying zoning, on land
Page 25
2
leased to the Tramway by the neighboring landowners. The Estes Park Aerial Tramway has an
easement that covers the land underneath the path of the tram as it ascends the mountain.
Several photography companies work with private landowners in residentially zoned areas like
Sombrero Ranch and MacGregor Ranch for client photography shoots. Additionally, the Muriel L
MacGregor Charitable Trust offers four-day youth camps and field trips for local students at
MacGregor Ranch, zoned RE-1.
There is community interest in opening up access for commercial climbing guiding at Prospect
Mountain. Jeffrey Boring at Estes Valley Land Trust (EVLT) provided a summary of the current
status of this facility. The land is privately held by Central Administrators Inc and the EVLT has a
conservation easement for the property, which prohibits commercial use. There was historical
commercial use of the rock formations of Prospect Mountain. The landowner reserves right to
build one home there, but EVLT has expressed interest in partnering with local organizations
and the Estes Valley Recreation and Park District (EVRPD) to purchase the land and administer
limited access to commercial outfitters, as a public recreation property/ open space park. In this
case outfitters would have to apply for a concessionaire’s agreement, limiting impact and
protecting the resource. If this amendment passes, it will not allow this use being that Prospect
Mountain is zoned RE.
Public
Estes Valley is rich in public lands and the tourism industry benefits from multiple public Park
and Recreation Facilities. While this inventory was directed to focus on private Park and
Recreation facilities, a summary of current activities in public facilities has been included for the
sake of completeness. Table 2 summarizes which public facilities are used by guiding
companies in Estes Valley.
Table 2: Public Park and Recreation Facilities
F ACILITY O WNERSHIP Z ONE RECREATION
O PPORTUNITY
Big Thompson River Public – Varies Varies Fishing
Old Hydroelectric Plant
on Fall River
Town of Estes Park A-1 Fishing
Lake Estes and Wapiti
Meadows
Bureau of Reclamation,
managed by EVRPD
CO Fishing, special events
Mary’s Lake Bureau of Reclamation,
managed by EVRPD
A Fishing, climbing
Performance Park Town of Estes Park CO Climbing, events
Estes Park Events
Complex, Stanley
Park, Bond Park,
Baldwin Park, George
Hix Riverside Plaza,
Riverside Park
Town of Estes Park
(Community Services
Department and
EVRPD)
CD, CO Special events, sporting
events, recurring
markets
Roosevelt National
Forest
Forest Service N/A Touring, 4x4 travel,
climbing, horseback
riding
Page 26
3
There are several fishing guides operating in Estes Valley on public lands within the Estes
Valley Planning Area. The majority of this commercial activity is concentrated on the Big
Thompson River. Guides take clients to areas around Lake Estes, like Wapiti Meadows, as well
as other National Forest access points further down the canyon, outside of the Planning Area.
Guides can access public waters, even if there are private properties on the other side of the
river. Mary’s Lake and Lake Estes are owned by the Bureau of Reclamation and managed by
Estes Valley Recreation and Park District (EVRPD) under a federal lease. For these facilities,
guides apply for commercial use permits through the Bureau of Reclamation, and once
approved, annual permits, costing $200, are issued by EVRPD. This year only one commercial
fishing permit has been issued, though it is likely that outfitters are accessing these public
waters without EVRPD permit.
A handful of commercial rock-climbing guides are pursuing similar commercial use permits to
gain access to the crags that encircle Mary’s Lake on Bureau of Reclamation property.
According to EVRPD, all five of these applications are pending as of May 2019. Climbing guides
also take clients to the crag behind the amphitheater at Performance Park, which is owned and
operated by the Town of Estes Park, and zoned Commercial Outlying. The neighborhood above
the rock face is zoned E-1 and RM. The guides we spoke with do not access the rock face from
above to set up climbs so as to avoid trespassing.
The firework show over Lake Estes is another recreational use that is managed through a
Bureau of Reclamation/ EVRPD commercial use permit. Formerly, a permit was required
annually, but now the EVRPD issues a five-year permit for the event. Also, EVRPD manages
commercial use of Stanley Park, which includes the baseball fields, concessions stand, skate
park, and bike park
The Estes Park Events Complex is managed by Town’s Community Services Department.
Events hosted by non-profit and for-profit entities are held year-round at the Events Center, as
well as at Bond Park, Performance Park, Baldwin Park, Riverside Park, and the George Hix
Riverside Plaza. Permits are issued for events such as trade shows, festivals, sporting events,
livestock shows, and private social events.
Summary:
In summary, the majority of Park and Recreation Facilities in the Estes Valley Planning Area are
in areas not zoned residential, but commercial activities on private residential land currently
exist and have been proposed. Some of these facilities have been in operation for decades, and
enhance the character and image of Estes Park as a tourist destination.
Page 27
4
APPENDIX 1: LIST OF C OMPANIES AND O RGANIZATIONS I NTERVIEWED
Fishing
Kirk’s Fly-fishing
Estes Angler
Fly Fishing in the Rocky Mountains
Sasquatch Fly Fishin’
Lost Outfitters
Flashpacker Connect
Climbing
KEP Expeditions
Lost Outfitters
Colorado Mountain School
Estes Park Rock Climbing
Kent Mountain Adventures
Flashpacker Connect
Mike Caldwell
Apex Ex Colorado
Photographers
blink!
Perkins
Shoot My Hike
Fall River Photo Guide
Sky Pond Photography
Yellow Wood Guiding
Images of Estes
Photos by Dill
Horseback Riding
Estes Park Outfitters
Cowpoke Corner
Jackson Stables
Hi Country Stables
National Park Gateway Stables
Sombrero Stables
Elkhorn Lodge Stables
Cheley Camp
Guided Tours and Off-roading
EP Trolleys
Estes Park Aerial Tramway
Rocky Mountain Conservancy
Yellow Wood Guiding
Estes Park Outfitters
Tour Estes Park
Colorado Wilderness Guides
Green Jeep Tours
Alex Rocky Mtn Tours
Rocky Mountain Conservancy
Page 28
Zoning Protections in Residential Neighborhoods under Attack
Our mayor and a few Trustees are attempting to change current zoning laws to permit a wide variety of
commercial enterprises in residential neighborhoods, taking advantage of the current confusion
surrounding approval of an alpine slide in a residential zone in the county. While many citizens are not
aware of this major change in policy, all should consider what would happen to their piece of mind and
home value if amusement parks, go-cart tracks, and other large outdoor venues are allowed in
neighborhoods after this zoning change is approved by the Board of Trustees.
In April, the Trustees were to vote on a sensible solution approved by the Estes Valley Planning
Commission, to limit commercial entertainment/recreational parks to nonresidential zones only. While
the Trustees should have voted to approve this solution, the vote was postponed in order to have the
Town planning group compile a survey of current commercial businesses operating exclusively, or in
part, in residential zones. Confusion concerning the commercial park and recreation issue will result, as
a long list of non park activities being conducted are presented. Things such as trout fishing lessons,
volunteer dog walking from pet shelters, permitted bed and breakfasts, as well as other non-intrusive
activities will be used as evidence that Estes Park residential neighborhoods already are open to
commercial businesses. Unfortunately, this argument confuses the more serious issue of allowing large,
noisy commercial parks and recreational businesses in residential neighborhoods. The latter activities
will be disruptive and totally inappropriate in single family neighborhoods. Most people who purchased
and live in their home in Estes Park neighborhoods don’t want to have commercial theme parks next to
them. Some in our government don’t respect this point of view. That’s unfortunate since life for
citizens who live in their homes in residential neighborhoods will change forever if the minority view of
some Trustees is made law by gutting our current zoning laws.
In order to stop this change in zoning, home owners in residential neighborhoods will need to send
emails or contact the Mayor and Trustees to voice your disapproval prior to the next Trustee meeting on
Tuesday, May 28, 2019.
Tom Gootz
Fred Barber
Estes Park
Page 29
COMMUNITY DEVELOPMENT Memo
To: Honorable Mayor Jirsa
Board of Trustees
Through: Town Administrator Lancaster
From: Jeffrey Woeber, Senior Planner
Date: August 27, 2019
RE: Ordinance No. 05-19: Amending the Estes Valley Development Code Regarding
the “Park and Recreation Facilities” Use, Revising the Definition, Revising the
Permitted Use Tables, and Adding Specific Use Standards
(Mark all that apply)
PUBLIC HEARING ORDINANCE LAND USE
CONTRACT/AGREEMENT RESOLUTION OTHER______________
QUASI-JUDICIAL YES NO
Update:
This Code Amendment was reviewed by the Town Board at their April 9, 2019 hearing. At that
time, the Board continued the Code Amendment to May 28, 2019 and directed staff to inventory
existing uses in the Estes Valley that may be impacted if the Code Amendment were approved.
The inventory, researched and written by Claire Kreycik, Planning Technician, was attached to
the May 28 staff report.
At the May 28th hearing, the Board directed staff to revise the code amendment. The code
amendment in the May 28 draft did not allow a “Private” Park and Recreation Facility in a
Residential Zoning District, although any existing such use would be allowed to continue under
specific conditions through being “grandfathered” per Chapter 6 of the EVDC. At issue was that
a grandfathered use is not able to be altered or extended. Some discussion among Town
Board members indicated concern about that approach, which would’ve essentially limited any
existing, grandfathered use from growth or expansion.
On May 28th, the Board continued the code amendment hearing to the July 23, 2019 meeting.
In the meantime, a discussion of the Park and Recreation Facilities use was scheduled and took
place at the Board’s July 9, 2019 Study Session. There, staff indicated to the Board that the
code amendment could be revised to allow Park and Recreation Facilities as a “Special Review”
use in Residential Zoning Districts. Estes Valley Planning Commission (EVPC) Chairman
Robert Leavitt spoke, offering concerns with that approach. Discussion among Board members
indicated interest in drafting further revisions to the code amendment and providing some
additional information as well.
ATTACHMENT 3
Page 30
With that, the staff report on July 23 contained three different approaches to the code
amendment. These three were “Exhibit A [Red],” “Exhibit A [Blue],” and “Exhibit A [Green].” At
that time, the Town Board requested some revisions to “Exhibit A [Green],” specifically in
Section 5.1.W.2., regarding uses identified as Private Park and Recreation Facilities uses,
proposed as Special Review uses in Residential Zoning Districts.
“Hunting (with appropriate licensing or permitting, and in accordance with other regulations
pertaining to hunting activities” and also, “Overnight Camping, with Facilities for Ten or Fewer
Participants” were included within “Exhibit A [Green]” on July 23, as S2 Special Review uses
allowed in Residential Zoning Districts. These have been deleted from the list due to various
complications and issues that have been identified, due to existing and possibly conflicting
Town Ordinances, etc. In recent discussion with Estes Police staff, it was discovered that there
is no hunting, including bow hunting, allowed within the Town of Estes Park. There is also an
Ordinance prohibiting overnight camping.
The Board did not indicate they were interested in approving “Exhibit A [Blue],” which proposed
allowing Private Park and Recreation Facilities in Residential Districts as an “S1” level, Special
Review use. Therefore, staff has not included this proposal in this current staff report. Direction
given to staff on July 23 was primarily to revise “Exhibit A [Green].” “Exhibit A [Green]” has now
been slightly revised and is called “Exhibit A [Violet].”
This current proposal now includes the initial “Exhibit A [Red]” and a second proposal, “Exhibit A
[Violet].” “Exhibit A [Violet]” is nearly identical to “Exhibit A [Green]” presented on July 23,
except staff has deleted “Camping” and “Hunting” from Section 5.1.W.2, as explained above.
1.Exhibit A [Red]. The initial draft code amendment was drafted by Chairman Leavitt and
recommended for approval by the EVPC at their March 2019 meeting. The first hearing
by the Town Board was on April 9. This categorizes the Park and Recreation Facilities
use as either “Public” or “Private,” with the “Public” Park and Recreation Facilities being
allowed as a use-by-right in all Residential, A, A-1, CD, CO, and O Nonresidential zoning
districts, with a Location and Extent Review. “Private” Park and Recreation Facilities are
listed in this draft as “Prohibited” in all Residential zoning districts, and allowed as a use-
by-right in A, A-1, CD, CO, and O Nonresidential zoning districts. See Ordinance
(Attachment 1), and Exhibit A [Red] (Attachment 2).
2.Exhibit A [Violet]. This is similar to Nos. 1 and 2, above, in that it takes the approach of
differentiating “Public” and “Private” Park and Recreation Facilities. However, this adds
a subsection to Chapter 5 of the EVDC specifying that only certain uses are allowed as
Park and Recreation Facilities in Residential Zoning. Those uses require approval of an
“S2” level Special Review. This Exhibit is, as explained above a slightly revised version
of “Exhibit A [Green]” presented on July 23. See Attachment 3.
Objective:
The general objective is to amend the Estes Valley Development Code (EVDC) regarding the
“Park and Recreation Facilities” Use. The initial proposal, described under No. 1, above, under
“Update,” was the recommendation of the EVPC at their March meeting. However, staff
understands the Town Board may choose to pursue this code amendment through the “Exhibit
A [Violet]” proposal, or another alternative as yet unknown.
Page 31
Present Situation:
The existing “Park and Recreation Facilities” use is currently allowed as a use-by-right in all
residential, and all but two of the non-residential zoning districts in the EVDC. This became a
significant issue with a Development Plan application and approval for a “Recreation Facility”
use that was allowed as a use-by-right in an RE-1, Rural Estate zoned area of the Estes Valley.
With the concerns that were raised with that proposal, the Town of Estes Park Board of
Trustees and the Larimer Board of County Commissioners imposed a moratorium on the
acceptance and processing of any development applications for Park and Recreation Facilities
in residential zoning districts within the Estes Valley Development Code Planning Area. This
moratorium is currently through September 19, 2019. During that time, the Boards have
directed staff to amend the EVDC, to where the “Park and Recreation Facilities” use would be
better clarified and defined, and where potential further issues could be avoided.
Proposal:
The code amendment initially presented to the Town Board, which was recommended for
approval by the EVPC, is to amend the “Park and Recreation Facilities” use in the EVDC with
revisions to Chapter 13, Definitions, Chapter 4 (Tables 4 – 1 and 4 – 4), and Chapter 5, Use
Regulations as described herein and as specified on the attached Exhibit A [Red]. This
proposal differentiates Park and Recreation Facilities as public or private, rather than
commercial or noncommercial.
Staff Comment:
Some correspondence and discussion received by staff have recommended the code
amendment include additional restrictions on Park and Recreation Facilities uses in Residential
Zoning Districts. In staff’s judgement, additional restrictions are appropriately addressed in the
Special Review process, on a site-specific, case-by-case basis.
Advantages:
•Generally complies with the EVDC §3.3.D Code Amendments, Standards for Review.
•Clarifies and better defines the “Park and Recreation Facilities” use.
Disadvantages:
•Adds slightly to Code length and complexity.
•Some existing Park and Recreation Facility uses may become nonconforming.
•Some citizens have expressed a preference to prohibit all Private Park and Recreation
Facilities in residential zoning districts per Exhibit A [Red}.
Action Recommended:
The Estes Valley Planning Commission, at their March 19, 2019 meeting, forwarded a
recommendation of approval of the Code Amendment (“Exhibit A [Red]”), by a vote of 6 – 0.
Staff recommends approval of the Code Amendment in Attachment 3, “Exhibit A [Violet].”
Finance/Resource Impact:
N/A
Page 32
Level of Public Interest
High. Public comment has been received.
Written comments have been received for this proposal. All written comments are posted to:
www.estes.org/currentapplications.
Sample Motions:
Step 1: Substitute the Exhibit
I move to amend the ordinance by substituting Exhibit A [Violet] for the Exhibit A originally
presented.
Step 1: Main Motion
I move that the Town Board of Trustees approve the Estes Valley Development Code
amendment as stated in Ordinance No. 05-19, including findings as identified in the Ordinance.
I move that the Town Board of Trustees deny the Estes Valley Development Code amendment
as stated in Ordinance No. 05-19, finding that… [state findings for denial]
I move that the Town Board of Trustees continue the Estes Valley Development Code
amendment as stated in Ordinance No. 05-19 to [date certain], in order that… [state direction to
staff pursuant to continuance]
Attachments:
1.Ordinance No. 05-19: Amending the Estes Valley Development Code Regarding the “Park
and Recreation Facilities” Use, Revising the Definition, Revising the Permitted Use Tables,
and Adding Specific Use Standards.
2.Exhibit A [Red] – April 9, 2019 Town Board Version
▪EVDC, Section 13.4, Definition
▪EVDC, Table 4 – 1 and 4 – 4 (Excerpts of Full Tables)
▪EVDC, Section 5.1, Specific Use Standards
3.Exhibit A [Violet] – August 27, 2019 Town Board Version
▪EVDC, Section 13.4, Definition
▪EVDC, Table 4 – 1 and 4 – 4 (Excerpts of Full Tables)
▪EVDC, Section 5.1, Specific Use Standards
Page 33
Ordinance No. 05-19
AMENDING THE ESTES VALLEY DEVELOPMENT CODE REGARDING
THE “PARK AND RECREATION FACILITIES” USE, REVISING THE
DEFINITION, REVISING THE PERMITTED USE TABLES, AND ADDING
SPECIFIC USE STANDARDS
WHEREAS, on March 19, 2019, the Estes Valley Planning Commission conducted a
public hearing on a proposed text amendment to the Estes Valley Development Code
REGARDING THE “PARK AND RECREATION FACILITIES” USE, REVISING THE DEFINITION,
REVISING THE PERMITTED USE TABLES, AND ADDING SPECIFIC USE STANDARDS, and
found that the text amendment complies with Estes Valley Development Code §3.3.D Code
Amendments, Standards for Review; and
WHEREAS, on March 19, 2019, the Estes Valley Planning Commission voted to
recommend approval of the text amendment; and
WHEREAS, the Board of Trustees of the Town of Estes Park finds the text amendment
complies with Estes Valley Development Code §3.3.D Code Amendments, Standards for Review
and has determined that it is in the best interest of the Town that the amendment to the Estes
Valley Development Code, as set forth on Exhibit A [______], be approved; and
WHEREAS, said amendment to the Estes Valley Development Code is set forth on Exhibit
A [Red], attached hereto and incorporated herein by this reference:
NOW, THEREFORE, BE IT ORDAINED BY THE BOARD OF TRUSTEES OF THE
TOWN OF ESTES PARK, COLORADO:
Section 1: The Estes Valley Development Code shall be amended as more fully set
forth on Exhibit A [______].
Section 2: This Ordinance shall take effect and be enforced thirty (30) days after its
adoption and publication.
PASSED AND ADOPTED BY THE BOARD OF TRUSTEES OF THE
TOWN OF ESTES PARK, COLORADO, THIS DAY OF
_______, 2019.
TOWN OF ESTES PARK, COLORADO
By:
Mayor
ATTEST:
ATTACHMENT 4
Page 34
Town Clerk
I hereby certify that the above Ordinance was introduced and read at a regular meeting of the
Board of Trustees on the ________ day of _______________, 2019 and published in a
newspaper of general circulation in the Town of Estes Park, Colorado, on the ________ day of
____________, 2019, all as required by the Statutes of the State of Colorado.
Jackie Williamson, Town Clerk
[REMAINDER OF THIS PAGE INTENTIONALLY LEFT BLANK]
Page 35
EXHIBIT A [Red]
§ 13.2 - USE CLASSIFICATIONS/SPECIFIC USE DEFINITIONS AND EXAMPLES
C.Use Classification/Specific Use Definitions and Examples. This Section sets forth specific use
classifications in alphabetical order. A general definition is typically provided for each use classification,
and in many instances examples are provided of specific uses that fall within the broader use
classification. When a specific use example is provided, the example should satisfy both the broader
classification's general definition as well as the definition of the specific use, if provided. Finally, the
text may provide specific examples of uses that are not included in a particular use classification
(referred to in the text as "exceptions").
34.Park and Recreation Facilities. Parks, playgrounds, recreation facilities and open spaces.
This classification includes public parks, cemeteries, public squares, plaz as, playgrounds,
ballfields, public recreation areas, nonprofit botanical gardens and nature preserves. Golf courses
are classified separately as a recreational use.
(Ord. 17-17, § 1(Exh. F))
34.Park and Recreation Facilities.
a.Park and Recreation Facilities – Public. Publicly owned parks, playgrounds, recreation
facilities and open spaces. Ownership is through public entities such as federal, state, county
and municipal government or a public recreation district. Golf courses are classified separately
as a recreational use.
b.Park and Recreation Facilities – Private. Privately owned and operated parks, playgrounds,
recreation facilities and open spaces. Golf courses are classified separately as a recreational
use.
Page 36
§ 4.3 - Residential Zoning Districts
B.Table 4-1: Permitted Uses: Residential Zoning Districts.
Table 4-1
Permitted Uses: Residential Zoning Districts
Use Classification Specific
Use
Zoning Districts
Additional Regulations
(Apply in All Districts Unless
Otherwise Stated )
"P" = Permitted by Right
"S1 or S2" = Permitted by Special
Review
"—" = Prohibited
RE-
1 RE E-
1 E R R-
1
R-
2 RM
INSTITUTIONAL, CIVIC AND PUBLIC USES
Park and Recreation
Facilities P P P P P P P P §3.13, Location & Extent
Review
Park and Recreation
Facilities - Public P P P P P P P P §3.13, Location & Extent
Review
Park and Recreation
Facilities - Private __ __ __ __ __ __ __ __
Page 37
§ 4.4 - Nonresidential Zoning Districts
B.Table 4-4: Permitted Uses: Nonresidential Zoning Districts.
