SH 74 Wildlife-vehicle Collision Discussion with Wild Aware

January 31, 2020, 1:00-3:00 PM

CDOT West Program Office – Lookout Mountain Conference Room

In Attendance:

Francesca Tordonato, CDOT R1 Environmental

Catherine DeVitt, CDOT R1 Environmental

Bob Yost, CDOT R1 West Program

Christy Lacombe, CDOT R1 Traffic

Ben Kiene, CDOT R1 Traffic

Joe Nicholson, CPW

Joe Walter, CPW

Christie Greene, Wild Aware

Amber Tarver, Wild Aware

Richard Mosko, Wild Aware

Christine Kahane, Wild Aware

Julia Kintsch, ECO-resolutions

Meeting Objectives

1) Review of wildlife-vehicle collision (WVC) issue on SH 74 (handouts/graphs)

2) Discussion and overview of previous coordination and field effort between CDOT and CPW related to WVCs and wildlife movement across SH 74

Overview of the SH 74 WVC Issue & the Evergreen Elk Herd

• A meeting was held last year between CDOT and CPW to discuss this corridor and potential mitigation solutions. A site visit was conducted in Summer 2019.

• Based on the WVC accident data, there are 3 spots with elevated WVCs around MP 3.8, MP 5 and MP 6. *

• Most WVCs occur around dusk and in the evening with a smaller peak around dawn.

• Joe N., CPW – **

o Evergreen herd is part of the larger Mt. Evans herd extending from Morrison to the Continental Divide. In early 2000’s, herd was over objective, and hunting was used as a management tool to bring the population down from around 4,000 to 2,500 where it is currently (at objective).

o Ongoing conflict is due to the distribution of elk relative to roads and developed areas rather than an elk numbers issue. CPW now focuses management around Evergreen to reduce the calf/cow ratio and has conducted habitat projects around Mt. Evans and Bergen Peak to draw the herd farther from Evergreen.

o CPW views the current herd size and level of conflict as ‘acceptable’ relative to levels 20 years ago, although it recognizes that conflict is ongoing on SH 74 and elsewhere and WVCs are a safety issue.

o CPW goals for the Mt. Evans herd are to maintain the historic migration and reduce the tendency for elk to become more residential (by maintaining connectivity)

o Bigger impact to elk population health is from recreation, particularly around Guanella pass and Gray’s and Torrey’s.

o Elk that are crossing back and forth over SH 74 are mostly resident elk but there are some seasonal movements that reflect migration patterns from Mt. Evans down to lower elevations.

Existing Mitigation

Wildlife fencing is currently present between ~MP 0.5 (Kerr Gulch) and MP 3.9 (Hiwan). Within this fenced segment, there are two structures that may be used by wildlife to cross under SH 74: a large span bridge at MP 3.1 ***and a designated wildlife box culvert at MP 1.7 (~12’H x 24’W. The fencing is in need of repairs in several locations ****(survey by Jeff Peterson, August 2018), and wildlife are not prevented from entering into the fenced right-of-way at interchanges or at the fence ends. Despite this, WVC are lower in this fenced segment than elsewhere along the corridor.

Wildlife signs are present at several location:

• For southbound traffic at the south fence end

• For northbound traffic in advance of the south fence end (with flashing lights)

• New temporary VMS signs at Elk Meadows and near Safeway for southbound traffic*****

Wild Aware Presentation

Wild Aware presented a video tour of SH 74, pointing out areas of greatest conflict and landscape/roadway factors that may contribute to WVC conflict.

• It was noted that carcasses are not picked up very quickly, which has an impact on the community.

• Most drivers of this corridor are local residents, although on summer weekends there are substantially more visitors.

• Carcasses are often observed at a small crest around MP 5. Animals come over the guard rail from Stagecoach Park – this is a steep slope and drivers have poor visibility of animals approaching the roadway.

• It was noted that drivers don’t know what to do when the herd is crossing. If the front drivers stop, then other stop behind them but it sometimes takes 20 minutes for the herd to cross and sometimes drivers attempt to push their way through.

Discussion of Potential Mitigation Solutions

Increase Lighting

Investigate strategic lighting that minimizes additional light pollution.

• Lighting may make people feel more comfortable on the road and may inadvertently lead to faster traffic speeds.

• May cause concerns from surround neighborhood affected by lighting.

• There is no research demonstrating that lighting decreases WVCs.

• Elk and deer may be deterred from lit areas, in which case the lighting may simply move the WVC problem elsewhere.

• Cost of adding lighting is very high, estimated at around $2 million (but will depend on the interval of lighting).

Decrease Speed Limit

Ben K., CDOT – Alteration to speed limits require a speed study of existing traffic speeds. Because they are, in part, based on the practicality of enforcing a speed limit, a speed study often leads to increases rather than a decrease in the speed limit

• Driver feedback signage can be effective where drivers perceive a reason for the need to slow down

• Ben K said it might be beneficial to have a new speed limit study conducted******

Julia K., ECO-resolutions – recent study in WY found that reduced speed limits had a limited effect on speed reduction (3-5mph) and no effect on WVC (small speed limit reductions do not reduce likelihood of an accident, although they may affect severity).

Wild Aware noted that there are 6-7 speed transitions between I-70 and Evergreen Lake. Would it possible to reduce the number of transitions to keep speed limits more consistent in the corridor?

Replace the Stagecoach Road Culvert with a Larger Culvert

This is an attractive location for elk crossings because there are 24 acres of open space (owned by HOA) on the west side of the roadway that provide access to Elk Meadows

• There is not enough room beneath the roadway for an adequately-sized elk culvert – it would likely require raising the road profile. ******

Replace the Grass at Stagecoach Park with Artificial Turf to Detract Elk from this Location

• This action would need to be led by Wild Aware and Evergreen Parks and Recreation*******

Extend the Elk Meadows Wildlife Fencing Farther South

• Moving the fence end to another location without providing any crossing opportunities would simply move the problem.

