HomeMy WebLinkAboutCOUNCIL - AGENDA ITEM - 08/20/2013 - FIRST READING OF ORDINANCE NO. 112, 2013, APPROPRIDATE: August 20, 2013
STAFF: Nancy Nichols
Paul Sizemore
AGENDA ITEM SUMMARY
FORT COLLINS CITY COUNCIL 17
SUBJECT
First Reading of Ordinance No. 112, 2013, Appropriating Unanticipated Grant Revenue into the Transportation
Services Fund for the Safe Routes to School Program and Transferring Appropriations in the Keep Fort Collins Great
Fund from the Operating Budget to the Grant Program.
EXECUTIVE SUMMARY
The purpose of this ordinance is to request appropriation of unbudgeted funds received through a grant for
the Safe Routes to School Program.
The City of Fort Collins FC Moves Dept. has received a $22,700 federal grant through the Colorado Department of
Transportation (CDOT) for the 2013–14 Safe Routes to School (SRTS) program. This funding will allow the City’s Safe
Routes to School Program (administered and staffed by FC Moves) to enhance its pedestrian and bicycle safety
education programs.
STAFF RECOMMENDATION
Staff recommends adoption of the Ordinance on First Reading.
BACKGROUND / DISCUSSION
This is the latest of several CDOT grants received by the City’s Safe Routes to School program since 2007, totaling
$390,000.
The City of Fort Collins FC Moves staff develops and administers the local SRTS program. The success of the
program is based on collaborations with local partners including Poudre School District (PSD), Thompson School
District, Bicycle and Pedestrian Education Coalition, Healthier Communities Coalition, Safe Kids Larimer County, Boys
& Girls Clubs of Larimer County, Volunteers of America, Bike Fort Collins, various City departments (Traffic
Operations, Police, Engineering, Streets), individual schools and parents.
Both the 2008 Bicycle Plan and the 2011 Bicycle Safety Education Plan (BSEP) call for the City and community
partners to provide bicycle education for children. BSEP specifically recommends that at least 11,000 K–12 students
are engaged in safety education annually and that each school has at least one trained bicycle-safety educator.
A major goal of the overall SRTS program is to double the number of children who safely bike and walk to school —
from an average of 20% to 25% of local schoolchildren currently to 50% in 2015 and beyond.
Per the grant scope of work, the Fort Collins SRTS program will work with local schools during the 2013–14 school
year. Specific objectives of the grant include:
• Walking School Buses and Bike Trains – Establish new walking school buses and/or bike trains at a
minimum of eight schools, and support existing walking school buses at PSD schools.
• Train the Trainers – Train parents and community volunteers on how to organize and lead walking school
buses and bike trains at local schools.
• Family Bike Rodeos – Continue hosting Family Bike Rodeos to teach bike safety to schoolchildren and their
parents.
• Safe Routes to School Resource Notebooks and Technical Assistance for Schools – Create and
distribute SRTS Resource Notebooks to local schools, providing all schools with a comprehensive how-to
guide for school-based education and encouragement programs.
August 20, 2013 -2- ITEM 17
• Safe Routes to School Bike Fleet – Expand bike fleet to a total of 63 bikes through addition of 10 “balance
bikes” used to teach children how to ride.
This project directly supports City Plan and the City’s Transportation Master Plan:
City Plan: Policy SW 2.3 - Support Active Transportation
Support means of physically active transportation (e.g., bicycling, walking, wheelchairs, etc.) by
continuing bike and pedestrian safety education and encouragement programs, providing law
enforcement, and maintaining bike lanes, sidewalks, trails, lighting, and facilities for easy and safe
use, as outlined in the Pedestrian Plan and Bicycle Plan.
Transportation Master Plan: Policy T 8.1 – Support Active Transportation
Support physically active transportation (e.g., bicycling, walking, wheelchairs, etc.) by continuing bike
and pedestrian safety education and encouragement programs, providing law enforcement, and
maintaining bike lanes, sidewalks, trails, lighting, and facilities for easy and safe use.
FINANCIAL / ECONOMIC IMPACTS
The Colorado Department of Transportation (CDOT) is providing $22,700 of the total grant value ($28,375), with a 20
percent required local match ($5,675). The funds will be allocated as outlined in the CDOT-approved scope of work
(Attachment 1). The City can begin utilizing the funds immediately upon City Council’s approval of this appropriation.
Many governmental and nonprofit research organizations are beginning to quantify the economic benefits of active
transportation. Economic savings are a clear result when people shift away from motor vehicle use, particularly for
short trips, and opt instead to walk or bike. These savings are realized by both individual families as well as the larger
community.
Choosing to walk or bike translates to personal savings for families through fewer car trips and reduced costs for
vehicle maintenance and fuel. For the larger community, reduced automobile emissions combined with a more
physically active populace translates to lower health-care costs by reducing the incidence of disease associated with
physical inactivity and air pollution.
Shifts to active transportation modes also impact the community’s economy through less wear and tear on roadways
(reducing road maintenance expenditures) and higher home values in areas with less traffic congestion and air
pollution.
ENVIRONMENTAL IMPACTS
Public-health and environmental agencies are recognizing the connection between active transportation choices and
improved health of both people and the environment. According to the Centers for Disease Control and Prevention,
“Although motor vehicle emissions have decreased significantly over the past three decades, air pollution from motor
vehicles continues to contribute to the degradation of our environment and adverse respiratory and cardiovascular
health effects.”
The following is an excerpt from a CDC webpage on transportation-related health issues:
Active transportation is any self-propelled, human-powered mode of transportation, such as walking
or bicycling. Physical inactivity is a major contributor to the steady rise in rates of obesity, diabetes,
heart disease, stroke, and other chronic health conditions in the United States. Many Americans view
walking and bicycling within their communities as unsafe due to heavy traffic and a scarcity of
sidewalks, crosswalks, and bicycle facilities. Improving these elements could encourage active
transportation such as children biking to school or employees walking to work. Safe and convenient
opportunities for physically active travel also expand access to transportation networks for people
without cars, while also spurring investment in infrastructure to increase the comfort of the on-road
experience to improve the appeal of active modes to all people.
August 20, 2013 -3- ITEM 17
The CDC specifically mentions Safe Routes to School as a means of ameliorating the negative impacts of motor
vehicle emissions and chronic diseases stemming from physical inactivity among children.
BOARD / COMMISSION RECOMMENDATION
The Transportation Board and its Bicycle Advisory Committee receive periodic updates from the SRTS program. Both
groups have shown strong support for the program’s goals as well as for grant funding to support the program.
PUBLIC OUTREACH
The 2013–14 SRTS grant application was developed by the City’s FC Moves staff after consultation with key partners,
including PSD teachers and staff, the Bicycle and Pedestrian Education Coalition, the Healthier Communities Coalition,
Volunteers of America and the Poudre School District superintendent.
Public outreach will continue throughout the school year. Student, teacher, principal, PTA/PTO, and parent feedback
will be used to refine current and future programs to be responsive to community needs.
ATTACHMENTS
1. 2013–14 SRTS Non-infrastructure Grant Application
Contact Information Sheet
Organization (check one) School District City County State Other
Project Title: Fort Collins Safe Routes to School
Contact Name: Nancy Nichols
Contact Title: Safe Routes to School Coordinator
Organization: City of Fort Collins
Mailing Address: 281 N. College, PO Box 580
City, State, Zip: Fort Collins, CO 80522-0580
Best Phone # to Call: 970-416-2357
Contact E-mail: nnichols@fcgov.com
Contact Fax: 970-221-6239
Amount of Funding
Requested: $22,700
School District(s): Poudre School District (PSD)
School Name(s)
& Address(es): All PSD K-8 schools in Fort Collins, with special focus on Beattie, Bennett, Irish,
Putnam, Riffenburgh, Shepardson, Werner, and Zach elementary schools.
CDOT Region R1 R2 R3 R4 R5 R6
(See Addendum E)
Congressional District: D1 D2 D3 D4 D5 D6
Safe Routes to School Coordinator Dec. 6, 2012
Signature and Title of Person Submitting the Proposal* Date
*By signing, applicant admits to being authorized to sign for __City of Fort Collins____ (name of organization) and that all the information contained herein is true
and correct to the best of his/her knowledge.
ATTACHMENT 1
2013-14 Safe Routes to School Application
City of Fort Collins
Page 2 of 9
SECTION 1. Existing conditions.
a) Current risks/obstacles.
According to local emergency-medicine data (Nov. 1, 2009, to Oct. 31, 2010), a total of 41
children 4 to 15 years old were treated at local hospitals for significant traumatic injuries related
to bike crashes (39) and pedestrian/motorist crashes (2). These data do not include kids with
minor injuries who were treated and released from the emergency room, or when a trauma team
was not activated. Of the 39 bike accident patients, only 15 were documented as wearing a
helmet. Local parents’ perceived barriers to biking and walking include: major arterial streets,
speed and volume of traffic, fear of child abduction, distance to school, missing sidewalk
segments and bike lanes, and lack of crosswalks. Well-designed routes for walking school buses
and bike trains will help alleviate many of these issues for concerned parents.
b) Crash/traffic data.
According to the City of Fort Collins 2011 Traffic Safety Summary, people who are 10 to 34
years old are overrepresented in bicycle and pedestrian crashes. People 15 to 19 years old are
most overrepresented; they are more than twice as likely to be involved in both bicycle and
pedestrian crashes when compared to the general population. (See appendix for full report.)
c) Complete the following chart for each school affected by the proposed program.
The following elementary schools will be targeted for new walking school buses and bike trains.
See appendix for each school’s 2-mile buffer map.
School Grades Demographics # Walk* # Bike*
% Within
2 Miles of School* # Benefit % F/R lunch
Beattie K-5 71% WH; 29% MIN 19% 4% 77 288 48
Bennett K-5 77% WH; 23% MIN 6% 3% 55 478 26
Irish K-5 75% HIS; 25% MIN -- -- -- 326 90
Putnam K-5 58% HIS; 42% MIN 29% 0% 78 332 85
Riffenburgh K-5 72% WH; 28% MIN 14% 24% 80 314 37
Shepardson K-5 77% WH; 23% MIN 13% 21% 87 348 24
Werner K-5 85% WH; 15% MIN 20% 11% 94 561 12
Zach K-5 89% WH; 11% MIN 18% 42% 94 609 3
*Data derived from most recent SRTS parent surveys.
Notes: WH=White; MIN=Minority; HIS=Hispanic. Regarding school buses, elementary schools bus students who live 1 mile or greater
from school or if there is a significant arterial street that students must cross. Busing distance is greater for middle schools (1.5 miles).
Despite their relative affluence and good rates of walking and biking, Werner and Zach have significant traffic congestion and air quality
problems.
d) Describe any existing programs at the affected school(s) for walking/bicycling.
Poudre School District (PSD) has vibrant safety and wellness programs, including an “I Walk
& Ride Safely” program, campus security officers and school resource officers whose duties
include safety during arrival and dismissal times, and a school crossing guard program.
The PSD Wellness Program includes 40 schools that participate in such activities as school
wellness teams, walkathons, running clubs, activity breaks in the classroom, activity
competitions (such as “Schools on the Move” challenge), healthy-eating projects/lessons,
wellness days, and other school policy work that helps establish an environment encouraging
healthy behaviors and habits for students, staff, and families.
An increasing number of PE teachers are embracing Safe Routes to School and working to
embed SRTS education into their PE curriculum.
Safe Kids Larimer County conducts Strap-and-Snap helmet fittings and bicycle rodeos in
3rd-grade classrooms throughout Larimer County, including PSD schools.
2013-14 Safe Routes to School Application
City of Fort Collins
Page 3 of 9
Section 2: How do you propose to help solve the problem you identified in Section 1?
This grant funding will continue to build the City of Fort Collins Safe Routes to School program.
The City has goals of reaching 11,000 local students annually with education on safe biking and
walking and getting 50% of local schoolchildren biking or walking to school.
a) Describe the activity you plan to implement.
Walking School Buses and Bike Trains – We will establish new walking school buses and bike
trains at a minimum of eight Fort Collins schools (see schools listed in 1b). We will also assist
existing walking school buses at Bauder, Laurel, and Lopez elementary schools.
Train the Trainers – League Cycling Instructors will train a minimum of 20 PE and other
teachers/staff and 30 parents or volunteers on how to organize and lead walking school buses and
bike trains. Volunteers of America RSVP volunteers will serve as “team captains” for some
walking school buses/bike trains (see appendix for additional information).
Family Bike Rodeos – We will actively involve parents in the SRTS program by continuing to
host Family Bike Rodeos throughout the year.
Safe Routes to School Resource Notebooks and Technical Assistance for Schools – We will
support school-based SRTS educators by creating and distributing SRTS Resource Notebooks.
The notebooks will include sections on: (a) What Is Safe Routes to School?, (b) City of Fort
Collins SRTS Program, (c) CDOT SRTS Program/Curriculum, (d) How Safe Routes to Schools
Fits with PE and Wellness, (e) How to Create a Walking School Bus or Bike Train,
(f) How to Put on a Bike Rodeo, (g) How to Teach Bike-Ped Ed in School, (h) How to Start a
Bike Club, (i) List of Local Contacts/Resources.
Safe Routes to School Bike Fleet – Ten “balance bikes” will be added to the City’s SRTS bike
fleet. Certified mechanics will maintain the fleet before/after each use. We will transport the fleet
to all schools engaged in SRTS activities, ensuring all students can learn safe cycling, regardless
of whether they own a bicycle.
b) How will it address the identified participation and safety problems in Section 1?
Through continued development of pedestrian and bicycling education programs in local schools
(including helmet safety), we expect to see fewer serious injuries among youth pedestrians and
cyclists. The walking school buses and bikes trains will address many concerns of local parents
related to safe travel to/from school.
c) How will you ensure these efforts are sustainable?
With the SRTS grant funding received to date, we have been able to provide SRTS programming
to virtually all PSD elementary and middle schools that are within City boundaries. We also have
rolled out a viable sustainability strategy to keep the programming going into the future.
d) How will you ensure parents and the neighborhoods/community are engaged/educated?
The SRTS coordinator has received authorization to participate in the school district’s “Share-It”
networking program to communicate the availability of SRTS activities directly to school staff.
We regularly give presentations to PTOs and other community groups. Parents and community
volunteers are target audiences for this program. All partners’ websites link to the SRTS site.
e) Whom are you going to target with your program?
School administrators, teachers, parents, students, wellness educators, and community members.
