HomeMy WebLinkAbout20241058.tiffCORRECTED RESOLUTION
(Corrected to Update Program Source)
RE: APPROVE APPLICATION FOR 2025/2026 MULTIMODAL PROJECT
DISCRETIONARY GRANT (MPDG) PROGRAM FOR COLORADO INTERSTATE 76
(1-76) AND COUNTY ROAD 8 IMPROVEMENTS PROJECT, AND AUTHORIZE
DEPARTMENT OF PLANNING SERVICES TO SIGN AND SUBMIT ELECTRONICALLY
WHEREAS, the Board of County Commissioners of Weld County, Colorado, pursuant to
Colorado statute and the Weld County Home Rule Charter, is vested with the authority of
administering the affairs of Weld County, Colorado, and
WHEREAS, the Board has been presented with a draft Application for the 2025/2026
Multimodal Project Discretionary Grant (MPDG) Program for Improvements to Colorado
Interstate 76 (1-76) and County Road 8 Intermodal Needs for Our Valued Environment and
Sustainable Transportation System (INVESTS) among the County of Weld, State of Colorado, by
and through the Board of County Commissioners of Weld County, on behalf of the Department of
Planning Services, the Colorado Department of Transportation (CDOT), and the U.S. Department
of Transportation, with further terms and conditions being as stated in said application, and
WHEREAS, the INVESTS project will relocate and reconfigure the existing 1-76 and
County Road 8 interchange further north into a partial clover leaf, connecting directly to 1-76
mainline, and also includes new bridge structures over the Burlington Northern Santa Fe (BNSF)
Railway, and
WHEREAS, said application will be submitted under the MPDG Program, and if awarded,
Region 4 of CDOT agrees to manage the grant and improvements on behalf of Weld County, and
WHEREAS, after review, the Board deems it advisable to approve said application, a copy
of which is attached hereto and incorporated herein by reference.
NOW, THEREFORE, BE IT RESOLVED by the Board of County Commissioners of
Weld County, Colorado, that the draft Application for the 2025/2026 Multimodal Project
Discretionary Grant (MPDG) Program for the Colorado Interstate 76 (1-76) and County Road 8
Intermodal Needs for Our Valued Environment and Sustainable Transportation System
(INVESTS) among the County of Weld, State of Colorado, by and through the Board of County
Commissioners of Weld County, on behalf of the Department of Public Works, the Colorado
Department of Transportation (CDOT), and the U.S. Department of Transportation, be, and
hereby is, approved.
cc :1w(c4,oN/DD/SB) PL(Erg RcT(ce/cD)
o5/o6/2y OS/oE/,2y
2024-1058
EG0082
APPLICATION FOR 2025/2026 MULTIMODAL PROJECT DISCRETIONARY GRANT (MPDG)
PROGRAM FOR COLORADO INTERSTATE 76 (1-76) AND COUNTY ROAD 8
IMPROVEMENTS PROJECT
PAGE 2
BE IT FURTHER RESOLVED by the Board that Elizabeth Relford, Interim Director of the
Department of Planning Services, be, and hereby is, authorized to finalize said draft application
and electronically sign and submit it.
The above and foregoing Resolution was, on motion duly made and seconded, adopted
by the following vote on the 6th day of May, A.D., 2024.
ATTEST: da:Sk)
G1 ;
Weld County Clerk to the Board
BO/71 • 001407 zJc
Deputy Clerk to the Board
APP- O ..D A
ey
Date of signature: ' Z -
BOARD OF COUNTY COMMISSIONERS
WELD COUNT , RA
Kevin D. Zss, Chair
Perry L. Bak, Pro-Tem
Mika/ reeman
ott K. James
on Saine
2024-1058
EG0082
RESOLUTION
RE: APPROVE APPLICATION FOR 2025/2026 MULTIMODAL PROJECT
DISCRETIONARY GRANT (MPDG) PROGRAM AND MEGA GRANT PROGRAM, AND
AUTHORIZE DEPARTMENT OF PUBLIC WORKS TO SIGN AND SUBMIT
ELECTRONICALLY
WHEREAS, the Board of County Commissioners of Weld County, Colorado, pursuant to
Colorado statute and the Weld County Home Rule Charter, is vested with the authority of
administering the affairs of Weld County, Colorado, and
WHEREAS, the Board has been presented with a draft Application for the 2025/2026
Multimodal Project Discretionary Grant (MPDG) Program and National Infrastructure Project
Assistance (Mega) Program for Improvements to Colorado Interstate 76 (1-76) and County Road 8
Intermodal Needs for Our Valued Environment and Sustainable Transportation System
(INVESTS), among the County of Weld, State of Colorado, by and through the Board of County
Commissioners of Weld County, on behalf of the Department of Public Works, the Colorado
Department of Transportation (CDOT), and the U.S. Department of Transportation, with further
terms and conditions being as stated in said application, and
WHEREAS, the INVESTS project will relocate and reconfigure the existing 1-76 and CR 8
interchange further north into a partial clover leaf, connecting directly to 1-76 mainline, and also
includes new bridge structures over the Burlington Northern Santa Fe (BNSF) Railway, and
WHEREAS, said application will be submitted under the MPDG and Mega Programs for
both the Rural Surface Transportation Grant Program and the Nationally Significant Multimodal
Freight and Highway Grant Program (Infrastructure for Rebuilding America [INFRA]), and if
awarded, Region 4 of CDOT agrees to manage the grant and improvements on behalf of Weld
County, and
WHEREAS, after review, the Board deems it advisable to approve said application, a copy
of which is attached hereto and incorporated herein by reference.
NOW, THEREFORE, BE IT RESOLVED by the Board of County Commissioners of
Weld County, Colorado, that the draft Application for the 2025/2026 Multimodal Project
Discretionary Grant (MPDG) Program and National Infrastructure Project Assistance (Mega)
Program for improvements to Colorado Interstate 76 (1-76) and County Road 8 Intermodal Needs
for Our Valued Environment and Sustainable Transportation System (INVESTS), among the
County of Weld, State of Colorado, by and through the Board of County Commissioners of Weld
County, on behalf of the Department of Public Works, the Colorado Department of Transportation
(CDOT), and the U.S. Department of Transportation, be, and hereby is, approved.
cc :Pw(c,4 ico/coiss), AcT(cP/cD)
05/oI/24
2024-1058
EG0082
APPLICATION FOR 2025/2026 MULTIMODAL PROJECT DISCRETIONARY GRANT (MPDG)
PROGRAM AND NATIONAL INFRASTRUCTURE PROJECT ASSISTANCE (MEGA)
PROGRAM
PAGE 2
BE IT FURTHER RESOLVED by the Board that Elizabeth Relford, Interim Director of the
Department of Planning Services, on behalf of the Department of Public Works, be, and hereby
is, authorized to finalize said draft application and electronically sign and submit it.
The above and foregoing Resolution was, on motion duly made and seconded, adopted
by the following vote on the 1st day of May, A.D., 2024.
BOARD OF COUNTY COMMISSIONERS
WELD COUNTY, COLORADO
ATTEST: 4A) C� lei.te
Weld County Clerk to the Board
By:Otte-At IAJaA
Deputy Clerk to the Board
AP" • YED
ounty Att• Bey
I �
51
Date of signature:
EXCUSED
Ke . Ross, Chair
Perry L. ck, Pro-Tem
on Saine
2024-1058
EG0082
Esther Gesick
)91,,e1
From:
Sent:
To:
Subject:
do_not_reply@grants.gov
Tuesday, May 7, 2024 8:45 AM
Elizabeth Relford
GRANT14140101 Grants.gov Grantor Agency Retrieval Receipt for Application
Caution: This email originated from outside of Weld County Government. Do not click links or open attachments unless
you recognize the sender and know the content is safe.
Your application has been retrieved by the Grantor agency.
Type: GRANT
Grants.gov Tracking Number: GRANT14140101
UEI: MKKXT9U9MTV5
AOR name: Elizabeth A Relford
Application Name: Weld County
Opportunity Number: RSTGP-25-26-RURAL
Opportunity Name: Rural Surface Transportation Grant Progam
https://urldefense.com/v3/_https://apply07.grants.gov/apply/login.faces?cleanSession=1_;!!KFsiObvCuhO!455RFB3m
XZ_dzatlxJK3GfoUKRfTHIFIIjmJDBptcRazVIOXGxerevV9GSJxl75Skk3guk4GU5ZPg4kpzzdgyFZ4Uvw$
We will notify you via email when your Grantor agency has assigned an Agency Tracking Number to your application.
Thank you.
Grants.gov
If you have questions please contact the Grants.gov Contact Center:
support@grants.gov
1-800-518-4726
24 hours a day, 7 days a week. Closed on federal holidays.
PLEASE NOTE: This email is for notification purposes only. Please do not reply to this email for any purpose.
OMB Number: 4040-0004
Expiration Date: 11/30/2025
Application
for Federal
Assistance
SF -424
1. Type
of Submission:
* 2. Type of Application: * If Revision, select appropriate letter(s):
1
New
Preapplication
Continuation * Other (Specify):
Application
Revision
Changed/Corrected
Application
t 3. Date
Received
4. Applicant Identifier:
I
frit, i �` P r
/1� i e;L
5a. Federal
Entity Identifier:
5b. Federal Award Identifier
State
Use Only:
7. State Application Identifier:
6. Date
Received by State:
i
8. APPLICANT
INFORMATION:
* a. Legal
Name:
Weld County
* b. Employer/Taxpayer
Identification Number (EIN/TIN):
* c. UEI:
MKKXT9U9MTV5
84-6000813
d. Address:
* Street1
1150 O Street
Street2:
* City:
Greeley
County/Parish:
* State:
CO: Colorado
Province:
* Country:
USA: UNITED
STATES
* Zip /
Postal Code:
80632-0578
e. Organizational
Unit:
Department
Name.
Division Name:
Weld County Planning
f. Name and contact information of person to be contacted on matters involving this application:
Prefix:
Ms .
* First Name:
Elizabeth
Middle Name:
* Last Name:
fo rd
Relford
Suffix:
Title:
Interim
Director
Organizational Affiliation:
Weld County Planning
*Telephone Number:
(970) 400-3748
Fax Number:
(970) 304-6498
* Email:
erelford@weld.gov
Application for Federal Assistance SF -424
.9 Type of Applicant 1 Select Applicant Type
B County Government
Type of Applicant 2 Select Applicant Type
Type of Applicant 3 Select Applicant Type
* Other (specify)
* 10 Name of Federal Agency
US Department of Transportation
11 Catalog of Federal Domestic Assistance Number
[20 938
CFDA Title
Rural Surface Transportation Grant Program
.12 Funding Opportunity Number
RSTGP-25-26-RURAL
* Title
Rural Surface Transportation Grant Program
13 Competition Identification Number
Title
14 Areas Affected by Project (Cities, Counties, States, etc )
Iii Add Attachment , Delete Attachment View Attachment
.15 Descriptive Title of Applicant's Project
Reconfiguration and relocation north of the existing I-76/NCR 8 Interchange to a
partial clover leaf with mainline access and new bridge structure over RR BNSF's new
IMF and LP will parallel I-76
Attach supporting documents as specified in agency instructions
', Add Attachments Delete Attachments View Attachments
x
Application for Federal Assistance SF -424
16. Congressional Districts Of:
a. Applicant
CO -004
* b. Program/Project
CO -004
Attach an additional list of Prograrr/Project Congressional Districts if needed.
Add Attachment
Delete Attachment
View Attachment
17. Proposed Project:
* a Start Date:
* b. End Date:
12/31/2028
18. Estimated Funding ($):
* a. Federal
* b. Applicant
* c. State
* d. Local
* e. Other
* f. Program Income
* g. TOTAL
144,000,000.00
0.00
0.00
0.00
36,000,000.00
0.00
180,000,000.00
* 19. Is Application Subject to Review By State Under Executive Order 12372 Process?
a. This application was made available to the State under the Executive Order 12372 Process for review on
b. Program is subject to E.O. 12372 but has not been selected by the State for review.
c. Program is not covered by E.O. 12372.
* 20. Is the Applicant Delinquent On Any Federal Debt? (If "Yes," provide explanation in attachment.)
Yes
x
No
If "Yes". provide explanation and attach
Add Attachment
Delete Attachmer it
View Attachment
21. *By signing this application I certify (1) to the statements contained in the list of certifications** and (2) that the statements
herein are true, complete and accurate to the best of my knowledge. I also provide the required assurances** and agree to
comply with any resulting terms if I accept an award. I am aware that any false, fictitious, or fraudulent statements or claims may
subject me to criminal, civil, or administrative penalties. (U.S. Code, Title 18, Section 1001)
lN
" I AGREE
* * The list of certifications and assurances, or an internet site where you may obtain this list, is contained in the announcement or agency
specific instructions.
Authorized Representative:
Prefix.
Middle Name:
* Last Name
Suffix
Ms.
* First Name
Elizabeth
Relford
* Title:
Interim Director
* Telephone Number
970-400-3748
Fax Number:
* Email
bocc-contracts@weldgov.com
* Signature of Authorized Representative.
* Date Signed:
05/1/2024
Project
Requirements
Project Requirements
Rural Statutory Requirements: 23 U.S.C 173
To select a project for award, the U.S. Department of Transportation (USDOT) must determine
that the project meets requirements relevant to the program from which it will receive an
award. Weld County is requesting $144 million in construction funds from the 23 U.S.C. 173
Rural Program, to fund the Intermodal Needs for our Valued Environment and Sustainable
Transportation System (INVESTS) new interchange at 1-76 and WCR 8.
Regional Economic, Mobility, and/or Safety Benefits
BNSF Railway (BNSF) is proposing to build an Intermodal Facility (IMF) and Logistics Park
(LP) on 2,575 acres with approximately 10 million square feet of industrial warehouse and
distribution building space by 2048. The new interchange will primarily serve the industry and
its employees and support other regional mobility needs.
Economic Benefits
The IMF/LP project is estimated to cost over $1.5B at full buildout. This massive private sector
investment would generate an estimated 10,300 direct jobs and over 11,000 in induced and
indirect jobs. BNSF has approximately 35,000 scheduled employees represented by 12 labor
unions that support a skilled craft labor force for the railroad. The average rail worker stays on
the job for well over a decade and receives competitive compensation and world -class benefits
from healthcare to retirement. BNSF offers technical training and high -quality apprenticeship
programs to help employees build lifelong careers with the railroad.
The 2021 economic impact analysis (Economic & Planning Systems, Inc.) using the IMPLAN
(Input/Output Model — Nobel Prize in economics) for the combined project concluded that the
resulting economic benefits would be even more massive, at $4.5 billion annually.
The resulting annual property tax from the LP will total over $14 million, including $4.5 million
for Weld County and $4.85 million for the local school district. The businesses located at the LP
will also have valuable machinery and other items that will be subject to personal property tax.
The LP users are estimated to have $350 million in business personal property that will generate
$5.4 million in annual property tax income for all taxing districts, which includes an estimated
$1.55 million for Weld County and $1.9 million for the local school district.
Mobility Benefits
The current BNSF IMF located in downtown Denver is expected to be at capacity by 2027. The
Denver IMF is situated on 26 acres and surrounded by El communities, eliminating any potential
for expansion. In addition, container and truck volumes to and from Denver have historically
grown and are forecasted to continue to grow at 3% annually.
The relocation of the IMF will potentially remove a significant number of trucks from downtown
Denver; however, the real benefit of the new IMF is the proximity to the LP. By co -locating, it
enables BNSF to partner with shipping companies to provide streamlined supply chain solutions
and thereby decrease truck miles travelled. Eliminating the need to haul freight from outside
of the region to already congested Denver areas will help reduce bottleneck issues throughout
Colorado.
INVESTS: I-76/WCR 8 Interchange
Page 1
Project
Requirements
The IMF will be a rail transfer facility stretching nearly 3 miles along 1-76. Operations will have
the capacity of up to 500 lifts annually (transfers between rail and truck), significantly boosting
regional intermodal capability and efficiency and reducing transportation bottlenecks.
Safety Benefits
A safety analysis for this project was developed in January 2024 by a licensed civil engineer with
PE and PTOE professional credentials. This report took into consideration the most recent five
years of crash history in the project vicinity, reflecting a total of 14 crashes on local roads (not
I-76), with 13 of these occurring in the vicinity of the Lochbuie interchange and 1 in the vicinity
of the Hudson interchange. Three of the crashes resulted in injury, and 11 resulted in property
damage only (PDO). There were no fatal crashes on these local roads.
During the five-year study period, 139 crashes were reported along both directions of I-76
between milepost 24.6 and milepost 32.0, a seven -mile stretch that includes the Hudson and
Lochbuie interchanges. This is an average of 3.8 crashes per mile per year. Of these 139 crashes,
109 were PDO, whereas 28 resulted in injuries and 2 resulted in fatalities. The safety study
concluded that there is a low to low -moderate potential for crash reduction along this stretch of
I-76.
Although a predictive safety analysis has not been prepared specifically to compare the Build
and No -Build Scenarios, it is logical to assume that providing the new WCR 8 interchange will
improve safety, based on the considerations above. This includes the fact that providing access
at WCR 8 would reduce site -generated daily trips by approximately 69,600 VMT (18.25 million
VMT per year). With any reasonable crash rate assumption, the reduction of 18.25 million VMT
would reduce risk by a substantial difference in exposure and corresponding potential number of
crashes.
Cost -Effectiveness
The final B/C ratio calculated for INVESTS is 3.05.
Table 1. Results of Benefit -Cost Analysis for 1-76/WCR 8 Interchange Project
Category
Mill
ions of 2022 Dollars
Safety
Benefits
$2.0
Travel Time Savings (VHT)
$116.1
Vehicle
Operating
Cost
Savings (VMT)
$181.1
Non-CO2
Emission
Reduction
$4.6
CO2
Emission Reduction
$48.4
Avoided
Highway
Externalities
$0.8
Amenity
Benefits
$0.0
Health
Benefits
1
$0.0
Residual
Value
$52.6
Maintenance
Costs
$0.0
TOTAL DISCOUNTED
BENEFITS
$385.2
DISCOUNTED
CAPITAL
COSTS
$126.4
BENEFIT
-COST RATIO [ 3.05
INVESTS: I-76/WCR 8 Interchange
Page 2
Project
Requirements
Alignment with National Transportation Goals
SaSa—x
The INVESTS project will have indirect safety benefits throughout the Denver region and
beyond, according to the 2019 Benefit -Cost Analysis that was prepared for the IMF and the LP.
That analysis predicted a reduction of 83.5 fatalities and 2,040 injuries nationwide (but primarily
in the Denver region) over 30 years of operations, primarily by locating these freight operations
in this uncongested rural setting. Reducing those numbers by one-third (20 years of analysis
instead of 30) and multiplying by 6.7% (see earlier discussion of indirect benefits) would yield
indirect crash -related benefits of 91 injury crash reductions and 3 avoided fatality crashes. Over
the 20 -year analysis period, this would equate to an average of 4.6 injury crashes and 0.19 fatality
crashes reduced (not experienced) each year. The indirect benefit that could be claimed with this
approach would amount to an additional discounted benefit of approximately $50 million.
Infrastructure Condition
A new interchange is needed to provide direct interstate access to the IMF and LP, eliminate
negative impacts to existing surrounding communities, and prevents further deterioration to
existing local roads. The project is midway between two existing interchanges on I-76 serving
small rural communities. Without new interstate access for the IMF/LP, its heavy -vehicle traffic
will have to travel 4.35 excess miles out of direction to use the existing interchanges, with major
adverse effects to the small towns.
Congestion Reduction
Traffic modeling indicates that without INVESTS, nearly 16,000 site -generated vehicle trips
per day would use the existing WCR 2 Lochbuie interchange. At 4.35 excess miles per trip, this
equates to approximately 69,600 avoidable vehicle miles of travel per day. Approximately 60%
of external trips from the site (78% from IMF and 55% from LP) would be trucks. This would
translate to approximately 10,000 added trucks and 6,000 added passenger vehicles per day on
WCR 2 due to the lack of the WCR 8 interchange.
This project directly positively impacts the region and state by reducing long -haul trucks on
the Interstate Highway System, reducing the focused truck traffic needs in the core of Denver
associated with the existing intermodal facility, and providing freight distribution options that
are not available today. The resulting shorter commutes and decreased congestion translate into
lower transportation costs for the public, businesses in the IMF/LP, and commuters, both locally
and throughout the region.
System Reliability
Traffic volumes were produced for Build and No -Build Scenarios for the years 2020 and 2050,
corresponding to readily available input datasets of DRCOG population and employment data
for the study area. For BCA purposes, it was necessary to interpolate the Vehicle Hours of Travel
(VHT) between these two modeled years. The private sector facilities would open in 2029 and be
gradually developed and expanded over a period of 14 years.
INVESTS: I-76/WCR 8 Interchange
Page 3
Project
Requirements
The resulting daily VHT reduction (due to congestion relief and reduced out -of -direction travel)
was multiplied by 365 days per year, and then multiplied by the appropriate hourly value of
time saved ($33.50 hourly for truck drivers and $19.60 hourly for non -truck all-purpose travel),
resulting in savings of $116.1 M annually.
The resulting daily VMT reduction (due to congestion relief and reduced out -of -direction travel)
was multiplied by 365 days per year, and then multiplied by the appropriate hourly value of miles
($1.32 for trucks and $0.52 per mile for light -duty vehicles), resulting in savings of $181.1 M
annually.
Freight Movement and Economic Vitality
I-76 is identified as a High Priority Corridor named the "Heartland Expressway" on the National
Highway System. High priority corridors are Congressionally designated because of their
regional and national significance. The Heartland Expressway is identified as a corridor that
promotes and enhances domestic and international trade as it connects Denver and the Ports -
to -Plains Trade Corridor to Rapid City and the Theodore Roosevelt Expressway. The Heartland
Expressway provides an essential economic development tool for rural areas in Colorado,
Nebraska, and South Dakota and improves Homeland Security in the nation's Heartland. A new
interchange at WCR 8 will enhance the effective and safe transportation system by:
■ Improving access to I-76 to support planned intermodal freight land uses and
accommodate projected regional traffic demands.
■ Improving efficient heavy truck access to I-76, reducing out -of -direction travel,
and extending the life of the existing transportation system.
■ Improving safe access to 1-76, while preventing further degradation to the
surrounding local transportation system and minimizing travel through
residential areas.
■ Separating local community traffic from IMF and LP heavy truck traffic.
Reduced Project Delivery Delays
As the agency responsible for administering this grant, the Colorado Department of
Transportation (CDOT) has a proven track record managing USDOT-funded projects. CDOT
has a large staff with in-depth knowledge of Federal regulations, project planning, and project
delivery. Most CDOT projects involve the use of federal -aid dollars, and CDOT has established
processes to comply with and report on compliance related to Title VI / Civil Rights, ADA, Buy
American, and other applicable requirements. Weld County and BNSF are both committed to this
project and will work closely with CDOT to ensure project milestones, schedules, and budgets
are met.
Project Is Based on Preliminary Engineering Results
BNSF has committed to fund the planning, design, and a portion of the construction of the
new interchange. They have been working closely with Weld County, CDOT, and the Towns of
Hudson and Lochbuie to develop the necessary design documents to build the interchange. To
date, BNSF has invested approximately $1.7 million to develop the System Level Study (CDOT
1601 policy directive) and received approval from the CDOT Transportation Commission to
INVESTS: I-76/WCR 8 Interchange
Page 4
Project
Requirements
proceed with project development activities and approving advancing to the next steps in the
process for interchange access to I-76 on March 21, 2024. Eligible construction activities for the
interchange are expected to begin October 1, 2025.
Table 2. INVESTS Project Schedule
Task
Status
Completion
in
Scoping g
Existing
Environmental
Conditions
Scoping
75%
complete
P
January 2025
Topographic
Surveys
Private
BNSF
part
of
& public
property
Right
-of
-Way
to
ROW complete
be complete
Acquisition
as
Qi 2025
M tes
e
and
B unds
o
Sury eys
Will
complete
as part
q Ac uisition
of Right
-of -Way
Q1
2026
Geotechnical
Investigations
Field
Investigation
on -going
June 2024
(anticipated)
H drolo
y
is Anal sis
g y
Initiated
with
30%
Desi n
g
December
(anticipated)
2024
Utility
.
