The URL can be used to link to this page

Browse Search

Home My WebLink About20113025.tiff STATE OF COLORADO DEPARTMENT OF TRANSPORTATION Region 6 Transportation Director , #OT 2000 South Holly Street '' I •' ) 2 --- Denver,CO 80222 (303)757-9459 DFRLRTMIWI OF T0.Ur'SRORTATIM (303)757-9073 FAX November 9, 2011 Barbara Kirkmeyer Chair Office of Board of Commissioners 1150 O Street P.O. Box 758 Greeley, CO 80632 Dear Mrs. Kirkmeyer: Just recently the Colorado Department of Transportation (CDOT)and its High Performance Transportation Enterprise (HPTE) submitted a $20 million TIGER grant application for the I-25 North Managed Lanes Extension Project to the United States Department of Transportation. Applications from across the country were received, and now all the applications will undergo an intense screening and evaluation process to determine which projects will receive funding. The award recipients should be selected in spring 2012. However, I just wanted to extend a thank you to you and your agency for your formal endorsement of our application. I believe we submitted a competitive package that represents the best of Colorado and our ability to combine innovative transportation projects with strong regional partnerships. In fact, I think the strong and widespread support that this project has received will speak the loudest and hopefully lead to funding for the desperately needed capacity improvements on I-25 North of Denver. Thank you again for your continued partnership with CDOT and HPTE. Sincerely, Reza Akhavan Region 6 Transportation Director cc: Don Hunt, CDOT Herman Stockinger, CDOT Tim Harris, CDOT Michael Cheroutes,CDOT Heather Barry, CDOT Commissioner CyMma�'nov� et, C 1 2011-3025 \\- a\-\\ 1 - 25 North Managed Lanes Extension Cost - Effective Multimodal Mobility Improvements for Metropolitan Denver, Colorado Al . 4 _a.-�. -µ=, ; rd •: HOV 2+, BUSES & , y` ' ` r- ra. 1 MOTORCYCLES FREE ' C_ � I 1 . 1',v is I - - - s • -• - --t 7 pressTo// PM tai , 1 4 a .- r '� " _ DESTINATION RATES 1 .1 j 3 , ►` ! aL •L ! 104 AVENUE $x.xx _ US 36 $x.xx fr . I .,�.... van •'` ``' DOWNTOWN/DUS $x.xx 4 at # 44 �. .. - . , ._ it` -air-. -•MS .. •. irinwr armor I M • r e e I ii 40 �''�,7, �j} Weis a. - - ll l'4t _ 11Lii -.r , it d 7> y, .. as ._ ::::tea: 44.0fiit ".:*%**T--: ' - #""41 '.- k"+ '"`" � `; AK d i� +�.< - j4 i-n`to .i • ry ` e w "i c _ 1� - R- � • _ssr2 fin•— _ R anillaw--- A TIGER Discretionary Grant Request for $ 20 Million Submitted by the Colorado Department of Transportation and its High Performance Transportation Enterprise In Partnership with the North Area Transportation Alliance, the Regional Transportation District, Adams County, City and County of Broomfield, and the Cities of Northglenn, Thornton, and Westminster October 31 , 2011 iitiTit albiTh �j SOT via COLORADO H PTE kiwi a_on -- 'NM of , In Partnership With EtTOD4 %IF, .. c; ,`i, k , �,,r�-� r�"k s,_o i ,,, i f. r �i F u 1 `3.r ._t .Q_,ll-I i F. ---e3 i. .° 1' y ADAMS COUNTY 44 WESTMINSTER ti 4CItyof Thornton 1•.�- •--� - ' a . -I Et=:-.---illP4r' --- i Jy. . 1��yam + � - .as d •1 s• *J . ' ti 1 1 .. -'_ QTR,' , . i-�" `J' .`es VIb `_ lir Supported By r" . _ _ a'- `� , �T . :•,/4 �."� , DRCG............... . _ .� he Brighton' •.z . `' . - . . - - r ,• �llti i `j 1 —al0,4 I I . .i . Ll I in a 4r s, S. ir�I ( / a..... 2p,North Suburban - i�llLr.Mir Wear11 •�t1'•�t rr'Y_ �r 1 f i . i� 7i f J+l s D . CON • f QtoI990 y, ' } C �.j t cv- % -RICE. — naps_ A ,— , �� 1. , !ILL( ! ;1 CITY t'q; Denver Area Top Ten Most Con ested Corridors 1 oAT ` en ,--se 1 Jr� ,�,t. g C w0 ,�i ) * mOu of Lkatt an Ntphray i _ I ),5 ) Tet ° NTT la ma* • • 1 ; �,► 1 ` uoiy I 1 ' k i 1 FACED A � „ 1 � —r^ ._�, _ —I © __ .r►- I v KA* 'r.-•.r-.W:a v.t ate, t4i P a „,, , % ,.. - -i-, _ i 4 A• •iggiq ` 1 cro: I rt r� . .00011 �• !•wnr•ut .�I, + . ! uk • u 1 4�,J 1 REACH CENTER t 1 .9 n1mot.i i 11•1?-4" -, Ml Lai 'n 1 u t 1 1 0.rim �'k -s 1 1 1 . 1 . er \ � • I 1 11 , 1 1 I 1, 0 t 1 Yi a. /- 1,482:3.4,717. i � :a. 1� �m�rvai�n�� ,, i11.-i!i.±t�r� 1 1 iif,i,.% f2t„8*O) .. $ ;C._...!_—_ . ,.,q 1 N.N.si1f•wR\M.,..1Yn ' lit - 1 p y I ma y = 1 1 �� em r 1 • I minaIi1TaflanfrontCoar10.744vfsrroo. 1 e Source:NATA 1 -25 North Managed Lanes Extension Cost-Effective Multimodal Mobility Improvements for Metropolitan Denver, Colorado APPLICANT INFORMATION Project Name I-25 North Managed Lanes Extension Project Type Multimodal Location Denver Urbanized Area Applicant Name Colorado Department of Transportation DUNS/CCR Number - 960738771 Contact Information Herman Stockinger Director, Office of Policy and Government Relations Colorado Department of Transportation E-Mail: Herman.stockinger@dot.state.co.us Phone: 303-757-9077 October 31, 2011 TABLE OF CONTENTS EXECUTIVE SUMMARY 1 I. PROJECT DESCRIPTION 3 II. PROJECT PARTIES 8 III. GRANT FUNDS AND SOURCES/ USES OF PROJECT FUNDS 8 IV. SELECTION CRITERIA 9 A. LONG-TERM OUTCOMES 9 (i) State of Good Repair 9 (ii) Economic Competitiveness 11 (iii) Livability 13 (iv) Sustainability 15 (v) Safety 17 B.JOB CREATION AND NEAR-TERM ECONOMIC ACTIVITY 18 C. INNOVATION 18 D. PARTNERSHIP 19 (i)Jurisdictional & Stakeholder Collaboration 19 (ii) Disciplinary Integration 20 E. RESULTS OF BENEFIT-COST ANALYSIS 21 V. PROJECT READINESS AND NEPA 22 (i) Project Schedule 22 (ii) Environmental Approvals 22 (iii) Legislative Approvals 22 (iv) State and Local Planning 23 (v) Technical Feasibility 23 (vi) Financial Feasibility 25 VI. FEDERAL WAGE 25 CHANGES SINCE PRE-APPLICATION 26 APPENDICES Appendix A- Endnotes & References Appendix B - Project Benefit Cost Analysis Appendix C- Project Schedule,Job Creation and Drawdowns Appendix D- 1-25 North Corridor Condition Appendix E-Safety Data Appendix F- Media Articles Appendix G- Project Support Letters from 25 Multi-Disciplinary Agencies Appendix H - North I-25 Express Lanes Extension Concept Appendix I - NATA Members, Mission, Etc. Appendix J - Funding Partner Commitments/Opportunities Appendix K- Initial Traffic and Revenue Forecasts and Operating and Maintenance Estimates Appendix L- Federal Wage Rate Certification . 1-25 North Managed Lanes Extension • _ - n r.BUSES i —....„,,a, ,-4: , ,. y NOVMOtORCYCItiFRE[ BB , *-• r a. pESTINATION RATES -' 1' ii, „ , ; A , e`. 1W AVENUE -- r-- 1 EXECUTIVE SUMMARY The Colorado Department of Transportation (CDOT)" and its High Performance Transportation Enterprise (HPTE)G5 are seeking a $20 million federal grant to complete the funding package for the I-25 North Managed Lanes Extension project (the project). The project offers a high-value, low-cost investment for the United States Department of Transportation (US DOT) that would ensure sustainable congestion relief in the northern Denver metropolitan area. A $20 million TIGER Discretionary Grant would complete the funding of a $44 million investment to provide one new managed toll lane in each direction on a six-mile stretch of Interstate 25 (I-25). The project yields $445 million in benefits outweighing the cost by a factor of more than 10 to 1 . The lanes expand the regional network of transit and tolled facilities, connecting to the existing I-25 Express Lanes14 to the south and soon-to-be-completed managed lanes between Denver and Boulder on US 36 to the west70. Consistent with Colorado's operating standard for "managed lanes" the new lanes utilize tolls to incentivize options to single occupant travel. The project provides meaningful relief for the most congested corridor in the Denver metro area78, currently traveled by 175,000 vehicles19 and 4,300 bus transit riders8l every day. Project sponsors will work in tandem with a newly formed Transportation Management Organization (TMO)51 on the corridor to encourage and support non-single-occupant-vehicle travel choices. The project sup- ports economic recovery; enhances multimodal operations; provides more choice; and encour- ages smarter, sustainable transportation decisions in the future. The North 1-25 Final Environmental Impact Statement (FEIS)25, completed in August 2011 , iden- tified a priority project to extend managed lanes on I-25 north of US 36 into Adams County. The $ 184 million pricetag was based on building the additional lanes to full design standards. Due to high cost, the original project could not be funded in the region's Fiscally Constrained Trans- portation Plan until 203542. Upon closer review of the plans, CDOT determined that the inside shoulder on this six-mile portion of I-25 is sufficiently wide to accommodate the new managed lanes, eliminating the need for costly right-of-way or additional paved surface79. The resulting innovative project converts the inside shoulder into a new managed lane in each direction at a much lower cost of $44 million. The ultimate build out is still planned for 2035 . Innovation and TIGER Allow Project Completion Decades Earlier at a Fraction of the Cost ` as ' TIGER Discretionary ! Initial Long Range-Plan``- Amended Long Range-Plan i Grant Est. Year Est. Year Scope Cost Open Scope Cost Open Scope Cost Open ML using inside ML using inside N/A N/A N/A shoulder $44M 2024 shoulder $44M 2015 (Interim Solution) (Interim Solution) ML to full ML to full design ML to full design design stds. $ 184M 2035 stds. $145M 2035 stds. $ 145M 2035 (Only Solution) (Final Solution) (Final Solution) Notes: All costs shown in 2010 dollars. Managed Lanes (ML) Colorado Department of Transportation 1 1-25 North Managed Lanes Extension 1f, H0V 2+.BUSES t ;:' .:r III • le v>' y MOTORCYCLES FREE moo, ,e - - / - 1- TJ kit Erpressro//' , _, - _ _ !rT t; `` 41 I DESTINATION RATES I __env- � ' ' i �r��1�_ .- f- 104 AVENUE " . . '4 . 1 'mil 1US36 • . , �� DOWNTOVYWIDUS r'` Managed lanes on I-25 will provide travelers in this im- ' i. 7. •portant corridor a congestion-free alternative when they 14 r choose to carpool, take transit, or pay a fee. High Occu- !' pancy Vehicles (HOV) and public transit vehicles will have access to the managed lanes free of charge, while Single i '. Occupant Vehicles (SOV) will pay a toll to use these lanes. F,,,, -, P I I The mixture of SOV-tolled and HOV/transit non-tolled l air 4•-' vehicles using the lanes will be managed to maintain free 4. , flow conditions within the managed lanes at all times. t i ii Extending the managed lanes offers many benefits: t Improves mobility for all travelers by providing - I I ! ' I I • pasus r . � , i E - tainable alternative to congestion. s; I ! ! I i• Provides nearly 20-minute travel time savings for ve- : °• i 1 r 1. : ° hides in the managed lanes, and a 4-minute savings for ! ! i i - • • Y a ied Via all others.25 LecH ' s*rill, s ;, es 51sg , I I • • Gives travelers viable transportation choices: by allow- 'rSg . ! ; •t;.,; ing transit, carpools, and vanpools to bypass conges- ! ! , : I tion. Concept of managed lanes on inside shoulders." "In an era of tight budgets, it is an elegant, efficient and effective solution to use the tr. r shoulders. It's innovative —you use what6 , ,s4 i INTH AV x 128TH AV you already have. " Colorado Governor, 124TH " AV O John Hickenlooper -_ THORNTON 120TH AV 112TH AV �; -II' 4w wii a f�-_ r ,� 108TH AV X 1-25 North !9 COLRNS —f^� _ - l r. ‘ i . WESTMINSTER Managed L / Mana ed 36 Lanes DTHAV `fi � � .. � ooTH AV� Extension•FEDERAL esTH A4• . j. fry...AO I HEIGHTS 1,1 Ab mor 78TH AV ✓ f' t 'Dyt N V;R4 i 74TH AV U — yl' t Yt pc 72NDA1 " �V - - . r }^ 1 st 7 W �� 71 09TH A 70TH AV - - - V ti� f 66TH A/ VA DA v �" COLORADO 4 �• .