2013-14 Safe Routes to School Application
City of Fort Collins
Page 4 of 9
Section 3: Please describe your timeline from project start to finish. (Maximum 2 pages.)
a) Project Timeline:
Date Milestone
August-September
2013
CDOT Authorization to Proceed
City of Fort Collins Grant Funding Appropriation
Organizational Meeting with BPEC Trainers
Conduct Family Bike Rodeos
October-November
2013
Train-the-Trainers Classes for Walking School Buses and Bike Trains
Meetings w/School Contacts for Walking School Buses and Bike Trains
Identify Content Providers for Resource Notebooks; Notebook Outline
Conduct Family Bike Rodeos
Encouragement Event: International Walk to School Day
December 2013 Train-the-Trainers Classes for Walking School Buses and Bike Trains
Begin Writing Content for SRTS Resource Notebooks
January-February
2014
Train-the-Trainers Classes for Walking School Buses and Bike Trains
Launch First Group of Walking School Buses and Bike Trains
Continue Writing Content for SRTS Resource Notebooks
March 2014
Train-the-Trainers Classes for Walking School Buses and Bike Trains
Launch Second Group of Walking School Buses and Bike Trains
Finalize Content and Copy-edit SRTS Resource Notebooks
Conduct Family Bike Rodeos
April 2014
Distribute SRTS Resource Notebooks to Schools
Strap-and-Snap Helmet Safety Program
Conduct Family Bike Rodeos
May 2014
Strap-and-Snap Program
Conduct Family Bike Rodeos
Encouragement Event: National Bike to School Day
June-July 2014 BPEC MEETING – Program Evaluation
August 2014 Final CDOT Grant Report
2013-14 Safe Routes to School Application
City of Fort Collins
Page 5 of 9
Section 4: Who are your partners – what collaborations have you created to ensure the
success of your project? (Maximum 1 page.)
The City of Fort Collins will continue partnering with the Bicycle and Pedestrian Education
Coalition (BPEC) to coordinate local walking and bicycling education efforts, and to promote
more understanding about sharing the road/trails among all users. BPEC was launched by the
Healthier Communities Coalition of Larimer County (HCC), a nonprofit entity that works to
connect the community for kids by serving as a relationship broker, networker, communicator,
convener, facilitator, researcher, and capacity builder for the family and youth service providers
throughout Larimer County.
By working together from the grassroots level with the support of local governing agencies,
safety and enforcement agencies, and local health systems, BPEC facilitates a coordinated
approach to the development and implementation of our community’s SRTS program. Program
partners include:
City of Fort Collins Transportation Planning* – Grant administrator and project manager
Poudre School District* – This grant serves PSD K-8 schools that are within City of Fort
Collins boundaries, and collaborators within the school district range from principals, to
PE teachers, to wellness coordinators, to parents, to PTOs, to community volunteers.
Bike Fort Collins* – Conduct train-the-trainer trainings and assist with bike rodeos;
provide mechanical assistance for SRTS bike fleet
HCC* – BPEC liaison; SRTS marketing; technical assistance
BPEC members (see appendix for complete list) – Participation in the train-the-trainer
program (both taking the training and then teaching the training), Family Bike Rodeos,
and other encouragement and education activities
Safe Kids Larimer County* – Administer Strap-and-Snap helmet-safety program
City of Fort Collins Engineering – Coordination on infrastructure needs and technical
expertise
City of Fort Collins Traffic Operations – Coordination on school zones, crosswalks,
pedestrian signals, and other items impacting the operation of the transportation network
City of Fort Collins Police Services* – Coordination on enforcement efforts and safety
outreach
FC Bikes* (City’s bicycling program) – Support for events and education
Volunteers of America – Will recruit RSVP volunteers for team captains of walking
school buses and bike trains
Local bike shops – Provide mechanics and other volunteers for bike rodeos
* Indicates a member of the Bicycle and Pedestrian Education Coalition
2013-14 Safe Routes to School Application
City of Fort Collins
Page 6 of 9
SECTION 5: How will you measure your success?
a) Identify your project outcomes.
The goals of this program are to:
• Increase the number of children and youth safely bicycling and walking to school
• Create new walking school buses and/or bike trains at a minimum of eight schools
• Increase the number of children and families who receive pedestrian and bicycle
education to reduce parents’ safety concerns related to bicycling and walking
• Provide “train-the-trainer” education to at least 20 PE and other teachers/staff, and 30
parents or volunteers
• Create and distribute new SRTS Resource Notebooks to schools
• Expand the SRTS bike fleet with addition of “balance bikes”
b) Project effectiveness.
Walking School Buses and Bike Trains at Fort Collins Schools – We will conduct pre- and
post-programming parent surveys and travel tallies to add to our data at the National Center for
Safe Routes to School. This accumulating database of information is used to guide our SRTS
strategies on an ongoing basis. We will also track participation in walking school buses and bike
trains by students and parents.
Train the Trainers – We will track how many teachers, parents, and volunteers receive the
training and how many go on to participate in walking school buses and bike trains.
Family Bike Rodeos – We will track how many kids and parents participate in these bike
rodeos, and we will track scores on the “road test” that we give to kids participating in the bike
rodeos.
Safe Routes to School Resource Notebooks and Technical Assistance for Schools – We will
ensure that all PSD schools within the City of Fort Collins have copies of these notebooks in
their central offices. We will find opportunities to discuss the notebooks with PE teachers and
biking/walking school champions to ensure use of the notebooks by each school.
c) How are you going to work with your data after the project is completed?
The data collected through the parent and student surveys, as well as school site audits (as
appropriate), will be used to inform policy decisions and help refine the SRTS program focus for
the future. The audit and survey results will allow the City, PSD, and community partners to
effectively address ongoing trends and issues in the physical environment that might otherwise
preclude students from walking or biking to school.
d) What type of information-sharing will you do as a follow-up to your project?
All collected data will be shared with school principals, staff, and PSD administration; parents;
BPEC member organizations; Safe Kids Larimer County board members; county commissioners;
Fort Collins City staff and City Council members; and HCC for inclusion in its online database
of information about the health and well-being of Larimer County children and youth
(www.healthylarimer.org/snapshot). These data will also be reported back to the National Center
for Safe Routes to School for sharing with other states. We also serve as a resource for nearby
communities embarking on biking and walking initiatives, such as Wellington Middle School
and its new Eagles After Hours bike club.
2013-14 Safe Routes to School Application
City of Fort Collins
Page 7 of 9
SECTION 6: Budget Proposal
Item
Requested
SRTS
Funds
Committed
Local Funds
Value of In-
Kind Total Cost
External Personnel
BPEC Members — trainings,
rodeos, encouragement, education:
$25/hour @ 500 hours of trainer
instruction, conducting rodeos,
writing/editing resource notebooks
$12,500
$5,000
(City’s SRTS
program –
matching
funds)
$17,500
Safe Kids Larimer County —
Strap-and-Snap Program $2,500 $2,500
Internal Personnel
City of Fort Collins
Safe Routes to School Coordinator
$8,000
(portion of
coordinator’s
salary)
$8,000
City of Fort Collins SRTS Grant
Administration $2,000 $2,000
Social Marketing
$2,000
(City of Fort
Collins)
$2,000
Website Resources
$5,000
(City of Fort
Collins)
$5,000
Equipment and Supplies
Safe Routes to School Resource
Notebooks (printing/copying/
assembly/distribution)
$3,200 $3,200
Walking School Bus and Bike
Train Supplies $2,000
$1,000 (PSD and
City) $3,000
Prizes and Awards for K-8
Students Participating in SRTS
Activities
$4,000 (City of
2013-14 Safe Routes to School Application
City of Fort Collins
Page 8 of 9
SECTION 7: Has your organization received an SRTS grant for any of the schools
indentified in this application in a previous year? Maximum 1 page.
a) The City of Fort Collins has received a total of approximately $300,000 in SRTS
grants (both infrastructure and non-infrastructure) from 2005 to present. All eight
schools targeted for new walking school buses and/or bike trains have received
educational training or new facilities as a result of prior SRTS grants.
b) We have three SRTS grants still in progress, and all three will be complete before the
2013-14 grant begins. We are seeing a clear increase in numbers of children
biking/walking or taking the bus to school. We are also seeing a clear decline in
numbers of children being driven to school by their parents. There is also a dramatic
increase in the number of children and parents participating in events such as
International Walk to School Day and National Bike to School Day. At least half of
all PSD K-8 schools participated in the most recent International Walk to School Day,
and about 90% of students at one school, Laurel Elementary, walked/biked that day
(including children taking the school bus, who were dropped off at a remote location
and allowed to walk the final 1/2 mile to school).
c) Following are some of the major accomplishments in Fort Collins as a direct result of
SRTS grant-funded activities (infrastructure and non-infrastructure):
i. New or improved crosswalks and sidewalks for some schools
ii. New walking/biking audit tool for schools, which is used on an ongoing
basis
iii. Ongoing traffic-calming measures in the vicinity of Fort Collins schools
iv. Acquisition of SRTS bike fleet
v. Regular SRTS presentations to PTOs and wellness teams at PSD schools
vi. Safe Routes maps for all PSD schools
vii. Safe biking/walking training and encouragement activities at all PSD
schools
viii. Ongoing train-the-trainers program (including teacher mentoring)
ix. New bike racks at 10 schools
x. Walking school buses at three Fort Collins schools
d) All programs that have been started at local schools with SRTS grant funding are
ongoing and continuing to grow. New funding will help us keep the momentum going
and unveil the new initiatives described in this grant application. The local SRTS
operating budget and paid personnel (0.5 FTE) are inadequate to implement the
initiatives described herein without additional grant funding.
2013-14 Safe Routes to School Application
City of Fort Collins
Page 9 of 9
SECTION 8: Subcontractors
Will you be subcontracting with an individual or organization to perform any of the activities
includedin this SRTS grant application? (If not, you may skip this section.) Maximum: 1 page
a) Please list any subcontractors included in this grant application.
BPEC member organizations will serve as contractors for this grant application, including Bike
Fort Collins and the PVHS EMT Reserves.
b) Has your subcontractor ever performed work on another project funded by a CDOT SRTS
grant?
Yes, both contractors have performed work for past SRTS grants.
c) Briefly summarize all SRTS grant-funded projects on which you have performed work.
Include year of project, schools included, key activities, and amount of funding received.
See appendix for service agreements with Bike Fort Collins and PVHS EMT Reserves.
d) For all completed projects, please provide data documenting changes in the number of
studentswalking or biking to school.
We have yet to submit our post-survey data to the National Center for Safe Routes to School
from schools receiving training by these contractors, so we do not yet know the full effect of
these trainings.
e) Are SRTS programs continuing at the project school(s)? How have these efforts been
sustained ateach project site?
All schools served by these contractors are increasing their biking/walking activities. Several
schools included in this grant application were selected specifically because of their desire to
start walking school buses and/or bike trains after receiving previous grant-funded programming.
f) How will the work proposed in this application be similar to your previous SRTS projects? How
will itbe unique to this community and school(s)?
The programming in this grant application systematically builds on past SRTS grant-funded
programming. There has been a deliberate, rational buildup over several years’ time that has
brought us to this specific grant request. The City of Fort Collins Safe Routes to School program
is a vibrant community program that is embraced by City leaders including the mayor, city
council, city manager, and PSD school superintendent. It is also supported by a diverse group of
community partners, including major health organizations. Our Safe Routes to School program
will be an important reason for the City receiving Platinum Bike-Friendly Community status in
the future (possibly as soon as 2013).
APPENDIX
2011 TRAFFIC SAFETY SUMMARY
June 2011
ii
TABLE OF CONTENTS
Section Page
Introduction …………………………………………………………………………………. 1
Section 1 - General Crash Information …………………………………………………. 2
Number of Crashes …………………………………………………………………… 2
Economic Impacts …………………………………..………………………………… 2
Comparison with Other Cities ……………………………………………………….. 3
Crashes by Month …………………………………………………………………..... 5
Crashes by Day of the Week ………………………………………………………… 5
Crashes by Time of Day ……………………………………………………………… 6
Location of Crashes ………………………………………………………………….. 8
Driver Age ……………………………………………………………………………… 8
Driving Under the Influence ………………………………………………………….. 10
Motorcycle Crashes …………………………………………………………………… 11
Section 2 - Types of Crashes ………………………………………………….…………… 12
Analysis of Severe Injury Crash Types ……………………………………………… 15
Bicycle Crashes ……………………………………………………………….. 15
Right Angle Crashes ………………………………………………………….. 18
Fixed Object Crashes …………………………………………………………. 19
Approach Turn Crashes ……………………………………………………..... 20
Pedestrian Crashes ……………………………………………………………. 21
Rear End Crashes ……………………………………………………………… 24
Section 3 - High Crash Locations ………………………………………………………….. 25
Crash Density Maps ……………………………………………………………………. 26
Detailed Intersection Analysis ………………………………………………………… 32
1
Introduction
This Traffic Safety Summary provides a description of traffic crashes that have occurred
on public streets in Fort Collins. This document is intended to be used as a
benchmarking tool to track progress on efforts to reduce the number of crashes and
crash severity. In addition, the document is intended to serve as a tool to help
determine strategies and countermeasures to achieve crash reduction goals. The
document is divided into three sections: 1) a crash summary, 2) a detailed review of the
most common types of crashes, and 3) the identification of high crash locations.
Explanation of Data
The source for crash information is the City of Fort Collins Traffic Operations
Department traffic crash database. This database includes all crashes on public streets
investigated and reported by Fort Collins Police Services plus those crash reports
submitted after the fact to Police Services by involved parties. Traffic Operations staff
reviews each crash report for accuracy and makes corrections as necessary prior to
input into the database to ensure that data is as complete, accurate and consistent as
possible. The numbers included in the report are conservative since some crashes go
unreported. Also, only accidents involving motor vehicles are included so some
accidents, like single vehicle bicycle accidents, are not included as no reports are
created for those crashes.
The City Advanced Planning Department provided demographic data used in this
report. The Colorado Department of Revenue provided data showing the number of
licensed drivers by age in Fort Collins.
2
3561
34
3
3738 3462 3580
467 473
522 452
250 246 200 236
40
30
48
11
2
4
1
10
100
1000
10000
2007 2008 2009 2010
Year
Number of Crashes
Total Crashes
Possible Injury
Visible, Non Incapacitating Injury
Incapacitating Injury
Fatal
Section 1 – General Crash Information
Number of Crashes
Figure 1 shows the total number of crashes in Fort Collins from 2007 – 2010. Crashes
are broken out each year by the severity of injuries. Overall crash numbers have
remained fairly consistent over the past four years with the exception of fatal crashes
that were very high in 2009.
Figure 1 – Number of Crashes
Economic Impact of Traffic Crashes
Table 1 provides an estimate of economic costs associated with crashes in Fort Collins
in 2010. The crash costs are based on figures determined by the Federal Highway
Administration and published in the Highway Safety Manual
1
. The crash costs shown
are adjusted to reflect 2010 values. Crash costs include monetary losses associated
with medical care, emergency services, property damage, and lost productivity. They
also include costs related to the reduction in the quality of life related to injuries. The
estimated cost of crashes in Fort Collins in 2010 was nearly $94 million.