Concurrent
with
Design
Civil
Q4
2025
Engineering
Engineering
Traffic
Studies
80% Complete
September
(anticipated)
2024
Financial
Plans
Underway
Q2 2025
Hazardous
Assessments
Materials
�tlated
be initiated
.
September
(anticipated)
2024
To
Right-of-way
Acquisition
After
completion
of NEPA
Mid
-2026 (anticipated)
General
and quantities
estimates
of
of materials
the
types
To be completed
with
1
°
00 % Design
Q4
2025 (anticipated)
Other
establish
final
work
design
parameters
needed
to
for the
Civil
Design
Q4
2025
Engineering
DRCOG Approvals
RTP
Amendment
Request
Submitted
Q3 2024 (anticipated)
Plan
Meeting
with
CDOT
Freight
Section
Dec 2024
Freight
Public Involvement
.
In accordance with
requirements
NEPA
January
(anticipated)
2025
Project
Agreements
Partnership
and
Final
IGA
between
CDOT
Weld
County
and
Q4
2025 (anticipated)
INVESTS: I-76/WCR 8 Interchange
Page 5
OMB Number 4040-0008
Expiration Date 02/28/2025
NOTE
BUDGET INFORMATION - Construction Programs
Certain Federal assistance programs require additional computations to arrive at the Federal share of project costs eligible for participation If such is the case, you will be notified
COST CLASSIFICATION
a Total Cost
b Costs Not Allowable
for Participation
c Total Allowable Costs
(Columns a -b)
1
Administrative and legal expenses
$ 425,000 00
$
0
00
$ 425,000
00
2
Land, structures, rights -of -way, appraisals, etc
$ 19, 670, 000 00
$
0
00
$ 19, 670, 000
00
3
Relocation expenses and payments
$ 0 00
$
0
00
$ 0
00
4
Architectural and engineering fees
$ 9,594,700 00
$
0
00
$ 9,594,700
00
5
Other architectural and engineering fees
$ 12, 524, 600 00
$
0
00
$ 12, 524, 600
00
6
Protect inspection fees
$ 0 00
$
0
00
$ 0
00
7
Site work
$ 23,900,000 00
$
0
00
$ 23,900,000
00
8
Demolition and removal
$ 1,183,520 00
$
0
00
$ 1,183,520
00
9
Construction
$ 71, 259, 298 00
$
0
00
$ 71, 259, 298
00
10
Equipment
$ 0 00
$
0
00
$ 0
00
11
Miscellaneous
$ 12,524,700 00
$
0
00
$ 12,524,700
00
12
SUBTOTAL (sum of lines 1-11)
$ 151, 081, 818 00
$
0
00
$ 151, 081, 818
00
13
Contingencies
$ 28,902,900 00
$
0
00
$ 28,902,900
00
14
SUBTOTAL
$ 179, 984, 718 00
$
0
00
$ 179, 984, 718
00
15
Project (program) income
$ 0 00
$
0
00
$ 0
00
16
TOTAL PROJECT COSTS (subtract #15 from #14)
$ 179, 984, 718 00
$
0
00
$ 179, 984, 718
00
FEDERAL FUNDING
17
Federal assistance requested, calculate as follows
(Consult Federal agency for Federal percentage share ) Enter eligible costs from line 16c Multiply X
Enter the resulting Federal share
%
80
$ 143, 987, 774
40
AirlitSic"
RAILWAY
May 6, 2024
Honorable Pete Buttigieg
Secretary of Transportation
U.S. Department of Transportation
Washington, DC 20590
French Thompson
General Director
Public Infrastructure & Investments
Subject: BNSF Funding Commitment — Weld County INVESTS
Dear Secretary Buttigieg,
BNSF Railway Company
P. 0. Box 961502
Fort Worth, TX 76161-0052
2600 Lou Menk Drive
Fort Worth, Texas 76131-2830
(817) 352-1549
French.Thompson@BNSF.com
This letter of funding commitment serves to support BNSF's contribution towards the non-federal match
requirement for the Weld County Interchange project. Funding for this project will be used to support the
final design and construction for a new roadway interchange at Interstate 76 (I-76) and Weld County Road
(WCR) 8. Upon the requested federal match award, BNSF would be willing to contribute $36,000,000.00
in private matching funds towards the $180,000,000.00 total project cost, with a request of $144,000,000.00
in Multimodal Project Discretional Grant Opportunity funds.
BNSF values our working relationship with Weld County, Colorado and is prepared to work with all
involved public agencies on further development of this project, subject to satisfactory review of funding
requirements, final engineering, and entering into definitive agreements as may be required by BNSF or
other project stakeholders.
Sincerely,
French Thompson
General Director — Public Infrastructure & Investments
BCA Narrative
Benefit -Cost Analysis Narrative
This narrative describes the 2024 Benefit -Cost Analysis (BCA) prepared for a proposed interchange
on Interstate 76 (Heartland Expressway) at County Road 8 (WCR8) in Weld County, Colorado,
between the towns of Hudson (population 1,637) and Lochbuie (population 8,179). The site is
located at the northern edge of the multi -county Denver metropolitan area (population 3 million). The
interchange is needed to allow access to a new major regional intermodal freight facility being
developed by the Burlington Northern Santa Fe Railroad (BNSF).
Introduction
Weld County's Intermodal Needs for our Valued Environment and
Sustainable Transportation System (INVESTS) project described
in this Rural grant application would cover a portion of the cost to
design and construct the new interchange that is needed to serve
the proposed BNSF freight Intermodal Facility (IMF). Adjacent to
the IMF, BNSF, in partnership with a real estate developer, will
construct a Logistics Park (LP) with over 10 million square feet of
industrial warehouse and distribution building space. Based on the
size of this major development, its regional economic impact is
significant. The project is estimated to cost over $1.5B at full
buildout. This massive private sector investment would generate an estimated 10,300 direct jobs and
over 11,000 in induced and indirect jobs. The 2021 economic impact analysis (Economic & Planning
Systems, Inc.) using the iMPLAN (Input/Output Model — Nobel Prize in economics) for the
combined project concluded that the resulting economic benefits would be massive, at $4.5 billion
annually. Upon the opening of the IMF, the LP will become functional and expand over the next 20
years to achieve this buildout condition.
A $1.5 billion private sector
investment will generate more than
10300 on -site, direct jobs and $4.5
billion in annual economic activity.
With funding secured through a
2025-2026 Rural grant, the planned
interchange will provide access to
facilitate this significant job
creation and massive economic
boost.
BNSF Weld
Intermodal Facility
and Logistics Park
•
JD Hudson
Intermodal
4 Facility
and
Logistics Park
Lochbuie •
i
To Denver
i
/ *ROM
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C,
To Nebraska
i
J
The IMF will be a rail transfer facility stretching nearly 3 miles along 1-76. Operations will begin
with a capacity of up to 500,000 lifts (transfers between from rail and truck), significantly boosting
Intermodal Needs for our Valued Environment and Sustainable Transportation System: I-
76/WCR8 Interchange (INVESTS) 1
BCA Narrative
regional intermodal efficiency and reducing transportation bottlenecks. If needed in the future, the
facility could be expanded to accommodate approximately 1 million lifts annually, but there are
currently no plans to expand the IMF beyond the initial build.
Construction of INVESTS is critical for three reasons:
1. To expedite the launch of the IMF project
2. To enable the development of the LP
3. To optimize the efficiency of the IMF
A portion of the freight loaded or unloaded by BNSF at this location will be loaded onto or unloaded
from a truck that also uses Interstate 76, although the majority is expected to stay within the LP.
Without the new interchange directly serving the facility, these trucks would have to travel for
several miles on local roads through residential areas to or from the closest I-76 interchanges at
Hudson or Lochbuie. I-76 was designed to handle such truck traffic, and has ample available capacity
to do so, whereas the local Weld County roads do not. In 2022, the six -mile stretch of I-76 between
Lochbuie (exit 25) and Hudson (exit 31) carried annual average daily traffic of approximately 26,000
vehicles, which included 6,000 trucks, according to the Colorado Department of Transportation
(CDOT). This is not a high volume for an Interstate Highway. INVESTS will avoid the social,
economic and environmental impacts of heavy truck use through the small communities of Hudson
and Lochbuie.
BNSF, Weld County and CDOT find the major adverse impacts of the no -build alternative
unacceptable, especially when the proposed interchange would avoid those impacts and provide
responsible, efficient access to the new IMF site. The entities have been working for a number of
years on the planning of the IMF and the new I-76 interchange. The interchange project has received
approval in 2024 from the Transportation Commission of Colorado through its rigorous evaluation
process under Policy Directive 1601, which applies to all requests for new interchanges and major
improvements to existing interchanges. With funding from the USDOT Rural MPDG program,
construction of the $180 million roadway project will begin in 2025 and is expected to be complete
in late 2028, or early 2029, which aligns with the opening date of the IMF facility.
Benefits of the IMF will be felt on a regionwide basis, including significant safety and traffic
improvements near the heart of Denver, in surrounding rural communities, statewide, and nationally,
as long -haul trucks are anticipated options to ship containers between national ports and Denver.
BNSF loads that can be processed in the Hudson/Lochbuie area will not need to be taken an
additional 27 miles southwest into Denver's congested industrial freight track system. BNSF's
existing IMF on West 53rd Place in Denver is a small, 26 -acre property that cannot handle the
increasing demand as the region's rapid growth continues, and the existing IMF is located in an area
surrounded by Environmental Justice (EJ; low income and minority) populations.
In its 2020 Regional Multirnodal Freight Plan, the Denver Regional Council of Governments
(DRCOG) identifies the need for a major IMF in the northeastern part of the multicounty DRCOG
Intermodal Needs for our Valued Environment and Sustainable Transportation System: I-
76/WCRS Interchange (INVESTS) 2
BCA Narrative
region. The Weld County site addresses this
freight need. Continuing passenger rail
expansion in Denver (regional light rail and
planned Front Range intercity rail) is placing
pressure on the once dominant role of freight
rail that helped Denver develop during its
earlier years. Hauling freight into congested,
EJ-sensitive north -central Denver can be
avoided by providing a remote alternative, and
efficiency of the region's transportation
network will be improved.
Additionally, the existing BNSF intermodal
facility (opened in 1986) is limited to
servicing trains only one mile long or less in
length. Longer trains must be partitioned,
resulting in extra locomotive operations and
idling emissions in the Denver Ozone
Nonattainment area. Excess emissions also
occur because the facility has outdated manual
gates for trucks accessing the site. The new
facility in Weld County will be able to service
longer trains and will have automated truck
gates that reduce wait times and prevent
unnecessary emissions.
Locating the LP adjacent to the IMF provides
the opportunity for warehouse and distribution
Potential Future Logistics and Cargo -Oriented Development Centers �.� dreog
FREIGHT GENERATOR
fran,potation
Communications IFfecvic
Gas • Sanitary $..vitas
WELD
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SITE
center operators to move and manage their freight to maximize their operational needs. Customers
will still interact with the urban traffic of Denver; however direct Interstate access will not be focused
in the heart of Denver close to the I-25/1-70 system interchange, also referred to the "Mousetrap."
Additionally, portions of the existing trips between the Interstate system and the existing intermodal
facility involve using at -grade rail crossings, which creates
other safety risks.
Assumptions and Methodology
Under the No -Build Alternative, the BNSF IMF and LP
will be built as planned, but with no new I-76 interchange
at WCR8. To access the IMF entrance from the Lochbuie
interchange would require a trip of 8.3 miles, compared
with 3.95 miles under the Build Alternative, thus an extra
travel distance of 4.35 miles. A shorter alternative route
(5.2 miles) between Lochbuie and the IMF (but not shorter
for the LP) is available, using WCR39, WCR4, WCR41
and an I-76 frontage road, but these roads are lower
classified and have much lower speed limits than WCR2
and WCR45 (55 miles per hour), so they are unlikely to see much use.
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Intermodal Needs for our Valued Environment and Sustainable Transportation System: I-
76/WCR8 Interchange (INVESTS) 3
BCA Narrative
Scenario
Miles
Driven
1-76
Local
roads
Total
Lochbuie
to/from IMF
No -Build
Scenario
0
8.3
8.3
Build
Scenario
3.8
0.15
3.95
Difference
(No Build
is
longer)
4.35
Hudson
to/from
IMF
(no
heavy
trucks)
No
-Build
Scenario
0
3.6
3.6
Build
Scenario
2.5
0.15
2.65
Difference (No Build
is longer)
.95
From the Hudson interchange, the trip would require 3.6 miles under the No -Build scenario,
compared with 2.65 miles with construction of the new WCR8 interchange. Each No -Build trip to or
from Hudson would include an avoidable extra distance of .95 miles; however, this only applies to
non -truck traffic as that Hudson route is weight -restricted (10 tons gross vehicle weight rating) and
does not accommodate heavy trucks.
Most of the vehicle trips generated by the (IMF plus LP (e.g., 17,000 trips daily) would have an
origin or destination to the south, in the direction of the Denver area. As noted previously, the Weld
County IMF site is located at the northeastern edge of the Denver metropolitan area.
Intermodal Needs for our Valued Environment and Sustainable Transportation System: I-
76/WCR8 Interchange (INVESTS) 4
BCA Narrative
Traffic modeling indicates that without INVESTS, nearly 16,000 site -generated vehicle trips per day
would use the WCR2 and the Lochbuie interchange. At 3.95 excess miles per trip (see table), this
equates to approximately 50,000 avoidable vehicle miles of travel per day. Approximately 60 percent
of external trips from the site (78% from IMF and 55% from LP) would be trucks. This would
translate to approximately 10,000 added trucks and 6,000 added passenger vehicles per day on WCR
2 due to the lack of the WCR8 interchange.
North of the project, 3,350 site -related trips per day (no trucks, due to weight restrictions) would use
the Hudson interchange in the no -build scenario, while construction of the more convenient
INVESTS would reduce that number to 850. Therefore 2,500 trips per day would be able to avoid
driving through the Hudson neighborhoods and downtown area.
Hudson is a quiet, residential community where the WCR45 and Highway 52 route between the IMF
site and I-76 access would be highly disruptive. Speed limits on this route are 25 and 35 MPH, with
two raised crossings that require 10 MPH. IMF site traffic (cars only) would be driving past
residential driveways, schools, and local business access. A benefit for the Build Scenario is avoiding
these community impacts. The photo below depicts CR45, which is called Beech Street in the town.
Benefits and Costs
Conceptually, the public sector interchange investment of $180 million represents about 6.7% of the
total public/private investment that will result in more than $9 billion in annual economic benefit.
This 6.7% share would equate to more than $600 million in annual benefits loosely attributable to the
interchange. However, it must be emphasized that the Rural grant application is for the roadway
improvements only and is not intended to in any way "federalize" the $1.5 billion private sector
investment in the IMF or LP.
This is indeed a massive return on USDOT's RURAL grant investment. The Benefit -Cost Analysis
spreadsheet required for use in a Rural grant application is not configured to handle such situations
readily, except via its optional "Other" tabs.
Key issues pertaining to this Benefit -Cost Analysis are briefly explained below.
Intermodal Needs for our Valued Environment and Sustainable Transportation System: I-
76/WCR8 Interchange (INVESTS) 5
BCA Narrative
Challenge
urrent
tatus
to be
:
Addressed
ase
one
an
ange
to
: ase
me
-,xamp
e
mpac
s
A new regional intermodal
freight
Constructing
the
planned
✓ Eliminating
50,000 excess
facility
and logistics
park
are
being
new interchange
at
Weld
miles
of daily
vehicle
traffic
developed
east
of
I-76 at
the
County
Road
8 will
(60% of
it
by
heavy trucks)
northeastern
edge
of
the Denver
eliminate
the
need
for
will
result
in major savings
metro
area.
project
is midway
50,000 excess miles of
of
travel
time, vehicle
The
between
two existing
interchanges
traffic
on
two-lane county
operating
cost,
and
vehicle
serving small
rural
communities.
roads
that
were not
designed
emissions.
Without
new Interstate
access for
to handle
heavy truck
traffic.
✓ Eliminating
50,000 excess
the
IMF,
its
heavy
traffic
will
have
miles
of daily
traffic will
to
travel excess miles
of
out of
reduce vehicle
crashes.
direction
traffic
to use
the
existing
✓ Direct
access to
the
interchanges,
with
major adverse
industrial
area will
avoid
effects
to
the small
towns.
flooding
residential
areas
(with
and
noise,
local
schools)
residential
pedestrians.
congestion
with
driveways
unwanted
and
risk
to
existing
26 -acres BNSF
Weld
County
IMF
site in
✓ The
planned
private
The
The
intermodal
facility
in congested
an outlying
rural
area offers
sector development
will
north
-central
Denver is located
in
more
than
1,000 acres with
create
more
than
15,500
an area with
surrounding
low-
ample
near -term
lift capacity
jobs
and
produce
$9.1
income and minority
for longer trains, and room
billion
ANNUALLY
in
neighborhoods.
It cannot be
for future
expansion.
Co-
economic
benefit
to
the
feasibly
expanded.
It
will
reach
full
locating
a
logistics
park
region.
BCA does
This
capacity
in 2027, unable
to meet
eliminates
the
need
for
not claim
credit
for a
increasing demand.
customers
to haul
their
portion of
these
huge
freight
to a myriad
of
indirect
benefits
but
could
congested
helping
Denver locations,
to reduce emissions
justifiably
$180M
do so.
interchange
✓ The
in the
Denver Ozone
investment
is only
6.7
Nonattainment
Area.
responsible
percent of
unlocks massive
economic
providing
overall
returns
efficient
site access.
cost
by
and
but
Format of this BCA Narrative
The USDOT spreadsheet template consists of 20 separate tabs, not all of them requiring data inputs.
This narrative below identifies each tab, discussing how calculations were done, including the data,
assumptions and methodologies used. USDOT instructs spreadsheet users to NOT delete any unused
tab but instead merely skip it.
Note that the tabs are given numbers in the narrative below, but they are not actually numbered in the
USDOT template spreadsheet.
Intermodal Needs for our Valued Environment and Sustainable Transportation System: I-
76/WCR8 Interchange (INVESTS) 6
BCA Narrative
TAB 1. OVERVIEW: This is introductory material with no user inputs involved.
TAB 2. PROJECT INFORMATION: This tab identifies base year, opening year, final analysis year,
etc. Final analysis year is typically the 20th year of the project being open for use. Project construction
is anticipated to begin in 2025 and be completed in 2028. This will allow the new facility to be open
for use in January 2029.
TAB 3. PARAMETER VALUES: This tab lists the specific monetary values recommended for use
in the analysis, taken from the appendices of the December 2023 USDOT BCA Guidance document.
These values are in 2022 dollars.
TAB 4. VOLUMES: Traffic forecasts for 2050 were prepared in January 2024 by a qualified analyst
with PE and PTOE credentials, in a memo supporting the System Level Study required for the Colorado
Transportation Commission Policy Directive 1601 process. The analysis was based on 2021 baseline
conditions. Future background traffic projections were made, incorporating no trips for the IMF and
Logistics Park, and then these site -related trips were added under both the WCR8 interchange build
and no -build scenarios.
TAB 5. CAPITAL COSTS: A detailed cost estimate was prepared by licensed civil engineers in 2023,
showing a total cost of $180 million. That estimate is provided in the Project Budget module of this
grant application. For Rural grant application purposes, these costs were adjusted to 164.9 million 2022
dollars, as required by the 2024 USDOT BCA guidance. The adjustment factor was 3.51 percent, the
most recent factor available from the Bureau of Economic Analysis, part of the U.S. Department of
Commerce. Costs are broken down by type and year on the tab.
TAB 6. OPERATIONS & MAINTENANCE: INVESTS will include a new bridge over Interstate
Highway 76 as well as on -ramps, off -ramps, and significant improvement of WCR8. This will all
represent new infrastructure that will initially be in best possible condition but will receive heavy use
in eventually carrying 10,000 trucks per day. This would be new infrastructure needing to be
maintained in the future, thus adding to the public road maintenance burden of Weld County.
A detailed analysis of operations and maintenance (O&M) cost has not been prepared for these new
facilities. The bridge may have an expected useful life of 60 years, while the roadway improvement
expected useful life may be closer to 20 years. If operations and maintenance costs were assumed to
be one percent of the project's construction cost ($164.9 million in discounted 2022 dollars), this would
be an annual cost of $1.65 million.
Under the no -build scenario, the heavy trucks would drive a longer distance on existing Weld County
roads that were not designed to carry such a heavy industrial load. These roadways are not in excellent
condition and would take heavy use, requiring increased maintenance on this longer route during the
20 -year BCA analysis period. These costs would likely exceed the O&M costs for the new interchange,
giving the build alternative a maintenance cost advantage. As a conservative assumption, no O&M
benefit is being claimed for the project.
TAB 7. SAFETY: A safety analysis for this project was developed in January 2024 by a licensed civil
engineer with PE and PTOE professional credentials. This report took into consideration the most
recent five years of crash history in the project vicinity, reflecting a total of 14 crashes on local roads
(not I-76), with 13 of these occurring in the vicinity of the Lochbuie interchange and one in the vicinity
of the Hudson interchange. Three of the crashes resulted in injury and 11 resulted in property damage
only (PDO). There were no fatal crashes on these local roads.
Intermodal Needs for our Valued Environment and Sustainable Transportation System: I-
76/WCR8 Interchange (INVESTS) 7
BCA Narrative
During the five-year study period, 139 crashes were reported along both directions of I-76 between
milepost 24.6 and milepost 32.0, a seven -mile stretch that includes the Hudson and Lochbuie
interchanges. This is an average of 3.8 crashes per mile per year. Of these 139 crashes. 109 were PDO,
while 28 resulted in injuries and 2 resulted in fatalities. The safety study concluded that there is a low
to low -moderate potential for crash reduction along this stretch of I-76.
Unlike the existing WCR2 interchange, the new WCR8 interchange has been designed specifically to
handle a large number of heavy trucks. Among other things, WCR2 at the Lochbuie interchange offers
just one lane in each direction, while the new WCR8 interchange will offer multiple lanes. Also, the
new interchange will be located in an area with minimal "background" traffic, i.e., not mixing the
industrial traffic with existing Town of Lochbuie trips.
While a predictive safety analysis has not been prepared specifically to compare the build and no -build
scenarios, it is logical to assume that providing the new WCR8 interchange will improve safety, based
on the considerations above. This includes the fact that providing access at WCR8 would reduce site -
generated daily trips by approximately 50,000 VMT (18.25 million VMT per year). With any
reasonable crash rate assumption, the reduction of 18.25 million VMT would reduce a substantial
number of crashes. For example, assuming an astonishing low one PDO crash per one million VMT
would equate to 18 PDO crashes per year.
Indirect Benefits: Additionally, the project will have indirect safety benefits throughout the Denver
region and beyond, according to the 2019 Benefit -Cost Analysis that was prepared for the Intermodal
Freight facility and the Logistics Park. That analysis predicted a reduction of 83.5 fatalities and 2,040
injuries nationwide (but primarily in the Denver region) over 30 years of operations, by locating these
operations in this uncongested rural setting. Reducing those numbers by one-third (20 years of analysis
instead of 30) and multiplying by 6.7% (see earlier discussion of indirect benefits) would yield indirect
benefits of 91 injury reductions and 3 avoided fatalities. Over the 20 -year analysis period, this would
equate to any average of 4.6 injuries and 0.19 fatalities reduced each year. These calculations were
prepared on Tab 15 but were not incorporated into the benefit -cost ratio reported in this narrative. The
indirect benefit that could be claimed with this approach would amount to an additional discounted
benefit of approximately $50 million.
Intermodal Needs for our Valued Environment and Sustainable Transportation System: I-
76/WCR8 Interchange (INVESTS) 8
BCA Narrative
TAB 8. TRAVEL TIME SAVINGS (VHT-based): Traffic modeling was conducted in August 2023
by an experienced and well-credentialed transportation professional.
Traffic volumes were produced for a Build and No -Build scenario for the years 2020 and 2050,
corresponding to readily available input datasets of DRCOG population and employment data for the
study area. For use in this BCA, it was necessary to interpolate the Vehicle Hours of Travel (VHT)
between these two modeled years. The private sector facilities would open in 2029 and be gradually
developed and expanded over a period of 14 years.
