When looking at the Pikes Peak Region, there are several items that should be considered for every transportation project. This section contains information on a broad range of issues that impact the future success of the network.
Safety
Safety is of the utmost importance in any transportation network. In the Pikes Peak Region, serious injury and fatal crashes have been increasing or holding steady over the past several years. Safety improvements not only reduce fatalities and injuries but can also reduce negative impacts to the regional economy. While regional safety is the focus of this plan, there are federal and state safety programs that can support efforts in the Pikes Peak Region. Those are described briefly below before the details of the regional safety conditions and efforts.
Federal Safety Programs
On a national level, the National Roadway Safety Strategy (NRSS) outlines the U.S. DOT’s approach to reducing serious injuries and deaths on highways, roads, and streets. Adopted in 2022, this strategy is guided by the Safe Systems Approach, which was founded on the principles that humans make mistakes and that human bodies have limited ability to tolerate crash impacts. Applying the Safe Systems approach involves anticipating human mistakes by designing and managing road infrastructure to keep the risk of a mistake low; and when a mistake leads to a crash, the impact on the human body doesn’t result in a fatality or serious injury. Road design and management should encourage safe speeds and manipulate appropriate crash angles to reduce injury severity.
The NRSS focuses on the objectives of safer people, safer roads, safer vehicles, safer speeds, and post-crash care.
To support the NRSS, the IIJA more than doubled funding for surface transportation programs that improve the safety of people and vehicles in our transportation system, including highways, trucks, rail, and pipeline and hazardous materials transport.
The IIJA established or continued formula-based and discretionary funding programs for safety projects. One of the core federal-aid programs is the Federal Highway Administration’s HSIP. HSIP requires a data-driven, strategic approach to improving highway safety on all public roads with a focus on performance.
Major requirements of the HSIP include planning, implementation, evaluation, and reporting.
One significant new program established by the IIJA is the Safe Streets and Roads for All (SS4A) program, a discretionary grant program to support local safety planning and projects.
State Safety Planning and Programs
CDOT places high priority on increasing the safety for all travelers. Recent CDOT safety plans include the 2024 Triennial Highway Safety Plan (3HSP) and the 2020-2023 Strategic Transportation Safety Plan (STSP).
The 3HSP outlines priority highway safety projects and respective funding for a three-year period and reports on progress toward meeting the performance measures identified in the previous plan. It is developed by the Highway Safety Office (HSO), which sits within the Office of Transportation Safety (OTS) at CDOT and is responsible for developing and administering behavioral programs that improve the traffic safety environment in Colorado by reducing the number and severity of traffic crashes.
Meanwhile the STSP establishes a collaborative and shared vision for transportation safety across the state and sets specific visionary goals for reducing fatality and serious injury rates, as well as the total number of crashes overall as compared to previous years. The STSP was led collaboratively by CDOT, Colorado Department of Public Health and Environment (CDPHE), Colorado State Patrol (CSP) and Colorado Department of Revenue (CDOR).
The STSP put in place an Advancing Transportation Safety (ATS) initiative, a statewide collaborative effort led by a team of state and local agencies, advocacy groups, academic institutions and private entities. The ATS is intended to align all safety activities across the state, and it is based on the Safe Systems Approach.
CDOT develops and manages a number of initiatives to prevent crashes and injuries and also offers grants to agencies, organizations and tribal governments within Colorado that provide programs, projects, services and strategies intended to reduce the number of deaths and serious injuries from traffic crashes on roads.
One such program is administered by the HSO, which provides countermeasure strategies for programming funds in its 3HSP. These include strategies aimed at impaired driving, traffic enforcement services, community traffic safety, traffic records, occupant protection, motorcycle safety, media communications, pedestrians and bicyclists, and planning and administration.
Regional Safety
As the number of crashes and people in the region have grown, safety has become a critical concern for the region. In response, PPACG and local governments have collected data, developed plans and studies, created traffic safety education efforts, and implemented projects aimed at improving safety for all transportation network users.
Crash Analysis
In 2021, a state grant for processing crash data was successfully pursued, and the Diexsys crash analysis firm was hired to perform geolocation and correction of CDOT crash data. Upon completion of the project, PPACG’s GIS team assumed responsibility for processing regional data on an annual basis.
PPACG processes and maps crash data, collected by state and local police and sheriff’s departments and maintained by CDOR, into a more refined data set to be used in software and modeling programs. Crash records include the type of crash, location, weather conditions, and contributing factors such as alcohol. Different factors were used to rank the safety performance of roadways and intersections, including quantity, rate, and severity.
The PPACG data shows a total of 53,713 crashes occurred in the 5-year span on 2018-2022. These crashes were broken down into the following categories:
- 337 fatal crashes;
- 1,389 crashes that resulted in serious injuries;
- 16,022 crashes that resulted in minor injuries; and
- 35,965 crashes that resulted in property damage only
Although the number of crashes dipped significantly in 2020 due to the covid-19 pandemic and lower VMT in the region, that trend did not hold true for fatal and serious injury crashes. Of large significance is the increase in serious injury crashes during 2021 and 2022. Table 5-1 shows the trends of total crashes, fatal crashes, and serious injury crashes over the 5-year span.
Table 5-1: Crashes by Year
| Category | 2018 | 2019 | 2020 | 2021 | 2022 |
|---|---|---|---|---|---|
| Total Crashes | 12,693 | 12,009 | 8,079 | 10,796 | 10,136 |
| Fatal Crashes | 73 | 56 | 77 | 63 | 68 |
| Serious Injury Crashes | 256 | 220 | 229 | 328 | 356 |
Figures 5-1, 5-2, and 5-3 on the following pages depict the locations of all crashes, fatal crashes, and serious injury crashes, respectively. The largest number of crashes tends to occur on roads with the greatest VMT, such as I25 and Powers Boulevard (CO21). More detailed maps and information can be found online on the PPACG Traffic Crashes Dashboard. This data can be utilized by individual local governments to better identify trends and areas with more frequent crashes. This data was also during the scoring process used to guide selection of LRTP projects.
Figure 5-1: Heat Map of Crashes in the Pikes Peak Region 2018-2022
Figure 5-2: Serious Injury Crashes 2018-2022
Figure 5-3: Fatal Crashes 2018-2022
Plans and Studies
As safety is a core consideration in transportation planning, nearly all of the component and related plans and studies listed in Section 2 contain discussion regarding safety in the region. Each local government within the MPO has its own approach to transportation safety and traffic engineering based on a variety of studies, data, and staff expertise.
A few recent documents are of specific interest when considering safety issues in the region. The first is the El Paso County Road Safety Plan. This plan will guide El Paso County and partner agencies in improving safety through implementation of recommended countermeasures based on the safety data analysis, road safety audits, and a prioritized list of projects, ensuring the county continues in line with the state in their history of utilizing state and federal roadway safety dollars effectively in fatal crash reduction. As part of this effort, the plan identified priority locations and conducted safety audits at 10 priority locations in 2022.