Table 4-4
Permitted Uses: Nonresidential Zoning Districts
Use Classification Specific
Use
Nonresidential Zoning Districts
Additional
Regulations
(Apply in All Districts
Unless Otherwise
Stated)
"P" = Permitted by Right
"S1 or S2" = Permitted by
Special Review
"—" = Prohibited
A A-1 CD CO O CH I-1
INSTITUTIONAL, CIVIC & PUBLIC USES
Park and Recreation
Facilities P P P P P ——§3.13, Location &
Extent Review
Park and Recreation
Facilities – Public P P P P P ——§3.13, Location &
Extent Review
Park and Recreation
Facilities – Private P P P P P ——
Page 38
CHAPTER 5. - USE REGULATIONS
§ 5.1 - SPECIFIC USE STANDARDS
This Section contains regulations that apply to specific uses or classes of uses.
W.Park and Recreation Facilities. Park and Recreation Facilities shall be divided into two
classifications: Public, and Private, as defined in the EVDC Section 13.2.C.34.a. and 13.2.C.34.b.
1.Public Park and Recreation Facilities include traditional public parks, cemeteries, public
squares, plazas, playgrounds, ballfields, nature preserves, botanical gardens, and other indoor
and outdoor recreation facilities owned by public entities such as federal, state, county and
municipal government or a recreation district. Temporary commercial and non-commercial uses
are allowed through a temporary use permit as specified in EVDC Section 5.3. Public Park and
Recreation Facilities are permitted in most zoning districts as listed in Tables 4 – 1 and 4 – 4.
Public Park and Recreation Facilities in non-residential zoning districts may have private
concessions and rental arrangements for use of facilities therein. Public Park and Recreation
Facilities in residential zoning districts are not permitted to have private concessions and rental
arrangements for facilities therein. A Location and Extent Review is required to establish or
modify a Public Park and Recreation Facility.
2.Private Park and Recreation Facilities include privately owned and operated commercial and
non-commercial parks, playgrounds, ballfields, nonprofit botanical gardens, nature preserves,
cemeteries and other private indoor and outdoor recreation facilities. Private Park and
Recreation Facilities are not permitted in residential zoning districts (See Table 4 – 1). Passive
open space is allowed in residential zoning districts.
Page 39
D
D
D
Town of Estes Park, Larimer County, Colorado, August 27, 2019
Minutes of a Regular meeting of the Board of Trustees of the Town of Estes
Park, Larimer County, Colorado. Meeting held in the Town Hall in said Town
of Estes Park on the 27th day of August, 2019.
Present:
Also Present:
Absent:
Todd Jirsa, Mayor
Trustees Carlie Bangs
Marie Cenac
Patrick Martchink
Ron Norris
Ken Zornes
Travis Machalek, Town Administrator
Dan Kramer, Town Attorney
Kimberly Disney, Recording Secretary
Cody Rex Walker, Mayor Pro Tern
Mayor Jirsa called the meeting to order at 7:00 p.m. and all desiring to do so, recited the
Pledge of Allegiance.
AGENDA APPROVAL.
It was moved and seconded (Norris/Cenac) to approve the Agenda, and it passed
unanimously.
PUBLIC COMMENTS.
Cathy Alpert/Town citizen and Chair of the Community Recycling Committee spoke
regarding the effects of the Residential Recycling Center and the glass only recycling.
She requested the Town consider covering funds for the glass only recycling as part of
the 2020 budget following the depletion of current funds.
Mayor Jirsa requested the Community Recycling Committee speak with Town
Administrator Machalek regarding the funding request.
TOWN BOARD COMMENTS
Trustee Norris stated the next Joint Study Session with the Larimer County Board of
County Commissioners has been scheduled for September 30, 2019 to continue public
input of the Intergovernmental Agreement on Estes Valley land use. He stated the Estes
Valley Planning Commission met August 20, 2019 and approved a change to the Alarado
Business Park development plan.
Trustee Zornes attended the Open Lands Advisory Board meeting August 22, 2019 and
the Estes Valley Land Trust breakfast on August 24, 2019.
TOWN ADMINISTRATOR REPORT.
CONSENT AGENDA:
1.Bills.
2.Town Board Minutes dated August 13, 2019 and Editor's Not to the Town Board
Minutes dated June 25, 2019 regarding Action Item 4 -Ordinance 15-19.
3.Estes Valley Planning Commission Minutes dated July 16, 2019 and Study
Session Minutes dated July 16, 2019 (acknowledgement only).
4.Transportati on Advisory Board Minutes dated June 19, 2019 (acknowledgement
only).
5.Parks Advisory Board Minutes dated July 18, 2019 (acknowledgement only).
6.Approval of the Colorado Parks and Wildlife Recreational Trails Program Grant
Agreement for Fall River Trail Construction.
7.Estes Valley Board of Adjustment Appointment of Francis (Joe) Holtzman for a
term expiring February 28, 2022.
ATTACHMENT 5
Page 40
Board of Trustees -August 27, 2019 -Page 2
8.Ratification of the intergovernmental Agreement with COOT for 2019 Elkstang
Bustang Service.
It was moved and seconded (Bangs/Zornes) to approve the Consent Agenda, and
it passed unanimously.
REPORTS AND DISCUSSION ITEMS: (Outside Entities).
1.BRIEFING ON LARIMER COUNTY TRANSPORTATION AND FACILITIESINITIATIVE. Commissioner Kefalas made introductory remarks and stated the
Board of County Commissioners approved a resolution to refer the proposed
increase to the county sales and use tax to voters in November 2019. Manager
Hoffman provided information on the current transportation needs, steps the
county has already taken, and additional steps the county plans to take should the
tax pass. She highlighted the regional cost of housing, facility needs as displayed
in the County Facilities Master Plan, stretched resources, the regional economy,
and the regional effort which was initiated in 2018. The Board discussed a
resolution of support for the tax measure and determined a resolution would be
brought forward to a future Town Board meeting.
PLANNING COMMISSION ITEMS: Items reviewed by Planning Commission or staff for
Town Board Final Action. 1.ACTION ITEMS:
A.ORDINANCE 05-19 AMENDING THE ESTES VALLEY DEVELOPMENT
CODE REGARDING THE "PARK AND RECREATION FACILITIES" USEREVISING THE DEFINITION, REVISING THE PERMITTED USE TABLES,
AND ADDING SPECIFIC USE STANDARDS. Mayor Jirsa opened the public
hearing and Director Hunt presented Ordinance 05-19 and provided an
overview of the history of the code amendment. Following previous Board
direction, revisions were made regarding private park and recreation facilities,
specifically removing hunting and overnight camping as allowed uses. Staff
recommended approval of the most recent Exhibit A[Violet] generated as a
compromise to previous drafted code amendments. The Board discussed
protecting the integrity of neighborhoods and grandfathering of existing public
recreation facilities.
Richard Ralph/Town citizen and Frank Theis/County citizen spoke in favor of
Exhibit A[Red] regarding the need for a clean development code, the initial
direction of the proposed code amendment, and community trust in the Town
Board.
Mayor Jirsa closed the public hearing and the Board discussed staff's
reasoning for the current recommendation, limiting recreational activities by
parcel, prohibiting night time recreational activities, and setting a six-month
review of the code change. Mayor Jirsa and Trustees Bangs and Cenac spoke
in favor of Exhibit A[Violet] citing compromise, clarity, benefits of special
reviews to allow discretion, and historical interests and activities of the town.
Trustee Zornes spoke in favor of Exhibit A(Red) citing community support.
D
D
Substitute motion. It was moved and seconded (Zornes/Norris) to approve o Ordinance 05-19 with Exhibit A[Red] as originally presented, and it failed
with Mayor Jirsa and Trustees Bangs and Cenac voting "No'.
It was moved and seconded (Bangs/Cenac) to approve Ordinance 05-19 substituting Exhibit A[Violet] for the exhibit originally presented. and it
passed with Trustee Zornes voting "No".
B.SPECIAL REVIEW, SR 19-02 ESTES PARK CHALET EVENT FACILITY,2625 MARYS LAKE ROAD, MARYS LAKE LODGE HOTEL OWNERS
ASSOCIATION, REPRESENTED BY ML PROPERTIES, LLC, MORGAN
MULCH. Trustee Bangs rec used herself. Mayor Jirsa opened the public
Page 41
D
D
D
Board of Trustees - August 27, 2019 - Page 3
hearing and Planner Weeber presented the S1 Special Review of the Estes
Park Chalet Event Facility, which would consist of 3891 square feet, providing
a lounge area and outdoor venue for up to 200 guests. Staff sought review
from various agencies and recommended the approval of the S1 Special
Review. Mayor Jirsa closed the public hearing. It was moved and seconded
(Norris/Zornes) to approve the Special Review application for the Estes
Park Chalet Event Facility, and it passed unanimously with Trustee Bangs
"abstaining".
ACTION ITEMS:
1.ACCEPT DELIVERY OF THE AUDITED FINANCIAL STATEMENTS FOR THE
YEAR ENDING DECEMBER 31, 2018. Director Hudson and Randy Watkins of
ACM presented the audited financial statements for the year ending December 31,
2018. They highlighted the auditing processes and standards, findings of
compliance, increases and decreases in revenues, expenses and changes in net
position, and enterprise funds. It was moved and seconded (Martchink/Cenac)
to accept the Audited Financial Statements for the year ending December 31,
2018, and it passed unanimously.
2.APPOINTMENT OF ACM, LLP TO PERFORM THE AUDIT FOR THE YEAR
ENDING ON DECEMBER 31, 2019. Director Hudson presented the appointment
of ACM, LLP to perform the audit for the year ending December 31, 2019. He
stated ACM, LLP has performed the 2017 and 2018 Comprehensive Annual
Financial Report (CAFR) and the re-appointment to perform the 2019 CAFR would
be the third year of a five year engagement. It was moved and seconded
(Martchink/Norris) to appoint ACM, LLP to perform the audit for the year
ending December 31, 2019, and it passed unanimously.
Whereupon Mayor Jirsa adjourned the meetin .... .-......-. '
Page 42
Commercial Enterprises in Residential Zones Public Comment
Agenda item TB study session 1/26
Sat, Jan 23, 2021 at 1:13 PM
Mayor, Mayor Pro Tem and Trustees
Please carry forward, to one of your public meetings in February, the matter of reconsideration of
allowing commercial enterprises in residential zones. (Section 5.1(w)(2) Private Parks and
Recreational Facilities) Additional public input is warranted.
Thank you.
John Phipps
Commercial Enterprises in Residential Zones
Sun, Jan 24, 2021 at 11:19 AM
To: Estes Park Board of Trustees
Re: Tuesday, January 26 Study Session Topic: Commercial Enterprises in Residential Zones
At the January 26 Study Session, as part of your discussion and future board meeting decision
making, please consider NOT allowing any commercial private recreation in residential zones. This
request refers to Estes Park Development Code, Section 5.1, W (2) Private Park and Recreation
Facilities in Residential Districts.
Thank you,
Robert Ernst
RE: Study Session; commercial recreation in residential zones
Sun, Jan 24, 2021 at 11:38 AM
TO: all Trustees and Mayor:
I do understand the January 26 study session is just that, not an action forum, but while this topic I on
the agenda, I would like the Trustees to consider revising the current code to disallow ALL
commercial recreation activities in residential zones. The common refrain is “property rights”, but
anyone who buys in to a “residential” zone should clearly be aware that business activities (other than
in home business operations, not open to the public) would not be allowed. Special review is NOT
adequate, as too often, those become rubber stamps for owner requests. Most residents don’t want
commercial climbing, fishing guides, or horseback rides going thru their area. Our valley has many
places where guides can go.
Rebecca Urquhart
Received by January 25, 2021
Page 43
Commercial Enterprises in Residential Zones Public Comment
Fwd: Study Session item - Commercial Enterprises in Residential Zones
Mon, Jan 25, 2021 at 9:44 AM
Date: January 23, 2021
To: Estes Park Mayor and Board of Trustees
Subject: Study Session item - Commercial Enterprises in Residential Zones
As you are aware, there was much discussion, conflicting decisions between the Planning
Commission and the Board of Trustees, and ultimately litigation in 2018 and 2019 regarding the
allowing of commercial endeavors on residentially zoned properties. The eventual outcome was a
controversial set of changes to the development code which, rather than simplify and clarify the
code’s requirements, have only served to complicate and muddy the understanding and
implementation of the code. The changes appear to intentionally complicate the code and leave it
open to creative interpretations of commercial and residential. In addition, the changes introduce the
loosely defined concept of “private recreation” uses, open to the public and for profit…which may now
be located on residential zoned property.
This change has allowed our Development Code to be manipulated by entities both inside and
outside of our local government. During your discussion of this topic, please consider the actual
definitions of commercial and residential. The differences are clear and simple…and so should be
our code.
The discussion of “Commercial Enterprises in Residential Zones” offers an opportunity to begin the
process of building integrity and trust back into our local government. How you address this topic will
not only be a part of your legacy but will determine the character of Estes Park well into the future.
Fred R. Mares
Page 44
Commercial Enterprises in Residential Zones Public Comment
Fwd: Open Letter to Town Trustees and Estes Park Planning
Commission. RE: commercial use in residential zoning
Mon, Jan 25, 2021 at 7:38 PM
To: Town of Estes Park Trustees and the Estes Park Planning Commission.
From: Rex Poggenpohl
Vice Chair, Estes Park, Parks Advisory Board.
Vice Chair, Larimer County, Estes Valley Planning Advisory Committee.
Member, American Planning Association.
RE: Commercial use in Residential Zoning districts.
Not too long ago, local public outcry over the Mountain Coaster project in the Residential zone for
large lots adjacent to Town boundary, prompted a temporary moratorium on commercial use in
Residential zones by active Town Trustees and County Commissioners for the then joint planning
area of our valley. This then became a more specific modification to the use classifications for
Residential Zones in the Development Code (the land use regulations for the Town) that allowed
certain private recreation uses in Residential Zones by the Special Review process. Several of these
specially allowed recreation activities are of a very commercial use that have attendant: high traffic,
high noise, and/or negative impacts to the sustainable ecological and environmental character of the
residential properties; and thus, can be considered inappropriate for a single family residential
neighborhood:
- Horseback trails/tours.
- Group hiking and climbing activities.
- Cycling.
In the spirit of sustaining , long term, the nature character of our valley (focused on ecology, scenery
and wildlife) and the peaceful single family character of Residential Zones, it is my personal view and
I strongly suggest that these allowable use classifications be severely restricted, if not prohibited.
The nature character and single family neighborhoods of our community are the very things that have
always driven the attraction of property owners, employees and visitors to our valley, and should be
ardently protected for the long term. Of course, my personal views above should not be deemed to
represent the views of any of the local organizations to which I belong.
Thanks for your corresponding consideration and Regards, Rex Poggenpohl
Member, American Planning Association
Larimer County, Estes Valley Planing Advisory Committee
Larimer, County Board of Appeals
Received by January 26, 2021
Page 45
Page 46
PUBLIC WORKS Report
To: Honorable Mayor Koenig
Board of Trustees
Through: Town Administrator Machalek
From: Vanessa Solesbee, CAPP, Parking & Transit Manager
Greg Muhonen, PE, Public Works Director
Date: January 26, 2021
RE: Draft Electric Vehicle Infrastructure and Readiness Plan
Objective:
Present the Electric Vehicle Infrastructure and Readiness Plan, including a review of
project goals, the planning process, and key recommendations.
Present Situation:
In June 2020, Public Works staff began work on an Electric Vehicle Infrastructure and
Readiness Plan (EV Plan) to guide the community in making strategic decisions over
the next ten years as it relates to transportation electrification. Two Colorado-based,
woman-owned consultancies were selected via competitive RFP process to support
Town staff with the Plan: S. R. D. Consulting (SRDC) and Brendle Group.
The EV Plan explored several vehicle classes including electric passenger vehicles,
electric bicycles (e-bikes), the Town's fleet, as well as local transit vehicles.
The key goals of this planning effort were:
1. Guide the community in making strategic decisions over the next ten years as it
relates to transportation electrification.
2. Develop a strategy to support increased education and resources for electric
vehicle owners, local residents and visitors.
3. Maximize the Town's existing investment in EV charging infrastructure and the
new grant-funded electric trolley.
While a robust and interactive outreach effort was originally envisioned by staff and the
consulting team (e.g., EV test drive events), due to the limitations of COVID-19 a more
targeted and virtual approach to community engagement was offered. Even with the
limitations of a virtual process, a robust set of opportunities were provided and those
who did participate were enthusiastic and engaged. Outreach strategies included:
Project webpage, updated regularly with new polling questions weekly;
EV Readiness online quiz;
Page 47
Multiple presentations to the Transportation Advisory Board;
Virtual meetings with Town staff about fleet electrification opportunities (Fleet,
Operations, Power and Communications, Parking & Transit, Police Department);
Virtual meetings with community and regional stakeholders (Estes Park Chamber of
Commerce, Estes Park Economic Development Corporation, Estes Valley Recreation
and Park District, Larimer County, Northern Colorado Clean Cities Coalition, Rocky
Mountain National Park, Local Tesla Owners Club and Visit Estes Park); and
Virtual stakeholder meeting promoted via Town news release and social media.
The six-month planning effort resulted in an action-oriented roadmap of steps that the
Town can take to increase EV awareness and utilization by locals and visitors, increase
transit ridership, and identify opportunities for future grant funding to support continued
EV adoption.
The following six Key Recommendations are reflective of data analysis, stakeholder and
community feedback, Town staff guidance, and known industry best practices. The
recommendations are listed below in priority order and the consulting team provided
staff with suggested implementation timing in the EV Plan Implementation Table
(included in the Attachments):
1. Develop and implement EV education and awareness programs.
2. Build and strengthen local and regional partnerships as it relates to EVs.
3. Discuss the feasibility of implementing EV charging-focused time of use rates.
4. Adopt a “ZEV first” fleet replacement policy.
5. Adopt codes and policies that support transportation electrification.
6. Expand public charging infrastructure to meet demand.
Public Works staff plan to begin working on Plan implementation in 2021.
Proposal:
Staff proposes to bring the Electric Vehicle Infrastructure and Readiness Plan to the
Town Board Meeting on February 9 for adoption.
Advantages:
The Plan supports both the Town’s mission to “provide high-quality, reliable services for the
benefit of our citizens, guests and employees, while being good stewards of public
resources and our natural setting” and the Town Board’s 2021 Strategic Plan goal to
increase the use of charging stations and EV tourism.
Plan implementation will support the Town’s environmental stewardship interest because of
our location and partnership with the US Forest Service and Rocky Mountain National Park.
This effort, coupled with the 100% renewable energy generation targets set by Platte River
Power Authority, provide an opportunity to make measurable change to Estes Valley’s air
quality.
Page 48
Disadvantages:
Too often plans are not implemented; however, the Town has already started to meet EV
goals through the procurement of two grant-funded electric trolley buses and installation of
public charging station infrastructure.
Action Recommended:
N/A. This is a progress report only.
Finance/Resource Impact:
The EV Plan was funded by two grants:
1. Colorado Department of Local Affairs (DOLA) Renewable and Clean Energy Challenge
grant ($15,000); and
2. Colorado Energy Office (CEO) Community EV Readiness grant ($9,500).
Additionally, there was a commitment of staff time valued at $4,214 and a $2,000
payment from the General Fund to meet the cost-sharing requirement for the DOLA
grant.
Level of Public Interest
The level of public interest is moderate. The individuals and organizations who
participated in the outreach effort for this plan were engaged and provided valuable
input throughout the process and on the final Plan.
Attachments:
1.EV Infrastructure and Readiness Plan
2.EV Plan Implementation Table
3.EV Infrastructure and Readiness Plan presentation
Page 49
TOWN OF
ESTES PARI(
COLORADO E-----
ELECTRIC VEHICLE INFRASTRUCTURE AND READINESS PLAN
January 2021 b dl GROUPren e
ATTACHMENT1
Page | 2
Estes Park EV Infrastruture and Readiness Plan
Acknowledgements
S. R. D. Consulting (SRDC) and Brendle Group would like to thank the following individuals for their
enthusiasm, time, and feedback:
Board of Trustees
Wendy Koenig, Mayor
Patrick Martchink, Mayor Pro Tem
Carlie Bangs
Marie Cenac
Barbara MacAlpine
Scott Webermeier
Cindy Younglund
Transportation Advisory Board (TAB)
Belle Morris, Board Chair
Tom Street, Board Co-Chair
Janice Crow
Ann Finely
Larry Gamble
Linda Hanick
Scott Moulton
Gordon Slack
Ron Wilcocks
Carlie Bangs, Town Board Liaison
Greg Muhonen, Staff Liaison
Town of Estes Park Staff
Christy Crosser, Grant Specialist
Jim Nelson, Fleet Supervisor
Josh Roper, Fleet Maintenance
Kevin McEachern, Operations Manager
Randy Hunt, Community Development Director
Reuben Bergsten, Utilities Department Director
Vanessa Solesbee, Parking & Transit Manager
Wes Kufeld, Police Chief
Eric Rose, Police Captain
Joe Lockhart, Line Superintendent
Stakeholders
Eric Tracey, Larimer County
Diego Lopez and Amy Maxey, Northern Colorado Clean Cities Coalition
Danny Basch, Rocky Mountain National Park
Donna Carlson, Estes Park Chamber of Commerce
Thomas Cox and Adam Shake, Estes Park Economic Development Corporation
Tom Keck, Tesla Social Club
Josh Harms, Visit Estes Park
Tom Carosello, Estes Valley Recreation and Park District
Blake Robertson, Private Resident and E-bike Enthusiast
Consultant Team
Sarah R. Davis, AICP, SRDC
Samantha E. Buck, MClinEpi, MLS(ASCP), SRDC
Kate Lucas, AICP, SRDC
Lynn Coppedge, Brendle Group
Dan Epstein, Brendle Group
Becca Stock, Brendle Group
Cover Page Images Taken by Sarah R. Davis.