�— \ ... �great.,'0 64TH AV p 64TH AV ii \..._„: � ` -,~ - RALSTO1i RD '^ J�' - << 58TH AV GOTH Ar - � t 3 �MM ECITY SWTH A`/ I OLORADO r_1.wA 63RD AV Q SPRINGS-- -- THAI iTHA � ee SO "/ AV J!T AV C - 46TH.4V ' -461 AV - -7TH AV 4 HAV !AK SIDE , o-° —ss9 ; ,71 $. 40TH IAN ' ' SMnsRO r- 1� _ WHEAT RIDGE MOUNTAI 35TkA ,0a :mad'-:t5 t iii aeTHAV L ,'" �_P'S ( — VIEW • S a 29TH AV :s fie* : : ' .34- u V I ° .DOWN'T`OWN 8 o is AY Project location in the Denver Region 0_ 0.5 1 Miles 23RD AV 2 Colorado Department of Transportation 1-25 North Managed Lanes Extension it in"' ti$44.4; P4OrRMES pES11NATION RA Ei irs , 'a re X Dowerrowtarous MINIM-1' ._ 1G{AVENUE US 38 ;it1 • Improves mobility for freight carriers, businesses, and emerging sectors — supporting long- term national economic recovery. • Creates an estimated 476 critically needed jobs. • Supports regional land use policies aimed at sustainable development patterns for the Denver area. • Provides additional capacity while minimizing long-term operating and maintenance costs. • Generates a new reliable revenue stream that offsets the cost of operations and maintenance of the new managed lanes. • Reduces fuel consumption by 10 million gallons and greenhouse gas emissions by nearly 100,000 metric tons due to reduced vehicle delay and idling over a 10 year period. The managed lanes extension project utilizing inside shoulders was recently amended into the 2035 Fiscally Constrained Transportation Plan49. The requested $20 million TIGER Discretion- ary Grant would close the funding gap on this low-cost, multimodal capacity project and provide much-needed congestion relief for the Denver metropolitan area. I. PROJECT DESCRIPTION The project is located on I-25 between US 36 just north of downtown Denver and 120th Avenue in Adams County. I-25 is the primary north-south route through Colorado, providing access to, through, and from downtown Denver — the business, financial, government and cultural center of the state. North I-25 serves motorists traveling to the Denver area from Wyoming, neighboring Larimer and Weld Counties, and numerous Denver area suburbs. The existing six-mile segment of I-25 has three general purpose lanes in each direction. The project adds a fourth travel lane in both directions to be operated as a managed lane. Elements of Project Scope: Managed Lanes • Provide one new managed lane in each direction on I-25 between US 36 and 120th Avenue utilizing existing pavement and narrowing the inside shoulder. • Provide a minimum 2- to 4-foot-wide painted buffer to separate the managed lanes from general purpose travel. • Maintain minimum 8-foot-wide outside shoulders as a vehicle refuge area. • Maintain minimum 11 -foot-wide lane widths and 2- to 4-foot-wide inside shoulders. • Provide ingress and egress to the managed lanes at each major interchange. • Expand the managed lanes network connecting the new facility with existing managed lanes on I-25 south of US 36, and soon-to-be-constructed managed lanes on US 36 between Den- ver and Boulder. • Build a new connecting ramp to allow a seamless transition between the existing one-direc- tional lanes and the new bi-directional lanes.79 Colorado Department of Transportation 3 1-25 North Managed Lanes Extension--'34- illN� s j;' bt0T0RCYCr_c5 fRCE y� i T • 'Ilic ! _ DE8TNJATION RA S i\ t� 104 AVENUE 1 • - DOWNTOWN/DUS .. t SOUTHBOUND NORTHBOUND I t . -r 12' 12' 12' 72' 1.3' 73' 12' 12' 72' 12 /2�t' SNQUWER fGEN`#4)10 ¢c 0► �GEME LANE L 144E70 ~ SHiX VtR SNOULOIP t#EN♦AUtANETO' t£lipr •G o�- SHCU AER~� LME 1 1 1 i 1 I c.----- �- - EXISTING 1-25 TYPICAL SECTION ~"- --_i SOUTHBOUND NORTHBOUND 1 1-25 Cla 2' to 4' 9UFTER 2' to " SHtJ 2' (-21•1!6 4' SHLD.i 2' t04' SUFFER 1-11-11.111120" t'. to 7 2'�1�14; 1: b 12� 71 to 12 •7 7' to 74' i to 72'1 f,11' to 12' j _l 1' to 12' t t' to 12' 8' SLUR S N 0 an GrLANE p CEP out ALINm LANE t m C4 Airo- 'ots SNL a 124. 1 i 1 LAt0 0 1 t 1 PROPOSED 125 TYPICAL SECTION Typical sections of existing and proposed managed lanes. Express Bus / Transit / Carpooling • Establish a continuous managed lane between Adams County and downtown Denver with connections to major regional transit hubs at north and south route termini. Express Bus, carpoolers and special transit patrons will use the seamless managed lanes system for a faster, more reliable trip. Pavement Repair • Repave the entire six-mile stretch of I-25 within the project limits currently in "poor" condi- tion27. Noise Walls • Construct a new one-mile-long noise wall and repair three miles of existing deteriorated noise walls. ITS/Traveler Information & Institutional Support • Install state-of-the art tolling and Intelligent Transportation Systems (ITS) equipment and in- tegrate it with regional traffic operations centers and a recently established North Area Trans- portation Alliance (NATA) TMO. The managed lanes would operate 24 hours a day, 7 days a week. HOV (2+) and public transit vehicles would have access to the managed lanes free of charge, while SOVs would pay a toll to use these lanes. Toll rates would be adjusted in real time based on the amount of traffic in the managed lanes so that the lanes operate at free-flow volumes at all times of the day. During peak hours, corridor-wide tolls will be set at not less than the Regional Transportation District (RTD) Express Bus fare to ensure continued competitiveness of transit in the corridor. Four automatic toll collection points are envisioned in each direction of travel. The operations system includes loop detectors, variable message signs, real-time digital video cameras, toll- 4 Colorado Department of Transportation 1-25 North Managed Lanes Extension - wov r.eases MOTORCYCLESfiat DESTINATION TE •{ if _ 104 AVENUE - �- - - ' 1)531 adi �` DOWNTOIMYDUS collection and process units, and enforcement equipment to collect traffic data, disseminate real- time travel and pricing information to drivers, and support enforcement. It is presently assumed that the Colorado State Patrol will be responsible for enforcement and that HPTE would contract with the E-470 Public Highway Authority (E-470)54 for toll collection, processing, customer service and other back office needs. Why the 1-25 Managed Lanes Extension Is a Wise Investment for US DOT: Supports a Nationally Important Travel Corridor with High Potential for Mobility Improvement With average daily traffic volumes of nearly 30,000 per travel lane20, this segment of I-25 has been identified as the most congested segment of freeway in the Denver metro area". Peak pe- riod traffic jams span four hours30 in both the morning and evening with traffic operating at less than one-third the posted speed limit (15 mph vs. 55 mph)25. 2035 projections show that building managed lanes on this stretch of 1-25 would shave nearly 20 minutes off the daily commute from Adams County to downtown Denver' — a potential boon for economic productivity. I-25 is a critical part of the Western Transportation Trade Network93 — a system of highway and rail routes through 14 western states, carrying the majority of freight through the Western United States. Left unimproved, 1-25 congestion is a drain on the local, state, and national economy. Big Bang for the Buck - Uses What We Have Now to Do More . .. Sooner The project is a cost-effective investment because it uses existing highway infrastructure to expand the capacity of the corridor. The approach is consistent with an October 2010 Federal Highway Administration (FHWA) report to Congress59, which identifies examples from around the country where DOTs have optimized infrastructure investment by squeezing more capacity out of existing paved rights-of-way and at less cost. Future operating and maintenance costs are minimized since no additional paved surface is proposed. Nationwide, DOTs are searching for ways to squeeze more efficiency out of their systems and using pricing as a way to fund them'-. The project is an innovative model for other DOTs around the country, and delivers sorely lack- ing performance data for this new type of facility. A $20 million TIGER Discretionary Grant allows CDOT to complete the planned improvements at less than one-third of the cost, 20 years earlier than originally planned, and with an estimated $445 million in benefits. Sustainable Expansion of the System - Provides Long-term Benefits to a Growing Region In this corridor, population growth is anticipated to grow 54% between 2010 and 2035 . Em- ployment growth is expected to far outpace regional trends with a 143% increase50. In a recent national report, Denver was identified as having the 9th worst traffic congestion when compared to the rest of the nations'. Already bad now, congestion on I-25 in this growing area will cripple traffic flow in the future if improvements are not made. Moreover, this highway expansion project is different from most in that it provides capacity in an environmentally sustainable way. It adds capacity using existing infrastructure and uses managed lanes to encourage more environmentally responsible travel patterns over the long term. Conges- Colorado Department of Transportation 5 1-25 North Managed Lanes Extension _ F ,- N0V 2+,BUSES a ■� ;Qt MOTORCYCLES FREE j7" 4.;' . "-`. ' j ti.y_ Cans Taft jR 'A� I `i DESTINATION RATES o ' � r , _ , /� 104 AVENUE 41 US 36 ! `�' DOWNTOWNIDUS I r ? ^.11:it ; 'wailer tion pricing ensures that the increased mobility provided by the project is sustainable long into the future. raw North Metro Builds Upon Well-Established Regional Transit and --• J-- Rail to Open Tolling Network " in 2020 with , Currently, 4,300 utilize p a� sales tax y� patrons utilize RTD Express Bus routes increase. 