The resulting daily VHT reduction (due to congestion relief and reduced out -of -direction travel) was
multiplied by 365 days per year, and then multiplied by the appropriate hourly value of time saved
($33.50 hourly for truck drivers and $19.60 hourly for non -truck all-purpose travel). These values come
from cells B13 and B10 of the Travel Time Savings tab, reflecting the contents of Table A-2, Travel of
Travel Time Savings, in the USDOT 2024 BCA guidance.
TAB 9. VEHICLE OPERATING COST SAVINGS (VMT-based): Traffic modeling was conducted
for a Build and No -Build scenario for the years 2020 and 2050, corresponding to readily available
input datasets of population and employment data for the study area, use in the regional traffic model
of the Denver Regional Council of Governments (DRCOG), which is the designated Metropolitan
Planning Organization for the region. For use in this BCA, it was necessary to interpolate the Vehicle
Miles of Travel (VMT) between these two modeled years. This was done on a linear basis for the BCA
analysis years of 2029 (project open to traffic) through 2048.
The resulting daily VMT reduction (due to congestion relief and reduced out -of -direction travel) was
multiplied by 365 days per year, and then multiplied by the appropriate hourly value of miles ($1.32
for trucks and $0.52 per mile for light -duty vehicles). These values come from cells B9 and B8 of the
Travel Time Savings tab, reflecting the contents of Table A-4, Vehicle Operating Costs, in the USDOT
2024 BCA guidance.
TAB 10. EMISSIONS REDUCTIONS: Emission reduction credit (monetized values for CO2 and
non-CO2) for this project substantial VMT reduction is a result of avoiding unnecessary vehicle miles
of travel. This tab uses the USDOT values per VMT reduction and did not require use of sophisticated
air quality modeling.
TAB 11. OTHER HIGHWAY USE EXTERNALITIES: The build scenario prevents 2,500 cars per
day from traveling through the quiet, residential community of Hudson. This avoids inserting a
significant amount of traffic noise, congestion and safety risk that would occur on a low -speed
residential street with schools. These benefits were calculated only for the portion of the route within
Hudson.
TAB 12. AMENITY BENEFITS: No accommodations for bicyclists or pedestrians are included in
the project, as this is an industrial area with active railroad freight, intermodal transfer, and large
amounts of heavy truck traffic. For safety reasons, it would not be prudent to attract vulnerable non -
motorized activity into the project vicinity.
TAB 13. HEALTH BENEFITS: See response above for Tab #12.
TAB 14. RESIDUAL VALUE: A key aspect of the proposed WCR8 interchange will be the new bridge
crossing over Interstate 76. A modern bridge of this type should have an expected usable life of 60
Intermodal Needs for our Valued Environment and Sustainable Transportation System: I-
76/WCR8 Interchange (INVESTS) 9
BCA Narrative
years. Thus, at the end of the 20 -year analysis period, two-thirds of its construction cost would remain
as residual asset value. That number, of course, is heavily discounted in order to be expressed in 2022
dollars.
TABS 15, 16, 17 and 18. OTHER BENEFITS: The user may assert claims for other benefits on these
four tabs, by providing calculations there and providing the rationale and methodology here. Tab 15
discusses safety benefits attributable to the IMF and Logistics Park development. INVESTS helps to
make the private sector development feasible and efficient.
TAB 19. SUMMARY: This tab automatically collects the benefits calculated in tabs #6 through 18.
There is no user input for this tab. The total discounted benefits for INVESTS were calculated to be
approximately $385 million.
TAB 20. FINAL RESULTS: This tab divides the discounted total benefits of the project by the
project's discounted cost to calculate the Benefit/Cost ratio. There is no user input for this tab. The
final B/C ratio calculated for INVESTS is 3.05, which is acceptable because it exceeds 1.0. The results
from Tab 20 of the spreadsheet are shown below.
Results of Benefit -Cost Analysis for I-76/WCR8 Interchange Project
Category
Millions of 2022 Dollars
Safety
Benefits
$2.0
$116.1
Travel Time Savings (VHT)
$181.1
Vehicle
Operating
Cost Savings (VMT)
Non
-002 Emission
Reduction
$4.6
CO2
Emission
Reduction
$48.4
Avoided
Highway Externalities
$0.8
Amenity
Benefits
$0.0
Health
Benefits
$0.0
Residual
Value
$52.6
Maintenance Costs
$0.0
$385.2
TOTAL
DISCOUNTED
BENEFITS
$126.4
DISCOUNTED
CAPITAL COSTS
BENEFIT
-COST
RATIO
3.05
This tab also calculates the Net Present Value of the undertaking, which is the difference between the
Benefits and Costs. The Net Present Value for the INVESTS project is approximately $259 million.
Intermodal Needs for our Valued Environment and Sustainable Transportation System: I-
76/WCR8 Interchange (INVESTS) 10
Benefit Cost Analysis Results
Table 1. BCA Results
Category
Total Discounted Benefits
Total Discounted Costs
Net Present Value
Benefit Cost Ratio
Value
$385,186,117
$126,375,677
$258,810,440
3.05
-The BCR will be estimated once capital costs are entered in the 'Capital Cost' sheet
Benefit -Cost
Analysis Narrative
Benefit -Cost Analysis Narrative
This narrative describes the 2024 Benefit -Cost Analysis (BCA) prepared for a proposed
interchange on Interstate 76 (Heartland Expressway) at County Road 8 (WCR 8) in Weld County,
Colorado, between the towns of Hudson (population 1,637) and Lochbuie (population 8,179).
The site is located at the northern edge of the multicounty Denver metropolitan area (population
3 million). The interchange is needed to allow safe and efficient access to a new major regional
intermodal freight facility being developed by the Burlington Northern Santa Fe Railway
(BNSF).
Introduction
Weld County's Intermodal Needs for our Valued Environment and
Sustainable Transportation System (INVESTS) project described
in this Rural grant application would cover a portion of the cost to
design and construct the new interchange that is needed to serve
the proposed BNSF freight Intermodal Facility (IMF). Adjacent
to the IMF, BNSF, in partnership with a real estate developer, will
construct a Logistics Park (LP) with approximately 10 million
square feet of industrial warehouse and distribution building
space by 2048. Based on the size of this major development, its
regional economic impact is significant. The project is estimated
to cost over $1.5B at full buildout. This massive private sector
investment would generate an estimated 10,300 direct jobs and
over 11,000 in induced and indirect jobs. The 2021 economic
impact analysis (Economic & Planning Systems, Inc.) using the
IMPLAN (Input/Output Model — Nobel Prize in economics)
for the combined project concluded that the resulting economic
benefits would be massive, at $4.5 billion annually. Upon the
opening of the IMF, the LP will become functional and expand
over the next 20 years to achieve the full buildout condition.
Figure 1. BNSF Weld Intermodal Facility and Logistics Park Map
A $1.5 billion private
sector investment will
generate more than
10,300 on -site, direct
jobs and $4.5 billion
in annual economic
activity. With funding
secured through a 2025-
2026 Rural grant, the
planned interchange
will provide access to
facilitate this significant
job creation and massive
economic boost.
BNSF Weld
Intermodal Facility
and Logistics Park
Lochbuie
•
.r
Hudson
Intermodal
* Facility
and
Logistics Park
To Nebraska
.rh .T±7.7 F � i 1
R1r
fst
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I
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INVESTS: I-76/WCR 8 Interchange
Page 1
Benefit -Cost
Analysis Narrative
The IMF will be a rail transfer facility stretching nearly 3 miles along I-76. Operations will
begin with the capacity of up to 500 lifts annually (transfers between rail and truck), significantly
boosting regional intermodal efficiency and reducing transportation bottlenecks. If needed in the
future, the facility could be expanded to accommodate approximately 1 million lifts annually, but
there are currently no plans to expand the IMF beyond the initial build.
Construction of INVESTS is critical for four reasons:
1. To expedite the launch of the IMF project.
2. To enable the development of the LP.
3. To optimize the efficiency of the IMF.
4. To separate truck and IMF related traffic from existing communities.
A portion of the freight loaded or unloaded by BNSF at this location will be loaded onto or
unloaded from a truck that also uses Interstate 76, although the majority is expected to stay
within the LP. Without the new interchange directly serving the facility, these trucks would
have to travel for several miles on local roads through residential areas to or from the closest
I-76 interchanges at Hudson or Lochbuie. I 76 was designed to handle such truck traffic, and it
has ample available capacity to do so; whereas the local Weld County roads do not. In 2022, the
six -mile stretch of I-76 between Lochbuie (exit 25) and Hudson (exit 31) carried annual average
daily traffic of approximately 26,000 vehicles, which included 6,000 trucks, according to the
Colorado Department of Transportation (CDOT). This is not a high volume for an Interstate
Highway. INVESTS will avoid the social, economic, and environmental impacts of heavy truck
use through the small communities of Hudson and Lochbuie.
BNSF, Weld County, and CDOT find the major adverse impacts of the no -build alternative
unacceptable, especially when the proposed interchange would avoid those impacts and provide
responsible, efficient access to the new IMF site. The entities have been working for a number
of years on the planning of the IMF and the new I-76 interchange. The INVESTS project
received approval in 2024 from the Transportation Commission of Colorado through its rigorous
evaluation process under Policy Directive 1601, which applies to all requests for new interchanges
and major improvements to existing interchanges. With funding from the USDOT Rural MPDG
program, construction of the $180 million roadway project will begin in 2025 and is expected to
be complete in late 2028, or early 2029, which aligns with the opening date of the IMF facility.
Benefits of the IMF will be felt on a regionwide basis, including significant safety and traffic
improvements near the heart of Denver, in surrounding rural communities, statewide, and
nationally, as long -haul trucks are anticipated options to ship containers between national ports
and Denver. BNSF loads that can be processed in the Hudson/Lochbuie area will not need
to be taken an additional 27 miles southwest into Denver's congested industrial freight track
system. BNSF's existing IMF on West 53rd Place in Denver is a small, 26 -acre property that
cannot handle the increasing demand as the region's rapid growth continues, and the existing
IMF is located in an area surrounded by Environmental Justice (EJ; low income and minority)
populations.
In its 2020 Regional Multimodal Freight Plan, the Denver Regional Council of Governments
(DRCOG) identifies the need for a major IMF in the northeastern part of the multicounty
INVESTS: I-76/WCR 8 Interchange
Page 2
Benefit -Cost
Analysis Narrative
DRCOG region. The Weld
County site addresses this
freight need. Continuing
passenger rail expansion in
Denver (regional light rail and
planned Front Range intercity
rail) is placing pressure on
the once dominant role of
freight rail that helped Denver
develop during its earlier years.
Hauling freight into congested,
EJ-sensitive north -central
Denver can be avoided by
providing a remote alternative,
and efficiency of the region's
transportation network will be
improved.
Additionally, the existing
BNSF intermodal facility
(opened in 1986) is limited
to servicing trains only up to
one mile long. Longer trains
must be partitioned, resulting
in extra locomotive operations
and idling emissions in the
Denver Ozone Nonattainment
area. Excess emissions also
occur because the facility has
outdated manual gates for
trucks accessing the site. The new facility in Weld County will be able to service longer trains
and will have automated truck gates that reduce wait times and vehicle emissions.
Locating the LP adjacent to the IMF provides the opportunity for warehouse and distribution
center operators to move and manage their freight to maximize their operational needs.
Customers will still interact with the urban traffic of Denver; however direct Interstate access
will not be focused in the heart of Denver close to the I -25/I-70 system interchange, also referred
to the "Mousetrap." Additionally, portions of the existing trips between the Interstate system and
the existing intermodal facility involve using at -grade rail crossings, which creates other safety
risks.
Figure 2. Potential Logistics and Cargo -Oriented
Development Centers /' dreog
FREIGHT GENERATOR
Wholesale trade
Transportation.
Communications. Electric
Gas Si Sanitary Services
Manufacturing
Interstate*
Hrgns,ays
Weld County
Site
Short Line Railroad
Future Hub
Assumptions and Methodology
Under the No -Build Alternative, the BNSF IMF and LP will be built as planned, but with no new
I-76 interchange at WCR 8. To access the IMF entrance from the Lochbuie interchange would
require a trip of 8.3 miles, compared with 3.95 miles under the Build Alternative, equaling an
INVESTS: I-76/WCR 8 Interchange
Page 3
Benefit -Cost
Analysis Narrative
Figure 3. Build/No-
Build Travel Distance
4
"SIM
��
ammi . Wrist tbAAurea
3.8 mi
Lochbute
EXIT 25
EXIT
.4
•
Non 0.—.p NMI Is Iasi.
Hudson
3.6
miles
1)
8.2
miles
Table 1. No -Build vs. Build Miles Driven
extra travel distance of 4.35 miles. A shorter
alternative route (5.2 miles) between Lochbuie
and the IMF (but not shorter for the LP) is
available using WCR39, WCR4, WCR41 and
an 1-76 frontage road, but these roads are lower
classified and have much lower speed limits
than WCR 2 and WCR45 (55 miles per hour), so
they are impractical and unlikely to see much
use.
Scenario
Miles
Driven
I-76
Local
roads
Total
Lochbuie
to/from IMF
No
-Build
Scenario
0
8.3
8.3
Build
Scenario
3.8
0.15
3.95
Difference
(No
-Build
is longer)
4.35
Hudson
to/from IM
n eavy trucks)
I
No
-Build Scenario
0
3.6
3.6
Build
Scenario
2.5
0.15
2.65
Difference (No -Build
is longer)
Figure 4. Daily Traffic Movements to IMF and LP
= It attic Volume to/from
Logistics Park
4 Traffic Volume to/from
Inturmudal Facility
From the Hudson
interchange, the trip would
require 3.6 miles under
the No -Build Scenario,
compared with 2.65 miles
with construction of the
new WCR 8 interchange.
Each No -Build trip to
or from Hudson would
include an avoidable extra
distance of .95 miles;
however, this only applies
to non -truck traffic because
the Hudson route is weight -
restricted (10 tons gross
vehicle weight rating) and
does not accommodate
heavy trucks.
INVESTS: I-76/WCR 8 Interchange
Page 4
Benefit -Cost
Analysis Narrative
Most of the vehicle trips generated by the IMF plus LP (e.g., 17,000 trips daily) would have an
origin or destination to the south, in the direction of the Denver area. As noted previously, the
Weld County IMF site is located at the northeastern edge of the Denver metropolitan area.
Traffic modeling indicates that without INVESTS, nearly 16,000 site -generated vehicle trips per
day would use the WCR 2 and the Lochbuie interchange. At 3.95 excess miles per trip (see Table
1), this equates to approximately 69,600 avoidable vehicle miles of travel per day. Approximately
60% of external trips from the site (78% from IMF and 55% from LP) would be trucks. This
would translate to approximately 10,000 added trucks and 6,000 added passenger vehicles per
day on WCR 2 due to the lack of the WCR 8 interchange.
North of the project, 3,350 site -related trips per day (no trucks, due to weight restrictions)
would use the Hudson interchange in the No -Build Scenario, whereas construction of the more
convenient INVESTS interchange would reduce that number to 850. Therefore 2,500 trips per
day would be able to avoid driving through the Hudson neighborhoods and downtown area.
Hudson is a quiet, residential community where the WCR45 and Highway 52 route between
the IMF site and 1-76 access would be highly disruptive. Speed limits on this route are 25 and
35 MPH, with two raised crossings that require 10 MPH. IMF site traffic (cars only) would be
driving past residential driveways, schools, and local business access. A benefit for the Build
Scenario is avoiding these community impacts. The photo below depicts CR45, which is called
Beech Street in the town.
Beech Street, residential road providing access to the IMP
Benefits and Costs
Conceptually, the public sector interchange investment of $180 million represents about 6.7% of
the total public/private investment that will result in more than $4.5 billion in annual economic
benefit. This 6.7% share would equate to more than $600 million in annual benefits loosely
attributable to the interchange. However, it must be emphasized that the Rural grant application is
for the roadway improvements only and is not intended to in any way "federalize" the $1.5 billion
private sector investment in the IMF or LP.
This is indeed a massive return on USDOT's RURAL grant investment. The Benefit -Cost
Analysis spreadsheet required for use in a Rural grant application is not configured to handle
such situations readily, except via its optional "Other" tabs.
INVESTS: I-76/WCR 8 Interchange
Page 5
Benefit -Cost
Analysis Narrative
Key issues pertaining to this Benefit -Cost Analysis are summarized in Table 2.
Table 2. BCA Key Factors
Current Status/Baseline and
Challenge to he Addressed
Change to Baseline
Example Impacts
A new regional freight I M F
and LP are being developed
east of I-76 at the northeastern
edge of the Denver metro
area. The project is midway
between two existing
interchanges serving small
rural communities. Without
new Interstate access for the
IMF, its heavy traffic will
have to travel excess miles
out of direction to use the
existing interchanges, with
major adverse effects to the
small towns.
Constructing the planned
new interchange at
Weld County Road 8
will eliminate the need
for 69,600 excess miles
of traffic on two-lane
county roads that were not
designed to handle heavy
truck traffic.
✓ Eliminating 69,600 excess
miles of daily vehicle traffic
(60% of it by heavy trucks) will
result in major savings of travel
time, vehicle operating cost,
and vehicle emissions.
✓ Eliminating 69,600 excess
miles of daily traffic will
reduce vehicle crashes.
✓ Direct access to the industrial
area will avoid flooding
residential areas (with
residential driveways and
schools) with unwanted noise,
congestion and risk to local
pedestrians.
The existing 26 -acres
BNSF IMF in congested
north -central Denver is
located in an area with
surrounding low-income and
minority neighborhoods. It
cannot be feasibly expanded.
It will reach fu l l capacity
in 2027, unable to meet
increasing demand.
The Weld County IMF
site in an outlying
rural area offers more
than 1,000 acres with
ample near -term lift
capacity for longer trains
and room for future
expansion. Co -locating
the LP eliminates the
need for customers
to haul their freight
to myriad congested
Denver locations, helping
to reduce emissions
in the Denver Ozone
Nonattainment Area.
✓ The planned private sector
development will create
more than 10,300 direct jobs
and produce $4.5 billion
ANNUALLY in economic
benefit to the region. This BCA
does not claim credit for a
portion of these huge indirect
benefits but could justifiably do
so.
✓ The $180M interchange
investment is only 6.7 percent
of overall cost but unlocks
massive economic returns
by providing efficient and
responsible site access.
Format of this BCA Narrative
The USDOT spreadsheet template consists of 20 separate tabs, not all of them requiring data
inputs. This narrative below identifies each tab, discussing how calculations were done, including
the data, assumptions and methodologies used. USDOT instructs spreadsheet users to NOT
delete any unused tab but instead merely skip it.
INVESTS: I-76/WCR 8 Interchange
Page 6
Benefit -Cost
Analysis Narrative
Note that the tabs are given numbers in the narrative below, but they are not actually numbered in
the USDOT template spreadsheet.
TAB 1. OVERVIEW: This is introductory material with no user inputs involved.
TAB 2. PROJECT INFORMATION: This tab identifies base year, opening year, final analysis
year, and so on. Final analysis year is typically the 20th year of the project being open for use.
Project construction is anticipated to begin in 2025 and be completed in 2028. This will allow the
new facility to be open for use in January 2029.
TAB 3. PARAMETER VALUES: This tab lists the specific monetary values recommended for
use in the analysis, taken from the appendices of the December 2023 USDOT BCA Guidance
document. These values are in 2022 dollars.
TAB 4. VOLUMES: Traffic forecasts for 2050 were prepared in January 2024 by a qualified
analyst with PE and PTOE credentials, in a memo supporting the System Level Study required
for the Colorado Transportation Commission Policy Directive 1601 process. The analysis
was based on 2021 baseline conditions. Future background traffic projections were made,
incorporating no trips for the IMF and LP; then these site -related trips were added under both the
WCR 8 interchange Build and No -Build Scenarios.
TAB 5. CAPITAL COSTS: A detailed cost estimate was prepared by licensed civil engineers
in 2023, showing a total cost of $180 million. That estimate is provided in the Project Budget
module of this grant application. For Rural grant application purposes, these costs were adjusted
to 164.9 million 2022 dollars, as required by the 2024 USDOT BCA guidance. The adjustment
factor was 3.51 percent, the most recent factor available from the Bureau of Economic Analysis,
part of the U.S. Department of Commerce. Costs are broken down by type and year on the tab.
TAB 6. OPERATIONS & MAINTENANCE: INVESTS will include a new bridge over
Interstate Highway 76 as well as on -ramps, off -ramps, and significant improvement of WCR 8.
This will all represent new infrastructure that will initially be in best possible condition but will
receive heavy use, eventually carrying 10,000 trucks per day. This new infrastructure would
need to he maintained in the future, thus adding to the public road maintenance burden of Weld
County.
A detailed analysis of operations and maintenance (O&M) cost has not been prepared for these
new facilities. The bridge may have an expected useful life of 60 years, whereas the roadway
improvement expected useful life may be closer to 20 years. If O&M costs were assumed to be
1% of the project's construction cost ($164.9 million in discounted 2022 dollars), this would be an
annual cost of $1.65 million.
Under the No -Build Scenario, the heavy trucks would drive a longer distance on existing Weld
County roads that were not designed to carry such a heavy industrial load. These roadways are
not in excellent condition and would take heavy use, requiring increased maintenance on this
longer route during the 20 -year BCA analysis period. These costs would likely exceed the O&M
costs for the new interchange, giving the Build alternative a maintenance cost advantage. As a
conservative assumption, no O&M benefit is being claimed for the project.
INVESTS: I-76/WCR 8 Interchange
Page 7
Benefit -Cost
Analysis Narrative
TAB 7. SAFETY: A safety analysis for this project was developed in January 2024 by a licensed
civil engineer with PE and PTOE professional credentials. This report took into consideration
the most recent five years of crash history in the project vicinity, reflecting a total of 14 crashes
on local roads (not I-76), with 13 of these occurring in the vicinity of the Lochbuie interchange
and one in the vicinity of the Hudson interchange. Three of the crashes resulted in injury and 11
resulted in property damage only (PDO). There were no fatal crashes on these local roads.
During the five-year study period, 139 crashes were reported along both directions of I-76
between milepost 24.6 and milepost 32.0, a seven -mile stretch that includes the Hudson and
Lochbuie interchanges. This is an average of 3.8 crashes per mile per year. Of these 139 crashes.
109 were PDO, whereas 28 resulted in injuries and 2 resulted in fatalities. The safety study
concluded that there is a low to low -moderate potential for crash reduction along this stretch of
1-76.
Unlike the existing WCR 2 interchange, the new WCR 8 interchange has been designed
specifically to handle a large number of heavy trucks. Among other drawbacks, WCR 2 at the
Lochbuie interchange offers just one lane in each direction, whereas the new WCR 8 interchange
will offer multiple lanes. Also, the new interchange will be located in an area with minimal
"background" traffic, (i.e., not mixing the industrial traffic with existing Town of Lochbuie trips).
Although a predictive safety analysis has not been prepared specifically to compare the Build
and No -Build Scenarios, it is logical to assume that providing the new WCR 8 interchange will
improve safety, based on the considerations above. This includes the fact that providing access
at WCR 8 would reduce site -generated daily trips by approximately 69,600 VMT (18.25 million
VMT per year). With any reasonable crash rate assumption, the reduction of 18.25 million VMT
would reduce a substantial number of crashes. For example, assuming an astonishing low one
PDO crash per one million VMT would equate to 18 PDO crashes per year.
Indirect Benefits: The INVESTS project will have indirect safety benefits throughout the
Denver region and beyond, according to the 2019 Benefit -Cost Analysis that was prepared for
the IMF and the LP. That analysis predicted a reduction of 83.5 fatalities and 2,040 injuries
nationwide (but primarily in the Denver region) over 30 years of operations, by locating these
operations in this uncongested rural setting. Reducing those numbers by one-third (20 years of
analysis instead of 30) and multiplying by 6.7% (see earlier discussion of indirect benefits) would
yield indirect benefits of 91 injury reductions and 3 avoided fatalities. Over the 20 -year analysis
period, this would equate to an average of 4.6 injuries and 0.19 fatalities reduced each year.
These calculations were prepared on Tab 15 but were not incorporated into the benefit -cost ratio
reported in this narrative. The indirect benefit that could be claimed with this approach would
amount to an additional discounted benefit of approximately $50 million.
TAB 8. TRAVEL TIME SAVINGS (VHT-based): Traffic modeling was conducted in August
2023 by an experienced and well-credentialed transportation professional.