The Town of Estes Park’s Electric Vehicle (EV) Infrastructure and Readiness Plan is funded by grants from the
Colorado Department of Local Affairs (DOLA) and the Colorado Energy Office (CEO) with a match from the
Town of Estes Park.
Page | 3
Estes Park EV Infrastruture and Readiness Plan
Table of Contents
Acknowledgements .................................................................................................2
Table of Contents .....................................................................................................3
Acronyms and Abbreviations .................................................................................4
Executive Summary ..................................................................................................5
The Basis of this EV Plan ........................................................................................................................ 6
Goals and Recommendations ............................................................................................................... 6
Introduction ...............................................................................................................8
Internal Combustion Engine Vehicle vs. Electric Vehicle ................................................................ 10
EV Market Trends ................................................................................................................................. 10
Existing Conditions and Infrastructure ............................................................... 16
Electric Vehicles in Estes Park ............................................................................................................. 17
Estes Park Power and Communications ............................................................................................ 21
Estes Park’s Fleet .................................................................................................................................. 23
Existing Planning and Policy Framework ........................................................... 24
Federal EV Policies, Programs, and Incentives ................................................................................. 24
Colorado’s EV Policies, Programs, and Incentives ........................................................................... 25
Regional EV Plans ................................................................................................................................. 27
Town of Estes Park Planning and Policy Framework ........................................................................ 28
Stakeholders and Engagement ........................................................................... 34
Implementation Recommendations ................................................................... 36
Key Recommendations ........................................................................................................................ 36
Updating the EV Plan ............................................................................................ 42
Works Cited ............................................................................................................ 43
Appendix A – Implementation Table
Appendix B – GoEV City Resolution
Appendix C – Engagement Results
Appendix D – Education Toolkit
Page | 4
Estes Park EV Infrastruture and Readiness Plan
Acronyms and Abbreviations
BESS Battery Energy Storage System
BEV Battery Electric Vehicle
CEO Colorado Energy Office
CDOT Colorado Department of Transportation
COVID-19 SARS-CoV-2 Virus, 2019-2020 Pandemic
DCFC Direct Current Fast Charging
DOLA Department of Local Affairs (State of Colorado)
e-bike Electric Bicycle
EPA Environmental Protection Agency
EPPC Estes Park Power and Communications
EV Electric Vehicle
FTA Federal Transit Administration
GHG Greenhouse Gas
ICE Internal Combustion Engine
LEV Low Emission Vehicle
MTCO2e Metric Tons of Carbon Dioxide Equivalent
NCCC Northern Colorado Clean Cities
PHEV Plug-In Hybrid Electric Vehicle
PRPA Platte River Power Authority
RMNP Rocky Mountain National Park
SUV Sport Utility Vehicle
TAB Transportation Advisory Board
TOU Time of Use
V2G Vehicle-to-Grid
V2H Vehicle-to-Home
ZEV Zero Emission Vehicle
Page | 5
Estes Park EV Infrastruture and Readiness Plan
Executive Summary
Transportation emissions are a significant contributor to air pollution. According to a report by
the Rocky Mountain Climate Organization, the Larimer County mountains near Estes Park had, on
average, an annual hottest temperature of 86°F between 1970 and 1999 (Saunders, Easley, &
Mezger, 2016). Without significant reduction in emissions, the report predicted that the average
annual hottest temperature could reach up to 101°F by 2099. However, with significant emissions
reductions, that number could stay relatively stable at 90°F over the next 80 years. This potential
rise in temperature is not a mere inconvenience, but could threaten the natural environment that
draws residents, visitors, and investments alike to the Estes Valley. All hope is not lost, however.
With the increasing demand for electric vehicles (EVs) and the state’s commitment to 100%
renewable energy, the Town of Estes Park has begun making needed infrastructure and vehicle
investments. The Town aims to ensure those investments are maximized, and to purposefully
prepare for the widespread adoption of EVs, with the ultimate goal of improving quality of life
and the environment in the Town of Estes Park, the greater Estes Valley, Rocky Mountain National
Park (RMNP), Roosevelt National Forest, and greater Larimer County for generations to come.
Based on the Census Bureau’s “On the Map” tool, 17.4% of the population that lives in the Estes
Park area commutes greater than 50 miles to work and 19.3% commutes at least 25-50 miles to
work (U.S. Census Bureau, 2017). According to studies done by the Estes Part Economic
Development Corporation, one-third of workers live and work in Estes Park, one-third of workers
live in Estes Park and commute to the Front Range, while the final third of workers live in the
Front Range and commute to Estes Park. Assuming a standard 5-day work week, under typical
circumstances, these residents are commuting up to 500 miles a week, which makes them
excellent candidates for EV ownership. This commuter data, matched with the regenerative
braking benefits of Estes Park’s mountainous terrain, make the Town a viable place to live and
work with an EV. However, for many residents the cost of purchasing an EV and perceived
barriers, such as “range anxiety” due to the limited number of charging stations along the key
routes in and out of town, may be prohibitive. Due to limited affordable housing options, Estes
Park also welcomes a number of daily commuters from the Front Range. For those with long,
uphill commutes, the perceived impracticality of EVs is likely a large barrier, particularly for the
older or more affordable vehicles that have shorter ranges. This can be further compounded by
the impacts of cold weather on battery performance and vehicle model availability including
pick-up trucks and sport utility vehicles (SUVs).
The ultimate goal of EV readiness - reducing greenhouse gas (GHG) emissions - is tied to both
the source of electric power and the availability of alternate modes of transportation. Building off
the Town’s success in recently procuring one of two electric trolleys, the Town is making strides
to expand the number of options available for those who are unable or reluctant to operate a
personal vehicle and for those who are financially unable to purchase an EV in the foreseeable
future. Furthermore, installation of a new Level 3 direct current fast charging (DCFC) station at the
Estes Park Visitor Center will enable more daily and local trips, particularly for those who have
smaller range vehicles or are not staying overnight where charging is readily available. EV
charging infrastructure is optimal when it is part of a larger network. The new Level 3 DCFC is
Page | 6
Estes Park EV Infrastruture and Readiness Plan
part of the state’s corridor project, connecting Estes Park to neighboring communities ensuring
that visitors with an EV can commute or visit. The significant amount of tourism in Estes Park and
RMNP will continue to create demand for more publicly accessible charging stations, particularly
near the periphery of downtown and along one or more of the routes connecting the Town with
RMNP, in addition to hotels, resorts, other short-term rentals, and destination locations.
The Basis of this EV Plan
The Town of Estes Park is not alone in its pursuit of EV readiness. Building off the 2018 and 2020
Colorado EV Plans, the Town is exploring many aspects of the emerging EV sector with a primary
focus on light-duty passenger vehicles and a secondary emphasis on transit and micromobility.
Micromobility describes small, lightweight devices operated at speeds below 28 miles per hour
either owned or rented by the user, and includes bicycles, electric bicycles, electric scooters,
roller blades, etc. This Plan outlines the conditions as they exist in Estes Park today including
physical infrastructure, fleet potential, and the policies in place that intersect aspects of the EV
ecosystem. In October 2020, the Town Board of Trustees added language to the Town Board
Strategic Plan acknowledging EVs. This is a major step forward within the Town from a policy
perspective and will lay the supportive foundation needed to advance the Key
Recommendations of this Plan.
In keeping with their mission to “provide high-quality, reliable services for the benefit of our
citizens, guests and employees, while being good stewards of public resources and our natural
setting,” the Town Board of Trustees and employees acknowledge its responsibility to provide for
the health, safety, and welfare of its residents and visitors. In this spirit, the Town has identified
the reduction of transportation-related emissions and the increase in EV adoption as a potential
path towards furthering these ideals. Addressing the issues of climate change and adapting to
the potential natural hazards innate in Colorado mountain living is the responsibility of good
government – financial solvency, supporting the most vulnerable populations, and making the
community a healthy place for everyone to live, work, and play.
Colorado is a state that is taking a lead in this effort; however, its success is dependent on
communities like Estes Park doing their part to identify and shore up gaps within the charging
infrastructure network in addition to leading by example through incorporating EVs and zero
emission vehicles (ZEVs) into their fleet. The Town must strike a balance between staying
innovative while also maintaining and maximizing existing investments in infrastructure and
vehicles. Unlike the private sector where the primary focus is to be profitable, the Town has the
ability to remain fiscally responsible while also being thoughtful about how and when to make
investments in things like EVs. Through integrating EVs and ZEVs into the Town’s fleet, Estes Park
can further normalize this newer technology by using the vehicles in town.
Goals and Recommendations
Resilient communities, those that bounce back quickly from major events such as wildfire,
emerge from a deliberative process that includes creative stakeholder engagement, data-driven
Page | 7
Estes Park EV Infrastruture and Readiness Plan
decision making, and design thinking. When the Town sought and was awarded grant funding to
develop this Plan, it outlined two Key Goals it aimed to achieve:
1.Maximize the Town’s existing EV infrastructure investment, and
2.Incorporate an action-oriented implementation plan to guide the Town’s future EV
investment both in terms of infrastructure and the Town fleet.
Through grant funding from the Colorado Department of Local Affairs (DOLA) Renewable and
Clean Energy Challenge and the Colorado Energy Office (CEO) plus a match from the Town of
Estes Park, this EV Infrastructure and Readiness Plan lays the foundation for the programs,
policies, and investments needed to ensure the Town of Estes Park continues to evolve with the
electrification of transportation.
In order to achieve the goals of this EV Plan, building off of the data collected, stakeholder and
community feedback, Town staff guidance, and industry best practices, the following six Key
Recommendations emerged for implementation. These recommendations are listed below in
priority, and are further expanded on in the Implementation Recommendations section and
Appendix A – Implementation Table:
1.Develop and implement EV education and awareness programs.
2.Build and strengthen local and regional partnerships as it relates to EVs.
3.Implement EV charging-specific time of use (TOU) rates.
4.Adopt a “ZEV first” fleet replacement policy.
5.Adopt codes and policies that support transportation electrification.
6.Expand public charging infrastructure to meet demand.
Additionally, to ensure information, recommendations, and strategies incorporate new and
evolving technologies, policies, and partnerships, it is encouraged that this Plan be updated at
least every 5 years.
Page | 8
Estes Park EV Infrastruture and Readiness Plan
Introduction
Colorado has already seen a temperature increase of 1 to 2 degrees Fahrenheit in the last
century (U.S. Environmental Protection Agency, 2016). As temperatures rise, Estes Park will
experience earlier snow melts and harsher droughts. Climate change also threatens human
health, as more extreme heat events increase risk of dehydration and heat stroke, particularly for
children, older adults, and those with pre-existing conditions. Today’s primarily gas- and diesel-
powered transportation system is a significant contributor to climate change.
By the end of 2020, greenhouse
gas (GHG) emissions from the
transportation sector are
projected to be the largest source
of GHG emissions in the state
(Colorado Department of Public
Health and Environment, 2019).
According to the Colorado EV
Plan 2020, “applying the social
cost of carbon...to annual GHG
emissions from cars and trucks in
Colorado results in an estimated
annual impact of $1.5 billion in
public health effects, agricultural
losses, flood risk and energy
system costs. Children and adults
with asthma and other chronic
health conditions such as heart
and lung diseases are particularly
sensitive to ozone pollution”
(Colorado Energy Office, 2020).
Transitioning away from fossil
fuels and toward a more carbon-
free transportation system is
imperative to halting the
progression of climate change
and minimizing these economic,
environmental, and health
impacts.
Our collective relationship with
the land has strengthened
through the COVID-19 pandemic
as it allowed us the space and
fresh air to socially distance, recreate, dine, and live with a reduced chance of contraction.
What exactly ARE transportation emissions?
Greenhouse gases (GHGs) include carbon dioxide (CO2),
methane (CH4), nitrous oxide (N2O), and other synthetic
fluorinated gases. Although GHGs are both naturally
occurring and necessary to maintain the Earth’s temperature,
significant levels of GHGs contribute to climate change by
preventing infrared radiation from escaping the Earth’s
atmosphere. CO2 makes up about 81% of all GHGs, and GHG
emissions are often measured in CO2 equivalent (commonly
metric tons, denoted MTCO2e), as it’s the most common
greenhouse gas. While slightly different, the terms
“greenhouse gases” and “carbon emissions” are often used
synonymously in everyday speech.
Increasing concentrations of GHG emissions affect society
and ecosystems in a variety of ways. Warmer climates
increase the risk of heat-related illnesses and deaths; severe
heat waves, floods, and droughts are more common leading
to wildfires and reduced crop yields.
In addition to GHG emissions, pollutants from tailpipes, tires,
and brakes contribute to smog, poor air quality, and
numerous associated health impacts. The primary pollutants
that contribute to poor air quality include particulate matter
(PM), nitrogen oxides (NOx), and volatile organic compounds
(VOCs). According to the Environmental Protection Agency
(EPA), the transportation sector is responsible for over 55%of
NOx total emissions and less than 10%of VOCs emissions in
the U.S. Combined with sunlight, these pollutants form
ozone, which can cause respiratory problems, lung disease,
and other health conditions.
Page | 9
Estes Park EV Infrastruture and Readiness Plan
Coupled with the Town of Estes Park’s clear ties to the natural environment including as a
gateway to one of the most visited national parks, Rocky Mountain National Park (RMNP),
increases the importance of thoughtful development throughout the Estes Valley, particularly as
it relates to transportation. The responsibility to be good stewards of the land and environment
cannot be discounted. Due to the Town’s physical location in the mountains and natural human
need to connect with nature, this EV Plan looks to reduce negative impacts from the local
transportation system in addition to the region’s energy generation.
Air. Whether it provokes images of fluffy clouds, a cool breeze rustling through the leaves, or a
deep breath, air is essential to life. And while we as humans can tolerate varying degrees of air
pollutants, the compounding impact of poor air quality effects our health, wellbeing, natural
environment, and economy. Air has no boundaries, can carve away millennia of natural rock
formations into dust, and can gust at hurricane-level speeds causing weathering, erosion, and
property destruction. Our individual and collective responsibility to reduce air pollutants and
improve air quality was highlighted just prior to the issuance of this Plan. In October 2020 the
Town of Estes Park was surrounded by wildfires forcing an evacuation, threatening lives, the
natural environment, and property.
Fire. 2020 brought a fury of wildfires to Colorado (California and earlier in the year Australia),
including two that threatened the Town of Estes Park. Whether caused by lightening, an
unsupervised campfire, or even a spark from a combustion engine vehicle, wildfire is
unpredictable but inevitable for communities like Estes Park impacted by the mountain pine
beetle and increased drought conditions, left with dead and dying wood, ripe for ignition
(Rosner, 2020). While this Fall was not the first or last time Estes Park will face such events, waking
up feeling the impacts of soot, ash, and other airborne pollutants from the fires shed light on the
precarious position of our most essential resources and how far reaching its impacts are. The
sore throats and stinging eyes were felt not only by the residents of Estes Park, but extended
beyond the Front Range into Nebraska and Kansas, further exacerbated by the traveling
emissions from similar fires raging as far west as California.
Electric vehicles (EVs). Globally, the EV sector has seen an average growth of 59% year over
year, with over 2.1 million light-duty passenger EV sales in 2018 (McKinsey Center for Future
Mobility, 2019). And while EVs cannot stop Estes Park’s fire risk, they can reduce direct tailpipe
emissions which will support improved local and regional air quality. In order for EVs to continue
to grow their segment of the vehicle market however, charging infrastructure deployment - which
is directly linked to EV adoption or the purchase of EVs by the public – is needed.
The good news. Through generous infrastructure grant programs offered through the Colorado
Energy Office (CEO), the Town of Estes Park is well on its way to supporting the growing needs of
EV drivers living, visiting, and passing through. Thoughtful EV charging infrastructure planning is
an emerging best practice for communities across the globe. This EV Infrastructure and
Readiness Plan (EV Plan), funded by the Colorado Department of Local Affairs (DOLA) and CEO,
with a match from the Town, seeks to maximize the Town’s existing investments while also
charting a course for future infrastructure deployment as demand increases.
Page | 10
Estes Park EV Infrastruture and Readiness Plan
Internal Combustion Engine Vehicle vs. Electric Vehicle
Unless you are paying close attention to EV makes and models, it can be almost impossible to
distinguish them from internal combustion engine (ICE) vehicles by sight – the most noticeable
difference is that EVs do not have a tailpipe for emissions. However, there are a few other marked
differences. ICE vehicles have an engine made up of a number of component parts, which are
powered by the combustion of diesel, gasoline, or natural gas, also known as fossil fuels. ICE
vehicles have a battery, but it is limited in capacity and primarily powers the starter and vehicle
lighting. Battery-only electric vehicles (BEVs) have one fuel source – the battery – which is used to
power the motor and everything else from lights to the wipers. “Refueling” the battery costs
about half as much per mile as refueling an ICE vehicle.1 BEVs are also less mechanically
complex and require significantly less maintenance over the course of ownership. No regular oil
change is necessary, so other than balancing the tires it is mostly refilling the windshield wiper
fluid and checking the brake pads- that's it! Plug-in hybrid electric vehicles (PHEVs) typically have
a small battery that allows a limited all-electric range (less than 50 miles), and the rest of the time
is gas- or diesel-powered. There are hybrid vehicles that are not plug-ins and for the purposes of
this plan are not considered EVs. Throughout this document BEVs and PHEVs will collectively be
referred to as EVs unless otherwise noted.
Overall, EVs have significantly lower carbon emissions over the course of their lives than
traditional ICE vehicles, even when taking into account the source of the power used to charge
the EV. The one typically unaccounted for and often difficult to measure impact comes from the
mining of precious and rare earth metals for the batteries. Manufacturers are constantly exploring
new, more efficient, and less impactful battery chemistries. On the horizon expect hydrogen and
renewable natural gas to become more prevalent in conversation, especially regarding medium-
and heavy-duty vehicles.
EV Market Trends
Over the past five years, EV ownership has risen as the number of available models and drivable
range has increased, the charging infrastructure networks are more visible and numerous, and
the price of buying a new EV continues to fall. EVs currently make up less than 1% of vehicles on
the road however, the rate at which adoption of this new technology increases is steadily rising; it
remains to be seen how COVID-19 will impact the EV industry. The CEO forecasts that EV
adoption rates in Colorado could rise to between 10-15% of vehicles on the road by 2030
(Colorado Energy Office, 2019). Despite economic stressors, EV ownership is anticipated to
increase over the foreseeable future as EVs become more cost competitive, can go further
without needing to recharge, and are easily and conveniently charged more frequently when
necessary. By 2040 globally electric cars are expected to make up 58% of all vehicle sales, and
over half the vehicles on the road will be EVs (BloombergNEF, 2020).
1 Assumes $0.11/kWh * 0.3 kWh/mile = $0.33/mile compared with $2/gallon ÷ 30 miles/gallon =
$0.66/mile
Page | 11
Estes Park EV Infrastruture and Readiness Plan
Electric Vehicle Adoption
As with any new technology, there is an “adoption curve” until the product is readily available,
affordable, and visible. As described in Everett Rogers’ book Diffusion of Innovations,
“innovators” are the first to adopt innovations and make up 2-5%, then “early adopters” 13.5%
and “early majority” make up 34% (Rogers, 2003). EVs are predicted to be the next major
technology to follow this shift, currently progressing ahead of other transportation- and energy-
related catalysts such as autonomous and connected vehicles, hydrogen fuel cells, and
renewable natural gas, with education and awareness accelerating this process. Based on a
market study conducted by E Source in partnership with the CEO, several barriers and
opportunities emerged as they relate to increasing EV adoption in Colorado (Maxwell, LeBlanc, &
Cooper, 2020). E Source’s market research findings align with the feedback received through this
Plan’s effort:
•Misconceptions and lack of information about EVs and charging in particular are major
barriers to Coloradoans seriously exploring and investing in an EV lifestyle.
“Misperceptions and inaccuracies abound, from charging at home and charging at public
stations to battery range and more. People believe that charging is complex, difficult,
somehow done through a mysterious process (charging stations) they don’t understand.”
•A lack of consumer awareness about available tax credits helping to lower initial upfront
costs for those eligible.
•On the positive side, E Source’s research showed that a majority of people are open to
purchasing an EV in the next 10 years and over 80% of consumers view the environment
as an important driving force of EVs.
•PHEVs were also noted as a potential bridge between ICE vehicle ownership and going
fully electric.