3
The National Highway Traffic Safety Administration (NHTSA) completed a study on the
costs of crashes
2
. The NHTSA study not only concentrated on the costs of crashes, but
also who pays the costs. The study found that society at large pays for about 75% of all
costs incurred for each crash. Those costs are passed on to the general public through
insurance premiums, taxes, direct out of pocket payments for goods/services, and
increased medical costs. Using that information, it is estimated that traffic crashes cost
the typical family of four in Fort Collins about $2,000 in 2010.
Table 1 – Economic Impact of Crashes, 2010
Comparison with Other Cities
Table 2 compares the fatal crash rate from 2007 – 2009 in Fort Collins to other cities in
Colorado with similar population (between 85,000 and 200,000) and also compared to
other peer cities nationwide. The nationwide peer cities are participants in an annual
benchmarking survey that Fort Collins Police Services participates in. Crash data for
other communities was obtained from the National Highway Traffic Safety
Administration’s Fatal Accident Reporting System. Population estimates are for 2008
and are from the State Demography Office in Colorado and from individual communities
for cities outside of Colorado.
Despite a record high number of fatalities in 2009, the fatal accident rate in Fort Collins
is below the average compared to other comparable Colorado communities and also
compared to peer cities nationwide.
Crash Severity Number of
Crashes Cost per Crash Cost
Property Damage Only 2815 $9,000 $25,335,000
Possible Injury 473 $52,700 $24,927,100
Non-Incapacitating Injury 236 $91,400 $21,570,400
Incapacitating Injury 34 $249,500 $8,483,000
Fatal 3 $4,500,100 $13,500,300
Total $93,815,800
4
Table 2 – Comparison with Other Cities, Fatal Crashes, 2007 - 2009
City Population Fatal Crashes
Fatal Crash Rate
(Crashes/100,000
Population)
2007 2008 2009 Avg.
Arvada 107,750 2 4 6 4.0 3.7
Boulder 101,100 2 2 5 3.0 3.0
Fort Collins 137,700 4 2 11 5.7 4.1
Greeley 91,400 4 3 0 2.3 2.5
Lakewood 144,600 11 9 6 8.7 6.0
Longmont 85,550 4 1 6 3.7 4.3
Pueblo 106,200 12 9 8 9.7 9.1
Thornton 115,600 3 7 2 4.0 3.5
Bellevue, WA 120,600 2 2 1 1.7 1.4
Boca Raton, FL 85,400 23 14 11 16.0 18.7
Broken Arrow, OK 101,000 4 3 4 3.7 3.7
Cedar Rapids, IA 128,050 5 4 7 5.3 4.1
Coral Springs, FL 127,200 8 9 14 10.3 8.1
Naperville, IL 145,550 1 1 1 1.0 0.7
Norman, OK 112,550 9 11 9 9.7 8.6
Olathe, KS 125,250 6 2 2 3.3 2.6
Overland Park, KS 173,250 6 9 4 6.3 3.6
Richardson, TX 99,700 10 15 3 9.3 9.3
San Angelo, TX 91,900 6 6 6 6.0 6.5
Springfield, MO 168,800 9 17 11 12.3 7.3
Colorado Cities 889,900 42 37 44 41.0 4.6
Overall 2,369,150 131 130 117 126.0 5.3
5
1212 1168
1095
1048
1101 1078 1088
1225 1246
1393
1227
1460
0
200
400
600
800
1000
1200
1400
1600
January
February
March
April
May
June
July
August
September
October
November
December
Month
Crashes
2083
2253 2231 2282
2556
1773
1163
0
500
1000
1500
2000
2500
3000
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
Day
Crashes
0.0%
2.0%
4.0%
6.0%
8.0%
10.0%
12.0%
14.0%
16.0%
18.0%
20.0%
% Weekly Traffic
Crashes Traffic Volume
6
167
88 62
38 35 50
142
608 592
467 477
752
1003
793
866
1157
983
1216
667
392
266 243
187 154
0
200
400
600
800
1000
1200
1400
12:00 AM
1:00 AM
2:00 AM
3:00 AM
4:00 AM
5:00 AM
6:00 AM
7:00 AM
8:00 AM
9:00 AM
10:00 AM
11:00 AM
12:00 PM
1:00 PM
2:00 PM
3:00 PM
4:00 PM
5:00 PM
6:00 PM
7:00 PM
8:00 PM
9:00 PM
10:00 PM
11:00 PM
Time
Crashes
0.00%
2.00%
4.00%
6.00%
8.00%
10.00%
12.00%
% Daily Traffic
7
62
45 43
20
12 11 14
28
52
58
92
111
142 139
131
137
130
102
113
61
50
96
63 61
0
20
40
60
80
100
120
140
160
12:00 AM
1:00 AM
2:00 AM
3:00 AM
4:00 AM
5:00 AM
6:00 AM
7:00 AM
8:00 AM
9:00 AM
10:00 AM
11:00 AM
12:00 PM
1:00 PM
2:00 PM
3:00 PM
4:00 PM
5:00 PM
6:00 PM
7:00 PM
8:00 PM
9:00 PM
10:00 PM
11:00 PM
Time
Crashes
0.00%
1.00%
2.00%
3.00%
4.00%
8
Signalized Intersection
43%
Unsignalized Intersection
19%
Driveway Access
8%
Alley Access
1%
Non-Intersection
29%
Location of Crashes
Figure 7 shows the location of crashes in Fort Collins for the years 2007 – 2010.
Intersection crashes (including signalized intersections, unsignalized intersections,
driveways and alleys) account for 71% of all crashes. This illustrates the importance of
proper access control and access design as a component of a traffic safety program.
Figure 7 – Crashes by Location, 2007 - 2010
Driver Age
Figure 8 shows the number (and percentage) of at fault drivers involved in crashes in
Fort Collins by age. The chart also shows the percentage of licensed drivers by age in
Fort Collins. As can be seen, drivers 15 – 19 are more than five times as likely to be
involved in a crash as would be expected given the number of licensed drivers in that
age group. 20 – 24 year old drivers are over twice as likely to be in a crash as
expected. All other age groups are underrepresented in crashes. While these statistics
are not unique to Fort Collins, they do indicate that driver inexperience is likely a key
factor in crashes here and countermeasures to deal with this problem would be
appropriate at the local level.
9
2607
387
443
878
1327 1199
2027
2237
0
500
1000
1500
2000
2500
3000
3500
15-19 20-24 25-34 35-44 45-54 55-64 65-74 75+
Age
Number of Crashes
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
Percentage
Number of Crashes Percentage of Licensed Drivers
407
275
92 82
400
334
233
198
85 83
146
243
447
539
429
172
0
100
200
300
400
500
600
15-19 20-24 25-34 35-44 45-54 55-64 65-74 75+
Age
Crashes
Male Female
Figure 8 – At Fault Drivers in Crashes, By Age, 2007 - 2010
Figure 9 below shows crashes by age and gender. Only partial data by gender is
available for 2007. So these numbers are somewhat lower than what is shown in Figure
8 above. Overall, male drivers are slightly more likely to be involved in accidents than
female drivers. Younger male drivers (20 – 34) in particular are more likely to be involved
in crashes.
Figure 9 – Crashes by Age and Gender
10
136
6
1
142 141 148
22
17
29
20
24 24 22 21
7 5 5
1
4
1
10
100
1000
2007 2008 2009 2010
Year
Number of Crashes
Total Crashes
Possible Injury
Visible, Non Incapacitating Injury
Incapacitating Injury
Fatal
Driving Under the Influence
Figure 10 shows the number of DUI (driving under the influence) crashes over the past
four years. The 567 DUI crashes represent about 4% of all crashes. However, the 29
incapacitating/fatal accidents represent about 17% of all serious injury accidents.
Figure 10 – Number of DUI Crashes, 2007 - 2010
Figure 11 shows the ages of at fault drivers in DUI crashes over the past four years. 20
– 24 year old drivers are about three times more likely than expected to be in alcohol
related crashes given the number of licensed drivers in that age group. Perhaps more
surprisingly, 15 – 19 year old drivers are also overrepresented (nearly four times more
likely than expected) despite the fact that they have not reached legal drinking age. The
data showing DUI crashes combined with the data shown previously in Figures 4 and 5
that showed high accident rates on weekend evenings/early mornings suggests that
driving under the influence continues to be an area of concern.
11
Property Damage
Crashes
80%
Possible Injury
Crashes
13%
Non-
Incapacitating
Injury Crashes
6%
Fatal Crashes
<1%
Incapacitating
Injury Crashes
1%
Property Damage
Crashes
29%
Possible Injury
Crashes
18%
Non-Incapacitating
Injury Crashes
39%
Incapacitating Injury
Crashes
11%
Fatal Crashes
3%
81
124
65 59
34
4 5
186
0
20
40
60
80
100
120
140
160
180
200
15-19 20-24 25-34 35-44 45-54 55-64 65-74 75+
Age
Number of Crashes
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
Percentage
Number of Crashes Percentage of Licensed Drivers
12
Section 2 - Types of Crashes
There are a variety of different types of crashes:
Approach Turn – Two vehicles traveling in opposite directions, one turns left (or attempts
a U-turn) in front of the oncoming vehicle and is struck.
Bicycle – Any crash that involves a bicyclist.
Fixed Object – A single vehicle crash where a fixed object other than a parked vehicle is
struck.
Head On – Two vehicles traveling in opposite directions hit head on.
Overtaking Turn – Two vehicles traveling in the same direction, the front vehicle turns
right or left and is hit as the following vehicle tries to pass on the right or left.
Overturning Crash – A single vehicle crash where the vehicle flips over off its wheels.
Parking Related – Any crash involving a parked vehicle or a vehicle entering/leaving a
parking space.
Pedestrian – Any crash that involves a pedestrian.
Rear End – Two vehicles traveling in the same direction, leading vehicle struck by
following vehicle.
Right Angle – Two vehicles traveling on perpendicular streets one fails to yield or passes
a traffic control device and strikes the other.
Sideswipe Opposite Direction – Two vehicles traveling in opposite directions, one veers
into the wrong lane and strikes the side of the other car. This often occurs where a
vehicle waiting at a STOP sign or traffic signal is struck by a vehicle turning right from a
perpendicular road onto the road of the stopped car.
Sideswipe Same Direction – Two vehicles traveling the same direction, one vehicle veers
into the other striking it in the side (usually due to improper lane changes).
Other Non-Collision Crash – Other single vehicle crashes that don’t fit into any other
category.
Other – Other crashes that do not fit into any category.
13
Rear End, 6462, 44%
Right Angle, 1695, 12%
Parking Related, 1613,
11%
Approach Turn, 1095, 8%
Fixed Object, 1001, 7%
Sideswipe - Same
Direction, 969, 7%
Bicycle, 585, 4%
Other, 223, 2%
Overtaking Turn, 260, 2%
Animals, 92, 1%
Sideswipe-Opposite Pedestrian, 147, 1%
Direction, 199, 1%
Figure 13 shows the number and percentage of crashes by type for the years 2007 -
2010. Rear end crashes make up nearly half of all crashes. Right angle, parking
related, approach turn and fixed object crashes are the next most common types of
crashes in Fort Collins.
Figure 13 – Crashes by Type, 2007 - 2010
14
Rear End, 16, 9%
Right Angle, 27, 16%
Parking Related, 9, 5%
Approach Turn, 27, 16%
Fixed Object, 26, 15%
Bicycle, 38, 22%
Pedestrian, 16, 9%
Other, 10, 6%
Head On, 3, 2%
While all traffic crashes are of concern, those that cause the most serious injuries
are of special concern. Figure 14 shows the number of incapacitating injury and
fatal crashes (the most severe crashes) by type from 2007 - 2010. Bicycle, Right
Angle, Fixed Object, Approach Turn, Pedestrian and Rear End crashes account
for about 85% of the serious injury/fatal crashes in Fort Collins. Note that while
bicycle and pedestrian accidents make up only about 5% of total crashes they
make up nearly a third (30%) of serious injury crashes.
Figure 14 – Severe Injury/Fatal Crashes by Type, 2007 - 2010
15
5
142 142 151 150
44 44
33 33
63 51 51 58
13
9 8
1
2
1
10
100
1000
2007 2008 2009 2010
Year
Number of Crashes
Total Crashes
Possible Injury
Visible, Non Incapacitating Injury
Incapacitating Injury
Fatal
Analysis of Severe Injury Crash Types
The remainder of this section of the report examines Bicycle, Right Angle, Fixed Object,
Approach Turn, Pedestrian and Rear End crashes in detail to help determine what
countermeasures could be applied to reduce these types of crashes.
Bicycle Crashes
Figure 15 shows the number of bicycle crashes in Fort Collins from 2007 – 2010. The
frequency of bike crashes has remained relatively constant over the past four years.
Figure 15 – NUMBER 0F BICYCLE CRASHES
Figure 16 shows the age of bicyclists involved in crashes in Fort Collins as well as the
percentage of population by age. 10 - 34 year old bicyclists are all overrepresented in
crashes. 15 – 19 year older riders are most overrepresented. They are more than
twice as likely as expected to be involved in a crash when compared to the population
by age.
16
8 5 2 1
18
42 43
101
159
114
31
0
0
20
40
60
80
100
120
140
160
180
0-4 5-9 10-14 15-19 20-24 25-34 35-44 45-54 55-64 65-74 75-84 85+
Age
Number of Crashes
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
Percentage
Number of Crashes Percentage of Population
Figure 16 – Bicycle Crashes by Bicyclist Age, 2007 - 2001
Bicycle crashes can be further classified by type of collision. Table 3 shows bicycle
accidents by type. Right angle crashes are by far the most common type of bike crash.
Significant contributing circumstances in bike crashes include wrong way riding (37% of
crashes) and sidewalk riding (34% of crashes). Note also that crashes at intersections
account for about 85% of all bike crashes. This picture illustrates a typical right angle
crash involving wrong way riding.
