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Home My WebLink About20232414.tiffRESOLUTION RE: APPROVE APPLICATION FOR 2023 MULTIMODAL PROJECT DISCRETIONARY GRANT (MPDG), MEGA PROGRAM FOR NORTH INTERSTATE 25, SEGMENT 5 IMPROVEMENTS PROJECT, AND AUTHORIZE DEPARTMENT OF PUBLIC WORKS TO SUBMIT ELECTRONICALLY ON BEHALF OF COLORADO DEPARTMENT OF TRANSPORTATION (CDOT) 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 Mega Application for the 2023 Multimodal Project Discretionary Grant (MPDG) for the North Interstate 25, Segment 5 Improvements Project from 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 and on behalf the Colorado Department of Transportation (CDOT), to the Colorado Department of Local Affairs, with further terms and conditions being as stated in said application, and WHEREAS, as the grant applicant, Weld County agrees to commit $5,000,000.00 of local match funding towards the project, if the grant is awarded, and WHEREAS, the Mega Grant Program supports large, complex projects that are difficult to fund by other means and are likely to generate national or regional economic, mobility, or safety benefits. The North Interstate 25, Segment 5 Improvements Project application is an eligible project, and the application is due to the U.S. Department of Transportation on August 21, 2023, 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 Mega Application for the 2023 Multimodal Project Discretionary Grant (MPDG) for the North Interstate 25, Segment 5 Improvements Project from 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 and on behalf the Colorado Department of Transportation (CDOT), be, and hereby is, approved. BE IT FURTHER RESOLVED by the Board that Elizabeth Relford, Department of Public Works, be, and hereby is, appointed as the Authorized Representative to electronically submit said application, on behalf of the Board of County Commissioners. cc:pw(cHIER), ACT(crk0 M1,'1/23 2023-2414 EG0081 APPLICATION FOR 2023 MULTIMODAL PROJECT DISCRETIONARY GRANT (MPDG), MEGA PROGRAM FOR NORTH INTERSTATE 25, SEGMENT 5 IMPROVEMENTS PROJECT, ON BEHALF OF COLORADO DEPARTMENT OF TRANSPORTATION (CDOT) PAGE 2 The above and foregoing Resolution was, on motion duly made and seconded, adopted by the following vote on the 16th day of August, A.D., 2023. BOARD OF COUNTY COMMISSIONERS WELD COUNTY, COLORADO ATTEST: Weld County Clerk to the Board BY: Jouul - l.(J( U5 ► Z--�C� Deputy Clerk to the Board AP' ; �' ED oun ttorney Date of signature: Mike __tia..._ n, Chair '7<?-1-c-ek eryL.BcPro-Tem cott K. Jam 2023-2414 EG0081 �bnhva GI' l Dk X31$ BOCC STAFF USE Date Set: Time: BOARD OF COUNTY COMMISSIONERS WORK SESSION REQUEST WORK SESSION TITLE: Multimodal Project Discretionary Grant (MPDG) —1-25 Segment 5 DEPARTMENT: Public Works DATE: 7/13/2023 PERSON REQUESTING: Elizabeth Relford EXTENSION: 3748 Has your Commissioner Coordinator or BOCC Chair approved the work session? X Yes, Commissioner Coordinator Yes, BOCC Chair Recommended length of time needed for discussion: X 15 minutes 30 minutes other (list) : In addition to yourself and the board, please list who should attend: Ryan Rose; Bruce Barker; Cheryl Pattelli, Chris D'Ovidio, Jennifer Oftelie, Curtis Hall, Jennifer Finch, Esther Gesick, and Heather Paddock. Brief description of the issue: Informational only _X_ Action needed The Colorado Department of Transportation (CDOT) is limited to submitting three federal grant applications for the MPDG applications; therefore, CDOT is requesting Weld County be the applicant to submit an application for I-25, segment 5 under the Mega Program. MPDG includes the Mega Program, INFRA Program, and Rural Program. The Mega program supports large, complex projects that are difficult to fund by other means and are likely to generate national or regional economic, mobility, or safety benefits. Eligible projects may include highway, bridge, freight, port, passenger rail, and public transportation projects of national or regional significance. Of the 1.8 billion of available funding, 50% are for projects above $500 million in total cost and 50% are for projects between $100 million and $500 million in total cost. Please see the attached Notice of Funding Opportunity (NOFO). The grant applications are due August 21. and CDOT has hired Muller Engineering to assist with putting together the grant application. If awarded, CDOT agrees to manage the grant and project improvements for Weld County. Options for the board: 1. Agree to be the applicant and approve putting the application on the Board's agenda. 2. Do not agree to be the applicant. Recommendation to the board: F Staff recommends Weld County submit the application on behalf of CDOT. BOARD CHAIR USE Results/Outcomes: de% Px,,6,2-e 6Ot,e) /r(0 eel On 2023-2414 iC LJ�NES VCDOT Berthoud Johnstown I -2 5 NORTH Project Overview • Improving 6 miles b/w CO 66 to CO 56 • Connect to 20 miles of improvements to the north • Last two-mile section of 1-25 • CM/GC Delivery • Same Team as Segment 6 • Design underway • CDOT Preparing MPDG Grant • Requesting Weld Co be the applicant • $100M ask • Due Aug. 21st • Anticipated Construction Start Spring/Summer 2025 • Length is six mites between SH 66 and SH 56 (-MP 243.5 to -MP 249.5) • Eight bridges Four road crossings (6 bridges) o One GWRR crossing (2 bridges) • Two box culverts - North Creek floodplain • One totting location - -2 miles north of WCR 34 • -25 ROW parcels needing right of way (out of possible 61 properties) • Utilities - LTWD, gas, irrigation, ditches, fiber, power, etc. • Environmental - 11 historic properties, wetlands, water quality ponds Segment 5 CMGC project General Scope • SB Climbing lane -14,000 ft (2.56 miles) o Conversion is funding dependent • Look at closing portions of the East frontage road from Valley Road to SH 66 • Template o Standard with 10' inside shoulder Optimized shift • Within: o Two different planning boundaries (DRCOG Et NFRMPO) c:> Town of Mead, Town of Berthoud, and Weld County boundaries 3 Segment 5 Estimate 2022 $ YOE 5% YOE 3% Segment 5 $ 422,403,456 $ 456,179,496 $ 375,300,000 Additional Scope Local Development Funding) (Requires or $ 40,000,000 $ 45,020,352 $ 48,620,250 WCR 38 Interchange $ 10,000,000 $ 10,927,270 $ 11,576,250 High Plains Total. $ 425,300,000 $ 478,351,079 $ 516,375,996 • CDOT saw a significant spike in construction cost between Pre & Post - Pandemic (upwards of 30% inflation on some BID items) • Segment 5 current estimate reflects some of those increase BID items • Reasonable to anticipate between 3%-5% inflation over a multi -year project • Year of Expenditure (YOE) is targeted for mid -point of construction in 2026 Segment 5 Anticipated Funding LOCAL STATE FEDERAL TOTAL Source CDOT 10 -year $88,950,000 $10,500,000 $99,450,000 CDOTRPP $4,137,385 $4,137,385 $223,000,000 $223,000,000 TIFIA Loan* $100,000,000 $100,000,000 MPDG Grant (MEGA/INFRA) WELD COUNTY $0 $0 MEAD Totals $88,950,000 $0 $337,637,385 $426,587,385 Percent Total 21% 0% 79% of Segment 5 can borrow up to $323M from the TIFIA loan (for EL project ONLY) CDOT Request for Segment 5 Funding LOCAL STATE FEDERAL TOTAL Source CDOT 10 -year $88,950,000 $10,500,000 $99 ,450,000 CDOT RPP $4,137,385 $4, 137,385 $223,000,000 $223, 000,000 TIFIA Loan* $100,000,000 $100, 000,000 MPDG Grant (MEGA/INFRA) $5,000,000 WELD COUNTY $5, 000,000 $0 MEAD Totals $88,950,000 $5,000,000 $431,587,385 $337,637,385 21% 1% 79% Percent of Total Segment 5 can borrow up to $323M from the TIFIA loan (for EL project ONLY) History of Local Funding on 1-25 Local Partner TIGER (prospect, PostT1GER 34, Commitment BUILD Post BUILD Contribution Total 402) Commitment nterra MO $6,000,000 52,500,000 � 58,500,000 Fort Collins $2,250,000 $14750;0OOj- 517,000,00reeley 5500,000 SSOO,oOo Johnstown $1,000,000 $6,000,000 $400,000 $7,400,000 56,000,000 Loveland $2,000,000 58,000,000 Larimer County $10,000,0001$1,000,000. $11,000 000 Mead{ 5250,000 $250,000 Town of Berthoud 5250,000 $250,000 5500,000 $500,000 Town of Timnath � 5500,000, town of Windsor 51,000,000 $i,O00,OOp� $4,000,0001 Weld county $2,000,000` 51,000,000'. $1,000,000 ilson Ranch $3,098,0004 S3,498,000i $1,500,00oTOTA $25,000,00 531,250,000 S2,o00,00Q $61,478,00 "Local funds swapped out replaced with Federal CMAQ funds try._ 6.-26. TM RESS LA%NES I-25 NORTH High Plains Blvd East Frontage Road • Opportunities exist to eliminate portions of the east frontage road with exception of utility and property owner access • Evaluation will be from Valley Road to CO 66 • Future High Plains Blvd will accommodate displaced traffic • IGA exists with impacted locals that provide conceptual alignment and other details woe lea' Ulf • IS M -.tj �' SI I mac''%I `I it >a am In"' w•sia siae - lR to tr=c.....i .._.v.... ... r Y..s mw ••••. �_ • x4s �_�_ t % ti.--. .— � �.+�.�qOtlib.a a+. .S al �.r es err s_a>r!!As'y • :• ♦ �.. � � rr- —. Access coordination wadi l atime t Property )) t r ar ire atwa y .tar. If High Plains Blvd. is built horn WCR 34 to WCR 36 there would be potential fot Frontage Rood to become limited access in this section II 1 1 I 'Pried ilmatarr • natter spa *Say halt iczma UNLZPOISNI STAN SnM11 Fait WIR May need to keep Frontage Rood horn WCR 36 to WCR 38 for private accesses. This Segment would require walls to be built for I-25 OEXPRESS LA'tNES CDOT Berthoud TM I-25 NORTH Johnstown 1. Major collaboration opportunities a. From WCR 34 to WCR36 b. Mead, Weld County, Developers, CDOT 1. WCR 34 a. Smaller footprint is preferred a. Smatter is educe impacts to iI and gas facilities v IMININ 25 Shift Roundabout to the east High Plains Blvd WCR 34 Interchange Reduce impacts to sanitary sewer line K Ranch b. Cost -saving opportunities � c. Invest in infrastructure centered around High Plains ®Cali 116 st Abe Burch Family Farm tiLP Electric Utilities Telecom Utilities Gas Utilities Sanitary Utilities Water Utilities Floodplain Wetlands Eliminate wall with conversion of frontage road to narrower limited access road Shift Roundabout to the west, reduce diameter, and eliminate Frontage Road Connections Proposed Gravel Utility Access Road WCR 34 & Hwy25-220 tic North Creek Floodplain Resiliency: Muller developed a downstream concept that could engage additional stakeholders and use resiliency funding on a watershed -level approach that benefits CDOT and local stakeholders. Resiliency could be improved at a regional scale by managing flood flows without adverse impacts. EXPRESS LA%NES I-25 NORTH Berthoud — Johnstown Segment 5 CMGC project Additional Info EMPRESS LflNES I-25 NORTH Berthoud — Johnstown Reasons why CMGC is beneficia 1. Match Scope to Budget 2. Contractor Input a. Innovation b. Construction means £r methods c. Resource/material knowledge 3. Risk Reduction 4. Advanced Delivery a. Design while constructing b. Early Work Package 5. Flexibility a. Scope b. Construction areas Segment 5 CMGC project CMGC Delivery Designer Design Build (D -B -B) I Owner i I Contractor Construction Manager/ General Contractor (CMGC) Owner ! ti Sub Contractor PROJECT DESCRIPTION PROJECT DESCRIPTION 1 The North Interstate 25Segment 5 corridor consists of 6 miles of interstate from Colorado State Highway (CO) CO 66 to CO 56. The North Interstate 25 (North 1-25) corridor connects to two international border crossings and five interstates, and it is the only north -south interstate in Colorado. The nearest north -south interstates are more than 500 miles to the east (I-35) and 350 miles to the west (1-15). North 1-25 provides a critical community, regional, interstate, and international connection for the movement of people and goods. Constructing the North Interstate 25Segment 5 project will close the safety and operational gap between Northern Colorado's rural communities and the adjacent urban centers. The major elements of the North 1-25 Segment 5 project include reconstructing 1-25 to add one 12 -foot express lane in each direction, widening the inside shoulders from 4 feet to 10 feet and the outside shoulders from 10 feet to 12 feet; providing a 30 year pavement design life; installing Intelligent Transportation Systems (ITS) equipment; reconstructing the interchange at Weld County Road (WCR) 34; and replacing 8 bridges, 2 existing drainage box culverts, and 2 existing irrigation box culverts. PROJECT CONTEXT The northern Colorado front range has grown substantially over the past decade, exceeding previous population projections. The population of Colorado is expected to continue to significantly outpace growth in the national population with a majority occurring in urban areas north of Denver along the North 1-25 corridor. The current infrastructure is struggling to accommodate the population growth, resulting in travel time delays and an increase in congestion and crashes. The North 1-25 Segment 5 project is one of the final projects needed to bring the entire North 1-25 corridor up to standard to operate in a safe and efficient manner as outlined in the Environmental Impact Statement (EIS). To the north of Segment 5, between Berthoud and Fort Collins, over $900 million has already been invested to improve 20 miles of roadway, including 33 reconstructed bridges,11 added pedestrian/wildlife cross connectivity locations, 6 fully reconstructed interchanges, and 2 new mobility hubs. To the south of Segment 5, nine miles of added tolling to the Denver area is complete and multiple mobility hubs are under construction. In the sections south of Segment 5 without tolling,15.5 miles of 3 -lane highway with additional shoulder widths was constructed. This leaves Segment 5 as a 6 -mile segment of North 1-25 with only two lanes in each direction and sub -optimal shoulder widths and pavement. The completion of this project will finalize the remaining six miles of upgraded roadway on 1-25, resulting in a total of 60 miles of improved road and connecting a mobility hub network composed of nine hubs that connect communities between downtown Denver and Fort Collins. Figure X: North 1-25 Segment 5 Project Scope Van IN n Via n lasidise F-ikanatryttata ctaear atirtegiamed Wait Waft ttjt.ss taw " r I .RiksEtap aye ay triOnIM cDratunt1 ---,Maim Wog t.left op* SW n et urm.a. Mtabin fa Snow Seely -4' !Warmstai isspronvasate ids aaarrattatitradiat empty a>ithisentetwe 1 (tit buterellaar a MSG* 34 sod Manntion Moreasu PROJECT HISTORY This section of 1-25 was originally constructed in the early 1960s. Beginning in late 2003 and completed in 2011, an EIS and Final Environmental Impact Statement (FEIS) were completed for the North 1-25 corridor. Originally, improvements along this section of 1-25 were not scheduled to be funded until 2035 or later. As safety and travel time reliability decreased due to an influx of new residents and visitors, local governments and the private sector became strong advocates for the immediate implementation of improvements. Improvements identified in the EIS that have already been implemented in a phased and strategic approach include (shown on following page): PROJECT DESCRIPTION 2 Segments 2 &3 Segments 6-8 A reversible express lane was constructed, complete in the early 2000s Express lanes were constructed in both directions, complete between 2010 and 2020 Reconstruction complete in 2009 The Record of Decision (ROD) 1 cleared work within Segment 5 in 2011. A southbound climbing lane between CO 56 and WCR 48 was constructed in 2015 through a Categorical Exclusion (CatEx). Construction of express lanes in both directions currently under construction with completion in spring 2024 See Section 6 for more information about the project's incurred costs, history, and timeline. SCOPE OF WORK The project is currently at a 20% design level, and a Construction Manager/General Contractor (CM/GC) is under contract, with an early construction package anticipated by early -to mid -2024. The design and construction team used on Segment 6 is also performing the preconstruction and construction elements for Segment 5. This will greatly improve the efficiency of work on the project. See Section 9. Project Readiness for more info. The ultimate configuration, as stated in the EIS, will include three general purpose lanes and one express lane in each direction. This project will focus on the first phase of the ultimate configuration and construct two general purpose lanes and one express lane in each direction, but design will maintain focus of the future lane expansion and accommodate this layout where possible through smart planning of salient features such as utility relocations, major structures, and pavement jointing layouts. The conceptual design is based on an optimized alignment and bridge refinements implemented on Segment 6 from CO 56 to CO 402 to the north. The optimized design includes shifting the mainline from the EIS alignment to reuse existing pavement, preserve right of way and optimize the East Frontage Road where possible, use center piers in the 1-25 median, and minimize reconstruction on cross streets. These refinements not only maximize project scope using available funding, but also provide an envionmentally friendly approach by reducing landfill waste and greenhouse gasses. Major Interstate Scope Items I Increase capacity by adding one express lane and a four -foot painted buffer for 6 miles in each direction from CO 66 to just south of CO 56 at the Little Thompson River bridges. Correct roadway geometry to address safety concerns related to stopping sight distance, substandard horizontal and vertical roadway curves, and substandard interchange ramp acceleration and deceleration lane lengths. Reconstruct other minor crossings, as needed, for streams, irrigation ditches, drainage, etc. Install state-of-the-art tolling and ITS equipment and integrate with the Colorado Transportation Management Center (CTMC). Widen bridges to accommodate the additional express lane, provide increased shoulder width, and provide adequate vertical clearance. Upgrade guardrails and cable barrier and provide a safe recovery area for errant vehicles (clear zone) to increase roadside safety. Rehabilitate and/or reconstruct existing pavement to extend its useful life by at least 30 years. Widen shoulders from 10 -foot outside and 4 -foot inside shoulders to 10 -foot inside and 12 -foot outside shoulders to reduce congestion -related crashes and provide improved access for emergency vehicles as shown in Figure 3. Incorporate innovative technology, where possible, to address recurring safety and operational issues, as outlined in the Innovative Technologies section. PROJECT DESCRIPTION 3 WCR 34 Interchange Major Scope Items Construct roundabouts at both the west and east ramp terminals to improve traffic flow. Eliminate the inadequate spacing between crossroad and frontage road intersections to improve traffic operations and reduce driver confusion. Realign the east frontage road to create separation from ramp intersection, improve traffic patterns, and provide more consistent trip reliability. PROJECT ELEMENTS & CHALLENGES ADDRESSED BY THE PROJECT Segment 5 connects the 6 -mile gap in 3 -lane highway, provides additional capacity ,and improves travel time reliability from Fort Collins south to the Denver metropolitan area. Over the 20 -year assessment period, the North I- 25 Segment 5 project generates $213.83M in benefits at a 7% discount rate with a benefit -cost ratio (BCR) of 2.08:1, and $506.88M in benefits at a 3% discount rate with a BCR of 3.25:1. The largest components of these benefits focus on travel time, freight operations, and safety savings. Safety of the traveling public is the top priority -specifically, reducing crashes associated with congestion and deficient roadway geometry. An additional benefit is reducing long backups caused by the bottleneck created by narrowing from three lanes to two lanes. By delivering the project to the community earlier than outlined in the North Front Range Metropolitan Planning Organization's (NFRMPO) 2040 Regional Transportation Plan, the benefits will be implemented 15 years sooner and at a fraction of the cost. Figure X: Traffic Photo Table X: Funding Uses Corridor Challenge Segment 5's two-lane highway connects to three -lane highway to the south and north, creating a bottleneck. See Safety section Geometric design deficiencies include sub -standard shoulder widths. WCR 34 interchange experiences significant operational issues and backups during peak hours. Bridges with substandard vertical clearances and are either approaching or past the design life. Deteriorating existing pavement conditions, creating an uncomfortable and unsafe ride. See State of Good Repair section. Increased traffic congestion creates challenges for critical freight movement, job access, recreational activities. See Economic Impacts, Freight Movement, and Job Creation section. Project Element Widen 1-25 mainline to include two general purpose lanes and an express lane in both directions. Add 10' inside shoulders and 12' outside shoulders to meet current national standards. Full reconstruction of WCR 34 interchange. Remove signal control at ramp terminals and replace with roundabouts. Replacement of the eight bridge structures within the project area. Provide 30 -year pavement design life. Widen 1-25 mainline to include two general purpose lanes and an express lane in both directions. Install ITS and technology components that support active traffic management and communication tools. Project Outcome / Public Benefit Adding an express lane resolves the bottleneck within the six -mile project segment, increasing interstate safety and operational flow.. Increased driver comfort and safety. Allows dive off refuge in quick breaking situations, reducing rear -end crashes. Increases operational efficiency in high truck interchange. See Safety section Reduce repair closures and maintenance costs. Improve safety by increasing vertical clearance. Milling and overlaying existing pavement with either concrete or a composite section of asphalt and concrete, leading to a smoother and safer ride. Reduce congestion and increase safety with the addition of express lanes, widening of shoulders, and the installation of ITS components with variable tolling to monitor and manage congestion. The addition of ITS enhances the capability to provide vital driver information during emergencies and highway closures. PROJECT DESCRIPTION 4 BROADER CONTEXT OF OTHER INFRASTRUCTURE INVESTMENT This project will deliver capacity to better manage a variety of significant events, including emergency situations, severe weather events, and special events. The capacity also alleviates passenger and freight vehicle congestion, reduces vehicle hours of travel (VHT), reduces crashes, and improves the region's air quality with the additional travel lanes and widened shoulders. It promotes multimodal transportation for commuters by extending the express lanes currently under construction in the North 1-25 Segment 6, 7, and 8 projects to increase operational efficiency for Bustang, Greyhound, and other public transit services. Additionally, it removes the six -mile gap of two-lane highway for the 60 -mile stretch between Denver to Fort Collins. Figure X: Broader Context of 1-25 Regional, National, & International Connectivity i • • • • • f bostii \;-' err • en, :-.