A unique study was conducted in 2024 by PPACG to study documented significant changes in driver behavior post-2020. The Major Crash Study was a small effort that looked at the change in driver behavior during and following the covid-19 pandemic. The intent of this study was to provide information for partner agencies and local governments as well as help guide PPACG’s safety traffic education activities.
In addition, there are three concurrent planning projects in development in the region funded by grants from the SS4A program. The City of Colorado Springs and the City of Fountain were awarded grants to develop safety action plans for their jurisdictions. The City of Woodland Park, partnering with PPACG, is conducting a safety action plan for the larger COG region of El Paso, Teller, and Park counties, to include the municipalities therein. This study excludes the City of Colorado Springs, as it has unique needs in the region based on its more urban nature.
The goal of a safety action plan is to develop a holistic, well-defined strategy to prevent roadway fatalities and serious injuries in a locality, Tribal area, or region. A successful safety action plan includes the following eight key components:
- Leadership commitment and goal setting
- Planning structure
- Safety analysis
- Engagement and collaboration
- Equity
- Policy and process changes
- Strategy and project selections
- Progress and transparency
Having a certified safety action plan makes the jurisdiction or region eligible for implementation funding through the SS4A program to develop safety projects.
Key Issues
According to Colorado DOT’s statewide crash summary, the top three driver actions cited in crashes in the Pikes Peak Region and the state between 2019 and 2023 (excluding those categorized as “No Contributing Action”) were “Careless Driving,” “Failure to Yield,” and “Following too Closely.”
The top contributing factors in crashes in the Pikes Peak Region shifted starting in 2021.
In terms of contributing factors (excluding those categorized as “No Contributing Factor” or “Other Factor”), “Distracted,” “DUI, DWAI, DUID,” and “Driver Inexperience” were the top factors listed for both the region and the state in 2019 and 2020. Starting in 2021, however, “Aggressive Driving” and “Looked/Did Not See” replaced “DUI, DWAI, DUID” and “Distracted” as top contributing factors. This change in contributing factors suggests that aggressive driving is an increasing trend in the region.
The combination of plans, studies, and crash data reveal a number of significant issues in the region. The following are some of the top issues.
- Aggressive driving
- Distracted driving
- Impaired driving
- Speeding
- Transportation infrastructure
- Motorcycle driver behavior
- Nonmotorized and passenger safety
- Congestion
- Roadway departure
- Intersection crashes
It should be noted that transportation safety issues and crash factors differ in rural areas compared to urban ones. Understanding issues in the rural areas outside the MPO is important in the development of overarching or regional discussions and strategies. In addition to those above, the following are key issues in rural areas.
- Unrestrained occupants
- Lane departure
Traffic Safety Education
Understanding that there are many facets to improving safety in the region, PPACG undertakes a number of efforts related to traffic safety education. In response to record breaking fatalities in 2018, PPACG performed research and conducted interviews of area planners, traffic engineers, law enforcement, and people in traffic safety education. This informal process revealed that the biggest gaps and opportunities for improving traffic safety were in public messaging and data collection.
In 2020, PPACG launched its first safety media campaign, conducted with consultation from Drive Smart Colorado. This effort included creations of original content that was boosted across online platforms. The 2021 campaign re-used 2020 content and used social media platforms with added radio buy. The 2023 media campaign consisted of new video content developed by Drive Smart Colorado and El Paso County. The 2024 media campaign is forthcoming, and PPACG intends to continue these campaigns as possible.
In 2023 the media campaign resulted in 336,735 impressions and 2,316 clicks through Google and 630,946 impressions, 11,740 clicks through Facebook. Those who clicked were taken to a survey that helped inform future media campaigns as well as the Major Crash Study.
In 2022 and 2023, PPACG conducted a regional traffic safety education review to identify how many groups in the region were providing safety education materials and outreach and what type of education or activities they were conducting. The project goal was to identify any gaps as well as find new opportunities for cross-organizational collaboration. The project found a lack of cohesion and coordination throughout the region and made recommendations to improve traffic safety education in the communities.
Utilizing this analysis, PPACG successfully applied for a CDOT HSO grant related to traffic safety education. The bulk of this grant provides funding for a regional safety champion, tasked with providing a central point of contact for traffic safety education efforts throughout the region and fostering communication and collaboration.
The safety champion and this grant strengthen the alliance between PPACG and Drive Smart Colorado. Although Drive Smart Colorado was brought under the umbrella of PPACG in 2022, it continues to operate as a standalone nonprofit.
As the MPO, PPACG can perform some activities related to transportation and safety in the planning realm; however, there are many important activities that are outside of the scope of the MPO and PPACG’s funding streams. As Drive Smart Colorado was losing momentum due to the pandemic and the loss of its executive director, PPACG saw an opportunity to partner with the organization. Drive Smart Colorado has made enormous contributions to traffic safety in the region over its history, and the region could ill afford its loss at a time when serious crash rates were at their worst.
Drive Smart Colorado is a nationally recognized community traffic safety program that focuses on improving communities through the reduction of traffic crashes and the unsafe behaviors that cause them.
Drive Smart was born of a public demand for improved traffic safety in 1989. Reaching 501(c)3 non-profit status in 1992, Drive Smart has been a key player in improving traffic safety across Colorado. Using advocacy, education, and policy, our goal is to make the roads safe for everyone, regardless of their means of transportation. Drive Smart Colorado is guided by a Board of Directors consisting of local law enforcement and emergency management personnel, elected officials, and traffic safety advocates. In addition, Drive Smart Colorado hosts a Traffic Safety Coalition that encompasses a wide variety of groups and interests from across the region. The coalition’s goal is to share information and resources and improve collaboration in traffic safety activities.
Local Safety Strategies
Based on the environment, data, and plans previously mentioned, the following are strategies that may improve safety within the region. These actions are examples of strategies that may be undertaken by local jurisdictions or groups of jurisdictions, as the MPO does not have authority to dictate engineering, policy, law enforcement, or other types of local projects.
- Complete the regional and local safety action plans funded by recently awarded SS4A grants. Compete for discretionary funds to help implement the recommendations of those plans.
- Increase collaboration with available state and federal resources, and consider using grant funding for increased education or enforcement to offset lack of local funding sources.
- Build on successful law enforcement practices, and establish laws/policies that have bearing/are enforceable.
- Leverage traffic safety education programs such as Drive Smart Colorado, and coordinate efforts with the Drive Smart Traffic Safety Coalition.
- Continue conducting safety media campaigns targeted to the region and its issues to ensure effectiveness.
- Implement engineering and infrastructure improvements such as Minimizing speed deferential; making roads seem “narrower” with striping to encourage drivers to slow down; enlarging road signs; or installing adaptive signal systems or radar detection systems.
- Improve pedestrian engineering, safer cross walks, especially at intersections with high crashes. This may include adding pedestrian bump outs or adding advanced flashing beacons before the intersection to inform drivers that pedestrians are crossing.
- Identify areas where speeding or other types of dangerous driving is common.
