CO 21 (Powers Boulevard) & Research Parkway Interchange Design Study

Mission

The mission of the project is to deliver a design for a multi-modal transportation project that is a model for Colorado Springs. We will respect community and environmental values, while improving safety and mobility by engaging in an inclusive and transparent process that is widely supported and manages expectations.

Goals

• Deliver a project that is a model for Colorado Springs by enhancing mobility;
• Develop an innovative interchange solution that is of appropriate scale, respects community values and environmental resources, and meets the various stakeholders' needs;
• Allow inclusive and transparent stakeholder involvement in the development and selection of alternatives;
• Improve local traffic flow;
• Improve safety for motorists, transit riders, cyclists and pedestrians within the project limits;
• Avoid, minimize and mitigate adverse impacts to the local businesses and surrounding environmental resources—ultimately improving existing conditions;
• Deliver a project that is economically and physically feasible; and
• Incorporate sustainability principles and practices into the decision-making process, and the design and construction of future improvements.

Project Background

This project is part of a broader, ongoing CDOT plan that has sequentially improved interchanges along the Powers Boulevard corridor due to growth. It follows improvements already made at the Powers Boulevard interchanges at Union Boulevard, Old Ranch Road and Briargate Boulevard.

This study focuses on El Paso County on CO 21 (Powers Boulevard) from mile point (MP) 149 to MP 151, and Research Parkway between Scarborough Drive and Cross Creek Drive. CO 21 carries north/south traffic from the town of Fountain to northern Colorado Springs, while Research Parkway carries east/west traffic between commercial and residential developments.

The conceptual design of this interchange was approved in 1997 as part of the Powers Boulevard Extension North, Woodmen Road to I-25 Environmental Assessment. A partial clover interchange with a single-loop ramp in the northwest quadrant was identified as the preferred alternative in 1997 Powers Environmental Assessment.

Since 1997, much has changed, including the change of ownership and development plans of Banning Lewis Ranch (affects traffic forecasts), and the city of Colorado Springs' legal action for violating a 2004 intergovernmental agreement (IGA), and noncompliance with its federal stormwater discharge permit. (The city will build a water detention facility (the Fairfax Pond) in the northwest quadrant to be compliant with the agreement.)

The 1997 EA defines a plan to address the needs within the Powers and Research interchange limits. CDOT must implement the Powers and Research grade-separated-interchange solution following re-evaluation of any changes that have since taken place within the area.

The project includes re-evaluation of the planned interchange design to accommodate changes in conditions and simultaneous design of the Fairfax Pond (the federal stormwater discharge facility in the northwest quadrant of the project). This large flood-control and water-quality pond is currently designed as a standalone city of Colorado Springs project.

Alternative Selected

Based upon the Valued Engineering study (completed in summer 2018) the design alternative selected for this intersection is a Diverging Diamond Interchange (DDI), (similar to the Fillmore/I-25 Interchange). This DDI will have more distance between the signalized intersections as compared to Fillmore/I-25 Interchange.

How to drive a DDI:

Although DDIs can seem confusing in an aerial view, traveling through them is extremely efficient. Motorists simply follow the pavement markings, signage and traffic signals just like any other intersection.

A Diverging Diamond Interchange (DDI) is a type of diamond interchange in which the two directions of traffic on the non-freeway road (Research Parkway) cross to the opposite side on both sides of the bridge at the freeway (Powers Boulevard). It is unusual in that it requires traffic on Research Parkway to briefly drive on the opposite side of the road from what is customary. The crossover “X” sections can either be traffic-light intersections or one-side overpasses to travel above the opposite lanes without stopping, to allow nonstop traffic flow when relatively sparse traffic.

Advantages

• Two-phase signals with short cycle lengths, significantly reducing delay.
• Reduced horizontal curvature reduces the risk of off-road crashes.
• Increases the capacity of turning movements to and from the ramps.
• Potentially reduces the number of lanes on the crossroad, minimizing space consumption.
• Reduces the number of conflict points; thus, theoretically improving safety.
• Increases the capacity of an existing overpass or underpass, by removing the need for turn lanes. Costs significantly less than a normal interchange.

Public & Agency Participation

Understanding the ideas, perspectives and needs of key stakeholders in this area is critical to building broadly supported decisions and solutions. CDOT will provide opportunities for the local jurisdictions, regional partners, and members of the general public and businesses to provide their input. The general public, businesses and key stakeholders will be actively engaged, ensuring meaningful input is provided on issues, vision, alternative development and screening.

Funding

Once the design study is finalized, CDOT will seek funding for subsequent project phases. CDOT works closely with many planning partners throughout the state, including local officials in the 10 rural Transportation Planning Regions (TPRs) and the five Metropolitan Planning Areas (MPOs). The MPOs and the Regional Planning Commissions (RPCs) in these 15 regions meet regularly to plan for their areas.

The Statewide Transportation Advisory Committee (STAC), comprised of representatives from each of these planning organizations, meets monthly to advise the Transportation Commission on the multimodal transportation planning needs of the state. Transportation stakeholders are also represented on other statewide-planning bodies, including the Statewide MPO Committee, Transit and Rail Advisory Committee (TRAC) and the Freight Advisory Council (FAC).

CDOT employs a risk-based asset management strategy for funding.

• Funds are not distributed by formula to the five regions; they're based on asset needs across the state.
• Regions are provided "planning numbers" to prepare for projects but are not guaranteed those dollars. Project selection depends on the condition of the assets around the state and the asset needs and modeling.

Regional input is critical in project selection to provide a "reality check" to confirm the modeling results.

How to Provide Input About Funding of Area Projects

There are several ways to provide input into project selection processes, including:

• TPR and MPO transportation regular meetings offer opportunities to discuss priorities and needs for the area.
• CDOT regions, via regional planning staff, regional transportation directors and local liaisons
• Meetings of the Transportation Commission, State Transportation Advisory Committee or other advisory bodies
• Public meetings for specific projects (Regional planning staff can provide information on current project opportunities.)
• County meetings within each region (annual, quarterly, monthly)