-- ` • • • A 4%. •• = - �t i r N +...n..,.d hews rasa" t... WwNaar High Plains Boulevard Not only are local communities heavily investing in 1-25, Weld County and CDOT, along with other local agencies, are collectively planning for a new north -south arterial roadway to help mitigate traffic congestion on 1-25 in the future. Regional connectivity is a major concern along the 1-25 corridor, and this planned roadway would allow for an alternative and redundant route approximately a 1/2 mile offset to the east from 1-25. These investments by the Segment 5 project stakeholders demonstrates the commitment to improving operations throughout the corridor. This approximate 14 -mile virgin roadway is a collaborative route that traverses through seven cities, towns, and counties. This important road will create 1-25 redundancy. It is being strategically funded and built in phases by adjacent developers and local agencies at an approximate cost of $175M (2022$). PROJECT LOCATION This project is located within census tracts 21.04, 21.05, and 21.06. The project will improve the safety and comfort of using a major north -south artery for the region. Those who live and work in largest cities in proximity to the corridor, including Fort Collins, Loveland, Greeley, and Longmont, will benefit greatly from this project, as they use this portion of 1-25 more frequently than any other. Area of Persistent Poverty Within the major cities this project will serve, census tracts have been identified by the USDOT as areas of persistent poverty. Of those, 17 Census Tracts are identified in Ft. Collins (1, 2.01, 5.03, 5.04, 5.05, 5.06, 6, 7, 9.01, 11.04, 11.10, 11.11, 13.01, 13.04, 13.05, 13.06, and 13.07), 1 in Loveland (17.07), 12 in Greeley (1, 2, 5.01, 5.02, 6, 7.01, 7.03, 8, 10.03, 10.06, 12.01, and 13), and two in Longmont (134.01 and 135.03). See figure X Historically Disadvantaged Community The project limits are located entirely within a historically disadvantaged community - Weld County Census Tract 21.03 Additionally, the project will improve mobility to and from Longmont, Firestone, Greeley, and Fort Collins. Within these communities, numerous Historically Disadvantaged Communities are also identified. List these out like we do for Areas of Persistent Poverty. See figure X. PROJECT DESCRIPTION 5 Urban Areas This project falls along 1-25 to the north of the census designated Urban areas of Denver / Aurora and to the south of Fort Collins. This corridor serves as the main north -south connection for these areas. Figure X: Project Demographics AI f Jr IOW 1.01 4,1 r NUhh V w Project Location C+� 64 U. CO? '.5 ti Kam..- s,a *1*. a:ttglarni) /4 te; iq lilvietailitre (Ann tr)RI' Co tiNS Propect Location C066 tote k.mars _ -.not CPC-1 k'w xx ._+sty -llese r Zit tmeautort t. .crss7 . (Anon ` OYU Project Loca t ion CO496toCO!r Saw .xroai Fan -w Cx Ikatastw/aa 4 Canty+ flydt+m.d (Jabot An. egitivvi PROJECT PARTIES Weld County is the Applicant. CDOT, as the Project Sponsor and grant funds administer, is responsible for planning, building, and maintaining state and federal roadways in Colorado. Weld County and CDOT have a long-standing positive relationship that is founded on strategic partnerships that leverage the deep local connections and investments of the county with CDOT's agency capacity to successfully deliver high -quality, large-scale transportation projects. CDOT has experience managing federal discretionary grants from a wide variety of programs and is familiar with managing the full grant agreement process in partnership with relevant federal agencies. Since 2017, CDOT has been awarded approximately $488M in competitive grant funding from the USDOT, FHWA, FTA, FRA, and the National Fish and Wildlife Foundation. Segment 5's project team has specific experience with successfully delivering and reporting $20M in BUILD funds awarded in 2018 on the 1-25 Segment 6 project. tracks historical success of its previous and ongoing highway and transportation surface improvement projects; over the last five years, variance between the estimated schedule and cost versus actual schedule and cost has been less than 1% with CDOT consistently delivering highway improvement projects on time and on budget. CDOT is under contract with the same team who successfully delivered the $500M Segment 6 project, including the lead design firm, contractor, and the multi -disciplined team. Delivered as a CM GC project, Segment 6 was 5.1 miles long from CO 56 to CO 402 and included 14 bridges, a parallel frontage road, 3 interchanges °l diverging diamond with signalization,1 with 1-25 flipped from under to over), 5 intersections. 2 roundabouts, and a DTR mobility hub. CDOT and the lead design firm collaborated on over 40 agreements, amendments, and permits between 11 different utility providers and 9 irrigation users. The administration of a $20M BUILD grant for an almost $300M 1-25 PROTECT Grant Program CO 7 Project 8 North Segment 6 CM; GC project is on schedule and funds are expected to be expended before the regulatory timeframes. Add North 1-25 Coalition OUTCOME CRITERIA NARRATIVE OUTCOME CRITERIA NARRATIVE 1 SAFETY Providing and building projects that reduce the number of deaths and serious injuries resulting from traffic crashes on Colorado roads is the driving goal for the agency, as well as this project. The North 1-25 Segment 5 project will help address the increased number of vehicles making daily trips due to the growth of Northern Colorado communities along the North 1-25 corridor, which has resulted in daily travel delays due to peak period volume and crash -related congestion, as well as a significant number of accidents resulting in serious injury or fatalities. Existing Safety Conditions The eight -year crash history between 2015 and 2022 along Segment 5 was examined to assess the safety performance of the roadway and identify crash patterns relevant to the proposed improvements. Of the 1,803 crashes reported, 1/64 occurred on mainline 1-25 and 41 crashes occurred on ramps and cross streets. There were 10 fatalities during the analysis period. These tragedies indicate ongoing safety concerns that are likely to get worse as congestion continues to increase. The project improvements are expected to minimize congestion -related crashes along the corridor. Figure X below shows the number of crashes in the project area is growing at an alarming rate. With the 20 -mile express lane addition in the north, express lanes located in the southbound direction, and infrastructure improvements made to the other segments along 1-25, this two-lane section creates a sudden bottleneck. Vehicles traveling at free flow speeds will experience consistent delays within this segment and the speed differential between improved sections and this section will create an unsafe and operationally insufficient environment. An average of 269 crashes per year occurred in the project corridor in the most recent five-year period of data (2018 through 2022). This represents a decrease of approximately 2% over the previous five-year period (2013 through 2017). This decrease is driven mostly by the COVID-19 pandemic, which saw a dramatic reduction in annual crashes in 2020. Excluding 2020 crash data, the annual crash rate is increasing, especially in the year 2022. Figure X: Broader Context of 1-25 Regional, National, and International Connectivity 400 350 300 250 200 150 100 50 0 6.;\ #-Crashes -sac rashes Per 100 l'.1 V MT —e—Truck/Auto Crashes —Truck O nty C rat acv ntr nee nit nv O No. ��ti Crashes in the project area are mainly rear -end crashes, followed by fixed object crashes and sideswipe same direction crashes. The likely causes are slow -moving vehicles and avoidance maneuvers related to congestion. This is evidenced by the increase in rear -end crashes observed during the PM peak period (4 PM through 6 PM) as shown in Figure X. Compared to the previous five-year period (2007 through 2011), the frequency of congestion related rear -end crashes has increased by 45% for the most recent five-year period (2012 through 2016), over twice the rate of the total crashes. OUTCOME CRITERIA NARRATIVE 2 Truck -involved crashes comprised an average of 91% of all crashes on the North 1-25 corridor between 2007 and 2020. While similar to the percentage of volume of trucks (10.2 percent), truck collisions rates are often much less than their proportion of the traffic stream. vehicle cargo/ debris (34) 2% overturning (51) 3% e direction) (229)13% :-- _ sideswipe (sam fixed objects ---- (246)14% all other types (<2% each) (78) 4% ar Figure X: Crash Type Distribution SH 25A - All Crashes (MP 242.00 - MP 252.00) 1,803 Total Crashes Figure X: Rear End Crashes by Time of Day 700 600 500 400 300 200 100 0 Southbound II Northbound Q Lo co rear end (1165) 64% All Other Types (78) wild animal parked motor vehicle involving other object other non -collision sideswipe (opposite dir.) approach turn pedestrian head-on domestic animal PDO - 1,235 INJ - 562 FAT - 8 26 14 14 12 5 3 2 1 1 Figure X: Rear End Crashes 4:00 PM to 6:00 PM 70 60 50 40 30 20 10 0 Southbound III Northbound c0 01 O O O O O O CD O O ry N M Ui La N- CO O1 0 N O rNi O O 0 0 O 0 O 0 N O N teN O The fatality rate on this segment of the North 1-25 corridor is 26% higher than the fatality rate for all Colorado interstates. There were 76 serious injuries and 21 fatalities from 2007 through 2022 as shown in fable A. The North 1-25 Segment 5 project will improve safety conditions within the corridor by offering increasing capacity by adding an express lane between CO 66 and CO 56 to reduce the recurring breakdown of corridor traffic. Reduced breakdown of traffic flow will help to reduce rear -end collisions from drivers continually encountering turbulent or stopped conditions on the roadway. The addition of express lanes will help reduce congestion in the general-purpose lanes, allowing free flowing movement and allowing for further separation between passenger vehicles and trucks. Improving the corridor's ability to sustain free -flowing traffic conditions will decrease the number of congestion -related crashes. Table X: Serious Injuries and Fatalities Year 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 Crashes 258 174 280 204 303 212 255 311 264 271 276 297 244 165 239 367 VMT 644,000 607,000 635,000 580,000 640,000 690,000 650,000 750,000 770,000 830,000 850,000 840,000 830,000 720,000 820,000 830,000 Total Serious Injuries 8 4 10 6 4 3 2 3 7 5 1 5 4 1 7 6 76 Serious Injury Rate 3.4 1.8 4.3 2.8 1.7 1.2 0.8 1.1 2.5 1.7 0.3 1.6 1.3 0.4 2.3 2.0 1.8 Fatalities 2 1 2 1 0 0 2 1 2 1 1 0 0 0 1 7 21 Fatality Rate 0.9 0.5 0.9 0.5 0.0 0.0 0.8 0.4 0.7 0.3 0.3 0.0 0.0 0.0 0.3 2.3 0.5 OUTCOME CRITERIA NARRATIVE Figure X shows the concentration of all crashes along this segment of the North 1-25 corridor from 2012 through 2016. As part of the project, several substandard acceleration and deceleration lane lengths at interchanges will be reconstructed to provide opportunities for crash avoidance which will reduce secondary crashes. In 2016, CDOT constructed a three-mile truck climbing lane in the southbound direction of North 1-25 from south of the Little Thompson River bridges to south of WCR 38. A recent analysis of crash data indicates that southbound rear -end and sideswipe crashes in the first year of operations (2017) of the climbing lane are, on average, less than half of what they were the previous five years (2012 to 2016). WCR 34 Interchange The WCR 34 interchange will be reconstructed as a part of the Segment 5 project and likely as a standard diamond interchange with roundabouts. As shown in INTERCHANGE FIGURE, converting the ramp terminal intersections to roundabouts reduces conflict points compared to the existing configuration. Reducing conflict points, especially crossing conflict points where the likelihood of sever crashes is the highest, should reduce the potential for sever crashes at the interchange. The roundabout interchange configuration will also improve both pedestrian and bicycle safety as those volumes increase at the interchange by increasing user visibility and reducing vehicle speeds through the interchange. The interchange type selection report, which will be developed during the design phase, will determine the final configuration of the interchange. Figure X: Rear End Crashes 4:00 PM to 6:00 PM 4 EXISTING GEOMETRY STANDARD DIAMOND INTERCHANGE • SEGMENT S RECONSTRUCTION STANDARD DIAMOND INTERCHANGE WITH ROUNDABOUTS Legend • Diverging Conflict Point ► Merging Conflict Point • Crossing Conflict Point • X6 ► X6 • X10 t Figure X: Crash Density OUTCOME CRITERIA NARRATIVE 4 The North Interstate 25 Segment 5 project is a significant step toward reducing serious injuries and deaths in support of the safe systems approach outlined in the National Roadway Safety Strategy. This project features elements that provide safety benefits corresponding to five objectives. ( Safer People Safer Roads Safer Vehicles 0 Safer Speeds Post -Crash Care In addition to the construction of an express lane between CO 66 and CO 56, specific improvements to help advance safety in this corridor include: m m m m > Building wider inside and outside shoulders Widened shoulders provide room for crash avoidance and refuge for post -crash incidents. > Vertical curvature adjustments of the roadway throughout the project corridor will improve sight distance for motorists. Improved roadway visibility allows drivers to make necessary speed adjustments in advance of adverse downstream conditions. > Improved pavement condition. Improved pavement reduces stopping distances for vehicles, reducing the likelihood of congestion - related crashes. > Improved pavement drainage. Improved drainage reduces stopping distances for vehicles during adverse roadway conditions, reducing the likelihood of congestion -related crashes. > Providing Driver Information Systems with variable message signs. Advance driver warning will allow vehicles to better prepare for downstream conditions. > Improved emergency response capability with the addition of the express lanes. Express lanes allow emergency vehicles to reach crash locations faster. Wider shoulders allows safer vehicle refuge when vehicle is disabled, and provides a quicker access route for emergency vehicles to reach the emergency location. > Improvements to the Little Thompson River Bridges will greatly enhance safety and resiliency, as the proposed elevation change being made will remove the structure from the floodplain. OUTCOME CRITERIA NARRATIVE 5 Considerations will be made to accommodate for the many future developments that are currently planned along the corridor 00 0 > Removing the five -mile long two-lane section choke point in between two, three -lane sections of the interstate. Removing the bottleneck will create more stable traffic flow and reduce potentially dangerous vehicle speed differentials. Bustang and BRT vehicles that use the corridor can proceed with their route in the express lane instead of having to weave in and out of the general purpose lane, causing traffic flow disruption and dangerous potential conflict points with other vehicles. > Reconstructing the WCR 34 interchange to a standard diamond with roundabouts and adequate ramp lengths. Roundabouts reduce conflict points compared to the existing signalized terminal intersections and slow vehicle speeds to proceed through the interchange. Roundabouts increase pedestrian and bicycle visibility compared to the existing configuration by providing pedestrian and bicycle facilities. Placeholder: With this grant money we will be opening the northbound express lane south of CO 66 which will improve safety. STATE OF GOOD REPAIR The North 1-25 Segment 5 project plans to maintain transportation facilities or systems in a state of good repair by rebuilding eight structures to current American Association of State Highway and Transportation Officials (AASHTO) standards, make interchange improvements, and reconstruct pavement. If left unimproved, the poor condition of the asset will threaten the future transportation network efficiency, the mobility of people and goods, CDOT's maintenance funding, and economic growth. Upgrading infrastructure will significantly reduce operations and maintenance costs. Between CO 66 and CO 56, much of the pavement is in the Moderate to High Drivability Life category. The eight bridges proposed for replacement are at or beyond their useful life, with five of the bridges considered functionally obsolete, as well as inadequate vertical clearance. All eight bridges are more than 60 years old; one was built in 1960 and seven were built in 1961. • In August 2022, the bridge overpass at WCR 34 was struck by the arm of an improperly loaded excavator being pulled on a trailer traveling north on 1-25. The debris from the collision of the bridge fell onto a passenger car traveling adjacent, causing death to the driver. CDOT responded with immediate repairs to the existing infrastructure and made the replacement of the existing bridge a top priority for this project. North 1-25 Segment 5 will maintain the transportation infrastructure in a state of good repair by upgrading the existing asphalt pavement to the optimum design life resulting from the Life Cycle Cost Analysis (LCCA). The design improvements will efficiently move more people by various modes and trucks with goods along this freight corridor. This structure will be reconstructed to the most current technology and long-lasting materials, enabling CDOT to maximize the life of assets in the project limits through a disciplined preventive maintenance program described below. Current deficiencies will be either corrected during construction or aggressively maintained, as stated below, to maintain a high state of good repair to ensure: OUTCOME CRITERIA NARRATIVE 6 0 Future transportation network safety, reliability, and efficiency of this busy regional corridor 0 The movement of freight through the corridor 0 Economic development and growth Keeping assets in a state of good repair ensures disadvantaged communities' vulnerabilities are addressed by providing a quick, equitable, and reliable travel network. To optimize the asset's long-term cost structure and keep all the assets constructed in a state of good repair, the Applicant and Project Sponsor plan to: > Use CDOT's Online Transportation Information System (OTIS) to track the conditions of the assets. > Conduct a LCCA to determine the most cost-effective pavement structure to maximize the life cycle of assets. > Use an Asset Investment Management System (AIMS) to develop budget scenarios that explore the relationship between funding and performance to establish an official approach for strategic preservation of assets. Investment decisions ensure the planned safety and mobility improvements will be maintained throughout the asset's life cycle. > Use CDOT's Risk -Based Asset Management Plan that chronicles CDOT's history of asset management to define a framework for implementing asset management strategies with a focus on increasing the life cycle of assets. > Perform routine and preventive maintenance as a cost-effective means of extending the useful life of the pavement, structures, culverts, and other assets this Project will build. Using the strategies in CDOT's Asset Management Plan to fund these proven maintenance activities, the assets constructed on the Project will continue to operate well into the future. Operations and maintenance costs are significantly reduced for the project area by upgrading existing infrastructure. The existing infrastructure cost is $14,20C per lane mile per year to maintain according to the Benefit Cost Analysis (BCA). There will be a reduction in operation and maintenance costs of $7,000 per lane mile until 2032. Toll revenue projections are expected