- Implement effective access management techniques such as limiting the number of conflict points, adding turn lanes, and using connecting parking lots and access roads to minimize inefficient travel on primary roadways.
Nonmotorized Safety
Vulnerable road users are those that are not protected by an outside shield, such as a vehicle. As such, pedestrians, bicyclists, and others utilized nonmotorized transportation have a greater risk of injury in the event of a crash. Figures 5-4 and 5-5 illustrate crashes involving bicycles and pedestrians, respectively.
Figure 5-4: Bicycle Crashes 2018-2022
Figure 5-5: Pedestrian Crashes 2018-2022
In the Pikes Peak Region, there were 1,199 reported crashes involving bicyclist or pedestrians in the 5 years between 2018 and 2022. However, the actual number is likely much higher. According to the FHWA, studies show that pedestrian and bicycle crashes are underreported. This may be because of several issues, including crashes that occur outside of the public right-of-way (such as at driveways or on shared use paths), a lack of injury or sufficient property damage to warrant a police report, or a lack of police involvement for fear of legal consequences.
The 71 reported fatal crashes between 2018 and 2022 resulted in 63 pedestrian deaths and 15 bicyclist deaths. Of these crashes, no impairment was suspected in 53 of them, while alcohol was suspected in 16 and drugs were suspected in 2. Weather did not seem to be a contributing factor in these crashes as dry conditions were reported in 65 crashes, followed by wet conditions (4), and snowy (1). Conditions were unknown for one crash.
The locations of crashes involving bicycles and/or pedestrians are included in the following figures. Few fatal crashes occurred in close proximity, meaning there were no noticeable trends by location.
As mentioned in the previous chapter, the Regional Active Transportation Plan was adopted in 2024 and details specific information regarding nonmotorized travel, including safety and crash information as well as active transportation network design guidelines.
Transit Safety
The safety and security of public transit can also be an issue in comfort and ridership rates, and can make the difference between a system for everyone versus a system for captive riders only. The regional transit plan, included as Appendix B, discuses this and provides recommendations and guidance regarding safety and passenger perception.
Security
During emergencies, the transportation system serves a crucial role in safeguarding regional security. The role of PPACG is limited to an informational level with regard to security and resilience within the region.
According to the Federal Emergency Management Agency (FEMA) National Risk Index, El Paso County has a “Relatively Moderate” risk index, where this rating is the middle ranking in a scale from “Very High” to “Very Low.” Teller County is rated “Relatively Low.” This risk index is based on a formula that calculates expected annual loss, social vulnerability, and community resilience.
The FEMA risk index lists El Paso County as having a very high risk of cold wave and lightning, as well as a relatively high risk of hail, ice storm, landslide, tornado, and wildfire. El Paso County also has relatively moderate risks of strong wind and riverine flooding. Meanwhile, Teller County has a relatively high risk of lightning with relatively moderate risk of hail and wildfire.
It should be noted that FEMA identifies El Paso County as having a relatively high ability to prepare for anticipated natural hazards, adapt to changing conditions, and withstand and recover rapidly from disruptions when compared to the rest of the U.S., while Teller County is listed as relatively moderate. Community resilience is measured at the county level using the Baseline Resilience Indicators for Communities published by the University of South Carolina’s Hazards and Vulnerability Research Institute.
In addition to these natural events, human-cause events such as hazardous material incidents, power outages, acts of terrorism, and civil disobedience should be considered in planning for security.
Manmade and natural disasters can have devastating long-term effects on the region. The Black Forest and Waldo Canyon fires are recent examples of this.
Within the state of Colorado, the Division of Homeland Security and Emergency Management (DHSEM) supports planning and response to hazards and disasters such as flooding, tornadoes, wildfire, and hazardous materials incidents.
DHSEM develops the State of Colorado Emergency Operations Plan, which identifies the roles, responsibilities, and actions of state government in disasters. When local government capabilities are taxed, state government has resources and expertise available to provide emergency or disaster assistance.
DHSEM Emergency Management Office has 10 field service areas, and the Pikes Peak Region is located in the Central field service area, as indicated in Figure 5-6.
Figure 5-6: DHSEM Field Service Areas
Communication and coordination between the field service manager and local emergency managers is important to the security of the regional transportation network. Field managers for these service areas can provide local emergency managers with response, planning, training, and exercise assistance as well as grant administration.
In addition the Pikes Peak Region is addressing transportation security through the following.
- Activation of an Emergency Operations Center (EOC) may be required during an incident. Effective January 22, 2019, Colorado Springs City Council and the El Paso County Board of Commissioners approved an Intergovernmental Agreement (IGA) to operate a joint office of emergency management. It is called the Pikes Peak Regional Office of Emergency Management.
- Locally-developed all-hazard plans provide for coordination, control, and allocation of transportation assets in support of the movement of emergency resources, including the evacuation of people and the redistribution of food and fuel supplies.
- CDOT’s role in emergency management consists primarily of safeguarding and maintaining the state transportation system in the affected area and facilitating and coordinating evacuation routes that use the state transportation system. CDOT maintenance staff are the primary responders for damage to CDOT infrastructure and assistance to others, but staff from other areas may be used as needed.
- Chemical Response Teams in the Pikes Peak Region provide support for each other, and are housed within the Colorado Springs Fire Department, the El Paso County Sheriff, in Teller County, at Peterson Space Force Base, and at Fort Carson.
Military
As previously mentioned, the local military installations and associated populations, including families, veterans, and defense contractors, are critical considerations when planning for regional transportation.
Fort Carson alone is the third-largest employer in the state. According to installation data provided to PPACG, Fort Carson serves more than 26,500 active duty military personnel, 39,000 family members, 1,400 Reserve component military, 900 contractors, and more than 6,600 civilian workers.
SBD 1 is headquartered at Peterson SFB and includes Schriever SFB and Cheyenne Mountain SFS in the Pikes Peak Region as well as several installations around the world. As of 2020 data, Peterson SFB employed 8,750 active duty military personnel and approximately 2,200 people. Schriever SFB employed 1,644 active duty military and more than 5,500 additional people. Per the Space Operations Command website, SBD 1 includes more than 4,000 military and civilian members who support 18,500 personnel and 173,000 local beneficiaries.
Peterson SFB and Schriever SFB are the global headquarters of the North American Aerospace Defense Command (NORAD) and the DoD operational center for the Global Positioning System (GPS), respectively. Together they employ 15,000 military and civilian personnel. SBD 1 has also been selected as the Headquarters for U.S. Space Command. The installations may see changes in personnel and employment due to the location of U.S. Space Command and the growth of the U.S. Space Force. This may increase travel demand on specific transportation networks that serve installation gates and are used by civilian drivers who travel within the vicinity of these installations.
USAFA is a public university and military service academy for cadets who will serve in the United States Air Force and United States Space Force. USAFA has an approximate population of 2,450 active duty military personnel, 4,000 cadets, and 1,900 civilians that live on the installation. However, that population is not representative of the total traffic to and from the installation.