40X, 120X, and 122X every day with service between ��S... . l Adams County and downtown Denver''. Together, the Existing ~'"�' routes serve three well-utilized Park-n-Rides t. along the Express Lanes T . s __ n, p ,4i.. I North I-2s corridor, including Wagon Road, the most highly patron- to Denver - :8111 r, union ; ' Managed Lane M ized Park-n-Ride in the region'''. To the north, the man- station o Extension ii aged lane extension connects to an existing northbound �• • -ti' rile ar. ''`�! bus-only direct connect tunnel to RTD's Wagon Road ts I., , Sielleil _-4Q•�•^M►V57 __ Mzr.r rLAFAYETTE o: r..:.r. _ ' E-470 •Q Tolled Facilities In 61euo Denver E-470 47 miles (1991-2003) LOUISVILLE Y. E �`;,1FIELCI i Northwest Smiles (2003) Project connects to regional FasTracks mass trap- _ Parkway 1-25 sxPress 7 miles (2006) sit system. Lane U F,4 Existing Northbound Y tCn't C ; US 36 18 miles (2015) Bus-Only Tunnel Io pnR 1-25 Manage -; •or ., c — 9 (2015 with - i-_,-n: Lanes Extension TIGER) it Invnrvvry b r n .... v:; Express Bus Existing _i II Service on 1-25 ` •' ' i t i'` Wagon Rd - 40X poppie r , I , c pnR y �(a - - 120X , •i .I o-t p I[THAV P n 122X FE Iti ~ „••1 I p ° NORTHGLENN r.' " li- :. . . .• 2 041HAV WESTMINSTER a Existing _ Ayeu.,�L6d�' Existing h pnR "=r• � - F 100TH AV \ I s� 3C II ,Corr, {i I > V �--_-, I _ �I `'' 967 - AV II Existing � < n ' Thornton i/ US 36 HOT/BRT 1+./S", ii Et pnR 1-25 North Lanes (Open 2015) 6 , FEDERAL ii Managed HEIGHTS n E ', .; To the north, project links to Wagon Road PnR p % 3 TH AV Lanes via direct-connect tunnel. 1107H AV s Extension ' U 78TH AV U f 76 AVM 47 1H AV • F II Z• s x 15 72ND A% `� - DAV a 69TH A `N 4 -z'' .'61n-AV 0.. __'^' v ^' m 66TH AV A VADA Existing g s.`•�,,} 9� ^ Vdr�'7N[ 54TH AV '/ 6464 AV '6 O ',`carin 7 �00' � 4 FA151 NAD Z HOV Lone t I BOTH AV n J n yt • T R A V E 04fki T R A 1`N z M ; j Existing COMMERCE CITY s6TH AV szN• AV a3ADAv - sn 625 HOW ' 1 _q.. :4 501 •V I Express Bus i,>; 7 , EH 3&b ' a'_. . 1,-;I Toll Lanes a AV t w. s _day s6SN AV d6 AV I- A, Toll ;� �{ '�C 4 . TH Av LAX SIDEI �.,a 'POI' �j Z?O 46TH AV SMiTM RD i, ' ` S. " WHEAT RIDGE OUNTAIN N �, it r- I..' 33THAV DI t `` VIEW !1 3t • ti v r o Ili 1 :tom S t.'. II! .t1, t _ ' Sig Direct �. vNlotJa E o �' - .STATION Q r0 =6 A'J Conned Romp a 23RD AV 0 0.5 1 Into •Downtown a 'DOWNTOWN MONTVIrV/aD To the south, project connects to Denver Union = � Miles Denver .:-\ =-- DENVER Station in downtown Denver. North 1-25 Managed Lanes and network of bus transit and tolled facilities. 6 Colorado Department of Transportation 1-25 North Managed Lanes Extension . NOV V.RUSES& MOTORCYCLES FREE -2" - n c z, DESTINATION RATES "0` 104 AVENUE 1 ,� !„ , US b - -_ DowcrrowwDUS Park-n-Ride. Using the managed lanes, Express Buses traveling south on I-25 terminate at the Denver Union Station, the region's primary multimodal hub with connections to commuter rail, light rail, and bus connections to all parts of Denver, its suburbs and beyond53. The project also expands the reach of a mass transit network already being built through RTD's FasTracks regional expansion program57. In addition, the project connects to a rapidly growing network of managed lanes, including the I-25 Express Lanes70 on the south end of the project, and the soon-to-be-completed managed lanes on US 36 between Denver and Boulder on the west57. The lanes will allow a seamless transit, carpool, or tolled trip from Adams County all the way into downtown Denver. CDOT/HPTE — Experienced Operators of Man- Monthly Estimated Toll Revenue vs. Actual Revenue: aged Lanes — are Well-Positioned for Success July '06 June '07 The I-25 Express Lanes have been overwhelmuigiy successful and have Managed lanes in the Denver area have a proven exceeded first-year revenue and user projections. successful track record. CDOT and HPTE are `' °� � acmaI fiiN2�a experienced in operating similar managed lane ' °°° # Not led Raton 1600,000 - facilities. Since opening in 2006, the I-25 Express Lanes, located at the south end of this project, 120,000 have far exceeded initial traffic and revenue pro- mow _ jections'a. The new facility will utilize pre-existing m°oo agreements for toll collection, customer service, 6.0C0 revenue processing, and enforcement with E-470 ' 0 GOO and the Colorado State Patrol. The project will 20.00° benefit greatly from local experience with various J AS 0NLIJF H a w M toll collection and supporting ITS equipment. Revenue of existing 1-25 managed lanes exceeds forecasts. Project Supports Job Creation and Long-Term Economic Recovery Unemployment in corridor communities of Adams County and Weld County, an economically distressed area (EDA)60, has more than doubled since the start of the recession in late 200744s. Construction of the project is expected to help Adams and Weld Counties regain their pre-reces- sion footing, generating 476 new jobs, many benefiting the large construction sectors in those areas. New and emerging industries in Colorado, like the green energy sector, will likewise benefit from improved mobility on I-25. According to the Center for the New Energy Economy, the Denver metro area has attracted over 30 renewable energy companies or ventures since 2007, resulting in the creation of over 4,000 recent jobs10 Managed Lanes Offer Improved Quality of Life and Support Sustainable Land Use Planning The project improves access to four planned urban centers and mixed-use developments along the corridor"2. These centers support sustainable land use plans that increase density, support Colorado Department of Transportation 7 I-25 North Managed Lanes Extension —mad r Nov 2►. .usts - -— - MOT ES / 4cink ® - -ib---• e icy a ,'I : DESTINATION a - N, _ use - --- DOWMTOWNIDUS " 64 walkability, and improve livability. It dramatically improves accessibility for thousands of af- fordable housing units located on this stretch of I-25 (see page 21). Project is Ready to Go and Has Broad Regional Support for Agreed-upon Priority Improvements NATA, a strong regional coalition of public and private entities in Adams, Broomfield, and Weld Counties along the North I-25 corridor, the Denver Regional Council of Governments (the Denver Area Metropolitan Planning Organization), RTD (the regional transit operator), CDOT, and the HPTE all support this project as the first logical and affordable step toward much-needed improvements along I-25 (see Appendix J). A new NATA-inspired TMO will provide the neces- sary marketing and support for the new lanes, advocating use of alternatives to SOV travel to corridor residents and businesses". Very few additional permits would be needed to start project construction. The project team would readily be able to obligate a TIGER Discretionary Grant by June 2013, with project completion targeted for summer of 2015. TIGER Discretionary Grant Completes a $44 Million Funding Package A $20 million TIGER Discretionary Grant would close the funding gap on this critical $44 mil- lion project and allow its completion more than a decade earlier than currently planned. II. PROJECT PARTIES- CDOT and its HPTE are sponsors of this project. A full list of organizations that provided their support for this application is provided in Appendix G. Key partners and stakeholders who as- sisted in preparing this application include: • North Area Transportation Alliance (NATA) — a coalition of cities, counties and business representatives aimed at securing improvements to I-25" • RTD — the Denver regional transit operator80 • • Adams and Broomfield Counties and the Cities of Thornton, Northglenn, and Westminster III. GRANT FUNDS AND SOURCES / USES OF PROJECT FUNDS CDOT and the HPTE have assembled a diverse funding package for the project anchored by $23.8 million of state and locally directed funds — representing over 55% of total project costs. The high level of matching funds demonstrates stakeholders' strong commitment to the project's near-term completion. Sources and uses of funding are outlined below. Ir nr - Project Sou 'c • Proposed TIGER Discretionary Grant (this request) $20.0 M (45%) CDOT Highway Funds (secured - see Appendix J) $15.5 M (35%) Local Funds (secured - see Appendix J) $0.2 M (1%) Other* (combination of one or more of the following: DRCOG CMAQ, CDOT Transit, $8. 1 M (18%) RTD/HPTE 1-25 Express Lane revenues, additional local contribution) fTOTAL PROJECT FUNDING - - - -- - - $43.8 M (100%) *Subject to pending requests with appropriate agencies to be determined in early 2013 - See Appendix J 8 Colorado Department of Transportation 1-25 North Managed Lanes Extension •- . ..___ - Nov r.ws�:� --�� sr 140 CYCLES AEC ' — - - • a ~• � " DESTINATION it • yam` _ ♦ US JV - � � • 1:; t-y . . * 2:117OWNIDUS SIM z Pavement Marking $ 1 .0 M Pavement Rehabilitation Inside Shoulder $5.4 M Pavement Resurfacing $6.6 M Tolling Equipment $5.0 M Noise Walls $4.0 M New Northbound Managed Lane at Connection to Existing One-Direction $0.9 M I-25 Express Lane Drainage/MS4 $ 1. 1 M ITS $ 1 . 1 M Construction Signing/Traffic Control $2.3 M Mobilization $1 .6 M Force Account (including Utilities) $4. 1 M Construction Engineering $6.7 M Subtotal $39.8 M Contingency (10%) $4.0 M TOTAL PROJECT COST $43.8 M IV. SELECTION CRITERIA A. LONG-TERM OUTCOMES (i) State of Good Repair The 1-25 North Managed Lanes Project: nrr, Addresses Interstate Mobility and Repair - Minimizes Operating and Maintenance and Generates New Funding The project relieves congestion and rebuilds failing infrastructure in a way that minimizes life- cycle costs and generates new revenue to offset long-term operating and maintenance costs. Currently, 1-25 in this section is crippled daily by severe congestion. Pavement along the length of the project limits is currently in poor condition27 and is being fully resurfaced with this project. CDOT, like DOTs nationwide, is struggling to keep its facilities in good shape in times of de- clining transportation revenues. The project establishes a much needed new revenue source that covers projected operating and maintenance (O&M) costs (see Appendix K). Improves Capacity while Reducing Per Lane-Mile O&M Costs This project is especially attractive because it adds capacity without substantially increasing an- nual O&M costs. By converting existing inside shoulders to managed travel lanes, no additional pavement is added to be maintained. Due to the slope of the roadway, CDOT already plows the inside shoulders, meaning that snow and ice removal costs remain at current levels; other poten- tial increases in annual maintenance activities are projected to be minimal. As a result, per-lane life-cycle costs of the total facility are actually reduced from what they are today. Colorado Department of Transportation 9 1-25 North Managed Lanes Extension r . MOV2*. BUSES f _. . y . MOTORCYCLES FREE ''Z Q Ij-`• "L, Lc' 40 l� j DESTINATION `' _ !