Traffic volumes were produced for Build and No -Build Scenarios for the years 2020 and 2050,
corresponding to readily available input datasets of DRCOG population and employment data for
the study area. For use in this BCA, it was necessary to interpolate the Vehicle Hours of Travel
INVESTS: I-76/WCR 8 Interchange
Page 8
Benefit -Cost
Analysis Narrative
(VHT) between these two modeled years. The private sector facilities would open in 2029 and be
gradually developed and expanded over a period of 14 years.
The resulting daily VHT reduction (due to congestion relief and reduced out -of -direction travel)
was multiplied by 365 days per year, and then multiplied by the appropriate hourly value of time
saved ($33.50 hourly for truck drivers and $19.60 hourly for non -truck all-purpose travel). These
values come from cells B13 and B10 of the Travel Time Savings tab, reflecting the contents of
Table A-2, Travel of Travel Time Savings, in the USDOT 2024 BCA guidance.
TAB 9. VEHICLE OPERATING COST SAVINGS (VMT-based): Traffic modeling was
conducted for Build and No -Build Scenarios for the years 2020 and 2050, corresponding to
readily available input datasets of population and employment data for the study area, used in
the regional traffic model of the Denver Regional Council of Governments (DRCOG), which is
the designated Metropolitan Planning Organization for the region. For use in this BCA, it was
necessary to interpolate the Vehicle Miles of Travel (VMT) between these two modeled years.
This was done on a linear basis for the BCA analysis years of 2029 (project open to traffic)
through 2048.
The resulting daily VMT reduction (due to congestion relief and reduced out -of -direction travel)
was multiplied by 365 days per year, and then multiplied by the appropriate hourly value of miles
($1.32 for trucks and $0.52 per mile for light -duty vehicles). These values come from cells B9 and •
B8 of the Travel Time Savings tab, reflecting the contents of Table A-4, Vehicle Operating Costs,
in the USDOT 2024 BCA guidance.
TAB 10. EMISSIONS REDUCTIONS: Emission reduction credit (monetized values for
CO2 and non -0O2) for this project shows substantial VMT reduction is a result of avoiding
unnecessary vehicle miles of travel. This tab uses the USDOT values per VMT reduction and did
not require use of sophisticated air quality modeling.
TAB 11. OTHER HIGHWAY USE EXTERNALITIES: The Build Scenario prevents 2,500
cars per day from traveling through the quiet, residential community of Hudson. This avoids
inserting a significant amount of traffic noise, congestion and safety risk that would occur on a
low -speed residential street with schools. These benefits were calculated only for the portion of
the route within Hudson.
TAB 12. AMENITY BENEFITS: No accommodations for bicyclists or pedestrians are included
in the project, as this is an industrial area with active railroad freight, intermodal transfer,
and large amounts of heavy truck traffic. For safety reasons, it would not be prudent to attract
vulnerable non -motorized activity into the project vicinity.
TAB 13. HEALTH BENEFITS: See response above for Tab #12.
TAB 14. RESIDUAL VALUE: A key aspect of the proposed WCR 8 interchange will be
the new bridge crossing over Interstate 76. A modern bridge of this type should have an
expected usable life of 60 years. Thus, at the end of the 20 -year analysis period, two-thirds of
its construction cost would remain as residual asset value. That number, of course, is heavily
discounted in order to be expressed in 2022 dollars.
INVESTS: I-76/WCR 8 Interchange
Page 9
Benefit -Cost
Analysis Narrative
TABS 15, 16, 17 and 18. OTHER BENEFITS: The user may assert claims for other benefits
on these four tabs, by providing calculations there and providing the rationale and methodology
here. Tab 15 discusses safety benefits attributable to the IMF and LP development. INVESTS
also helps to make the private sector development feasible and efficient.
TAB 19. SUMMARY: This tab automatically collects the benefits calculated in tabs #6 through
18. There is no user input for this tab. The total discounted benefits for INVESTS were calculated
to be approximately $385 million.
TAB 20. FINAL RESULTS: This tab divides the discounted total benefits of the project by the
project's discounted cost to calculate the Benefit/Cost ratio. There is no user input for this tab.
The final B/C ratio calculated for INVESTS is 3.05, which is acceptable because it exceeds 1.0.
The results from Tab 20 of the spreadsheet are shown in Table 3.
Table 3. Results of Benefit -Cost Analysis for I-76/WCR 8 Interchange Project
Category
Millions
of
2022
Dollars
Safety
Benefits
$2.0
$116.1
Travel
Time Savings (V HT)
Vehicle
Operating
Cost Savings (VMT)
$181.1
Non-CO2
Emission Reduction
$4.6
$48.4
CO2 Emission
Reduction
Avoided
Highway
Externalities
$0.8
Amenity
Benefits
$0.0
Health
Benefits
$0.0
Residual Value
$52.6
Maintenance
Costs
$0.0
$385.2
TOTAL DISCOUNTED
BENEFITS
S126. -I
DISCOUNTED
CAPITAL
COSTS
3.05
BENEFIT
-COST
RATIO
This tab also calculates the Net Present Value of the undertaking, which is the difference between
the Benefits and Costs. The Net Present Value for the INVESTS project is approximately $259
million.
INVESTS: I-76/WCR 8 Interchange
Page 10
Funding Commitment
Documentation
AWS,
RAILWAY
May 6, 2024
Honorable Pete Buttigieg
Secretary of Transportation
U.S. Department of Transportation
Washington, DC 20590
French Thompson
General Director
Public Infrastructure & Investments
Subject: BNSF Funding Commitment — Weld County INVESTS
Dear Secretary Buttigieg,
BNSF Railway Company
P 0. Box 961502
Fort Worth, TX 76161-0052
2600 Lou Menk Drive
Fort Worth, Texas 76131-2830
(817) 352-1549
French Thompson@BNSF corn
This letter of funding commitment serves to support BNSF's contribution towards the non-federal match
requirement for the Weld County Interchange project. Funding for this project will be used to support the
final design and construction for a new roadway interchange at Interstate 76 (I-76) and Weld County Road
(WCR) 8. Upon the requested federal match award, BNSF would be willing to contribute $36,000,000.00
in private matching funds towards the $180,000,000.00 total project cost, with a request of $144,000.000.00
in Multimodal Project Discretional Grant Opportunity funds.
BNSF values our working relationship with Weld County, Colorado and is prepared to work with all
involved public agencies on further development of this project, subject to satisfactory review of funding
requirements, final engineering, and entering into definitive agreements as may be required by BNSF or
other project stakeholders.
Sincerely,
GC,asatke
French Thompson
General Director — Public Infrastructure Investments
INVESTS: I-76/WCR 8 Interchange
Page 1
"DO NOT CHANGE
MPDG
FILE
NAME,
Project
COPY/PASTE,
Information
OR
Form - All
PDFTHIS DOCUMENT WHEN
Fields
SUBMITTING
Required
TO AVOID PROCESSING
ERRORS**
Field Name
1
Response
Instructions
Basic Project Information
Project Name
Intermodal Needs for our Valued Environment and Sustainable
Transportation System (INVESTS)
Weld County, Co
Enter a concise, descriptive
narrative.
title for
the project. This should be the same title used in the Grants.gov SF -424 submission
and the application
Project Sponsor
Who is the Project Sponsor?
ee Nom Section C. 1 for eligible applicants]
Program Opt -out
A project will be evaluated for eligibility for consideration for all three programs unless the applicant opts -out of being
evaluated for one or more of the grant programs.
Project Description
The project will replace an existing bridge with a new Traffic
Interchange (TI) at the crossing of Weld County Road (WCR) 8 with
Interstate 76 (1-76). The project will provide direct Interstate access
to the new BNSF Railway Intermodal Facility (IMF) and Logistics Park
(LP).
Describe the project
aging railroad bridge
have increased vertical
ADA accessible sidewalks,
Do not describe the
in plain English terms, using
that crosses the River. The
clearance of Y feet" or "
and dedicated bicycle
project's benefits, background,
no more than 100 words. For example, "The project will will replace an
bridge will have a reduced total length of approximately X feet and will
The project will redevelop Route 2 with Complete Streets enhancements,
paths from 10th street to 25th street."
or alignment with the selection criteria in this description field.
Project Costs
MPDG Amount Requested
$144,000,000.00
Enter the total amount of MPDG funds requested for this project in this application.
j..ee NOFO Section C.2 and C.4 for minimum and maximum award size, grant share, and cost shore requirements]
Estimated Other Federal Funding
Enter the amount of funds committed to the project from other Federal sources. This DOES NOT include the MPDG
request.
[See NOM Section C.4 for Federal share requirements.
Estmated Non -Federal Fundin g
$36,000,000.00
Enter the amount of funds committed to the project from non -Federal sources.
Future Eligible Project Cost
$180,000,000.00
_Tim;
Enter the amount of funds estimated to complete the project (this should equal the amount of MPDG Grant Request,
Estimated Other Federal Funding, and Estimated Non -Federal Funding)
Thvalue may not be less than the amount requested.
Previously Incurred Project Costs
$1,700,000.00
Enter the cost of previously incurred costs from the project
Total Project Cost
5181,700,000.00
Enter the total cost of the project.
This should equal the sum of Future Eligible Costs and Previously Incurred Costs.
INFRA: Amount
$180,000,000.00
of Future
Eligible Costs by Project Type
National Highway Freight Network
A highway freight project on the National Highway Freight Network: $
National Highway System
$180,000,000.00
A highway or bridge project on the National Highway System: $
Intermodal Freight
5180,000,000.00
A freight intermodal, freight rail, or freight project
(including ports), or intermodal facility and that
direct intermodal interchange, transfer, or access
within the boundaries of a public or private freight rail, water
is a surface transportation infrastructure project necessary to facilitate
into or out of the facility: $
Highway -railway grade crossing or grade
separation project
5180,000,000.00
A highway -railway grade crossing or grade separation project: $
Wildlife Crossing Project
50.00
A wildlife crossing project: $
International Border Crossing
$0.00
A surface transportation project within the boundaries or functionally connected to an international border crossing that
improves a facility owned by fed/state/local government and increases throughput efficiency: $
Marine Highway Corridor connected to
the National Highway Freight Network
$000
A project for a marine highway corridor that is functionally connected to the NHFN and is likely to reduce road mobile
source emissions: $
National Multimodal Freight Network
$180,000,000.00
A highway, bridge, or freight project on the National Multimodal Freight Network: $
Mega: Amount of Future
$180,000,000.00
Eligible Costs by Project Type
National Multimodal Freight Network
A highway, bridge, or freight project on the National Multimodal Freight Network: $
National Highway Freight Network
$180,000,000.00
A highway freight project on the National Highway Freight Network: $
National Highway System
$180,000,000.00
A highway or bridge project on the National Highway System: $
Intermodal Freight
$180,000,000.00
A freight intermodal, freight rail, or freight project within the boundaries of a public or private freight rail, water
(including ports), or intermodal facility and that is a surface transportation infrastructure project necessary to facilitate
direct intermodal interchange, transfer, or access into or out of the facility: $
Highway -railway grade crossing or grade
separation project
$180,000,000.00
A highway -railway grade crossing or grade separation project: $
Intercity Passenger Rail
$0.00
An intercity passenger rail project: $
Public Transportation Project that is part
g�
of any other eligible projecttype
$0.00
A public transportation project that is eligible under assistance under Chapter 53 of title 49 and is a part of any of the
project types described above: $
Rural: Amount of Future Eligible Costs by Project Type
Eligible under the National Highway
Performance Program
$180,000,000.00
A highway, bridge, or tunnel project eligible under National Highway Performance Program: $
Eligible under the Surface Transportation
Block Grant
$180,000,000.00
A highway, bridge, or tunnel project eligible under Surface Transportation Block Grant: $
Eligible under the Tribal Transportation
Program
$0.00
A highway, bridge, or tunnel project eligible under Tribal Transportation Program: $
National Highway Freight Network
$180,000,000.00
A highway freight project on the National Highway Freight Network: $
Highway Safety Improvement Project
$0.00
A highway safety improvement project, including a project to improve a high risk rural road as defined by the Highway
Safety Improvement Program: $
Publicly Owned Highway or Bridge
$180,000,000.00
A project on a publicly -owned highway or bridge that provides or increases access to an agricultural, commercial,
energy, or intermodal facility that supports the economy of a rural area: $
Mobility Management
$0.00
A project to develop, establish, or maintain an integrated mobility management system, a transportation demand
management system, or on -demand mobility services: $
Project Location
State(s)
CO: Colorado
Which state(s) in which project is located?
INFRA: Small or Large project
Large
See NOFO Section C.2.ii
Urban Area
Not Located in an Urban Area
Urban Area in which project is located, if applicable
Population of Urban Area (auto-
populated)
n/a
Population of Urban Area according to 2020 Census- See tab "List of Urban Areas".
(For the MPDG 2025-2026 program the definition of "urban" is an urban area with a population greater than 200,000.
"Rural" is defined as any other area, including areas outside of Census -designated urban areas, and Census -designated
urban areas with populations below 200,000.)
Area of Persistent Poverty or Historically
Disadvantaged Community
n/a
Is the project located (entirely or partially) in Area of Persistent Poverty or Historically Disadvantaged Community?
List census tracts that qualify as within these areas. (https://www.transportation.gov/grants/mpdg-areas-persistent-
poverty -and -historically -disadvantaged -communities)
Appalachian Development Highway
System
No
Does this project further the completion of a designated segment of the Appalachian Development Highway System?
_•ee NOFO Section C.4.iii
Denali Access System
No
Does this project address a surface transportation infrastructure need identified for the Denali access system program?
:: ee NOFO Section C.4.iii
Project Location Zip Code
80642
Identify the 5 -digit zip code of the project location. If the project is located in more than one zip codes, please identify
the zip code in which the majority of the project is located. If the project is in a territory that does not have zip codes,
leave this field blank.
This field is for the project location zip code, NOT the applicant organization zip code.
Project Location County
CO - Weld County
Identify the county where the project is located in using the drop -down. If the project is located in more than one
county, please identify the county in which the majority of the project is located. If the project is in a territory that does
not have county designations, leave this field blank.
_ .__r.Cou`' �_ '
Additional Project ntles 5
'
n/a
Identify additional counties separated by a comma For Instance, if the project additionally runs through Polk County.
and Butler County, please enter'Polk County -Butler County' m the cell If the project is in a territory'that does not have'
county designations, leave this field blank �'' - _ _
�y ,
Identify the census tract number of the project _ _
For example, if the most central tract is Census Tract 93 30, please enter '93 30 into the cell The last zero may be ' --
missing from your response (e g , 93 30 may display as 93 3) If the project is located in more than one census tract -
Project Location Census Tract
> t =- y�
25 02
please identify the census tract in which the majority of the project is located If the project is in a territory that does not
have census tract designations, leave this feld blank w
f j y ., v;r
r
Please visit USDOT s RAISE webpage (https //wwW transportation gov/RAISEgrants/raise app hdc) to review a full list of
y
_'
census tracts by state and county to identify - `
Identify other census tracts in which the project is located, separated by a comma For example if the project is located
Other Project Census Tracts '
n/a
in Census Tract 93 31, Census Tract 93 32, and Census Tract 94 03 please enter '93 31 93 32 94 03' into the cell If the
..s
project Is in a territory that does not have census tract designations, leave this field blank , 1 ,
'
.,,, `
Provide the piolect's latitude coordinates" For projects that are not located at a single set of coordinates please provide
Project Location Latitude
a centralized set of coordinates Tools such as Google Maps, Google Earth (https //earth google com/web), or -
ArcGIS/QGIS (https //www arcgis corn') are recommended to Identify the project s coordinates -
4
40 044572
3
Project Location Longitude -
Please provide the prolect's longitude coordinates For projects that are not located at a single set of coordinates,
please provide a centralized set of coordinates Tools such as GoogleMaps, Google Earth r '
(https //earth geode com/web),�orArcGIS/QGIS (https //www arcgis com/) are recommended to identify the pr'ojec s"-
104 670942
coordinates _ " ,
Additional Information
Yes 1 2019 Colorado Freight Plan, Appendix C Future Freight
r
Is the project currently programmed m the - -` , _. -
• TIP' -
• STIP ,ri��.: Y
v
Investment Area 116 ,, 76 from U585 to Keenesburg' 2 CDOT
2045 Statewide Transportation Plan 3 U
p Upper Front Range
Yes/No (please specify in which plans the project is currently programmed, and provide the identifying number if -
applicable) r - r
_ _ _ _
• MPO Long Range Transportation Plan
Transportation Planning Region 2045 Regional Transportation Plan
• STIP - -
• State Long Range Transportation Plan
4 Denver Regional Council of Goverments Regional Transportation
• MPO Long Range Transportation Pian ,
• State Freight Plan
- -
Plan and Transportation Improvement Program (TIP) anticipated
October 2024
• State Long Range Transportation Plan
- >
• State Freight Plan
If the applicant has or will submit this prolect to another USDOT discretionary grant program in 2024, please list the
'
Other USDOT 2024 Discretionary
name of the program(s) If the applicant has or will submit a similar, but not identical application_, please describe the'
Applications -
0.
differences here as well
-
If this project was submitted in a previous MPDG or INFRA round please list the name(s) of the round(s) (e g INFRA '
Previous Submission for MPDG or INFRA?
n/a
2021, MPDG 2022, MPDG 2023 2024) - _ - _ ,
If this project has applied for another Federal (non USDOT) financial assistance or capacity building program please list
-
Other Federal Agency Assistance,' ,.`
n/a
the name of the program(s) � ' - - — ,i ,
"Yes, `
Tribal Government?
No
Select from the drop down menu if, the applicant Is a Federally recognized tribal government
Tribal Benefits'',
Not Applicable
If the applicant is not a Federally recognized tribal government, is the project located on tribal land, And if not does it
have direct tribal benefits Answer using the drop down menu _ -
Private Corporation Involvement
Yes Directly Involves or Benefits a Private Corporation
Does this protect Involve la) private endtv(lesj that's.' receive a direct and predictable ftnandal benefit if the project Is
selected for award, This Includes, but It not limited to, private owners of Infrastructure facilities being improved and '
private freight shippers or carriers directly benefitting from completion of the proposed project
s
Private Corporation Names)
+
Burlington Northern Santa Fe (BNSF) Railway
If this prolect directly involves or benefits a specific private corporation, please list the corporation(s) separated by a
comma
TIFIA/RRIF?
Is the project currently or does this project anticipate applying for 7ransportatlonrinfrastructureFinance andlnnovatlon
Act (TIFIA) or Railroad Rehabilitation & Improvement Financing RRIF loans, r `
See [https //www transportation goy/bulldamerlca/j for more details
Apprenticeship Program
Type of Apprenticeship Program
No
n/a
Is this project planning to use an apprenticeship program,
Please provide the type of apprenticeship program and If it is a licensed program -
Project Includes a Project Labor
Agreement or other workforce
agreements?
No
Select Yes or No If your project includes a Project Labor Agreement or any other workforce agreements ,
y - Y t
'
Department Financing Program?
No
If your application Is unsuccessful, would you like to be contacted about the Department's financing program,
Outcome
Criteria
Outcome Criteria
Weld County, in partnership with the Colorado Department of Transportation (CDOT) and BNSF
Railway (BNSF), is submitting this MPDG Rural construction grant application to request $144
million for constructing the Intermodal Needs for our Valued Environment and Sustainable
Transportation System (INVESTS): I-76/WCR 8 Interchange project. BNSF is proposing
to build an Intermodal Facility (IMF) and Logistics Park (LP) adjacent to 1-76 between the
towns of Hudson and Lochbuie, which are located northeast of the Denver metropolitan area
in Weld County. The IMF will allow for the movement of intermodal containers between rail
and truck to service industry in the Denver metro area and northern Colorado. To support the
IMF, BNSF is also proposing an LP —a large distribution and warehouse development with the
capacity for approximately 10 million square feet of industrial building space on 1,555 acres by
2048. Combined, the two developments, totaling 2,575 acres, represent a large and regionally
significant economic development opportunity in a rural area of Weld County and expand rail
and truck freight distribution capabilities in the region.
The project aligns with the USDOT Technical Criteria, especially as it relates to a project on
a publicly owned highway or bridge that provides or increases access to an agricultural,
commercial, energy, or intermodal facility that supports the economy of a rural area. The
current criteria are listed and discussed below in the following order.
1. Safety
2. State of Good Repair
3. Economic Impacts, Freight Movement, and Job Creation
4. Climate Change, Resilience, and the Environment
5. Equity, Multimodal Options, and Quality of Life
6. Innovation Areas: Technology, Project Delivery, and Financing
Criterion 1: Safety
The 1-76 corridor has high concentrations of collisions, and the Denver Regional Council of
Governments (DRCOG) identified the 1-76 corridor as part of the High Injury Network (HIN)
within the Denver metropolitan area. Furthermore, the Upper Front Range Transportation
Planning Region (TPR) identified 1-76 as its top -ranked safety priority, seeking to improve safety
and facilitate improved freight movement. CDOT uses the Vision Zero Suite (VZS) to manage
and evaluate crash data. VZS software was used to obtain crash data within the study area. The
most recently available five-year period of crash history (January 1, 2018, through December 31,
2022) was evaluated to understand the magnitude and nature of existing safety problems within
the project limits.
The nearest existing interchanges on 1-76 in proximity to the proposed Intermodal Facility (IMF)
and Logistics Park (LP) are 2.5 miles north at CO 52 and 3.8 miles south at WCR 2. Based on
current roadway infrastructure, the CO 52 interchange is not a viable route for truck traffic as
the route is load rated, forcing all truck traffic to use the WCR 2 interchange and allowing only
passenger cars to use the CO 52 interchange. Table 1 outlines the crashes reported at the two
existing interchanges by severity levels and crash type.
INVESTS: I-76/WCR 8 Interchange
Page 1
Table 1. Intersection Crash Summary
Outcome
Criteria
Intersection
Severity
I
Crash
Type
Fatal
Injury
PDO
Broad
Side
Rear
� End
Sideswipe
Direction
Same
Over-
taking
Over-
turning
Fixed
Object
Total
0
0
1
1
0
0
0
0
0
1
WCR
Frontage
2 & West
Roads
WCR
Southwest
Terminal
2
&
I-76
Bound
0
2
2
2
2
0
0
0
0
4
WCR
Northeast
Terminal
2 &
I-76
Bound
0
1
7
2
2
1
1
1
1
8
WCR
Frontage
2&
Road
East
0
0
0
0
0
0
0
0
0
0
WCR
Frontage
8&
West
Road
0
0
1
1
0
0
0
0
0
1
WCR
Frontage
8&
East
Road
0
0
0
0
0
0
0
0
0
0
CO 52 Intersections
(3)
0
0
0
No crashes
reportedi
0
Total
0
3
11
6
4
1
1
1
1
14
'Available date within the I year, 3 month period available since intersection reconstruction indicated no reported crashes.
22 years, 4 months of data.
Due to regional demands to access I-76, the two existing interchanges will attract additional
traffic to the area, with approximately 43% of the traffic being associated with the IMF/LP. Of
the 14 reported crashes, 12 occurred on WCR 2 and I-76, including 3 serious crashes. Adding
additional truck traffic to the WCR 2 interchange may lead to an increase in the number and
severity of crashes. By implementing the Intermodal Needs for our Valued Environment and
Sustainable Transportation System (INVESTS): I-76/WCR 8 Interchange project, truck traffic
will have direct access to the IMF/LP, thereby limiting conflicts with local traffic in adjacent
communities and providing a direct and shorter route to access the interstate.
CO 52
At the I-76 interchange, CO 52 (Main Street) is a two-
lane road that crosses the BNSF tracks at -grade. The
road provides access to the IMF/LP by travelling south
on WCR 45 (Beech Street). Currently, WCR 45 serves
as a residential road with a Gross Vehicle Weight limit
of 20,000 lbs. Legal weights for trucks are set by federal
regulations to ensure safety and minimize damage to
roads and bridges; violations can result in fines and
other penalties. In addition, if heavy truck traffic were
permitted, the additional truck traffic would hinder
residents' ability to enter or exit their residential
CO 52 At -Grade Railroad Crossing
INVESTS: I-76/WCR 8 Interchange
Page 2
Outcome
Criteria
CO 52 Vehicle Weight Limit
Avoiding Long -Haul Trucking Improves Safety
Market research is projecting that the IMF/LP
development will result in avoiding up to 115,000
truck trips for freight annually. This translates
to 109 million truck -miles avoided annually,
primarily due to the reduced reliance on long -haul
trucks to ship containers both between the ports of
Los Angeles and Chicago and on I-70 from Kansas
City to Denver. Avoided use of trucks in freight
transportation also corresponds to reductions in
emissions and highway maintenance and increases
in safety.