As communities in Colorado including the Town of Estes Park look to support and encourage EV
adoption, increasing awareness and visibility, providing access to unbiased information,
connecting consumers with incentives, and providing access to reliable charging infrastructure is
paramount.
Charging
The EV ownership lifestyle must be supported by affordable, reliable, and readily available
residential and/or workplace charging infrastructure. On the market today there are even smart
chargers that can be set to charge at a time when electricity is the least costly or more likely to be
powered by renewable sources. Similarly, workplace charging is a great near daily alternative to
at-home charging - more employers have begun installing charging as an employee perk and
another way to illustrate their sustainability commitments.
However, not everyone has the ability to charge where they park their vehicle. Apartment and
condo dwellers, renters, and those without dedicated parking do not typically have the ability to
install at-home charging and thus rely on publicly available charging infrastructure. There are a
number of apps available to help EV drivers locate safe and reliable charging stations such as
Page | 12
Estes Park EV Infrastruture and Readiness Plan
Plugshare and ChargeHub. There are three levels of EV charging based on their energy output
and infrastructure requirements detailed in Figure 1 below. Depending on the level, public
charging should be located within a reasonable distance of things to do in the corresponding
charging timeframe. This is particularly important when siting Level 2 infrastructure as it has a
longer charge and thus dwell time. Within Level 3 direct current fast charging (DCFC), there are
three predominant connector types described in more detail in Figure 2 below.
Figure 1: The Three Levels of EV Charging Infrastructure (Private and Public)
[Source: ChargePoint]
Level 2 charging takes 2-4 hours to substantially boost a long-range vehicle’s battery,
therefore Level 2 chargers should be located near apartment and condo buildings,
recreation centers, museums, hotels, theaters, playing fields, downtown, and any other areas
one is likely to stay 2 hours or more.
In comparison, Level 3 DCFC infrastructure can charge a near-empty standard battery-sized
vehicle in 45-60 minutes, so should be located near grocery or household goods stores,
restaurants, gyms, and other shorter-term retailers and activities.
Figure 2: Types of Connectors
[Source: ChargePoint]
Page | 13
Estes Park EV Infrastruture and Readiness Plan
Charging Station Protection and Signage
Charging stations are capital investments that the Town seeks to maximize the usage of and
therefore charging-specific guidelines are needed to protect these investments while also
ensuring they are easily found by visitors and residents alike. Due to their location within parking
lots, charging units should be protected from potential damage from vehicles through the
installation of bollards and/or signage placement. Accessibility should also be taken into account
ensuring that public charging stations have at least one accessible stall. Furthermore, adding stall
signage and markings communicates to the public when and how the parking stall should be
used.
In areas where the station location is not immediately obvious, additional wayfinding signage is
important. In Estes Park, wayfinding signage for the newly built Level 3 DCFC station at the Visitor
Center will reduce confusion between those and the Level 2 charging connectors at the entrance
of the parking structure which have a 2+ hour charge time. It is important to note that most EV
drivers do rely on existing mobile applications to identify and locate existing charging
connectors. For those within a network, the applications may even indicate if the stations are in
use, available, or out of service.
Described in further detail in the Code Recommendation section, Estes Park set a precedent for
EV stall markings with the thermo-plastic emblems used to denote the charging enabled stalls in
the Town Hall/Library parking lot. These thermo-plastic emblems should be extended to all
publicly available charging stalls. Additional stall markings should be considered if ICE vehicles
consistently occupy these spaces.
Colorado EV Charging Stall Signage
In 2019, the Colorado Department of Transportation (CDOT) issued Colorado Revised Statute 42-4-
1213 providing guidance and signage (illustrated below) specifications for parking stalls dedicated to
EV charging. Should the Town face an issue in which non-EVs are frequently parking in stalls enabled
with charging infrastructure, thereby inhibiting a needy EV driver from accessing a charging
connector, these signs could be installed and enforced.
Page | 14
Estes Park EV Infrastruture and Readiness Plan
Range
The most frequently vocalized barriers to purchasing an EV are cost and “range anxiety.” Range
is the distance a vehicle can go without refueling. The average ICE passenger vehicle can go
more than 400 miles without needing to be refueled. While most BEVs for sale today have a
range of 100 miles or more, they typically average in the low 200’s - with Tesla’s long-range
Model S topping off at 409 miles. In Estes Park, vehicle range is of particular importance due to a
combination of the varying terrain and seasonally cold weather, both of which can impact battery
performance. Furthermore, the desire for visitors and residents to drive to, through, and in RMNP
must be taken into consideration, especially the allure of driving over Trail Ridge Road.
Range impacts residents and visitors’ ability to use EVs locally, regionally, and for long distance
trips. While EV drivers will mostly charge from home, from time to time they’ll need public
charging. The availability of charging infrastructure can lessen range anxiety greatly. Range has a
direct relationship to charging infrastructure availability – with enough readily available and
reliable chargers, battery range is less of a concern but can become an inconvenience. Range is
expected to continue to increase with newer EVs; however, residents with older, smaller range
vehicles have reported great success using their EVs for daily and local trips. The availability of
infrastructure in adjacent communities is needed to ensure these vehicles can travel elsewhere –
of note a charging station in nearby Lyons that was shutoff during the COVID-19 pandemic as it is
connected to a local school that was closed, and a level 2 charging station at the Grand Lake
Visitor Center supports those with Trail Ridge Road on their must-see list.
Cost
Cost, as a vocalized barrier to EV ownership, is also changing. In June 2019, the average cost of a
new car in the US was around $36,600 (a 2% increase over the previous year), and the average
cost of an EV was $55,600 (a 13.4% decrease from the previous year) (Coren, 2019). However,
when broken down by vehicle class, comparing higher-end EVs like Porsche and Tesla with their
high-end ICE counterparts, and comparing the more compact and affordable Nissan Leaf with
other ICE compacts, the costs are more similar than the above figure expresses.
Prices for EVs and ICE vehicles are expected to obtain parity as early as 2022 (BloombergNEF,
2020), and a number of EVs are currently available for less than $20,000 after the applicable
Federal EV Tax Credit and Colorado EV Tax Credit. While excess credit from the state can be
refunded to the taxpayer, the same does not apply for the federal tax credit, limiting the amount
of savings a low-income worker can realize. Although the upfront cost of an EV is currently slightly
higher than that of an ICE vehicle, the International Council on Clean Transportation (ICCT)
estimates that owning an EV will result in an average cost savings of $3,000-$6,000+ over the
vehicle’s lifetime (Lutsey & Nicholas, 2019).
Page | 15
Estes Park EV Infrastruture and Readiness Plan
Vehicle Model Availability
Often a secondary barrier to EV adoption,
greater vehicle model availability is on the
horizon. Especially in states like Colorado
where the outdoor oriented lifestyle and
varying weather and terrain influence vehicle
purchases to trend towards sport utility
vehicles (SUVs) and pick-up trucks, few fully
electric models are currently available. This is
changing as battery technology becomes
more efficient and powerful, enabling larger
and heavier vehicle types. 2021 should be an
exciting time as Rivian, an electric truck and SUV start-up, will bring the R1T Truck (see Image 1)
with over 400 miles of range and 11,000 pounds of towing capacity to market - likely to be priced
around $75,000. Rivian’s purpose-based focus on enabling recreation and reaching extreme
terrains with an EV makes it one to watch for Estes Park as visitors and residents are likely to
gravitate towards those vehicles that support an outdoor oriented lifestyle. Volkswagen will be
introducing America to its new ID.4 electric SUV in 2021 as a rival to the Tesla Model Y. Other
vehicles like the GMC Hummer EV, Rivian R1S SUV, Tesla Cybertruck, and Ford F-150 EV are
anticipated in 2022 and beyond.
Image 2: Vehicle Model Availability Prediction by BloombergNEF
[Source: BloombergNEF, https://about.bnef.com/electric-vehicle-outlook/]
Image 1: Rivian R1T All-Electric Pick-Up Truck
[Source: Rivian]
Page | 16
Estes Park EV Infrastruture and Readiness Plan
Existing Conditions and Infrastructure
At the crossroads of Highways 36, 34, and Colorado 7, the primary commercial corridor of the
Town of Estes Park emerges. As of July 2019, the Town of Estes Park had 6,426 full-time
residents, an 8.2% increase from 2010. As population grows, the opportunity to integrate EV
infrastructure into new development increases. Ensuring land development code is supportive of
EVs and at a minimum not a barrier to infrastructure development is necessary. The median age
in Estes Park is 59 years old and 34% of the population are 65 years or older. Older populations
tend to desire to age-in-place or continue to live out their life in their community. Ensuring
mobility options are accessible and affordable will provide a supportive environment for those
populations with fixed incomes. Estes Park is predominantly white (87%) but does have a growing
Hispanic or Latinx population (roughly 11.6%). The average household in Estes Park contains two
people, with a high school diploma and had a median household income of $50,833 in 2018.
The average travel time to work for Estes Park residents was a little less than 19 minutes in 2018,
which likely takes into account the extremes of residents who live and work locally in addition to
residents who commute daily to the Front Range.
The Town manages public parking through the Parking and Transit Division, including on-street
parking, one parking garage structure, and 18 parking areas which include surface lots and on-
street parking. Parking supports residents and visitors as a means of vehicle storage for short and
prolonged periods of time in key locations including proximity to downtown. The Town also
operates Estes Transit, a seasonal transit service that generally operates from June through
September annually.
Rocky Mountain National Park (RMNP) is one of
the most visited national parks in the county
drawing an average of more than four million
visitors a year. As such, the Town and RMNP
continue to develop strong ties both in
relationship and transportation infrastructure. Per
federal executive order, the handling of EVs and
EV infrastructure, including the regulation of e-
bikes has been relegated to the Superintendent-
level. This means that at the Park-level, decisions
can be made about where e-bikes can be
operated and whether charging infrastructure
will be public or fleet-facing. Of the existing 300+
rolling stock of vehicles ranging from light-duty
passenger vehicles to large construction
machinery, RMNP has two Chevy Volt PHEVs and a hybrid pick-up truck. Existing charging
infrastructure within the Park is limited to the Park’s fleet usage, however in the future the Park
may explore employee and public charging infrastructure based on electricity availability. RMNP
is a major draw for locals and visitors alike. Ensuring that they have the ability to travel to,
through, and home from the Park emission-free will support local and regional air quality.
Image 3: Traffic on Trail Ridge Road in RMNP
[Source: Greg Tally
https://commons.wikimedia.org/wiki/File:Trail_Ridge_Road
_Rocky_Mountain_National_Park_USA.JPG ]
Page | 17
Estes Park EV Infrastruture and Readiness Plan
Electric Vehicles in Estes Park
As of October 1, 2020, 64 EVs are registered in the Town of Estes Park’s zip code (80517)
(Colorado Energy Office, 2020). Of those, 28% are plug-in hybrid electric vehicles (PHEVs), and
72% are battery-only electric vehicles (BEVs), more than triple the number registered just two
years ago. Developed as a mass market model, the Tesla Model 3 is the most popular BEV
among Estes Park residents, with the Nissan Leaf trailing. The most popular PHEV is the Chevy
Volt. Over the course of this project (from June 1 to October 1, 2020) 9 new EVs were registered
in Estes Park more than half of which are Teslas.
Existing and Regional Charging Infrastructure
Within the Town of Estes Park there are currently two ChargePoint Dual-Port Level 2 chargers
near the entrance to the Visitor Center’s parking structure (see Image 4 below), and one
ChargePoint Dual-Port Level 2 charger in the parking lot at Town Hall/ Library. During the
development of this EV Plan, four ChargePoint Dual-Port Level 3 DCFCs were installed in the
main Estes Park Visitor Center surface lot (see Image 5 below). The new Level 3 DCFCs are part
of the state’s EV Corridors Program, eventually connecting Estes Park as far west as Dinosaur,
Colorado. While four chargers stand today, the Visitor Center location was designed to
accommodate eight Level 3 DCFCs at full buildout, providing Estes Park the needed flexibility to
expand in the future as demand increases. Each Level 3 DCFC at the Visitor Center is equipped
with two charge connectors, a SAE Combo (CCS) and CHAdeMO.
Image 4: To Dual-Port Level 2 Chargers at Parking Structure
[Source: Sarah R. Davis]
Image 5: Four Dual-Port Level 3 DCFC at Visitor Center
[Source: Sarah R. Davis]
Page | 18
Estes Park EV Infrastruture and Readiness Plan
Additionally, there are more than 10
publicly available Level 2 (240 volt) EV
charger connectors in five locations
throughout the Town limits that are owned
and operated by third-parties or the
associated business. Many of the RV parks
in town also allow EV drivers to access their
NEMA 14-50 outlets. In 2017 Tesla
invested in a seven stall Tesla
Supercharger (their Level 3 DCFC – see
Image 6) station behind The Stanley Hotel
–note the connectors only allow Tesla
vehicles to charge.
See Map 1 for a map courtesy of PlugShare of the publicly available charging stations in Estes
Park. The Town of Estes Park’s location, key connections to communities up and down the Front
Range, and its proximity to RMNP ensure that any infrastructure deployed in the Town supports a
statewide public charging infrastructure network. Most charging is predicted to be done at home
or at work, except in the case of travel when public charging becomes a factor and thus a
regional perspective must be taken.
Map 1: Map of Existing EV Charging Stations in Estes Park (All Levels)
[Source: PlugShare]
Image 6: Seven Stall Tesla Supercharger, The Stanley Hotel
[Source: Unknown]
A Day Trip to Estes Park
So, what would a day trip from the Front Range look like? Put yourself in the shoes of a visitor making
a day trip from Fort Collins. Starting your trip in a 2018 Nissan Leaf with a 90% full battery you
charged at home, you would arrive at Rocky Mountain National Park with a 48% charge. After a short
hike in the park, you could then enjoy lunch Downtown for an hour, plugging into the Level 3 DCFC at
the Visitor Center, and leave with an 80% charge, arriving home with a comfortable 59% charge. To
explore more scenarios, visit ABetterRoutePlanner.com.
Page | 19
Estes Park EV Infrastruture and Readiness Plan
Transit
The Town of Estes Park owns and operates its own
seasonal local public transit network of shuttles and
trolleys ensuring transit coverage across the major
highways and routes through the Estes Valley. Estes
Transit operates the shuttle service during the peak
summer season and periodically throughout the year to
support Town-produced special events. The shuttles
and trolleys are free for riders. With five key routes
throughout the Town (see Figure 3 for the four routes
operational in 2020 during this Plan’s development),
Estes Park’s transit division is focused on safely and
reliably getting residents and guests where they need
to go without relying on a personal vehicle. Additionally, RMNP operates three shuttles to access
the Park.
In July 2020 the Town took delivery of their first 100% electric trolley (see Image 7) manufactured
in the U.S. by Hometown Trolley and Motiv Power Systems. During the summer season, this
vehicle operates daily on the Red Route connecting the structured parking garage near the
Visitor Center with the main thoroughfare downtown, East Elkhorn Avenue. The electric trolley
ran for the entire summer 2020 season, which concluded on October 18th and it is estimated that
the Town saved 5,500 gallons of gasoline and reduced over sixteen different environmental
pollutants, including 22 metric tons of CO2. When Estes Transit’s second trolley arrives in May
2021, 40% of the Estes Transit fleet will be served by electric vehicles.
Figure 3: 2020 Estes Transit Route Map
[Source:https://assets.simpleviewinc.com/simpleview/image/upload/v1/clients/estespark/2020_transit_map_08_
27_20_ec350aa9-7a22-4809-9da5-12ffde32b799.pdf]
Image 7: Estes Transit’s 100% Electric Trolley
[Photo: Sarah R. Davis]
Page | 20
Estes Park EV Infrastruture and Readiness Plan
The trolley was purchased through one of two Federal Transit Administration (FTA) grants passed
through the Colorado Department of Transportation (CDOT) and is 100% electric. The Town has
ordered a second electric trolley (to be funded through the second FTA grant), and the
procurement of the second vehicle included a charging station which was installed near the
Town’s maintenance facility. Recently the Town was awarded a third FTA grant for $300,000 to
build a structure to house this and the second trolley projected to hit the road in town in 2021.
The structure will help protect the Town’s investment from inclement weather and natural wear
and tear from the elements.
Micromobility
"…the Board of Trustees encourages alternative transportation modes that are environmentally friendly,
reduce society’s dependence on fossil fuels, and encourage more people to complete trips by
environmentally-friendly modes of transportation…” -Town of Estes Park Micromobility Ordinance (2019)
In the Summer of 2017, electric scooters and e-bikes were deployed in cities across the globe as
a new transportation technology. The concept of shared mobility is not new but is now being
explored at the micro-scale. These small, lightweight devices are operated at speeds below 28
miles per hour and are either owned or rented by the user. Micromobility includes bicycles,
electric bicycles (e-bikes), electric scooters, roller blades, etc. Estes Park has not been majorly
impacted by this development and no shared e-scooter or e-bike companies are known to be
looking at the mountain community for such deployment; however, private residents and visitors
are buying and using these devices in town today. Impacts from e-bikes are of interest to
residents and guests as their assisted operation allows a variety of new riders, including older
adults, the opportunity to access trails and paths. Exploring the tourism potential of micromobility
and opportunities to further connect multi-use trails and bike lanes to services and destinations
should be a focus of future efforts, including the update of the Master Trails Plan by the Town and
EVRPD. Taking into consideration Estes Park-specific challenges including weather and wildlife
interactions (especially elk) should be explored. The Town adopted a Micromobility Ordinance
(Ordinance No. 03-19) in anticipation of these devices after witnessing the challenges other
communities experienced when not adequately prepared.
Equity
EVs are becoming increasingly attainable; however, the reality is that there are still financial and
cultural barriers to widespread adoption, particularly for low-income individuals and families.
There are relatively few reliable used EVs available for purchase, and it may take several years for
the used EV market to develop. Although EVs result in cost savings over the lifetime of the
vehicle, EVs require reliable access to a charger, which may be challenging for apartment
dwellers, renters, and those without garages, as they lack control over whether charging
infrastructure can be installed. Additionally, car culture is deeply ingrained in many communities,
who may be reluctant to make the transition to EVs because of misinformed perceptions (e.g., a
resident assumes there are no public charging stations in Estes Park), or lack of desirable body
styles or finishes - this is especially true of car club, ranching, and farming culture. Knowledge
and training about adequate maintenance and repairs whether personally or at local service
Page | 21
Estes Park EV Infrastruture and Readiness Plan
repair shops may not be adequately attuned to the specific needs of EVs. Informal networks of
easily salvaged or privately sold/bartered auto parts are also not established and readily
available, reducing the potential for DIY EV repair. A typical cost saving measure for some.
EVs are currently inaccessible and unaffordable to some of the population and will likely remain
so for several more years. In the meantime, the Town of Estes Park should thoughtfully expand
the public charging network as needed to continue to serve the widespread adoption of EVs.
Exploring ways to increase awareness of residents and visitors and ensuring adequate signage
and designated stall markings to indicate the availability of charging infrastructure will support
the predicted adoption rate. As charging infrastructure expands, battery capacity increases, and
personal habits adjust to the lifestyle of owning a rechargeable car, these barriers will continue to
lift for most. The challenge then shifts to the second and third ownership potential as there will
be a percentage of the community that will need reliable used models readily available in order
to make the shift, as well as the resale value to justify initial upfront costs.
Beyond individual ownership, EVs play an important part in solving health issues caused by the
exhaust from cars and trucks, which are often felt worst in low-income areas and communities of
color. By helping Colorado move toward an EV future, the Town can contribute to addressing this
inequity. EV carshare programs can be explored as a way to reduce barriers and increase positive
impacts more locally.
Estes Park Power and Communications
As transportation continues to shift towards electrification, ensuring a reliable, clean source of
energy is more important than ever. Estes Park Power and Communications (EPPC) is a Town-
owned enterprise that provides safe, reliable electricity at affordable rates in the Estes Valley. In
support of EPPC, Platte River Power Authority (PRPA) generates electricity for Estes Park and
much of northcentral Colorado and manages the transmission network. In other words, once
PRPA generates electricity either through coal-fired power plants, natural gas peaking plants, or
hydro, wind or solar farms, and transmits it to the Town of Estes Park’s local network, EPPC
operates and maintains the distribution network, connecting every residence, business, and
building to the greater grid.
In 2018, PRPA made a commitment to generate 100% of its energy from carbon-free sources by
2030. Due to COVID-19, PRPA has delayed the filing of its integrated resource plan until
December 2020 to allow for direct engagement with the community. However, in June 2020
PRPA solidified its commitment by announcing that it will shut down its Rawhide Unit 1 coal-fired
power station by 2030, effectively ending PRPA’s, and thus Estes Park’s, reliance on coal.
Currently, PRPA sources 42.4% of its power from coal, 38.2% from natural gas, and 19.4% from
hydro, wind, and solar. By 2021, PRPA anticipates sourcing around 50% of its energy from non-
carbon sources, mostly by increasing its wind portfolio. Further investments in solar and battery
energy storage systems (BESSs) are likely.