17
Table 3 – Types of Bicycle Crashes, 2007 - 2010
Type of Accident Total Serious
Injury/Fatal
Right Angle
Bike riding against traffic on sidewalk/crosswalk 126 2
Bike riding against traffic on street 71 5
Bike riding with traffic on sidewalk/crosswalk 41 5
Bike riding with traffic on street 74 5
Midblock Crossings 7 1
Unknown Location of Bike 44 2
Total Right Angle 363 20
Overtaking Turn
Bike riding with traffic on sidewalk/crosswalk 9 1
Bike riding with traffic on street 62 2
Bike riding against traffic 5 0
Total Overtaking 76 3
Approach Turn
Bike riding with traffic on sidewalk/crosswalk 7 2
Bike riding with traffic on street 44 2
Unknown Location 2 0
Total Approach Turn 53 4
Sideswipe
Bike riding against traffic on street 8 3
Bike riding with traffic on street 31 2
Unknown Location of Bike 3 0
Total Sideswipe-Same Direction 42 5
Parked Related
Bike riding with traffic on street or sidewalk/crosswalk 11 0
Bike riding against traffic on street or sidewalk/crosswalk 5 0
Unknown Location of Bike 2 1
Total Parked Motor Vehicle 18 1
Rear-End
Bike riding with traffic on street 15 2
Unknown Location of Bike 2
Total Rear End 17 2
Head-On
Bike riding against traffic on street 2 1
Total Head-On 2 1
Total Objects, Non-Collision or No Information 14 2
Total 585 38
18
364
137 122
12
4 3 3
593469
5
1
10
100
1000
FTY After
Stopping
Unsignalized
Intersection
Ran Red Light FTY After
Stopping
Alley/Private
Driveway
Ran STOP
Sign
FTY After
Stopping at
Signalized
Intersection
Type of Crash
Number of Crashes
Total Crashes Severe Injury/Fatal Crashes
Right Angle Crashes
Right angle crashes occur at intersections when vehicles arrive on perpendicular roads
and collide.
There are two main types of right angle crashes:
1) Failure to yield after stopping – These accidents can occur at STOP signs, traffic
signals or before exiting a driveway. Typical contributing factors to these crashes
include sight obstructions such as fences, trees, shrubs or parked cars that prevent the
stopped driver from seeing oncoming traffic. They also occur where side street drivers
encounter heavy traffic at intersections. The heavy traffic and difficulty entering or
crossing the main road may encourage bad decisions or more risk taking.
2) Passing a signal/STOP sign without stopping - These may occur at a traffic signal or
STOP sign controlled intersection. Typical contributing factors to these crashes include
inattention, wide streets (that make STOP signs less visible), “busy” areas where
numerous distractions tend to make traffic control devices blend in or become less
obvious, and icy roads.
Figure 17 shows the breakdown of right angle crashes by type (failure to yield or
passing a traffic control device) and by location (signalized or unsignalized intersections
– including private driveway/public street intersections). As shown, most right angle
crashes occur at unsignalized intersections where someone stops but then proceeds
into oncoming traffic.
Figure 17 – Right Angle Crashes by Type and Location, 2007 – 2010
19
Approach Turn Crashes
Approach turn crashes occur at either signalized or unsignalized intersections. They
occur when someone turns left in front of oncoming traffic without yielding the right of
way.
There are two main causes of approach turn crashes:
1) Poor estimation of distance and/or speed of approaching through traffic -- These
accidents occur at both signalized and unsignalized intersections. Poor visibility can
contribute to these accidents. Offset left turn lanes can result in vision obstructions as
shown in the illustration below. Note that this offset created between opposing left turn
lanes is a disadvantage of raised medians at intersections.
2) Inappropriate response to the onset of the yellow or red signal display – This situation
can occur at signalized intersections where permissive left turns are allowed. A driver
waiting to turn left on a green ball at a signalized intersection is required to yield the right-
of-way to opposing through traffic. When the traffic signal turns yellow and/or red, some
left turning drivers assume that oncoming traffic will stop. This causes them to turn in
front of oncoming traffic that may not be able (or willing) to stop.
Figure 19 shows approach turn crashes by type of intersection. Note that unlike
broadside crashes, the majority of approach turn crashes (75%) happen at signalized
intersections. The combination of increased complexity and higher turning volumes
along with the issue of turning on the yellow/red explain this trend.
20
827
149
106
13
19
1 0
7
1
10
100
1000
Signalized
Intersection
Unsignalized
Intersection
Private Driveway Non-Intersection
Location of Crash
Number of Crashes
Total Crashes Severe Injury/Fatal Crashes
Figure 19 – Approach Turn Crashes by Location, 2007 – 2010
Fixed Object Crashes
Fixed object crashes are single vehicle crashes where a driver collides with a fixed
roadway feature such as a curb or a median or runs off the road and hits a roadside
feature such as a tree or utility pole. Table 4 shows fixed object crashes by type of object
struck.
Table 4 – Fixed Object Crashes by Type, 2007 – 2010
All Serious Inj./Fatal
Utility Pole 173 4
Curb or Median 167 3
Sign 156 2
Fence 124 4
Tree 120 4
Wall or Building 32 2
Embankment 30 2
Railroad Crossing Warning Device 17 1
Rocks 17 2
Bridge Structure 16 2
Other/Unknown 169 0
Total Fixed Object Crashes 1021 26
21
1
27
30 32
58
4
9 10
10
17
13
11
33
4 6
3
2
1
10
100
2007 2008 2009 2010
Year
Number of Crashes
Total Crashes
Possible Injury
Visible, Non Incapacitating Injury
Incapacitating Injury
Fatal
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
Fixed
Object
Parking
Related
Pedestrian Bicycle Approach
Turn
Rear End Right Angle Other
Total Crashes Severe Injury/Fatal Crashes
Alcohol plays a big part in fixed object crashes. Figure 18 shows that nearly 20% of all
fixed object crashes and more than 40% of severe injury or fatal fixed object crashes
involved alcohol. 38% of severe injury or fatal crashes involving parked cars (another
type of fixed object) were alcohol related.
Figure 18 – Percentage of DUI Crashes by Type, 2007 - 2010
Pedestrian Crashes
Figure 20 shows the number of pedestrian crashes in Fort Collins from 2007 – 2010.
There was a large increase in the number of pedestrian crashes in 2010 compared to
previous years. No specific cause has been identified for the sudden increase.
Figure 20 – Pedestrian Crashes by Year, 2007 - 2010
22
2
11
27
38
24
11 11 11
4
6
3
0
0
5
10
15
20
25
30
35
40
0-4 5-9 10-14 15-19 20-24 25-34 35-44 45-54 55-64 65-74 75-84 85+
Age
Number of Crashes
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
Percentage
Number of Crashes Percentage of Population
Figure 21 shows the age of pedestrians involved in crashes for the years 2007 - 2010.
10 – 34 year old pedestrians are overrepresented in crashes. 15 – 19 year old
pedestrians in particular were about twice as likely as expected to be in a crash
considering the population in this age range.
Figure 21 – Pedestrian Crashes by Pedestrian Age, 2007 - 2010
Pedestrian crashes can be further classified by type of collision. Some common types
of pedestrian crashes are described below:
Motorist Fails to Yield at Signalized Intersection – Crashes at signalized intersections
where a pedestrian legally crossing the street is hit by a motorist. These crashes
typically involve a turning driver whose attention is diverted.
Motorist Fails to Yield at Unsignalized Intersection – Crashes where a pedestrian legally
in the street is hit by a driver who does not yield the right of way. These crashes
typically involve a turning driver whose attention is diverted.
Motorist Fails to Yield while Exiting a Driveway – Crashes that involve motorists
crossing a sidewalk in the process of exiting a driveway to a public street and striking a
pedestrian on the sidewalk crossing the driveway.
Dart Out - Crashes where a pedestrian enters the street in front of an approaching driver
who is too close to avoid a collision. An example of this type of crash is a child chasing a
ball into the street running out in front of a car.
Pedestrian Crosses Against Signal – Crashes at signalized intersections resulting from
a pedestrian crossing against the signal indication.
23
Pedestrian Fails to Yield at Uncontrolled Locations - At non-crosswalk locations
pedestrians must yield to motorists prior to crossing. These crashes involve
pedestrians who attempted to cross without waiting for a safe break in traffic. Most of
these crashes occur at night when pedestrians are less visible to motorists.
Pedestrian Standing/Walking in Road – Pedestrian walking on the road but not
attempting to cross is struck by a motorist.
Crashes shown as “Other” include many different types of crashes including pedestrians
hanging onto the outside of vehicles, pedestrians eluding the police, suicide attempts,
pedestrians exiting parked vehicles and pedestrians who fell off the sidewalk into the
street.
Table 5 shows pedestrian crashes by type and by age in Fort Collins for the years 2007-
2010. Crashes involving cars that failed to yield at signalized intersections are the most
common type of pedestrian crashes.
Table 5 – Pedestrian Crashes by Type, 2007-2010
Type of Accident Total Serious
Injury/Fatal
Motorist Fail to Yield at Signalized Intersection
Motorist Turning Left on Green 18 1
Motorist Turning Right on Green 10 1
Motorist Turning Right on Red 17 1
Motorist Going Straight 3 0
Total Motorist Fail to Yield at Signalized Intersection 48 3
Motorist Fail to Yield at Unsignalized Intersection 20 0
Dart Out 19 5
Pedestrian Fail to Yield at Uncontrolled Location 17 5
Pedestrian Crosses Against Signal 12 1
Pedestrian Standing/Walking in Road 10 1
Motorist Fail to Yield Exiting Driveway 6 0
Other 12 1
(fell off skateboard
into the street)
Total 147 16
24
3595
1584 1280
11
0
5
1
10
100
1000
10000
Signalized Intersection Mid-Block Unsignalized Intersection
Location of Crash
Number of Crashes
Total Crashes Severe Injury/Fatal Crashes
Rear End Crashes
Less than 1% of all rear end crashes result in a serious injury or fatality in Fort Collins.
However, because of the sheer number of these types of crashes, there are a number
of injuries related to them.
Rear end crashes are typically the result of motorist inattention often combined with
unexpected stops in the traffic stream. Figure 22 shows the number of rear end
crashes by location. As can be seen, the majority (56%) of rear end crashes occur at
signalized intersections. Inattention along with the sudden onset of a yellow light
combined with heavy traffic and/or high speeds can result in increased rear end
accident potential.
Figure 22 – Rear End Crashes by Location, 2007 – 2010
Care must be taken to avoid increasing rear end crash potential by implementation of
countermeasures intended to reduce other types of crashes. For example, installation
of traffic signals, addition of protected only left turn signal phasing at traffic signals, and
red light camera enforcement are all countermeasures that may be used to reduce right
angle or left turn crashes. They also tend to increase the potential for rear end crashes.
Since right angle and left turn crashes tend to be more severe it might make sense to
implement these countermeasures at locations with a history of these types of crashes.
However, it may not be appropriate to use these countermeasures at locations where
there is not a history of these sorts of crashes because of the increased risk of rear end
crashes.
25
Section 3 - High Crash Locations
Density Maps
Figures 23 – 28 are crash density maps which show crash concentrations by location.
They are arranged as follows:
Figure 23 – All Crash Types Combined
Figure 24 – Bicycle Crashes
Figure 25 – Right Angle Crashes
Figure 26 – Approach Turn Crashes
Figure 27 – Pedestrian Crashes
Figure 28 – Rear End Crashes
Note that the bicycle and pedestrian maps include all bike/pedestrian crashes
respectively. The other maps only show intersection related crashes since other mid-
block crashes (except bikes/pedestrians) have not been geo-coded yet for use with the
GIS system. Note also that there is not a map showing fixed object crashes since many
of these crashes occur at mid-block locations.
26
27
28
29
30
31
32
Detailed Analysis
While density maps can be used to get a general idea of potential crash problem spots,
staff also conducts more detailed analysis to identify intersections where there are more
crashes than expected taking into account traffic volumes, roadway geometry, type of
traffic control etc. These locations will likely be the best candidates to realize a
reduction in crash frequency through implementation of specific countermeasures.
Traffic crashes are at least partially deterministic (i.e. factors affecting crash potential
can be controlled). At the same time crashes are, to some extent, random events.
When a period with a comparatively high crash frequency is observed at a location, it is
statistically likely that the following period will have a comparatively low crash frequency
and vice versa. This tendency is known as regression to the mean.
This random nature of crashes makes it difficult to determine if a location is truly a
problem versus a location where natural variations lead to a high crash frequency
during the observation period. In order to identify locations that truly warrant further
investigation it is helpful to use a methodology that accounts for this phenomenon.
In 2010 the Transportation Research Board (TRB) and the American Association of
State Highway and Transportation Officials (AASHTO) published the Highway Safety
Manual (HSM). The HSM includes a statistical approach used to account for regression
to the mean bias in order to identify locations that have a high crash frequency even
after accounting for random variation. That approach was applied to intersections in
Fort Collins.
The method applied uses a calibrated model (a regression equation) to predict the
number of crashes at a location given the traffic volumes, the roadway geometry, and
the type of intersection control. This prediction is then combined with the actual crash
frequency using a statistical technique to determine an adjusted number of expected
crashes that accounts for regression to the mean. The more the adjusted number of
crashes exceeds the number of crashes predicted by the model the more likely it is that
a location has an unusually high number of crashes or injury crashes.
Locations are ranked by excess crash costs. Since injury crashes tend to have higher
crash costs associated with them, the ranking method gives more weight to locations
with more injury crashes compared to locations with only “fender benders”. While
locations are ranked by excess crash cost, any location with a positive excess crash
cost could possibly benefit from the application of countermeasures. The cost of
specific improvements also needs to be considered when determining where safety
projects are best implemented. For low cost safety improvements it is possible to
achieve a high benefit to cost ratio even at locations that are lower on the list (with an
excess crash cost greater than zero.)
Table 6 shows the results of the statistical evaluation of intersections in Fort Collins using
data for the years 2007 - 2010.