In addition, these installations serve as medical, retail, and recreational destinations for the large contingent of veterans in the region. Congressional District 5 military veteran and retiree populations are the third highest in the United States at more than 109,000.
The military installations are major traffic generators within the region, but it is also important to consider security and compatible use when considering transportation projects that impact or are near the military installations. Protecting the mission of these installations may preclude some traditional solutions to traffic congestion or other issues. The traffic and security considerations make it critical to coordinate and continue good relationships between the military and surrounding communities to ensure there is good understanding of the impacts of off and on-installation projects on the transportation network as a whole.
A relatively new discretionary funding source may be available for future transportation projects that mutually meet the needs of the military and communities. The Defense Community Infrastructure Program (DCIP), created in 2018, is a competitive program to fund infrastructure enhancements to support military value, the training of cadets, installation resiliency, and family quality of life that benefits installations. In 2024, the City of Colorado Springs was awarded $10,710,000 for a project to provide safety improvements and access to the North Gate of Peterson SFB. This project will address issues that impact operational readiness, the ability to accommodate future total force requirements, and operating costs.
In addition, Colorado Springs Utilities was awarded $5,348,798 for a project to remove several miles of existing overhead power lines between two substations on the USAFA grounds and replace them with underground 34.5 kilovolt lines. This project will enhance the reliability of the primary electric power feed to USAFA, providing essential support to all aspects of the training and education mission.
DCIP funding was not included in the development of the financial plan, chapter 7; however, it may be applicable for future projects that support military installations.
Strategic Highway Network and Power Projection Platform
The Strategic Highway Network (STRAHNET) is a system of select state and federal highways, including the entire Interstate System, designated by the DoD as the minimum public highway network necessary to support DoD deployment needs. Along with 1,800 miles of connector roadways, the entire STRAHNET system totals over 64,000 miles of roadway and links over 200 important military installations, seaports, and airports in the continental United States.
The DoD distinguishes a subset of the STRAHNET as Power Projection Platform (PPP) routes. PPP routes include about 5,000 miles of the STRAHNET system, and are considered the most critical routes to support the movement of DoD equipment from 18 inland military installations to their designated Seaports of Embarkation (SPOE) during a national emergency. These routes must therefore be capable of supporting the rapid movement of large, heavy military equipment through adequate highway and bridge design.
I25 serves as the major STRAHNET corridor within the region, with sections of South Academy Boulevard, East Fountain Boulevard, South Powers Boulevard (CO21), and US24 serving as STRAHNET connectors to link Fort Carson and Peterson SFB to the interstate. Further, the section of I-25 from the South Academy Boulevard interchange to the New Mexico state border is part of a PPP route linking Fort Carson to its SPOE in Beaumont/Port Arthur, Texas.
Recent Projects
In recent years, the military installations have had good relationships with surrounding jurisdictions and CDOT, and several key projects have been completed or are underway that have benefited the transportation network in relation to the installations.
The most substantial of these is the Military Access, Mobility and Safety Improvement Project (MAMSIP), an extensive project that contains four major components:
- Roadway, drainage and structural improvements on Charter Oak Ranch Road, completed in 2023, enhanced access to Fort Carson Gate 19. El Paso County estimated that improving Charter Oak Ranch Road would reduce the number of trips to Fort Carson Gate 20 by approximately 25%, improving safety along the I25 corridor and reducing gate times for those accessing the installation.
- Safety and efficiency improvements made to CO94 between Peterson SFB and Schriever SFB were completed in 2023 and included the addition of a westbound passing lane and a signalized jug handle intersection at Blaney Road. Prior to these improvements, eastbound daytime traffic suffered from recurrent congestion caused by steep grades, limited opportunities for passing, and a high volume of slow-moving heavy vehicles traveling to the Waste Management Landfill – Colorado Springs.
- I25, which supports military commuters and is a key travel corridor in the region will receive safety and efficiency improvements are part of MAMSIP to include two bridge replacements over South Academy Boulevard, maintenance on four additional bridges, widening of shoulders, surface treatment, median barriers, and lengthening of the deceleration lane at the interchange with CO16. This work will be completed in late 2024.
- South Academy Boulevard, a key corridor for commuters as well as a critical defense access and haul route, will receive efficiency and resiliency improvements to include widening and bridge work. This project will be completed in 2026.
In addition, several other projects have been completed or are in progress that will support local military installations.
Near Peterson SFB, a City of Colorado Springs project at the US24-Peterson Road interchange is ongoing to alleviate congestion near Peterson SFB’s North Gate. Colorado Springs also worked with Peterson SFB to make improvements to Marksheffel Road at the base’s East Gate.
CDOT is currently constructing a diverging diamond interchange at the intersection of Powers Boulevard (CO21) and Airport Road. Airport Road is a critical access point for the Peterson SFB West Gate.
Near Fort Carson, a CDOT project to improve CO115 from Nelson Boulevard to I25 will support Gate 1.
Military Interest Highlights
To ensure that military interests were included in this planning effort, TAC ex-officio military representatives participated in the LRTP update process. In addition, individual interviews were held with planners from each installation to determine needs, projects, and other input for this LRTP.
- In general, there is a need to ensure compatible land use and adequate transportation networks surrounding military installations. Representatives from military installations shall continue to be notified of planned future developments and improvements within the vicinity of the military installations. Colorado Revised Statutes § 29-20-105.6 and the Colorado Springs Regional Joint Land Use Study (JLUS), developed by PPACG, provide guidance regarding coordination of activities. PPACG continues to support JLUS implementation and compatible land use coordination as possible through an Office of Local Defense Community Cooperation grant.
- Peterson SFB may double in population by 2050, which will require significant transportation infrastructure investment as this occurs.
- I25 crosses USAFA on an easement held by CDOT. Due to underlying land ownership by USAFA, construction on this section requires additional processes due to USAFA ownership.
- Planning local/regional trail connections such as the Santa Fe Trail with military installation input is important, particularly Fort Carson, USAFA, and Cheyenne Mountain SFS.
- There is a desire by installations to support multimodal transportation, including transit and active transportation options, as well as car/van pools. However, these pose challenges related to maintaining appropriate security measures at installation boundaries and demand may not support these activities.
- The military commonly uses Inter-Governmental Support Agreements (IGSA), as well as the Compatible Use (formerly JLUS) program as tools to partner with surrounding cities to work on transportation projects.
Fort Carson
Approximately 57% of Fort Carson’s personnel live off post, and about 34,000 travel to the post daily. This can be challenging, particularly in the morning hours as personnel report to the post. Recent and ongoing off-post projects will significantly benefit the post and will mitigate many of the issues that can be affected by civilian projects. Fort Carson staff would like to continue the supportive relationship with surrounding jurisdictions.