Page | 22
Estes Park EV Infrastruture and Readiness Plan
EVs and Renewable Energy
There is a direct relationship between EVs and renewable energy. Increased renewable energy
generation results in reduced emissions at the source of power and at the individual-vehicle
level. With more EVs on the road, the demand for energy increases, putting pressure on utilities
to decouple from existing carbon investments and pledge that all future energy generation will
be carbon-free. However, solar and wind generation is not always consistent due to varying
weather. Solar, in particular, generates most significantly throughout the day, oftentimes over-
producing when demand is low and under-producing as demand increases in the evening. Being
able to control when EV charging occurs, either through incentives, rate changes, or utility-
control, presents a unique challenge and opportunity for grid operators. Optimizing when EVs
charge helps improve efficient use of the grid – charging when there is less demand and when
renewable energy is at its peak allows the utility to provide service to an increasing number of
EVs while maximizing existing generating facilities. Fortunately, EPPC has a well-managed system
with existing capacity to incrementally absorb not only EV adoption, but also additional rooftop
solar, residential battery back-up, new EV charging stations, and building electrification.
By balancing peak charging times with peak renewable generation, EVs are the solution to
ensuring future grid reliability. Battery energy storage systems (BESSs) are seen as a piece of the
distribution grid management, but as the call-out box describes (Technology to Watch: Vehicle-
To-Grid), EVs also have the potential to act as mobile storage. This segment of the market is
rapidly evolving as battery technology becomes more efficient and utilities are able to amend
their regulations to decentralize grid generation and management, eventually establishing
microgrids to secure power in key areas and for critical loads.
Technology to Watch: Vehicle-To-Grid (V2G)
Using a bidirectional or two-way charger, an EV could draw from the grid or home system when it is low
and provide power back to the home or grid when needed. Vehicle-to-grid (V2G) or vehicle-to-home
(V2H) is an EV-related developing technology. At a household level the battery in a homeowner’s EV
could connect back to a critical load panel. In the event of a grid outage, the homeowner would be able
to provide temporary backup to their critical electrical needs - medical device, limited lighting,
refrigeration, communications, etc. The personal or household-level resiliency benefits are a primary
driver of V2G and V2H.
V2G technology could result in every EV acting as a mobile storage device that the grid could rely on
during critical events or to balance capacity demand in real time. One challenge today is most vehicle
manufacturers will void their warranty if a vehicle is connected to a V2G or V2H bidirectional charger as
the impacts to the longer-term viability of the vehicle battery have not been tested in most models on
the road today. It remains to be seen if public pressure combined with more efficient and reliable
technology will continue to propel this market forward.
Page | 23
Estes Park EV Infrastruture and Readiness Plan
Estes Park’s Fleet
The Town has a dedicated purchasing agent and a team responsible for the ongoing
maintenance and fueling needs of the fleet but otherwise manages vehicles in a decentralized
way, empowering individual departments to understand and assess their vehicle needs. This
decentralized approach necessitates additional staff training as it relates to EVs and also an
increase in awareness of vehicles available to local governments through the state’s bid process.
Identifying near term commensurate vehicles to replace has already begun including a couple
Subaru passenger vehicles used for local and regional trips without major cargo or storage
demands. Additional behind-the-house charging infrastructure should be considered and sited
across Town facilities. Installing additional charging ahead of vehicle procurement will reduce
challenges with integration. For those vehicles staff store overnight at their personal residence,
additional accommodations may be needed, such as reimbursement for electricity costs. It is
important to understand who will be driving these vehicles, where and how often in order to
properly plan for charging needs.
While EVs require large upfront capital costs, their return on investment is made through
operational cost savings. EVs require significantly less maintenance due to the simple fact that
they do not have an engine. Additionally, fleets will save on fuel costs because electricity is much
cheaper than gasoline or diesel. It’s important to factor these savings into long-term strategies to
help offset potential concerns about the upfront capital costs.
It is important to note that of the departments engaged for this effort all, including the Town’s
Police, Events, Public Works, and Utilities Departments were interested and enthusiastic about
integrating EVs into their fleet. This support will go a long way to smooth through the minor
challenges this shift will bring. Lessons learned from the Town’s fleet electrification process can
be extended to Town vendors by sharing best practices or requiring EVs where appropriate. The
Town should also consider ways to celebrate and visually acknowledge the Town’s progress.
Page | 24
Estes Park EV Infrastruture and Readiness Plan
Existing Planning and Policy Framework
Land use codes, planning documents, and policies are the guiding forces of implementation and
action at all levels of government. Therefore, national, state, and local policies must be aligned to
facilitate desired progress. The fifth key recommendation of this Plan includes recommendations
to adopt high-level broad policies such as a variation of the GoEV City Resolution in addition to
exploring adopting new code sections to require EV charging enabled parking spaces in new
multi-family dwellings. These foundational agreed to principles are critical to the success of the
programs, campaigns, and implementation described herein. Furthermore, examining Town
policies related to fleet vehicles needs to be done periodically as new EVs and ZEVs become
available through the state’s bid process.
Federal EV Policies, Programs, and Incentives
Federal-level policy is by design broad, flexible, and aspirational. Under the Trump
administration there has been a shift away from policies to further sustainability efforts and
reduce or limit the impacts from humans on the natural environment. Instead, the last four years
have included the U.S. dropping out of the Paris Climate Accord, loosening EPA regulations on
energy generation emissions, and a roll back of rules aimed at limiting transportation-related
emissions. However, new climate friendly policies, including support for EVs are expected with
the Biden administration. Below is a list of the current federal initiatives that impact EVs in general
and within National Parks:
Clean Cities Coalition Network
The mission of Clean Cities Coalition Network is to foster the economic, environmental, and
energy security of the United States by working locally to advance affordable, domestic
transportation fuels and technologies. Developed as part of the U.S. Department of Energy's
(DOE) Vehicle Technologies Office (VTO), the Clean Cities Coalition Network has over 100 local
coalitions and reaches more than 16,000 stakeholders annual. Estes Park is supported by the
Northern Colorado Clean Cities Coalition based in Fort Collins.
Executive Order 13834: Efficient Federal Operations
Signed by President Donald Trump on May 17, 2018, Executive Order 13834 directs all federal
agencies to manage their facilities, vehicles, and overall operations to cut costs, reduce waste,
and optimize energy and environmental performance (Office of Federal Sustainability, Council on
Environmental Quality, 2020). This executive order replaced two Obama era executive orders
that sought to base reduction goals off 2005 levels. Moving away from a reduction goal basis, the
new executive order offers guidelines for decision making, increases the flexibility and vagueness
of the national goals and metrics as it relates to sustainability. These goals are the foundation on
which the National Park Service operates from a sustainability and energy standpoint. Without a
stronger national policy, departments and divisions are left to chart their own separate paths.
While RMNP is committed to continuing to explore electrifying its fleet of 300+ rolling stock, it
could propel more directly and purposefully in that direction with adequate goals and metrics set
Page | 25
Estes Park EV Infrastruture and Readiness Plan
at the federal level. It remains to be seen but is assumed that under president-elect Biden, the
U.S. federal government will move more swiftly and directly to reduce negative environmental
impacts of its operations.
National Park’s Electric Bicycles Policy Memorandum 19-01
In August of 2019, the Deputy Director of the U.S. Department of the Interior (DOI) issued a
memorandum addressing the increase in usage of electric bicycles (e-bikes) in national parks
(U.S. Department of the Interior, 2019). In summary, the memo permits e-bikes where traditional
push pedal bicycles are allowed and bars them from areas traditional push pedal bicycles are
prohibited, including wilderness areas. The memo goes on to clarify that the use of a Class 2 e-
bike’s throttle is prohibited, allowing only electric pedal assist. Stated explicitly, “the intent of this
policy is to allow e-bikes to be used for transportation and recreation in a similar manner to
traditional bicycles.” Further regulation of e-bikes has been relegated to the superintendent level
including additional park-specific restrictions.
Federal EV Tax Credit
A $2,500-$7,500 tax credit is available nationally for new EV purchases and is based on the
capacity of the battery used to power the vehicle (U.S. Department of Energy, 2020). New electric
vehicles purchased after 2010 may be eligible for a federal income tax credit of up to $7,500,
assuming sufficient income tax appetite. Phase out of the tax credit begins when 200,000+
vehicles are sold by a manufacturer - Tesla and General Motors (GM) models are no longer
eligible for the federal EV tax credit. Changes to this tax credit are anticipated by the Biden
administration’s year one legislative agenda, which commits to restoring the tax credit in a way
that targets middle class consumers (Biden Harris, 2020).
Colorado’s EV Policies, Programs, and Incentives
At the state-level in Colorado there has been a lot of activity in recent years around supporting
and encouraging the proliferation of EVs. This culminated in the April issuance of the updated
Colorado EV Plan 2020 which sets a goal of ushering in nearly a million EVs on the road in the
state by 2030. Achieving this goal is supported by state-level policies, programs, and incentives
summarized below:
LEV and ZEV Standards
In November 2018 the Colorado Air Quality Control Commission (AQCC) adopted a Low
Emission Vehicle (LEV) standard which set emission requirements for all new light- and medium-
duty motor vehicles sold in Colorado beginning with 2022 models (U.S. Department of Energy,
2020). In August 2019, Colorado took the LEV standard one step further, becoming the tenth
state to adopt a Zero Emission Vehicle (ZEV) standard, which requires automakers to sell at least
5% ZEVs by 2023 and more than 6% by 2025. ZEVs include not only EVs but also hydrogen fuel
cell vehicles. Hydrogen has quickly become the next most progressed vehicle fueling
technology, especially for medium- and heavy-duty vehicles including transit. The ZEV standard
was widely supported by automobile manufacturers nationwide. While these new policies will
Page | 26
Estes Park EV Infrastruture and Readiness Plan
take several years to take full effect, combined with clean and renewable energy generation, they
will make a meaningful reduction in the amount of emissions generated by the transportation
sector.
Colorado EV Plan 2020
In 2020, the Colorado Energy Office released the updated
the Colorado EV Plan 2020, calling for a “large-scale
transition of Colorado’s transportation system to zero
emission vehicles, with a long-term goal of 100% of light-
duty vehicles being electric and 100% of medium- and
heavy-duty vehicles being zero emission.” The plan also
sets statewide goals for a public charging network,
specifically Level 3 DCFC, and aims to have 940,000 EVs
on the road in the state by 2030 (Colorado Energy Office,
2020). Encouraging expansion of public charging
infrastructure comes at a critical time, as a 2017 ICCT study
found that across major US markets, only one quarter of
the public chargers that are needed by 2025 are installed (Nicholas, Hall, & Lutsey, 2019).
Programs and Funding
The availability of grant and alternative funding for EV infrastructure is greatest at the state level
as the state of Colorado was awarded more than $68 million under the Volkswagen Settlement in
2016. This funding has been the basis of several programs the Town of Estes Park has already
benefited from including to cover the cost of equipment and installation of the publicly available
Level 2 and Level 3 DCFC stations on Town property.
Charge Ahead Colorado
The CEO and Regional Air Quality Council (RAQC) jointly administer the Charge Ahead Colorado
EV charging infrastructure grant program. Charge Ahead Colorado typically has three
application rounds per year in January, May and October. The next funding round will open in
January 2021. Public and private entities interested in installing Level 2 or DCFC connectors are
encouraged to apply. Applications for stations at workplaces, multi-family housing and tourist
destinations are of particular interest. Since its inception in 2013, the Charge Ahead Colorado
program has made awards for more than 1000 EV charging stations across the state. All of the
Level 2 stations on Town property were funded through this program.
EV Fast-Charging Corridors Program
In Spring 2018, the CEO launched the EV Fast-Charging Corridors infrastructure grant program.
Funded through a mix of Congestion Mitigation and Air Quality (CMAQ) Improvement Program
and Volkswagen Settlement dollars, $10.33 million was granted to ChargePoint for the
installation of 33 Level 3 DCFC stations at designated locations along main travel corridors in
Colorado. This project is aimed at tackling one of the major barriers to EV adoption, the lack of
Page | 27
Estes Park EV Infrastruture and Readiness Plan
publicly available Level 3 DCFCs along major highways. Estes Park was identified along Corridor
A, connecting it with Boulder to the southeast and Granby to the southwest, eventually
connecting Estes Park as far west as Dinosaur. The Level 3 DCFCs installed at the Visitor Center
were funded through this program.
Colorado EV Tax Credit
For new EVs purchased in the state of Colorado after January 1, 2021, a $2,500 credit can be
received with state income tax refund. This amount may be applied at purchase with EV
manufacturers if they choose to take assignability. This credit for new EV purchased is scheduled
to decrease to $2,000 in 2023. For leased EVs a $1,500 tax credit is available with a 2-year
minimum lease. Unused tax credit can be rolled forward to future years. The credit is first applied
against the income tax liability of the person who purchases, leases, or converts the qualifying
motor vehicle. If the credit exceeds the tax due, the excess credit will be refunded (Colorado
Department of Revenue).
Regional EV Plans
Numerous other cities in the Front Range as well as across the State of Colorado have already
established goals regarding EV adoption, including nearby Denver, Fort Collins, and Boulder,
with many more planned for completion by the end of 2021. Furthermore, the NCCC recently
completed their regional EV plan and are currently implementing. These plans are used to
support and supplement the state-wide EV initiatives, which have been increasingly in the
spotlight in the last three years since the finalization of the Volkswagen Settlement in 2017.
This collective action presents an opportunity for the Town of Estes Park to align with state and
regional efforts, in addition to realizing the benefits of vehicle electrification. EV charging
infrastructure in particular is best deployed as a regional network, therefore Estes Park must
acknowledge the importance of neighboring communities to facilitate those EV visitors more
than a single charge worth away from the Town. See Map 2 on the next page for a map of the
regional Level 2 and Level 3 charging stations around Estes Park – each green dot represents at
least one publicly available Level 2 or Level 3 DCFC connector. Along the Front Range, a
plethora of charging options existing. However, north, west, and south of Estes Park there are
existing gaps in the public charging network that may be impacting the ability of EV drivers in or
beyond these areas from accessing the Town. This highlights the regional approach needed and
its impact on Estes Park’s near and long-term infrastructure needs.
Page | 28
Estes Park EV Infrastruture and Readiness Plan
Town of Estes Park Planning and Policy Framework
The Town of Estes Park has successful regulated development using a foundational set of
documents ranging from the 1996 Comprehensive Plan to the 2018 Downtown Plan. This section
summarizes the key elements of plans and policies the Town has adopted as they relate to EVs.
Annual Town Board Strategic Plan
In October 2020, the Town Board of Trustees explicitly identified a desire to support EVs within
the Town Board Strategic Plan for 2021.
Key Outcome Area: Transportation
Strategic Policy Statement: We will consider the potential impacts of technology
changes, including electric and autonomous vehicles, in all transportation planning.
One-Year Objective: Increase use of charging stations and EV tourism.
Aligning the Town Board’s strategic priorities with the goals and recommendations of this Plan
marks a step towards a modern and less carbon-dependent transportation system.
Map 2: Regional Level 2 and Level 3 Charging Infrastructure
[Source: Alternative Fuels Data Center, https://afdc.energy.gov/stations/#/find/nearest?location=estes%20park,%20co]
Page | 29
Estes Park EV Infrastruture and Readiness Plan
Adopted Plans
Estes Valley Comprehensive Plan (1996)
The Estes Valley Comprehensive Plan was jointly
adopted in 1996 by the Town of Estes Park and Larimer
County to establish the land use, design, management,
circulation, housing, economic, and environmental
quality of the Estes Valley. Following the
Comprehensive Plan adoption, the Town and County
jointly developed the Estes Valley Development Code
as the implementation arm of the policies. Periodically
the Development Code has been updated and is
discussed in further detail below.
As it relates to this effort, Chapter 5 of the Estes Valley
Comprehensive Plan, Mobility and Circulation
acknowledges the interconnectedness of the Town and
RMNP and the resulting challenges of seasonal traffic
and highway congestion. The document makes a clear
distinction about the need for downtown to be
pedestrian-oriented to support the local economy and
access to local services. Due to the age of this
document, EVs are not acknowledged, however there is
a discussion around the importance of providing multi-modal options, specifically public transit
shuttles and an integrated hike/bike trail program.
Downtown Plan (2018)
The Estes Park Downtown Plan was developed to address challenges and opportunities in the
Town’s downtown core. The Plan sets a vision for a more resilient future that benefits the
community at large, acknowledging its historic past challenges including natural disasters,
economic instability, and variations in visitor numbers. The Downtown Plan provides additional
guidance on actions that will further minimize future shocks in order to support a more stable
economy. This is a robust policy and design document that the Town is implementing.
The Downtown Plan sets forth several proposals for improving resilience from broadening the
economic base to strengthening social and cultural networks. The chapter exploring circulation
has the most relevance to this EV Plan. It provides recommendations and concepts for circulation,
addressing all modes of travel including pedestrians, bicycles, automobiles, and transit. Many of
the areas identified for bicycle infrastructure improvements will benefit micromobility devices of
all shapes and sizes. Furthermore, improvements to the Town wayfinding signage should extend
to EV charging station locations. The chapter discussing parking is also relevant to this EV Plan as
it provides guidance on overall parking management and availability which impact existing and
future charging stations.
2021 Comprehensive Plan Update
In 2021 the Town of Estes Park plans
to initiate a comprehensive planning
process to update the 1996
Comprehensive Plan currently
adopted. This process will allow the
Town to craft goals and objectives at
the policy level which can inform
future planning, budget, and
implementation discussions. As a
second phase to this project, the
Town plans to follow-up with a
rewrite of their land use code.
Transportation Master Plan
Following the Comprehensive Plan
Update it is anticipated that a
Transportation Master Plan will be
developed. This Master Plan will
succinctly combine all transportation-
related initiatives and plans.
Page | 30
Estes Park EV Infrastruture and Readiness Plan
Policies and Ordinances
Town of Estes Park’s Complete Streets Policy
In April 2019 the Town Board of Trustees adopted the Complete Streets Policy drafted by the
Transportation Advisory Board (TAB) and Public Works Department staff. This policy establishes
practices within the Town’s Public Works Department to support and encourage the
development of a multi-modal transportation system. With the goal of ensuring safe, easy, and
enjoyable access to shopping, dining, recreation, employment, and other daily destinations, the
Town’s Complete Streets Policy seeks to balance the needs of different modes of transportation
while supporting local land uses, businesses, and the natural environment. Providing a
comprehensive, cohesive, and convenient transportation network for walking, bicycling, other
forms of micromobility, and public transit, the Town is positioning itself to encourage active
lifestyles, reduce traffic congestion, reduce noise and air pollution, all while improving the safety,
wellness, and quality of life for all Estes Park residents and visitors.
Complete Streets Policy Recommendations
Since adopting the policy in early 2019, micromobility usage including bicycles has increased
exponentially. Even though Estes Park does not currently have plans to deploy a shared
micromobility program, private ownership has similarly increased, and these devices are already
seen in town. Integrating micromobility into the Complete Streets Policy will further the Town’s
goals of ensuring a safe, balanced system, and allow the Town to add micromobility-specific
provisions including when and where electric motorized mobility devices are permitted. It should
be noted that similar accommodations to those being made for bicycles should be extended to
all micromobility. Complete Streets Policy and micromobility considerations should be also
included in the Master Trails Plan update being led by the Town and EVRPD.
Micromobility Ordinance (2019)
The Town of Estes Park adopted a Micromobility Ordinance (Ordinance No. 03-19) in March
2019 to regulate the usage of “any small, human or electric-powered transportation solution such
as a bicycle, electric assisted bicycle, scooter, electric mobility scooter, electronic personal
assistive mobility device, rollerblades, skateboard, or any other small, lightweight vehicle that is
being used to move persons for recreational or point-to-point trips within public rights of way or
transportation easements.” The Ordinance regulates where devices may be operated, the speed
at which devices may travel in different spaces (e.g., in the roadway, on a sidewalk, on a multi-use
path). The Ordinance also details restrictions on device operation including barring them from
the Riverwalk, and the requirement of a business license to rent devices to the public.
Micromobility Ordinance Recommendations
In general, the Town’s Micromobility Ordinance is detailed and comprehensive; however, as the
Town looks to update their comprehensive plan in 2021, micromobility should be a focus of
multi-modal transportation policy discussions moving forward. Despite great efforts by the Town
to develop the infrastructure needed to support these devices and their recreation and point-to-
point travel, there are several areas in Town where conflicts exist, sidewalks and multi-use trails
Page | 31
Estes Park EV Infrastruture and Readiness Plan
end without adequate connectivity, and other challenges around operators perceived or actual
safety that restrict the widespread usage of these devices. In particular, the Town should look to
provide greater access and connectivity for e-bikes as the terrain and year-round recreation
offerings in the area are supportive of an increase in usage. Being thoughtful about balancing the
needs of residents and visitors is important but know that infrastructure that connects services
and needs will always support the circulation of all.
New Policies to Explore Adopting
GoEV City Resolution
The GoEV City initiative and GoEV City Resolution were developed jointly by Clean Energy
Economy for the Region (CLEER), Conservation Colorado, Colorado Public Interest Research
Group (CoPIRG), Sierra Club, Southwest Energy Efficiency Project (SWEEP), as a step towards
creating an integrated, state-wide EV network. With a particular focus on local governments, the
Resolution recognizes greenhouse gas emissions from the transportation sector as one of the
largest contributors to climate change and acknowledges a responsibility to reduce those
emissions through local policy. The Resolution represents a commitment to embrace electric
transportation to meet a community's goals to provide cleaner air, more affordable
transportation, and leadership for greater EV adoption nationwide.