• Lewis Ridge Road interchange is better lit than the current fence and traffic stops for the light, but when the light is green traffic is going very fast because the interchange is at the bottom of the hill – ending the fence at this location may cause new problems or more severe accidents.

• The current fence end location provides the best visibility along the route, although it’s in the middle of Elk Meadows. During the CDOT/CPW site visit in spring 2019, the group determined that, while not ideal, this is the best possible location for the fence end due to visibility and sight distance.

Add Wildlife Fence Around MP 5-6

• Multiple access points along this section of roadway would decrease the effectiveness of the fencing.

• Additional fencing along this segment would decrease permeability for elk across SH 74.

Rumble Strips

• Recommended only in conjunction with an at-grade crossing.

• These are very loud and have caused neighbor complaints on US 6 in Golden. Mumble strips are quieter but also more expensive.

Stagger the Timing of the Traffic Lights

• The lights are currently not synced.

Add Roundabouts at Interchanges to Slow Traffic Speeds

• Roundabouts are only recommended where there are similar flows coming from every direction; traffic flows on SH 74 are much larger than on any of the inlets.

Vegetation/Tree Removal in the Right-of-Way around MP 6 and the fence end at MP 3.9

• Coordinate with homeowners/HOA to thin seedlings around MP 3.9 (outside of ROW).

• Identify additional locations where vegetation removal may improve driver sight lines.

Replace Temporary VMS with Permanent VMS Signs that would allow for messaging rather than a static blinking sign *******

Funding

CDOT Traffic and Safety funding is based on crash data and benefit/cost analysis. Region 1 includes carcass cleanup costs in benefit/cost analysis, but it does not include the economic value of the animal to society.

• SH 74 has low collision rates relative to other areas in R1 ********and WVC generally result in property damage only rather than human injuries or fatalities.

Additional Discussion

Wildlife crossings and fencing are the most effective mitigation strategy for reducing WVC while providing permeability for wildlife across a roadway (up to 80-90% effective); however, crossing structures are very expensive. The other mitigation strategies discussed may be less effective, but even a partial reduction in WVC along SH 74 would be very helpful. The objective for this group may be to determine the best possible combination of mitigation strategies to achieve a partial reduction in WVC without further restricting connectivity.

Joe N., CPW noted the Governor’s Executive Order did not come with any fiscal support, and that this herd is not one of the priority herds in the state and, overall, the herd is doing quite well despite incidence of WVC around Evergreen.

Julia K., ECO-resolutions added that the upcoming East Slope and Plains Wildlife Prioritization Study has not yet kicked off but, based on the criteria used for the West Slope Study, it is unlikely that this highway segment will emerge as a top priority in this regional study because WVC mortality is not affecting herd health.

It was also noted that SH 74 was recently repaved and there are no upcoming transportation projects on this section of roadway; any mitigation work here would be a stand-alone project.

A feasibility study for adding lighting along the roadway would need to engage the public for feedback.

Next Steps

• Julia & Francesca – set up site visit with Wild Aware and evaluate/discuss a coordinated suite of mitigation recommendations for the corridor *

• Wild Aware will follow up with Evergreen Parks and Recreation to discuss replacing the sod at Stagecoach Park with artificial turf.

• CDOT Traffic and Safety will look at feasibility of lighting, adding permanent VMS sign, and performing a new speed limit study. Additional funding would need to be secured to perform a more detailed wildlife crossing feasibility assessment along the corridor. **

Notes:

CDOT-Colorado Department of Transportation

CPW-Colorado Parks and Wildlife

*These locations are located near Bergen Parkway, between Lewis Ridge and Stagecoach Roads, and near Safeway

** Officer Joe Nicholson is a District Wildlife Manager for parts of the Evergreen area

***Existing underpasses are between Filius Park and EPRD land near Bergen Valley Elementary

****Repairs were made after this meeting

***** These signs have been repeatedly installed and removed since Jan 2020, as late as August 2022-permanent signs installed Feb 2023

****** Speed limit study was later ruled out

******* Culvert and Highway 74 corridor were subsequently the location of a site visit by CDOT and EcoResolutions and the culvert expansion was determined to be feasible from an engineering, funding and design perspective/CPW determined in Feb 2021 that the project was not approved due to concerns regarding herd behavior with fences which would be required with underpass, as well as the risk of multiple elk entering neighborhood and playground to the east of the culvert

******* EPRD obtained a donation to assist in the replacement of grass with turf

******** The permanent VMSs are scheduled to be installed before year’s end (2022)

******** The opposite is reflected in roadkill data from CDOT which shows significant elk mortality as compared to other areas in Region 1

Site Visit, September 2020

After this determination, Wild Aware switched its tactics to continuing to look at innovative tech, VMS signage, following and supporting other crossing projects in the state and maintaining a presence in the wildlife-vehicle collision mitigation community. Education and outreach are also priorities with flyers and speaking engagements.

Notes from CDOT Region 1 Ecologist as of Sept 2022:

A previous speed limit study on SH 74 actually recommended raising the speed limit so our traffic and safety engineers have been reluctant to conduct another one in conjunction with this particular issue as it might have the opposite effect.

Based on CPW's input and concerns- as well as the results of the East Slope & Plains Study- this corridor would not be prioritized for conducting a wildlife crossing feasibility assessment. The Elk Meadows area is very challenging due to land use and topography.

It was suggested that this corridor might be a good candidate for some experimental technology.