On post, Gate 20 is the busiest gate and is undersized, causing backups affecting Mesa Ridge Parkway, South Academy Boulevard, and I25. This is a challenge because Fort Carson has limited right-of-way in the area to make improvements. A long-term project has been identified to increase the number of check lanes and provide additional security measures at Gate 20. However, recent and ongoing projects, including the improvements to Charter Oak Ranch Road, have significantly reduced traffic at Gate 20 by accommodating traffic at Gate 19 from personnel who commute from Fountain and Pueblo. A new barracks in the southern portion of the post will also reduces internal traffic congestion and shift traffic away from Gate 20.
A planned project to reconstruct Gate 3, the post’s commercial gate, will mitigate congestion at Academy Road and Westmeadow Drive. In addition, Gate 4 is undersized. However, there is no timeline for these gate improvements by the DoD.
As previously mentioned, the SCRP is planned near the Ray Nixon power plant site. This has been previously recognized as an opportunity for Fort Carson to establish a secondary rail line for redundancy during deployments. This development could create a rail spur off the power plant rail loop that would extend to the eastern boundary of Fort Carson. Local governments, the developer, and Fort Carson representatives are coordinating on this project to meet community and military needs.
Fort Carson has an on-post shuttle that largely supports soldiers without vehicles and reduces on-post traffic. In the past Fort Carson has explored transit options to post, but security and low ridership were challenges. An existing bus hub at PPSC supports access to Fort Carson via Gate 4.
Fort Carson would additionally like to participate in discussions regarding local trail interests and projects. Bike/hike trail connections that link with Cheyenne Mountain State Park, the Chamberlain Trail, and Fountain Creek Trail will need coordination between the City of Colorado Springs and Fort Carson to ensure effective networks, master planning and wayfinding.
Space Base Delta 1
Recent, ongoing, and planned work near the three local SBD 1 installations will support greater access, safety, and efficiency. Installation staff has good working relationships with El Paso County, Colorado Springs, and CDOT and worked with El Paso County on the development of the Major Transportation Corridors Plan.
Of particular concern to all three installations is encroachment and added traffic volume due to nearby residential and other development. Staff would like to continue to be involved in any work on the major approaches and corridors to the installations that will change the traffic patterns for access, detours, delays and safety and welfare of personnel.
Peterson Space Force Base
Peterson SFB is accessed via three gates: East Gate (Marksheffel Road), North Gate (Peterson Road and US24), West Gate (only 24-hour gate) near Powers Boulevard (CO21) and Airport Road. Projects to improve the network near these gates have been high priorities for El Paso County, Colorado Springs, and CDOT, particularly because anticipated growth at the base will add volume to adjacent roadways.
Another major transportation consideration for Peterson SFB staff is safety and efficiency along SH94 to Schriever SFB, where personnel commute between for work and home, which has also been addressed in part via a recent CDOT project.
Staff are interested in any project near the gates to the base, such as the Reagan Ranch residential development near East Gate and Banning Lewis Ranch development. They are also interested in better connectivity from Marksheffel Road to the Colorado Springs Airport via Drennan Road, or another route north of Bradley Road. This could alleviate cross traffic and volume on Powers Boulevard from people coming from the east to access the airport efficiently.
Schriever Space Force Base
Around 7,000 people travel to Schriever SFB daily as the installation continues to grow in importance and missions. As a result, the criticality of transportation improvements is also increasing. Safety improvements to CO94 are the most critical concern for the installation. Assured and safe access to Schriever SFB is essential for sustaining National Security operations.
Continued considerations for safety and capacity improvements for area roadways connecting regional communities with Schriever SFB would include key access roads CO94, Curtis Road, Bradley Road, Enoch Road (North Gate), and Irwin Road (West Gate). Heavy vehicles and landfill traffic can cause sight line, safety, and efficiency issues. Specifically, Schriever SFB staff are supportive of the projects on Curtis Road to add shoulders to existing pavement from CO94 to Judge Orr Road.
The North Gate will be reconfigured for improved security, but no capacity changes are currently planned.
Cheyenne Mountain Space Force Station
Cheyenne Mountain SFS is accessed via NORAD Road near the Broadmoor Bluffs neighborhood, about 3 miles from CO115. There is an existing easement in place to allow residential traffic on NORAD Road to Broadmoor Bluffs.
The Station is pursuing an easement for emergency secondary egress, possibly south through Cheyenne Mountain State Park, which would be used only when the main gate is not viable as in the case of a wildfire.
Cheyenne Mountain SFS is concerned about encroachment on NORAD Road, new housing developments in the vicinity, and trail connections in the area, all of which can pose security issues. The Station would like to be involved in any discussions regarding nearby active transportation routes.
U.S. Air Force Academy
In addition to those housed on or working at USAFA, the installation allows visitors through either the North Gate or South Gate during certain hours with proper identification. The USAFA chapel, currently under renovation, has been a significant tourist destination, and a new visitor center is under construction that is likely to draw both tourists and area residents. In addition, Douglass Valley Elementary School and Air Academy High School, District 20 public schools, are located on USAFA, which adds to daily commute traffic.
USAFA is also the host to major events such as football, hockey, and basketball games; special sporting and concert events; and the annual cadet graduation ceremony. Falcon Stadium, which hosts football games and special events, can attract over 40,000 spectators, creating traffic backups in and around the installation during ingress and egress of the event. These major events and the daily commute are the main impacts of base traffic.
Due to its layout at the mountains on the west, USAFA is limited in how it connects to off-installation traffic. Incoming traffic at both North and South Gates occasionally backs up onto the I-25 off ramps, especially at the South Gate during the morning commute of the civilian installation employees and the two District 20 public schools that are located on the base.
USAFA is concerned with the increase traffic volume due to the rapid development around the I-25 corridor, which includes the new visitor center, hotel, and other facilities at North Gate as well as the Ford Amphitheater near Voyager Parkway and the Powers Boulevard-I-25 interchange. Coordinating with CDOT and local jurisdictions on construction projects and major improvements in the corridor is essential to help reduce the impacts of traffic on I-25 and maintain adequate access to USAFA.
Unlike other major transportation corridors in the state, I-25 is on federal property owned by the US Air Force and the state has an easement for I-25. It is important for CDOT to coordinate easement issues with USAFA on all work. In some instances, USAFA has to coordinate with central Air Force personnel and meet additional federal requirements, which can add time to the easement modification process. Early involvement could help reduce project delays and reduce public relations issues.
In addition, the proposed Front Range Passenger Rail project may run through USAFA via the existing rail line, which may pose security, safety, noise, and right of way concerns. It is critical that USAFA be included in any rail planning efforts in the region.
USAFA is also interested in improvements to trail connections to Colorado Springs and Monument with non-motorized trails. This includes the Santa Fe Trail and bike lanes and sidewalks that run under I-25.
For connections to off-installation facilities, USAFA noted that any development or traffic changes that affect the Bullseye Auxiliary Airfield, which is located in eastern El Paso County, should be brought to their leadership for review. The airfield is located near South Ellicott Highway and Sanborn Road, south of CO 94. Upgrades on roads that go to from Colorado Springs to Woodland Park area where USAFA has the Farish training/recreation facility would help facilitate access to this resource.