GoEV City Resolution Recommendations
Adopt a variation of the GoEV City Resolution and further the Town’s commitment to EVs and
reducing transportation-related emissions. Appendix B – GoEV City Resolution includes an
Estes Park-specific variation of the resolution further detailing the Town’s commitment to EVs. By
adopting the resolution, Estes Park would join other Colorado communities such as Fort Collins,
Golden, Summit County, the City of Boulder, Denver, and Boulder County.
Estes Park Development Code
In March 2020 the jointly developed and adopted Estes Valley Development Code with Larimer
County expired and was replaced by the Estes Park Development Code (EPDC). The EPDC is a
unified code that establishes zoning and subdivision regulations for the Town. Due to the age of
the core of this code (it originated in 1996), the Town will be initiating a full code rewrite
following their proposed 2021 comprehensive planning process. To support that effort, the
following recommendations provide guidance on how to think about and integrate EVs and EV
charging infrastructure into these development regulations.
Estes Development Code Recommendations
Upon review of the EPDC three primary recommended amendments emerged to better
encourage and support EVs and EV charging infrastructure in Estes Park:
New land use category for EV charging stations. Currently, EV charging is
uncontemplated, but could be interpreted under the broader land use category “Vehicle
Services, Limited, Service Station: Any building, land area or other premises used for the
Page | 32
Estes Park EV Infrastruture and Readiness Plan
retail dispensing or sales of vehicular fuels; ” However, doing so limits where in town
charging connectors can be deployed, in particular barring them from those areas most
likely lacking and in need of charging infrastructure – downtown, the outlying commercial
corridors, office, and multi-family dwellings. Furthermore, by not lumping EV charging
infrastructure in with the much more heavily polluting and potentially dangerous
gas/diesel service stations, the Town can explore the opportunity to set more tailored
standards for EV charging stations such as stall markings and signage (see Image 8 for
existing stall emblems and Image 9 for additional stall markings should they be needed).
Micromobility parking and usage requirements reviewed with comprehensive plan
update. If shared micromobility companies deploy in Estes Park, there will need to be a
structure in place to ensure safety, smooth integration, widespread community support,
and an incorporation of lessons learned from early adopters. Regardless, private
ownership of these devices necessitates the designation of where to ride and park
micromobility devices as reflected in the Micromobility Ordinance. As the Town looks to
update their comprehensive plan in 2021, micromobility should be an element of the
transportation planning effort. Based on feedback during this planning process, some
minor tweaks to the Ordinance may need to be made to ensure micromobility is safely
and reliably handled within the Town of Estes Park’s transportation ecosystem. Policy
adjustments should be paired with education targeted toward likely users, including
seasonal workers, visitors, and youth.
Aspects to explore related to micromobility include signage to increase visibility of users
to drivers and other road users as well as wayfinding signage designed for pedestrian and
micromobility users. Signage indicating when multi-use trails veer off or end, distance
signage to attractions and areas of interest, and higher visibility signage when
micromobility and bicyclists are sharing the road versus in a designated lane. Exploring
the placement of additional bicycle and micromobility infrastructure is also necessary. In
addition to on- and off-street lanes and multi-use paths, these devices will require
infrastructure for securing, storage, and recharging. Ensuring that bike and multi-use racks
Image 9: Stall and Curb Paint to Increase Visibility
[2019 Electric Vehicle Charging Rebate Program, Nebraska] Image 8: Existing Stall Emblems at Town Hall
[Photo. Sarah R. Davis]
Page | 33
Estes Park EV Infrastruture and Readiness Plan
with charging outlets are installed throughout Town will reduce conflicts within the
sidewalk, signal to residents and visitors that these modes are encouraged, and provide
the peace of mind that these devices will be locked and stored safely and securely.
3-Year Building Code Adoption Cycle. In addition to the above EPDC amendments, the
Town should explore adopting building codes on a 3-year cycle, anticipating the to-be
released 2021 version, ensuring Estes Park is as EV-ready as possible. Currently the Town
is using 2015 which does not contemplate electric vehicles or their infrastructure.
Page | 34
Estes Park EV Infrastruture and Readiness Plan
Stakeholders and Engagement
Gathering information from stakeholders and the community helped to understand where the
community is from a knowledge and understanding perspective, the performance of the existing
charging stations, and the need for future infrastructure. Holding staff and stakeholder interviews
throughout the course of this effort provided insight into the knowledge gaps, common
misconnections, and potential opportunities within Estes Park. See the full list of stakeholders in
Appendix C – Engagement Results. In general, feedback from participants was very positive in
their view of EVs and the potential of transportation electrification across Colorado and in Estes
Park specifically.
During the August 19th TAB meeting and November 4th virtual community meeting topics of
discussion included:
•Increase in Battery Efficiency, Resulting In 300+ Mile Range,
•Role of Plug-In Hybrids,
• Siting and Potential Future Infrastructure Build Out,
•Outreach, Education, And Partnerships,
•Energy Generation,
•Environmental Aspects,
•Transit and Micromobility,
•Time of Use (TOU) Rates,
•Zoning, Building Codes, And Permitting, and
•Signage.
Education, awareness, and community dialogue around EVs and infrastructure is paramount to
the success of this Plan and will lay the groundwork to ensure widespread acceptance and
approval of the recommendations crafted as part of this effort. Early in the project it was evident
that a knowledge gap existed within the community around EVs. To jumpstart this shift and what
would become the number one recommendation in this Plan, to develop and implement EV
education and awareness programs, the Project Team developed an interesting and thought-
provoking quiz.
Based on the analytics of response trends, we were able to infer that the Town could:
1.Improve its messaging around the location and availability of public charging stations,
2.Increase awareness about the electric trolley, and
3.Inform the public about the different rates available for Estes Power and Communications
customers.
Using an interactive online format allowed participants to see the correct responses to ten EV-
related questions in an effort to increase knowledge in a fun and memorable way. Published on
the project website in September 2020, the quiz was completed by over 150 people. The
purpose of the quiz was not to see how many respondents would score a 100%, but instead as a
way to gauge knowledge gaps while simultaneously striving to fill them. See Appendix C –
Page | 35
Estes Park EV Infrastruture and Readiness Plan
Engagement Results for the quiz questions and answers, polling questions, and a list of
engaged stakeholders. Being creative and innovative during the COVID-19 pandemic was
particularly important as state and county public health orders restricted in-person gatherings.
Image 10: Landing Page for the Town’s Online, Interactive EV Quiz
Page | 36
Estes Park EV Infrastruture and Readiness Plan
Implementation Recommendations
Through this effort, four major themes emerged and formed the basis of the recommendations
for implementation:
1.Education and awareness gaps exist with staff, community, and visitors.
2.Increased quantity and charging level-variety will be needed in the future.
3.Opportunities exist within the Town’s fleet to electrify.
4.Land use, zoning, and building code changes to remove barriers and encourage EV
readiness is desired.
The following six Key Recommendations are reflective of data analysis, stakeholder and
community feedback, Town staff guidance, and known industry best practices. See Appendix A –
Implementation Table for more details about a phased approach to implementation. The
recommendations are listed below in priority order:
1.Develop and implement EV education and awareness programs.
2.Build and strengthen local and regional partnerships as it relates to EVs.
3.Implement EV charging-focused time of use rates.
4.Adopt a “ZEV first” fleet replacement policy.
5.Adopt codes and policies that support transportation electrification.
6.Expand public charging infrastructure to meet demand.
It is also highly recommended that this Plan be updated every five years to ensure information,
recommendations, and strategies incorporate new and evolving technologies, policies, and
partnerships.
Key Recommendations
1. Develop and Implement EV Education and Awareness Programs
Public awareness, encouragement, and education are important to the successful
implementation of this EV Plan. Ensuring that the public has access to information about the
evolving transportation sector will provide residents and visitors a greater understanding of their
choices and impacts as it relates to transportation in Estes Park.
Examples of the types of public awareness and education programs, campaigns, and offerings
include:
•Using the project website, Town’s social media, and Local Area Marketing District to share
information about events and opportunities.
Page | 37
Estes Park EV Infrastruture and Readiness Plan
•In coordination with partners (explored in #2), launch a series of EV education and
awareness campaigns focused on residents, local businesses, public sector, and
hotels/resorts.
•Work with Visit Estes Park to integrate EVs into their Summer sustainability campaign,
planned for 2021.
•Increase awareness about the electric trolley in an effort to boost ridership.
•Hold a design contest for residents, children, and/or businesses to design a vehicle wrap
to clearly identify zero emission vehicles in the Town’s fleet.
•Support the development of a training program at local high schools through their Career
Technical Education program and new facility to train mechanics and electricians
specializing in EVs and EV infrastructure.
Educational Topics to Explore: Charging, Purchasing, Vehicle and Infrastructure Maintenance,
Trip Planning, Choosing the Right Rate, and Fleet Integration.
Timing: Ongoing. This recommendation should build off the existing project website and
materials such as the Frequently Asked Questions. Updates should be made periodically to the
approach and particular attention should be made to maximize annual events including National
Drive Electric Week held at the end of September. See Appendix D – Education Toolkit for
more resources.
Funding: The Northern Colorado Clean Cities Coalition (NCCC) is funded and charged with
leading education and awareness throughout Northern Colorado as it relates to EVs. The Town
should also explore low-cost solutions such as adding information to staff signature blocks during
National Drive Electric Week, incorporating fun facts about the electric trolley into onboard
messaging (either pre-recorded or by the driver over the intercom system), and working with Visit
Estes Park to incorporate EVs into larger tourism messaging. Lastly, the Town should consider
leveraging the State’s upcoming education and awareness campaign, expected to launch in late
2021. The campaign will include a toolkit for use by local governments.
2.Build and Strengthen Local and Regional Partnerships
Increasing visibility and making EVs and other clean cities technology more approachable is one
of the missions of the NCCC whose territory includes Estes Park. From hosting ride and drive
events (virtual in times of COVID-19) to facilitating bulk buys of EVs, the Fort Collins-based NCCC
is committed to supporting Estes Park and its residents in their journey towards a carbon-free
future. Other potential partners exist in Town, other neighboring communities, and across the
state to support and roll out education and awareness programs tied to the goals of this Plan.
Working closely with RMNP will ensure that infrastructure efforts in town connect to and through
RMNP. Estes Park should focus on building and strengthening regional and local partnerships
with these entities to ensure the Town is considered for programing, upcoming events, and
future pilot projects, including funding.
Page | 38
Estes Park EV Infrastruture and Readiness Plan
Key Partnerships to Strengthen: Northern Colorado Clean Cities Coalition, Rocky Mountain
National Park, Larimer County, Estes Valley Recreation and Park District, Colorado Tourism
Office, private landowners with parking availability, developers, and surrounding communities as
needed.
Timing: Ongoing. This recommendation should build off existing relationships including with
RMNP, as well as leverage those connections made through this effort. Leaning on organizations
like the Northern Colorado Clean Cities Coalition to support programing and events like bulk
purchasing is highly recommended to reduce burdens on staff, local budgets, and to further
strengthen regional ties.
Funding: Town staff should focus on strengthening existing relationships in order to build
momentum and attract potential funding. Building relationships is about being thoughtful,
communicative, and open to new ideas.
3.Implement EV Charging-Focused Time of Use Rates
Recent studies have shown that widespread EV adoption may reduce utility bills for all customers
(Frost, Whited, & Allison, 2020). This cost reduction would be a result of increased revenues due
to the increase in energy demand from charging in addition to potential benefits from other
developing technologies. While the rate of electricity does not fluctuate as quickly or greatly as
the price of gas or oil, Estes Park Power and Communications (EPPC) customers have the ability
to opt into an electricity rate that varies by time of day, referred to as time of use (TOU). Carving
out an EV charging-specific TOU rate in Estes Park could help with managing renewable energy
surplus and balancing the grid. In addition to residential TOU rates, EPPC should consider TOU
rates for commercial customers for Level 2 and DCFC stations. TOU rates would support
electrification of larger fleets, such as the Estes Park School District R-3 through the development
of strategic charging plans. A larger conversation and initiative between EPPC and Platte River
Power Authority (PRPA) is needed in order to make this a reality. EV charging-focused TOU rates
are most successful when they incentivize charging at night or early morning when general
demand is low and renewable energy from wind is high. This will reduce the need for new
generation facilities even as more EVs come online.
Timing: Medium-Term. The timing of this is dependent on PRPA and EPPC. As EV adoption
increases and more renewables are added to the generation mix, a renewed focus on TOU rates
will support residents and reduce the need for new generation facilities.
Funding: EPPC staff time will be needed to create EV-specific TOU rates that optimize EV
charging by encouraging customers to charge at night. EPPC and PRPA should assess potential
impacts to infrastructure, capacity, and demand based on various models of EV adoption ranging
from conservative (1-5%) to moderate (20-50%) to aggressive (80%). Additional staff time will be
required to develop TOU rate structures for commercial customers.
Page | 39
Estes Park EV Infrastruture and Readiness Plan
4.Adopt a “ZEV First” Fleet Replacement Policy
To further the goals of this effort and lead by example, the Town of Estes Park should prioritize
the adoption of zero-emission vehicles (ZEVs) to the highest extent possible within its fleet. To
further raise awareness, the Town could develop a visually recognizable way (e.g., an EV/ZEV
vehicle wrap, bumper sticker/magnet, or vehicle sign) for residents and guests to distinguish
between EV/ZEV and Non-EV/ZEVs in the fleet. Embracing EVs within the Town’s fleet will both
normalize and promote EVs to the general public in a more neutral and demonstrative way.
Due to the array of fleet vehicle types and uses, departments exploring carbon-reduction should
not feel limited to only EVs. Taking a “zero emission first” approach to procurement will provide
flexibility as new technologies achieve different tasks but with the same emission-free result. As of
2020, most EVs on the market are best suited for passenger uses, although light-duty trucks are
expected on the market within the next 18 months, and a few heavy-duty equipment
manufacturers have been releasing electric equipment since 2016. ZEVs have the added benefit
of being much quieter than their diesel and natural gas counterparts in addition to having zero
emissions at the tailpipe. Smaller work vehicles used by the Town and for local events should be
a high priority, especially if they are typically left idling for periods of time. A few best practices
include:
•Start small and plan big — work on smaller developments like integrating an EV or two at a
time while planning larger projects to maintain progress,
•Identify existing electrical capacity and likely vehicle usage routes, particularly where the
vehicle will be parked – for especially challenging use cases telematics data could be
used,
•Analyze battery size and dwell time to guide EV charging infrastructure deployment, and
•Recognize every facility is different so no one size will fit all.
Timing: Ongoing as adequate ZEV replacements are available. This recommendation should be
progressed in parallel with the Town’s focus on resiliency, mitigation, and sustainability, likely
through the 2021 comprehensive planning process. The Town has already started and should
continue to assess those vehicles in its fleet that are up for replacement, with specific focus on
passenger vehicles and below. Each department should be evaluated for near-term
replacements, those vehicles should be examined based on typical mileage (daily and weekly),
where it is stored overnight or when not in operation, and typical functions (i.e., towing capacity
or storage needs).
Funding: Potential funding sources include grants, energy performance contracting, leases, and
the US Climate Mayors purchasing collaborative.
5. Adopt Codes and Policies that Support Transportation Electrification
Adopted Estes Park policies, land use code, and building codes are the foundations on which the
Town’s intentions are built, providing guidance on priorities, operations, and long-term
development. Despite the age of the foundational plans and codes - the Town’s Comprehensive
Page | 40
Estes Park EV Infrastruture and Readiness Plan
Plan and Land Use Code – Estes Park is poised to undertake a major comprehensive planning
process in 2021 followed up a code rewrite. We propose the code recommendations herein be
considered within this larger policy discussion and future framework. Policies act as an
organization tool and standard for how the Town wants the community to thrive through
promoting health and a stable local economy. Changing the code also provides a sense of
security that the Town is taking steps towards a permanent fix, and not just something that will
phase out. Ensuring a solid policy foundation through the comprehensive planning process will
be a major step forward in detailing the Town’s goals for future development.
The Town can enact the recommendations below at any time based on political will and staff
resources. Below is a list of suggested strategies for how the Town could move forward from a
policy perspective:
•Adopt a variation of the GoEV City Resolution, furthering the Town’s commitment to
reducing emissions and increasing the adoption of zero emission vehicles.
•Adopt the Estes Development Code Recommendations.
•Explore adding EV-specific signage and parking stall marking requirements to the Land
Use Code.
•Adopt building code updates on a 3-year cycle.
Timing: Medium-Term. This recommendation should be progressed in parallel with the Town’s
rewrite of the Land Development Code in 2022-2023 following the comprehensive planning
process in 2021. In the meantime, the Town should adopt the GoEV City Resolution to further
strengthen its commitments.
Funding: To the extent possible, roll costs associated with this recommendation into a future
contract for the full Development Code rewrite using the code recommendations herein as a
starting point. This will require some staff bandwidth to get resolutions and codes adopted.
6. Expand Public Charging Infrastructure to Meet Demand.
The Town of Estes Park is well positioned based on prior investments into infrastructure. With the
addition of the four Level 3 DCFC stations at the Visitor Center, all manner of trips and EVs can be
accommodated; however, as adoption continues to increase and during peak times these
stations may become congested. A unique aspect of Estes Park is its limited parking and space
constraints for infrastructure. Because the Town owns and operates the bulk of parking facilities
in the downtown core, it is likely they will continue to host charging stations as demand increases.
There are private market forces at play as well, however private developers will face the same
limitations of space and parking availability so timing will be important to reduce conflict with ICE
vehicles. Currently charging is not a profitable business in part due to limitations on being able to
charge for electricity. While there are a few existing gas stations in town that could convert or add
charging stations, if they install Level 2 infrastructure (instead of Level 3 DCFC), they may cause
more issues than they solve due to the mismatched use case. Below is additional guidance on
when and how additional infrastructure should be built out:
Page | 41
Estes Park EV Infrastruture and Readiness Plan
Expand and Maintain Level 2 Charging: Ensuring existing and future infrastructure is
maintained and any issues are addressed quickly will impact user experience, reliability,
and utilization. Concentrating Level 2 connectors near complementary dwell times (more
than 2 hours) such as downtown, near workplaces and along the hotel- and retail-heavy
corridors will add optionality, increase visibility, and further support increased adoption.
The Town has made major strides in this area and should instead focus on supporting and
encouraging private landowners to install chargers. As utilization of the Town’s existing
Level 2 stations reaches a monthly average of 65%, additional charging capacity should
be planned for. Spreading Level 2 connectors out throughout the Town will provide
needed optionality, but there could be technical benefits to expanding existing locations.
Build Level 3 DCFC as Demand Increases: To quickly extend driving range and enable
longer distance travel, a network of Level 3 DCFC is needed. The four new Level 3 DCFC
stations at the Visitor Center should be monitored for utilization. If queuing becomes an
issue, the Town should look to build out the additional four stations already planned for at
the Visitor Center. DCFC is critical to support all-electric vehicles, especially in areas with a
high turnover of visitors and with varied terrain and climate such as Estes Park. If there are
opportunities to partner with private landowners, especially along major routes into and
through the Town, Level 3 DCFC will bring a higher price tag for installation, while also
providing EPPC with a revenue stream and EV drivers an efficient charging experience.
Timing: Medium- to Long-Term. Timing will depend greatly on demand, but because of the
seasonality of the peak(s), more charging infrastructure will be needed as adoption increases.
Monitor public charging stations through the software data collection and also anecdotally. If
queuing becomes an issue, particularly at the new Level 3 DCFC, explore messaging to
encourage those staying for the day to use the Level 2 stations instead. As demand outgrows
charging capacity, look to expand.
Funding: Federal and state grants including the programs mentioned herein. Focus on
supporting and encouraging private investment to reduce financial burdens on the Town. Get
creative with future revenue streams from EV charging – consider using a portion to reinvest in
more infrastructure, signage, and messaging.
Page | 42
Estes Park EV Infrastruture and Readiness Plan
Updating the EV Plan
Finally, it is recommended that this Plan be updated at least every five years to ensure
information, recommendations, and strategies incorporate new and evolving technologies,
policies, and partnerships. Keeping this EV Plan current is critical to its and the Town’s ultimate
success. This is a rapidly evolving space, predicated on technologies fueled and funded by a
competitive environment both on the private side, as well as through regulation and policy.
Ensuring that this document is living will allow the Town to stay flexible and adapt to the
changing needs of the community as well as evolving developments with technology and
transportation. In order to fund future updates, there may be funds available at the state level
either through DOLA or CEO, pending availability and grant cycles. Potentially tying this Plan to
the to-be-developed Transportation Master Plan will ensure a refresh in the next few years when
EV technology is expected to leap, while also integrating this effort into a larger and more
comprehensive transportation planning process.