to provide a sustainable source of funds for operations and maintenance of the express lanes. Use of toll revenue is discussed in greater detail in the Innovative Financing section. Since the 2013 flood event in Northern Colorado, CDOT has developed a robust methodology for evaluating resilience investments. Through a pilot with the Federal Highway Administration (FHWA), CDOT has developed a Risk and Resiliency (RnR) tool, a science -based method to consider potential threats and asset vulnerabilities in the context of criticality, consequences, and annualized rate of return on resilience investments. CDOT has created a department to assess threats, vulnerabilities, and opportunities throughout the planning process, at the project scoping level, incorporated in operations and maintenance plans, and in incident management. All assets built on North 1-25 Segment 5 will undergo appropriate resiliency evaluations. ECONOMIC IMPACTS, FREIGHT MOVEMENT, AND JOB CREATION This corridor is a critical transportation link. 1-25 is the only continuous north -south freeway in Colorado with the next closest being 360 miles to the west in Utah. This vital interstate is the backbone along the Front Range, where more than 85% of the state's population lives, linking the Denver metropolitan area from Pueblo to Fort Collins as well as associated employment centers and workforces. For Northern Colorado, 1-25 is critical to maintaining the economic vitality of the region, accommodating the movement of OUTCOME CRITERIA NARRATIVE 7 freight commodities (shown in Figure 15) associated with the energy and agriculture sectors, and the providing everyday travel access for workers, residents, and visitors. The criticality of this corridor was proven when Northern Colorado experienced a catastrophic flood event in 2013. The immense volume of water that inundated the region caused a 40 -mile section of the North 1-25 corridor between Denver and Fort Collins (CO 7 to CO 14) to be shut down for 24 -hours, resulting in an economic loss estimated at $800,000 per hour, or $192 million for the duration of the closure. The closure also cut the region off from other parts of the state and country. North 1-25 does not have a parallel facility to allow the rerouting of significant traffic flows in the event of a closure. Community Outbound Mechanical Measuring or Control Equipment - $330M Misc. Internal Combustion Engines - $420M Drugs- $435M Malt Liquors- $547M Petroluem Refining Products - $733M Meat, fresh, frozen, or chilled - $1.21B Total Outbound Commodities - $5.95B Miscellaneous Field Crops - $787M Figure X: Outbound and Inbound Commodities Warehouse & Distribution Center - $492M Warehouse & Distribution Center -$1.69B , • S Petroleum Refining Products - $492M Pharmaceuticals - $228M Rail Intermodal Drayage from Ramp - $153M Motor Vehicles - $121M Livestock - $1.798 Dairy Farm Products - $231M Grain -$231M Community Inbound Total Inbound Commodities - $4.85B 1-25 also directly supports national defense and the movement of military personnel and goods, linking several major military installations, most notably the Colorado Army National Guard Recruiting base in Fort Collins, Fort Carson in El Paso County, and the US Air Force Academy, and numerous air force bases near Colorado Springs. It is part of the National Defense Highway System and provides defense logistics support for these military installations. The military and supporting Department of Defense industry sectors are major economic drivers in Colorado, employing more than 60,000 people and generating $5.2 billion in contract dollars for the state (CDOT, 2018a). OUTCOME CRITERIA NARRATIVE 8 Movement of Goods 1-25 is part of the Notional Highway Freight Network. Better continuous traffic flow will reduce travel and haul times, creating cost of doing business efficiencies as well as commuting advantages of High Occupancy Vehicles (HOV) and toll opportunities. Recreation and Tourism 1-25 also serves as the gateway to several of Colorado's recreational areas, with one of the major parks in the area being Rocky Mountain National Park. This park is one of the most visited within the national parks system averaging over 4.5 million visitors per year. Increased safety and operational performance will benefit the high volume of recreational traffic experienced by the region. Growth The front range of Northern Colorado is a rapidly growing region attracting development, new residents, and tourism at an exponential rate. CDOT and local communities are at a pivotal moment to forecast how best to position the Northern Colorado Transportation Network (NCTN) that will encourage safe and efficient traffic flow. While much of the land adjacent to 1-25 is currently agriculture, a unique opportunity exists to leverage impending development and partnerships to help drive a new roadway network that will better serve the overall system. This approach reinforces the operational resiliency model that CDOT Region 4 is implementing, as well. Operational resiliency is a proactive way of thinking about roadway networks as it relates to balancing trip reliability and strategic access while accommodating growth and development. The North 1-25 FEIS involved reconstructing a frontage road traversing east adjacent to 1-25. During the design process, the 1-25 project team evaluated the function. impact, and cost of improving the frontage roads, specifically focusing on what is best for the overall transportation system. With an increase of development occurring, developers are requesting to gain access from the frontage roads. The frontage road's purpose does not facilitate full -turn movements, so typically the most appropriate movement that CDOT can grant is a right in/right out movement, which is not popular among developers. Right in/right out movements into major developments do not facilitate a safe, redundant, or operationally resilient roadway network. With the IPA and ACP, CDOT is removed from the process and the local agencies can work within their jurisdictional boundaries to apply their growth vision and plans with the developers and determine the most appropriate access and movements. CDOT understands the importance of land development to local communities and the local staff's desire to work with developers to ensure long-term success for the community and the development within the project area. CDOT is collaborating with FHWA, CDOT headquarters, and communities (local agencies) in the northeast region to proactively promote balancing trip reliability and strategic access, community health and quality of life, and natural and cultural resource considerations. Workforce Development and Opportunity The Segment 5 project presents a distinct chance to promote both economic expansion and workforce education. The project's specifications include the incorporation of CDOTSS criteria for On -the -Job Training, as well as the implementation of federal regulation 23 U.S. Code 140(a). This regulation sets goals for aiding disadvantaged individuals and facilitating apprenticeships in skilled trades, ultimately leading to the creation of well -compensated, high quality employment opportunities. The Segment 6 project was supported by a total of 373 staff members coming from over 20 different firms. The CM. -GC for the Project is a union contractor that implements Department of Labor approved apprenticeship programs. The Interagency Working Group identified 25 priority geographies hard-hit by declines in coal production and consumption. These geographies are also vulnerable to further economic distress as the remaining coal mines and coal power plants close. Greeley, Colorado, located northeast of the project, was identified as an area with high concentrations of direct coal sector jobs. 1-25 will provide a connection for the Greeley community affected by the closures to other workforce centers throughout northern Colorado. With the addition of express lanes and mobility hubs, the corridor will provide reliable and affordable transportation options connecting Greeley citizens along the front range. OUTCOME CRITERIA NARRATIVE 9 To determine the monetary benefits resulting from the implementation of the North 1-25 Phase 2 project, travel times were estimated for both north- and southbound traffic for the entire length of the assessment corridor. Travel time savings for 2016 to 2039 were interpolated from the 2015 and 2040 estimates; 2041 and 2042 travel time savings were extrapolated from the same data set. Table X: Hourly Values of Travel Time Savings, All Drivers and Passengers Category of Travel Personal Business All Purpose Commercial Truck Driver Hourly Value of Travel Time Savings (2017*) $13.85 $25.87 $14.36 $28.03 *Escalated to 2017 from 2016 guidance **Distribution for local travel by surface modes: 95.4% personal, 4.6% business. Source: US Department of Transportation (2017. Revised Departmental Guidance on Valuation of Travel Time in Economics Analysis.) https://www.transportation.gov/office-policy/transportation-policy- revised -departmental -guidance -valuation -travel -time - economic Table X: Travel Times and Savings During Peak and Shoulder Periods Scenario Baseline Build Travel Time Savings Lane Type GP Lane 2020 NB SB 2025 NB SB 2030 NB SB 2035 NB SB 2040 NB SB Travel Time for Corridor (Minutes) 18.7 16.3 20.4 17.7 22.2 172 22.7 17.6 23.3 18.9 GP Lane 17.0 15.8 18.6 17.2 17.4 16.4 178 16.8 21.6 17.0 Managed Lane 13.9 13.7 15.2 14.9 14.1 13.9 14.5 14.2 15.2 14] GP Lane 1.6 0.5 1.8 0.5 4.8 0.8 4.9 0.8 1.7 1.9 Managed Lane 4.8 2.6 5.2 2.8 8.0 3.3 8.2 3.4 8] 4.8 Source: Muller (2014), AECOM OUTCOME CRITERIA NARRATIVE 10 With this data, travel time savings were converted from hours to dollars. This was performed by assuming that travel time is valued as a percentage of the average wage rate, with different percentages assigned to different trip purposes. This analysis used the USDOT's Recommended Hourly Value of Travel Time Savings, as shown in Table 6, and assumes the mix of personal and business travel to be consistent with the USDOT's national distribution for local travel by surface modes. As the primary project partner, CDOT and its Civil Rignts and Business Resource Center affirms that CDOT has, for the past six years, employed best practices and accepted methods and tools to evaluate and evidence compliance with federal and state employment laws for each contract as appropriate based on funding type (and required contractors and subcontractors to do the same). This includes the use of computer compliance systems (LCPtracker and B2Gnow), the creation of new manuals for internal and external staff, and the documentation of processes for compliance in all roles. CDOT works closely with a variety of industry partners to ensure participation, representation, and support for every employee and partners with unions and the local general contracting group, Colorado Contractors Association (CCA), as well as Western CCA, and HCC (Hispanic Contractors of Colorado). CDOT also strictly enforces and adheres to On -The -Job -Training (OJT) and Disadvantaged Business Enterprise (DBE) goals; tracking verification of Equal Employment Opportunity (EEO) compliance through Contract Compliance Reviews; Standard Special Provisions; Affirmative Action Requirements; Certified Payroll Requirements for Construction Contracts (including employee interviews); and Minimum Wage (CDOT Wage Determinations), as Colorado has a local minimum wage, has adopted a state prevailing wage, and is governed by Davis -Bacon wages for all federal projects. CLIMATE CHANGE, RESILIENCY, AND THE ENVIRONMENT Technical environmental analysis, including investigations of air quality, aquatic resources, environmental justice, historic resources/Section 4(f)/6(f) properties, and other resources are part of the signed ROD (April 2017) for the 6 miles of express lanes in this project application and a separate ROD (December 2011) was signed for the work beginning at CO 56 south. Coordination with resource agencies and dedicated interagency resource liaisons have developed creative mitigation strategies for this project. Several aspects of which will help ensure the project is environmentally sustainable. > The entire FEIS is already permitted though the U.S. Army Corps of Engineers (USACE). > The US Fish and Wildlife Service (USFWS) Programmatic Biological Assessment and Biological Opinion are in place and do not require further consultation. > The State Historic Preservation Officer (SHPO) Programmatic Agreement is in place, and there are no known cultural assets within the corridor. > Received Section 401 Water Quality Certification through the Colorado Department of Public Health and Environment (CDPHE). Another key aspect of environmental sustainability revolves around water quality. CDPHE standards for stormwater discharges associated with Municipal Separate Storm Sewer Systems (MS4) will be met; and all water running off new pavement will be treated to the standards of the permit. Improvements for the new Little Thompson River Bridges will move the bridge out of the floodplain. Joint planning on watershed health is part of a larger planning effort between CDOT and the Colorado Water Conservation Board (CWCB) to plan transportation and watershed assets together, in line with the region's watershed master plan. OUTCOME CRITERIA NARRATIVE 11 Other benefits include: > Reducing energy consumption and emissions for personal vehicles despite higher traffic volumes due to use of express lanes (BCA results yielded a benefit based on reduction in emissions). > Maintaining water quality while increasing roadway capacity (per FEIS). > Facilitating commuter mode shift to carpools, vanpools, Park -n -Ride facilities, and buses with the incorporation of express lanes. > Avoiding adverse impacts to air and water quality, wetlands, and endangered species. GREENHOUSE GAS EMISSIONS AND AIR QUALITY In 2019, Colorado House Bill 19-1261 Climate Action Plan to Reduce Pollution was signed, outlining statewide GHG abatement. Section 1 of the act outlines ambitious GHG reduction targets, including at least a 26% reduction by 2025, 50% by 2030, and 90% by 2050, as compared to the statewide levels of GHG emissions from 2005. In January 2021, Colorado released the Greenhouse Gas Pollution Reduction Map, which outlines a plan to achieve the climate targets outlines in HB10-1261. Signed in June 2021, Senate Bill (SB) 21-260 Sustainability of the transportation system emphasized the electrification of vehicles and expanding mass transit. This will include the replacement of high polluting vehicles, particularly ones operating in disproportionately impacted communities. REDUCTION OF CO2 EMISSIONS CDOT is also planning to reuse onsite materials for construction to reduce waste and vehicle miles traveled hauling in and out construction materials. CDOT successfully reduced over 1,200 tons of CO2 emissions on the CO 7 project located in Boulder County between Raymond and Lyons, Colorado. RESILIENCY To date, CDOT has invested over $1 billion in the North 1-25 corridor to improve safety and resiliency for the traveling public, including investments at several major waterway crossings in response to the devastating 2013 floods and to prepare for future flooding. North Creek is one of the last remaining vulnerable crossings in a corridor that is a route for nearly 100,000 vehicles per day and does not have a viable redundancy or detour route. As it currently exists, the North Creek floodplain poses threats to the 1-25 embankment and roadway prism, a transmission electric line, the Town of Mead's water treatment plant, and the future location of the High Plains Boulevard/WCR 34 intersection. Although North Creek presents a risk today, the project team views this area as an opportunity to improve the floodplain, thereby benefiting CDOT, local agencies, Xcel, and the 1-25 users. With appropriately sized infrastructure passing the 100 -year event, CDOT would increase resiliency by eliminating the impacts of detention created by the 1-25 roadway embankment and significantly lessen the likelihood of embankment scouring and roadway travel interruption. Additionally, this crossing violates current CDOT hydraulic criteria and should be upgraded with the Segment 5 project to ensure resiliency along the corridor. To promote stream health, approximately 2,400 feet of stream restoration improvements are recommended from 1-25 to WCR 34 and about 900 feet downstream from WCR 34 to contain and manage the increased flows. The stream improvements will help establish natural aquatic habitat in accordance with the EIS. Stream restoration will also limit the extents of the floodplain and allow more room for future development. By performing these improvements, CDOT, Mead, Weld County, and Platte River Power Authority will improve resiliency at a regional scale by managing flood flows without adverse impacts. These improvements will maintain critical connectivity and preservation of local properties, regional routes, and North Colorado communities, all while benefiting the natural environment. OUTCOME CRITERIA NARRATIVE 12 EQUITY, MULTIMODAL OPTIONS, AND QUALITY OF LIFE Every day, communities in Northern Colorado rely on 1-25 to access employment, education, social, and recreational activities. For many of the rural communities along the corridor like Johnstown, Mead, and Berthoud,1-25 is a singular access not only to employment centers from Denver to Fort Collins, but also to emergency services. Figure 16 demonstrates how 1-25 provides access along the corridor and connects rural communities to these essential services. Commuters using 1-25 during peak travel times experience heavy congestion, including transit riders trying to get to work on time. In order to better understand the communities potentially impacted by the project, and to identify existing equity, multimodal and quality of life concerns, a preliminary screening of the following resources was conducted: The Environmental Justice Screening and Mapping Tool (EJSCREEN) from the EPA; the Screening Tool for Equity Analysis of Projects (STEAP) from the FHWA; the Climate and Economic Justice Screening Tool (CEJST) from the U.S. Council on Environmental Quality; and the Equitable Transportation Community Explorer (ETC) from the USDOT. During this preliminary screening, a three-mile buffer from this segment of 1-25 was defined as the region of the most direct potential impacts to the equity, multimodal options, and quality of life for these communities. The following existing concerns were determined for the population impacted by the project: In the 80th percentile for transportation insecurity nationally In the 95th percentile for Ozone Level k. _ In the 88th percentile for Air Toxics Cancer Risk The corridor provides essential access among areas of Persistent Poverty (such as in and around the City of Greeley, City of Fort Collins, the Town of Loveland, and the City of Longmont) and areas of employment and community services. Currently there is a gap in express lanes north of the Denver suburbs. The completion of this project and the other North 1-25 segments introduces transportation choices by incorporating express lanes to the regional roadway system. The addition of express lanes: > Reduces frequency and severity of crashes > Allows for easier travel along the corridor > Promotes vibrant and growing economies by improving movement along the corridor, creating a more appealing development environment > Allows for transit to utilize the express lanes while traveling between newly built park -and -rides The transportation system improvements will enhance travel immediately upon opening. The project will deliver the following quality of life benefits for residents: > Travel time savings in both express lanes and general-purpose lanes > Improved air quality through reduced emissions in the Denver -North Front Range Nonattainment Area for Ozone. > Enables businesses to better attract and retain employees by increasing transportation choices > Access to a wide variety of transportation modes OUTCOME CRITERIA NARRATIVE 13 > Improved safety and trip reliability for all modes of transportation > Long-term reductions in congestion result in an overall travel time savings of between $125M and $211M over the 20 -year life of the project. Minimizing right-of-way impacts and property acquisition has been a priority of this project since its inception. Reduced right- of-way impacts not only helps to avoid schedule delays, but also to minimize displacement of surrounding communities. This priority has helped shape the design of the project in that the project team was able to reduce property acquisition needs established in the FEIS by 50%. Multimodal Improvements CDOT has thoughtfully planned and supported multimodal transportation systems throughout the entire 1-25 corridor with the design and implementation of mobility hubs along the corridor. Several mobility hubs are complete or are currently under construction, including the Wagon/120th park -and -ride, Centerra, CO 56 and CO 119 locations. Multiple hubs are in the design stage, including the Thorton/88th, CO 7, and Harmony Road locations. With a mobility hub roughly every 7 to 10 miles along the corridor and improvements to trip reliability, the 125 corridor provides affordable and reliable options for all users within the project area. These additions proactively breakdown the barriers to opportunities that an interstate inherently creates by increasing affordable and reliable transportation and housing choices. 