According to the 2021 Data: Summary of Motor
Vehicle Traffic Crashes report published by
the USDOT National Highway Traffic Safety
Administration in October 2023:
driveways. Furthermore, heavy trucks require longer breaking distances, making it difficult for
truck drivers to slow down or come to a complete stop if a resident were to back out of their
driveway in residential traffic conditions.
Access to the Frontage Road west of I-76 would require
trucks to travel through a residential neighborhood that
is not designed to accommodate sustained truck traffic.
These geometric, land use, and infrastructure conditions
eliminate CO 52 as a viable option to service the IMF/
LP. Without a new interchange, this roadway is expected
to experience increased automobile traffic volumes due to
the job growth in the area, including new jobs associated
with the IMF/LP. The IMF relocation will directly impact
truck traffic in the area by increasing the number of heavy trucks traveling to the IMF/LP. By
providing a new interchange, much of this increased traffic volume can be eliminated from
nearby communities, local roads, and the existing interchange access to the interstate system.
WCR 2
WCR 2 is also a two-lane road; it provides access to the IMF/LP by travelling north on WCR
45. In 2021, the existing traffic volume was 3,300 vehicles per day. With the completion of the
IMF/LP and without a new interchange with I-76, traffic volume is expected to increase to over
20,000 vehicles per day. In its current condition, the forecasted traffic demand associated with
area growth, including the IMF/LP, would exceed the road's capacity. Specifically, increased
truck traffic would greatly increase the needs for additional geometric upgrades and associated
maintenance to handle the heavy loads and longer vehicles. Overall, the increased truck and auto
traffic demands would escalate the risk of crashes on this rural county road.
Figure 1. Avoided Truck Trips
Avoided Truck Trips
140
120
a 100
t80
60
0
140
120
100
a
s0
i 60
DE' 40
INVESTS: I-76/WCR 8 Interchange
1
Avoided Truck Miles
II
I
Jig
a
Page 3
Outcome
Criteria
■ In 2021, there were 5,788 people killed in traffic crashes involving large trucks. This number
was a 17% increase from 4,945 in 2020 (p. 8).
■ 72% percent of people killed in large -truck traffic crashes in 2021 were occupants of vehicles
involved other than the large -truck. (p. 1).
■ 78% percent of the fatal traffic crashes involving large trucks in 2021 occurred on weekdays
from 6:00 a.m. Monday to 5:59 p.m. Friday (p. 1).
Providing an interchange that is separated over the railroad tracks with direct access to the IMF/
LP will remove truck traffic on CO 52 and WCR 2 related to the IMF/LP and significantly reduce
the risk of crashes. Moreover, a new interchange will provide direct access for employees and
reduce response times for police, fire, and medical responders in the event of emergencies.
The new interchange will mitigate exposure and potential conflicts among trucking operations
with the Towns of Hudson and Lochbuie and the traveling public. Instead of adding traffic to
WCR 2 and causing capacity and maintenance conditions for the County to address, truck traffic
would use the new interchange to access the IMF/LP. Furthermore, the performance -based
design of the interchange will encourage and optimize safety across the entire system. The new
interchange will consist of a modified partial cloverleaf. This design enables truck traffic leaving
the IMF/LP to travel south using the cloverleaf circle and then merge onto southbound I-76, as
opposed to using a left -turn lane and making a left -turn movement across a traffic -controlled
intersection that is anticipated to exhibit capacity issues during peak hours, causing congested
conditions.
Criterion 2: State of Good Repair
INVESTS is a newly proposed interchange that aims to improve the local, regional, and
national transportation system. It will result in a more efficient and equitable traffic distribution,
addressing state -of -good -repair issues through bridge and roadway upgrades and mitigating
safety vulnerabilities. The existing pavements in the area are old and deteriorating, which can
lead to standing water in potholes and sunken grades. If left unaddressed, this situation will
threaten future transportation network safety and efficiency of two regional corridors, CO 52
and WCR 2. It will also affect freight movement through these corridors, reduce economic
development and growth potential, and ultimately impact reasonable access to the IMF/LP.
The existing bridge at WCR 8, identified as D -18 -BO within the National Bridge Inventory,
was constructed in 1983 and is listed in fair condition. The bridge at WCR 2, E -18 -AM, was
built in 1981 and is also in fair condition. Without intervention, the current traffic conditions are
projected to degrade to a level of service F by 2040 on WCR 2, necessitating action on both the
interchange configuration and the bridge on WCR 8.
The significance of INVESTS is the ability to remove an aging bridge and replace it with a new
structure that also develops a new interchange with I-76. The improvement is necessary for the
anticipated growth and subsequent increase in regional traffic considering the anticipated growth
associated with the IMF/LP facilities. If INVESTS is not constructed, the existing bridge and
current interchanges at WCR 2 and CO 52 will intensify conflicts and delays due to the increased
traffic volume, turning movements, and at -grade rail crossings. This concern will intensify
INVESTS: I-76/WCR 8 Interchange
Page 4
Outcome
Criteria
with escalating traffic levels due to surrounding development, exacerbating safety risks and the
efficient movement of freight over time.
Recognizing the magnitude of the anticipated growth in the area, the Partial Cloverleaf design
was selected as the preferred configuration because of its ability to improve traffic efficiency and
safety and minimize long-term maintenance. INVESTS will be designed to accommodate future
traffic volumes, both freight and vehicle, with a useful life that optimizes long-term utility and
avoids throwaway work.
Construction of this entirely new interchange will significantly benefit the Lochbuie/Hudson
region because other nearby interchanges are aging and will eventually need reconstruction.
Given the limited number of I-76 access and crossing opportunities currently available,
INVESTS will prove valuable as an alternative route when the reconstruction of other nearby
interchanges eventually takes place, adding much -needed network resiliency in the area.
Criterion 3: Economic Impacts, Freight Movement, and Job Creation
Increased Economic Activity in Rural Areas
A primary purpose for INVESTS is to support economic development serving the rural area of
Weld County, Colorado. BNSF, in partnership with a real estate developer, is proposing to build
an IMF and LP that will house approximately 10 million square feet of industrial space by 2048,
with an estimated value at over $1.5 billion at full buildout. The resulting annual property tax
from the LP will total over $14 million, including $4.5 million for Weld County and $4.85 million
for the local school district. The businesses located at the LP will also have valuable machinery
and other items that will be subject to personal property tax. The LP users are estimated to have
$350 million in business personal property that will generate $5.4 million in annual property tax
income for all taxing districts, which includes an estimated $1.55 million for Weld County and
$1.9 million for the local school district.
Freight Movement
Improves Intermodal and Multimodal Mobility
The current BNSF IMF is located in Downtown Denver and
expected to be at capacity by 2027. The Denver IMF is situated
on 26 acres and surrounded by EJ communities, eliminating any
potential for expansion. In addition, container and truck volumes
to and from Denver have historically grown and are forecasted to
continue to grow at over 3% annually.
Relocating the IMF approximately 25 miles northeast from
the current location will deliver significant positive impacts.
Through a BCA conducted by BNSF, the new facility will result
in numerous benefits, including the following:
■ More Efficient Freight Logistics
Improved Safety from avoided long -haul trucking and
local interactions on I-70/1-25
INVESTS: I-76/WCR 8 Interchange
✓ Improved Safety
✓ Reduced A i r
Emissions
✓ Reduced Highway
Maintenance Costs
✓ Reduced
Transportation Costs
✓ Reduced Road
Traffic Delays
✓ Reduced Air
Emissions
✓ Improved Safety
✓ Reduced Vehicle
Operating Costs
Page 5
Reduced Air Emissions from avoided long -haul trucking
Reduced Highway Maintenance Costs from avoided long -haul trucking
Reduced Transportation Costs from using rail instead of truck transportation
■ Change in Train Traffic at Grade Crossings
Reduced Road Traffic Delays at grade crossings due to reduced interactions with train
traffic
Reduced Air Emissions from idling vehicles
Improved Safety under the Build Scenario with a reduced amount of train traffic of
approximately 72 trains per year crossing at -grade crossings in the Denver region
Reduced Vehicle Operating Costs from idling at grade crossings
Overall mobility for the trucking industry will be significantly improved once trips associated
with the existing IMF in downtown Denver are no longer necessary. In regard to the new
interchange, other benefits related to mobility include Travel Time Savings and Vehicle
Operating Costs - both quantified in the Benefit -Cost Analysis (BCA) spreadsheet and
narrative, that achieved a BCR of 3.05.
Addressing Existing Freight Bottlenecks
Three of the top 100 most heavily congested highway freight bottlenecks in the country are
along highways in the Denver area. The Colorado Motor Carriers, the Colorado Advanced
Manufacturing Alliance, the Colorado Office of Economic Development, as well as private
businesses and public stakeholders acknowledge that congestion and physical constraints placed
on goods movement both increase costs for businesses and consumers and increase unnecessary
greenhouse gas emissions.
The relocation of the IMF will potentially remove a significant number of trucks from downtown
Denver; however, the real benefit of the new IMF is the close proximity to the LP. By co -locating,
it enables BNSF to partner with shipping companies to provide streamlined supply chain
solutions and thereby decrease truck miles traveled. This concept will in part address bottleneck
issues occurring throughout Colorado.
Enhances Transportation Systems for People and Goods
BNSF is one of North America's leading freight transportation companies, operating a rail
network of 32,500 route miles in 28 states and three Canadian provinces. BNSF is one of the top
transporters of the products and materials that help feed, clothe, supply, and power communities
throughout America and the world. BNSF moves those goods more safely and efficiently, on
significantly less fuel, with fewer emissions than the all -highway alternative.
BNSF will continue to increase their overall capacity to meet consumer demands and move
goods in a timely and efficient manner. The IMF/LP is a primary example of how BNSF has
proposed to meet these demands. The interchange is necessary to accommodate the trucks
accessing the IMF/LP. Without the interchange, operations under the current conditions
deteriorate significantly, potentially creating congestion on 1-76 and creating the need for
substantial improvements to local roads.
INVESTS: I-76/WCR 8 Interchange
Page 6
Figure 2. Rail Network with IMF/LP
Outcome
Criteria
Seattle
Tacoma
Portland
1
I
I
Trains between Fort Worth and
Portland/Seattle rerouted via
alliance, NE, after completing
the Weld County IMF.
1
Denver'
Trains to/from Chicago would no
longer pass through downtown
Denver after completing the Weld
County IMF.
Los Angeles
i a
San Bern ino
Long
Beach
Legend
Rail Path on BNSF
Spmaha
se
Proposed Intermodal
Facility and Logistics
Park
Trains to/from Southern California
and Memphis extended to Weld
County after completing the Weld
County IMF
Fort
Worth
*Kansas
City
Chi
Job Creation
Creates Good -Paying Jobs with Union Opportunities
BNSF has approximately 35,000 scheduled employees represented by 12 labor unions that
supports a skilled craft labor force for the railroad. The average rail worker stays on the job
for well over a decade and receives competitive compensation and world -class benefits from
healthcare to retirement. BNSF offers technical training and high -quality apprenticeship
programs to help employees build lifelong careers with the railroad.
As the new intermodal facility is developed, two key issues emerge: 1) the way the IMF is
operated and serviced and 2) the potential for unionization at businesses within the supporting
logistics park. In proximity to many of the national intermodal facilities that BNSF interacts
with, the trucking companies, partner shipping companies and other rail -served and near -rail
served industries already may have established labor unions.
Increased Economic Activity in Rural Areas
BNSF's planned construction of the IMF/LP is expected to generate a positive economic impact
on Weld County. The total project has an estimated construction cost of $1.5 billion. The
construction of the total project is estimated to generate a one-time economic output to the Weld
County economy of $1.2 billion. The construction of the IMF/LP will also generate the need
for approximately 10,300 on -site direct jobs and 11,000 indirect or induced jobs. The jobs are
within multiple sectors in transportation and warehousing, wholesale trade, manufacturing, and
construction.
INVESTS: I-76/WCR 8 Interchange
Page 7
Outcome
Criteria
Criterion 4: Climate Change, Resilience, and the Environment
INVESTS is a visionary solution designed to avert the negative impacts from the anticipated
traffic congestion on the interstate and local roads in the vicinity of the IMF/LP in a No -Build
Scenario. Its multipronged approach not only addresses traffic flow but also significantly reduces
emissions and improves the region's operational efficiency by sustainably decreasing traffic delay.
This design is strategically configured to minimize the number of stops vehicles and trucks
must encounter, dramatically reducing idling time, which is a major contributor to air pollution.
This results in improved air quality and a healthier environment. Strategically located in close
proximity to the BNSF mainline track on the eastern side of I-76, INVESTS unlocks powerful
economic development opportunities in a sustainable manner.
The IMF will be able to accommodate near -rail industrial buildings, allowing the LP to benefit
from unparalleled supply -chain connectivity. Businesses will be able to leverage both rail and
truck options, maximizing efficiency and minimizing their environmental footprint. According
to the Association of American Railroads (AAR), moving freight by rail instead of trucks has the
potential to reduce greenhouse gas emissions by an average of 75%. By encouraging intermodal
transportation, INVESTS empowers businesses to make a significant contribution to a more
sustainable future.
Reducing Greenhouse Gas Emissions
INVESTS will reduce transportation -related air pollution and greenhouse gas (GHG) emissions.
The new interchange supports the Colorado Greenhouse Gas Pollution Reduction Roadmap
by reducing the vehicle miles traveled and addressing congestion. The GHG Transportation
Planning Standards require CDOT and Colorado's five Metropolitan Planning Organizations
(MPOs) to determine the total GHG emissions expected from future transportation projects and
take steps to achieve set GHG emissions reductions targets.
IN VESTS will reduce transportation -related air pollution,
greenhouse gas emissions (e.g., carbon dioxide [CO2]), and other
emissions contributing to climate change, providing direct benefits
to local residents, surrounding communities, and the region. These
reductions result from reducing both vehicle miles traveled (VMTs),
commute times, and congestion on WCR 2, thereby decreasing idle -
related emissions. Travelers from the north would not need to travel
the extra distance of 3.25 miles to WCR 2 and backtrack to the
IMF/LP, making daily commutes more efficient and less stressful.
Without the new interchange, idle emissions are expected to
experience an approximate 312.8% increase in annual metric tons of
CO2. With the interchange, the PM2.5 with the No Build Scenario
is 0.003, and 0.001 with the Build Scenario, and nitrogen oxides
(NOx) will be reduced by 72.17% by 2040, as depicted in the BCA. This equates to cleaner air
and a healthier environment for all. Also, according to the BCA, the project offers significant
economic benefits to the community through emission reduction. Over the 20 -year analysis
period, this translates to approximately $1,014 million in discounted emission cost savings,
reflecting prevented environmental damage.
Colorado Greenhouse Gas
Pollution induction Roadmsp 2.0
Karl Priorities tramp 20261 retriny 2074
COLORADO
INVESTS: I-76/WCR 8 Interchange
Page 8
Outcome
Criteria
Resilience and the Environment
The INVESTS project improves the resilience of at -risk infrastructure and improves disaster
preparedness and hazard resiliency.
According to FEMA, Weld County has a very high Risk Index Score of 99.1 for cold wave
events. These events have a significant impact on infrastructure and often lead to severe and fatal
crashes, and closures of interstate highways, such as the 2022 event that shut down long portions
of I-76 due to accidents, adverse weather, and dangerous driving conditions in blizzard -like
conditions (Multiple crashes force Interstate 76 in NE Colorado to shut down again [denverpost.
coral). Providing a resilient network means providing options for the traveling public during
hazardous events. INVESTS will bridge a gap of approximately seven miles that will provide
motorists and emergency service vehicles an option to exit I-76 when risk events occur.
Criterion 5: Equity, Multimodal Options, and Quality of Life
INVESTS has been initiated to bring about transformative transportation changes in the
Lochbuie/Hudson area with the goal of enhancing safety, fostering sustainable growth, and
improving overall quality of life. The project aims to build a more efficient transportation
network to support broader public and economic development opportunities by expanding
freight operations in rural Weld County for local, regional, statewide, and national benefit. The
expansion of transportation options will effectively remove barriers to transportation, jobs,
and business opportunities for individuals and communities and provide extensive industrial
employment opportunities. With these improvements, the corridor is poised to become a hub of
economic activity that supports the high -growth Front Range region.
INVESTS is needed to facilitate the successful development of the new IMF/LP and minimize
impacts to the surrounding small communities of Hudson and Lochbuie. The IMF will prioritize
rail/truck intermodal operations with the near -rail served industrial park development adjacent to
the IMF, significantly increasing and optimizing efficiency, sustainability, and area vitality.
Figure 3. Intermodal Cycle
DOMESTIC / OFF -DOCK INTERNATIONAL
WAREHOUSENESSEL
ORIGINATION
0 TRAIN ARRIVAL
O IN -GATE Q LOADED
O TRAIN DEPARTURE
UNLOADED O OUT -GATE
THE
INTERMODAL
CYCLE
INVESTS: I-76/WCR 8 Interchange
000 0 0
Page 9
Multimodal Options and Quality of Life
Outcome
Criteria
Promotes Transportation Equity
Access to Amenities: The project focuses on providing a direct and efficient linkage to facilitate
quicker and easier navigation with the IMF/LP. It will provide access to warehouses and
distribution centers, which will streamline supply chain operations, lower transportation costs,
and support environmental efficiency. Notably, the new IMF will enable longer trains to be
processed than existing infrastructure allows, directly reducing the number of locomotives in
use.
Reduced Traffic Congestion: The proposed interchange's design is tailored to handle the
increased traffic associated with the IMF/LP. Without the new interchange, local traffic on WCR
2 would dramatically increase from 3,300 to over 20,000 per day, and employees and freight
associated with the IMF/LP would be required to travel an additional 4.35 miles per trip. This
highlights the importance of the new interchange.
Reduced Commute Times: This forward -thinking project is designed to tackle the challenges
of the high growth of the Denver metropolitan area with the demands to support that growth
through freight logistics. This project directly positively impacts the region and state by reducing
long -haul trucks on the interstate system, reducing the focused truck traffic needs in the core of
Denver associated with the existing intermodal facility, and providing freight distribution options
that are not available today. The resulting shorter commutes and decreased congestion translate
into lower transportation costs for the public, businesses in the IMF/LP, and commuters, both
locally and throughout the region.
Access to Jobs: The new INVESTS interchange paves the way for economic growth and job and
wealth creation. The expanded roadway connections and the IMF/LP are estimated to generate
over $1.2 billion in total one-time construction economic impacts and the need for a total of
10,300 jobs. Enhancements provide ground for industrial employment opportunities, and the
corridor is poised to facilitate a hub of economic activity.
INVESTS will enhance the transportation network and spur development. It provides area
residents equal opportunities for competitive, well -paid jobs in the IMF/LP. It will afford
them more time with their families and loved ones, as commuting time can be repurposed to
personal time. The project will reduce travel times by eliminating delay and congestion at the
I-76 and WCR 2 and CO 52 interchanges, improving quality of life directly for the existing
residents of Hudson and Lochbuie. The reduction in travel times equates to savings for residents,
business owners, and visitors to the area. While this project cannot add hours in the day, it can
free up valuable personal time to focus on what matters, enabling a better work -life balance.
Improved quality of life for residents has been shown to improve workforce productivity, reduce
absenteeism, and generally create a more productive and stable workforce.
Justice40 Initiative
The Climate and Economic Justice Screening Tool (CEJST) and USDOT Equitable
Transportation Community (ETC) Explorer does not show any Areas of Persistent Poverty or
Disadvantaged Communities within the project area.
INVESTS: I-76/WCR 8 Interchange
Page 10
Outcome
Criteria
Criterion 6: Innovation Areas: Technology, Project Delivery, and Financing
Driving Progress: Project Innovations
INVESTS will not develop or use new technology that would require special FHWA evaluation
or approval, but it will incorporate proven construction methods intended to expedite project
delivery and minimize disruption to Interstate traffic.
CDOT has developed a formal approach for selecting project delivery methods for highway
projects. The Project Delivery Selection process utilizes a matrix to evaluate different delivery
methods. The result of the matrix generates a brief Project Delivery Selection Report that
recommends the preferred delivery method. The primary objectives of this tool are: Present a
structured approach to assist in making project delivery decisions;
■ Present a structured approach to assist in making project delivery decisions.
■ Determine if there is a dominant or optimal choice of a delivery method.
■ Provide documentation of the selection decision.
The most common systems are Design -Bid -Build (DBB), Design -Build (DB), and Construction
Manager/General Contractor (CMGC). Since this project is already underway with design, this
project will continue to meet with CDOT to discuss the potential of utilizing an alternative
delivery method. Benefits of using an alternative delivery approach include construction input on
design optimization and innovation; improved constructability, safety, and traffic control; reduced
risk; and cost certainty early in the process. This determination will occur after Preliminary
Engineering is completed.
Innovative Technology
Pursuant to Colorado House Bill 14-1327, the Colorado Department of Transportation (CDOT)
will notify broadband companies on the Broadband Open Trench Notification List when a state -
funded project will require an open trench in excess of one mile for the purpose of laying or
installing conduit, fiber, or similar infrastructure.
Innovative Financing
This project brings private investments together with public ownership to advance the
construction of INVESTS, exemplifying a successful public -private partnership (P3) model
for infrastructure development. This innovative financing approach helps advance this critical
INVESTS project while leveraging private sector resources, potentially accelerating project
timelines and achieving cost efficiencies
INVESTS: I-76/WCR 8 Interchange
Page 11
Project
Budget
Project Budget Narrative
Weld County, Colorado, in partnership with Colorado Department of Transportation (CDOT)
and BNSF Railway (BNSF), is requesting a FY 2025-2026 USDOT MPDG Rural grant to
construct a new interchange on Interstate 76 at Weld County Road (WCR) 8, connecting WCR
8 to 1-76 and providing access to the proposed BNSF Intermodal Facility (IMF) and Logistics
Park (LP). This effort, titled the Intermodal Needs for our Valued Environment and Sustainable
Transportation System (INVESTS) project, seeks $144 million in MPDG Rural grant funds as
outlined in Table 1. BNSF has committed to contributing a $36 million (20%) private match (see
Funding Commitment Letter) to secure the remaining funds and bring this project to completion.
Construction activities to be funded are outlined in Table 2.
Weld County will rely on the expertise of the CDOT to administer the grant. CDOT has
agreed to administer this grant. Their letter confirming this is included with the optional
letters of support in this application.
BNSF is proposing to build an IMF and LP adjacent to I-76 between the Towns of Hudson and
Lochbuie, which are located nearby the project location, northeast of the Denver metropolitan
area in Weld County. The IMF will allow for the movement of intermodal containers between
rail and truck for transport to destinations in the Denver metro area and northern Colorado. To
support the IMF, BNSF is also proposing a large distribution and warehouse development LP
with a capacity of approximately 10 million square feet of industrial building space on 1,555 acres
by 2048. The two project components combined total 2,575 acres, represent a large economic
development opportunity in Weld County and will expand intermodal freight distribution
capabilities in the region.
Figure 1. BNSF Weld Intermodal Facility and Logistics Park Map
CC k1'0
BNSF Weld
Intermodal Facility
and Logistics Park
Lochbuie •
if
W Hudson
Intermodal
* Facility
and
Logistics Park
To Denver
To Nebraska
I _
1/
11
C=
I _
INVESTS: I-76/WCR 8 Interchange
Page 1
Project
Bu dget
Funding Sources and Cost Sharing
Breakdown by Funding Source and Activity
A detailed cost estimate was prepared by a licensed civil engineer in 2023, estimating a total cost
of $180 million. Right-of-way acquisition will begin in 2025, and construction will occur over a
three-year period, ending in the beginning of 2028.
Apart from the MPDG request for $144 million, the only other funding source is BNSF,
providing $36 million. A project contingency of 30% has been included based on the current level
of design completed, and the applicant is requesting Grant Administration funds to cover the
cost of managing the grant over the three-year period. Cost overruns will be the responsibility of
Weld County and BNSF. CDOT will administer the grant on behalf of Weld County.