Federal Lands Access
While most nearby federal lands fall outside of the MPO boundary, the Pikes Peak Region recognizes the importance of these lands and the role they play in the local environment and culture. In July 2024, the FHWA Central Federal Lands Team held a federal lands access workshop with stakeholders from the Pikes Peak Region and CFR TPR. The goal of the workshop was to identify and analyze unmet access needs to federal high-use recreation sites and economic generations. This type of coordinated and comprehensive planning on a regional scale supports greater integration among planning processes and identifies potential opportunities to maximize funding. The FHWA’s Central Front Range 2050 Regional Transportation Plan outlines these needs and opportunities and is included as Appendix F.
Environment
The following are environmental considerations for any project included in the LRTP. In addition, the scoring criteria to guide project selection for this LRTP included an environment category. Projects were awarded points for incorporating environmentally friendly concepts, such as transit, active transportation element (bike lanes, sidewalks, etc.), erosion mitigation/reduction, reduction of dust pollution, solar canopies/lighting, resiliency, greenhouse gas-combating vegetation, and green stormwater infrastructure. Per the EPA, “stormwater runoff is a leading cause of water pollution in urban environments. ‘Green’ stormwater infrastructure is designed to mimic nature and capture rainwater where it falls. Green infrastructure reduces and treats stormwater at its source.” Some jurisdictions have or are working on green stormwater infrastructure design criteria.
Mitigation and Monitoring
Transportation planning and decision making, including project selection, must be integrated and coordinated with land use, water quality, and natural resource concerns. Preserving the high quality of life in the Pikes Peak Region requires maintaining or enhancing communities and ecosystems while also accommodating growth and development. PPACG aspires to accomplish this by being as deliberate in developing coordinated and collaborative mitigation activities as we are in developing transportation projects.
PPACG collaborates with local governments, non-profit organizations, and state and federal resource and regulatory agencies to mitigate adverse impacts of transportation projects. Collaboration among transportation planning, economic development, land development, and wildlife conservation efforts is critical because the impacts of policies will cut across all of these individual efforts. A desired outcome of the PPACG collaboration process is that transportation planning and decision making, including project selection, is integrated and coordinated with land use, water quality, and natural resource planning and management. The identification of a full range of environmental concerns will occur early in the transportation planning and project development process.
In the context of a regional transportation plan, environmental planning and collaboration means incorporating the broad strategies, policies, programs, and actions that serve to help avoid, minimize, mitigate, or remediate impacts to the human and natural environments associated with the implementation of the regional transportation plan. This planning process will identify issues and concerns that can be addressed proactively and can then be mitigated or incorporated into projects in a manner that both informs and reinforces other planning efforts in the region.
Figure 5-7 identifies the land cover for the Pikes Peak Region as defined by the National Land Cover Database (NLCD). While the core urban area is classified as developed, there are also areas of deciduous, evergreen, and mixed forest, particularly in the Woodland Park, Manitou Springs, and Black Forest areas. In addition, less populated areas, particularly in the eastern portion of the region are covered by dward scrub, shrub/scrub, grassland/herbaceous, sedge/herbaceous, pasture/hay, or cultivated crops. Land cover can influence the water quality and watershed, habitat and species, and micro-climate of the region.
Figure 5-7: Environmental Considerations in the Pikes Peak Region
Figure 5-7 also shows environmental considerations in the context of these land covers. These considerations include water features such as Fountain, Sand, Monument, and Kettle creeks as well as the boundary of the watershed basin, which runs through the northern portion of the region. Fuel, particle, and salt-laden runoff from streets, highways, and storage facilities results in damage to public water supplies, ponds, lakes and surface streams, roadside soil, vegetation and trees.
In addition, the Mexican Spotted Owl and the Preble’s meadow jumping mouse are threatened species with critical habitat areas within the Pikes Peak Region. As noted on Figure 5-7, this habitat is largely in the wooded areas west of Colorado Springs and Fort Carson, but this habitat does not extend as far as Green Mountain Falls or Woodland Park. There are also small habitat areas along watersheds north of Colorado Springs in the Monument and Black Forest areas.
While this figure is not inclusive of all environmental considerations, it does provide context that can be used by local jurisdictions in planning. Specific environmental analysis and measures are required at the project and implementation level beyond the scope of this regional look.
Individual projects in this plan could have a significant impact on the environment if they are not managed properly. The cumulative impacts to the region are significant and warrant a well-reasoned plan to remediate the social, economic, and ecological impacts.
Any federal project, or a state or locally funded project requiring a federal action, must meet requirements set forth by the National Environmental Policy Act of 1969 (NEPA).
As part of the NEPA process, alternatives to roadway construction must be thoroughly evaluated to identify any other possibilities that offer the least impact to people and the environment, including the alternative of no action. Impact prevention and mitigation strategies must be fully evaluated to prevent as much harm as possible during the construction and operation of new roads.
Mitigation of environmental impacts includes rectifying the impact by repairing, rehabilitating, or restoring the affected environment, reducing or eliminating the impact over time by preservation and maintenance operations during the life of the action, and compensating for the impact by replacing or providing substitute resources or environments. Where possible, projects may also consider opportunities to avoid impacts altogether by not taking a certain action or parts of an action, or minimizing impacts by limiting the degree or magnitude of the action and its implementation. Together, these strategies can help reduce collective impacts to the environment.
Air Quality Conformance
Transportation conformity is required under Clean Air Act section 176(c) (42 U.S.C. 7506(c)) to ensure that federally funded or approved highway and transit activities are consistent with (“conform to”) the purpose of the state air quality implementation plan (SIP). Conformity to the purpose of the SIP means that transportation activities will not cause or contribute to new air quality violations, worsen existing violations, or delay timely attainment of the relevant NAAQS or any interim milestones. The Environmental Protection Agency (EPA) transportation conformity rule (40 CFR Parts 51 and 93) establishes the criteria and procedures for determining whether metropolitan transportation plans, TIPs, and federally supported highway and transit projects conform to the purpose of the SIP.
In the 1980s, carbon monoxide levels in the Colorado Springs area exceeded the EPA standard and the area was designated non-attainment for carbon monoxide. The last violation of the 8-hour standard was in 1989. This allowed the area to be re-designated as a maintenance area. The EPA requires maintenance areas to develop two 10-year air quality maintenance plans that demonstrate attainment of the standard for a 20-year period.
The EPA reclassified the Colorado Springs area as a maintenance area in October 1999. After 20 years as a maintenance area, the Pikes Peak Region successfully maintained conformity and was considered in attainment. Following is an excerpt from a letter from EPA dated December 9, 2019.