Page | 43
Works Cited
Biden Harris. (2020). The Biden Plan to Build a Modern, Sustainable Infrastructure and an
Equitable Clean Energy Future. Retrieved from Biden Harris:
https://joebiden.com/clean-energy/
BloombergNEF. (2020). Electric Vehicle Outlook 2020. Retrieved from BloombergNEF:
https://about.bnef.com/electric-vehicle-outlook/
Colorado Department of Public Health and Environment. (2019, December). Colorado
2015 Greenhouse Gas Inventory Update Including Projections to 2020 & 2030.
Retrieved from
https://drive.google.com/file/d/1TxyoktxCOLFd6CaUKZzeqsKgEIHMjdqt/view
Colorado Department of Revenue. (n.d.). Income 69: Innovative Motor Vehicle and Truck
Credits for Electric and Plug-In Hybrid Electric Vehicles. Retrieved from
https://www.colorado.gov/pacific/sites/default/files/Income69.pdf
Colorado Energy Office. (2019, June). Electrical Vehicle Growth Analysis. Retrieved from
https://drive.google.com/file/d/1ulRw0Yfjz53nbvBjWQO14z_4jLsqzK4z/view
Colorado Energy Office. (2020, April). Colorado Electric Vehicle Plan 2020. Retrieved from
https://drive.google.com/file/d/1-z-lNQMU0pymcTQEH8OvnemgTbwQnFhq/view
Colorado Energy Office. (2020, October). EVs in Colorado. Retrieved from Colorado
Energy Office: https://energyoffice.colorado.gov/zero-emission-vehicles/evs-in-
colorado
Coren, M. (2019, August 26). The median electric car in the US is getting cheaper.
Retrieved from Quartz: https://qz.com/1695602/the-average-electric-vehicle-is-
getting-cheaper-in-the-us/
Energetics Incorporated, Clean Communities of Central New York, and The Ithaca-
Tompkins County Transportation Council. (2017, February). Charging Station
Installation Analysis Tompkins County Plug-in Electric Vehicle Infrastructure Plan.
Retrieved from
https://tompkinscountyny.gov/files2/itctc/projects/EV/Tompkins%20EVSE%20Insta
llation%20Analysis%20FINAL.pdf
Frost, J., Whited, M., & Allison, A. (2020, June). Electric Vehicles Are Driving Electric Rates
Down. Retrieved from https://www.synapse-
energy.com/sites/default/files/EV_Impacts_June_2020_18-122.pdf
Hearst Auto Research. (2020). How Much Is an Electric Car? Retrieved from Car and Driver:
https://www.caranddriver.com/research/a31544842/how-much-is-an-electric-car/
Page | 44
Lutsey, N., & Nicholas, M. (2019, April 2). Update on electric vehicle costs in the United
States through 2030. Retrieved from International Council of Clean Transportation:
https://theicct.org/sites/default/files/publications/EV_cost_2020_2030_20190401.
pdf
Maxwell, A., LeBlanc, B., & Cooper, R. (2020, June 30). Colorado Energy Office: Electric
Vehicle Awareness Market Research. Retrieved from Colorado Energy Office:
https://drive.google.com/file/d/15dmFXJ5RLT2U2Mc3b1Cfqu8xOTrCqAAi/view
McKinsey Center for Future Mobility. (2019, December). The future of mobility is at our
doorstep Compendium 2019/2020. Retrieved from
https://www.mckinsey.com/~/media/McKinsey/Industries/Automotive%20and%20
Assembly/Our%20Insights/The%20future%20of%20mobility%20is%20at%20our%
20doorstep/The-future-of-mobility-is-at-our-doorstep.pdf
Nicholas, M., Hall, D., & Lutsey, N. (2019, January 23). Quantifying the Electric Vehicle
Charging Infrastructure Gap Across U.S. Markets. Retrieved from The International
Council on Clean Transportation:
https://theicct.org/sites/default/files/publications/US_charging_Gap_20190124.pdf
Office of Federal Sustainability, Council on Environmental Quality. (2020, November).
Executive Order on Efficient Federal Operations. Retrieved from Office of Federal
Sustainability, Council on Environmental Quality:
https://www.sustainability.gov/eo-efo.html
Pless, S., Allen, A., Myers, L., Goldwasser, D., Meintz, A., Polly, B., & Frank, S. (2020,
September). Integrating Electric Vehicle Charging Infrastructure into Commercial
Buildings and Mixed-Use Communities: Design, Modeling, and Control
Optimization Opportunities. Retrieved from NREL:
https://www.nrel.gov/docs/fy20osti/77438.pdf
Rogers, E. M. (2003). Diffusion of Innovations. 5th Edition. Free Press.
Rosner, H. (2020, October 1). A tiny pest helped stoke this year’s devastating wildfires.
Retrieved from National Geographic:
https://www.nationalgeographic.com/science/2020/10/bark-beetles-helped-
stoke-2020-devastating-wildfires/#close
Saunders, S., Easley, T., & Mezger, M. (2016, September). Future Climate Extremes in
Larimer County. Retrieved from
https://www.rockymountainclimate.org/images/extremes/LarimerExtremesFinal.p
df
U.S. Census Bureau. (2017). OnTheMap. Retrieved from OnTheMap:
https://onthemap.ces.census.gov/
Page | 45
U.S. Department of Energy. (2020, November). Federal Tax Credits for New All-Electric
and Plug-in Hybrid Vehicles. Retrieved from U.S. Department of Energy:
https://www.fueleconomy.gov/feg/taxevb.shtml
U.S. Department of Energy. (2020). Zero Emission Vehicle (ZEV) Sales Requirements and
Low Emission Vehicle (LEV) Standards. Retrieved from U.S. Department of Energy
Alternative Fuels Data Center: https://afdc.energy.gov/laws/12122
U.S. Department of the Interior. (2019, August 3). Policy Memorandum 19-01. Retrieved
from https://www.nps.gov/subjects/policy/upload/PM_19-01.pdf
U.S. Environmental Protection Agency. (2016, August). What Climate Change Means for
Colorado. Retrieved from
https://19january2017snapshot.epa.gov/sites/production/files/2016-
09/documents/climate-change-co.pdf
Appendix A – Implementation Table
EV Plan Implementation Table
Recommendation #1 Recommendation #2 Recommendation #3 Recommendation #4 Recommendation #5 Recommendation #6
Timing Education and Awareness Partnerships TOU Rate "ZEV First" Fleet Policy Code Amendments and
Policy
Expand Charging
Infrastructure
Year 1 (2021)
Implementation Focus
Focus on the trolley and new Level 3
DCFCs; leverage existing relationships
and programs using the Town's website,
social media and press releases
Continue to strengthen partnerships
with NCCC, RMNP, Estes Valley
Recreation and Parks District, and others
to galvanize resources and leverage
existing momentum.
Hold preliminary discussions between
EPPC and PRPA about EV charging and
time of use (TOU) rates.
Draft and adopt an Estes Park-specific
"ZEV First" Fleet Replacement Policy
Adopt the GoEV City Resolution to
further pledge support for EVs at the
policy level.
Monitor usage at existing charging stations;
explore data sharing agreement with
ChargePoint for new Level 3 DCFCs and/or
Tesla for monthly usage of the
Superchargers
Potential Partners/Lead NCCC, RMNP, Visit Estes Park NCCC, RMNP, Estes Valley Recreation
and Parks District, Larimer County EPPC and PRPA Town Staff and support from NCCC Town Board of Trustees ChargePoint and/or Tesla
Funding/Bandwidth
NCCC has funding to support this
recommendation; additional funding
could come from the Town's budget,
grants, or other similar funds.
Investment of Town staff time and
resources needed.
Investment of Town staff time and
resources needed.
Investment of Town staff time and
resources needed.
None needed; resolution is already
drafted and included herein.
Investment of Town staff time and resources
needed to track.
Years 2-5 (2022-2025)
Implementation Focus
Expand awareness about the trolley and
existing charging stations - highlight a
family's all-electric roadtrip, or a local
business taking a strong lead e.g. The
Stanley; offer to be a site host for EV test
drive events; explore the idea of an
annual EV car show or rally.
Connect with local businesses,
landowners, and developers to bolster
privately owned charging infrastructure,
including raising awareness about
potential funding from the state.
Work with PRPA to develop a TOU rate
for EV charging that supports increased
renewable energy generation.
Focus on replacing passenger and
smaller vehicles with ZEVs.
Adopt code recommendations herein
and any others supported through the
comprehensive planning process.
Develop and implement an ongoing
maintenance program for the existing
charging stations; this should include at a
minimum bi-annual physical inspections of
the infrastructure and confirmation of
connector output using an EV.
Potential Partners/Lead NCCC, Visit Estes Park, Others Local businesses and landowners with
parking facilities EPPC, PRPA, NCCC Town Staff with support from NCCC and
CEO Community Development Town Staff
Funding/Bandwidth
NCCC has funding to support this
recommendation; additional funding
could come from the Town's budget,
grants, or other similar funds.
Investment of Town staff time and
resources needed.
Investment of Town staff time and
resources needed.
Investment of Town staff time and
resources needed; will be dependent on
budget availability.
Investment of Town staff time and
resources needed, but should be rolled
into the larger code rewrite effort.
Investment of Town staff time and resources
needed; will be dependent on budget
availability.
Implementation Focus
Increase local awareness of TOU rates
and residential charging programs;
support efforts to convert private fleets
through information sharing.
Connect with local businesses, tour
guides, and fleet operators to support
fleet electrification, including connecting
them with NCCC and potential funding
from the state.
Explore other programs EPPC and/or
PRPA can deploy to support residential
and commercial charging.
Explore vehicle model availability
through the state bid to replace trucks,
SUVs, and other medium- and heavy-
duty vehicles and equipment
Refine any code or policies based on the
latest technologies and market trends.
Explore potential build out of additional 4
Level 3 DCFCs at the Visitor Center
Potential Partners/Lead EPPC, PRPA, NCCC, Estes Park Chamber
Local businesses, tour guides, and other
who operate private fleets - including all
vehicle classes
EPPC, PRPA, NCCC Town Staff with support from NCCC and
CEO Community Development ChargePoint
Funding/Bandwidth
NCCC has funding to support this
recommendation; additional funding
could come from the Town's budget,
grants, or other similar funds.
Will vary based on availability, but likely
support from NCCC on evaluation of
fleet potential and funding from the state
or federal government to support fleet
conversion.
There may be funding available from the
federal or state level depending on the
program details - see LPEA for a similar
program.
Investment of Town staff time and
resources needed; will be dependent on
budget availability.
Investment of Town staff time and
resources needed.Through the EV Corridors Program
Years 6-10 (2026-2030) - Update EV Plan!
Appendix B – GoEV City Resolution
EXAMPLE: Resolution 2021-XXX
A Resolution of the Estes Park Town Board of Trustees Declaring Estes Park a
GoEV City and Pledging to Implement Strategies to Reduce Transportation-
Related Emissions
Whereas, the petroleum-fueled transportation sector is projected to account for 33% of carbon
dioxide emissions in Colorado by 2020 and is a contributing factor to air pollution and climate
change, threatening the health of our citizens and the sustainability of our planet; and
Whereas, the imbalance between gasoline resources and worldwide demand is escalating
gasoline prices to levels that overburden commerce, hurt economic growth and cause hardship
to our citizens; and
Whereas, the transportation sector needs support to move toward adoption of clean energy
technology, including plug-in electric vehicles (EVs), that reduces our dependence on foreign
fuels and supports a healthy environment and economy; and
Whereas, electrification of cars, trucks, and transit is needed in order to achieve deep
reductions in carbon pollution, and the benefits grow over time as electricity generation in
Colorado gets cleaner; and
Whereas, the Town of Estes Park is dedicated to being a leader in the use of clean energy,
establishing policies and programs that conserve energy, promote sustainability, and support
Colorado’s goal of nearly one million EVs on its roads by 2030;
Now, therefore, the Estes Park Town Board of Trustees resolves the Town of Estes Park is a
GoEV City and pledges to develop policies and strategies to meet the following transportation
electrification goals:
●XX% of new light duty vehicles purchased by the Town will be electric or zero-emission
vehicles when the technology accommodates the needs of the vehicle use – ideally by
202X. All new SUVs, new pickup trucks, and other medium- and heavy-duty equipment
will be electric or zero-emission when the technology accommodates the needs of the
vehicle use – ideally by 2030.
●Estes Transit will continue to explore ways to incorporate EV and ZEV into its fleet.
●Estes Park will implement community and resident-focused programs, policies,
incentives, and infrastructure to transition XX% of all vehicles within the Town to zero-
emissions by 20XX, and XXX% of all vehicles by 2050.
●Estes Park will develop policies and strategies to improve transportation equity and
extend the benefits of transportation electrification to low-income households and
communities disproportionately affected by the harmful effects of air pollution.
Appendix C – Engagement Results
Quiz Results
Below are the Quiz questions and possible answers including the correct answer in bold.
Over the course of the Project, this quiz was viewed by over 200 people and completed
by 154 respondents.
1.True or False, electric vehicles (EVs) produce fewer emissions than conventional
vehicles.
a.True
b.False
2.What’s the difference between a plug-in hybrid and a battery (or fully) electric
vehicle?
a.There is no difference
b.A plug-in hybrid looks like a regular car while a battery electric vehicle
looks like a vehicle from the future.
c.A plug-in hybrid has a battery and a gas tank, while a battery electric
vehicle only has a battery.
3.When did the first electric vehicle hit the road in the US?
a.1908
b.1890
c.2008
d.1885
4.Where can you find public electric vehicle chargers in Estes Park?
a.Museum Parking Lot
b.Safeway Parking Lot
c.Visitor Center and Town Hall
d.Town Fairgrounds
5.How many electric trolleys are in operation in Estes Park right now?
a.One
b.Two
c.Three
d.None
6.True or False, you need a specialized license or registration to ride an electric
bicycle.
a.True
b.False
7.An electric vehicle only needs one of the following maintenance jobs done. Which
is it?
a. Oil change
b.New spark plugs
c.Belt replacement
d.Brake pad replacement
8.What is the best-selling EV model in Colorado?
a.Tesla Model 3
b.Nissan Leaf
c.Chevy Bolt
d.BMW i3
9.What is a Time of Use Rate (TOU)?
a. An electricity rate offered by Estes Park Power and Communications that is
based on the length of time an electric vehicle is charging.
b.An electricity rate offered by Estes Park Power and Communications to
incentivize customers to use electricity during specific times, generally
during times of otherwise low demand like late at night and early
morning.
c.An electricity rate offered by Estes Park Power and Communications to
disincentivize the use of electricity.
10.True or False, electric vehicles can only be used as commuter vehicles because of
their limited range.
a.True
b.False
Polling Question Results
Polling Question #1
Have you ever driven a fully electric vehicle?
65 responses; 36 Yes (55.38%), 29 No (44/62%)
Polling Question #2
Happy National Drive Electric Week! Please complete this sentence “I will buy an
electric vehicle when...”
Free Responses:
•We already own one and would love to drive further with it. It’s the BEST!
•When they are more affordable.
•I can drive 4-6 hours on a charge, charging stations are readily available across
the country, charging time is less than 30 minutes.
•I can afford to replace my gas car!
•I have sufficient funds
•There are more charging stations
•My current vehicle is no longer useful.
•I already have a Tesla modelx and have a Cyber truck on order
•$$$
•We have an EV now but it is old so want to get another 1 soon
•Driving time on a charge
•?
•More convenient charging places
•Faster charging
•Not sure yet, learning
•When there is not other option?
•Ready
•Cheaper – is Tesla coming out with another model that is only $25K?
•Less expensive options
•When there is a big truck that goes along way and charges really fast
•More chagng stations
•Next generation batteries come out
•Charging needs to be quicker and more places to charge
•Want to get another EV – we have 1
•??
•Already have one
•My current lease runs out
•tesla comes out with a $25,000 car with more than 200 miles of ranges
•My current car is no longer operable
•, well, I bought a used 2016 Nissan Leaf last summer but I wish there were
more fast-charging stations.
Polling Question #3
Please complete this sentence “I love electric vehicles because…”
Free Response:
•they don't pollute our air unless the electricity is created by burning fossil fuels.
•it will reduce greenhouse gases to benefit future generations.
•they are quiet and do not emit carbon exhaust.
•they are quiet and don't emit pollutants
•They are more enviromentally friendly than gas vehicles, efficient and fun.
•they help keep our air clean!
•I feel like part of the solution when I drive one
•they are THE FUTURE of motorized transportation!
•they are good for the environment
•save on maintenance
Polling Question #4
Will your next vehicle be electric?
1 - yes
1 – no
1 Free Response – “I already own one! Would like to get an e-bike next.”
Polling Question #5
How soon do you think electric vehicles will pass the number of gas-powered cars driven
in Colorado? The 42 responses summarized in the table below:
Notes from Community Meeting
EV Plan Meeting, November 4, 2020 from 4:00 – 5:00 p.m.
Meeting Attendees:
Belle Morris
Tom Street
Annie Finley
Matt Bezark
Linda Buehring
Trustee MacAlpine
Gordon MacAlpine
Sheila Gaston
Peter Reuman
Doug Sacarto
Mike Connelly
Vanessa Solesbee
Christy Crosser
Sarah R. Davis
Danny Basch
Greg Muhonen
Unidentified phone
caller
Judi Smith
Tom Maher
Peri Query
Comments & Questions:
•Poll #1: Do you own an EV?
o 8 no’s and 5 yes’
•Just got a Toyota RAV 4 prime (50 mph range) – are plug-in hybrids still good too?
Sounded like you preferred pure EVs.
•Are the new Level 3 free or for charge?
•Does EP have a time of use rate? What time would be best for TOU rate?
•Are there adapters for different plugs?
•From a bike/micro-mobility/golf cart setting, are those allowed on walk/bike
paths? Has EP changed its approach?
•Has RMNP considered any chargers?
•Tesla owner; Carriage Hills to Lyons is 0 usage due to recharge. Is the Town
considering TOU to encourage folks to charge in the middle of the night?
•Utility financing for community/group purchasing? Especially given PRPA’s
aggressive carbon goals. For putting Level 2 chargers at residential locations?
can we add this to the plan?
•Created his own 220 outlet in his garage; can he just plug my vehicle into this?
•Has a Nissan Leaf two years ago; been on a learning curve ever since then. Can’t
get to her dentist and back on one charge. Her back-ups in a recent trip were
down; didn’t tell her in the app. This is a big problem.
•Gordon – want to correct a misunderstanding. Need to keep the pressure on PRPA.
100% renewable…they mean gas, not solar/wind.
•Have a Leaf and depend on charger in Lyons, which has been turned off. One in
the park hardly ever works. Super frustrating to come up to a charger that isn’t
working.
•EV owner – thank you for having this meeting! Great to hear what the Town is
doing. Also works for RMNP. They have a few; looking to get more. Worked with
NC3 to get a grant for three hybrids plus two charging stations (private use only
now). Do anticipate that customers will want more options in the future. Happy to
be a conduit into the Park. (Danny B.).
•Have you considered talking to hotels about their interest; they choose hotels
based on where they can charge?
List of Engaged Stakeholders
Estes Park Chamber of Commerce
Estes Park Economic Development Corporation
Estes Park Town Board of Trustees
Estes Park Transportation Advisory Board
Estes Valley Recreation and Park District
Larimer County
Northern Colorado Clean Cities Coalition
Rocky Mountain National Park
Local Tesla Owners Club
Visit Estes Park
Other Stakeholders to be Engaged in the Future
Estes Park Cycling Coalition
Estes Park Health
Estes Park Mountain Shop
Estes Valley Fire Protection District
Local Businesses
Local Developers
Local Hotels
Outdoor Adventure Tour Operators
Appendix D – Education Toolkit
The goal of this toolkit is to assist the Town of Estes Park in developing
effective communications materials related to electric vehicles. The
toolkit includes cutomizable handouts tailored to various audiences, as
well as links to resources to supplement additional outreach efforts.
Toolkit Content
Page(s)Title How to Use Cutomizing for Future Use
2-3
Electric Vehicle
Charging Stations
in Estes Park
1.Print double sided on a single
sheet of paper.
2.Distribute at Visitor Center,
Library, and other Town
faciltiies.
Customize this template as new
charging stations are added
at Town facilities by updating
the description (Where Can I
Charge) and map on the back.
4
Choosing Electric
Vehicles for Your
Fleet
1.Print on a single sheet of
paper or attach electronically
for distribution via email.
2.Distribute to all Town
departments.
This template can be customized
by adding case studies of Town
departments that have added
EVs to their fleets.
5
Gain a
Competitive Edge
with EV-Friendly
Development
1.Print on a single sheet of
paper or attach electronically
for distribution via email.
2.Distribute to active or
prospective developers.
This template can be customized
by adding case studies of
local developments with EV
infrastructure.
6-7
Breathe Easy
on Estes Park’s
Electric Trolley
1.Update trolley map (p. 7) as
necessary.
2.Print double sided on a single
sheet of paper.
3.Distribute at Visitor Center,
Library, along the Red Route,
or other Town facilities.
This template can be customized
by adding new information on
the trolley’s environmental
impacts and route once
launched.
8 Additional EV
Resources
1.Review topical resources as
relevant.
2.Share relevant resources
with other departments or
community partners.
Resources can be added or
removed as relevant.
Estes Park EV Infrastructure
and Readiness Plan
Educational Toolkit
Electric Vehicle Charging Stations
in Estes Park
Do you plan to travel to Estes Park in an electric vehicle (EV)? If so, good
for you...and us! Your actions help us protect our natural environment by
reducing our carbon footprint and improving our air quality.
Where Can I Charge?
Estes Park provides convenient EV charging stations in three locations:
Estes Park Visitor Center (DC fast chargers), Town Hall (Level 2), and at
the parking structure (Level 2). See the back for more public charging
locations in Estes Park.