` 1 s a \ '�-_-= 104 AVENUE w - '. us36 : r: : ill* `---. DOWNTOWNIDUs `f _ However, toll equipment maintenance and operations for the facility will introduce new costs. Increased annual O&M costs are estimated at $790,000 in the first full year of operations. These costs are offset over the long term by the new sustainable source of revenue generated by tolling the managed lane. Current and Projected I-25 North Facility Conditions a r No Build • project Cone Ietion.._ _ . . ..... ,. s. _ ,. .,•..,... Pavement Condition''-7 Poor Good Peak Period 3 General Purpose (GP) lanes operat- 3 GP lanes operating at LOS D or E; Congestion ing at LOS E or F; No Managed Lane g ( ) ML operating at minimum LOS C Travel Time, 120th Ave _ -2024 ..;2035 . 2015 it enue to US 36 (South- 16 mins GP 19 mins GP 22 mins GP} bound AM Peak)" 19 mins GP 23 mins GP 26 mins GP 7minsML 7minsML 7minsML Travel Time Savings N/A N/A N/A 3 wins GP 4 mins GP 4 mins GP • 12 mins ML 16 mins ML 19 mins ML Daily Hours of Severe 8 hours/day GP 0 hours/day ML Congestion 3° Long-Term Sustainable None — Transportation New Toll Revenue Covers O&M with Funding Revenues on Decline $15 M surplus in 203594 Improves Transportation Assets Consistent with State, Local, and Regional Plans The project is consistent with investment priorities in local, regional, and state plans, all of which place priority on maintaining existing facilities and using operations and management techniques wherever possible for increased capacity50,42,22 It is consistent with the Preferred Alternative and the phased implementation approach defined in the FEIS25 earlier this year. The project implements policies and guiding principles of DRCOG's 2035 Metro Vision Regional Transportation Plan, improving regional transit access, and utilizing congestion pricing for lane- addition projects in the most critically congested corridors'". Supports Economic Growth and Recovery by Improving Interstate Mobility Reliable transportation options are often cited by companies as a decision-making factor in business location. Severe traffic congestion is a daily occurrence along I-25 north of downtown Denver negatively impacting productivity. The metro Denver area currently ranks 9th worst in the nation for traffic congestion87. Recent reports show that during times of severe congestion the average speed of traffic on this facility drops to roughly 15 miles per hour74,25. Left unimproved, unmanageable congestion on I-25 would be a strong deterrent for new businesses to locate here and could prompt relocation of current commerce away from the area, resulting in job loss and economic instability. Current businesses along the corridor include federal laboratories and uni- versities that are involved in progressive research, such as alternative fuels and climate change, and have a strong potential to influence our nation's future. 10 Colorado Department of Transportation 1-25 North Managed Lanes Extension Nov x•. •uses ai : r . `: ••� Z�. MOTORCYCLES NEE-r h' , . . , ,, : , _ t 1. ' DESTINATION RATES �a -"IS . - s I i I '._ 104 AVENUE '' DOW TOWNIDUS Is Appropriately Capitalized and Will Utilize Asset Management Models CDOT and HPTE have identified a funding plan for $24 million of the $44 million estimated project cost. A $20 million TIGER Discretionary Grant will complete the full funding package. ITS equipment and roadway components will be managed consistent with CDOT's existing asset management programs. The Colorado Transportation Commission annually sets performance goals, based on optimizing value and minimizing long-term life cycle costs, guiding decisions on how to spend limited financial resources21. The asset management models have identified repav- ing of this stretch of I-25 in the next two years as a priority'-'. Establishes a New, Sustainable Revenue Source Projected toll revenues exceed the additional operations and maintenance costs resulting from the new managed lane in every full year of operations (see Appendix K). Between 2015 and 2035, total revenues are projected to exceed cost by more than $ 15 million. Excess revenues produced over the long term can be redirected to other areas of need along the corridor. In an era of tight transportation funding, establishing a new stream of revenue is significant2. (ii) Economic Competitiveness 114AVIE The Project: BROOMFIELD I S Reduces Congestion and Increases Mobility in a High-Priority 8 N 136TH AV Corridor 1 128TH AV 25 w 124TH V 3 I-25 is a vital link in the regional, national, and international �HORNTON 120TH highway network and is identified as High Priority Corridor No. 27 within the National Highway System's'. It is the primary t 112TH AV p north-south corridor link to and through Denver and is a pri- WES INSTER ORTHGLENN mary route for the movement of freight in the Western United ' States. It also is a top corridor for job creation, and for emerging 100TH AV national economic sectors. Traffic congestion on I-25 north of 96T AV . EPP1t1GER 8D Denver is severe, crippling regional mobility and the economy. FEDERAL EIGHTS During congested periods, traffic operates at speeds less than m 84TH 8TH AV one-third of the posted speed limit (15 mph compared to 55 . mph)". 78TH AV t 72N q D AV • . « The project provides more reliable and timely access for freight HAS 0 0.5 1 carriers, businesses, and residents commuting to and from ini=6alml Miles P z employment centers, educational opportunities, and services. Congested Corridors in 2009 ad 2035 pp (Congestion Mobility G, de o D or f) Building the managed lane extension reduces travel times for Corridor Congested in 2009 b Corridor Congested in 2035 those using the managed lane between Adams County and Den- Con estd Pdet ie 2009 ArterialJArterial Intersections ver by nearly 20 minutes, and reduces travel time for all other O ArteriallFreeway Ramp Intersections Q Freeway Bottleneck Points vehicles by 4 minutes'-'. The project is estimated to decrease Project corridor experiences severe congestion42. • Colorado Department of Transportation 11 1-25 North Managed Lanes Extension NOV r. BUSES & y MOTORCYCLES FREE J I 1 ` 'i arrEir -j •� DESTINATION RATES iiil ;1 f - 1- 104AVENUE eHI _ US 38 '� i 1 t r .,4. d --�- - DOWNTOWNIDUS � average travel times for automobile and bus riders by 35 million hours over 10 years valued at $404 million. Supports a Vital Commuting Link to and from Downtown Denver I-25 North is used by the greatest number of workers who commute into the metro area from outside the region42. Unfit These commuters rely heavily on I-25 to access employ- at ment centers to the south. The project segment accom- '"° '` Morgan modates up to 175,000 vehicles per day19. Currently, I-25 Ss IS no , entering Denver is congested for four hours in the mom- / - '1 ZI ing, and outbound traffic is congested for four hours in the -toe --.. Denver Region evening30. The Volume to Capacity ratio, currently at 85%, tice , / with demand expected to exceed capacity by 203019. Con- 6 structing managed lanes in each direction of I-25 provides Elbert "e° more reliable and timely access to employment centers, f , educational opportunities, and services. ` '`'2° El Paso N` • a y Improves Mobility that Generates Jobs - - Most commuters to Denver come from northern The six-mile stretch of I-25 from US 36 to 120th Avenue in Adams County is adjacent to many cities and is home to suburbs4'-. 370,000 residents25. Between 2010 and 2035 employment growth along the corridor is projected at 143%50. Because of its educated and diversified workforce, the I-25 corridor has recently attracted companies that can spur future economic growth and employment, especially in emer- gent industries35,36 The project corridor borders three Enterprise Zones established by Adams County4. With close proximity to the University of Colorado medical centers and the Children's Hospital, the area has become an incubator of bio-technology enterprises, such as Idexx Labora- tories and Allos Therapeutics. Supports Colorado's New Energy Economy According to the Center for the New Energy Economy at Colorado State University, the Denver metro area has attracted over 30 renewable energy companies or ventures, creating over 4,000 jobs since 200710. A number of these have involved expansions into the U.S. market from for- eign manufacturers (e.g., Vestas, American Zephyr Corporation) or regional expansions by domestic com- panies. Several are now within or in close proximity to the I-25 corridor. I-25 North extends to rapidly _ ---� � growing Weld County, the site of newly discovered natural gas fields. Improved mobility in this corridor I- L supports the success and growth of these emerging --� t__,, ' = sectors that are so important to our national economy r and global environment. 1-25 serves renewable energy companies. 12 Colorado Department of Transportation 1-25 North Managed Lanes Extension r` •.;-._.Y: , : Nov 2t.emm ems t, alas I , � MOTORCYCLES FREE go 4 • , "St`, 1 -- _ - Spiess Toa ` fis DESTINATION RATES •� V. 101 AVENUE t, US 36 J DOWNTOWNIDOS Improves Capacity Supports Reliable Freight Movements, Increasing Productivity I-25 is part of the Camino Real Corridor, which promotes trade between the U.S., Canada, and Mexico, and is a freight and distribution route89. There are several major transportation and logis- tics companies along the corridor, including United Parcel Service, Western Distributing, FedEx Ground, HVH Transportation Inc., FedEx Freight East, Roadway Express, and the Kmart Distri- bution Center. Further north on 1-25, Wal-Mart operates a distribution center in Loveland, which serves the Denver metro area. The congestion on 1-25 causes high travel times and reduced pro- ductivity for these businesses. Since the managed lanes reduce travel times for all vehicles, com- mercial carriers will see greater reliability in the movement of freight goods, ultimately reducing shipping costs and the cost of goods at market. (iii) Livability The Project: Creates Affordable and Convenient Transportation Choices Every day, thousands of commuters and other travelers suffer through peak period congestion on 1-25. Providing a lane that offers a choice to bypass congestion improves the quality of life of all travelers. Low-income families stand to benefit the most from an improved transportation system that increases their travel options, and gives them better access to jobs and support services. Dur- ing peak periods, RTD Express Buses are caught in congestion on 1-25, resulting in significantly slower travel times compared to free-flow conditions. The project significantly decreases travel times by 20-minutes resulting in $40.2 million (see Appendix B) in monetized travel time sav- ings for transit users over 10 years. F , Addresses Noise Impacts �... is . , The project also improves the quality of life of citizens who , t1 • , p • 'f • 'a reside near I-25 along the project limits by constructing new L At t noise walls and repairing the existing noise walls that are in a M ` poor state of condition. Improves Access, Providing Intermodal and System Project builds new/repairs aging noise walls. Connectivity �' Express Buses using the extended managed lanes connect ,�, ' " _ -r I r re : �� passengers with light rail lines destined for the southern Tti c`` cities of Englewood and Littleton, as well as to south Den- y ver, Aurora, and Lone Tree". Passengers will have access �' � ' �� v. : to the managed lanes from the three major Park-n-Ride facilities located adjacent to or in close proximity to the project. These facilities offer over 2,400 parking spaces - ) - along with secure bike racks and lockers82. Of these facili- ties, the Wagon Road Park-n-Ride at the project limit is RTD serves 4,300 Express Bus riders a day on the the largest, with over 1 ,500 parking spaces. North 1-25 corridor'!. Colorado Department of Transportation 13 1-25 North Managed Lanes Extension NOV Z+.BUSES G ,. ... ` r *. ;WS _ MOTORCYCLES FREE ; (4: i ..