“In consideration of the Colorado Springs CO maintenance area, the EPA approved the first 10-year maintenance plan on August 25, 1999 (64 FR 46279) with an effective date of October 25, 1999. We approved the second 10-year Limited Maintenance Plan (LMP) on August 1, 2013 (78 FR 46521). As the Colorado Springs CO maintenance area has shown continuous maintenance of the CO NAAQS (see 40 CFR 50.8) from October 25, 1999 through October 25, 2019, the area has met its obligation to demonstrate maintenance of the CO NAAQS for 20-years. Therefore, as of October 26, 2019, the Pikes Peak Area Council of Governments (PPACG) Metropolitan Planning Organization (MPO) is no longer required to address the transportation conformity determination requirements of 40 CFR part 93, subpart A. As such, a conformity determination is no longer required for the PPACG’s Regional Transportation Plan (RTP) and Transportation Improvement Program (TIP).”
It should be noted that while PPACG is in “attainment” under the current federal guidelines, the region has significant ozone challenges ahead and is looking to voluntarily address those issues in advance of a potential “non-attainment” determination in the future. Such activities include participation in the EPA “Ozone Advance” program and developing voluntary control measures to reduce ozone precursors.
Carbon Reduction Strategies
The Carbon Reduction Program (CRP) was established by the IIJA and requires states, with the consultation of MPOs, to develop a Carbon Reduction Strategy.
Several policies/activities being developed within the Pikes Peak Region will reduce carbon emissions by facilitating the use of alternatives to single-occupant vehicle trips. These policies/activities include and are not limited to:
- Development of a Regional Complete Streets toolbox resource
- Enhanced regional Travel Demand Management strategies
- Recommendations from the PPACG Active Transportation Plan
- Reviewing the CMP and strengthening the process as necessary
- Updating the Regional Transit Plan
- Integration of carbon-reducing projects into the project selection process for the TIP and LRTP
Greenhouse Gas Reduction
Over the past few years the State of Colorado has taken legislative action to help reduce congestion and GHG emissions, with a desired outcome of reducing VMT.
As noted in Chapter 1, SB 21-260 initiated a the development of a GHG Pollution Reduction Roadmap and GHG Transportation Planning Standard, which was adopted by the Transportation Commission. Under this Standard, MPOs such as PPACG are required to conform with GHG reduction levels for different planning time frames. For this LRTP, those time frames are 2030, 2040, and 2050.
Unlike the performance metrics discussed in Chapter 3, these reductions are not achieved via setting targets and measuring results. Instead these reductions are projected through travel demand modeling.
PPACG utilizes a sophisticated computer model to predict traffic volumes as part of the LRTP process. The model compares the capacity of the roadway network to the predicted traffic volumes at different times of day to generate travel times. The travel demand model takes into consideration data that reflects characteristics of the Pikes Peak travel shed such as population, household size, road network, transit routes, and land use. The model relies on several assumptions that can be adjusted to reflect the community such as work from home rate, passengers per vehicle, and transportation mode split between vehicles, transit, walking and bicycling/micromobility.
The fiscally constrained projects, along with the land use forecasts, were modeled for travel time to predict VMT and GHG performance at the given time frames. PPACG’s GHG reduction was achieved primarily through a project mix that increases mode choice as supported by larger funding levels for active transportation and transit projects.
A discussion of a PPACG’s efforts to conform to the State’s GHG rules are discussed in Appendix E.
Public Health
A holistic approach to planning includes serious consideration of the health impacts of transportation policies and decisions.
The effect of the built environment on the physical, social, and mental health of the community is substantial. Transportation affects physical activity, lifestyle, environmental quality, safety, quality of life, and access to healthy food, jobs, and social destinations. An understanding of the connections between transportation and health can help decision makers achieve desired public health outcomes.
This LRTP envisions a more accessible, effective transportation system that supports public health, and will enhance active transportation or environmental quality and reduce injury and mortality.
Safety
One of the most visible links between public health and transportation is transportation safety, which is discussed previously in this chapter. Lack of safety or perceived lack of safety is one of the key issues affecting transportation.
Access to Jobs, Goods, Services, and Social Activities
Transportation-related barriers such as mileage, lack of adequate pedestrian or bicycle facilities, or lack of transit service can make it difficult for people to access important lifestyle destinations, while also reducing transportation choices. Community design and transportation systems impact the opportunity for all residents to make healthy choices. Access to these destinations by way of a variety of transportation choices is especially important for vulnerable populations as these populations generally have a lower vehicle ownership rate and/or depend on transit. Several aspects of the built environment can affect opportunities for a healthy lifestyle, such as mixed use zoning, pedestrian-friendly streets and intersections, handicap accessibility, and transit and bicycle infrastructure.
Identifying where people want and need to go and ensuring access to those locations is critical in planning for the transportation network. The commercial and employment centers identified in Figure 4-2 of Chapter 4 are among those locations as they contain both retail needs and areas where many people work. This link between transportation and public health is one of the reasons that connectivity was among the scoring criteria for project selection for this plan.
In particular, households without vehicles may have difficulty accessing basic services like healthy food outlets and medical care unless there are adequate nonmotorized and transit options in place. Figure 5-8 depicts the percent of the households that do not have a vehicle. Understanding the areas where no-vehicle households are prevalent can assist in planning the future transportation network, while also benefiting the greater community with increased transportation choices.
Figure 5-8: No-vehicle Households
Figure 5-9 provides information regarding access to grocery stores within the Pikes Peak Region via walking and driving. In addition to the locations of grocery stores, the map identifies the areas within a 10-minute walk and a 5-, 10-, and 15-minute drive of each store. This information can help planners determine areas that lack nearby grocery stores or may benefit from increased transportation options to existing stores.
Figure 5-9: Access to Grocery Stores
Active Transportation and Recreation
Active transportation includes any mode of human powered transportation, such as walking, biking, or scooters. In addition to being a mode of transportation, active transportation offers substantial physical and mental health benefits and has been shown to reduce heart disease, adult diabetes, obesity, hypertension, osteoporosis, depression, anxiety, and more.
Transportation systems can encourage active transportation through infrastructure such as separation from high-speed traffic or maintained and well-connected sidewalks and crosswalks.
In addition to physical infrastructure, laws, rules, and policies can support active transportation. Lower speed limits on certain roads, for example, can reduce the danger and discomfort of cycling, and requirements for new developments could include provisions for supplying active transportation infrastructure such as bicycle parking.
Two significant destinations not mentioned in the previous section are schools and parks, which are identified in Figure 5-10. Access to these by vehicle and transit are important but arguably access by active transportation network is even more important. For planning purposes, connectivity to these locations was considered in the project selection process. It should be noted that several funding streams, which will be defined in Chapter 7, that are dedicated to active transportation or other non-roadway projects.
Figure 5-10: Schools and Parks
This LRTP contains a number of active transportation projects that could be beneficial for public health. In addition, the Active Transportation Plan provides guidance for the region, particularly regarding recreational trails and priority trail corridors.
Aging Population
Colorado and the Pikes Peak Region are experiencing a dramatic increase in aging citizens. The over 65 population is expected to grow by more than 67,000 from 2020 to 2050. In 2050, people over the age of 65 are expected to constitute nearly 17 percent of the population. Chapter 6 provides more information about population growth in the region.