1-25 is the spine that connects communities to employment centers, commercial areas, and recreational areas. eMobility Hub Pi*rk n•R le Additionally, 11 wildlife and pedestrian crossings were constructed to support the connectivity between communities and resources on either side of 1-25. PUBLIC INVOLVEMENT Source: Figure pulled from 1-25 North Legislative Update June 2023.pptx Public input was an important component of the North 1-25 EIS process. Public feedback helped to shape the options and alternatives considered for the project. Public input also helped to ensure that the best possible transportation improvements will be made, and that the improvements will meet the challenges faced by Northern Colorado residents and travelers both now and in the future. A full and complete record was kept of public comments and feedback obtained throughout the process. The project team was committed to providing opportunities for frequent and meaningful public input at every step of the process. As a part of the North 1-25 EIS, the National Research Center was contracted to conduct a household travel survey of residents within the study area. Transportation planners felt that more information was needed about "special trips" and "long trips" made by residents in the corridor so the survey was tailored to focus on such types of trips. A random sample of 10,000 residential mailing addresses from zip codes in the regional study area was selected. OUTCOME CRITERIA NARRATIVE 14 Results of the study include: > Approximately 95% of residents report using 1-25 for at least 1 trip in the previous year > 35% of residents travel a significant distance (5 miles or more) on 1-25 for a work or school commute > 46% of residents reported avoiding travel onl-25. those, 82% of identified "too much congestion" as the reason and 46% did not "feel safe" on 1-25. Public meetings were hosted at key points during the North 1-25 EIS project. Multiple avenues were used to notify the public about upcoming meetings such as project newsletters, project website, bilingual meeting notification flyers distributed around the project area, news releases, meeting information and more. A total of 29 public meetings were held between 2004 to 2006. Community interest remained high throughout the public involvement process. In September 2022, CDOT released an updated 10 -year plan with projects that focus on safety, resilience, and multimodal transportation systems. CDOT sought opinions directly from Coloradans about what they needed the most from the transportation system and received thousands of comments that led to the diversified project list in the 10 -year plan. of which 1-25 is listed as one of the four focuses. INNOVATION The North I-25 Segment 5 project is taking an innovative approach in its design and delivery of infrastructure improvements by: > Maximizing the use of innovative technology. > Using strategies to improve the efficiency of project development through the CM/GC process. > Taking advantage of innovative financing where it makes sense within the context of the project. A. Innovative Technologies CDOT is leading the nation in the exploration and future testing of innovative technologies as part of its RoadX initiative. To address pressing transportation challenges, CDOT has identified innovative technology as a primary pathway to dramatically decrease roadway crashes and mitigate congestion without relying exclusively on building new infrastructure. RoadX funds will incorporate innovative intelligent technology into the North 1-25 Segment 5 project. A specific example of a technology that will be implemented with this project includes Dedicated Short -Range Communications Radios (DSRCs). The DSRC Roadside Unit (RSU) is a short -to medium -range communications device that provides information in roadside -to -vehicle and vehicle -to -vehicle communication environments. Information exchange between vehicles and infrastructure allows for applications that enhance traffic safety and mobility. Using DSRCs will provide more efficient freight travel using Cooperative Adaptive Cruise Control and Cooperative Forward Collision Warning. To improve traffic efficiency and safety, transit reliability, and traveler information —while also providing accurate toll collection —the equipment to be used on the project includes: > All Electronic Tolling systems (AET). > Colorado interoperable AET system, to allow a seamless toll collection process. > Pan Tilt Zoom (PTZ) cameras to allow corridor operators to view traffic conditions in real-time and dispatch courtesy patrol in response to incidents. OUTCOME CRITERIA NARRATIVE 15 > Integrated ITS systems to implement incident management plans, assess device status and initiate repairs and maintenance, and gather data from devices. > Microwave side -fire radars to assess spot volumes, occupancy, and speed. > Variable Speed Limit (VSL) signs which use information on traffic speed, occupancy, volume, weather, and road surface conditions to determine appropriate speeds at which drivers should be traveling. > Bridge Ice Detection and Warning System to measure both the surface temperature of the bridge pavement and the ambient air temperature. > Bridge Health Monitoring infrastructure to evaluate actual conditions and impacts to the life expectancy of the structure from cradle to grave. The above equipment will enable CDOT to measure and monitor highway metrics for evaluating the facility's performance. B. Innovative Project Delivery The CDOT project team in partnership with FHWA met to conduct a PDSM workshop for the 1-25 North Express Lanes project. The three delivery methods assessed were Design -Bid -Build, Design -Build, and CM/GC. Each delivery method was formally evaluated based on the standard Project Delivery Selection Matrix Workshop guide. The merits of each delivery method were discussed and evaluated under five primary factors as well as three secondary factors. Each primary factor was rated as the most appropriate, appropriate, or least appropriate delivery method and each secondary factor was rated either pass or fail. It was determined that the CM/GC delivery method will allow CDOT to deliver the project on an accelerated schedule while incorporating value engineering into design and construction methods. Since the contractor participates as an adviser during the design process, they are provided with opportunities to offer input on the availability and cost of suggested materials and perhaps offer less expensive alternatives. Most importantly, this approach provides for construction flexibility in a climate of limited funding and constrained budgets. C. Innovative Financing With the North 1-25 Segment 5 project, CDOT plans to utilize tolling revenue in two ways. Short-term financing: CDOT and the Colorado Transportation Investment Office (CTIO, formerly High -Performance Transportation Enterprise .HPTE]) have developed a new interim financing concept to help accelerate projects toward construction. As opposed to seeking long-term financing opportunities for the entire FEIS corridor from Denver to Fort Collins, HPTE closed a short-term construction loan to provide gap funding for a shorter segment of the project. It could take years to receive investment grade financing to complete construction on an entire corridor. This concept is viewed as a possible game - changer for several reasons. First, short-term gap financing will help accelerate parts of a larger project that would otherwise be shelved indefinitely. Secondly, providing short-term gap financing on smaller segments can help season toll collection data to leverage greater financial capacity of the entire corridor. Real toll data will always leverage more than projections —using short-term funding to prove revenue potential in smaller segments may allow for a much larger capacity to finance subsequent phases of the FEIS. Long-term operations and maintenance responsibilities: Study projections indicate that the express lanes will generate enough in toll revenues to satisfy the operational and maintenance needs of the express lanes for the duration of their useful life. In terms of traditional funding for the project, Colorado has secured $225 million in state and local funds. No additional federal funding has been pursued to date. PROJECT READINESS PROJECT READINESS 1 PROJECT READINESS The North 1-25 Segment 5 project demonstrates a high level of readiness. The project already has 20% design complete and be completing/has completed the CM/GC procurement process by DATE. A. Environmental Risk Engineering Design Studies and Activities / Project's Feasibility or Constructability To provide funding flexibility, CDOT is designing the I-25 North corridor in segments and phases according to the FEIS. Since completing the concept design, the design has progressed to a 20% level and is currently progressing to a 60% level with the intent of reaching a level of design that would allow the ROW acquisition to occur parallel to design. The 20% design plans identify horizontal and vertical alignments, pavement widths, and bridge dimensions. Utility relocation needs are generally known and their costs have been estimated. An adequate contingency plan is included in the project budget, based on professional engineering judgement, to account for potential risk elements identified for the corridor and for inflation in the cost of materials and labor. This segment of I-25 is included in the Major Project of the North I-25 Corridor and is reported and tracked in the annual financial plan and updated approved through FHWA. ROD 1 cleared work within Segment 5 in 2011. The USACE permit is in place for project revisions work within the current cross- section, delivering the FEIS benefits in the near -term while preserving space for the addition of the third northbound and southbound general-purpose lanes in the future to accommodate regional growth The following environmental permits and agreements are in place to facilitate the timely completion of National Environmental Policy Act (NEPA) approvals required to implement this project as further detailed in the required approvals section below: > The completed FEIS for the entire North 1-25 Corridor > The USFWS programmatic Biological Assessment and Biological Opinion > The SHPO Programmatic Agreement Basis of Design Information regarding the basis and history of determining the design criteria can be found in the Project Description and Project Requirements sections. Technical design criteria is primarily based on American Association of State Highway and Transportation Officials 'AASHTO) and CDOT design documents and supplemented, as necessory. Compliance with Title VI/Civil Rights Requirements As the majority of CDOT projects involve the use of federal -aid funds, CDOT implemented established procedures to comply with and report on adherence to Title VI/Civil Rights, ADA, Buy American, and other relevant requirements. The Applicant and Project Sponsor are committed to maintaining full compliance with Title VI of the 1964 Civil Rights Act and all related non- discrimination laws, and makes every effort to ensure that no person is excluded from the participation in, denied the benefits of, or otherwise subject to discrimination in any program or actively on the basis of race, color, national origin, sex, disability or age as described in Policy Directive 604.0. CDOT's Title VI Implementation Plan is in Appendix X. Detailed Project Schedule CDOT intends to release an early -out construction package to begin addressing the major safety concerns. This project is expected to be phased over multiple construction packages as determined by working with the CM/GC contractor. With this phased approach, several project elements (e.g., ROW acquisition and utility coordination) will be spanning several months. Obligating funds sufficiently in advance of the statutory September 30, 2026, Deadline PROJECT READINESS 2 All necessary preconstruction activities will be completed to allow for the obligation of grant funds for early out packages in early 2024. In advancing the early -out project at this rate and utilizing grant funding for construction, unexpected delays will not put the funds at risk of expiring. Grant funds remaining after the early -out packages are complete will be used in subsequent construction packages. Table X: Expected Progression and Duration of Procurement, Design, and Construction Segment 5 Delivery Year Quarter Monthly duration CMGC Delivery Designer Procurement 2023 3 6 9 3 6 CM Procurement 3 Preconstruction Construction Q4 12 2O24 Q1 15 Q2 18 Q3 21 Q4 24 2025 Q1 Q2 30 3 6 9 12 15 18 21 24 Q3 33 Q4 36 2O26 Q1 39 Q2 42 Q3 45 Q4 48 2O27 01 51 Q2 54 Q3 57 Q4 60 2028 01 63 Q2 66 3 6 9 12 15 18 21 24 27 30 33 36 39 42 45 48 Q3 69 Total Project Duration 5.25 Required Approvals CDOT has planned for reviews and approvals from local, state, and federal agencies for this project as described below. NEPA Status > The FEIS for the entire North 1-25 corridor was completed and permitted through the USACE in 2011. > Reevaluations to ROD 1 completed in 2011 will be needed based on minor changes to the design. > The USFWS programmatic Biological Assessment and Biological Opinion are in place and do not require further consultation. > Coordination with SHPO is ongoing, however, there are no known cultural assets in the corridor. > All required wetland mitigation is complete. State and Local CDOT is the Project Sponsor and administer of funds. In addition, this project is on a CDOT-maintained interstate highway. CDOT's Letters of Support is in Appendix X. This project is included in the NFRMPO's 2040 Regional Transportation Plan, amended June 1, 2017, and can be amended into the NFRMPO Transportation Improvement Program (TIP) within three months of award notification. Assessment of Project Risks and Mitigation Strategies As projects along the North 1-25 corridor have progressed, CDOT has developed and actively maintained a corridor risk register. A risk register will be developed with the CM/GC contractor using the established corridor risks as base. PROJECT READINESS 3 Table X: - Risk Right -of -Way Acquisition Obtaining Full Construction Funding NEPA Process Construction Utility Impacts / Relocations Supply Chain Maintenance of Traffic Large federal Grant Iterative Scope Description Project will require roughly 25 private parcels in the form of fee -simple right of way, Permanent easements and temporary easements based on preliminary design information. Funding for the 6 miles of construction within Segment 5 will complete the roughly 60 miles of corridor improvements already funded along 1-25. Re-evaluation of existing documents and environmental clearance is needed in a timely fashion. Various construction risks (i.e. material availability in conjunction with other large scale projects in the state, industry resource availability, complexity of traffic phasing constructability within financial constraints. The project has some anticipated utility impacts on public and private property. Supply chain risks include impacted material supply, material price inflation, and equipment availability Traffic delays and complexity of traffic phasing Large federal grants require strict program deadlines and reporting requirements Scope is based on available funds but final cost will depend on construction year, inflation, political decisions and efficiency Mitigation Strategy The project team will continue to refine the design to minimize ROW impacts where feasible, without compromising the benefits of the project. The project team has begun discussions with several impacted property owners about the preliminary design. CDOT will request additional acquisition services from the CM/GC contractor to aid in timely ROW. Secure MPDG funds. Leverage innovative financing with tolling revenues An EIS and ROD are already in place. Early coordination with environmental staff will be conducted to ensure that design refinements do not create the need for a revision. All construction risks will be monitored with the CM/GC contractor with strategies employed to ensure the least amount of impact to the public. Planning for utility impacts and relocations has already begun and will continue though the design phase. Eliminating impacts to service and relocations will be prioritized where possible Supply chain risks will be mitigated through conducting construction cost estimates with predicted inflation rates and acting proactively on material and equipment ordering. The team will identify construction components that can be phased in a way to reduce delay times. Through agency competence and dedicated personnel not only within the Weld County as the Applicant but also CDOT as the project sponsor, the project team will continuously monitor deadlines and requirements to ensure successful compliance and completion. Team has identified base and priority scope items and will be prepared to reinvest funds into the project as they become available. PROJECT READINESS 4 B. Technical Capacity The North 1-25 Segment 5 project demonstrates a high level of readiness. The project already has 20% design complete and will be completing/ has completed the CM/GC procurement process by DATE. Applicant's History of Delivering projects of similar scope and scale The project team for this Segment the I-25 project is made up of the same CDOT leadership, Consultants and CM/GC individuals that successfully completed the previous segment 6 of 1-25. This scope of segment 6 included: > Widen 1-25 to add one express lane in each direction. > Update horizontal/vertical roadways geometry to current standards and widen the inside and outside shoulders to 12 feet. > Provide a 30- year pavement design life for all travel lanes. > Install and integrate ITS equipment. > Fully reconstruct three interchanges (LCR 16, CO 60 and CO 56) > Improve southbound CO 56 on ramp and Little Thompson bridge. > Replace and widen 12 bridges. > Build a new Park -n -Ride facility. > Reconstruct one great western railway crossing. > Improve frontage and/or access roads. The 1-25 segment 6 project construction is near completion. The team stayed at or below the predicted budget on segment 6 by identifying, budgeting and mitigating project risks and was able to reinvest more than S250M back into the project with additional scope items. With a nearly identical scope this project team is well versed in potential challenges and solutions and can harness real world technical experience and efficiencies into this project. PROJECT READINESS Additional page PROJECT REQUIREMENTS PROJECT REQUIREMENTS 1 Table X: Statutory Selection Requirements Requirement (23 U.S.C. 117 Requirement (49 U.S.C. INFRA) 6701 Mega) Reference Section (1) The project will generate national, or regional economic, mobility, or safety benefits (2) The project will be cost effective (3) The project will contribute to 1 or more of the national goals described under Section 150 (4) The project is based on the results of preliminary engineering (5) With respect to related non- federal financial commitments, 1 or more stable and dependable sources of funding and financing are available to construct, maintain, and operate the project, and contingency amounts are available to cover unanticipated cost increases (6) The project cannot be easily and efficiently completed without other Federal funding or financing available to the project sponsor (1) The project is likely to generate national or regional economic, mobility, safety benefits (2) The project will be cost effective No statutory requirement No statutory requirement (3) With respect to non-federal financial commitments, 1 or more stable and dependable tconstruct, operate, and maintain the project, and to cover cost increases (4) The project is in significant need of Federal funding Economic Benefits: Outcome Criteria Narrative: Economic Impacts, Freight Movement, and Job Creation Mobility Benefits: Outcome Criteria Narrative: Equity, Multimodal Options, and Quality of Life Safety Benefits: Outcome Criteria Narrative: Safety Project Budget, Sources, and Uses of Funding Benefit -Cost Analysis Narrative Benefit -Cost Analysis Calculations Section 150 national goals: (1) Safety: Outcome Criteria Narrative: Safety (2) Infrastructure condition: Outcome Criteria Narrative: State of Good Repair (3) Congestion reduction: Outcome Criteria Narrative: Climate Change, Resiliency, and the Environment (4) System reliability: Project Description: Project Elements & Challenges Addressed by the Project (5) Freight movement and economic vitality: Outcome Criteria Narrative: Economic Impacts, Freight Movement, and Job Creation (6) Environmental sustainability: Outcome Criteria Narrative: Climate Change, Resiliency, and the Environment (7) Reduced project delivery delays: Detailed Project Schedule Detailed Project Schedule Project Budget, Sources, and Uses of Funding Funding Commitment Documentation See summary below this table (eventually we will want these to be links to the referenced section) PROJECT REQUIREMENTS 2 (7) The project is reasonably expected to begin construction not later than 18 months after the date of obligation of funds for the project No statutory requirement No statutory requirement No statutory requirement (5) The applicant has, or will have, sufficient legal, financial, and technical capacity to carry out the project. (6) The application includes a plan