-.-..-.-"I a f• f` DESTI RAT ' - - e .`% t rI �1 - .jam 104 AVENUE di " -. US36 ! I 4. DOWNTOWNlDUS r -_ - --....___ -`_' ..^_ Supports and Encourages Transit Oriented Development Within the project limits, the DRCOG's 2035 Metro Vision Regional Transportation Plan iden- tifies several areas slated for transit-oriented development (TOD): Wagon Road Park-n-Ride Mixed Use Center, 104th-Northglenn Activity Center, and the Thornton Parkway & 92nd Cen- ter'''. It is envisioned that these centers would be high-intensity, pedestrian-oriented, mixed-use locations, providing a range of retail, business, civic and residential opportunities. Dubbed as "urban centers" in the Plan, these higher-density, mixed-use developments are an important com- ponent of sustainable land use patterns, important for jobs/housing balance and reducing future growth in travel demand. 5 Improves Access for Elderly and Disadvantaged i. i -NNskj...„..„ Populations •C1(t+qs• Iffy • . LOUISVILLE f IIROOMFELDr. The Denver area's elderly and disabled populations 2. •,v 1 rely heavily on the region's transit system and are ° ->n R'„ "A,; growing at rates faster than the general population. _ _�N ,.r.w„ THORNTON About 67,000 households in the Denver region do not „m l _ s • • anyav 7 L° have an automobile available". By decreasing travel NOT.T„GLENN LW'+°N WESTMINSTER times for users of the Express Buses, vanpools, or °""' I carpools on the managed lanes, the project improves ,an ` '"" gp oves ►,EI�Nn accessibility and mobility for economically disadvan- %- p, ,„ ‘- taged populations, non-drivers, senior citizens, and ` ,.TM.,. i , .: ` -- persons with disabilities. ° - '' if>,..,, 1 '°^`''� ARVADA yyy]]] Qiik e y .wltlCy ID COMMERCE CITY uA.•v Supports Growth in Economically Distressed Areas ,v,. " 'I IN 32r4.1 I-25 North is the transportation lifeline for neighbor- - "nun' II k�,.t ,. it . 42S,.+.R..Mwgdp..Cs,t. UNTALN 1 -�`� ing Adams and Weld Counties. As of July 2011 Weld M•«AL,..• . n = 6 Lw Dne...1e•. twn DOWNTOWN f ' '. w County has an unemployment rate of 9.9% and has DENVER = •Y ,.q.lr.req been officially designated as an Economically Dis- tressed Minority and low-income populations near project25. Area (EDA)60. Although not EDA-designated, the un- employment rate in Adams County is similarly high at 9.6 /° . N `I( ,' The project will improve mobility for these disadvantaged ° ;,25! THORNTON populations, and foster increased economic activity. g 112TH"V NORTHGLENN Improves Access to Cultural Experiences V^ STMINSTER 100TH AV Downtown Denver is the cultural center for the region. It is 96TH g ; home to more than 30 major attractions, including three ma- E°?'yGE' E° jor sports venues that host the Denver Broncos, the ColoradoFEDERAL HE GHT5 � 68T„ F.'! Rockies, the Denver Nuggets, and the Colorado Avalanche; , i4TH AV an amusement park; a wide variety of popular restaurants and 78TH AV 1 bars; and several world-class museums and performing arts 36 /L' . 't e 1. Enterprise centers. People traveling from northern communities to these r .rprise Zones adjacent to the project 14 Colorado Department of Transportation 1-25 North Managed Lanes Extension • n = NOV RUSES i r MOTORCYCLES race _... ■o - -tau Atrair DESTINATION S �' 104 AVENUE _ = f. Th, `'►.- •-• 4 < US Jfi - Arti DOWNTOWNIDUS attractions regularly experience congestion on evenings and weekends. The project will provide more reliable options for travel and improve travel times to these venues, so important to quality of life for those who live north of metro Denver. (iv) Sustainability This project occurs in the context of a region designated as an ozone non attainment area and in a state with overall vehicle miles traveled (VMT) growth projected at an average rate of 2. 1 % per year between 2012 and 20209. Recognizing that the transportation sector is currently the second largest source of greenhouse gas (GHG) emissions in Colorado — accounting for 28% of Colo- rado's gross GHG emissions in 20059 — the benefits of reducing vehicle emissions in the Denver area is significant to our global environment. This innovative project advances Colorado's prog- ress toward a sustainable and energy-efficient transportation system by simultaneously expand- ing capacity in a limited footprint and using congestion pricing to manage the new capacity for sustainable congestion relief. It minimizes the environmental impacts of road construction by using the existing shoulder for the managed lanes and incentivizes environmentally-friendly transportation choices — all of which reduces future oil consumption and GHG emissions. The_P oject: Implements a Sustainable Alternative for Capacity Expansion Because congestion can be priced in a managed lane facility, the project provides an alternative way to increase capacity beyond simply building more lanes. The project acknowledges that we cannot build our way out of congestion. We need to employ new management techniques, like the ones proposed in this project, to achieve sustainable options to congestion for the future. Incentivizes Travel Choices That Reduce Oil Consumption and Greenhouse Gas Emissions Today, HOVs and passenger buses on I-25 are trapped in gridlock along with long-haul trucks and SOVs. This project adds a new managed lane that exempts carpoolers and passenger buses from fees. By incentivizing carpooling and transit use with a fast, congestion-free commute, this project significantly increases the number of people who choose these options for their trips. Increased carpooling and mass transit use come with real, measurable benefits in oil savings and GHG emissions. The benefit of reducing vehicle emissions in this area is significant to our local and global environment and its livability. L , Provides On-the-Ground Sustainability by - _ -4- Minimizing Environmental Footprint `- '�} CDOT and HPTE recognize that sustainability in the transportation sector means making maximum use of existing infrastructure and minimizing the impacts of construction. The project uses the existing inside shoulder to create the new managed lanes — providing Project shortens express bus travel time, attracting more riders, saving fuel, and reducing emissions. Colorado Department of Transportation 15 1-25 North Managed Lanes Extension NOV 2•.IMEs i •- . . . no _ :t:,,. MOTORCYCLES FREE ',' '�}' = 1 of AVENUE _ ism" more capacity without increased environmental impact. This approach minimizes the heavy-duty construction equipment needed for a full lane build-out, thereby also minimizing the air quality impacts that often accompany construction of expanded facilities. Supporting Sustainability at the Regional, State, and National Level At the regional level, this project contributes directly to three key sustainability goals in DRCOG's 2035 Metro Vision Regional Transportation Plano'-: • Reduce the number of SOV trips to work to 65% by 2035 . : • Reduce daily VMT per capita by 10% by 2035 Greenhouse Gas 96,979 • Cut greenhouse gas emissions by 60% by 2035 Emissions Metric Tons Gasoline and Diesel 10,637,746 At the state level, the project supports a CDOT policy Consumption Gallons directive on air quality (PD 1901 .0)16 committing the Department to "promote a transportation system that is environmentally responsible by working to research and promote actions and technologies that assist areas of the state which currently violate air quality standards to achieve compliance and to prevent the occurrence of new viola- tions of air quality standards elsewhere in the state." This project also supports a 2007 Executive Order, "Greening of State Government" (Executive Order D011 07)83, which established specific goals and objectives for reducing the impact of state materials and resource management deci- sions. This Order requires state agencies to develop and implement strategies that minimize the public health and environmental impacts associated with agency land use and acquisition. At the national level, the American Association of State Highway and Transportation Officials (AASHTO) recently issued a report, Transportation: Invest in Our Future', which addresses the role of transportation—as a major contributor to oil consumption and air pollution—in address- ing sustainability concerns. The report urges transportation decision makers to adopt a "triple bottom line" approach to sustainability3 by evaluating performance on the basis of three princi- ples: economic, social and environmental impacts. The table below describes the steps involved in the triple bottom line approach and details the features of this project that deliver on this ap- proach. ne pp ac ' T arfh rolect Feat [res Robust economic growth: Deliver a sus- • Addresses an extremely congested corridor that serves tainable, high-performance transportation as a critical transportation route to the entire Rocky system in support of a robust economy by Mountain Front Range and provides a primary link to first optimizing existing infrastructure, then and through downtown Denver and access to hundreds reshaping demand, and lastly expanding of businesses. judiciously. • Optimizes existing infrastructure by using paved shoulders to create new lanes. • Reshapes demand by offering carpoolers and transit users a free and uncongested ride. 16 Colorado Department of Transportation I-25 N Managed Lanes Extension • :worth BUSES 6 - r CCYCCLES FREEi �\ aMilk DESTINATION RATES . 