33
Table 6 – Intersection Excess Crash Costs, 2007 – 2010
STREET1 STREET2
Model
Predicted
Crashes/Year
Model
Predicted FI
Crashes/Year*
Adjusted
Actual
Crashes/Year
Adjusted
Actual FI
Crashes/Year*
Excess PDO
Crashes/Year**
Excess FI
Crashes/Year*
Excess
Crash
Costs/Year
TIMBERLINE RD HARMONY RD 17.4 3.8 43.3 7.4 22.3 3.6 $470,696
LEMAY HARMONY RD 15.8 3.5 32.0 6.7 13.0 3.2 $359,109
COLLEGE AV HORSETOOTH RD 21.3 4.8 36.8 7.6 12.6 2.9 $328,736
SHIELDS ST DRAKE RD 17.3 3.8 28.7 6.5 8.8 2.7 $278,913
COLLEGE AV TRILBY RD 13.7 2.9 21.2 5.8 4.6 2.9 $255,318
LEMAY MULBERRY ST 14.6 3.2 26.3 4.4 10.4 1.3 $187,781
COLLEGE AV MONROE 17.8 3.9 28.7 5.2 9.7 1.2 $179,793
COLLEGE AV LAUREL 11.2 2.6 20.9 4.0 8.3 1.4 $179,777
SHIELDS ST PROSPECT RD 14.9 3.3 22.8 4.8 6.4 1.5 $170,312
COLLEGE AV HARMONY RD 16.5 3.6 28.8 4.3 11.6 0.7 $159,605
COLLEGE AV FOOTHILLS 12.5 2.8 21.7 3.9 8.1 1.1 $154,709
TIMBERLINE RD HORSETOOTH RD 15.4 3.3 24.2 4.4 7.7 1.1 $152,600
COLLEGE AV MULBERRY ST 13.5 3.0 24.2 3.8 10.0 0.7 $144,814
TIMBERLINE RD DRAKE RD 9.7 2.1 17.0 3.3 6.2 1.2 $144,557
COLLEGE AV DRAKE RD 23.9 5.4 37.8 5.5 13.7 0.1 $133,705
COLLEGE AV PROSPECT RD 21.3 4.8 31.1 5.4 9.2 0.6 $129,240
COLLEGE AV TROUTMAN 17.4 3.8 21.9 5.0 3.4 1.2 $116,759
MASON MULBERRY 4.0 1.4 10.6 2.1 5.9 0.7 $108,114
LEMAY DRAKE RD 14.0 3.0 19.5 3.8 4.7 0.8 $103,851
SHIELDS ST MULBERRY ST 9.7 2.0 16.1 2.6 5.7 0.6 $99,211
TIMBERLINE RD PROSPECT RD 12.8 2.8 22.8 2.9 9.9 0.1 $95,630
COLLEGE AV KENSINGTON 13.1 2.9 16.7 3.8 2.7 1.0 $95,078
BOARDWALK DR HARMONY RD 16.0 3.5 17.7 4.5 0.7 1.0 $81,846
SHIELDS ST HORSETOOTH RD 14.9 3.2 18.1 4.0 2.4 0.8 $78,431
RIVERSIDE AV MULBERRY ST 9.8 2.1 16.8 2.1 7.0 0.0 $65,682
LEMAY PROSPECT RD 14.3 3.1 17.8 3.5 3.0 0.4 $60,924
MCMURRY HARMONY RD 13.8 3.1 15.0 3.7 0.5 0.7 $53,981
CORBETT HARMONY RD 8.1 1.8 12.3 2.0 4.0 0.2 $51,249
TAFT HILL RD PROSPECT RD 9.7 2.0 12.1 2.4 2.0 0.4 $50,067
SNOW MESA HARMONY RD 11.0 2.4 11.1 3.1 -0.6 0.7 $49,826
Shields Davidson 3.9 1.0 6.1 1.4 1.9 0.4 $47,324
JFK BOARDWALK 5.4 1.1 8.0 1.3 2.4 0.2 $40,459
MASON ST HORSETOOTH RD 11.7 2.5 14.0 2.8 2.0 0.3 $39,250
TAFT HILL RD DRAKE RD 9.0 1.9 13.6 1.8 4.7 -0.1 $36,933
SHIELDS ST TRILBY RD 6.5 1.3 7.6 1.6 0.8 0.4 $34,416
LEMAY LINCOLN 6.1 1.3 8.0 1.5 1.6 0.2 $32,651
LEMAY CARPENTER 3.5 0.7 4.9 1.0 1.1 0.3 $30,494
TAFT HILL RD HORSETOOTH RD 7.3 1.5 9.2 1.7 1.7 0.2 $29,402
34
STREET1 STREET2
Model
Predicted
Crashes/Year
Model
Predicted FI
Crashes/Year*
Adjusted
Actual
Crashes/Year
Adjusted
Actual FI
Crashes/Year*
Excess PDO
Crashes/Year**
Excess FI
Crashes/Year*
Excess
Crash
Costs/Year
MELDRUM LAUREL 9.1 2.1 9.2 2.3 -0.1 0.2 $13,478
COLLEGE AV MOUNTAIN 11.8 2.8 16.2 2.4 4.8 -0.4 $12,548
Overland Drake 2.3 0.4 3.6 0.5 1.3 0.0 $12,542
Taft Hill Trilby 1.8 0.4 2.4 0.5 0.5 0.1 $11,836
ZIEGLER ROCK CREEK 2.0 0.4 3.0 0.5 0.9 0.0 $10,842
Lady Moon Kechter 0.7 0.1 1.3 0.2 0.5 0.1 $10,232
SHIELDS ST ELIZABETH ST 12.6 2.9 17.3 2.4 5.2 -0.5 $9,100
SHIELDS ST MOUNTAIN 6.6 1.4 6.5 1.5 -0.3 0.2 $8,675
LEMAY RIVERSIDE 9.7 2.1 10.3 2.1 0.6 0.0 $8,656
SUMMITVIEW PROPSECT 3.1 1.1 4.2 1.1 1.1 0.0 $8,297
Overland Mulberry 1.8 0.4 2.5 0.4 0.7 0.0 $7,822
Shields Wabash 2.3 0.5 2.7 0.6 0.4 0.1 $7,633
REMINGTON LAUREL 1.6 0.4 2.3 0.4 0.7 0.0 $7,618
Worthington Centre 1.1 0.2 1.6 0.3 0.4 0.0 $7,261
SHIELDS ST SWALLOW 12.6 2.8 11.1 3.1 -1.8 0.3 $6,991
Robertson Prospect 3.7 0.8 4.0 0.9 0.3 0.1 $6,774
Lemay Whalers Way 3.7 0.8 3.9 0.9 0.1 0.1 $5,536
NW Frontage Road Vine 0.6 0.1 0.9 0.2 0.3 0.0 $5,462
College Plum 3.2 0.8 3.5 0.8 0.4 0.0 $5,000
DUNBAR HORSETOOTH 1.9 0.7 2.0 0.8 0.0 0.1 $4,845
REMINGTON ELIZABETH ST 1.3 0.3 1.7 0.3 0.4 0.0 $4,825
Impala/Ponderosa Mulberry 2.0 0.4 2.8 0.3 0.9 -0.1 $4,252
Rolling Green Horsetooth 2.3 0.6 3.3 0.6 1.1 -0.1 $4,071
La Plata Prospect 1.0 0.3 1.4 0.3 0.3 0.0 $3,930
TAFT HILL RD LAPORTE 3.5 0.8 4.1 0.8 0.6 0.0 $3,746
College Oak 1.1 0.3 2.0 0.2 1.0 -0.1 $3,438
Taft Hill Lake 4.7 1.1 5.1 1.1 0.5 0.0 $3,331
Strauss Cabin Harmony 4.1 1.0 3.1 1.2 -1.1 0.2 $3,073
Tulane Drake 3.5 0.8 3.8 0.8 0.3 0.0 $2,980
Overland Elizabeth 1.3 0.3 1.6 0.3 0.3 0.0 $2,713
SENECA HORSETOOTH 2.3 0.8 2.2 0.9 -0.1 0.0 $2,622
College Mason/Palmer 3.2 0.8 3.9 0.7 0.8 -0.1 $2,583
Lemay Haxton 2.0 0.5 2.2 0.5 0.1 0.0 $2,457
LEMAY TRILBY RD 3.6 0.7 3.4 0.8 -0.3 0.1 $2,336
Edinburgh Drake 2.1 0.5 2.2 0.5 0.1 0.0 $2,265
Shields Maple (north int.) 1.1 0.3 1.3 0.3 0.2 0.0 $2,147
Howes Maple 0.7 0.1 0.9 0.1 0.2 0.0 $2,120
REMINGTON MULBERRY ST 9.7 2.1 9.7 2.1 0.0 0.0 $2,063
TIMBERLINE RD TRILBY RD 5.1 1.0 4.8 1.1 -0.4 0.1 $1,943
35
STREET1 STREET2
Model
Predicted
Crashes/Year
Model
Predicted FI
Crashes/Year*
Adjusted
Actual
Crashes/Year
Adjusted
Actual FI
Crashes/Year*
Excess PDO
Crashes/Year**
Excess FI
Crashes/Year*
Excess
Crash
Costs/Year
LEMAY MAGNOLIA 3.7 1.2 4.0 1.2 0.3 0.0 $919
Strauss Cabin Horsetooth 0.2 0.0 0.3 0.0 0.2 0.0 $596
Meldrum Laporte 1.8 0.4 1.9 0.3 0.2 0.0 $379
Timberline Vine 3.0 0.7 2.9 0.7 -0.2 0.0 $374
Meldrum Magnolia 1.1 0.2 1.3 0.2 0.2 0.0 $341
Automation Way Horsetooth 2.5 0.5 2.4 0.6 -0.1 0.0 -$61
12th Magnolia 0.6 0.1 0.7 0.1 0.2 0.0 -$505
MCCLELLAND DRAKE 5.7 1.9 6.3 1.8 0.7 -0.1 -$511
Lynnwood Prospect 1.4 0.4 1.4 0.4 0.0 0.0 -$622
Arctic Fox Horsetooth 1.8 0.4 1.5 0.4 -0.3 0.0 -$855
Loomis Magnolia 1.0 0.2 1.2 0.1 0.2 0.0 -$1,111
College Saturn 2.9 0.7 2.6 0.7 -0.3 0.0 -$1,155
Timberline Fossil Creek 1.6 0.4 1.5 0.4 -0.1 0.0 -$1,483
REMINGTON PITKIN 1.4 0.3 1.2 0.3 -0.2 0.0 -$1,507
Brookwood (west int.) Drake 0.9 0.3 0.9 0.2 0.0 0.0 -$1,829
Kingsley Horsetooth 1.1 0.2 1.2 0.2 0.1 0.0 -$2,345
Cook Mulberry 1.1 0.3 1.0 0.3 0.0 0.0 -$2,560
12th Lincoln 1.7 0.3 1.8 0.3 0.2 -0.1 -$2,597
Shields Richmond 3.0 0.7 3.4 0.6 0.5 -0.1 -$2,945
Cowan Mulberry 2.6 0.6 3.0 0.5 0.6 -0.1 -$3,011
TIMBERLINE RD CARPENTER 4.4 0.9 4.8 0.7 0.5 -0.1 -$3,111
Sherwood Laurel 2.3 0.5 2.3 0.5 0.1 0.0 -$3,169
Linden Willow 2.0 0.4 2.1 0.3 0.1 -0.1 -$3,191
Raintree Drake 2.7 0.6 2.9 0.6 0.2 -0.1 -$3,238
Shields Birch 1.0 0.3 1.2 0.2 0.2 -0.1 -$3,264
Loomis Mountain 1.3 0.2 1.3 0.2 0.0 0.0 -$3,343
Overland CR 42 C 1.6 0.3 1.6 0.3 0.0 -0.1 -$3,705
Peterson Mulberry 2.5 0.6 2.8 0.5 0.4 -0.1 -$3,934
Mathews Mulberry 2.4 0.5 2.6 0.5 0.3 -0.1 -$4,015
Wood Cherry 1.7 0.3 1.6 0.3 -0.1 0.0 -$4,033
College Triangle 3.1 0.7 2.3 0.7 -0.8 0.0 -$4,056
Lemay Mansfield 1.8 0.4 1.7 0.3 0.0 -0.1 -$4,149
Sharp Point Prospect 1.7 0.4 1.6 0.4 -0.1 -0.1 -$4,471
College Bristlecone 2.1 0.5 2.3 0.4 0.3 -0.1 -$4,640
Shields Cherry 1.3 0.3 1.4 0.2 0.1 -0.1 -$4,793
Remington Stuart 1.7 0.3 1.5 0.3 -0.2 0.0 -$4,925
MASON ST HARMONY RD 13.1 2.8 12.9 2.7 -0.1 -0.1 -$5,015
Hanover Drake 1.5 0.4 1.3 0.3 -0.1 -0.1 -$5,095
Larkbunting Harmony 3.9 0.9 3.6 0.9 -0.3 0.0 -$5,157
36
STREET1 STREET2
Model
Predicted
Crashes/Year
Model
Predicted FI
Crashes/Year*
Adjusted
Actual
Crashes/Year
Adjusted
Actual FI
Crashes/Year*
Excess PDO
Crashes/Year**
Excess FI
Crashes/Year*
Excess
Crash
Costs/Year
Academy Prospect 3.1 0.7 2.6 0.7 -0.4 0.0 -$6,545
Shields James 1.7 0.5 1.5 0.4 -0.1 -0.1 -$7,049
Hampshire Drake 2.0 0.5 1.6 0.4 -0.3 -0.1 -$7,641
MANHATTAN HORSETOOTH RD 10.6 2.3 9.3 2.4 -1.3 0.1 -$7,732
Taft Hill Bronson 2.3 0.5 2.1 0.4 -0.2 -0.1 -$8,540
Ponderosa Elizabeth 2.6 0.6 2.4 0.5 -0.1 -0.1 -$8,577
Emigh Prospect 1.5 0.4 1.4 0.3 0.0 -0.1 -$8,951
COLLEGE AV CONIFER 5.5 1.8 5.6 1.6 0.2 -0.2 -$9,086
Sagebrush Drake 1.9 0.5 1.5 0.4 -0.3 -0.1 -$9,286
Lemay Stoney Hill 2.0 0.5 1.7 0.4 -0.2 -0.1 -$9,328
Edora (west int.) Prospect 2.3 0.6 2.2 0.5 0.0 -0.1 -$9,453
Washington Mulberry 3.9 0.9 2.9 0.9 -0.9 0.0 -$9,833
MCCLELLAND SWALLOW 2.2 0.5 1.3 0.4 -0.9 0.0 -$10,624
OVERLAND TRAIL PROSPECT 3.4 0.7 2.6 0.6 -0.7 -0.1 -$10,663
Riverside Magnolia 2.8 0.6 2.2 0.5 -0.5 -0.1 -$10,677
Bryan Mulberry 1.9 0.4 1.6 0.3 -0.1 -0.1 -$11,063
Hinsdale Harmony 2.6 0.6 2.3 0.4 -0.1 -0.1 -$11,170
College Thunderbird 4.2 1.1 4.0 0.9 0.0 -0.1 -$11,524
Mason Troutman 3.3 0.7 2.3 0.7 -0.9 0.0 -$11,593
Shields Spring Creek 2.2 0.6 1.7 0.4 -0.4 -0.1 -$12,130
Stover Mulberry 2.9 0.7 2.5 0.5 -0.2 -0.1 -$12,444
Timberline Angelo/Timber Creek 2.5 0.6 1.9 0.5 -0.5 -0.1 -$12,522
Taft Hill Springfield (north int.) 1.9 0.5 1.7 0.4 -0.1 -0.2 -$12,604
Wheaton Harmony 3.7 1.0 3.7 0.8 0.2 -0.2 -$12,853
HOWES LAUREL 8.5 1.9 8.6 1.7 0.3 -0.2 -$12,973
Timberline Bighorn 3.1 0.8 2.9 0.6 0.0 -0.2 -$13,178
Shields Oak 2.5 0.5 1.7 0.4 -0.7 -0.1 -$13,678
Mathews Prospect 3.7 0.8 2.7 0.8 -0.9 -0.1 -$13,687
CONSTITUTION DRAKE 3.4 1.2 3.1 1.0 -0.1 -0.2 -$13,779
STOVER SWALLOW 3.1 0.6 1.9 0.6 -1.2 0.0 -$14,105
COLLEGE AV SWALLOW 19.0 4.2 19.4 3.9 0.7 -0.3 -$14,168
JFK TROUTMAN 3.3 0.7 2.0 0.6 -1.2 -0.1 -$14,561
COLLEGE AV BOARDWALK 18.7 4.2 17.9 4.0 -0.7 -0.1 -$14,958
Whitcomb Laurel 2.1 0.5 1.5 0.3 -0.4 -0.2 -$15,081
LEMAY OAKRIDGE 5.6 1.2 3.9 1.2 -1.7 0.0 -$15,348
Stanford Drake 3.8 0.9 2.7 0.8 -1.0 -0.1 -$15,396
College Parker 1.9 0.6 1.6 0.4 -0.2 -0.2 -$15,580
Mason Laurel 3.2 0.7 3.0 0.5 0.0 -0.2 -$16,301
TAFT HILL RD HARMONY RD 6.2 1.3 5.1 1.2 -1.0 -0.1 -$16,900
37
STREET1 STREET2
Model
Predicted
Crashes/Year
Model
Predicted FI
Crashes/Year*
Adjusted
Actual
Crashes/Year
Adjusted
Actual FI
Crashes/Year*
Excess PDO
Crashes/Year**
Excess FI
Crashes/Year*
Excess
Crash