for the collection and analysis of data to identify the impacts of the project and accuracy of forecasts included in the application. Project Readiness Detailed Project Schedule Legal and technical capacity: Project Readiness Financial capacity: Grant Funds, Sources and Uses Funding Commitment Documentation Mega Data Plan Impact on Project Scope, Schedule & Budget Without MPDG Funds The funding for transportation projects in Colorado mainly relies on the state and federal gas tax, which has remained unchanged for three decades and currently ranks as the 12th lowest in the nation. To support the design and construction of the 1-25 Segment 5 Project, CDOT has dedicated $XX million in state funds as their contribution. This financial commitment represents the maximum amount the department can provide while ensuring its fiscal well-being. In the absence of MPDG funds, these state funds would be insufficient to fully accomplish the project's objectives, resulting in prolonged implementation timelines and diminished cost efficiencies across the various required construction endeavors. Without MPDG funds, the statement of work in the Project Description would be reduced by removing the southbound climbing lane and significantly shortening the northbound express lane entrance. These would have a significant impact on safety and operations through the corridor. Currently the project schedule is to start early in 2024 and open to traffic in 202X. If MPDG funding is not received, the project would be postponed until the necessary funding is secured, resulting in an adverse extension of the period during which the traveling public would experience traffic disruptions and delays. Each month of delay would result in $XX million in additional total cost. In the absence of MPDG funds, the project would be divided into multiple construction packages spread across several years. This would require additional preconstruction expenses to update the design of the project. Construction costs would rise due to multiple mobilizations and the subsequent escalation of material and labor expenses as time progresses. PROJECT REQUIREMENTS Additional page PROJECT REQUIREMENTS Additional page PROJECT REQUIREMENTS Additional page MEGA DATA PLAN MEGA DATA PLAN CDOT has successfully administered grant funds from a wide range of federal programs and is prepared to manage necessary data collection efforts and track project outcomes for the 1-25 Segment 5 Project in accordance with 49 U.S.C. 6701(g). CDOT measures its progress in achieving the goals and objectives of the Statewide Transportation Plan (SWP) through a series of quantitative performance measures both at the state and federal level. CDOT's Performance and Asset Management Branch within the Division of Transportation Development oversees the development, implementation, and tracking of these performance measures. Maybe we include a link to this https://www.codot.gov/programs/yourtransportationpriorities/assets/2021-05-05-appendix-g-performance-measures_draff_ clean.pdf Policy Directive 14 (PD 14) "Policy Guiding Statewide Plan Goals and Objectives" is a Colorado Transportation Commission directive. PD 14 has three goal areas: safety, asset management, and mobility. For each of these goal areas, a series of performance measures and objectives are also identified. PD 14 also details how CDOT measures progress toward meeting each goal through the attainment of these objectives by 2045. As PD 14 guides Statewide Transportation Plan goal areas and performance objectives, the objectives and goal statements for the three goal areas align with the most current Statewide Transportation Plan (2045). Example performance measures (and associated data points) include: > Highway Safety Measures (including crash rate, fatality rate, and serious injury rate). > Highway Pavement and Bridge Condition Measures > Maintenance Levels of Service (MLOS) for the state highway system > Reliability and Congestion Measures > Environmental Impact Measures > Multimodal Options Measures For the use of MPDG funds on the 1-25 Segment 5 Project, CDOT will work with FHWA to develop a data collection baseline, establish specific performance measures, and track and report on the project's performance related to the measures. These measures will build from the existing PD 14 assessment process and be adapted to the statutory requirements and Outcome Criteria outlined in the Mega, INFRA, and/or Rural Surface Transportation Program, as applicable. YADIRA CARAVEO, M.D. 8TH DISTRICT, COLORADO Congrcz of the Unitcb iptate5 iLota of l;cprrsentatiUc5 2LIaIiington, DC 2051.5 August 8, 2023 Dear Secretary Buttigieg, COMMITTEE ON AGRICULTURE COMMITTEE ON SCIENCE, SPACE, AND TECHNOLOGY • I write in support of the Colorado 2023 MPDG grant application for the north I-25, Segment 5 project. Since 2003, Weld County, in partnership with the Colorado Department of Transportation (CDOT) and many municipal partners, have collaborated on prioritizing modal alternatives, correcting geometric deficiencies, improving safety, mobility, and accessibility, and replacing aging and obsolete infrastructure identified in the Environmental Impact Statement (EIS) and documented in the Record of Decision (ROD). Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. However, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is pressing. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with I-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to avoid a significant bottleneck by linking existing improvements on the north and south segments of I-25 to avoid a corridor gap in safety and managed lane operations. Segment 5 is the last 6 -mile section, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous traffic jam for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely by significantly reducing injuries and fatalities along this reach of I-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, including nature -based climate solutions that increase resiliency and sustainability ity by improving the level of service. The I-25 corridor is a critical freight route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizable financial investments made in recent years. To date, CDOT and local partners have contributed $875M of the $1.7B in funding for the I-25 North Corridor improvements that have been or will be completed by 2028. 3400 W 16TH STREET BLDG. 1S, SUITE C GREELEY, CO 80634 (970) 324-2567 Foy: (771) 200-5726 WASHINGTON, D.C. OFFICE 1024 LONGWORTH HOUSE OFFICE BUILDING WASHINGTON, DC 20515 (202) 225-5625 FAx: (771)200-5726 NORTHGLENN DISTRICT OFFICE 10701 MELODY DRIVE, SUITE 500 NORTHGLENN, CO 80234 (303) 723-6560 FAx: (771) 200-5726 This project is not only a priority but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. I request full and fair consideration of the 2023 MPDG grant funding for the north I-25, Segment 5 project. Sincerely, Yadira Caraveo, M.D. Member of Congress 3400 W 16TH STREET BLDG. 1S, SUITE C GREELEY, CO 80634 (970) 324-2567 FAx: (771) 200-5726 WASHINGTON, D.C. OFFICE 1024 L0NGWORTH HOUSE OFFICE BUILDING WASHINGTON, DC 20515 (202) 225-5625 FAY • (7711 2(1(1-S72R NORTHGLENN DSTRICT OFFICE 10701 MELODY DRIVE, SUrE 500 NORTHGLENN, CO 80234 (303) 723-6560 FAx: (771) 200-5726 filir -\ North Front Range ilorrkw a• Metropolitan Planning Organization August 10, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, The North Front Range MPO (NFRMPO) offers this letter of support for the 2023 2023 Multimodal Project Discretionary Grant (MPDG) grant application for the North I-25, Segment 5 Project. The NFRMPO represents fifteen local governments in Northern Colorado which have prioritized the expansion and improvement of 1-25. NFRMPO staff and many of the member governments have been heavily involved in the improvements on 1-25, committing significant resources to its success. In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer counties being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with North 1-25 exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 Project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of North 1-25 which currently carries over 85,000 vehicles everyday (including over 10% truck traffic ) • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse (GHG) emissions, include nature -based climate solutions which increase resiliency and sustainability by improving the level of service. In addition to supporting the throughput of vehicles and improving safety, the Express Lanes will improve the reliability and dependability of the state's Bustang intercity bus service. The State Legislature has dedicated funding to expansion of the CDOT-administered bus system, which will provide a vital alternative to driving alone along the corridor. Ensuring continuous and dedicated space for high -occupancy vehicles will improve mobility along the corridor. The 1-25 corridor is a critical route for Colorado and the nation; local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT, local agencies, and developer partners have contributed nearly $875M out of the $1.7B in funding for the North 1-25 Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to Northern Colorado areas and residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the necessary funding and allow construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the 1-25 North Segment 5 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. Sincerely, Suzette Mallette Executive Director 419 Canyon Avenue, Suite 300 Fort Collins. Colorado 80521 (970) 800.9560 nfrmpo.org City of Loveland August 8, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, The City of Loveland, Colorado writes to voice our support of the 2023 MPDG grant application for the north 1-25, segment 5 project. In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 - lane road. The Segment S improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The 1-25 corridor is a critical route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed '1875M out of the $1.7B in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028. This statement represents my personal views and may or may not reflect the views of the Loveland City Council. This is not a governmental act CITY COUNCIL 500 East Third Street, Suite 330 Loveland, CO 80537 970,962.2303 I TDD: 970.962.2620 LovGov.org City of Loveland This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability_ This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the 1-25 North Segment 5 Project. The City of Loveland joins our Northern Colorado partners in strongly supporting Weld County's MPDG grant application, and looks forward to working together to improve safety, provide more reliable and equitable mobility options, and promote economic prosperity for all on this critical corridor. Sincerely, Loveland City Council, Ward 4, North Front Range MPO Council Liaison Mark Jackson City of Loveland PubliWorks Director This statement represents rrrrsonal views and main or may- not reflect the views of the Loveland City Council. This is not ajovernmenta! act. CITY COUNCIL 500 East Third Street, Suite 330 Loveland, CO 80537 970.962.2303 I TDD: 970 962.2620 LovGov.org 44Mit1/4. MEAD COLORADO August 3, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application Dear Mr Buttigieg, The Town of Mead writes to voice our support of the 2023 MPDG grant application for the north I-25, segment 5 project. In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6 - mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The 1-25 corridor is a critical route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed "$875M out of the $1.7B in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028. 441 Third Street I Mead, CO 80542 I 970.535.4477 l townofinead.org 4kka. MEAD COLORADO This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $427M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the 1-25 North Segment 5 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. Sincerely, itILYA3 Colleen G. Whi low Mayor 441 Third Street 1 Mead, Co 80542 1 970.535.4477 1 townofrnead.org DocuSign Envelope ID: FOB629EF-650B-4E05-9BFC-973FBE35069A Ark City of 1y Thornton Thornton City Hall 9500 Civic Center Drive Thornton. CO 80229-4326 August 4, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 Office of the Mayor and City Council 303-538-7002 FAX 303-538-7562 www.ThorntonCO.gov SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, I am writing on behalf of the Thornton City Council in support of the Colorado 2023 MPDG grant application for the north 1-25, segment 5 project. Segment 5 is the last six -mile segment for 60 miles that is only two lanes in each direction. There are 3 or more lanes in each direction north and south of this segment, creating a traffic bottleneck. Segment 5 currently carries 85,000 vehicles per day, including 10% truck traffic, and is projected to carry 140,000 vehicles per day in 2050. Segment 5 will: • Improve safety by reducing fatalities and serious injuries. • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. • Improve freight movement reliability. • Improve the resilience of the nation's transportation infrastructure. Thornton relies on the 1-25 corridor daily as does 85 percent of the population of Colorado living along the corridor, interstate travelers expecting to move through the corridor safely and efficiently, and the businesses nationwide that rely on the corridor to deliver goods and services safely and reliably. The City of Thornton supports the north 1-25, segment 5, 2023 MPDG grant application to provide improved safety, to advance equity and sustainability goals, reduce greenhouse gases, improve freight reliability, and improve resiliency of the transportation network. Sincerely, c--DocuSigned by: D99FCDF39C4145E Jan Kulmann, Mayor cc: Thornton City Council Town of johnstown August 7, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application The Town of Johnstown writes to voice our support of the 2023 MPDG grant application for the north 1- 25, segment 5 project. In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6- mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The Community That Cares johnstown.colorado.gov P: 970.587.4664 1450 S. Parish Ave, Johnstown CO 80534 I F: 970.587.0141 The 1-25 corridor is a critical route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed "'$875M out of the $1.78 in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the 1-25 North Segment 5 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. Sincerely, Troy D. Mellon Mayor The Community That Cares http://iohnstown.colorado.gov P: 970.587.4664 1450 S. Parish Ave, Johnstown CO I F: 970.587.0141 sts rowno �WINDSOR COLORADO August 7, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 Dear Secretary Buttigieg, The Town of Windsor, CO is in full support of the Colorado 2023 MPDG grant application for the north I-25, Segment 5 project. Since 2003, the Counties and Cities of Northern Colorado, in partnership with the Colorado Department of Transportation (CDOT) have collaborated on prioritizing modal alternatives; correcting geometric deficiencies; improving safety, mobility, and accessibility; and replacing aging and obsolete infrastructure identified in the Environmental Impact Statement (EIS) and documented in the Record of Decision (ROD). Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to avoid a significant bottleneck by linking existing improvements on the north and south segments of 1-25 to avoid a corridor gap in safety and managed lane operations. Segment S is the last 6 -mile section, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous traffic jam for roadway users, whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. 301 Walnut Street Office: 970-674-2400 Windsor, CO 80550 Fax: 970-674-2456 www.windsorgov.com The I-25 corridor is a critical freight route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed na$875M out of the $1.7B in funding for the I- 25 North Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your full and fair consideration of the 2023 MPDG Grant for the 1-25 North Segment S Project. We look forward to working together to improve safety, provide more reliable and e uitable mobility options, and promote economic prosperity for all on this critical corridor. Sincerel 0 Paul n yer, Mayor Tow of i ► dsor 301 Walnut Street Office: 970-674-2400 Windsor, CO 80550 Fax: 970-674-2456 Page 2 of 2 www.windsorgov.com f Fort Collins August 10, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 Mayor City Hall 300 LaPorte Ave. PO Box 580 Fort Collins, CO 80522 970.416.2154 970.224.6107 - fax fcgov. corn SUBJECT: Support for North I-25 Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, Please accept this letter of support for the 2023 MPDG grant application for the North I-25, segment 5 project. In late 2003, an Environmental Impact Statement (EIS) began for the North I-25 Corridor to seek transportation solutions to provide modal alternatives, correct geometric deficiencies, improve safety, mobility, and accessibility, and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of I-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. city of rFsrt Collins The 1-25 corridor is a critical route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed 4875M out of the $1.7B in funding for the I-25 North Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to the Northern Colorado municipalities such as Fort Collins, along with state and federal agencies who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the I-25 North Segment 5 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. Sincerely, Jeni Arndt Mayor Contract Form New Contract Request Entity Information ❑ New Entity? Entity Name* COLORADO DEPARTMENT OF TRANSPORTATION Contract Name* MPDG MEGA - NORTH 1-25 SEGMENT 5 Contract Status CTB REVIEW Entity ID. AO0003413 Contract ID 7318 Contract Lead* ERELFORD Contract Lead Email erelfordWco.weld.co.us Parent Contract ID Requires Board Approval YES Department Project # Contract Description* MULTIMODAL PROJECT DISCRETIONARY GRANT - MEGA APPLICATION FOR NORTH I-25, SEGMENT 5. THIS GRANT APPLICATION IS REQUESTING 5100,000,000. WELD COUNTY IS CONTRIBUTING $5,000,000.00 AS THE APPLICANT. Contract Description 2 SEGMENT 5 IS THAT PORTION OF I-25 FROM SH 56 SOUTH TO SH 66. IF AWARDED, COOT WILL PROJECT MANAGE AND CONSTRUCTION AND MONEY FOR THIS GRANT. Contract Type* APPLICATION Amount* S5,000,000.00 Renewable* NO Automatic Renewal Grant YES Department PUBLIC WORKS Department Email CM- PublicWorks`aweldgov.com Department Head Email CM-PublicWorks- DeptHead�veldgov.com County Attorney GENERAL COUNTY ATTORNEY EMAIL County Attorney Email CM- COU NTYATTO RN EYAWELDG OV.COM Requested BOCC Agenda Date* 08x16:2023 Due Date 08/12;2023 Will a work session with BOCC be required?* HAD Does Contract require Purchasing Dept. to be included? NO Grant Deadline Date If this is a renewal enter previous Contract ID If this is part of a MSA enter MSA Contract ID Note: the Previous Contract Number and Master Services Agreement Number should be left blank if those contracts are not in On Base Contract Dates Effective Date Termination Notice Period Contact Information Contact Info Contact Name Purchasing Review Date. 08 16 2024 Committed Delivery Date Renewal Date Expiration Date* 08,'16/2024 Contact Type Contact Email Contact Phone I Contact Phone 2 Purchasing Approver Purchasing Approved Date Approval Process Department Head .CURTIS HALL DH Approved Date 08?14,2023 Final Approval BOCC Approved BOCC Signed Date BOCC Agenda Date 08;16 2023 Originator ERELFORD Finance Approver CHERYL PATTELLI Legal Counsel BRUCE BARKER Finance Approved Date Legal Counsel Approved Date 08 15, 08.15,2023 Tyler Ref # AG 081623 GRANTS.GOV Confirmation Thank you for submitting your grant application package via Grants.gov. Your application is currently being processed by the Grants.gov system. Once your submission has been processed, Grants.gov will send email messages to advise you of the progress of your application through the system. Over the next 24 to 48 hours, you should receive two emails. The first will confirm receipt of your application by the Grants.gov system, and the second will indicate that the application has either been successfully validated by the system prior t0 transmission to the grantor agency or has been rejected due to errors. Please do not hit the back button on your browser. If your application is successfully validated and subsequently retrieved by the grantor agency from the Grants.gov system, you will receive an additional email. This email may be delivered several days or weeks from the date of submission, depending on when the grantor agency retrieves it. You may also monitor the processing status of your submission within the Grants.gov system by clicking on the "Track My Application" link listed at the end of this form. Note: Once the grantor agency has retrieved your application from Grants.gov, you will need to contact them directly for any subsequent status updates. Grants.gov does not participate in making any award decisions. IMPORTANT NOTICE: If you do not receive a receipt confirmation and either a validation confirmation or a rejection email message within 48 hours, please contact us. The Grants.gov Contact Center can be reached by email at support@grants.gov, or by telephone at 1-800-518-4726. Always include your Grants.gov tracking number in all correspondence. The tracking numbers issued by Grants.gov look like GRANTXXXXXXXXX. 