101 AVENUE J - _ US J6 •-1 • - } ' ..sa�f1 OOWNTOWHIDUS Improved quality of life for all citizens: En- • Provides immediate congestion relief decades earlier hance quality of life by integrating transpor- than originally planned with emphasis on alternate tation with the built environment by using modes. the full tool kit, including context sensitive • Improves bus travel time to give riders more choices solutions, land use policy, and diversified and better access. mode choice. • Supports regional sustainable land use plans. Better-than-before health of the environ- • No additional right-of-way and little or no additional ment: Embrace environmental stewardship paved surface are needed. as a preeminent approach to delivering • Minimizes the environmental impacts of construction, transportation services that result in zero as well as the impacts associated with the production carbon footprint and a better-than-before and placement of asphalt/paved surface. environment. • Provides sustainable alternative to building more lanes. (v) Safety The most recent data28 for this segment of I-25 indicate that the frequency of crashes is slightly less than the average for Colorado's urban Interstate highways. In the period between 2006 and 2010, the accident rate for the segment overall was 1 . 13 accidents per million VMT compared to an average rate for urban interstates of 1 .4613. The majority of crashes are congestion related, with rear-end and sideswipe same-direction collisions constituting 77% of all crashes. Very little research has been done on the safety implications of adding buffer-separated man- aged lanes to existing freeways by converting the inside shoulder to a travel lane72. While the increase in capacity is expected to result in reduced congestion and therefore fewer congestion- related crashes, speed differentials between the general purpose lanes and the managed lanes may contribute to increases in other types of crashes. Considering these factors along with the current safety performance of the roadway, the addition of managed lanes on this corridor is not expected to significantly increase or decrease the accident frequency. CDOT commits to monitoring and reporting on the accident history of this corridor after con- struction to further add to the safety knowledge base for these types of facilities. The "before" safety data provides a detailed and comprehensive understanding of the current conditions. CDOT will collect the same detailed accident data for the "after" condition to aid in any future decision making. In conjunction with building the managed lanes, CDOT is taking additional steps to improve safety as part of this project. The project will install ITS equipment, such as variable message signs, that will improve traffic data collection and fiber connectivity to monitor traffic and im- prove traveler information and incident response. Buffers and shoulders' will be maximized throughout, with minimum 8-foot outside shoulders for vehicle refuge. The 1-25 Courtesy Patrol, which provides towing and other services to disabled vehicles and removes them from the free- way, will also be extended in this area to further improve incident response and traveler safety. Colorado Department of Transportation 17 1-25 North Managed Lanes Extension � r _ Nov r.&USES • a MOTORCYCLES FREE — s t-5 DESTINATION RATES n _7' ' 5 '_ LCL — - S � - B. JOB CREATION AND NEAR-TERM ECONOMIC ACTIVITY Creates 476 New Construction-Related Jobs - With Benefits to Economically Challenged Areas As of July 2011 , the unemployment rate in Adams County and Weld County was 9.6% and 9.9%, respectively'. Due to .i ra high unemployment rates, Weld County has been officially 41 _it designated as an EDA. The project will generate 476 new ,- : • �__ 10 se;ttlit it 14 r jobs, many of which will be generated in the economically challenged Adams and Weld Counties, because of their strong construction sector". = - Project creates new construction jobs. Benefits to Small and Disadvantaged Business Enterprises CDOT/HPTE are committed to this project meeting or exceeding the Department's statewide annual disadvantaged business enterprises" (DBE) goal for this project (currently at 13.29%) by awarding a target percentage of transportation contracts to DBE. CDOT is strongly commit- ted to employing DBE firms. CDOT's Denver Regional office recently held an open house for small and disadvantaged businesses aimed at encouraging their continued participation in CDOT work24. Another open house is planned for the US 36 Managed Lanes Project later this year. Project Is Ready to Go and Will Have Immediate Economic Impact Appendix C provides a quarter by quarter drawdown schedule for the proposed work, indicating that 476 new jobs will be created within next three and a half years by this project. C. INNOVATION Rethinking Standard Design Criteria to Meet Demand Demonstrating the benefits of innovative design and engineering is the hallmark of the project. The project is achievable in the near term only because it revisits standard design criteria to make use of what we already have to yield new capacity — something that traditionally is shied upon but definitely warrants review. The innovative approach builds on ideas presented in an October 2010 FHWA report to Congress called Efficient Use of Highway Capacity59. The project expands the reach of existing managed lanes and increases the success and effectiveness of the overall system. The project is a high-value, low-cost investment that makes more efficient use of exist- ing highway capacity. Putting Innovative Technology to Work to Improve System Operations The project includes innovative technologies that will enhance traffic efficiency and safety, im- - prove transit reliability and traveler information, and ensure that toll collection is accurate, with a high level of customer satisfaction. State-of-the-art equipment planned for the project includes: • All-electric tolling systems • Electronic payment technologies • Electronic toll collections systems to allow seamless regional systems 18 Colorado Department of Transportation 1-25 North Managed Lanes Extension • �r �__ .. Nov�•.�usu� -�i � �" `' r FtOTORCYCLES FREE A• . _� DESTINATIONS I Prri - 104 AVENUE1 _ US 36 .+! `mil DOWNTOWNIDUS MiNMI • Automatic vehicle classification for the detection and HOV 2+, BUSES & determination of vehicle profile MOTORCYCLES FREE • High resolution automatic license plate reading cam- zer `cross To// era utilizing optical character recognition DESTINATION RATES • Video tolling for open road tolling 104 AVE N U E IMO • In-vehicle computers or in-lane notification to officers US 36 5x.xx DOWNTOWN/DUS $x.xx: of purported HOV status Capability Project utilizes dynamic congestion pricing. • for dynamic pricing of toll rates • Integrated ITS systems to view traffic conditions, dispatch courtesy patrol, implement inci- dent management plans, assess device status and initiate repairs and maintenance, and gather data fromLdevices • Spot volume, occupancy, and speed using microwave side-fire radars • Metrics for measuring and evaluating the facility's performance Accelerating Project Delivery In March, 2009 new legislation provided for the first new dedicated and sustainable funding source for transportation in Colorado in 20 years. This legislation also created the HPTE.The HPTE is given the authority and mission to seek out opportunities for innovative and efficient means of financing important surface transportation projects, and to ensure that such projects are also properly prioritized and accelerated6s. Colorado's HPTE is a co-applicant with CDOT for this TIGER Discretionary Grant. The HPTE is authorized to evaluate and enter into agreements for user fee-based revenue bonds, project financing, availability payments, design-build contracting, operating concessions, and public- private partnerships (P3s). The HPTE recently closed a $54 million TIFIA Loan based on a TIGER Challenge Grant for US 3669. CDOT and HPTE are experienced in delivering projects similar to this one and are well- positioned for success. D. PARTNERSHIP (i) Jurisdictional & Stakeholder Collaboration Community Involvement Helped Shape North 1-25 Environmental Impact Statement (EIS) Formal local agency involvement in the EIS process began in early 2004 and continued with completion of the FEIS in August 2011 . The process involved representatives from 32 cities and towns, 7 counties, and 4 regional organizations participating in committee work. More than 30 public meetings provided opportunities to solicit and collect comments in order to provide input to the CDOT, FHWA, Federal Transportation Administration (FTA), the project management team, and representatives from the local jurisdictions. The current project was shaped by input from this diverse partnership. Colorado Department of Transportation 19 1-25 North Managed Lanes Extension s MOV 24 BUSCs i i M0T0RCYCL£5 FREE i"" .. sill i • . .1 fl -ssroll V I , '•._ DESTINATION ak - i--- 104 AVENUE __ d 1 • US 36 - i �: r DOWNTOWWIDUS a - - NATA Brings Multiple Public and Private Entities Together on a Common Vision for the 1-25 Corridor `v I% N NATA was formed in 2009 to champion mobility improvements to North I-25. c '� NATA consists of representatives from economic development organizations and �� p g ,. elected officials from 12 local governments in the north/northeast section of the wooer- Denver metro area. Congestion relief along the north I-25 corridor is NATA's top priority, and the group has estab- lished strong partnerships with CDOT, HPTE, and RTD to accomplish this goal. Although local government budgets are tight, several NATA member organizations have stepped forward with a financial commitment to this project, a testament to strong local support for these improvements (see Appendix J). Transportation Improvements to be Supported by a New Corridor TMO NATA recently created a TMO for the I-25 North corridor. The new TMO will work closely with CDOT and the HPTE as the project is built to ensure that improved carpooling and transit oppor- tunities provided by the project are fully utilized. Private Economic Industry Air Quality Development r"� (ii) Disciplinary Integration councils - Cv ,, Agencies The project offers a sustainable alternative to L Emergency • Colleges & �! g y traditional surface transportation projects. Theck 1-25 MANAGED c Response Universities ' '� Agencies , improvements are broadly supported by a wide /� LANES PROJECT �e g variety of agencies with missions ranging from Cities & � Cu � `) Chambers improving public health critical Counties ' `., !p g to providing critical `_ of Commerce Transit emergency response. When implemented, the Councils ofAgencies Government project will provide mobility and access to exist- ing and non-transportation public service agencies along I-25 in Adams, Broomfield, Weld and Larimer Counties. Some of the agencies, organizations and non-transportation sectors that will benefit include: ( ✓ denotes agencies who have provided a formal letter of support - see Appendix G) ,. _. e` 'ca aril mergeacy&rvices North Suburban Hospital Within project area @ 92nd & I-25 Colorado Children's Hospital Just north of project area east of 1-25 at 160th FUTURE Kaiser Permanente Hospital Just north of project area west of I-25 at 160th North Washington Fire District I-25 splits the District's service area Thornton Police Department & Thornton Fire Departments I-25 bifurcates these respective Department's service areas V North Metro Fire District 1-25 bifurcates the District's service area Northglenn Police Department 1-25 bifurcates the City of Northglenn Air Quality Agencies/Public Health CO Dept of Public Health and Env - State Public Health and Environmental Agency V' Air Pollution Control Division 20 Colorado Department of Transportation 1-25 North Managed Lanes Extension ,_ HT r. �uscs t �' r '; r MOTORCYCLES FREE �� a __ rre 1 : . _ jr - - _ ' affffill a DESTINATION RATES s 1._ _� .