Table 1. Funding Sources
Funding Source
Funding Amount
Total Funding
MPDG Funds
Other Federal Funds
Non -Federal Funds: BNSF
Total
$144,000,000.00
$0,000,000.00
$36,000,000.00
5180,000,000.00
80
0
20
100
$144,000.000.00
$0,000.000.00
$36,000.000.00
5180,000,000.00
Other Funding Sources
This project is not applying for funding from any other Federal sources, and no Federal funds
have been awarded prior.
Component and Phase Budgeting
Component Costs
Table 2 shows project costs and funding by project component. The project will be completed in
one phase.
Table 2. Costs and Funding by Project Component
Components
Cost
Total
1.
Engineering
$9,594,700.00
$9,594,700.00
2. Right
-of
-Way
$19,670,000.00
$19,670,000.00
3. Construction
$121,407,400.00
$121,407,400.00
4.
Contingency
Funds
$28.902,900.00
$28,902,900.00
5. Grant
Administration
$425,000.00
$425,000.00
$180,000,000.00
$180,000.000.0O
Total
Budget
MPDG
Funds
$144,000,000.00
$144,000,000.00
$0,000,000.00
$0,000.000.00
Other
Federal
Funds
Non
-Federal
Funds
$36,000,000.00
$36.000.000.00
5180,000,000.00
5180,000,000.00
Total
INVESTS: I-76/WCR 8 Interchange
Page 2
Project
Budget
Budget Justification and Compliance
Cost Sharing Compliance
This project meets all requirements to qualify for Mega, INFRA, and Rural. However, this
application is specifically targeting Rural Eligibility, as this project is on a publicly owned
Interstate highway that will provide access to the new IMF and LP that will support the economy
of a rural area. The IMF is located adjacent to I-76 and the new interchange, and the LP is within
1.5 miles of the new interchange.
Eligible project costs include construction and acquisition of real property, and it exceeds
the minimum award requirements of $25 million. The total project cost is $180 million. The
maximum grant share is 80% of the total project cost. This project is requesting $144 million
(80%) in federal MPDG Rural funds and satisfies the Rural statutory requirement by securing
a $36 million (20%) private match from BNSF, demonstrating a commitment to attracting
substantial private investment and minimizing the use of other federal funds.
Contingency Funds
The 30% contingency amount, just under $29 million, will cover inflation escalation and design
details yet to be determined in the final design.
Completed Level of Design
The project is actively progressing towards 30% design level and is anticipated to achieve 90%
design level by Fall 2025.
Location -Based Costs
The project site is located near five U.S. Census Block Groups:
1. Block Group 2 of Census Tract 25.02 includes the Town of Hudson.
2. Block Group 1 of Census Tract 19.14 includes unincorporated Weld County west of Hudson.
3. Block Group 2 of Census Tract 19.14 includes unincorporated Weld County north of
Lochbuie.
4. Block Group 1 of Census Tract 19.13 includes Lochbuie.
5. Block Group 3 of Census Tract 25.02 includes unincorporated Weld County east of 1-76.
The project is within the Denver Regional Council of Governments (DRCOG) Metropolitan
Planning Organization (MPO) area for coordinated planning; however, it is not within an
identified Urban Area, Area of Persistent Poverty, or Historically Disadvantaged Community.
The project is primarily located in Census Tracts 19.14 and 25.02 (see Figure 2).
Allowable Uses of Funds
A detailed cost estimate of the proposed interchange, including all allowable uses of funds, is
provided in Table 3.
INVESTS: I-76/WCR 8 Interchange
Page 3
Figure 2. Project Location Census Tracts
WCR 12
WCH6
ni -- `i i
Lochbuie
T
•
LEGEND
C0 52
WCR 4
WCR 2
= Block Group 1, Census Tract 19.14, Weld County. CO
= Block Group 1, Census Tract 19.13, Weld County. CO
= Block Group 2, Census Tract 19.13, Weld County. CO
= Block Group 2, Census Tract 25.02. Weld County, CO
Block Group 3, Census Tract 25.02, Weld County. CO
Table 3. INVESTS Cost Estimate (April 25, 2024)
Project
Budget
CC
WCR10
WELD COUNTY
ADAMS COUNTY
County Boundary
WCR 3 Interchange at I-76
Hudson Municipal Boundary
Lochbuie Municipal Boundary
Census Blcdc Boundary Continues
Item
Description
Unit
Price Unit
Qty Cost
emolition & Preparation
S 1,183,520
1.01
Clearing and
Grubbing
$ 2,000
AC
85
S 170,000
1.02
Pavement Removal
$ 8
SY
36,090
$ 288.720
1.03
Paved Shoulder Removal
$ 6
SY
-
$ -
1.04
Erosion Control
$ 1
SY
411,400
$ 411,400
i
1.05
Bridge Removal
$ 20
SF
15.670
$ 313,400
2.00
S 23,900,000
Grading & Drainage
•
2.01
Excavation
$
18
CY
6,500
$ 117,000
2.02
Embankment
$ 14
CY
1,480,000
$ 20,720,000
2.03
Remove Unsuitable
Material
S 35
CY
700 ;
$ 24,500
2.04
Pump Station
$5,000,000
EA
-
$ -
2.05
Drainage Open System
$ 460,000
MI
2.9
$ 1,334,000
2.06
Drainage Closed
System
$ 820,000
MI
2.0
$ 1,640,000
2.07
Seeding
$ 1,500
AC
43 I
$ 64,500
INVESTS: I-76/WCR 8 Interchange
Page 4
Project
Budget
Table 3. INVESTS Cost Estimate (April 25, 2024) (continued)
Item
Description
Unit
Price
Unit
Qt`
Cost
3.00
Pavement
3.01
Hot Mix Asphalt,
10"
$ 95
TN
51,570
$ 4,899,150
3.02
Aggregate Base Course, 12"
$ 55
CY
30,700
$ 1,688,500
3.03
Shoulder HMA, 8"
$ 95
TN
8,300
$ 788,500
3.04
Shoulder
ABC, 8"
$ 55
CY
6,180
$ 339,900
3.05
Pavement Related
Incidental
Items
$ 5
SY
92,080
$ 460,400
3.06
Proposed Curb and Gutter
$ 22
FT
4,090
$ 89,980
4.00
Lighting & Technology
$ 8,938,300
4.01
Street Lighting
$ 130
FT
24,910
$ 3,238,300
4.02
Interchange
Lighting
$ 2,000,000
EA
1
$ 2,000,000
4.03
Underpass
Lighting
$ 100,000
EA
1
$ 100,000
4.04
Signalized
Intersection
$ 400,000
EA
3
$ 1,200,000
4.05
Signalized
Interchange
$ 600,000
EA
-
$ -
4.06
ITS Infrastructure
$ 500,000
MI
4.8
$ 2,400,000
5.00
Structures
agiL__
S 45,233,000
5.01
Bridge
- Concrete
$ 300
SF 125,750
$ 37,725,000
5.02
Bridge
- Steel
$ 325
SF
-
$
-
5.03
Retaining
Wall
$ 100
SF
75,080
$ 7,508,000 '
o
it ,,
m
$
2,361,568
6.01
Signage
$ 150,000
LS
1
$ 150,000
6.02
Temporary
Pavement Markings
$ 0.60
LF
69.730
$ 41,838
6.03
Pavement
Markings
$ 1.00
LF
69,730
$ 69,730
6.04
Roadway
Safety Items
$ 100,000
LS
1
$ 100,000
6.05
Maintenance
of Traffic
$ 2,000,000
LS
1
$
2,000,000
7.00 .'
i'e'l ,,`Iall
Coordinations
u .;ii*`�i
liiiiiii-
:iarliinthi. 3:iL..iif 24"=1:=t:..3a'13i -.�=-w- .. _. .' - 3.1Ltl1aC' �-:-iL'Aii.�E
saw
$000
'_
7.01 !
Midstream
- Natural Gas Coordination
$ 2,000,000
LS
1
$
2,000,000
7.02
Xcel
-
Natural Gas Coordination
$ 2,000,000
LS
1
$
2,000,000
7.03
Level
3 - Telecom Coordination
$ 1,000,000
LS
1
$
1,000,000
7.04
United
Power - Electric Coordination
$ 500,000
LS
1
$
500,000
7.05
Railroad
Coordination
$ -
LS
1
$
-
7.06
Railroad
Flagging - (2) per Day
$
3.200
DAY
300
$
960,000
8.00
Subtotal
$
96,342,818
9.00
Contingenc
`:; 30% % $
28,902,900
10.00
h l iscellanus.
$
54,739,000
10.01
General Conditions
3%
%
1 I
$ 3,757,400
10.02
Permitting & Government Coordination
1%
%
1
$ 1,252,500
10.03
Engineering
8%
%
1
$ 9,594,700
10.04
Construction Management
10%
%
1
$ 12,524.600
10.05
Mobilization
5%
%
1
$ 6,262,300
10.06
Bonding
1%
%
1
$ 1,252,500
10.07
Right of Way Acquisition
$ 70,000
AC
281
$ 19,670,000
10.08
LGrant
Management
$
425,000
LS
1
$
425,000
11.00 t Total
j"nr
$ 179,984,718
INVESTS: I-76/WCR 8 Interchange
Page 5
Project
Description
Project Description and Statement of Work
Weld County, Colorado, in partnership with Colorado Department of Transportation (CDOT) and
Burlington Northern Santa Fe Railway (BNSF), is requesting $144M in construction funds from
the 2025-2026 U.S. DOT MPDG Rural Surface Transportation Grant Program to facilitate
our Intermodal Needs for our Valued Environment and Sustainable Transportation System
(INVESTS) project, which replaces an existing bridge with a new interchange at the crossing of
Weld County Road (WCR) 8 with Interstate 76 ([-76). The purpose of the INVESTS project is to
ensure the long-term effectiveness, efficiency, and safety of the transportation system along 1-76
between existing exits CO 52 and WCR 2, which are 7.2 miles apart. The BNSF railway parallels
I-76 on the east side of the Interstate.
BNSF is proposing to build an Intermodal
Facility (IMF) and Logistics Park (LP)
adjacent to I-76 between the Towns of
Hudson and Lochbuie, which are located
northeast of the Denver metropolitan area
in Weld County. The IMF will allow for
the movement of intermodal containers
from rail to truck for transport to
destinations in the Denver metro area and
northern Colorado. To support the IMF,
BNSF is also proposing an LP —a large
distribution and warehouse development
with the capacity for approximately 10
million square feet of industrial building
space on 1,555 acres by 2048. Combined,
the two developments total of 2,575
acres, represent a large and regionally
significant economic development
opportunity in a rural area of Weld
County, and expand rail and truck freight
distribution capabilities in the region.
Figure 1. Study Area
Figure 2. BNSF Weld Intermodal Facility and Logistics Park Map
BNSF Weld
Intermodal Facility
and Logistics Park
Lochbule •
•
Hudson
Intermodal
* Facility
and
Logistics Park
._ pA.!
0/1
To Nebraska
INVESTS: I-76/WCR 8 Interchange
I _
Page 1
Project
Description
To date, BNSF has spent approximately $1.7 million developing preliminary engineering and
conducting survey in the development of the interchange.
A new interchange at WCR 8 will enhance the effective and safe transportation system by:
G✓
■ Improving access to I-76 to support planned land use and accommodate projected
regional traffic demands.
■ Improving efficient heavy truck access to 1-76, reducing out -of -direction travel
and extending the life of the existing transportation system.
■ Improving safe access to I-76, while preventing further degradation to the
surrounding local transportation system and minimizing travel through
residential areas.
■ Separating local community traffic from IMF and LP heavy truck traffic.
I-76 is identified as a High Priority Corridor named the "Heartland Expressway" on the National
Highway System. High priority corridors are Congressionally designated because of their
regional and national significance. The Heartland Expressway is identified as a corridor that
promotes and enhances domestic and international trade as it connects Denver and the Ports -
to -Plains Trade Corridor to Rapid City and the Theodore Roosevelt Expressway. The Heartland
Expressway provides an essential economic development tool for rural areas in Colorado,
Nebraska, and South Dakota and improves Homeland Security in the nation's Heartland.
The Upper Front Range 2045 Regional Transportation Plan (RTP) ranks this section of I-76 as
the number one project in the region. The plan also highlights the importance of BNSF mainlines
throughout the upper front range region. Specifically, the plan identifies BNSF's coordination
with state and local agencies on the planned intermodal development between Hudson and
Lochbuie, with possible investments in traffic management, freight -flow, and interchanges needed
to support the IMF and LP development.
Denver Regional Council of Governments (DRCOG) identifies I-76 as a High Injury Network.
In June 2020, DRCOG adopted a Regional Vision Zero commitment to eliminate traffic -related
fatalities and severe injuries on public roadways. In 2018-2022, 139 crashes were reported within
the project area. Though the majority resulted in Property Damage Only (PDO), 28 resulted in
injuries, and 2 were fatal.
CDOT's 2019 Freight Plan, identifies "I-76 from US 85 to Keenesburg" (p. 116) as a critical
freight corridor and Future Freight Investment Area due to infrastructure and safety needs
such as truck parking, limited shoulder widths, bottlenecks, safety hot spots, and economic
connectivity needs.
Technical & Engineering Aspects
Colorado Department of Transportation (CDOT) requires that all new interchanges follow
CDOT's Interchange Approval Process outlined in the 1601 Policy and Procedural Directives.
The steps within the 1601 process include:
1. Conduct a 1601 Pre -Application Meeting. The 1601 Pre -Application Meeting with CDOT
and FHWA was held on October 28, 2020.
INVESTS: I-76/WCR 8 Interchange
Page 2
Project
Description
2. Approve an Initial Intergovernmental Agreement. Both parties approved the Initial IGA
between CDOT and Weld County on May 8, 2021.
3. Prepare a System Level Study (SLS), Interchange Management Plan, and Project -
Specific Transportation Demand Management (TDM) Plan. This report was submitted
to the Transportation Commission on February 14, 2024. The SLS is written so that it can be
used to support FHWA's Interchange Access Request (IAR) process.
4. Transportation Commission Approves the System Level Study. Approved March 21, 2024.
5. Obtain Metropolitan Planning Organization (MPO) / Transportation Planning Region
(TPR) Board Approval. The IN VESTS Interchange is already included in the Upper Front
Range 2045 TPR Long Range Plan and the CDOT 2045 Statewide Transportation Plan.
The project has been submitted to and is expected to be included in the DRCOG RTP and
Transportation Improvement Program (TIP) in early Fall 2024.
6. Approve Design and the National Environmental Policy Act (NEPA) process. Design
approval and the NEPA process are underway and expected to be complete October 2024.
7. Approve the Final IGA. Approval of the final IGA is expected in early 2025.
Current Design Status
The design for the INVESTS Interchange will be determined in a Final Design Concept Report.
Eleven unique interchange alternatives were evaluated to determine the effectiveness and
impacts of each alternative, and one alternative has been selected for implementation. The Partial
Cloverleaf layout was selected because 1) it provides the highest functional benefit by eliminating
westbound I-76 left turns from WCR 8; 2) it is the most permittable alternative because it has
fewer wetland impacts; and 3) it is cost-effective as it requires less complicated construction
materials/methods and associated maintenance. Currently, the cost estimate for the interchange is
$180 million. Final Design is expected to be completed by late Fall 2025.
Transportation Challenges
The IMF will be a rail transfer facility stretching nearly 3 miles along I-76. Construction is
anticipated to begin in 2025 and the initial buildout will be completed in 2028. Operations will
begin in 2028, with a capacity of up to 500,000 lifts (transfers from rail to truck), significantly
boosting efficiency and reducing transportation bottlenecks. If needed in the future, the IMF
could be expanded to grow to approximately 1 million lifts annually, although there are currently
no plans to expand the IMF beyond the initial build.
The LP, a massive industrial complex with planned capacity for approximately 10 million
square feet, will be developed over time. To put the size of the park in perspective, as of 2021,
the current industrial space inventory total in Weld County is just over 27 million square feet;
The LP will create a new industrial market, transforming this portion of rural Weld County and
serving as a key economic driver for the entire Denver metropolitan area.
The INVESTS interchange is needed to facilitate increased truck and car traffic generated from
the IMF and LP development. The closest full movement interchanges are located on CO 52 in
Hudson and WCR 2 in Lochbuie. Based on traffic forecasting results, without the interchange,
route choice through the network is expected to severely impact the county road network and
existing I-76 interchanges. Given these local route choices, 90 percent of traffic assumed to travel
INVESTS: I-76/WCR 8 Interchange
Page 3
Project
Description
southwest bound (to Denver) on I-76 would use the WCR 2 interchange, with the remainder using
the CO 52 interchange to the north. For those traveling northeast, 100 percent were assumed to
use CO 52. However, because trucks are prohibited on CO 52 through downtown Hudson, most
of these trips will re-route to WCR 2.
Without the new interchange:
■ Substantial comingling of large trucks with residential traffic and downtown pedestrian traffic
would result.
■ Adjacent interchanges cannot handle additional traffic, including freight trips.
■ Significant improvements would be needed for local roads and interchanges.
■ Truck traffic would need to travel approximately 8.3 miles out of direction to the WCR 2
interchange on local county roads, including making turns at two intersections and left turns
at the WCR 2 interchange.
Project Solutions
The extensive economic development in the area much of it sparked by the rail -served
market will significantly increase travel demand on the regional transportation network. The
INVESTS traffic interchange will reduce congestion and decrease conflicts between trucks and
autos, thereby increasing safety.
With the new interchange:
G✓
■ Access to Interstate 76 will be more efficient.
■ Out of direction freight travel will be limited.
BNSF fully realizes the importance of the new interchange and has agreed to contribute a
substantial amount of funding to this project. BNSF has committed to contribute up to $36
million toward the match requirement for this Rural grant to fund Weld County's INVESTS
project.
Currently, the existing Denver IMF facility has a capacity of approximately 200k lifts per year
and is expected to be at capacity by 2027. Container demand to/from Denver continues to expand
by approximately 3 percent per year. Excess container volumes unable to be accommodated by
the existing IMF will need to rely on over -the -road long -haul trucks. The new IMF and LP will
advance safety, sustainability, l ity, and savings by:
G✓
■ Improving safety from avoided long -haul trucking in and through the state.
■ Reducing air emissions from avoided long -haul trucking in and through the
state.
■ Reducing highway maintenance costs from avoided long -haul trucking in and
through the state.
■ Reducing transportation costs by using rail for shipping containers to this
growing region.
INVESTS: I-76/WCR S Interchange
Page 4
Project
Description
Project History
BNSF has been working with Weld County, Hudson, and Lochbuie since 2020 to discuss their
plans to construct an IMF and LP. BNSF has started to acquire property for the IMF, which will
accommodate portions of the interchange footprint, and initiated the CDOT 1601 Interchange
Approval Process in partnership with Weld County. The 1601 has progressed and made it through
Level 2 concurrence. Level 3 is in progress, with concurrence expected later this year. Weld
County Board of Commissioners agreed in 2021 to serve as the applicant for the 1601 process,
working on behalf of BNSF, with the costs of the study to be borne by the railroad.
Project Location
The project is located within unincorporated Rural Weld County, with portions of the project
within the Upper Front Range Regional Transportation Planning Area and Denver Regional
Council of Governments (DRCOG).
While the project area is not identified as a Disadvantaged Community (DAC) or Area of
Persistent Poverty (APP), the area is rural. However, according to 2020 Census Bureau statistics,
Weld County's population increased by 30% between 2010 and 2020, making it the second fastest
growing county in Colorado.
Figure 3. Project Location Maps
`-/
Area of Pers+stent Puanty
Disadvantaged Community
Tribai Lands
Census Designated Urban Areas
t
0 0 ti 1
LE
Upper Runt Range Regional Transportation Phan Boundary
DRCOG MPO Boundary
Weld County Bo nary
WCP 8 Interchange at t•76
Hudson Municipal Boundary
Lochbuie Municipal Boundary
I
INVESTS: I-76/WCR 8 Interchange
- - •••
40' •,
/ t
wen ?
Page 5
2 Mss
• . a I • a
Project
Readiness
Project Readiness
INVESTS has been envisioned and included in major transportation plans for over 10 years.
This long-range planning maximizes the potential for integrated land use and transportation and
allows incremental accommodation of the ultimate plan for the BNSF Intermodal Facility (IMF)
and Logistics Park (LP). BNSF has targeted this rural area as highly developable; however, the
current infrastructure is inadequate to accommodate the anticipated increases in traffic volumes
associated with the new IMF/LP facility.
BNSF has committed to fund the planning, design, and a portion of the construction of the
new interchange. They have been working closely with Weld County, CDOT, and the Towns of
Hudson and Lochbuie to develop the necessary design documents to build the interchange. To
date, BNSF has invested approximately $1.7 million to develop the System Level Study (CDOT
1601 policy directive) and received approval from the CDOT Transportation Commission to
move forward on March 21, 2024.
Detailed Project Schedule
Figure 1 provides a breakdown of the proposed schedule for the project. Weld County
understands that MPDG Rural funding awarded during calendar year 2024 will not be available
for obligation until October 1, 2024. CDOT will administer the grant funding. The project is
currently working toward final design and obtaining the required clearances and permits as
outlined below. All necessary activities will be completed to allow the MPDG funds to be
obligated sufficiently in advance of September 30, 2028. Construction will begin in Spring 2026
and last for about 17 months.
Figure 1. INVESTS NEPA Schedule
30% Design
Inclusion in
DRCOG RTP
NEPA
100% Design
Approval of
Plans
Specifications
and Estimates
Section 404
Permit
ROW Acquisition
Procurement
Construction
30% Design
RTP
NEPA
100% Design
Plan
Approval
Specs &
Estimates
Section 404 Permit
ROW Acquisition
L
Procure -1
mint
Capacity Need
2030
2023 2024 2025 2026 2027 2028 2029
All real property and right-of-way acquisition will be completed in a timely manner in
accordance with 49 CFR part 24, 23 CFR part 710, and other applicable legal requirements.
INVESTS: I-76/WCR 8 Interchange
Page 1
Required Approvals
NEPA Process
The NEPA process is currently underway to gain approvals and determination for a Categorical
Exclusion. Table lshows major milestones to achieve NEPA determination by January 2025.
Table 1. INVESTS Project Schedule
"bask
Status
Completion
Scoping
Existing
Environmental
Conditions
Scoping
o
75% complete
January 2025
Topographic
Surveys
Private
part
BNSF
of
&
property
Right
public
-of
to
-Way
ROW complete
be complete
Acquisition
as
QI 2025
Metes
and
Bounds
Surveys
Will
complete
as
Acquisition
part
of
Right
-of
-Way
Q1
2026
Geotechnical
Investigations
Field
Investigation
on -going
June 2024 (anticipated)
Hydrologic
Analysis
Initiated
with
30% Design
December
(anticipated)
2024
Utility
Concurrent with
Design
Civil
Engineering
Q4 2025
Engineering
Studies
80% Complete
September
(anticipated)
2024
Traffic
Financial
Plans
Underway
Q2 2025
Hazardous
Assessments
Materials
To
be initiated
September
(anticipated)
2024
Right-of-way
Acquisition
After completion
of
NEPA
Mid
-2026 (anticipated)
General estimates
and quantities
of
of
materials
the
types
To be completed
with
100%
Design
Q4
2025 (anticipated)
Other
establish
final
work
design
parameters
needed
to
for
the
Civil
Design
Q4
2025
Engineering
DRCOG
Approvals
RTP
Amendment
Request
Submitted
Q3 2024
(anticipated)
Freight
Plan
Meeting
with CDOT
Section
Dec 2024
Freight
Public
Involvement
In accordance
requirements
with
NEPA
January
(anticipated)
2025
Project
Agreements
Partnership
and
Final
IGA between
CDOT
Weld
County and
Q4
!
2025 (anticipated)
Other Federal and State Reviews, Approvals, and Permits
The following other requirements are complete or underway:
• SHPO concurrence on Historic Eligibility - complete
• Conducted Wetland Delineation; waiting on Design to submit the Section 404 Permit
• Section 404 Permit (September 2025)
INVESTS: I-76/WCR 8 Interchange
Page 2
Project
Readiness
DOT Environmental Review Coordination
The project team has worked with CDOT Environmental Staff for reviews and approvals of
historic clearances, environmental scoping, and field work to comply with CDOT regulations,
such as SB 40 (protection of riparian resources).