Costs/Year
Heatheridge Prospect 2.4 0.5 1.6 0.4 -0.6 -0.2 -$18,697
Taft Hill Orchard/Glenmoor 3.7 0.8 2.6 0.7 -0.9 -0.1 -$18,819
COLLEGE AV MAGNOLIA 9.6 2.1 7.8 2.1 -1.7 0.0 -$18,966
Taft Hill Clearview 4.4 1.0 3.3 0.9 -0.9 -0.1 -$19,070
SHIELDS CASA GRANDE 5.7 1.9 5.8 1.6 0.4 -0.3 -$20,184
College Lake 4.8 1.2 4.8 0.9 0.3 -0.3 -$20,551
COLLEGE AV VINE 5.2 1.7 4.5 1.5 -0.6 -0.2 -$21,898
YORKSHIRE DRAKE 3.7 0.7 2.0 0.6 -1.6 -0.1 -$23,334
Timberline Danfield/Lambkin 3.4 0.8 2.4 0.6 -0.9 -0.2 -$23,366
Whedbee Prospect 4.9 1.1 3.7 1.0 -1.0 -0.2 -$23,513
9th (Lemay) Buckingham 4.6 1.1 3.0 0.9 -1.4 -0.2 -$25,107
SHIELDS ST PLUM 14.9 3.3 14.7 2.9 0.2 -0.4 -$25,305
REMINGTON PROSPECT 8.5 1.8 7.5 1.6 -0.8 -0.2 -$25,337
LEMAY FOSSIL CREEK 4.7 1.0 2.7 0.8 -1.8 -0.1 -$26,676
TAFT HILL RD MULBERRY ST 7.3 1.5 6.1 1.3 -0.9 -0.3 -$26,758
Whitcomb/Canyon Mulberry 4.8 1.1 3.9 0.9 -0.7 -0.3 -$26,954
RIVERSIDE AV PROSPECT RD 10.2 2.1 10.1 1.7 0.3 -0.4 -$27,447
SHIELDS LAUREL 6.9 2.2 8.1 1.6 1.8 -0.6 -$27,603
STANFORD HORSETOOTH RD 9.8 2.1 6.7 2.1 -3.1 0.0 -$27,777
Shields Westward 2.8 0.7 1.5 0.4 -1.0 -0.3 -$28,801
Innovation Harmony 3.5 0.9 2.1 0.6 -1.1 -0.3 -$29,555
STOVER DRAKE 8.6 1.8 5.9 1.7 -2.5 -0.1 -$33,576
MELDRUM MULBERRY ST 6.6 1.5 3.4 1.4 -3.1 -0.1 -$34,491
Shields Pitkin 4.7 1.0 2.6 0.7 -1.9 -0.2 -$35,561
STOVER HORSETOOTH 4.8 1.7 3.5 1.3 -0.9 -0.4 -$36,327
WORTHINGTON DRAKE 7.6 1.6 5.5 1.4 -1.9 -0.3 -$36,866
Lemay Pitkin n or s? 3.7 0.9 2.2 0.5 -1.1 -0.4 -$37,508
College Myrtle 6.2 1.5 5.6 1.0 -0.2 -0.5 -$37,597
COLLEGE AV MAPLE/JEFFERSON 8.8 1.9 6.3 1.7 -2.2 -0.3 -$38,928
LEMAY BOARDWALK 6.1 1.3 2.8 1.1 -3.1 -0.2 -$40,946
COLLEGE AV LAPORTE 8.3 2.0 6.9 1.6 -1.0 -0.4 -$42,146
TIMBERLINE RD NANCY GRAY 6.2 1.4 3.3 1.1 -2.7 -0.2 -$42,394
CONSTITUTION ELIZABETH ST 5.8 1.2 2.6 1.0 -3.0 -0.2 -$43,875
SHIELDS ST RAINTREE 13.3 2.9 9.0 2.8 -4.2 -0.1 -$44,729
SHIELDS LAKE 6.5 2.2 5.1 1.7 -0.9 -0.5 -$46,618
COLLEGE AV ELIZABETH 7.3 2.5 6.4 1.9 -0.3 -0.6 -$46,619
TIMBERLINE RD BATTLE CREEK 5.9 1.2 3.0 0.9 -2.7 -0.3 -$46,999
TAFT HILL RD VALLEY FORGE 7.1 1.5 3.1 1.3 -3.8 -0.2 -$48,954
LEMAY SWALLOW 4.9 1.7 3.2 1.1 -1.2 -0.5 -$49,439
38
STREET1 STREET2
Model
Predicted
Crashes/Year
Model
Predicted FI
Crashes/Year*
Adjusted
Actual
Crashes/Year
Adjusted
Actual FI
Crashes/Year*
Excess PDO
Crashes/Year**
Excess FI
Crashes/Year*
Excess
Crash
Costs/Year
WHEDBEE MULBERRY ST 8.1 1.7 4.9 1.3 -2.8 -0.4 -$54,917
LADY MOON HARMONY RD 9.9 2.2 6.8 1.7 -2.6 -0.4 -$55,420
Mason Cherry 5.5 1.3 2.7 0.9 -2.4 -0.5 -$56,115
LEMAY ELIZABETH ST 10.7 2.3 5.5 2.2 -5.0 -0.2 -$56,217
LINDEN JEFFERSON 6.6 1.5 3.0 1.1 -3.3 -0.4 -$56,720
JFK HORSETOOTH RD 12.2 2.6 10.5 2.0 -1.1 -0.6 -$57,024
Timberline Milestone 5.1 1.1 1.8 0.7 -2.9 -0.4 -$57,173
LEMAY STUART 10.7 2.3 7.1 1.9 -3.2 -0.4 -$57,309
JFK HARMONY RD 13.5 2.9 10.0 2.4 -3.0 -0.5 -$64,084
LEMAY PENNOCK 9.4 2.0 5.5 1.6 -3.6 -0.4 -$64,294
SHIELDS ST ROLLAND MOORE 7.3 1.6 3.1 1.2 -3.7 -0.4 -$65,881
PROSPECT PKWY PROSPECT 7.7 1.6 3.4 1.2 -3.9 -0.4 -$66,861
LOOMIS LAUREL 10.2 2.2 5.7 1.7 -4.0 -0.4 -$69,456
LEMAY DOCTORS LN 9.7 2.1 5.0 1.6 -4.2 -0.5 -$72,776
CENTRE PROSPECT 10.3 2.3 6.1 1.8 -3.7 -0.5 -$73,095
TRADITION HORSETOOTH RD 8.0 1.7 3.2 1.2 -4.2 -0.5 -$73,097
LOOMIS MULBERRY ST 8.5 1.8 3.5 1.3 -4.4 -0.5 -$77,806
SHIELDS ST ROCKY MOUNTAIN 8.7 1.9 4.1 1.3 -4.0 -0.6 -$80,338
COLLEGE AV OLIVE 11.0 2.5 6.6 1.8 -3.6 -0.7 -$84,751
COLLEGE AV SKYWAY 11.3 2.4 6.4 1.7 -4.2 -0.7 -$88,987
TIMBERLINE RD VERMONT 13.2 2.9 7.3 2.2 -5.2 -0.7 -$99,737
LEMAY ROBERTSON 9.2 2.0 3.3 1.3 -5.1 -0.7 -$102,110
COLLEGE AV HARVARD 14.0 3.1 8.4 2.2 -4.7 -0.9 -$108,309
ZIEGLER COUNCIL TREE 10.4 2.3 3.5 1.4 -6.1 -0.8 -$118,425
COLLEGE AV COLUMBIA 17.3 3.8 10.5 2.9 -5.9 -0.9 -$121,387
COLLEGE AV PITKIN 14.3 3.2 7.1 2.3 -6.3 -0.9 -$122,171
TIMBERLINE RD CUSTER 12.9 2.8 7.4 1.7 -4.3 -1.1 -$123,437
COLLEGE AV SPRING PARK 13.9 3.1 6.9 2.0 -5.9 -1.1 -$138,145
COLLEGE AV RUTGERS 16.3 3.6 8.8 2.5 -6.3 -1.2 -$145,113
COLLEGE AV BOCKMAN 18.4 4.1 7.9 2.7 -9.1 -1.4 -$187,247
COLLEGE AV STUART 18.8 4.2 4.9 2.0 -11.8 -2.2 -$266,902
* FI = Fatal/Injury Crashes
** PDO = Property Damage Only Crashes
39
1
American Association of State Highway and Transportation Officials,
Highway Safety Manual, 1
st
Edition, Volume 1, Page 4-84.
2
Blincoe, L.J., et al, The Economic Cost of Motor Vehicle Crashes, 2000,
May 2002. Washington, DC: U.S. Department of Transportation, National
Highway Traffic Safety Administration, DOT HS 809 446. Online at
http://citeseerx.ist.psu.edu/viewdoc/summary?doi=10.1.1.131.9418
E DRAKE RD
S TAFT HILL RD
W HARMONY RD
W MULBERRY ST
W DRAKE RD
S TIMBERLINE RD
W PROSPECT RD
W HORSETOOTH RD
S COLLEGE AVE
S SHIELDS ST
S TIMBERLINE RD
Beattie Elementary
I
E DR
W MULBERRY ST
W DRAKE RD
N COLLEGE AVE
N LEM
W PROSPECT RD
W HORSETOOTH RD
W VINE DR
N SHIELDS ST
S OVERLAND TRL
S SHIELDS ST
Bennett Elementary
I
N OVERLAND TRL
W MULBERRY ST
W DRAKE RD
W COUNTY ROAD 54G
W PROSPECT RD
W VINE DR
N SHIELDS ST
OVERLAND TRL
Irish Elementary
I
N OVERLAND TR
W MULBERRY ST
W DRAKE RD
W COUNTY ROAD 54G
N COLLEGE AVE
N LEMAY AVE
W PROSPECT RD
W VINE DR
GREGORY RD
N SHIELDS ST
S OVERLAND TRL
RICHARDS LAKE RD
Putnam Elementary
I
E DRAKE RD
ZIEGLER RD
MONY RD
W MULBERRY ST
E VINE DR
RAKE RD
S TIMBERLINE RD
N COLLEGE AVE
N LEM
N TIMBERLINE RD
E HARMONY RD
E MULBERRY ST
E HORSETO
N SHIELDS ST
EGE AVE
S SHIELDS ST
S TIMBERLINE RD
Riffenburgh Elementary
I
E DRAKE RD
ZIEGLER RD
KECHTER RD
W MULBERRY ST
S TIMBERLINE RD
E HARMONY RD
E MULBERRY ST
E HORSET
S COLLEGE AVE
S TIMBERLINE RD
Shepardson Elementary
I
E DRAKE RD
S COLLEGE AVE
W HARMONY RD
KECHTER RD
W DRAKE RD
S LEMAY AVE
E TRILBY RD
TOOTH RD
CARPENTER RD
S COLLEGE AVE
S SHIELDS ST
S TIMBERLINE RD
Werner Elementary
I
E COUNTY
ZIEGLER RD
KECHTER RD
RILBY RD
E HARMONY RD
E COUNTY ROAD 32
S COUNTY ROAD 7
E HORSETOOTH RD
PENTER RD
HIGHWAY 392
S TIMBERLINE RD
Zach Elementary
I
Page 1 of 3
ADF-R - LOCAL SCHOOL WELLNESS
The following recommendations support the Board of Education Local School Wellness
Policy Goals:
1. The goal of providing a comprehensive learning environment for developing and
practicing lifelong wellness behaviors shall be accomplished by:
a. The continued implementation of district content standard for health and
nutrition education that teaches students about the effects of nutrition and
physical activity on their health.
b. The provision of age-appropriate and culturally sensitive instruction to
students that teaches them lifelong healthy eating habits and a healthy level
of physical activity.
c. The availability of nutrition education in the school cafeteria as well as the
classroom, with coordination between the district's Food Service staff and
school staff.
d. The utilization of available resources to integrate nutrition education,
physical activity and health into educational activities.
2. The goal of supporting and promoting proper dietary habits contributing to
student's health status and academic performance shall be accomplished when:
a. Students shall have access to healthful food choices in appropriate portion
sizes throughout the school day, including healthful meals in the school
cafeteria with an adequate time to eat, healthful items in vending machines,
and healthful items in school stores.
b. Current District vending guidelines, the competitive foods rule, and
regulations relating to foods of Minimal Nutritional Values shall be used as
the minimum for nutrition standards.
i. Foods and beverages available during the school day (school meals,
ala carte, school stores, parties, snacks, vending, celebrations, treats,
etc.) should minimize use of trans and saturated fat, sodium and sugar
as defined by the Dietary Guidelines for Americans.
ii. The Food Guide Pyramid should be used as a model of healthy
eating.
Page 2 of 3
c. Schools shall not offer carbonated beverages to elementary school students
during the school day.
d. Schools shall encourage healthy food choice options in appropriate portion
sizes be made available to students at school functions (parties,
celebrations, festivals, sporting events, etc.) Resource guidelines shall be
made available to schools.
e. Students shall have access to fresh fruits and vegetables at school.
f. Schools shall encourage using non-food rewards for students. Resources
for non-food reward ideas shall be made available to schools.
g. Schools shall discourage the use of unhealthy food as a fund-raiser. Events
promoting physical activity should be included as fund-raising efforts.
h. The school district shall work to provide accessible and easily understood
information to students and their parent/guardian concerning the nutritional
content of foods and beverages available to students, as well as the
nutritional content of competitive foods sold or available on school district
property.
i. Students shall have access to a school facility with a sufficient number of
functioning water fountains in accordance with local building codes, or other
means to provide students with sufficient water.
j. Elementary schools should consider scheduling recess before lunch.
k. Schools should provide students access to hand washing prior to
food/beverage consumption.