`11 1O1 AVENUE US�8 � ' i�' t --� - Litt_ DOWNTOWWDUs - ..d �, - 1 ' 1 - 4 Shuttle Service for Adams County seniors and disabled / A-Lift community through metro area Adams County Economic Offices located within project area west of I-25 & 120th. V Development Concentrates on primary sector business retention Metro North Chamber of Offices located just north of project area west of I-25 & V Commerce 144th Colleges and Professional Trade Schools Kaplan College Located within project area at 1-25 & 88th Avenue Everest College Located within project area at I-25 and 88th Ave Regis University Located within project area east of I-25 & 88th. DeVry University Located within project area west of I-25 and 120th Westwood College Located within project area at I-25 & U.S. 36 _..a,._n,, .. - . _ _ . ___- ___ _ -. ___ _.-_.— _ .,,.Y. •ate:-w+ Y„.,, ^�'•pi�tcv� ... ._ _ . _.._ Affordable Housing Complexes in Close Proximity to the Project Aztec Village Apts. ( 164 Creekside P1. Apts Waterview PKY Apts Overlook (160 units) Units) (208 units) (82 units) Lamplighter Village Montair Apts (319 Carriage Hill Apts. (100 units) ( 104 units) units) North Creek Apts Summit @ Thornton (300 Skyline Apts Renaissance 88 Apts units) ( 180 Units) E. RESULTS OF BENEFIT-COST ANALYSIS To assess the potential benefits -�� NPV @ 7170 of the Project, a Benefit-Cost Category Disc Analysis (BCA) was conducted. Costs , • - Cost $37,005,232 The project is expected to have aCapital Benefit/Cost (B/C) ratio of 10.37 O&M Costs $5,889, 102 _ for the 10-year forecast horizon. Subtotal Costs $42,894,333 Benefits Traffic data was drawn from the State of Good Repair ---- $ 11 ,014,948 FEIS, and the project benefits p Travel Time Savings $403,831,371 were monetized using data from Fuel Savings $27,824,662 the U.S. Bureau of Economic Emission Reductions $2,038,561 Analysis (BEA)'. Non-monetized Safety $0 benefits include an increase of ._ - $444,709,542 Subtotal Benefits 54444,,709,542 115,920 Express Bus trips, a Benefit/Cost Ratio 10.37 reduction of 10.6 million gallons ��_ - Non-Monetized Benefits . of fuel, and a decrease of over Additional Bus Trips 115,920 96,000 metric tons of vehicle Reduced Gallons of Fuel Consumed 10,637,746 emissions. Detailed information Metric Tons of Emissions Reduced 96,979 regarding the Benefit/Cost Analy- Number of Jobs Created 476 sis can be found in Appendix B. Hours Saved 36,255,576 Colorado Department of Transportation 21 1-25 North Managed Lanes Extension NOV 2•. BUSES& • + MOTORCYCLES FREE . +-rati r _ DESTINAT1ON RATES I�� {-- 104 AVENUE us 36 _ in" `�- DOWNTOWHIDUS - Evaluation of Project Performance CDOT and HPTE are keenly aware of US DOT's interest in tracking the performance of TIGER projects and are committed to working with US DOT to establish metrics to evaluate benefits from travel time reductions, higher use of alternative modes, reduced GHG emissions, etc. Evaluation of project performance is critical and will highlight how this high-impact / low-cost approach to capacity expansion can be used as a model for other similar future opportunities throughout the United States. V. PROJECT READINESS AND NEPA (i) Project Schedule Schedule a ECErir1 :• E • a • • JUNE SUMMER SUMMER . ' a ft t rJr m12 - "r r 2013 , 2013 2015 _._ + ° Ham- t , • }f' NOTIFICATION RECORD OF OF GRANT BEGIN FINAL OBLIGATION BEGIN PROJECT DECISION APPROVAL DESIGN OF FUNDS CONSTRUCTION COMPLETION A detailed quarterly drawdown schedule of activities and associated quarterly jobs created is included in Appendix C. (ii) Environmental Approvals The North 1-25 Final Environmental Impact Statement was completed in August 201125, and a ROD is scheduled for signature by CDOT and FHWA prior to the end of 2011 . A reevaluation of the ROD, based on final design plans, will be needed prior to advertising the project for con- struction. No significant issues are expected during the re-evaluation. A storm water construction permit from the Colorado Department of Public Health and Environment will also be needed prior to construction: (iii) Legislative Approvals No legislative approvals are needed to deliver this project. In 2009, Colorado's legislature estab- lished the HPTE as an entity within CDOT and secured its authority to implement tolling on new capacity65. The following approvals will be needed as the project proceeds to construction. None of these are anticipated to be problematic to achieve the project schedule. • Design variances from FHWA will be needed for approval of reduced inside (and possibly outside) shoulders as well as for any reduced lane widths proposed in final design. CDOT has been working closely with the FHWA Colorado Division office on evaluating the design aspects of the cross-section to consider safety, mobility and operational improvements. Those discussions have led to the proposed minimum lane/shoulder widths. • 22 Colorado Department of Transportation 1-25 North Managed Lanes Extension - - a:___- R _ HO 2',susss& ; MOTORCYCLES ME i• ; �4 • rta- q I Vel DESTINATION T S ;.1 - - 104 AVDAJE U538 _ 1 � DOWNTOWSMDUS Nali`- • If the final design includes any modifications to the Interstate ramps, the project will need an approved Interchange Access Request from FHWA, as well as approval from CDOT pursuant to its Interchange Modification Policy Directive #160112. • HTPE has requested authority from FHWA to implement tolling for the project's managed lanes71; once the ROD is signed, a tolling agreement can be executed. (iv) State and Local Planning This project is consistent with the Preferred Alternative identified in the FEIS scheduled for a ROD by December 201125. The project is identified in the DRCOG's 2035 Fiscally Constrained Long Range Transportation Plan, as amended August 17, 201149. The project is shown in the plan as anticipating funding by 2024. Action to include the project in the current DRCOG Transportation Improvement Program (TIP) is in process". Pursuant to an agreement with local entities along the corridor, $ 15.5 mil- lion currently included in the TIP will be redirected from other I-25 corridor improvements once a TIGER Discretionary Grant has been awarded (see Appendix J). (v) Technical Feasibility Project Scope: Survey work completed by the project team shows that the new managed lanes can be built utilizing existing pavement on the inside shoulder of the facility79. The improvements follow the model of similar facilities recently built in Florida63 and Minnesota", where inside shoulders were converted to managed lanes at relatively low cost to make maximum use of an existing transportation facility31. Project Schedule: CDOT staff will begin final design for the project as soon as the ROD is signed. Design is anticipated to be fully complete by early 2013. No additional right of way will be needed to complete the project. Construction would be completed on an accelerated time- frame, with a goal of having the new lanes open to the traveling public by summer 2015. Basis for Cost Estimate: The estimate was prepared by experienced CDOT engineering staff, derived from quantities and CDOT average unit costs based on recent project data. A senior CDOT cost estimator evaluated the cost assumptions and recommended minor adjustments. A 10% contingency is included, which is appropriate given the straightforward nature of resurfac- ing and pavement striping work involved with this project. The estimate also includes a worst case assumption on the amount of inside shoulder pavement that needs rehabilitation. Future work using radar survey equipment will determine the actual amount of shoulder pavement that needs improvement, which could reduce the overall cost of the project. Operating and Maintenance (O&M) Costs: Ongoing costs for care of the facility are mini- mized since the project utilizes an existing paved surface already maintained within established maintenance budgets. As a result, increased pavement related O&M costs are assumed to be neg- ligible. Incremental O&M related to the toll equipment and operation is estimated at $774,000 in the first full year of operation and increases to $3 million per year in 203594. Colorado Department of Transportation 23 1-25 North Managed Lanes Extension '. NOV 2+. BUSES 4 MOTORCYCLES FREE �" r 4 / INF t viit f 1 ---- t� 104 AVENUE 1� - ra - ..iii US 38 t r i DOWNTOWNIDUS With anticipated toll revenues of $790,000 in the first full year of operation increasing to over $5 million per year in 2035, the sponsors are comfortable that incremental O&M costs will be fully offset94. Project Team: CDOT/HPTE is the lead entity on the project. Funding partners will have an oversight role to ensure the project meets established goals and objectives. As shown below, CDOT Region 6 engineering staff with direction from the Regional Director and North Program Engineer will design and construct the project following documented CDOT standard specifica- tions and project management practices'''. The Resident Engineer in charge will have a team of in-house and/or consultant design and construction engineers and subject matter support staff dedicated to project completion. HPTE will provide technical guidance on tolling equipment to ensure compatibility with other regional toll facilities. HPTE will oversee toll operations of the managed lane and receive all toll revenues generated on the corridor. The operations will be managed utilizing pre-existing agreements for toll collection and revenue processing. E .