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. The following application tracking information was generated by the system: Grants.gov Tracking GRANT13961183 N umber: U EI: MKKXT9U9MTV5 S ubmitter's Name: Elizabeth A Relford CFDA Number: 20.937 CFDA Description: National Infrastructure Project Assistance (Mega Projects) Funding Opportunity N umber: Funding Opportunity Description: NIPA-23-24-MEGA Mega Grants Agency Name: 69A345 Office of the Under Secretary for Policy Application Name of this Submission: Date/Time of Receipt: Weld County Elizabeth Relford Aug 18, 2023 05:05:16 PM EDT TRACK MY APPLICATION — To check the status of this application, please click the link below: https://apply07.grants.gov/apply/spoExit. jsp?p=web/grants/applicants/track-my-application.html&trackintnum=GRANT13961183 It is suggested you Save and/or Print this response for your records. OMB Number 4040-0004 Expiration Date 11/30/2025 Application for Federal Assistance SF -424 .1 Type of Submission ❑ Preapplication ® Application ❑ Changed/Corrected Application * 2 Type of Application * If Revision select appropriate letter(s) ® New ❑ Continuation * Other (Specify) O Revision * 3 Date Received 4 Applicant Identifier 08/18/2023 5a Federal Entity Identifier 5b Federal Award Identifier J State Use Only 6 Date Received by State I I 7 State Application Identifier Colorado 8 APPLICANT INFORMATION *a Legal Name Weld County * b Employer/Taxpayer Identification Number (EIN/TIN) * c UEI 84-6000813 MKKXT9U9MTV5 d Address * Street1 Street2 _ * City County/Parish * State Province 'Country * Zip / Postal Code 1150 0 Street Greeley Weld CO Colorado USA UNITED STATES 80632-0576 e Organizational Unit Department Name Division Name Weld County Public Works f Name and contact information of person to be contacted on matters involving this application Prefix Ms *First Name Heather Middle Name 'Last Name Paddock Suffix Title Regional Transportation Director Organizational Affiliation Colorado Department of Transportation * Telephone Number 970-290-8723 Fax Number 'Email heather paddock@state co us Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT 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 69A345 Office of the Under Secretary for Policy 11 Catalog of Federal Domestic Assistance Number 20 937 CFDA Title National Infrastructure Project Assistance (Mega Pro,ects) 12 Funding Opportunity Number NIPA-23-24-MEGA ' Title Mega Grants 13 Competition Identification Number Title 14 Areas Affected by Project (Cities, Counties, States, etc ) 1 Add Attachment Delete Attachment `" View Attachment' 15 Descriptive Title of Applicant's Project North Interstate 25, Segment 5 Improvements Adds one express lane in each direction, shoulder widening, installing ITS equipment, reconstructing one interchange, 8 bridges and 4 box culverts Attach supporting documents as specified in agency instructions Add Attachments f f Delete Attachments_l -View Attachments Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18 2023 05 05 16 PM EDT Application for Federal Assistance SF -424 16 Congressional Districts Of *a Applicant co -008 *b Program/Protect co -008 Attach an additional list of Program/Project Congressional Districts if needed "Add -Attachment ; i DelnfdAtt4menf ,VewAttachiripnt ' 17 Proposed "a Start Date Protect 01/01/2023] *b End Date 03/31/2028 18 Estimated Funding ($) * a Federal 100, 000, 000 00 * b Applicant 5,000,000 00 * c State 85, 500, 000 00 * d Local 0 00 * e Other 259, 500, 000 00 * f Program Income 0 00 *g TOTAL 450,000,000 00 *19 Is Application Subject to Review By State Under Executive Order 12372 Process? El 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 ®No If "Yes", provide explanation and attach AddAttachment `, ""DeleteAttachinent ; ,Vi AttachmenSS 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) ® ** 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 Ms * First Name Elizabeth Middle Name * Last Name Relford Suffix *Title Deputy Director *Telephone Number 970-673-5836 Fax Number *Email erelford@weldgov coin * Signature of Authorized Representative Elizabeth A Relford * Date Signed 08/18/2023 Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT View Burden Statement OMB Number 4040-0008 Expiration Date 02/28/2025 BUDGET INFORMATION - Construction Programs NOTE 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 $ 3,400,000 00 $ $ 3,400,000 00 2 Land, structures, rights -of -way, appraisals, etc $ 8,000,000 00 $ $ 8,000,000 00 3 Relocation expenses and payments $ 10, 000, 000 00 $ $ 10, 000, 000 00 4 Architectural and engineering fees $ 28, 000, 000 00 $ 1,100, 000 00 $ 26, 900, 000 00 5 Other architectural and engineering fees $ 30, 800, 000 00 $ $ 30, 800, 000 00 6 Project inspection fees $ 32, 800, 000 00 $ $ 32, 800, 000 00 7 Site work $ $ $ 0 00 8 Demolition and removal $ $ $ 0 00 9 Construction $ 265, 200, 000 00 $ $ 265, 200, 000 00 10 Equipment $ $ $ 0 00 11 Miscellaneous $ 2,300,000 00 $ $ 2,300,000 00 12 SUBTOTAL (sum of lines 1-11) $ 380, 500, 000 00 $ 1,100,000 00 $ 379, 400, 000 00 13 Contingencies $ 70, 600, 000 00 $ $ 70, 600, 000 00 14 SUBTOTAL $ 451,100, 000 00 $ 1,100, 000 00 $ 450, 000, 000 00 15 Project (program) income $ $ $ 0 00 16 TOTAL PROJECT COSTS (subtract #15 from #14) $ 451,100, 000 00 $ 1,100, 000 00 $ 450, 000, 000 00 FEDERAL FUNDING 17 Federal assistance requested, calculate as follows (Consult Federal agency for Federal percentage share ) Enter eligible costs from line Enter the resulting Federal share 16c Multiply X 22 % $ 100, 000, 000 00 Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT ATTACHMENTS FORM Instructions On this form, you will attach the various files that make up your grant application Please consult with the appropriate Agency Guidelines for more information about each needed file Please remember that any files you attach must be in the document format and named as specified m the Guidelines Important Please attach your files in the proper sequence See the appropriate Agency Guidelines for details 1) Please attach Attachment 1 2) Please attach Attachment 2 3) Please attach Attachment 3 4) Please attach Attachment 4 5) Please attach Attachment 5 6) Please attach Attachment 6 7) Please attach Attachment 7 8) Please attach Attachment 8 9) Please attach Attachment 9 10) Please attach Attachment 10 11) Please attach Attachment 11 12) Please attach Attachment 12 13) Please attach Attachment 13 14) Please attach Attachment 14 15) Please attach Attachment 15 1235 -FY 2023 and FY 2024 MPI� 1236 -Project Description pdf 11237 -Location File -CO -North [1238 -Project Budget pdf 11239 -Funding Commitments pdf 1dc�'Attadimeet ' sAdd Attac)inent k` �� acid _AttachmEn Add °Attat;timent µ 11240 -Outcome Criteria Narrati. 1241 -Project Readiness pdf 11242 -Project Requirements pd1 1243-BCA Narrative pdf 1244-BCA Calculations xlsx 1245 -Mega Data Plan -CO -North 1246 -Letters of Support pdf 1247 -Community Benefits Plan 1248 -Title VI Plan pdf 5-�-y } + .44Attachment� Add Attachment-' `r` ,Acidf5ttachment {y ',' Attd, Attachmefl a `icttad)ime c yid Attachmett> _ 4 Acid AttacAi6ent' = ��'Add Attachment`," Delete_Attachment` Delete Attachment Delete AttachmeitL s"Delete Attachment. Delete Attachment' 1 ;�Detete Attachment Delete Attachment. r Delete Attachment_ Delete Attachment ;J 'Deeete Attachment` , 'D'elete'Attactimen fete Attachment hl Delete Attachment DeletevAtt4me'rj 11 ,View Attachment ' - View Attachment View Attachment₹ 7 i T Vievb'Attachment I Vlew Attachment, ��-View Attachment_ r ' Uew Attachmentla� ;V)ew Attachment 3. y;Vew Attachment, Fviev�attachrraertL �, Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT FY 7023 7024 MPOG Project Information Form All Fields Required "DO NOT CHANGE FILE NAME. COPY/PASTE, OR PDF THIS DOCUMENT WHEN SUBMITTING TO AVOID PROCESSING ERRORS•• Field Name Response Instructions Basic Pro'ect Information Enter a concise% descriptive tine for the project. This should be the same title used in the G►ants.gov SF -424 submission Project Name North Interstate 25 Segment 5 and the application narrative. Project Sponsor Weld County Who rs the Project Sponsor? See N0FO Section C Iles eligible applicants/ Program Opt -out A project will be evaluated for eligibility for consideration for all three programs unless the applicant wishes to opt -our being for the of evaluated one or more of grant programs. The major elements of the project include reconstructing I-25 to Describe the project in plain English terms, using no more than 100 words. For example, -The project will fund Project Description add one 11 foot express lane in each direction with a 4 foot painted buffer; widening the inside shoulders to 10 feet and outside shoulders to 12 feet; providing a 30 year pavement design life; installing intelligent Transportation Systems (ITS) equipment; reconstructing the interchange at Weld County Road (WCR) 34; and construction activities for streetcar service from location X to location r or " the MPDG grant will redevelop Main street with Complete Streets enhancements, ADA accessible sidewalks, and dedicated bicycle paths from 10th street to 25th street." Do not describe the project's benefits, background, or alignment with the selection criteria in this description field. replacing 8 bridges, 2 existing drainage box culverts, and 7 existing vrigation box culverts Project Costs Enter the total amount of MPDG funds requested for this project In this application. MPDG Amount Requested $100.000,000 00 ?see NOFO Srrrion C: S fur (minis :rid moan, (award sirpl Enter the amount of funds committed to the project from other Federal sources. This DOES NOT include the MPDG Estimated Other Federal Funding $1`_)9,500,000.00 request. I-ederal funding cannot exceed 80% of future eligible costs, except as indicated for the INFRA program (see Sethi' '_2.ii) Enter }he amount of funds committed to the project from non -Federal sources- Estmated Non -Federal Funding 590,500,000.00 The coal non•Federalfundu, unount must be greater ti:.,.,.n .-; ua. to 20%of the total a d • B i protect cost, except as I-'aic1 for the INFRA prograrn'se+ Set-rjrnn' 2 n) Future Eligible Cost 5450,000,000 00 Enter the amount of funds estimated to complete the project (this should equal the amount of MPOG Grant Request. Estimated Other Federal Funding, and Estimated Non -Federal Funding) Enter the cost of previpusly incurred costs from the urokct. Previously Incurred Project Costs S1,100,000.00 Enter the total cost of the prefect. This should equal the sum of Furture Eligible Costs and Previously Incurred Costs. Total Project Cost $451.100,000.00 INFRA: Amount of Future Eligible Costs by Project Type National Highway Freight Network 5450,000,000.00 A highway freight project on the National Highway Freight Network: $ National Highway System 5450,000,000.00 A highway or bridge project on the National Highway System: S intermodal Freight 5450.000.000.00 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 50.00 A highway -railway grade crossing or grade separation project: S Wildlife Crossing Project 50.00 A wildlife crossing project: $ International Border Crossing 5050,000,000.00 A surface transportation project within the boundaries or functionally connected to an international border crossing that improves a tacillty owned by fed/state/local government and increases throughput efficiency: $ Marine Highway Corridor connected to the National Highway Freight Network SO A project for a marine highway corridor that is functionally connected to the NHFN and rs likely to reduce road mobile source emissions: $ National Multimodal Freight Network 5450,000,000.00 A highway, bridge, or freight project on the National Muftirnodal Freight Network: 5 - Mega: Amount of Future Eligible Costs by Project Type National Multimodal Freight Network 5450,000,000.00 A highway, bridge, or height project on the National Muttimodal Freight Network: S National Highway Freight Network 5450,000,000.00 A highway freight project on the National Highway Freight Network: 5 National Highway System 5450,000,000 00 A highway or bridge project on the National Highway System: $ intermodal Freight 50.00 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 rs 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 50.00 A highway -railway grade crossing or grade separation project: $ intercity Passenger Rail $0.00 _ An intercity passenger rail project: S Public Transportation Project that is part of any other eligible project type S450,000'D00.00 A public transportation project that n eligible under assistance under Chapter 53 of title 49 and n a part of any of the proect types described above: S Rural: Amount of Future Eligible Costs by Project Type Eligible under the National Highway Performance Program S450,000,000 00 A highway, bridge, or tunnel project eligible under National Highway Performance Program: $ Eligible under the Surface Transportation Block Grant S A highway, bridge, or tunnel project eligible under Surface Transportation Block Grant: $ Eligible under the Tribal Transportation Program 5 A highway, bridge, or tunnel project eligible under Tribal Transportation Program: 5 National Highway Freight Network $450,000,000.00 A highway freight project on the National Highway Freight Network: S Highway Safety Improvement Project 5450,000,000 00 A highway safety improvement project, including a project to improve a high risk rural road as defined by the Highway Safety Improvement Program: S Publicly -Owned Highway or Bridge $450,000,000 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 5 A project to develop, establish, or maintain an integrated mobility management system, a transportation demand management system, or on -demand mobility services: S Project Location State(s) CO: Colorado Which state(s) in which project is located? INFRA: Small or Large project I arge 'ire UOn C Urban Area Urban Area in which project is located, if applicable Population of Urban Area Population of Urban Area according to 2020 Census- See tab "List of Urban Areas". (For the WOG 2073-2024 program the definition of 'urban" is on urban area with a population greater than 20D,000. "Fluter 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 Is the project located (entirety or partially) in Area of Persistent Poverty or Historically Disadvantaged Community? List census tracts that qualify as within these areas. (https://www.trarnportation.gov/grants/mpdg-areas-persistent poverty -and -historically disadvantaged -communities) Appalachian Development Highway System N` Does this project further the completion of a designated segment of the Appalachian Development Highway System? See NOW Section C.! or Denali Access System Does this project address a surface transportation infrastructure need identified for the Denali access system program Se. , "FL? Sew non 1 Identify the 5 -digit no code of the project location. tf the project is located in more than one zip codes, please identify Project Location Zip Code B;.`• :; the rip 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. 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CDOT measures its progress in achieving the goals and objectives of the Statewide Transportation Plan (SWP) through a series of quantitative performance measures both at the state and federal level. CDOT's Performance and Asset Management Branch within the Division of Transportation Development oversees the development, implementation, and tracking of these performance measures. Policy Directive 14 (PD 14) "Policy Guiding Statewide Plan Goals and Objectives" is a Colorado Transportation Commission directive. PD 14 has three goal areas: safety, asset management, and mobility. For each of these goal areas, a series of performance measures and objectives are also identified. PD 14 also details how CDOT measures progress toward meeting each goal through the attainment of these objectives by 2045. As PD 14 guides Statewide Transportation Plan goal areas and performance objectives, the objectives and goal statements for the three goal areas align with the most current Statewide Transportation Plan (2045). Example performance measures (and associated data points) include: > Highway Safety Measures (including crash rate, fatality rate, and serious injury rate) > Highway Pavement and Bridge Condition Measures > Maintenance Levels of Service (MLOS) for the state highway system > Reliability and Congestion Measures > Environmental Impact Measures > Multimodal Options Measures For the use of MPDG funds on the 1-25 Segment 5 Project, CDOT will work with FHWA to develop a data collection baseline, establish specific performance measures, and track and report on the project's performance related to the measures. These measures will build from the existing PD 14 assessment process and be adapted to the statutory requirements and Outcome Criteria outlined in the Mega, INFRA, and/or Rural Surface Transportation Program, as applicable. f THE LINK THAT UNITES I Tracking Number:GRANT13961183 Bridging_ Communities Building Futures, Providing Choices, Strengthenin Bonds Funding Opportunity umber:NIPA-23-24- Building_Futures, Received Date:Aug 18, 2023 05:05:16 PM EDT LETTERS OF SUPPORT Mnttrb t,tates senate Washington, D.C. 20510 August 16, 2023 The Honorable Pete Buttigieg Secretary of Transportation U.S. Department of Transportation 1200 New Jersey Avenue SE Washington, DC 20590 Dear Secretary Buttigieg: We write in support of the application submitted by Weld County, Colorado, in partnership with the Colorado Department of Transportation (CDOT) to the U.S. Department of Transportation for funding from the 2023 Multimodal Project Discretionary Grant (MPDG) program. If selected, Weld County will complete a north/south improvements gap on I-25, Segment 5, which will manage growth safely and responsibly, advance efficient transportation equitably and sustainably, and reduce greenhouse emissions. In 2003, an Environmental Impact Statement (EIS) first began for the North I-25 Corridor. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a three -lane road. With MPDG funds, the Segment 5 project links improvements to the north and south that are nearing completion to ensure that the corridor will operate in a safe and consistent manner. Weld County and other Northern Colorado communities rank among the top 15 fastest -growing metro areas in the nation, and this project is a priority for addressing highway safety and reliability. We encourage you to give the application from Weld County 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, foitt Michael F. Bennet John Hickenlooper United States Senator United States Senator YADIRA CARAVEO, M.D. 8TH DISTRICT, COLORADO Congrc of the tlnttcb Rotates' j40usc of 1cprrscntatibcs atiaaington, DC 20513 August 8, 2023 Dear Secretary Buttigieg, CCMMITTEE ON AGRICULTURE CCNMITTEE ON SCIENCE, SPACE, AND TECHNOLOGY I write in support of the Colorado 2023 MPDG grant application for the north 1-25, Segment 5 project. Since 2003, Weld County, in partnership with the Colorado Department of Transportation (CDOT) and many municipal partners, have collaborated on prioritizing modal alternatives, correcting geometric deficiencies, improving safety, mobility, and accessibility, and replacing aging and obsolete infrastructure identified in the Environmental Impact Statement (EIS) and documented in the Record of Decision (ROD). Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. However, with Weld and Larimer County being the first and second fastest growing counties in Colorado. the need for infrastructure advancement is pressing. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with I-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to avoid a significant bottleneck by linking existing improvements on the north and south segments of I-25 to avoid a corridor gap in safety and managed lane operations. Segment 5 is the last 6 -mile section, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous traffic jam for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely by significantly reducing injuries and fatalities along this reach of I-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, including nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The I-25 corridor is a critical freight route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizable financial investments made in recent years. To date. CDOT and local partners have contributed $875M of the $1.7B in funding for the I-25 North Corridor improvements that have been or will be completed by 2028. 