3. The goal of providing students more opportunities to engage in physical activity
shall be accomplished by:
a. Schools are expected to follow Board policy recommendations for physical
education instruction.
b. A full time physical education teacher will hold an endorsement in Physical
Education and that endorsement will be required for future full-time hires.
c. All students should have access to age-appropriate physical activity where
moderate to vigorous activity is encouraged and extended periods of
inactivity are discouraged.
i. Schools should provide increased opportunities for physical activity
during the school day through daily recess periods, elective physical
Page 3 of 3
education classes, walking programs, and the integration of physical
activity into the academic curriculum.
ii. Schools should consider providing opportunities for physical activity
through a range of after-school programs including intramurals,
interscholastic athletics, and physical activity clubs.
iii. Schools should consider providing health-promotion activities and
incentives for students, parents and staff that encourage regular
physical activity such as speakers, recreational demonstrations, and
walking clubs.
d. Students shall be encouraged to participate in moderate to vigorous activity
during recess.
e. Schools should consider the impact of withholding physical activity before
administering student discipline.
f. Schools shall comply with developmentally appropriate district
recommended health and fitness assessments.
4. In support of implementation of the wellness policy, the district will create a
Physical Fitness and Nutrition Advisory Council. The council shall serve as a
resource to the schools, develop a plan of implementation of the wellness policy
for the schools, and review and report the effectiveness of the implementation
plan to the Assistant Superintendents. The council should be made up of public
health professionals, teachers, administrators, parents, students, community
members and school representatives.
CROSS REF:
IHA, Basic Instructional Program
EFEA, Nutritious Choices in School Vending Machines
EFEA–R, Nutritious Choices in School Vending Machines
LEGAL REF:
Section 204 of Public Law
C.R.S. 22-32-136
Approved: May 8, 2006
Bicycle and Pedestrian Education Coalition
Member Organizations
Bike Fort Collins
Boys & Girls Clubs of Larimer County
Coalition for Activity and Nutrition to Defeat Obesity
City of Fort Collins (Police Department, Transportation Planning, FC Bikes, Safe Routes to School)
City of Loveland (Safe Routes to School)
Colorado Injury Control Research Center (Colorado State University)
Colorado State University (Police Department, Campus Bicycle Advisory Committee)
Fort Collins Bicycle Co-op
Fort Collins Cycling Club
Healthier Communities Coalition of Larimer County
Larimer County Search & Rescue’s Mountain Bike Response
Loveland Pedal Club
Overland Mountain Bike Club
Poudre School District
PVHS (Ambulance Service, EMT Reserves)
Safe Kids Larimer County
Thompson School District
1
Bike Fort Collins
Fort Collins Safe Routes to School Service Agreement
2011-12 Colorado Department of Transportation
Non-Infrastructure Grant
1. Bike Fort Collins will conduct pedestrian and bicycle education classes as part of
the Fort Collins Safe Routes to School program.
A. Bike Fort Collins will conduct the classes at the following elementary schools:
Beattie, Kruse, Lopez, Shepardson.
B. Bike Fort Collins is responsible for scheduling classes directly with the school
principal or designated representative. The City must be copied on all
communication with a school. All programming must be completed by Bike Fort
Collins by December 31, 2012.
C. Bike Fort Collins is responsible for registering all instructors and/or volunteers
with the Poudre School District Partnership Center prior to teaching any classes in
compliance with PSD regulations. Bike Fort Collins will provide the City a list of
registered individuals at least one week in advance of any scheduled classes.
D. Bike Fort Collins will utilize the Bicycle Colorado Safe Routes to School
education curriculum. The program, at a minimum, will include:
a. Proper bicycle helmet fitting
b. Bicycle and pedestrians laws, rights, and responsibilities
c. A-B-C bicycle quick check
d. Practical pedestrian practice and on-bike bike safety course
E. Bike Fort Collins is responsible for providing all classroom and bike safety course
materials. Classroom and bike safety course materials include presentation
boards, bicycle helmets, hazard cones, handouts, give-aways, etc. (The Fort
Collins Bike Library’s fleet of kids’ bikes can be used for these trainings.)
2. The City is responsible for developing and distributing a post-program evaluation
after completing pedestrian and bicycle education classes at a school. The evaluation
will be given to school staff responsible for coordinating the classes with Bike Fort
Collins. The evaluation forms will be directly returned to the City by school staff.
Evaluation results will be shared with Bike Fort Collins by the City within 30 days of
receipt.
2
3. The City of Fort Collins will compensate Bike Fort Collins in an amount not to
exceed $16,800.00 for work performed during the 2011-12 school year, or no
later than June 31, 2013, as necessary to complete the scope of work. Payments
to Bike Fort Collins will be made after the work outlined in the scope of work is
performed and the invoice approved by the City. The invoice shall meet the
following two criteria:
A. Fulfills Colorado Department of Transportation invoicing requirements for the
federal Safe Routes to School program.
B. Consistent with the grant scope of work and City of Fort Collins service
agreement.
PVHS EMT Reserves
Fort Collins Safe Routes to School Service Agreement
2011-12 Colorado Department of Transportation
Non-Infrastructure Grant
The PVHS EMT Reserves will provide the Safe Routes to School program in two
Poudre School District schools
A. The PVHS EMT Reserves will coordinate the P.E. classroom and bike rodeo
education at Riffenburg and Zach Elementary Schools.
B. The PVHS EMT Reserves will utilize curriculum that incorporates the League of
American Bicyclists’ Youth Skills 123 concepts. The program will include
classroom instruction for K-5 graders, a bike rodeo for 2-5 graders and hands-on
safe pedestrian lessons for K-1 graders.
C. The City will provide parent and teacher letters introducing the Safe Route to
School Program to the Riffenburg and Zach school communities, parent surveys,
and student tally sheets to be completed by teachers. The City also will provide
and transport its bike fleet to Riffenburg and Zach Elementary schools when they
are needed for the bike rodeos.
The City of Fort Collins will compensate the PVHS EMT Reserves in an amount not
to exceed $8,400.00 for work performed during the 2011-12 school year.
Payments to the PVHS EMT Reserves will be made after the work outlined in the
scope of work is performed and the invoice approved by the City. The invoice shall
meet the following two criteria:
A. Fulfills Colorado Department of Transportation invoicing requirements for the
federal Safe Routes to School program
B. Consistent with the grant scope of work and the City of Fort Collins service
agreement.
Bike Fort Collins, P.O. Box 1632, Fort Collins, CO 80522-1632 www.bikefortcollins.org
December 5, 2012
Nancy Nichols
Safe Routes to School Coordinator
City of Fort Collins
PO Box 580
Fort Collins, CO 80522
Hello Nancy,
I would like to write in support of the City of Fort Collins Safe Routes to School Non-
infrastructure Grant application.
Bike Fort Collins (BFC) has been a collaborator with the City of Fort Collins in promoting
bicycle safety for several years. BFC is a Fort Collins 501(c)(3) non-profit advocacy
organization that is committed to promoting and developing programs that increase safe and
enjoyable bicycle riding in Fort Collins, Colorado.
BFC embraces a broad range of bicycle-related activities centered on sharing the benefits of a
strong and safe cycling community. Such activities include: operation of the Community Cycling
School, providing our community with the skills and knowledge needed to integrate cycling into
everyday practices; operation of the Fort Collins Bike Library bike-sharing program; providing
support and partnering with the city of Fort Collins in the local K-8 Safe Routes to School
(SRTS) program; special-event displays; and the development of a “museum without walls” for
restored antique bicycles that are then placed on display in merchant shops around the city.
BFC believes that the bicycle is a sensible mode of transportation for pleasure rides with the
family or short trips to school. Through advocacy and education, we hope to get more people
safely riding bikes. Partnering with SRTS and offering safe walking and bicycling education in
the classroom is significant to fulfilling our mission. In the past, BFC has provided SRTS
educators who teach during PE classes at local schools, and we would like to continue serving
in this role with the City’s SRTS program.
In the future, we would like to increase our effect on the community by helping with the Train-
the-Trainers program, promoting the Walking School Bus and Bike Trains at more local
elementary schools, and providing Family Bike Rodeos at schools, youth organizations, and
community events. We have many trained volunteers in our organization that are able to staff
these activities.
We feel our City had been a champion for pedestrians and safe cycling, and we plan to
continue to support the City’s efforts to make Fort Collins a safe and enjoyable place to both
walk and ride a bike.
Sincerely,
Jeff Morrell
President
Bike Fort Collins
POUDRE VALLEY HEALTH SYSTEM FOUNDATION
1024 South Lemay Avenue • Fort Collins, Colorado 80524 • Phone: (970) 495-7503 • (970) 495-7617
December 3, 2012
Grant Reviewers
Safe Routes to School
Colorado Department of Transportation
4201 E. Arkansas Ave., Shumate Building
Denver, Colorado 80222
To Whom It May Concern:
This letter serves as a statement of the Healthier Communities Coalition of Larimer County’s (HCC) support for
the Safe Routes to School Program in Fort Collins and the Poudre School District.
HCC coordinates the Bicycle and Pedestrian Education Coalition (BPEC) to help increase knowledge about
bicycle and pedestrian safety throughout our county. The City of Fort Collins and the Poudre School District are
both participating BPEC members and partners in this effort. Their membership allows them to enhance the Fort
Collins Safe Routes to School Program with shared information, ideas and resources.
HCC is especially excited about the activities planned for the coming year for which the City is asking you to
help support, including Walking School Buses and Bike Trains at Fort Collins Schools; Training of Trainers;
Family Bike Rodeos; Safe Routes to School Resource Notebooks and Technical Assistance for Schools; and
Safe Routes to School Bicycle Fleet Maintenance & Transportation. All of these components are right in line
with what our local program needs now and will continue to help it become sustainable.
Thank you very much for considering the City’s application.
Sincerely,
Kim Sharpe, Coordinator
Healthier Communities Coalition of Larimer County
Coalition Members
American Red Cross
Auto Collision Specialists
Bright Beginnings
Berthoud Fire Protection District
City of Fort Collins Smart Trips
City of Fort Collins
Transportation Planning
City of Loveland, Transportation
Colorado State Patrol
CSU-Colorado Injury Control
Research Center
CSU Police Services
Early Head Start
Estes Park Fire Department
Estes Park Medical Center
The Family Center/La Familia
FedEx Express
Fort Collins Parents of Multiples
Fort Collins Police
Fort Collins Youth Clinic
Healthy Kids Club
Larimer County Department of
Health and Environment
Larimer County Search and
Rescue
Larimer County Sheriff’s Office
Loveland Community Health
Center
Loveland Fire and Rescue
Loveland Golden K Kiwanis
Loveland Police Department
McKee Medical Center
Platte River power Authority
Poudre Fire Authority
Poudre Golden K Kiwanis
Poudre School District
Poudre Valley Health System
Safe Kids Colorado
Safe Kids Denver Metro
State Farm Insurance
Thompson School District
Thompson Valley EMS Academy
Thompson Valley Services
Health District
Windsor-Severance Fire
Protection District
November 29, 2012
Nancy Nichols
Safe Routes to School Coordinator
Transportation Planning
City of Fort Collins
281 N. College Ave.
PO Box 580
Fort Collins, CO 80522-0580
Dear Nancy,
Safe Kids Larimer County, led by the University of Colorado Health, is a
community coalition made up of 36 members from public safety organizations,
businesses, non-profit agencies and concerned individuals that work to reduce
accidental childhood injury. We fully support your efforts to promote
1 of 1
Last revised 07.25.12
Volunteer Job Description
Title: Safe Routes to School Team Captain
Need: The City of Fort Collins Safe Routes to School program has a goal of getting at least 50% of local
schoolchildren walking or biking to school on a regular basis -- for their health and academic
achievement as well as for reducing air pollution around schools (from parents dropping off and picking
up their kids) and for reducing traffic congestion in our community. Volunteer Team Captains are needed
to coordinate and manage adult volunteers (primarily parents) who accompany groups of kids walking
to/from local elementary schools.
Deliverables: Volunteers will lead groups of schoolchildren safely to/from school.
Outcome: The numbers of schoolchildren participating at each school will increase over the course of the
volunteer’s service period.
Key Responsibilities & Work Environment: Volunteer will be assigned to a particular walking school
bus for a particular school. With assistance from the school and/or the City of Fort Collins Safe Routes to
School coordinator, the volunteer will keep track of which parents/volunteers are helping on which days
that the walking school bus is occurring. The volunteer will also sign in students participating in the
walking school bus and sign out students when they arrive safely at their destination each day.
Qualifications: Volunteer must be able to walk at least one mile (in any weather) to/from walking school
bus start and finish each day. Volunteer must have good interpersonal and organizational skills. Volunteer
must register with Poudre School District or Thompson School District volunteer center (depending on
which school volunteer is assigned to).
Training and Support: The City of Fort Collins Safe Routes to School program, in conjunction with
Poudre School District, will provide training for Walking School Bus team captains. The training will
take four hours and will be held at the City’s Transportation Planning office (281 N. College). In addition,
the SRTS coordinator will be available as needed to assist the volunteer personally or to find additional
volunteers to assist them as the size of the walking school bus grows over time. A ratio of one adult per
four to six schoolchildren will need to be maintained for safety.
Time Commitment: The volunteer will need to spend about one hour in the morning and another hour in
the afternoon to coordinate and participate in the walking school bus, taking the children from the
designated pick-up location to school each morning and taking them from school back to the designated
drop-off location each afternoon. The walking school bus will typically operate one or two days each
week, so the volunteer can expect to spend two to four hours on this assignment each week.
Dec. 4, 2012
Safe Routes to School Program
Colorado Department of Transporation
To Whom It May Concern:
All of the activities that the Safe Routes to School program supports in Fort Collins are
extremely valuable. I have had the good fortune to be at the receiving end of some of their
programs. My PE classes and wellness activities have been greatly improved due directly to their
help.
SRTS trainers came to Beattie Elementary school last spring and taught bicycle and pedestrian
safety. It was a fantastic two-day program for every PE class that 100% of the students here
enjoyed. The instructors were well prepared, articulate, and thorough. They brought all materials
and equipment for the participants – including a mechanic and all the bikes and helmets. The
instructors ended the training with a terrific bike rodeo where everyone rode safely and had fun
on the bikes!