How Do I Fast Charge My Vehicle?
It’s as easy as 1-2-3!
Take a look at your car’s port to see
which charging option is right for your
vehicle.
Park in an empty spot next to the charger and unlock it with your
ChargePoint card or mobile app.
Plug in and track your charging status on the app. To save you time
and money, we recommend unplugging when you reach about 80%
charge, which is when the charging slows.
Visit plugshare.com to learn more about available charging stations in
the Estes Park area.
1
2
3
ChargePoint Connector Types, chargepoint.com/blog/
when-and-how-use-dc-fast-charging
W Wonderview Ave
Virginia Dr
Virginia DrBig Horn Dr
Spruce D rCleave St
Wiest D r
E Riverside DrE E lkh o rn A ve
N Saint Vrain Ave
Moraine AveE Wonderview A
v
e
MacGregor AvePark LnWRiverside DrEVENTS
COMPLEX
PARK-N-RIDE
.5 miles
TOWN HALL
VISITOR CENTER LovelandBou
l
der
RMNP Fall River En tra n c e
R M N P B e a v e r M e a d o w s E n t ra nce
B i g T h o m pso n R iv e rFallRiverBlack Canyon Creek34
36
36
34
Performance Park Lot
SpruceLot
Tregent Lot
Wiest Lot
Davis Lot
W Riverside Lot
Virginia Lot
Library Lot
Parking Structure
Visitor Center
Post Office Lot
RiversideLot
B ig Thomp son A veStanley Village
Denotes Public Chargers!
Tesla Superchargers at the Stanley Hotel
Level 2 Chargers at the Stanley Hotel
Level 2 Chargers at Town Hall
DC Fast Chargers at the Visitor Center
Level 2 Chargers at the Visitor Center Parking Facility
Level 2 Chargers at Sweet Basilico Cafe
Public Charging in Estes Park
Choosing Electric Vehicles for Your Fleet
Have you considered electrifying your fleet vehicles? Switching to electric vehicles (EVs)
is a great way for your department to save money on fleet operations and improve air
quality in Estes Park.
EVs are cheaper to fuel and maintain. According to the US Department of Energy, EV
drivers pay the equivalent of $1.17 per gallon to recharge their vehicles. Fewer moving
parts means lower annual maintenance costs and no oil changes. Example: The City of
Minneapolis estimated that switching to EVs for light duty vehicles would save more than
70% in fuel costs and 35% in maintenance costs.
EVs have a lower total cost of ownership than gasoline vehicles and the higher upfront
cost is quickly offset by their lower fuel and maintenance costs.
Xcel Energy Cost of Ownership Comparison, https://ev.xcelenergy.com/vehicles/Kia_Niro_EV__BEV_2020/
EVs have no tailpipe emissions, improving local air quality, protecting our natural
environment, and addressing the climate crisis.
Colorado local governments are electrifying. According to the Southwest Energy
Efficiency Project (SWEEP), there are more than 260 municipal fleet EVs in Colorado
including electric sedans, SUVs, and minivans.
E-bikes are a low cost, fun option that can help your department save emissions and
money for short trips. E-bikes are also a great way to encourage your team to get active
and stay healthy.
Ready to see if EVs are right for your department?
Contact Kevin McEachern at kmceachern@estes.org
or 970-577-3604 to start exploring your options.
Gain a Competitive Edge
with EV-Friendly Development
Electric vehicle (EV) sales continue to rise, with the International Energy Agency estimating
more than seven million electric cars on the road worldwide and a minimum of 140 million
expected by 2030 with new models coming each year like the anticipated electric Ford F-150
Pickup and Tesla Model Y.
You can prepare for this dramatic growth by including EV charging station infrastructure as
part of your development.
Charging Stations As a Necessary Amenity
As EV adoption increases, drivers may choose to stay, visit, work, or shop where they can also
recharge their EVs. Similar to connecting to Wi-Fi or recharging a cell phone, you are providing a
necessary amenity for EV drivers, eliminating the concept of a separate fueling stop and enabling
drivers to conveniently recharge at their destination.
Avoiding Expensive Retrofits
EV-ready charging infrastructure is significantly less expensive to install during new construction
than it is for a building retrofit. ChargePoint estimates a potential savings of $2,100 to $5,325
per charging spot due to trenching, demolition, and additional permitting costs associated with
retrofitting.
What Are Your Options?
There are three basic options for EV-friendly development: EV-Capable, EV-Ready, and EV-
Installed. Most Expensive Least ExpensiveEV-
Capable
Electrical panel capacity and
raceway from panel to future
EV parking space.
EV-
Ready
Electrical panel capacity
and raceway with conduit
to junction box or 240-volt
charging outlet.
EV-
Installed
Electrical panel capacity and
raceway with conduit to Level 2
or Level 3 EV charging station.
Funding Resources
Grant funding is available for public charging stations. Visit northerncocleancities.org/funding
for more information.
Breathe Easy on Estes Park’s Electric Trolley
Enjoy a ride on Estes Park’s all new electric trolley, a zero-emission
vehicle that provides a quiet, smooth, and pollution-free ride.
Ding, ding, ding! Did you know this trolley…
Is free! Travels 50 miles per
day
Will save the Town over
1,700 gallons of fuel
over one season
Will save more than
$40,000 in fuel
savings during its
useful life
Supports our
community
commitment to protect
our environment
Avoids more than 16
different environmental
pollutants produced by
gas-powered trolleys
This is just the start!
Estes Transit’s second trolley will be arriving in May 2021
Avoid parking and traffic congestion and help protect our environment
by riding the trolley! This trolley operates daily during the peak summer
months on the Red Route connecting the parking garage near the Visitor
Center with the main thoroughfare downtown, East Elkhorn Avenue. It
travels on a 2.5 mile loop, with free passenger pick-up every 30 minutes.
Additional EV Resources
Education and Awareness Program Support and Examples
»Northern Colorado Clean Cities (NCCC) partners with communities and organizations to support EV
education efforts, including organizing EV Ride-and-Drive events, group buys, and EV 101 workshops.
Visit northerncocleancities.org for more information.
»The Denver Department of Public Health and Environment has an outreach campaign called Pass
Gas to provide residents information about EVs. Visit denvergov.org/passgas for more inspiration.
»The US Department of Energy offers homeowners information on types of chargers and expected
costs. Visit energy.gov/eere/electricvehicles-charging-home to learn more.
»The City of Hayward provides a simple, four-step guide, outlining the permitting process for
installing a charging station at home, that could be adapted for Estes Park. View the handout at
hayward-ca.gov/services/permit-center/technical-handouts.
»The New York State Energy Research and Development Authority developed a brochure outlining the
benefits of workplace charging, along with tips for installing and maintaining charging stations. View
the brochure at nyserda.ny.gov/-/media/Files/Publications/Research/Transportation/ChargeNY-
Workplace-Charging-Policy-Brochure.pdf.
»The Clean Cities Coalition Network has developed a Workplace Charging Employer Workshop Toolkit
available at cleancities.energy.gov/technical-assistance/workplace-charging.
Fleet Electrification Resources and Examples
»Northern Colorado Clean Cities (NCCC) provides advisory services to help fleet managers
transition to EVs by connecting businesses and organizations to funding resources. Visit
northerncocleancities.org for more information.
»EVAdoption maintains a list of EV models currently available and those anticipated in the near
future. Visit evadoption.com/ev-models to start exploring.
»The City of Minneapolis, MN organized a fleet study in 2017. View the study at lims.minneapolismn.
gov/Download/RCA/2361/10_Municipal%20Fleet%20Electric%20Vehicle%20Study.pdf.
»The City of Charlotte, NC demonstrated an operational savings of $11,400 per year by switching five
vehicles to electric. Learn more at electrificationcoalition.org/charlotte-case-study.
»The Windham County, VT Sheriff’s Office piloted a Tesla EV for their fleet. Read about the purchase
at windhamcountyvt.gov/news.release.php?id=1449.
Funding and Financing Sources
»Northern Colorado Clean Cities (NCCC) connects businesses and organizations to funding resources.
Visit northerncocleancities.org/funding for more information.
»The Colorado Energy Office offers businesses and organizations financial support to install Level 2
and Level 3 charging stations. Learn more at cleanairfleets.org/programs/charge-ahead-colorado.
»The Department of Local Affairs (DOLA) supports alternative fuel projects through the Energy and
Mineral Impact Assistance Fund. Visit cdola.colorado.gov/funding-programs/energy/mineral-impact-
assistance-fund-grant-eiaf for more information
»Federal and state tax credits are available to finance the purchase of EVs. Visit fueleconomy.gov/
feg/taxevb.shtml and energyoffice.colorado.gov/zero-emission-vehicles/alternative-fuel-vehicle-
tax-credits for detailed information.
»The US Climate Mayors network organized an EV purchasing collaborative for municipalities and
school districts. Visit driveevfleets.org to learn more.
EV Plan Implementation Table
Recommendation #1 Recommendation #2 Recommendation #3 Recommendation #4 Recommendation #5 Recommendation #6
Timing Education and Awareness Partnerships TOU Rate "ZEV First" Fleet Policy Code Amendments and
Policy
Expand Charging
Infrastructure
Year 1 (2021)
Implementation Focus
Focus on the trolley and new Level 3
DCFCs; leverage existing relationships
and programs using the Town's website,
social media and press releases
Continue to strengthen partnerships with
NCCC, RMNP, Estes Valley Recreation
and Parks District, and others to
galvanize resources and leverage
existing momentum.
Hold preliminary discussions between
EPPC and PRPA about EV charging and
time of use (TOU) rates.
Draft and adopt an Estes Park-specific
"ZEV First" Fleet Replacement Policy
Adopt the GoEV City Resolution to
further pledge support for EVs at the
policy level.
Monitor usage at existing charging stations;
explore data sharing agreement with
ChargePoint for new Level 3 DCFCs and/or
Tesla for monthly usage of the Superchargers
Potential Partners/Lead NCCC, RMNP, Visit Estes Park NCCC, RMNP, Estes Valley Recreation
and Parks District, Larimer County EPPC and PRPA Town Staff and support from NCCC Town Board of Trustees ChargePoint and/or Tesla
Funding/Bandwidth
NCCC has funding to support this
recommendation; additional funding
could come from the Town's budget,
grants, or other similar funds.
Investment of Town staff time and
resources needed.
Investment of Town staff time and
resources needed.
Investment of Town staff time and
resources needed.
None needed; resolution is already
drafted and included herein.
Investment of Town staff time and resources
needed to track.
Years 2-5 (2022-2025)
Implementation Focus
Expand awareness about the trolley and
existing charging stations - highlight a
family's all-electric roadtrip, or a local
business taking a strong lead e.g. The
Stanley; offer to be a site host for EV test
drive events; explore the idea of an
annual EV car show or rally.
Connect with local businesses,
landowners, and developers to bolster
privately owned charging infrastructure,
including raising awareness about
potential funding from the state.
Work with PRPA to develop a TOU rate
for EV charging that supports increased
renewable energy generation.
Focus on replacing passenger and
smaller vehicles with ZEVs.
Adopt code recommendations herein
and any others supported through the
comprehensive planning process.
Develop and implement an ongoing
maintenance program for the existing
charging stations; this should include at a
minimum bi-annual physical inspections of
the infrastructure and confirmation of
connector output using an EV.
Potential Partners/Lead NCCC, Visit Estes Park, Others Local businesses and landowners with
parking facilities EPPC, PRPA, NCCC Town Staff with support from NCCC and
CEO Community Development Town Staff
Funding/Bandwidth
NCCC has funding to support this
recommendation; additional funding
could come from the Town's budget,
grants, or other similar funds.
Investment of Town staff time and
resources needed.
Investment of Town staff time and
resources needed.
Investment of Town staff time and
resources needed; will be dependent on
budget availability.
Investment of Town staff time and
resources needed, but should be rolled
into the larger code rewrite effort.
Investment of Town staff time and resources
needed; will be dependent on budget
availability.
Implementation Focus
Increase local awareness of TOU rates
and residential charging programs;
support efforts to convert private fleets
through information sharing.
Connect with local businesses, tour
guides, and fleet operators to support
fleet electrification, including connecting
them with NCCC and potential funding
from the state.
Explore other programs EPPC and/or
PRPA can deploy to support residential
and commercial charging.
Explore vehicle model availability
through the state bid to replace trucks,
SUVs, and other medium- and heavy-duty
vehicles and equipment
Refine any code or policies based on the
latest technologies and market trends.
Explore potential build out of additional 4
Level 3 DCFCs at the Visitor Center
Potential Partners/Lead EPPC, PRPA, NCCC, Estes Park Chamber
Local businesses, tour guides, and other
who operate private fleets - including all
vehicle classes
EPPC, PRPA, NCCC Town Staff with support from NCCC and
CEO Community Development ChargePoint
Funding/Bandwidth
NCCC has funding to support this
recommendation; additional funding
could come from the Town's budget,
grants, or other similar funds.
Will vary based on availability, but likely
support from NCCC on evaluation of
fleet potential and funding from the state
or federal government to support fleet
conversion.
There may be funding available from the
federal or state level depending on the
program details - see LPEA for a similar
program.
Investment of Town staff time and
resources needed; will be dependent on
budget availability.
Investment of Town staff time and
resources needed.Through the EV Corridors Program
Years 6-10 (2026-2030) - Update EV Plan!
ATTACHMENT 2
Page 50
Electric Vehicle
Infrastructure and
Readiness Plan
Board of Trustees
Study Session
January 26, 2021
Congratulations, Estes Park!!
New Public EV Corridor
Level 3 DCFC at Visitor Center
CASTA Transit Project of the Year
Estes Transit EV Trolley
New Public EV Corridor CASTA Transit Project of the Year
PAGE 2
ATTACHMENT 3
Page 51
PAGE 3
This effort is funded by grants
from the Colorado Department
of Local Affairs (DOLA) and the
Colorado Energy Office (CEO)
with a match from the Town of
Estes Park.
PAGE 3
Thank You!
Agenda
•Our Team
•State of EVs
•Goals of this Effort
•How Did We Get Here?
•Key Recommendations
•Next Steps
PAGE 4
Page 52
Our Team
Sarah R. Davis, AICP
Project Manager
EV Expert
Facilitator + Author
With Support From:
PAGE 5
Increase light-duty EVs to
940,000 by 2030
State’s EV Plan 2020
“Large-scale transition of Colorado’s
transportation system to zero emission
vehicles, with a long-term goal of 100% of
light-duty vehicles being electric and 100%
of medium- and heavy-duty vehicles being
zero emission.”
Transition medium-, heavy-duty
+ transit vehicles to ZEVs
Identify charging stations
needed to meet goals
PAGE 6
Page 53
100% Renewable
by 2040
•Decarbonize Colorado’s
economy 90% below 2005
levels by 2050
•Platte River Power Authority to
be 100% carbon-free energy by
2030
•Expanded energy efficiency and
EV programs
PAGE 7
Goals of the EV Plan
1. Maximize the Town’s
existing EV infrastructure
investment, and
2. Incorporate an action-
oriented implementation
plan to guide the Town’s
future EV investment
both in terms of
infrastructure and the
Town fleet.
PAGE 8
Page 54
Light-Duty or Passenger
100% Battery or
Plug-In Hybrid
Electric Bikes +
Micromobility
Vehicles of Focus
Transit + Fleets
PAGE 9
PAGE 10
EVs in Estes Park
Most Popular – Tesla Model 3
•65 EVs on the Road; 50 are Fully Electric
•25+ Public Charging Connectors
•17 Charging Locations
•1 (of 2) Electric Trolley
Highest Rated Charging Station –
The Stanley Supercharger
Page 55
PAGE 11
How Did We Get Here?
Data + Code Analysis
Stakeholder Engagement
Community Outreach
Existing Conditions + Infrastructure
Policy + Code Assessment
Fleet
Key Stakeholders – Including TAB
Secondary Stakeholders
Partnership + Program Focused
Website
Quiz
Online Polling
Social Media
Community Meeting
August 2020
•Key Stakeholders
•Engagement Material Development
September 2020
•Online Polling + Quiz
•Stakeholder Engagement
October 2020
•Analysis + Drafting
•Community Meeting
November 2020 – DOLA Due
December 2020 – Public Comment
January 2021 – CEO Due
February 2021 - Adoption
PAGE 11
PAGE 12
Example Social Media Content
Community and Stakeholder Engagement
•154 Quiz Responses
•150 Polling Question Responses
•November Community Meeting
•December Public Comment Period
Page 56
Key Recommendations
1. Develop and implement EV education and awareness programs.
2. Build + strengthen local and regional partnerships as it relates to EVs.
3. Implement EV charging-focused time of use (TOU) rates.
4. Adopt a “ZEV first” fleet replacement policy.
5. Adopt codes and policies that support transportation electrification.
6. Expand public charging infrastructure to meet demand.
Update the EV Plan every 5 years to ensure information, recommendations, and strategies incorporate new and evolving technologies, policies, and partnerships.
PAGE 13
Implementation Table
PAGE 14
Page 57
Next Steps
•Use social media and partners to share information about EVs,
•Work with NCCC, RMNP, Larimer County, and others to connect residents with virtual
test drive events and bulk purchase opportunities as well as private fleet conversion,
•Initiate discussions between EPPC and PRPA about EV-specific TOU rates,
•Gather and review examples of ZEV First Replacement Fleet polices,
•Adopt a variation of the GoEV City Resolution, and
•Work with ChargePoint, Tesla, and other EV charging providers operating in Town to
access data and track station usage.
PAGE 15
Thank You
Sarah R. Davis, AICP
sdavis@srdconsult.com
Page 58
TOWN BOARD STUDY SESSION
MEETING
January 26, 2021
Town Transparency
Presentation will be provided during the
meeting.
Page 59
1/27/2021
Town Transparency:
Laws and Practices
Town Board Study Session
January 26, 2021
Outline
Fundamentals of the Open Meetings and
Open Records Laws – Dan
Town’s Transparency Practices – Jackie
Town’s Primary Communications Channels –
Kate
Additional Transparency Practices – Travis
Page 60
1/27/2021
Open Meetings Law
Open Meetings Law
Purpose: The formation of public
policy is public business and may not
be conducted in secret.
Page 61
1/27/2021
Open Meetings Law
Meetings of three or more Board
members about public business must
be open to the public.
Meetings of four or more Board
members about public business require
notice to the public, including agenda
information when possible.
Open Meetings Law
Exception: The Board may enter into
an executive session for specific
purposes, such as:
Legal advice
Matters subject to negotiation
Personnel issues
Page 62
1/27/2021
Open Records Law
Open Records Law
Records made, maintained, or kept as
part of Town business must be open to
public inspection.
The Town must allow the record to be
copied or printed out, and can charge
a fee to cover these costs.
Page 63
1/27/2021
Open Records Law
Examples of exceptions:
Personnel files
Personal information of utility
customers
Legal advice
Town’s Transparency Practices
Page 64
1/27/2021
Implementing Open Meetings
Full & Timely Notice of Meetings
Public Notice - Post Agenda 24 Hours Prior to Meeting
Board Meeting Calendar on Website
Agendas, Packets, Meeting Minutes & After Action ReportPosted on Public Records Portal
Executive Sessions – Regular or Special Meeting
Topic Announced, Legal Basis, & 2/3 Vote of Quorum
Limited Topics – Specialized Security Details, PropertyTransactions, Attorney Conference, Negotiation Strategy,Personnel, & Required by Federal or State law to beConfidential
Implementing Open Records
Agendas, Packets, Meeting Minutes &
After Action Report Posted on Public
Records Portal
Open Records Request Process
Online Request Form
Page 65
1/27/2021
Town primary communication channels
•Website www.estes.org
•Facebook, Twitter and YouTube
•Email updates by subscription www.estes.org/subscribe
•Project-specific outreach and materials
•Town newsletters www.estes.org/bugle
•Citizen survey and project-specific surveys
•Focus/stakeholder/advisory groups
•Local cable channel 12 and www.estes.org/videos
•Estes 1470 AM Radio
•Emergency information line when needed: 970-577-3716
•LETA/Everbridge – emergency notifications for residents and guests
•Town meetings, both regular/official and project-specific programs
•Community outreach/presentations by staff and board members
•Citizens Information Academy (TBD 2022)
Additional Transparency Practices
Trustee Email Page
Trustee Talks
Office Hours
Financial Transparency
Budget/CAFR/Audit
Sales tax reports
Monthly economic dashboard
Page 66
1/27/2021
Additional Transparency Practices
Development plan tracking
Online
Physical postings
Stream and record Board Meetings for
easy access
Questions & Discussion
Page 67
Page 68
February 9, 2021
Parking Enforcement Revisions to
the Estes Park Municipal Code
February 23, 2021
Annual Update on Street
Improvement Program
March 9, 2021
The Current State of Childcare:
Needs and Gaps
April 13, 2021
Seasonal Paid Parking
Implementation Update
Items Approved – Unscheduled:
Cameron Peak and East Thompson
Zone Debrief
Revisit Fee Waiver/Subsidy Policies
Discussion with County Assessor
regarding Assessment of Vacation
Rentals
Distributed Energy Discussion
Reverse Decriminalization of
Municipal Code
Rooftop Rodeo Financial Overview
Oral History Program Discussion
Items for Town Board Consideration:
None.
Future Town Board Study Session Agenda Items
January 26, 2021
Page 69
Page 70