The implications of this growing population are yet to be seen, but will likely require well-coordinated long-term planning in health and transportation to adequately address the changing mobility and health needs of the population. This may include a greater need for transit, specialized transit, and walking/biking options.
Transportation Noise
Studies show that exposure to transportation noise such as an airport, railroad line, or downtown area can be detrimental to public health and the environment. Noise pollution levels have been linked to problems with communication, school performance, sleep, mental health, heart disease and hypertension, and hearing impairment as well as to negative impacts on wildlife.
Low-noise road surfaces and rail tracks, sound walls, noise barriers, and traffic calming are all potential mitigation strategies.
Title VI Compliance
As noted in Chapter1, PPACG is guided by federal Title VI mandates, and PPACG strives to not only meet these mandates, but to create an overall transparent, and inclusive planning process.
PPACG adopted the Title VI and Environmental Justice Plan in 2023 as well as the Limited English Proficiency (LEP) Plan. These were integrated into the planning and public participation processes for this LRTP to ensure that the LRTP considers the needs of minority populations so the benefits and burdens of transportation are distributed fairly and to ensure that the public involvement process has no barriers that would prevent successfully engaging minority populations in regional decision-making.
The PPACG Title VI and EJ Plan identifies demographic indicators within the region. Per federal requirement, an assessment of the projects included in this LRTP and their impacts is included in Appendix D.
Emerging Technologies
Innovations and emerging technologies play an ever-increasing role in all aspects of transportation. Alternative energy, autonomy, big data, machine learning, and artificial intelligence (AI) can help to tackle traffic congestion, optimize planning, and reduce the environmental impacts caused by transportation. These advances will change the way we approach transportation and planning.
Many of the emerging technologies that were discussed in the PPACG 2045 LRTP still hold true for the 2050 LRTP. Targets such as electric vehicle (EV) adoption and driverless technology are ramping up slower than previously anticipated. Existing technology continues to be improved upon. Technology in transportation is leading to changes in demand, new opportunities, new infrastructure, and changes to urban form and the way streets are managed and operated. It is also bringing new challenges such as cost, infrastructure upgrades, and access to emerging technologies. PPACG prioritizes and funds regional transportation projects and does not propose or build them, so in this region the initiative will have to come from member cities and counties. Some of PPACG’s member jurisdictions are already taking advantage of the opportunities presented by new technologies.
Emerging Technology Concepts
Transportation Electrification
The State of Colorado has set ambitious goals to increase adoption of EVs, including increasing adoption of EVs in the light-duty sector to approximately 940,000 vehicles by 2030.
Although EVs are a small percentage of the overall automotive picture in Colorado, the numbers are growing steadily, according to the Colorado Energy Office. Colorado is among the top three states for EV and plug-in hybrid electric vehicle (PHEV) adoption. As EV technology becomes more reliable and EVs offer drivers more amenities and a longer driving range, it is anticipated that the market for them will grow. In 2022, PPACG published a Transportation Electrification Infrastructure Study to provide support and resources for local jurisdictions and other entities should they choose to pursue grants or other funding related to EVs and EV charging.
Significant infrastructure investments will be needed if EVs are to be adopted for widespread use. Electric grid readiness and charging station infrastructure and maintenance must be carefully considered. Cities, transportation agencies, and EV companies must work together to make sure that there is a smooth introduction to EV adoption. In addition, transportation projects must take into consideration EV-specific impacts such as safety, vehicle weight, and queuing demand due to long charge times.
eScooters and eBikes
Escooters and ebikes are also gaining popularity in Colorado and can be challenging to incorporate into the transportation network. Their speeds may cause incompatibilities with nonmotorized travel modes on trails and sidewalks, but they can pose safety challenges alongside vehicles. This should be studied further at the local level to determine impacts to individual areas.
Connected and Autonomous Vehicles
Of all the technological changes on the horizon, connected vehicles and autonomous vehicles may have the largest impact on transportation. Although they have some features in common and are frequently confused, connected and autonomous vehicles are not the same.
Connected vehicles (CVs) change how drivers interact with each other and the transportation system. As transportation systems become more interconnected, vehicle-to-vehicle and vehicle-to-infrastructure communication will play an increasingly significant role. CVs focus on providing timely and accurate information to travelers and offer driver support capabilities, rather than self-driving capabilities. These networks will enable vehicles to share information about traffic conditions, road hazards, and other data in real-time, improving safety, efficiency, and overall traffic flow which can improve safety and mobility.
Autonomous vehicles (AVs), also known as self-driving cars, use a combination of sensors, cameras, light detection and ranging (LiDAR), radar, and AI algorithms to navigate the roads safely without human intervention. Though most autonomous vehicles will be connected, their immediate self-driving capabilities will not rely on being connected. Autonomous microtransit, small shuttles that specialize in circulating through high traffic areas and making first and last mile connections, and autonomous trucking are also potential future uses of autonomous vehicle technology. Although these are not in use currently in the Pikes Peak Region, they should be mentioned as a possibility through the lifespan of this LRTP. As technology develops, it is important to study and consider how CVs and AVs could impact safety, accessibility, congestion, and travel behavior.
Mobility as a Service
Mobility as a Service (MaaS) refers to the integration of transportation elements such as routing and payment to provide a streamlined user experience. MaaS services arrange the most suitable transportation means to meet user’s needs, which could include public transportation, taxi/ride hailing, car rental, ride shares, or bike shares.
The Internet of Things
The Internet of Things (IoT) is an idea that suggests that you can connect all objects and people to networks. In addition to self-driving technology, there are some other applications in which the IoT affect daily driving. Some of these impacts include efficient and secure transport in urban areas in ticketing, safety, and telematics systems. For example, radio-frequency identification and smart sensors can help manage tolls and aid traffic officers with ticketing. Vehicles equipped with collision prevention systems could also control the vehicle’s settings to avoid an accident or monitor the physiological condition of a driver. Telematics can monitor vehicles and equipment by using GPS technology and on-board diagnostics to collect data about the vehicle’s current location and can help plan routes.
Blockchain Technology
Blockchain technology has the potential to streamline aspects of the transportation industry such as ticketing and payments to supply chain management. Blockchain creates a permanent record of all transactions, providing a tamper-proof record of every step in the logistics process. This technology allows for the authenticity of goods, tracking the origin of products, and ensuring compliance with regulations and standards so that transportation systems can become more secure, transparent, and efficient.
Passenger Rail
Emerging technology could enable railroads to utilize the substantial amounts of data being collected to reduce the impact of human error and on railroad operations, improving safety and efficiency for passengers.
Hyperloop
The hyperloop is a hypothetical form of high-speed transit that proposes to use sealed, low-pressure tubes to minimize air resistance and reach speeds of up to seven hundred miles per hour. The technology and infrastructure are costly, and no operating hyperloops currently exist. However, there are plans in place to construct a hyperloop test track in Pueblo. The test track will be built at the decommissioned U.S. Army chemical depot about 20 miles east of Pueblo Colorado, called the PuebloPlex.