3400 W 16TH ST REE r BLDG. 1S. SUITE C GREELEY, CO 80634 (970) 324-2567 FAx: (771) 200-5726 WASHINGTON. D.C. OFFICE 1024 LONGWORTH HOUSE OFFICE BUILDING WASHINGTON, DC 20515 (202) 225-5625 FAX: (771) 200-5726 NORTHGLENN DISTRICT OFFICE 10701 MELODY DRIVE, SUITE 500 NORTHGLENN, CO 80234 (303) 723-6560 FAX. (771) 200-5726 This project is not only a priority but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. I request full and fair consideration of the 2023 MPDG grant funding for the north I-25, Segment 5 project. Sincerely, Yadira ra Caraveo, M.D. Member of Congress 3400 W 16TH STREET BLDG. 1 S. SUITE C GREELEY, CO 80634 (970) 324-2.567 FAX: (771) 200-5726 WASHINGTON, D.C. OFFLcE 1024 LoNowoRm HOUSE OFFICE BUILDING WASHINGTON, DC 20515 (202) 225-5625 FAY" 17711 2nn-c72R NORTHGLENN DISIRCT OFFICE 10701 MELODY DRIVE, SUITE 500 NORTHGLENN, CO 80234 (303) 723-6560 FAX: (771) 200-5726 KEN BUCK 4TH DISTRICT OF COLORADO 2455 RAYBURN HOUSE OFFICE BUILDING WASHINGTON, DC 20515 (202) 225-4676 FAX: (202) 225-5870 DISTRICT OFECE; 900 CAsnETON Ro. SUITES 112 CASTLE RocK, CO 80109 PHONE: (720) 639-9165 FAX: (720) 639.9134 1613 PELICAN LAKES POINT, SUITE# 200 WINDSOR, CO 80550 Phone: (970) 702-2136 Fax: (970) 702-2951 QIonrez% of the 3Unfteb tutee Huun of Repreztnthtiue� ttshirtgton, pE 2fl515-t1505 August 17, 2023 The Honorable Pete Buttigieg Secretary Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 Dear Secretary Buttigieg, HOUSE JUDICIARY COMMITTEE SUBCOMMITTEE ON ADMINISTRATIVE STATE, REGULATORY REFORM, AND ANTITRUST SUBCOMMITTEE ON IMMIGRATION, INTEGRITY, SECURITY, AND ENFORCEMENT HOUSE FOREIGN AFFAIRS COMMITTEE SUBCOMMITTEE ON THE INDO-PACIFIC I write in support of the Colorado 2023 MPDG grant application for the north 1-25, segment 5 project. Since 2003, Weld County in partnership with the Colorado Department of Transportation (CDOT) and many of our municipal partners have collaborated on prioritizing modal alternatives; correcting geometric deficiencies; improving safety, mobility, and accessibility; and replace aging and obsolete infrastructure identified in the Environmental Impact Statement (EIS) and documented in the Record of Decision (ROD). Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with I-25 North exceeding 140,000 vehicles per day in the year 2050. Weld and Larimer counties are the first and second fastest growing counties in Colorado; improving the infrastructure of these counties is tantamount to their continued success. The Segment 5 project is needed to avoid a significant bottleneck by linking existing improvements on the north and south segments of I-25 to avoid a corridor gap in safety and managed lane operations. Segment 5 is the last 6 -mile section, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous traffic jam for roadway users, whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of I-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic) . • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. BUCK.HOUSE.GOV • Reduce greenhouse emissions through nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The 1-25 corridor is a critical freight route for Colorado and the nation; stakeholders in local government and the private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed N$875M out of the $1.7B in funding for the I-25 North Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to the Northern Colorado area and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. I request full and fair consideration of the 2023 MPDG grant funding for the north I-25, segment 5 project. If you have any questions, please contact my legislative Director Keifer Wynn, at keifer.wynn@mail.house.gov or call my Washington, D.C. office at 202.225.4676. Sincerely, Ken Buck Member of Congress 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 Aug. 18, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 Dear Secretary Buttigieg, Committees: Ranking Member, Appropriations Member, Joint Budget Committee I write in support of the Colorado 2023 MPDG grant application for the north I-25, segment 5 project. Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation, and Weld and Larimer County are the first and second fastest growing counties in Colorado. The need for infrastructure advancement is now. Traffic volume projections for communities north along I-25 show continued growth exceeding 140,000 vehicles per day by 2050, an approximate 65% increase. The I-25 corridor is a critical freight route for Colorado and the nation. Since 2003, Weld County, the Colorado Department of Transportation (CDOT) and many municipal partners have partnered on prioritizing modal alternatives; correcting geometric deficiencies; improving safety, mobility, and accessibility; and replacing aging and obsolete infrastructures identified in the Environmental Impact Statement (EIS) and documented in the Record of Decision (ROD). To date, those partners have contributed $875M out of the $1.7B in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028. The Segment 5 project is the last 6 -mile section of an approximately 60 -mile, two-lane directional roadway. Improvements are needed to avoid a significant bottleneck and avoid a corridor gap in safety and managed lane operation that creates a dangerous traffic jam for roadway users, whose expectation is a 3 -lane road. Improvements to Segment 5 will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of I-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. 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 Committees: Ranking Member, Appropriations Member, Joint Budget Committee • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. This project is not only a priority, but a necessity to Northern Colorado, state, and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow construction to proceed immediately for this critical project. I request full and fair consideration of the 2023 MPDG grant funding for the north 1-25, segment 5 project. If you have any questions, please contact me at SenKirkmeyer@gmail.com or call me at 720-966-3049, Sincerely, Sen. Barbara Kirkmeyer Colorado District 23 COLORADO Department of Transportation Office of the Deputy Executive Director 2829 W. Howard Place Denver, CO 80204-2305 August 16th, 2023 The Honorable Pete Buttigieg US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Support for 1-25 North Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, As lead financial and construction contributor, the Colorado Department of Transportation (CDOT) is pleased to support the 1-25 North Segment 5 Project. In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project will link improvements to the north and south that are nearing completion to ensure the corridor wilt operate in a safe and consistent manner. Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The 1-25 corridor is a critical route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed -$875M out of the $1.7B in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028. Thank you for your consideration of the 2023 MPDG Grant for the 1-25 North Segment 5 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. Sincerely, Herman Stockinger Deputy Director 2829 W. Howard Place Denver, CO 80204-2305 P 303.757.9011 codot.gov Coalition Members: Berthoud Dacono Erie Evans Firestone Fort Collins Frederick Longmont Loveland Mead Milliken Northglenn Thornton Windsor Adams County City & County of Broomfield Larimer County Weld County North Fro n t Range MPO Colorado Department of Transportation Fix North 1-25 Business Alliance August 17, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 Dear Secretary Buttigieg, The North 1-25 Coalition is happy to submit a letter of support for your full and fair consideration of Weld County's 2023 MPDG Mega grant application for the North I-25, Segment 5 project. Since 2013, the North I-25 Coalition has been working together to utilize political influence to speak as one voice to seek regional and economic opportunities as well as continue discussions with long-term planning and construction improvements for the north 1-25 corridor. We need your partnership! To date, CDOT and local agency and developer partners have contributed n'$875M out of the $1.7B in funding for the north 1-25 corridor improvements that will be completed by 2028. More specifically, local agency support of this project is evident by the more than 84 million dollars the municipalities have contributed to the north I-25 projects. However, segment 5 can only become a reality when USDOT also supports these partnership efforts. All the agencies, coalitions, and communities continue working toward improving north 1-25 and do so with declining funding and inflationary costs. Weld County is the fastest growing county in Colorado, therefore, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with north 1-25 exceeding 140,000 vehicles per day in the year 2050. The congestion on this corridor is increasing crashes and emissions now, and significantly slows the movement of people and goods within and through the region. To retain the economic vitality of this fast-growing region, these transportation improvements are imperative. The segment 5 project is needed to avoid a significant bottleneck by linking existing improvements from the north and south segments of I-25 to avoid a corridor gap in safety and managed lane operations. Segment 5 is the last 6 -mile section, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous traffic jam for roadway users, whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of north I-25 that carries over 85,000 vehicles everyday (including over 10% truck traffic ) • Advance safe, efficient, and sustainable transportation equitably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the system level of service. The I-25 corridor is a critical freight route for Colorado and the nation; the local governments and private sector businesses have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. This project is not only a high priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Mega grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. The North I-25 Coalition fully supports Weld County's Mega grant application to improve North I-25, segment 5 and provide immediate relief to Weld County's rapidly growing region that serves as an economic engine to Colorado and the nation by providing critical freight congestion relief. We request your support and partnership of this very important project. Thank you for your consideration. Sincerely, Scott K. James Coalition Chair NCLA NORTHERN COLORADO LEGISLATIVE ALLIANCE FORT COLLINS AREA CHAMBER OF COMMERCE Cfeelcy Chamber of Commerce August 13, 2023 The Honorable Pete Butticieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 LOVELAND CHAMBER o,/ COMMERCE UPSTATECOLORADO ECONOMIC DEVELOPMENT SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, The Northern Colorado Legislative Alliance, the joint public policy arm of the Fort Colllins, Loveland and Greeley Chambers of Commerce with Upstate Colorado Economic Development, and the Fix North 1-25 Business Alliance, a taskforce of the NCLA and initiative of Northern Colorado Prospers, writes to voice our strong support of the 2023 MPDG grant application for the north 1-25, segment 5 project. In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest crowing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road The Segment 5 improvements will • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of I-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic) • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service The 1-25 corridor is a critical route for Colorado and the nation, the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years To date, CDOT and local agency and developer partners have contributed -$875M out of the $1 7B in funding for the I- 25 North Corridor improvements that have been or will be completed by 2028 The business community throughout the Northern Colorado region, the fastest growing region in Colorado, has stood firmly with our local government partners to advocate and lobby for funding for the critically important North 1-25 corridor This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project Thank you for your consideration of the 2023 MPDG Grant for the 1-25 North Segment 5 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 Sincerely, David Burks Chair of the Board Northern Colorado Legislative Alliance Sandra Hagen Solin, Executive Director Northern Colorado Legislative Alliance Ann Hutchison, President/CEO Fort Collins Chamber of Commerce Mindy McCloughan, President/CEO Loveland Chamber of Commerce Jaime Henning, President/CEO Greeley Chamber of Commerce Rich Werner, President/CEO Upstate Colorado Economic Development �� North Front Range Metropolitan Planning - Organization August 10, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, The North Front Range MPO (NFRMPO) offers this letter of support for the 2023 2023 Multimodal Project Discretionary Grant (MPDG) grant application for the North 1-25, Segment 5 Project. The NFRMPO represents fifteen local governments in Northern Colorado which have prioritized the expansion and improvement of 1-25. NFRMPO staff and many of the member governments have been heavily involved in the improvements on 1-25, committing significant resources to its success. In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer counties being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with North 1-25 exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 Project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of North 1-25 which currently carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse (GHG) emissions, include nature -based climate solutions which increase resiliency and sustainability by improving the level of service. In addition to supporting the throughput of vehicles and improving safety, the Express Lanes will improve the reliability and dependability of the state's Bustang intercity bus service. The State Legislature has dedicated funding to expansion of the CDOT-administered bus system, which will provide a vital alternative to driving alone along the corridor. Ensuring continuous and dedicated space for high -occupancy vehicles will improve mobility along the corridor. The 1-25 corridor is a critical route for Colorado and the nation; local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT, local agencies, and developer partners have contributed nearly $875M out of the $1.7B in funding for the North I-25 Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to Northern Colorado areas and residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the necessary funding and allow construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the I-25 North Segment 5 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. Sincerely, Suzette Mallette Executive Director 419 Canyon Avenue, Suite 300 Fort Collins, Colorado 80521 (970) 800.9560 nfrmpo.org reo DENVER REGIONAL COUNCIL OF GOVERNMENTS9 _ Executive Committee Steve Conklin, Chair Wynne Shaw, Vice Chair Jeff Baker, Secretary Colleen Whitlow, Treasurer Kevin Flynn, Immediate Past Chair Douglas W. Rex, Executive Director August 17, 2023 The Honorable Pete Buttigieg Secretary of Transportation United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 RE: North 1-25 Segment 5 Project 2023 Multimodal Project Discretionary Grant application, Weld County, Colorado Dear Mr. Secretary: The Denver Regional Council of Governments (DRCOG) respectfully submits this letter of support for the Weld County and Colorado Department of Transportation MPDG application for the North 1-25 Segment 5 project. The project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate safely and effectively. Weld County and Larimer County are the first and second fastest growing counties in Colorado and other Northern Colorado communities consistently rank among the top 15 fastest -growing areas in the nation. Travel volume projections show continued growth with 1-25 North estimated to exceed 140,000 vehicles per day in the year 2050. This 6 -mile section of 1-25 is the last two-lane per direction segment out of the approximate 60 -mile corridor, creating a dangerous bottleneck for commuter and freight travel. The Segment 5 improvements will: • Manage growth safely and responsibly and significantly reduce injuries and fatalities. • Advance safe, efficient, equitable, and sustainable transportation by increasing trip reliability and operational efficiency for all roadway users, including the Colorado Department of Transportation's Bustang intercity bus services. • Reduce greenhouse emissions and include nature -based climate solutions that increase resiliency and sustainability. The 1-25 corridor is a critical route for Colorado and the nation: the local governments and private sector have become strong advocates and partners for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed —$875M out of the $1.7B in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028. An additional $350M for Segment 5 has been identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you in advance for your consideration of the 2023 PROTECT grant request submitted by the Weld County and the Colorado Department of Transportation. Please feel free to contact me at rapsdorf©dreog.org if you have any questions or need further information. Respectfully, egaarAet, Ron Papsdorf Director Transportation Planning and Operations We make life better! 1001 11th St. • Suite 100.Denver, CO 80202 • main: 303-455-1000 • fax: 303-480-6790 • email: dreog@dreog.org • web: drcog.org LARIMER UPPER FRONT RANGE TRA NSPOR TA TION PLANNING REGION P.O. BOX 758, GREELEY, COLORADO 80632 August 17, 2023 The I Ionorable Pete Buttigieg US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 RE: Support for Weld County's North I-25, Segment 5 Project Dear Secretary Buttigieg: 1 U WELD MORGAN The Upper Front Range Transportation Planning Region (UFR TPR) would like to express our strong support for Weld County and the Colorado Department of Transportation's (COOT) Mega grant application for the North I-25, segment 5 safety project. While 1-25 is no longer located with the boundaries of the UFR TPR, we still recognize the regional significance of this corridor to Colorado. So much so, that our Regional Planning Commission committed $24 million of our $168 million portion of 10 -year plan funds towards 1-25, segment 5. The Segment 5 project is a critical multimodal link to remove an existing gap in north I-25. Segment 5 improvements complete the last 6 -miles of an existing two-lane directional interstate, of a 60 -in i le corridor. Not completing this project creates a dangerous bottleneck for roadway users whose expectation is a continuous 2 f I managed lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. This project is not only a priority, but a necessity to Northern Colorado. The UFR "I PR values safety, system preservation, and connections to other areas. Interstate 25 is the backbone of Northern Colorado, and we depend on this corridor for freight transport, to facilitate tourism, recreation, and access to natural resources for our economic livelihood. 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 USDOI' to prioritize MPDG Mega grant funding for this worthy Colorado application. Kevin Ross, Chair LARIMER COUNTY COMMISSIONER KRISTIN STEPHENS MARK PETERSON, i' E., ENGINEERING (970) 498-7002 WELD COUNTY COMMISSIONER SCOTT K JAMES ELIZ,AI3ETII RELF0RD, PUBLIC WORKS (970) 400-3748 MORGAN COUNTY COMMISSIONER JON BECKER BRUCE BASS, PUBLIC WORKS (970) 542-35W) Garden Spot of Colorado 807 Mountain Avenue I PO Box 1229 I Berthoud, CO 80513 I O: 970.532.2643 I F: 970.532.0640 I Berthoud.org August 21, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, The Town of Berthoud, Colorado, writes to voice our support of the 2023 MPDG grant application for the north I-25, segment 5 project. In late 2003, an Environmental Impact Statement (EIS) began for the North I-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with I-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of I-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The 1-25 corridor is a critical route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed 4875M out of the $1.7B in funding for the I-25 North Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the I-25 North Segment 5 Project. We look forward to working together to improve safety, provide more reliable and equitable mobility options, and promote economic prosperity for all on this critical corridor. Sincerely, Chris Ian K. S Town Clerk CMC !';!111: 11111/ , �rf '�tARI14• .• ect.• • . . • 06 es, -, • fc : is •C: S. y• • 0 ,''„rO14O RP►,,,,,,,,,�‘Ni U? MI L - tar rmkMv$IIVMAT t tfFs' Town of Johnstown August 7, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application The Town of Johnstown writes to voice our support of the 2023 MPDG grant application for the north 1- 25, segment 5 project. In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6- mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The Community That Cares johnstown.colorado.gov P: 970.587.4664 1450 S. Parish Ave, Johnstown CO 80534 I F: 970.587.0141 The 1-25 corridor is a critical route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed "'$875M out of the $1.78 in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the 1-25 North Segment 5 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. Sincerely, Troy D. Mellon Mayor The Community That Cares http://iohnstown.colorado.gov P: 970.587.4664 1450 S. Parish Ave, Johnstown CO I F: 970.587.0141 MEAD COLORADO August 3, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application Dear Mr Buttigieg, The Town of Mead writes to voice our support of the 2023 MPDG grant application for the north 1-25, segment 5 project. In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6 - mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The 1-25 corridor is a critical route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed �$875M out of the $1.7B in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028. 