We participated in International Walk to School Day and National Bike to School Day, and the
Safe Routes to School staff again supported my efforts with volunteers, prizes, and incentives for
all participants and their parents.
I already have a committee from this dedicated group to expand my “walk and wheel” school
program. We plan to work together to create walking school buses, which I know will be fun,
healthy, and provide an extra level of safety for all students.
I really believe that the good work being done by the Safe Routes to School program is valuable
in the community and in the schools. I hope that you can support their efforts.
Thank you,
Michelle Mueller
PE Teacher
Beattie Elementary
(970) 488-4245
December 5, 2012
Nancy Nichols
SRTS Coordinator
City of Fort Collins
281 N. College
Fort Collins, CO 80522-0580
Dear Ms. Nichols:
It is with great enthusiasm and trust in the City of Fort Collins that I offer this letter of support
for the City’s 2013-2014 SRTS non-infrastructure grant application.
As the parent champion of the Bike & Walk to School Program at Laurel Elementary School in
Fort Collins, I have enjoyed a mutually supportive, productive and beneficial partnership with
the City’s Safe Routes to School program. The program is invaluable to me as I work to
develop a comprehensive encouragement and education program at Laurel, as well as other
PSD schools.
For the past year, the City and I have been collaborating on an outreach effort to PSD schools
about SRTS and the basics of developing encouragement campaigns and bike and walk to school
programs. These presentations are inspiring schools to launch their own BW2S programs and
to commit to hosting bike and ped safety education in their physical education classes. In the
2013-2014 school year, we expect to see this outreach grow and to transition into more
individualized technical assistance as schools begin to develop more comprehensive
SRTS/BW2S programs. Along with this consulting service, we would like to provide a resource
notebook that would allow schools to create a turnkey program with the least amount of effort.
I believe this toolkit will be key in making the development of a BW2S program feel feasible to
busy school staff and parents.
As a safe cycling instructor, I have seen the benefits in schools and the community from the
delivery of SRTS educational programming and from the Family Bike Rodeos. I have shared the
joy of teaching several hundreds of kids and parents about safe cycling. The maintenance of the
City’s bike fleet has been invaluable in the delivery of these services. At many of our schools –
especially those with high free/reduced lunch rates like Laurel – there are many kids that do not
have access to a bicycle that fits or works properly.
The City and I also share a vision for the development of a network of formalized, chaperoned
bike trains and walking school buses throughout Fort Collins. We also share the conviction that
such a program will be central to growing the impact and awareness of SRTS and to taking our
educational and encouragement efforts to the next level.
Finally, I believe that for Fort Collins to reach the platinum status it desires, we must have a
platinum-level SRTS program. With the City’s commitment, your leadership, grants from
CDOT, the aforementioned programs, and the excellent collaboration among the organizations
involved in the Bicycle & Pedestrian Education Coalition, Fort Collins will sustain and grow a
stellar SRTS program.
Sincerely,
Bevin Barber-Campbell
Bevin Barber-Campbell
Parent Champion, Bike & Walk to School Program
Laurel Elementary School of Arts & Technology
bevinbcampbell@gmail.com; (970) 482-3080
ORDINANCE NO. 112, 2013
OF THE COUNCIL OF THE CITY OF FORT COLLINS
APPROPRIATING UNANTICIPATED GRANT REVENUE INTO THE TRANSPORTATION
SERVICES FUND FOR THE SAFE ROUTES TO SCHOOL PROGRAM AND
TRANSFERRING APPROPRIATIONS IN THE KEEP FORT COLLINS GREAT FUND
FROM THE OPERATING BUDGET TO THE GRANT PROJECT
WHEREAS, the Safe Routes to School Program established by the Colorado Department of
Transportation (“CDOT”) is designed to promote the safety of students traveling to and from school
and to encourage more students to choose walking or bicycling to and from school; and
WHEREAS, the City’s FC Moves Division has received a Safe Routes to School Program
(the “Program”) grant in the amount of $22,700 from CDOT for State fiscal year 2013 - 2014; and
WHEREAS, the grant funds will be used to continue and expand the “Train the Trainer”
program, establish new Walking School Buses and Bike Trains, develop Safe Routes to School
Resource Notebooks and Technical Assistance for Schools, expand the Family Bike Rodeo program,
and maintain and transport the Safe Routes to School bike fleet; and
WHEREAS, there is a 20 percent required local match in the amount of $5,675 that has been
appropriated in the Keep Fort Collins Great Fund and these appropriations will be moved to a Safe
Routes to School Grant project under the Transportation Services Fund; and
WHEREAS, Article V, Section 9, of the City Charter permits the City Council to make
supplemental appropriations by ordinance at any time during the fiscal year, provided that the total
amount of such supplemental appropriations, in combination with all previous appropriations for that
fiscal year, does not exceed the current estimate of actual and anticipated revenues to be received
during the fiscal year; and
WHEREAS, City staff has determined that the appropriation of grant funds totaling $22,700
will not cause the total amount appropriated in the Transportation Services Fund - FY 2013-2014
Safe Routes to School program to exceed the current estimate of actual and anticipated revenues to
be received during the fiscal year; and
WHEREAS, Article V, Section 10, of the City Charter authorizes the City Council to transfer
by ordinance any unexpended and unencumbered appropriated amount or portion thereof from one
fund or project to another fund or project, provided that the purpose for which the transferred funds
are to be expended remains unchanged.
NOW, THEREFORE, BE IT ORDAINED BY THE COUNCIL OF THE CITY OF FORT
COLLINS as follows:
Section 1. That there is hereby appropriated for expenditure from unanticipated grant
revenue in the Transportation Services Fund the sum of TWENTY-TWO THOUSAND SEVEN
HUNDRED DOLLARS ($22,700) for the Safe Routes to School program.
Section 2. That the unexpended appropriated amount of FIVE THOUSAND SIX
HUNDRED SEVENTY-FIVE DOLLARS ($5,675) is authorized for transfer from the Keep Fort
Collins Great Fund operating budget to the grant project for the Safe Routes to School program.
Introduced, considered favorably on first reading, and ordered published this 20th day of
August, A.D. 2013, and to be presented for final passage on the 3rd day of September, A.D. 2013.
_________________________________
Mayor
ATTEST:
_____________________________
City Clerk
Passed and adopted on final reading on the 3rd day of September, A.D. 2013.
_________________________________
Mayor
ATTEST:
_____________________________
City Clerk
pedestrian and bicycle safety with the Safe Routes to School Program.
Safe Routes to School programs will coincide nicely with our Strap & Snap
Bicycle Helmet program geared toward third graders and our ‘International
Walk A Child to School Day’ annual event that focuses on safe walking and
biking behaviors. . We look forward to collaborating with the City of Fort
Collins on such efforts as the Walking School Buses, Family Bike Rodeos, and
bicycle fleet maintenance and transportation to increase pedestrian and bicycle
safety awareness within the schools
Safe Kids Larimer County is enthusiastic about Safe Routes to School and will
support your activities as much as possible with our available resources. Thank
you for the opportunity and together, we will continue to make Fort Collins and
Larimer County a safer place for children.
Yours truly,
Janet Werst
Janet Werst
Injury Prevention Coordinator/Safe Kids Coordinator
University of Colorado Health
SHIELDS STUART 5.5 1.9 3.3 1.4 -1.7 -0.5 -$50,969
RIVERSIDE AV MOUNTAIN 7.1 1.5 3.7 1.1 -3.0 -0.3 -$51,442
WHITCOMB PROSPECT 10.0 2.2 6.3 1.9 -3.4 -0.3 -$52,049
TIMBERLINE RD KECHTER 9.0 1.8 5.0 1.6 -3.7 -0.3 -$52,710
TIMBERLINE RD TIMBERWOOD 8.8 1.9 6.1 1.4 -2.2 -0.4 -$52,846
TIMBERLINE RD CARIBOU 9.9 2.1 6.8 1.7 -2.7 -0.4 -$54,279
RESEARCH/MEADOW
LARK DRAKE 9.7 2.1 6.3 1.7 -3.0 -0.4 -$54,591
SENECA HARMONY RD 3.6 0.7 2.2 0.7 -1.3 -0.1 -$16,926
ZIEGLER HARMONY RD 11.5 2.5 13.0 2.0 2.0 -0.5 -$17,058
CITY PARK ELIZABETH ST 7.1 1.5 6.6 1.3 -0.3 -0.2 -$17,063
Taft Hill Stuart n. or s.? 3.2 0.7 2.2 0.6 -0.9 -0.1 -$17,528
MATHEWS MOUNTAIN 3.0 0.7 1.6 0.6 -1.4 -0.1 -$17,805
COLLEGE AV FOSSIL CREEK 12.6 2.7 10.3 2.8 -2.4 0.1 -$17,925
LEMAY VINE 8.2 1.6 7.5 1.5 -0.6 -0.2 -$18,007
LEMAY SOUTHRIDGE 4.3 0.9 2.8 0.8 -1.5 -0.1 -$18,634
MCCLELLAND HORSETOOTH 6.3 2.1 7.7 1.8 1.7 -0.3 -$5,190
Mitchell Horsetooth 1.7 0.4 1.7 0.4 0.0 -0.1 -$5,217
Lemay Conifer 1.6 0.3 1.4 0.3 -0.2 0.0 -$5,515
City Park Plum 1.7 0.3 1.6 0.3 0.0 -0.1 -$5,527
COLLEGE AV WILLOX 8.3 1.7 7.3 1.8 -1.1 0.1 -$5,555
Fieldstone/Caribou Horsetooth 1.7 0.4 1.7 0.3 0.1 -0.1 -$5,651
MEADOWLARK SWALLOW 2.2 0.5 1.6 0.5 -0.5 0.0 -$5,971
Sherwood Laporte 2.1 0.4 1.8 0.4 -0.2 -0.1 -$6,480
Loomis Oak 0.7 0.1 1.0 0.1 0.3 0.0 $1,764
SHIELDS ST LAPORTE 5.1 1.1 5.6 1.0 0.5 0.0 $1,678
Century Horsetooth 1.9 0.4 2.0 0.5 0.0 0.0 $1,524
Crestmore Mulberry 0.9 0.2 0.9 0.3 0.0 0.0 $1,323
Meldrum Mountain 1.3 0.2 1.5 0.2 0.2 0.0 $1,218
Impala Laporte 0.8 0.2 1.0 0.1 0.3 0.0 $1,161
SHIELDS ST VINE 2.6 0.5 2.9 0.5 0.3 0.0 $1,154
Lochwood Horsetooth 2.2 0.5 2.6 0.5 0.5 0.0 $940
COLLEGE AV CHERRY 9.9 2.1 10.4 2.4 0.2 0.3 $25,183
Stover Prospect 5.1 1.2 10.1 0.9 5.3 -0.3 $24,928
City Park Mulberry 3.1 0.6 4.9 0.8 1.7 0.1 $23,513
Welch Prospect 5.1 1.2 7.3 1.2 2.1 0.0 $22,016
TAFT HILL RD ELIZABETH ST 9.2 2.0 12.2 1.9 3.1 -0.1 $21,274
Mason Magnolia 2.0 0.4 3.3 0.5 1.2 0.1 $14,881
Figure 11 – At Fault Drivers in DUI Crashes -- By Age, 2007-2010
Motorcycle Crashes
From 2007 – 2010 there were a total of 267 reported motorcycle crashes. While
motorcycle crashes tend to follow the same patterns as other crashes they tend to be
more severe. Figure 12 shows a comparison of crash severity between overall crash
data and motorcycle data. Overall, only 21% of crashes result in injury while 71% of
motorcycle crashes result in injury.
Figure 12 – Crash Severity Comparison for Motorcycles
Overall Crashes Motorcycle Crashes
5.00%
6.00%
7.00%
8.00%
9.00%
% Daily Traffic
Crashes Traffic Volume
48
59
37
17
7
12 11
24 22
43
57 58
85
73
79
98 98
74
82
47
41
45
29
17
0
20
40
60
80
100
120
12:00 AM
1:00 AM
2:00 AM
3:00 AM
4:00 AM
5:00 AM
6:00 AM
7:00 AM
8:00 AM
9:00 AM
10:00 AM
11:00 AM
12:00 PM
1:00 PM
2:00 PM
3:00 PM
4:00 PM
5:00 PM
6:00 PM
7:00 PM
8:00 PM
9:00 PM
10:00 PM
11:00 PM
Time
Crashes
0.00%
2.00%
4.00%
6.00%
8.00%
10.00%
% Daily Traffic
Crashes Traffic Volume
Figure 5 – Crashes by Time of Day, 2007 – 2010
Saturday
Figure 6 – Crashes by Time of Day, 2007 – 2010
Sunday
Crashes Traffic Volume
Crashes by Time of Day
Figures 4, 5 and 6 show crashes by time of day for weekdays, Saturdays and Sundays
respectively. The charts also show the percentage of daily traffic by hour (blue line).
On weekdays (Figure 4), crashes are overrepresented during the afternoon hours,
particularly 12 p.m., 3 p.m. and 5 p.m. That is, there are more crashes than expected
given the amount of traffic on the streets at those times. Crashes are also
overrepresented from 12 a.m. to 2 a.m. on weekdays.
On weekends (Figures 5 and 6), early morning hours on Saturdays and Sundays are
significantly overrepresented. At 1 a.m. on Saturdays and from 1 a.m. to 2 a.m. on
Sundays, there are over 4 times as many crashes as would be expected given the
traffic volumes at those times. Saturday evenings are also overrepresented. This data
suggests that evening activities and alcohol use on weekends may contribute to a high
number of crashes. See page 12 for more data on alcohol related crashes.
Figure 4 – Crashes by Time of Day, 2007- 2010
Monday - Friday
Crashes by Month
Figure 2 shows crashes by month in Fort Collins over the past four years. As shown,
more crashes occur in the fall/winter than in the spring/summer. Inclement weather and
a higher student population at those times likely contribute to the increase seen during
the colder months.
Figure 2 – Crashes by Month, 2007 - 2010
Crashes by Day of Week
Figure 3 shows crashes by day of the week over the past four years. More accidents
occur on Fridays than on other days of the week. Daily variation in crashes tracks
closely with daily variations in traffic volumes (blue line). Fridays tend to have both the
highest traffic volumes and also the most accidents.
Figure 3 – Crashes by Day of Week, 2007 - 2010
Fort Collins)
$3,000
(local bike
shops)
$7,000
Helmets for K-8 Students
Participating in Bike Trainings
$2,000 (City of
Fort Collins) $2,000
SRTS Bike Fleet Expansion,
Maintenance & Transportation $3,000
$2,000
(City of Fort
Collins)
$5,000
Facility Rental
Meeting Space for Trainings and
Presentations
$2,000
(PSD and City) $2,000
TOTALS: $22,700 $19,000 $17,500 $59,200
Change from 2012-13 Grant -$4,800