Public Engagement
This project presents a unique situation: Initiated by a private company, many of the project
elements require confidentiality. Therefore, many of the project elements have not been released
to the public. However, public agencies have been actively involved with the project throughout
the development of each element.
Public engagement will follow during the next steps in the project, which include NEPA
documentation. A vital piece of the NEPA process centers on public involvement. The project
team will conduct all of the necessary public meetings and notifications before completing the
NEPA documentation.
State and Local Approvals
CDOT Transportation Commission approved the System Level Study on March 21, 2024. The
project is currently in the DRCOG air quality modeling process required for inclusion in the
Regional Transportation Plan (RTP) and Transportation Improvement Program (TIP), which is
expected October 2024.
Broad Public Support
In late 2020, the project team assembled a group of representatives from agencies and
project partners to discuss the process of identifying the needs, analysis, and layout of the
interchange. The following agencies have been involved throughout the study to date: CDOT,
FHWA, DRCOG, BNSF, Weld County, Upper Front Range TPR, Town of Hudson, and Town
of Lochbuie. These critical stakeholders are coordinated with regularly to help facilitate the
requirements associated with each agency's processes for inclusion in plans, obtaining approvals,
and providing direction to BNSF for permitting and clearances.
Technical Capacity
As the agency responsible for administering this grant, CDOT has a proven track record
managing USDOT-funded projects. CDOT has a large staff with in-depth knowledge of
Federal regulations, project planning, and project delivery. Most CDOT projects involve the
use of federal -aid dollars, and CDOT has established processes to comply with and report
on compliance related to Title VI / Civil Rights, ADA, Buy American, and other applicable
requirements. Weld County and BNSF are both committed to this project and will work closely
with CDOT to ensure project milestones, schedules, and budgets are met.
Assessment of Project Risks and Mitigation Strategies
Weld County is applying for this MPDG rural grant in partnership with BNSF. To date, BNSF
has invested approximately $1.7 million to develop preliminary engineering plans and the System
Level Study (1601 process) as required by CDOT for all new interchange projects. BNSF is
committing $36 million to cover the 20% required MPDG match. Strong partnerships are vitally
INVESTS: I-76/WCR 8 Interchange
Page 3
important to advance large-scale projects and economic development opportunities. Weld County
is confident the project will be implemented by all stakeholders in a timely manner consistent
with all applicable local, State, and Federal requirements.
To date, 11 alternatives were evaluated, which ultimately led to one preferred alternative.
Figure 2. Alternatives Analysis Screening
INCREASING LEVEL OF DETAILED ANALYSIS FOR
Traffic Efl c encylSatety, Rightvol•Way, Environmental Impacts, Coostructa',;ility. & Long•Terrn Maintenance
DEVELOPMENT
Universe of Alterr.atHs'es
OUTCOME
11 Alternative Layouts
LEVEL 1 SCREENING
Feasibility & Practicability
OUTCOME
4 Alternative Layouts
r
LEVEL 2 SCREENING
Reasonah:e less
i
OUTCOME
1 Alternative Layout
LEVEL 3 REFINEMENT
Traffic_ Refinement
OUTCOME
Intersection Options
DOCUMENTED IN 1601 SYSTEM LEVEL STUDY & INTERSTATE ACCESS REQUEST
The evaluation focused on high-level engineering and different interchange configurations. The
goal of this evaluation was to develop measurable outcomes to determine which alternative best
met the following criteria: 1) Traffic Efficiency; 2) Safety; 3) Right -of -Way; 4) Environmental
Impacts; 5) Constructability; and 6) Long-term Maintenance.
The evaluation criteria resulted in a rating scale of favorable, moderate, or negative. This resulted
in three alternatives that did not have any negative findings. The selected alternative to advance
to design is the Partial Cloverleaf. This configuration provides the most efficient, effective, and
safe access for the planned growth surrounding the interchange area.
Table 2 documents potential project risks and mitigation strategies to minimize any negative
consequences.
Table 2. Risk Assessment
Risk
Risk Category
Mitigation Strategy
Timely
approval
NEPA
pp
documentation
FHWA
of final
Medium
Meet
communication,
regularly
g
respond
y with
to
requests
FHWA
to maintain
in a
timely
manner.
Public
Engagement
Medium
Maintain
continuous
public
lines
and stakeholders.
of
communication
with
the
Obtaining
construction
full
funding
High
Secure MPDG
funds.
opportunities.
Look
for other
funding
Right-of-way
acquisition
Medium
7
owned
will
parcels
begin
by
have
both
following
been
identified
public
the
and
private
DRCOG
for acquisition.
entities.
RTP/TIP
They
Acquisition
q
approval.
are
Accuracy
cost
estimates
of
current
Medium
As design
contingency
progresses,
g y
has been
cost
added
for
estimates
cost
to
the
overruns.
may adjust.
project
budget
A
d g
30%
to
INVESTS: I-76/WCR 8 Interchange
Page 4
RAIL 1 -VA Y
Intermesial Nees for •ur Valued
Environment and Sustainable
Transportation System (INVESTS)
I-76/WCR 8 Interchange
Letters of
Support
••...... •-
swear
oar .0
e e •
V" . Qt.
tu-
4,
i-
al
ias,•.a. w `»•�w�•
•
MPDG Rural Grant Amount
Applicant:
Weld County, CO
Submission Due Date
44 M
•
May 6, 2024
Project Contact
Phon
Email
lizabeth Relford
• (970 400 - 3748
erelford@weld.gov
CDOT
V
COLORADO
Department of Transportation
OFFICE OF THE BOARD OF COMMISSIONERS
PHONE: 970-400-4200
FAX: 970-336-7233
1150 O STREET
P.O. BOX 758
GREELEY, CO 80632
April 29, 2024
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
RE: Support for Weld County's Interstate 76/Weld County Road (WCR) 8 Intermodal Needs for our Valued
Environment, Sustainability, and Transportation Systems (INVESTS)
Dear Secretary Buttigieg:
The Weld County Board of County Commissioners, in partnership with the Colorado Department of Transportation
(CDOT) and BNSF Railway, requests funding from the U.S. Department of Transportation for the 2025/2026
Multimodal Project Discretionary Grant (MPDG) Program.
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange further north into a partial
clover leaf connecting directly to 1-76 mainline, and also includes new bridge structures over the BNSF Railway.
Interstate 76 (I-76) is part of the National Freight Highway Network and National Highway System, making it a
critical freight route and key economic driver in Colorado. Weld County is one of the fastest growing counties in
Colorado. A newly reconfigured interchange would not only sustain the increase in heavy truck traffic on 1-76 but
support the relocation of BNSF Railway's Intermodal Facility (IMF) from downtown Denver, which translates to
creating 15,465 jobs over a 14 -year construction period, to avoiding 109 million truck -miles annually, and resulting
in expected benefits of more than 517 million dollars from more efficient freight logistics and reduced train traffic at
metro Denver area at -grade crossings. The necessary funding of this public infrastructure will support new bridge
structures over the BNSF Railway and ultimately improve safety, efficiency, and mobility along one of Colorado's
major freight corridors.
Most importantly, this grant award leverages funding for a true public -private partnership, which will support one of
the largest economic development projects in the history of the State of Colorado. The operations of a planned
Intermodal Facility and Logistics Park will generate an estimated $9.1 billion in economic impact for our regional
communities, and at buildout generate 31,391 permanent jobs. These job opportunities will become available for a
regional labor shed made up of primarily rural communities.
We are very passionate about northern Colorado and the infrastructure that will provide safe and efficient mobility for
all transportation users who support the economic vitality of our state. We hope that federal participation for the I-76
INVESTS project is seriously considered for funding. INVESTS will deliver safer freight/rail movements with
significant air quality emission benefits to the region.
Sincerely,
Kevin D. Ross
Chair, Weld County Board of Commissioners
WASHINGTON DC
MICHAEL F. BENNET
COLORADO
COMMITTEES
AGRICULTURE, NUTRITION. AND FORESTRY
FINANCE
INTELLIGENCE
RULES AND ADMINISTRATION
1intteb
The Honorable Pete Buttigieg
Secretary of Transportation
U.S. Department of Transportation
1200 New Jersey Avenue, SE
Washington, DC 20590
Dear Secretary Buttigieg:
tateri
mate
WASHINGTON, DC 20510-0609
April 24, 2024
261 RUSSELL SENATE OFFICE BUILDING
WASHINGTON DC 20510
1202) 224 5852
COLORADO
CESAR E CHAVEZ BUILDING
1244 SPEER BOULEVARD
DENVER CD 80204
1303) 455-7600
http (www.bennet senate gov
I write to express support for Weld County's application to the U.S. Department of Transportation
(DOT) for funding from the Multimodal Project Discretionary Grant (MPDG) Mega funding
opportunity. If awarded, Weld County, in partnership with Colorado DOT and BNSF Railway, will
reconfigure the existing Interstate 76 (I-76) and Weld County Road 8 (WCR8) interchange.
I-76, part of the National Freight Highway Network and National Highway System, is a critical
freight route and key economic driver in Colorado. Weld County is one of the fastest growing
counties in Colorado, and a newly reconfigured interchange would sustain the increase in traffic on
I-76 and support the relocation of BNSF Railway's Intermodal Facility.
With MPDG funds, Weld County will relocate and reconfigure the I-76 and WCR8 interchange into
a partial clover leaf that will connect to I-76 mainline and will include new bridge structures over the
BNSF Railway. This project will improve safety, efficiency, and mobility along a major freight
corridor in Colorado. Weld County is positioned to support a boost in rail freight within the state and
nation, and it is primed to leverage the economic benefits from this critical regional transportation
improvement.
I encourage you to give the application submitted by Weld County your full and fair consideration
consistent with all applicable laws and regulations. Thank you for your review, and please notify my
office of any funds awarded.
Sincerely,
Michael F. Bennet
United States Senator
JOHN HICKENLOOPER
w (I (?RAf)i)
COMMITTEES
COMMERCE SCIENCE. AND TRANSPORTATION
ENERGY AND NATURAL RESOURCES
HEALTH. EDUCATION. LABOR. AND PENSIONS
SMALL BUSINESS AND ENTREPRENEURSHIP
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
Unitcd Statcs Scnatc
WASHINGTON, DC 20510-0611
WASHINGTON, DC
374 RUSSELL SENATE OFFICE BUILDING
W►s.scTon. DC 2C'510
i 202} 224-5341
cotoRADo
Bvaon Ro:,ERs FEDERAL Bi*ca'.G
991 ST^u r STREET
Stint 12-3oe
DinnnR, CO 80294
I3)31 244-1€28
http qwww hickenIoopet salute Q<•v
I am writing in support of the application submitted by Weld County, Colorado, in partnership
with the Colorado Department of Transportation (CDOT) and BNSF Railway to the Department
of Transportation's Multimodal Project Discretionary Grant (MPDG) Program. If selected, Weld
County will improve efficiency, safety, and mobility along Interstate 76 (I-76), one of Colorado's
major Freight corridors.
I-76 is part of the National Freight Highway Network and National Highway System, making it a
critical freight route and key economic driver in Colorado. This project will relocate and
reconfigure the existing I-76/WCR 8 interchange into a partial cloverleaf that will connect to
I-76 mainline. The project will also include new bridge structures over the BNSF Railway. Weld
County is one of the fastest growing counties in Colorado and a newly reconfigured interchange
will sustain the increase in heavy truck traffic on I-76 and support the relocation of BNSF
Railway's Intermodal Facility (IMF).
We encourage you to give the application submitted by Weld County your full and fair
consideration consistent with all applicable laws and regulations. Thank you for your review, and
please notify our office of any funds awarded.
Sincerely,
91 'War
John Hickenlooper
United States Senator
Barbara Kirkmeyer
State Senator
Colorado State Capitol
200 E. Colfax Avenue, room 346
Denver, Colorado 80203
barbara.kirkmeyer.senate@coleg.gov
Office: 303.866.4876
April 29, 2024
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
Dear Secretary Buttigieg:
Committees:
Ranking Member,
Appropriations
Member,
Joint Budget Committee
I am writing in support of the 2025/2026 Multimodal Project Discretionary Grant (MPDG) application
submitted by Weld County, Colorado, in partnership with the Colorado Department of Transportation
(CDOT) and BNSF Railway to the U.S. Department of Transportation for funding of the I-76/WCR 8
INVESTS project.
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange further north
into a partial clover leaf connecting directly to I-76 mainline, and also construct new bridge structures
over the BNSF Railway.
Interstate 76 (I-76) is part of the National Freight Highway Network and National Highway System,
making it a critical freight route and key economic driver in Colorado. Weld County is one of the fastest
growing counties in Colorado. A newly reconfigured interchange would not only sustain the increase in
heavy truck traffic on 1-76 but support the relocation of BNSF Railway's Intermodal Facility (IMF) from
downtown Denver, which translates to creating 15,465 jobs over a 14 -year construction period, to
avoiding 109 million truck -miles annually, and resulting in expected benefits of more than 517 million
dollars from more efficient freight logistics and reduced train traffic at metro Denver area at -grade
crossings. The necessary funding of this public infrastructure will support new bridge structures over the
BNSF Railway and ultimately improve safety, efficiency, and mobility along one of Colorado's major
freight corridors.
Most importantly, this grant award leverages funding for a true public -private partnership, which will
support one of the largest economic development projects in the history of the State of Colorado. The
operations of a planned Intermodal Facility and Logistics Park will generate an estimated $9.1 billion in
economic impact for our regional communities, and at buildout generate 31,391 permanent jobs. These
job opportunities will become available for a regional labor shed made up of primarily rural communities.
Weld County is strategically positioned to substantially support a boost in rail freight within not only the
state, but the nation, and is primed for USDOT partnership to leverage the economic benefits from this
critical regional transportation improvement. I encourage you to give Weld County's rural application
your full and fair consideration.
Sincerel
Y^
)1t-4.4 t !!t C'pt-1z it,
f
Barbara Kirkmeyer
Colorado Senate District 23
COLORADO
Department of Transportation
Office of the Executive Director
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
May 1, 2024
RE: Support for Weld County's Interstate 76/Weld County Road (WCR) 8 Intermodal Needs for our
Valued Environment, Sustainability, and Transportation Systems (INVESTS)
Dear Secretary Buttigieg:
As Executive Director of the Colorado Department of Transportation, I am writing in support of the
application submitted by Weld County, Colorado, in partnership with the Colorado Department of
Transportation (CDOT) and BNSF Railway to the U.S. Department of Transportation for funding from
the 2025/2026 Multimodal Project Discretionary Grant (MPDG) Program.
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange further north
into a partial clover leaf connecting directly to 1-76 mainline, and also includes new bridge
structures over the BNSF Railway.
Interstate 76 (1-76) is part of the National Freight Highway Network and National Highway System,
making it a critical freight route and key economic driver in Colorado. Weld County is one of the
fastest growing counties in Colorado. A newly reconfigured interchange would not only sustain the
increase in heavy truck traffic on 1-76 but support the relocation of BNSF Railway's Intermodal
Facility (IMF) from downtown Denver, which translates to creating 15,465 jobs over a 14 -year
construction period, to avoiding 109 million truck -miles annually, and resulting in expected benefits
of more than 517 million dollars from more efficient freight logistics and reduced train traffic at
metro Denver area at -grade crossings. The necessary funding of this public infrastructure will
support new bridge structures over the BNSF Railway and ultimately improve safety, efficiency, and
mobility along one of Colorado's major freight corridors.
Most importantly, this grant award leverages funding for a true public -private partnership, which
will support one of the largest economic development projects in the history of the State of
Colorado. The operations of a planned Intermodal Facility and Logistics Park will generate an
estimated $9.1 billion in economic impact for our regional communities, and at buildout generate
31,391 permanent jobs. These job opportunities will become available for a regional labor shed
made up of primarily rural communities.
Weld County is strategically positioned to substantially support a boost in rail freight within not only
the state, but the nation, and is primed for USDOT partnership to leverage the economic benefits
from this critical regional transportation improvement. We encourage you to give Weld County's
rural application your full and fair consideration.
Sincerely,
M
Shoshana Lew
Executive Director
2829 W. Howard Place Denver, CO 80204-2305 Phone 303-757-9011 codot.gov
April 24, 2024
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
RE: Support for Weld County's Interstate 76/Weld County Road (WCR) 8 IntermodaIi Needs
for our Valued Environment, Sustainability, and Transportation Systems (INVESTS) j
Dear Secretary Buttigieg
As the CDOT Distnct 5 Transportation Commissioner for Northern Colorado, I am wnting in
support of the application submitted by Weld County, Colorado, in partnership with the
Colorado Department of Transportation (CDOT) and BNSF Railway to the U S Department of
Tianspoitation for funding from the 2025/2026 Multimodal Project Discretionary Giant (MPDG)
Program
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange further
north into a partial clover leaf connecting directly to I-76 mainline, and also Includes nevi bridge
structures over the BNSF Railway
Interstate 76 (I-76) is part of the National Freight Highway Network and National Highway
System, making it a critical freight route and key economic driver in Colorado Weld County is
one of the fastest growing counties in Colorado A newly reconfigured interchange would not
only sustain the increase in heavy truck traffic on I-76 but support the relocation of BNSF
Railway's Intermodal Facility (IMF) from downtown Denver, which translates to creatmg
15,465 jobs over a 14 -year construction period, to avoiding 109 million truck -miles annually,
and resulting m expected benefits of more than 517 million dollars from more efficient freight
logistics and reduced tram traffic at metro Denver area at -grade crossings The necessaryl funding
of this public infrastructure will support new bridge structures over the BNSF Railway and
ultimately improve safety, efficiency, and mobility along one of Colorado's major freight
corridors
Most importantly, this grant award leverages funding for a true public -private partnership, which
will support one of the largest economic development projects in the history of the State pf.
Colorado The operations of a planned Intermodal Facility and Logistics Park will generate an
estimated $9 1 billion in economic impact for our regional communities, and at buildout generate
31,391 permanent jobs These job opportunities will become available for a regional labor shed
made up of primarily rural communities
Weld County is strategically positioned to substantially support a boost in rail freight within not
only the state, but the nation, and is primed for USDOT partnership to leverage the economic
benefits from this cntical regional transportation improvement We encourage you to give Weld
County's rural application your full and fair consideration
S cerely,
im Kelly
District 5 Transp
ation Commissioner
Aisraws1=-
May 6, 2024
RA/L WA Y
Honorable Pete Buttigieg
Secretary of Transportation
U.S. Department of Transportation
1200 New Jersey Ave., SE
Washington, D.C. 20590
French Thompson
General Director
Public Infrastructure & Investments
Subject: BNSF Letter of Support — Weld County INVESTS
Dear Secretary Buttigieg,
BNSF Railway Company
P. 0. Box 961502
Fort Worth, TX 76161-0052
2600 Lou Menk Drive
Fort Worth, Texas 76131-2830
(817) 352-6316
French.Thompson@BNSF.com
BNSF Railway supports efforts by Weld County, Colorado to secure federal discretionary funding under
the 2025/2026 Multimodal Project Discretionary Grant Opportunity program for the Weld County
Interchange project. If awarded, the project will fund the construction of a new roadway interchange at
Interstate 76 (I-76) and Weld County Road (WCR) 8. BNSF would be willing to contribute $36,000,000.00
in private matching funds towards the $180,000,000.00 total project cost, if the request of $144,000,000.00
is granted in Multimodal Project Discretional Grant Opportunity funds.
The new interchange would support the increase in heavy truck traffic from BNSF Railway's proposed
Intermodal Facility and Logistics Park. In addition, it will help to support economic growth regionally and
nationally as well as help to provide a safer and more efficient multimodal transportation network.
BNSF values our working relationship with Weld County and is prepared to work with all involved public
agencies on further development of this project, subject to satisfactory review of final engineering and
entering into definitive agreements as may be required by BNSF or other project stakeholders.
BNSF appreciates your thorough review of this application and looks forward to continuing its relationship
with Weld County through this important project.
Sincerely,
arseeerreafre
French Thompson
General Director — Public Infrastructure & Investments
May 3, 2024
We make life better!
rco
DENVER REGIONAL COUNCIL OF GOVERNMENTS
The Honorable Pete Buttigieg
S ecretary of Transportation
U .S. Department of Transportation
1200 New Jersey Avenue, SE
Washington, DC 20590
Executive Committee
Wynne Shaw. Chair
Jeff Baker, Vice Chair
Colleen Whitlow. Secretary
Richard Kondo, Treasurer
Steve Conklin, Immediate Past Chair
Douglas W. Rex, Executive Director
RE: Interstate 76/Weld County Road 8 Interchange-Multimodal Project Discretionary Grant
Program Application, Weld County, Colorado
Dear Mr. Secretary:
The Denver Regional Council of Governments (DRCOG) respectfully submits this letter of
support for the Weld County, Colorado application for funding for the 176/Weld County Road 8
(WCR8) Intermodal Needs for our Valued Environment, Sustainability, and Transportation
S ystems (INVESTS) project from the 2025/2026 Multimodal Project Discretionary Grant
Program.
Weld County is pursuing the INVESTS project in partnership with the Colorado Department of
Transportation and BNSF Railway. The project will relocate and reconfigure the existing
176/WCR 8 interchange further north into a partial clover leaf connecting directly to 176
mainline and includes new bridge structures over the BNSF Railway.
Interstate 76 is part of the National Freight Highway Network and National Highway System,
making it a critical freight route and key economic driver in Colorado. A reconfigured
interchange will support the relocation of BNSF Railway's intermodal facility from downtown
Denver and accommodate increased heavy truck traffic on 176. The relocated BNSF
intermodal facility is estimated to create 15,465 jobs over a 14 -year construction period,
reduce 109 million truck -miles annually, and result in expected benefits of more than $517
million from more efficient freight logistics and reduced train traffic at metro Denver area at -
grade crossings. Funding will also support new bridge structures over the BNSF Railway
address
100117th St. , Suite 700
Denver, CO 80202
main
fax
303-455-1000
303-480-6790
email
web
dreog@dreog.org
drcog.org
and ultimately improve safety, efficiency, and mobility along one of Colorado's major freight rail
corridors.
This grant request leverages funding for a true public -private partnership. The project will
support the development of the BNSF intermodal facility and adjacent logistics park that is
estimated to generate $9.1 billion in economic impact for surrounding communities and
generate over 31,000 permanent jobs at buildout. These job opportunities will become
available for a regional labor shed made up of primarily rural communities.
Thank you in advance for your consideration of this request. Please feel free to contact me at
rpapsdorf(a�dreog.orq if you have any questions or need further information.
Respectfully,
eg4;PaitsAr‘
Ron Papsdorf
Director
Transportation Planning & Operations
LARIMER
UPPER FRONT RANGE
TRANSPORTATION PLANNING REGION
P.O. BOX 758, GREELEY, COLORADO 80632
April 29, 2024
Dear Secretary Buttigieg:
WELD
MORGAN
RE: Support for Weld County's Interstate 76/Weld County Road (WCR) 8 Intermodal Needs for our Valued
Environment, Sustainability, and Transportation Systems (INVESTS)
The Upper Front Range Transportation Planning Region (UFRTPR) is writing to express our strong support for
Weld County's MPDG 2025/2026 MEGA application, in partnership with CDOT and BNSF Railway, for the I-
76/WCR 8 INVESTS Project.
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange further north into a
partial clover leaf connecting directly to I-76 mainline, and also includes new bridge structures over the BNSF
Railway.
Interstate 76 (I-76) is part of the National Freight Highway Network and National Highway System, making it a
critical freight route and key economic driver in Colorado. Weld County is one of the fastest growing counties in
Colorado. A newly reconfigured interchange would not only sustain the increase in heavy truck traffic on I-76 but
support the relocation of BNSF Railway's Intermodal Facility (IMF) from downtown Denver, which translates to
creating 15,465 jobs over a 14 -year construction period, to avoiding 109 million truck -miles annually, and
resulting in expected benefits of more than 517 million dollars from more efficient freight logistics and reduced
train traffic at metro Denver area at -grade crossings. The necessary funding of this public infrastructure will
support new bridge structures over the BNSF Railway and ultimately improve safety, efficiency, and mobility
along one of Colorado's major freight corridors.