-ec eve Oversight , u_e TorStrinerall Michael Cheroutes, Esq. HPTE Director 40-{- Reza Akhavan, P.E. CDOT Denver Region Director 2 5 Bill Van Meter; M.A. RID Assistant General Manager, Planning 22 Benson Stein, M.B.A. CDOT Chief Financial Officer 22 Herman Stockinger CDOT Director of Office of Policy & Government Rela- 21 tions [ ProjectEngineeringRole Yrs of Experience Kevin Radel, P.E. CDOT Denver North Program Engineer 24 Jay Hendrickson, P.E. CDOT Denver I-25 Resident Engineer 18 Andrew Stratton, P.E. Project Manager - CDOT & Consultant Engineering 10 Team - -.... - : 4 1'_ _ - _ ,. . Delivea y, ..Support Role Yrs of Expe rience Steven Hersey, P.E. CDOT Denver Region Traffic Engineer 15 Diane Jacoby, B.S. CDOT Denver Region Business Manager 20 Greg Jamieson CDOT Denver Region Right-of-Way 11 Donna Haight CDOT Denver Region Utilities 22 Elizabeth Kemp, M.C.P. CDOT Denver Region Planning and Environmental 20 White, M.P.A. CDOT Denver Region — Policy & Government Rela- Rebecca 12 tions Liaison • Kari Grant, M.P.C.D. HPTE Innovative Project Delivery, Tolling, ITS 20 Risk Mitigation: Monthly cost, schedule and status reports will be produced by the project team and contractor and verified by CDOT management. Examples of items that will be tracked on a monthly basis include: total estimated project cost vs. latest approved budget with reasons for any deviations from approved budget and scope, critical path delays and any risks to final com- 24 Colorado Department of Transportation . 1 -25 North Managed Lanes Extension • •- . 4'r H0V2•.'USES I '/ L. ,r a ', MOTORCYCLES FREE ■s -O �.• rot DES RATES - �ct3.11 � _7* 164 AVENUE US 36 UawtJTowtifoU5 la _ .. 1 c ., 3/4411 pletion dates, significant scope of work changes, and any significant federal issues such as buy America, and DBE compliance. (vi) Financial Feasibility Full Funding Plan: A funding plan is in place to cover 55% of the $43.8 million project cost. As outlined in detail in Section III (Sources and Uses of Funds), CDOT and the project team are seeking the $20 million balance from the TIGER program in order to close the funding gap. Funding Secured for Operations and Maintenance Expenses: Since the project does not create any additional pavement, existing CDOT maintenance funds are assumed to continue to cover all pavement related O&M costs. The managed lane operation results in increased annual O&M costs associated with toll operations, enforcement and toll equipment maintenance esti- mated at $774,000 in the first full year of operation increasing to $3 million per year in 203594. Toll revenue projections on the facility are projected to be $790,000 in the first full year of opera- tion increasing to over $5 million per year in 203594, and are more than sufficient to cover those additional costs over the long term. Initial traffic and revenue forecasting was prepared by Wilbur Smith and Associates, a nationally recognized consultant for investment grade projections. Re- sults of their work give CDOT and HPTE confidence that the revenues will be sufficient to cover incremental toll-related O&M costs. Grantee's Ability to Manage Grants: CDOT has a longstanding relationship with US DOT managing hundreds of millions of dollars in Federal Aid grants for transportation projects every year. Under the Economic Stimulus program, CDOT was successful in obligating and spending all ARRA funds within the required timeframe leading to successful and timely completion of its recovery projects34. A TIGER Discretionary Grant awarded to CDOT for the US 36 managed lanes project was successfully obligated by the required deadline". Each year, CDOT is a recipi- ent of redistributed federal transportation funds from other states that were unable to obligate their funds within prescribed timeframes. CDOT has consistently demonstrated ability to deliver federal aid construction projects according to US DOT rules and regulations. VI. FEDERAL WAGE See Appendix L. Colorado Department of Transportation 25 1-25 North Managed Lanes Extension �44 T r . H0V 2`►, BUSES G ; h z WV ; ,• a MOTORCYCLES FREE f ..= 44% US �s _ •l' T. y 1 • u`�— DOINNTOWN/DUS SIM CHANGES SINCE PRE-APPLICATION There are two changes to the I-25 North Managed Lanes Extension project proposal since sub- mittal of the TIGER III pre-application. 1 . Estimated project cost has increased from $40 million to $43.8 million due primarily to re- finements on costs for required noise walls, pavement resurfacing and contingency. 2. TIGER III Discretionary Grant Request has increased from $15 to $20 million to offset the increased cost. A $20 million request represents 45% of total project funding, still far less than the allowable federal share. State/local share of funding represents 55% of total project costs. • Colorado Department of Transportation TIGER Discretionary Grant Application 1-25 North Managed Lanes Extension Colorado Department of Transportation And High Performance Transportation Enterprise APPENDICES 1 Appendix A —Endnotes & References References.doc Appendix B — Project Benefit Cost Analysis ® r r BCA Narrative BCA_I-25_Summ BCA_I-25_Assum BCA_I-25 Traffic and Summary Any ary.pdf ptions.pdf Analysis.pdf Appendix C — Project Schedule, Job Creation and Drawdowns by Quarter Drawdown schedule and job irrpact.xis Appendix D — I-25 North Corridor Condition rrs SW 217-223.pdf f6.pdf Appendix E — Safety Data 025_036-128_ge neral-summary_O 2 Appendix F — Media articles September 23 August 22 bizjournals.com blogs.denverpost. denverpost.pdf www.5280.pdf denver stories 20( Inspiratia Article- Colorado-sunrise Appendix G — Project Support Letters from 25 Multi- Disciplinary Agencies Multi-Discipline Agencies Supporting the 1-25 North Managed Lane Extension Project (Signed Support Letters below) Adams County Firestone Adams County Community Transit A-Lift Hyland Hills Park & Recreation District Adams County Economic Development Larkridge and Larkridge South City and County of Broomfield Metro North Chamber of Commerce City and County of Denver North Area Transportation Alliance City of Dacono North Metro Fire Rescue District City of Northglenn North Suburban Medical Center City of Thornton North Washington Fire District City of Thornton Police & Fire Regional Transportation District City of Westminster Town of Erie Colorado Department of Public Health and Upper Front Range Transportation Planning Environment Air Pollution Control Division Region 3 Community Reach Center Weld County Denver Regional Council of Governments Adams County DRCOG Support Larkridge and Metro North Support Letter.pol Letter.pdf Larkridge South--I Chamber Letter of ® ® ® _ North Suburban NW Fire District RTD Support ACED Medical Support L Support Letter.pol Letter.pdf LetterOf Support.pdf ® r r r UFR Letter of north metro fire community reach Dacono letter of Support.pdf support letter.pdf center support let support.pdf r — `FA 1. P _ P ae ri Fl r A-Lift Letter of APCD Support Broomfield Denver support for Support.pdf letter.pdf GrantSupport.pdf NorthI-25.pdf Erie Letter of Firestone Letter of NATA Letter of Northglenn Support.pdf Support.pdf Support.pdf Signed_endorsentnt i El rs, ell Thornton TPolice& Hyland Hills Letter of Weld Westminster Letter Fire Support Letter.p, Cor -itment.pdf SupportTiger.pdf of Support.pdf Par to Thornton Support Letter.pdf Appendix H — North 1-25 Express Lanes Extension Concept r PB report 1-25 North Managed La 4 , Appendix I — NATA Members, Mission, Etc . NATA's mission The North Area Transportation Alliance (NATA) is a partnership of public and private entities in the North 1-25 Corridor working to identify, develop, advocate and lobby for transportation solutions that will enhance mobility, drive economic development and reduce traffic congestion in the north metro area. :J NATA Address Listing as of 10 18 11.doc http://northareatransportation.netlMeetings.asp Wilhite Metro Most Cvhgtrstttd llloltrrtys a r '� inr. Din Idtt�Ero Most ContestedF�ghr�►a Deily Ttp t i- V !l`a nr4 0eV tame ��; Daily trrff:c VoPt rngs Per Line Ever 3 iQp.len_ ast.cQnt� d R,rk 1I�,,•.t*w.rasaaw WSJ T*IIL Ia N limp*O111 I}v �1r101 frlitl ►'clsuneU pee ;alit o1 highr py, Nt 11W OastSI Ins sr M.1�4 Nine ......114."‘41 wnssseear Oen ya'Mar*area en State Highvezy. Na sp:+.iet Mill{ cogle Nng t t- - - - -- - • f cnIctralien.bin a time k mein cnrrpar non Alit AvenM'DAh'Treffsr Z: '= 4� s rr I ' ` Traffic Volumesinmes fromfromCu+CT 120.004 Alm 'r Meta ] ' - a 1 Nurnbr of Les en Hi kr_ay ft Lents = 42C ; Ye1tA rleitlftyV $ I I 14 ,.a I .,, The benici err.-tro area tin the htjtllcst VAN: volume.In the Stale oil �� It r-.'�• I - ' .x 1 • r - . t_+" Catulado and Eh. rnud;rrrl tyirh Ilia hnghmd cw yar4cnl. Muff are (hr tap VII .' I i °"{Qs), -- I st locatllons1471t'iph!9heatt'itle velum* Der rine7 .i- - y.t++i r t t1_ i ‘3 r mi „ail err. '1) 1-45 al 14nArs., l 1173pCCE. Iasi4, 2: l ?: Ntlileleallanaklay e 1 ik.¢z Ii W is + ' a : I a t 'r 2? t-25 al lharrrl.n I'hway,ltiDi 1J2,000tlanes, r.5.4:02 vchlanakluy I v �� I '�".,k� r 1,y ' rs• f^ a) 1-25 at Santa Fe Drive, ADTMAON°13nes, 25.7771 vetnlan?"day a mi - • Lae-4.. I 4 I 4 '• 'Al •••7.4•.1 .'!: 4) 1.25 at HirnFden, *O 193,101'3 Lines, .:.4-125 4Rhlantday 4,-C A 1 I r M 1 i w3) ii �•'n'I"-1--! U (:.'ii'--i- - -Pt* -- .. - _ � � �*) 4-470atfllOnOoBlvd ACPT16,40044JONI, .itt:g.ti +4ineio. y r 4.' . 'Y Ct I' ... - s , i ( ' �� ono - , t R ny E-25 at callst, �7 21 e,O(iOPP lanai, ,1.tli u vet4iI r*k'lay -tit ea-••4 � ` ; : 1 ,,.. r- I.r ; i 7) I^2G at Untveri1y. ADT 180,0A'b lines, 2?.G2$ vnh4a ,',dny -...6-r - wrri gtm.,,l rim. a.IS • ., � 1 "0_ tl I ,I I I I. 3? 1-25 al aoat51 of I-TO, AD7 254.03:J11 lari ., 23 COD r:h11ai1K,kLar J J iiiN f et,' ip+1 �I I -• ►us $O(4225 pi b,Ily Avq., an 1U;t,p¢J'y Iartuq, : , ' V Y4I71irtE;'ctny '� "' i 1 _ �, °_ le) 1-225 at Colfax Ave.. ilatO'5rO loner.. r 1.`�.;lee1t'Isnerdcg +►i I + r'``te-*�* 44:l.P S The wort.: Becton of congeetlan In the Denver Yen Area aril St d 1bn ate of (1;1,dic tna. .,.j.ayi+a.Lb'hts v'eF'�v it mfentlfVe tel'intrtfr9V ems+ Colgrilcic hi 1-25 kcsn 164 ekes,tv US- lC Appendix J — Funding Partner Commitments / Opportunities Email from Matt Lutkus to Steve Rudy at DRCOG requesting consideration for CMAQ funding. 5 pEl 4 P —As Documentl.doa Adams County ® FASTER Transit RTD Support Application)-2... Broomfield Thornton Support Support Letter.pol Letter.pdf GrantSupport.pdf Letter.pdf Westminster Letter Northglenn 10-28-2011-Conmiss of Support.pdf Signed_endorsement ioner Hansen letter.p Appendix K — Initial Traffic and Revenue Forecasts and Operating and Maintenance Cost Estimates P(I( Copy of TR_I25 North_to Client with Appendix L— Federal Wage Rate Certification Federal Wage Rate Certification 6 Hello