Most importantly, this grant award leverages funding for a true public -private partnership, which will support one
of the largest economic development projects in the history of the State of Colorado. The operations of a planned
Intermodal Facility and Logistics Park will generate an estimated $9.1 billion in economic impact for our
regional communities, and at buildout generate 31,391 permanent jobs. These job opportunities will become
available for a regional labor shed made up of primanly rural communities.
Thank you for your consideration of the 2025/2026 MPDG Grant for the I-76/WCR 8 INVESTS Project. We
look forward to working together to improve safety, provide more reliable and equitable mobility options, and
promote economic prosperity for all on this critical corridor.
We whole-heartedly support this project and request USDOT to prioritize MPDG grant funding for this worthy
proposal.
Sincerely,
7,
Commissioner Jon Becker
Chair
LARIMER COUNTY
COMMISSIONER KRISTIN STEPHENS
MARK PETERSON, P.E., ENGINEERING
(970) 498-7002
WELD COUNTY
COMMISSIONER KEVIN D. ROSS
ELIZABETH RELFORD, PUBLIC WORKS
(970) 400-3748
MORGAN COUNTY
COMMISSIONER JON BECKER
BRUCE BASS, PUBLIC WORKS
(970) 542-3500
TOWN OF HUDSON
50 South Beech Street, P.O. Box 351, Hudson, CO 80642
Phone: (303) 536-9311 Fax: (303) 536-4753
www. h udsoncolorado.org
4/25/2024
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
RE: Support for Weld County's Interstate 76/Weld County Road (WCR) 8 Intermodal Needs
for our Valued Environment, Sustainability, and Transportation Systems (INVESTS)
Dear Secretary Buttigieg:
As Town Manager for the Town of Hudson, I am writing in support of the application submitted by
Weld County, Colorado, in partnership with the Colorado Department of Transportation (CDOT) and
BNSF Railway to the U.S. Department of Transportation for funding from the 2025/2026 Multimodal
Project Discretionary Grant (MPDG) Program. If selected, Weld County will improve efficiency,
safety, and mobility along one of Colorado's major Freight corridors.
Interstate 76 (I-76) is part of the National Freight Highway Network and National Highway System,
making it a critical freight route and key economic driver in Colorado. Weld County is one of the
fastest growing counties in Colorado and a newly reconfigured interchange would not only sustain the
increase in heavy truck traffic on I-76 but support the relocation of BNSF Railway's Intermodal
Facility (IMF) from downtown Denver, which translates to creating 15,465 jobs over a 14 -year
construction period, to 109 million truck -miles avoided annually, resulting in expected benefits of
more than $517 million from more efficient freight logistics and reduced train traffic at metro Denver
area at -grade crossings. The necessary funding of this public infrastructure will support new bridge
structures over the BNSF Railway and ultimately improve safety, efficiency, and mobility along one of
Colorado's major freight corridors.
Most importantly this grant award supporting a true public -private partnership which will support one
of the largest economic development projects in the history of the State of Colorado. The operations
of a planned Intermodal Facility and Logistics Park which will generate significant economic impact
that is not often directly associated with the necessary transportation system upgrades that will create
opportunities for our rural residents. These job opportunities will become available for a regional labor
shed made up not only of Hudson, but impact a labor shed of rural communities across the region.
•
Weld County is strategically positioned to substantially support a boost in rail freight within not only
the state, but the nation, and is primed for USDOT partnership to leverage the economic benefits from
this critical regional transportation improvement. We encourage you to give Weld County's rural
application your full and fair consideration.
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange into a partial
clover leaf that will connect to I-76 mainline This will include new bndge structures over the BNSF
Railway and ultimately improve safety, efficiency, and mobility along one of Colorado's major freight
comdors
Sine
ryce mange
Town Manager
Town of Hudson, CO
TOWN OF
WCI-IBUIE
April 25, 2024
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
RE: Support for Weld County's Interstate 76/Weld County Road (WCR) 8 Intermodal
Needs for our Valued Environment, Sustainability, and Transportation Systems
(INVESTS)
Dear Secretary Buttigieg:
As the Mayor of Lochbuie in the great state of Colorado, I am writing in support of the
application submitted by Weld County, Colorado, in partnership with the Colorado Department
of Transportation (CDOT) and BNSF Railway to the U.S. Department of Transportation for
funding from the 2025/2026 Multimodal Project Discretionary Grant (MPDG) Program. If
selected, Weld County will improve efficiency, safety, and mobility along one of Colorado's
major Freight corridors.
Interstate 76 (1-76) is part of the National Freight Highway Network and National Highway
System, making it a critical freight route and key economic driver in Colorado. Weld County is
one of the fastest growing counties in Colorado, and a newly reconfigured interchange would
not only sustain the increase in heavy truck traffic on I-76 but support the relocation of BNSF
Railway's Intermodal Facility (IMF) from downtown Denver, which translates to creating
15,465 jobs over a 14 -year construction period, to 109 million truck -miles avoided annually,
resulting in expected benefits of more than $517 million from more efficient freight logistics
and reduced train traffic at metro Denver area at -grade crossings. The necessary funding of this
public infrastructure will support new bridge structures over the BNSF Railway and ultimately
improve safety, efficiency, and mobility along one of Colorado's major freight corridors.
Most importantly, this grant award supports a true public -private partnership that will support
one of the most significant economic development projects in the history of the State of
Colorado. The planned Intermodal Facility and Logistics Park operations will generate a
significant economic impact that is not often directly associated with the necessary
transportation system upgrades that will create opportunities for our rural residents. These job
Town of Lochbuie 1703 WCR 37, Lochbuie, CO 80603 1303-655-9308 I www.lochbuie.org
opportunities will become available for a regional labor shed made up not only of Lochbuie but
impact a labor shed of rural communities across the region.
Weld County is strategically positioned to substantially support a boost in rail freight within the
state and the nation and is primed for USDOT partnership to leverage the economic benefits
from this critical regional transportation improvement. We encourage you to give Weld
County's application your full and fair consideration.
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange into a
partial cloverleaf connecting to the I-76 mainline. This will include new bridge structures over
the BNSF Railway and ultimately improve safety, efficiency, and mobility along one of
Colorado's major freight corridors.
Sincerely,
Michael Mahoney
Mayor
Town of Lochbuie, Colorado
Page I 2
822 Seventh Street, Suite 550
Greeley, CO 80631
Street, Suite 550
970.356.4565 phone
www. upstatecolorado org
UPSTATECOL0RAD0
ECONOMIC DEVELOPMENT
May 3, 2024
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
RE: Support for Weld County's Interstate 76/Weld County Road (WCR) 8 Intermodal Needs for
our Valued Environment, Sustainability, and Transportation Systems (INVESTS)
Dear Secretary Buttigieg:
It is not often that your department has the ability to so easily attach generational direct economic
development benefit to a project as it is with this one. As President of Upstate Colorado Economic
Development, I am writing in support of the application submitted by Weld County, Colorado, in
partnership with the Colorado Department of Transportation (CDOT) and BNSF Railway to the U.S.
Department of Transportation for funding from the 2025/2026 Multimodal Project Discretionary Grant
(MPDG) Program.
This application should check all the boxes, not only in need, but in meeting the federal objectives of
the grant. The existing interchange doesn't access mainline I-76 but only frontage roads. The benefits
of improving this infrastructure extend beyond municipal and county boundaries. Considering the
FEDERAL significance of a new intermodal rail facility located in Colorado should speak to the
importance of this grant application. Creating a true public private partnership to complete this project
with cash match support from BNSF allows this project to move forward. Weld County Road 8
interchange improvements are a top priority project that is necessary to support what will be the
largest IMF operation in the Rocky Mountain Region
The benefits of this interchange positively impact the entire region by enhancing commerce, reducing
travel times, improving air quality, and promoting job creation. The current BNSF trips originate in
downtown Denver, which is highly congested and surrounded by disproportionately impacted
communities. By relocating the facility north, future trips will originate outside of the city center and
allow for better disbursement of trucks to their destination. The proposed interchange and IMF/LP
facilities are planned to accommodate future regional growth.
If selected, Weld County will improve efficiency, safety, and mobility along one of Colorado's major
Freight corridors.
Interstate 76 (I-76) is part of the National Freight Highway Network and National Highway System,
making it a critical freight route and key economic driver in Colorado. Weld County is one of the
822 Seventh Street, Suite 550
Greeley CO 80631
Street, Suite 550
970 356 4565 phone
www. up sta tec olo rado org
miss
UPSTATECOLORADO
ECONOMIC DEVELOPMENT
fastest growing counties in Colorado and a newly reconfigured interchange would not only sustain the
increase in heavy truck traffic on I-76 but support the relocation of BNSF Railway's Intermodal
Facility (IMF) from downtown Denver, which translates to creating 15,465 jobs over a 14 -year
construction period, to 109 million truck -miles avoided annually, resulting in expected benefits of
more than $517 million from more efficient freight logistics and reduced train traffic at metro Denver
area at -grade crossings. The necessary funding of this public infrastructure will support new bridge
structures over the BNSF Railway and ultimately improve safety, efficiency, and mobility along one
of Colorado's major freight corridors.
Most importantly this grant award supporting a true public -private partnership which will support one
of the largest economic development projects in the history of the State of Colorado. The operations
of a planned Intermodal Facility and Logistics Park which will generate an estimated $9.1 billion in
economic impact for our regional communities and at buildout, generate over 20,000 permanent jobs.
These job opportunities will become available for a regional labor shed made up of primarily rural
communities.
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange into a partial
clover leaf that will connect to I-76 mainline. This will include new bridge structures over the BNSF
Railway and ultimately improve safety, efficiency, and mobility along one of Colorado's major freight
corridors.
We encourage you to also give Weld County's application your full and fair consideration consistent
with all applicable laws and regulfations. Thank you for your review, and please notify our offices of
any funds awarded.
Sin
e//
Richard C. Werner
President & CEO
Upstate Colorado Economic Development
Mayor Zo Hubbard
130 S. McKinley Avenue Phone: 303.857.6694
Fort Lupton, CO 80621 Fax: 303.857.0351
www.fortluptonco.gov
April 26, 2024
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
RE: Support for Weld County's Interstate 76/Weld County Road (WCR) 8 Intermodal Needs
for our Valued Environment, Sustainability, and Transportation Systems (INVESTS)
Dear Secretary Buttigieg:
As Mayor of the City of Fort Lupton, I am writing in support of the application submitted by
Weld County, Colorado, in partnership with the Colorado Department of Transportation (CDOT)
and BNSF Railway to the U.S. Department of Transportation for funding from the 2025/2026
Multimodal Project Discretionary Grant (MPDG) Program. If selected, this project will improve
efficiency, safety, and mobility along one of Colorado's major Freight corridors.
Interstate 76 (I-76) is part of the National Freight Highway Network and National Highway
System, making it a critical freight route and key economic driver in Colorado. Weld County is
one of the fastest growing counties in Colorado and a newly reconfigured interchange would not
only sustain the increase in heavy truck traffic on I-76 but support the relocation of BNSF
Railway's Intermodal Facility (IMF) from downtown Denver, which translates to creating
15,465 jobs over a 14 -year construction period, to 109 million truck -miles avoided annually,
resulting in expected benefits of more than $517 million from more efficient freight logistics and
reduced train traffic at metro Denver area at -grade crossings. This project will also significantly
benefit the Fort Lupton community by providing community residents and businesses safe and
efficient access to I-76 via Weld County Road (WCR) 8.
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange into a
partial cloverleaf that will connect to I-76 mainline. The neccesary funding of this public
infastructure will support new bridge structures over the BNSF Railway and ultimately improve
safety, efficiency, and mobility along one of Colorado's major freight corridors. Most
importantly this grant award will support a true public -private partnership and one of the largest
economic development projects in the history of the State of Colorado.
Operations of the planned Intermodal Facility and Logistics Park are expected to generate an
estimated $9.1 billion in economic impact for the regional communities and generate 31,391
permanent jobs at full build -out. These job opportunities will become available for a regional
labor shed primarily made up of small rural communities. including Fort Lupton.
The Colorado State Demographer reported Fort Lupton's 2022 population as 8,862, a 5.4%
growth over 2020. Our community continues to grow and we expect the planned Intermodal
Facility and Logistics Park will contribute to our growing population. A reconfigured
interchange at I-76 and WCR 8 will support both our residents and labor force. WCR 8 is an
arterial roadway with a future 4 -lane, providing connections to I-76, U.S. Highway 85, and a
future connection to I-25. It supports the operations of primary employers located in the southern
industrial area of our community. This project will support the economic sustainability of our
community by providing a safer, more efficient connection to the I-76 Freight corridor.
Weld County is strategically positioned to substantially support a boost in rail freight within not
only the state, but the nation, and is primed for USDOT's investment to leverage the economic
benefits from this critically regional transportation improvement. We encourage you to give
Weld County's rural application your full and fair consideration.
Thank you for your review. We look forward to learning of any funds awarded.
Si cerely,
y,
Hubbard
ayor
Denver Metro
Chamber of
I Commerce 1
April 26, 2024
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
RE: Support for Weld County's Interstate 76/Weld County Road (WCR) 8 Intermodal Needs for our
Valued Environment, Sustainability, and Transportation Systems (INVESTS)
Dear Secretary Buttigieg:
The Denver Metro Chamber of Commerce and the Metro Denver Economic Development Corporation
support the application submitted by Weld County, Colorado, in partnership with the Colorado
Department of Transportation (CDOT) and BNSF Railway to the U.S. Department of Transportation for
funding from the 2025/2026 Multimodal Project Discretionary Grant (MPDG) Program. If selected, Weld
County will improve efficiency, safety, and mobility along one of Colorado's major freight corridors.
Interstate 76 (1-76) is part of the National Freight Highway Network and National Highway System,
making it a critical freight route and key economic driver in Colorado. Weld County is one of the fastest
growing counties in Colorado and a newly reconfigured interchange would not only sustain the increase
in heavy truck traffic on 1-76 but support the relocation of BNSF Railway's Intermodal Facility (IMF) from
downtown Denver, which translates to creating 15,465 jobs over a 14 -year construction period, and 109
million truck -miles avoided annually, resulting in expected benefits of more than $517 million from
more efficient freight logistics and reduced train traffic at metro Denver area at -grade crossings. The
necessary funding of this public infrastructure will support new bridge structures over the BNSF Railway
and ultimately improve safety, efficiency, and mobility along one of Colorado's major freight corridors.
Most importantly this grant award supports a true public -private partnership which will support one of
the largest economic development projects in the history of the State of Colorado. The operations of a
planned Intermodal Facility and Logistics Park will generate an estimated $9.1 billion in economic impact
for our regional communities and, at buildout, generate 31,391 permanent jobs. These job opportunities
will become available for a regional labor shed made up of primarily rural communities.
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange into a partial
clover leaf that will connect to 1-76 mainline. This will include new bridge structures over the BNSF
Railway and ultimately improve safety, efficiency, and mobility along one of Colorado's major freight
corridors.
Weld County is strategically positioned to substantially support a boost in rail freight within not only the
state, but the nation, and is primed for USDOT's investment to leverage the economic benefits from this
critically regional transportation improvement. We encourage you to also give Weld County's
1445 Market Street, Denver, CO 80202 • Phone: 303-534-8500 • DenverChamber.org
Denver Metro
I tChamber of
1 Commerce
application your full and fair consideration consistent with all applicable laws and regulations. Thank you
for your review, and please notify our offices of any funds awarded.
Sincerely,
J. J. Ament
President & CEO
Denver Metro Chamber of Commerce
Raymond H. Gonzales
President of Metro Denver EDC
Executive Vice President of Denver Metro
Chamber of Commerce
1445 Market Street, Denver, CO 80202 • Phone: 303-534-8500 • DenverChamber.org
Commissioners' Office
4430 S Adams County Pkwy
5th Floor, Surte C5000A
Brighton, CO 80601-8204
PHONE 720 523 6100 1 Fax 720 523 6045
adcogovorg
Apnl 24, 2024
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
RE Support for Weld County's Interstate 76/Weld County Road (WCR) 8 Intermodal Needs for our
Valued Environment, Sustamability, and Transportation Systems (INVESTS)
Dear Secretary Buttigieg
On behalf of Adams County, I am writing in support of the application submitted by Weld County,
Colorado, in partnership with the Colorado Department of Transportation (COOT) and BNSF Railway
to the U S Department of Transportation for funding from the 2025/2026 Multimodal Project
Discretionary Grant (MPDG) Program If selected, Weld County will improve efficiency, safety, and
mobility along one of Colorado's major Freight corridors
Interstate 76 (I-76) is part of the National Freight Highway Network and National Highway System,
making it a critical freight route and key economic driver in Colorado Weld County is one of the fastest
growing counties in Colorado and a newly reconfigured interchange would not only sustain the increase
in heavy truck traffic on I-76 but support the relocation of BNSF Railway's Intermodal Facility (IMF)
from downtown Denver, which translates to creating 15,465 jobs over a 14 -year construction period, to
109 million truck -miles avoided annually, resulting in expected benefits of more than $517 million from
more efficient freight logistics and reduced train traffic at metro Denver area at -grade crossings The
necessary funding of this public infrastructure will support new bridge structures over the BNSF
Railway and ultimately improve safety, efficiency, and mobility along one of Colorado's major freight
comdors
Most importantly this grant award supporting a true public -private partnership which will support one
of the largest economic development projects in the history of the State of Colorado The operations of
a planned Intermodal Facility and Logistics Park which will generate an estimated $9 1 billion in
economic impact for our regional communities and at buildout, generate 31,391 permanent jobs These
job opportunities will become available for a regional labor shed made up of primarily rural
communities
Weld, County is strategically positioned to substantially support a boost in rail freight within not only the
state, but the nation, and is primed for USDOT partnership to leverage the economic benefits from this
critical regional transportation improvement We encourage you to give Weld County's rural application
your full and fair consideration
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange into a partial
clover leaf that will connect to I-76 mainline This will include new bndge structures over the BNSF
Railway and ultimately improve safety, efficiency, and mobility along one of Colorado's major freight
corndors
Weld County is strategically positioned to substantially support a boost in rail freight within not only the
state, but the nation, and is primed for USDOT's investment to leverage the economic benefits from this
cntically regional transportation improvement We encourage you to also give Weld County's
application your full and fair consideration consistent with all applicable laws and regulations Thank
you for your review, and please notify our offices of any funds awarded
Sincerely,
Noel Bernal, County Manager
all, erector of Community & Economic Development
2
April 25, 2024
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
RE: Support for Weld County's Interstate 76/Weld County Road (WCR) 8 Intermodal Needs
for our Valued Environment, Sustainability, and Transportation Systems (INVESTS)
Dear Secretary Buttigieg:
As Executive Director of Morgan County Economic Development Corporation, I am writing
in support of the application submitted by Weld County, Colorado, in partnership with the
Colorado Department of Transportation (CDOT) and BNSF Railway to the U.S. Department
of Transportation for funding from the 2025/2026 Multimodal lti moda l Project Discretionary Grant
(MPDG) Program. If selected, Weld County will improve efficiency, safety, and mobility along
one of Colorado's major Freight corridors.
Interstate 76 (1-76) is part of the National Freight Highway Network and National Highway
System, making it a critical freight route and key economic driver in Colorado. Weld County
is one of the fastest growing counties in Colorado and a newly reconfigured interchange
would not only sustain the increase in heavy truck traffic on 1-76 but support the relocation
of BNSF Railway's Intermodal Facility (IMF) from downtown Denver, which translates to
creating 15,465 jobs over a 14 -year construction period, to 109 million truck -miles avoided
annually, resulting in expected benefits of more than $517 million from more efficient
freight logistics and reduced train traffic at metro Denver area at -grade crossings. The
necessary funding of this public infrastructure will support new bridge structures over the
BNSF Railway and ultimately improve safety, efficiency, and mobility along one of
Colorado's major freight corridors.
Most importantly this grant award supports a true public -private partnership which will
support one of the largest economic development projects in the history of the State of
Colorado. The operations of a planned Intermodal Facility and Logistics Park which will
generate an estimated $9.1 billion in economic impact for our regional communities and at
buildout, generate 31,391 permanent jobs. These job opportunities will become available for
a regional labor shed made up of primarily rural communities.
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8
interchange into a partial cloverleaf that will connect to 1-76 mainline. This will
include new bridge structures over the BNSF Railway and ultimately improve
safety, efficiency, and mobility along one of Colorado's major freight corridors.
Weld County is strategically positioned to substantially support a boost in rail
freight within not only the state, but the nation, and is primed for USDOT's invest
ment to leverage the economic benefits from this critically regional transportation
improvement. We encourage you to also give Weld County's application your full
and fair consideration consistent with all applicable laws and regulations. Thank
you for your review, and please notify our offices of any funds awarded.
Sincerely,
/J
Kritin Clifford -Basil, Executive Director
Morgan county Economic Development Corporation
201 Ensign St.
Fort Morgan, CO 80701
11ffilinitt NCLA
May 3, 2024
The Honorable Pete Buttigieg
US Department of Transportation
1200 New Jersey Ave, SE
Washington, DC 20590
Northern Colorado
* Legislative Alliance
RE: Support for Weld County's Interstate 76/Weld County Road (WCR) 8 Intermodal Needs
for our Valued Environment, Sustainability, and Transportation Systems (INVESTS)
Dear Secretary Buttigieg:
As Chair of the Board of Directors, I am writing in support of the application submitted by Weld
County, Colorado, in partnership with the Colorado Department of Transportation (CDOT) and
BNSF Railway to the U.S. Department of Transportation for funding from the 2025/2026
Multimodal Project Discretionary Grant (MPDG) Program. NCLA empowers Northern Colorado
chambers and economic development entities, fostering a strong collective voice to influence
positive changes in state and federal policies, regulations, and legislation. The organization
works to enhance the business climate for the future success of Northern Colorado. If selected,
Northern Colorado will have the opportunity to improve efficiency, safety, and mobility along
one of Colorado's major Freight corridors.
Interstate 76 (I-76) is part of the National Freight Highway Network and National Highway
System, making it a critical freight route and key economic driver in Colorado. Weld County is
one of the fastest growing counties in Colorado and a newly reconfigured interchange would not
only sustain the increase in heavy truck traffic on I-76 but support the relocation of BNSF
Railway's Intermodal Facility (IMF) from downtown Denver, which translates to creating
15,465 jobs over a 14 -year construction period, to 109 million truck -miles avoided annually,
resulting in expected benefits of more than $517 million from more efficient freight logistics and
reduced train traffic at metro Denver area at -grade crossings. The necessary funding of this
public infrastructure will support new bridge structures over the BNSF Railway and ultimately
improve safety, efficiency, and mobility along one of Colorado's major freight corridors.
Most importantly this grant award supports a true public -private partnership which will support
one of the largest economic development projects in the history of the State of Colorado. The
operations of a planned Intermodal Facility and Logistics Park which will generate an estimated
$9.1 billion in economic impact for our regional communities and at buildout, generate 31,391
permanent jobs based on initial project scope calculations. These job opportunities will become
available for a regional labor shed made up of primarily rural communities. The Northern
Colorado Legislative Alliance supports the necessary upgrades in infrastructure that will allow
this project to be implemented in a sustainable model that protects the environment and creates
job opportunities that are traditionally unavailable in that region.
The INVESTS project will relocate and reconfigure the existing I-76/WCR 8 interchange into a
partial clover leaf that will connect to I-76 mainline. This will include new bridge structures over
the BNSF Railway and ultimately improve safety, efficiency, and mobility along one of
Colorado's major freight corridors.
Weld County is strategically positioned to substantially support a boost in rail freight within not
only the state, but the nation, and is primed for USDOT's investment to leverage the economic
benefits from this critically regional transportation improvement. We encourage you to also give
Weld County's application your full and fair consideration consistent with all applicable laws
and regulations. Thank you for your review, and please notify our offices of any funds awarded.
Sincerely,
Joe Rowan
Chair of the Board of Directors
Northern Colorado Legislative Alliance
Ann Hutchison
President and CEO
Fort Collins Area Chamber of Commerce
Mindy McCloughan
President and CEO
Loveland Chamber of Commerce
Jaime Henning
President and CEO
Greeley Area Chamber of Commerce
41,11.
IMES
***NcLA
***
Northern Colorado Legislative Alliance
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