441 Third Street i Mead, CO 80542 I 970.535.4477 1 townofinead.org Alet MEAD COLORADO This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $427M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the I-25 North Segment 5 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. Sincerely, Colleen G. Whi low Mayor • 441 Third Street I Mead, CO 80542 I 970.535.4477 townofrnead.org TOWN OF '�•-�~ WINDSOR COLORADO August 7, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 Dear Secretary Buttigieg, The Town of Windsor, CO is in full support of the Colorado 2023 MPDG grant application for the north 1-25, Segment 5 project. Since 2003, the Counties and Cities of Northern Colorado, in partnership with the Colorado Department of Transportation (CDOT) have collaborated on prioritizing modal alternatives; correcting geometric deficiencies; improving safety, mobility, and accessibility; and replacing aging and obsolete infrastructure identified in the Environmental Impact Statement (EIS) and documented in the Record of Decision (ROD). Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to avoid a significant bottleneck by linking existing improvements on the north and south segments of 1-25 to avoid a corridor gap in safety and managed lane operations. Segment 5 is the last 6 -mile section, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous traffic jam for roadway users, whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. 301 Walnut Street Office: 970-674-2400 Windsor, CO 80550 Fax: 970-674-2456 www.windsorgov.com The 1-25 corridor is a critical freight route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed r"$875M out of the $1.7B in funding for the I- 25 North Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your full and fair consideration of the 2023 MPDG Grant for the 1-25 North Segment 5 Project. We look forward to working together to improve safety, provide more reliable and e% uitable mobility options, and promote economic prosperity for all on this critical corridor. / Sincerel r Paul n' yer, Mayor Tow of i ' dsor 301 Walnut Street Office: 970-674-2400 Windsor, CO 80550 Fax: 970-674-2456 Page 2 of 2 www.windsorgov.com gLTO N COLORADO inccrporated 1892 August 18, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 223 1st Street EATON CO 80615 970.454.3338 Fax: 970.454.3339 www.eatonco.org SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application Dear Honorable Pete Buttigieg, The Town of Eaton, Board of Trustees and Administration, writes to voice our support of the 2023 MPDG grant application for the north 1-25, segment 5 project. In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6 - mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The 1-25 corridor is a critical route for Colorado and the natior; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed "$875M out of the $1.7B in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project Thank you for your consideration of the 2023 MPDG Grant for the I-25 North Segment 5 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 WL/jw City of Loveland August 8, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, The City of Loveland, Colorado writes to voice our support of the 2023 MPDG grant application for the north 1-25, segment 5 project. In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment S project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 - lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The 1-25 corridor is a critical route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed ' $875M out of the $1.7B in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028. This statement represents mypersonal views and may or may not reflect the views of the Loveland City Council. This is not a governmental act. CITY COUNCIL 500 East Third Street, Suite 330 Loveland, CO 80537 970.962.2303 I TDD: 970.962.2620 LovGov.org City of Loveland This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the 1-25 North Segment 5 Project. The City of Loveland joins our Northern Colorado partners in strongly supporting Weld County's MPDG grant application, and looks forward to working together to improve safety, provide more reliable and equitable mobility options, and promote economic prosperity for all on this critical corridor. Sincerely, Loveland City Council, Ward 4, North Front Range MPO Council Liaison Mark Jackson City of Loveland Publi Works Director This statement represents my personal views and may or may not reflect the views of the Loveland City Council. This is not a governmental act. CITY COUNCIL 500 East Third Street. Suite 330 Loveland, CO 80537 970.962.2303 I TDD: 970.962.2620 LovG ov.org City of Fort C0llI11S August 10, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 Mayor City Hall 300 LaPorte Ave. PO Box 580 Fort Collins, CO 80522 970.416.2154 970.224.6107 - fax fcgov. corn SUBJECT: Support for North I-25 Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, Please accept this letter of support for the 2023 MPDG grant application for the North I-25, segment 5 project. In late 2003, an Environmental Impact Statement (EIS) began for the North I-25 Corridor to seek transportation solutions to provide modal alternatives, correct geometric deficiencies, improve safety, mobility, and accessibility, and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later. Although, with Weld and Larimer County being the first and second fastest growing counties in Colorado, the need for infrastructure advancement is now. Weld County and other Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation. Traffic volume projections for these communities show continued growth with I-25 North exceeding 140,000 vehicles per day in the year 2050, an approximate 65% increase from today's average daily traffic. The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment 5 improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of I-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic). • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. Fort Collins City of �f� The I-25 corridor is a critical route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed4875M out of the $1.7B in funding for the I-25 North Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to the Northern Colorado municipalities such as Fort Collins, along with state and federal agencies who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the I-25 North Segment 5 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. Sincerely, Jeni Arndt Mayor DocuSign Envelope ID: FOB629EF-650B-4E05-9BFC-973FBE35069A Ak City of sae -A Ay Thornton Thornton City Hall 9500 Civic Center Drive Thornton. CO 80229-4326 August 4. 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave. SE Washington. DC 20590 Office of the Mayor and City Council 303-538-7002 FAX 303-538-7562 www.ThorntonCO.gov SUBJECT: Support for North 1-25 Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, I am writing on behalf of the Thornton City Council in support of the Colorado 2023 MPDG grant application for the north 1-25, segment 5 project. Segment 5 is the last six -mile segment for 60 miles that is only two lanes in each direction. There are 3 or more lanes in each direction north and south of this segment, creating a traffic bottleneck. Segment 5 currently carries 85..000 vehicles per day. including 10% truck traffic, and is projected to carry 140,000 vehicles per day in 2050. Segment 5 will: • Improve safety by reducing fatalities and serious injuries. • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services. • Reduce greenhouse emissions.. include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. • Improve freight movement reliability. • Improve the resilience of the nation's transportation infrastructure. Thornton relies on the 1-25 corridor daily as does 85 percent of the population of Colorado living along the corridor, interstate travelers expecting to move through the corridor safely and efficiently, and the businesses nationwide that rely on the corridor to deliver goods and services safely and reliably. The City of Thornton supports the north I-25. segment 5, 2023 MPDG grant application to provide improved safety, to advance equity and sustainability goals. reduce greenhouse gases. improve freight reliability.. and improve resiliency of the transportation network. Sincerely, DocuSigned by: V44-0 rPtAs 4,11/4_ D99FCDF39C4145E Jan Kulmann, Mayor cc: Thornton City Council August 16, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Support for I-25 North Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, I write on behalf of Great Westen Railway of Colorado to voice our support of the 2023 MPDG grant application for the 1-25 North Segment 5 Project. In late 2003, an Environmental Impact Statement (EIS) began for the North I-25 Corridor to seek transportation solutions to provide modal alternatives; correct geometric deficiencies; improve safety, mobility, and accessibility; and replace aging and obsolete infrastructure. The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding. Originally, improvements along Segment S were not scheduled to be funded until 2035 or later; however, with Weld and Larimer County, respectively, being the first and second fastest growing counties in Colorado, and with Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation, the need for infrastructure advancement, and completion of North Segment 5, is now. Traffic volume projections for these communities show continued growth with I-25 North exceeding 140,000 vehicles per day in the year 2050. The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner. Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road. The Segment S improvements will: • Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of I-25 North that carries over 85,000 vehicles everyday (including over 100:0 truck traffic); • Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services; and GW 1� 4441t-e, R^��±��, Xt. if L-�s i r L-0.1 W.- 2 co. . r.) .��1`s.,L. .4-i. .: .� a , fr. �- '1 _ v:�e•..'rH 4 _fi r \y` may.__ •li..� 1' ..`1"ri• -r .. Q 2005 HOWARD SMITH AVENUE EAST WINDSOR. CO 80550 C 970 297 2604 • 0 MN IT PA X.COM • Y'i Tim. I1 !' L..f'.„ Omni� "[�wEBt� 6* HAIL s An. fSra�t "VWtNtu et H„ L s NLAt IS SM it • Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service. The 1-25 corridor is a critical route for Colorado and the nation; the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years. To date, CDOT and local agency and developer partners have contributed "$875M out of the $1.7B in funding for the I- 25 North Corridor improvements that have been or will be completed by 2028. This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability. This project has gathered significant support in a short amount of time with $350M for Segment S identified to date. Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project. Thank you for your consideration of the 2023 MPDG Grant for the 1-25 North Segment 5 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. Sincerely, Dallas Ramos General Manager Great Western Railway GW 0 2005 HOWARD SMITH AVENUE EAST_ WINDSOP CO 80550 t 97C 297 2604 ei pMHITPAX COM Omni7Riy( POWERED 8 rt RN( a +la: ES Ta TE ro Real Estate Group August 16, 2023 The Honorable Pete Buttigieg Secretary of Transportation US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 252 Clayton Street Denver, Colorado 80206 303 398 4575 BroeRealEstate corn SUBJECT Support for 1-25 North Segment 5 Project 2023 MPDG Grant Application Dear Secretary Buttigieg, I write on behalf of Broe Real Estate Group to voice our support of the 2023 MPDG grant application for the 1-25 North Segment 5 Project In late 2003, an Environmental Impact Statement (EIS) began for the North 1-25 Corridor to seek transportation solutions to provide modal alternatives, correct geometric deficiencies, improve safety, mobility, and accessibility, and replace aging and obsolete infrastructure The improvements identified in the EIS and documented in the Record of Decision are being implemented in a phased and strategic approach based on safety priority and funding Originally, improvements along Segment 5 were not scheduled to be funded until 2035 or later, however, with Weld and Lamer County, respectively, being the first and second fastest growing counties in Colorado, and with Northern Colorado communities consistently rank among the top 15 fastest -growing metro areas in the nation, the need for infrastructure advancement, and completion of North Segment 5, is now Traffic volume projections for these communities show continued growth with 1-25 North exceeding 140,000 vehicles per day in the year 2050 The Segment 5 project is needed to link improvements to the north and south that are nearing completion to ensure the corridor will operate in a safe and consistent manner Segment 5 is the last 6 -mile, two-lane directional roadway out of an approximate 60 -mile corridor, creating a dangerous bottleneck for roadway users whose expectation is a 3 -lane road The Segment 5 improvements will Manage growth safely and responsibly by significantly reducing injuries and fatalities along this reach of 1-25 North that carries over 85,000 vehicles everyday (including over 10% truck traffic), Advance safe and efficient transportation equitably and sustainably by increasing trip reliability and operational efficiency for all roadway users, including the Bustang bus services, and ro Real Estate Group 252 Clayton Street Denver, Colorado 80206 303 398 4575 BroeRealEstate com Reduce greenhouse emissions, include nature -based climate solutions that increase resiliency and sustainability by improving the level of service The 1-25 corridor is a critical route for Colorado and the nation, the local governments and private sector have become strong advocates for immediate EIS implementation, which is evident by the sizeable financial investments made in recent years To date, CDOT and local agency and developer partners have contributed —$875M out of the $1 7B in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028 This project is not only a priority, but a necessity to the Northern Colorado areas and other local residents, along with state and federal agencies, who are concerned with highway safety and reliability This project has gathered significant support in a short amount of time with $350M for Segment 5 identified to date Securing this MPDG Grant will complete the funding necessary and allow for construction to proceed immediately for this critical project Thank you for your consideration of the 2023 MPDG Grant for the 1-25 North Segment 5 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 Sincerely, Dean A Brown Senior Vice President Industrial Broe Real Estate Group COMMUNITY BENEFITS PLAN North Interstate 25 Segment 5 Improvements MPDG Narrative The communities of Northern Colorado have been growing at a record pace and the surrounding infrastructure that connects these vibrant communities to the Denver metro urban center is in desperate need of improvements. CDOT, through partnerships with all the local communities in the corridor, has invested $883.3M to complete many of the project segments, leaving Segment 5 as the most unsafe bottleneck in the corridor. These improvements have been thoughtfully planned through an EIS study and with intentional multimodal elements that aim to eliminate barriers that the interstate has created over the years and serving as a spine for north -south transit. The map below overlays critical project improvements (e.g., transit routes and transit stations) over a map of significant areas of population, business, and education to show the direct impact these improvements will make on the surrounding communities. .•• '4;T 20 WOK e tt on: ror Berthoud n ProsperfRd Mwn:nn y!iu Koihrfld Timnoth • t Trill 301', Frederick t1 110 ASK Severance t X /64% Regional Community Context Map Northern Colorado Region 11q»rnf let The Co'ora..Li Ucn. cal Treerl pew'etr.:r Relli,Ye 1 Pedestrian Connection Wildlife Passage Major Regional Trail Floodp!ain & Resiliency Improvements Airport TtMsit Routes 6ustang City of Loveland Transit (COLT) TransFort MN Greeley -Evans Transit (GET) Future Service (TEC) Majorljanstt thins Bustang (Mobility Hub) Future Mobility Hub City of Loveland Transit (COLT) Greeley -bans Transit (GET) Transfort natISILODVAIMALtai City of Loveland Transit (COLT) an Greeley -Evans Transit (GET) TransFort 0 COLORADO Department cf ?: an7pett]tL•i 1 f THE LINK THAT UNITES Tracking Number:GRANT13961183 .4 Bridging Communities Building_ Futures, Providing Choices, Strengthenin Bonds Funding Opportunity Number:NIPA-23-24-MEGA Received Date:Aug 18, 202"3 05:05:16 PM EDT TITLE VI PLAN North Interstate 25 Segment 5 Improvements MPDG Narrative Weld County and Colorado Department of Transportation (CDOT) have implemented Title VI plans. Weld County (the Applicant) and CDOT (Project Sponsor) are committed to achieving full compliance with Title VI of the 1964 Civil Rights Act and all related non-discrimination laws, and makes every effort to ensure that no person is excluded from participation in, denied the benefits of, or otherwise subject to discrimination in any program or activity on the basis of race, color, national origin, sex, disability or age, as described in Policy Directive 604.0. Weld County Civil Rights Plan https://www.weld.gov/files/sharedassets, public/departments/human-services/documents/civil-right-and-discrimination- complaints/wcdhs-civil-rights-plan-f.pdf CDOT Title VI Implementation Plan https://www.codot.gov/business/civilrights/titlevi/title-vi-assets/2021-fhwa-title-vi-implementation-plan_9-30-2020.pdf THE LINK THAT UNITES 5 Tracking Number:GRANT13961183 *4 Bridging Communities Buildingq Futures, Providing Choices Strengthenin Bonds Funding Opportunity Number:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:05:16 PM EDT PROJECT DESCRIPTION North Interstate 25 Segment 5 Improvements MPDG Narrative 1 The North Interstate 25 Segment corridor consists of 6 miles of interstate from Colorado State Highway (CO) 66 to CO 56. The North Interstate 25 (North 1-25) corridor connects to two international border crossings and five interstates, and it is the only north -south interstate in Colorado. The nearest north -south interstates are more than 500 miles to the east (1-35) and 350 miles to the west (1-15). North 1-25 provides a critical community, regional, interstate, and international connection for the movement of people and goods (Figure 1). Constructing the North Interstate 25 Segment project will close the safety and operational gap between Northern Colorado's rural communities and the adjacent urban centers. The major elements of the North 1-25 Segment 5 project (Figure 1) include reconstructing 1-25 to add one 12 -foot express lane in each direction, widening the inside shoulders from 4 feet to 10 feet and the outside shoulders from 10 feet to 12 feet; providing a 30 year pavement design life; installing Intelligent Transportation Systems (ITS) equipment; reconstructing the interchange at Weld County Road (WCR) 34; and replacing 8 bridges, 2 existing drainage box culverts, and 2 existing irrigation box culverts. PROJECT CONTEXT The northern Colorado front range has grown substantially over the past decade, exceeding population projections (U.S. Census). The population of Colorado is expected to continue to significantly outpace growth in the national population with a majority occurring in urban areas north of Denver along the North 1-25 corridor. The current infrastructure is struggling to accommodate the population growth, resulting in travel time delays and an increase in congestion and crashes. The North 1-25 Segment 5 project is one of the final projects needed to bring the entire North 1-25 corridor up to standard to operate in a safe and efficient manner as outlined in the Environmental Impact Statement (EIS). To the north of Segment 5, between Berthoud and Fort Collins, over $900 million recently been invested to improve 20 miles of roadway, including 33 reconstructed bridges, 11 added pedestrian/wildlife cross connectivity locations, 6 fully reconstructed interchanges, and 2 new mobility hubs. To the south of Segment 5, nine miles of added tolling to the Denver area is complete and multiple mobility hubs are under construction. In the sections south of Segment 5 without tolling, 15.5 miles of 3 -lane highway with additional shoulder widths was constructed. This leaves Segment 5 as the only two-lane highway in each direction, which stretches for 6 miles and has sub -standard shoulder widths, pavement, and interchanges. The completion of this project will finalize the remaining six miles of upgraded roadway on 1-25, resulting in a total of 60 miles of improved road and connecting a mobility hub network composed of nine hubs that connect communities between downtown Denver and Fort Collins. Figure 1: North I-25 Segment 5 Project Scope and EIS Segments frit Fart (o01n HartinFi Rd L arrdand slp Southbound Toll Line ir Entrance n WCR 38 Wain tine: Full Reconstruction Segment 8 CC 42.0 CO 14 Segment 7 CC 402:o CO 372 Segment 6 CepS&toCO402 WCR 44 • Replace and widen all bridges (8 Locations) Mainline: Widen to 10 ft inside and 12 ft outside shoulders to increase safety Intersection Improvements Mainline: Improved geometry and reconstruction of agony infrastructure Reconstruction of Interchange at WCR 34 and intersection improvements WCR 34 WCR 32 Mainline: Widening for Northbound Express Lane - PROJECT HISTORY This section of 1-25 was originally constructed in the early 1960s. Beginning in late 2003 and completed in 2011, an EIS and Final Environmental Impact Statement (FEIS) were completed for the North 1-25 corridor. Originally, improvements along this section of 1-25 were not scheduled to be funded until 2035 or later. As safety and travel time reliability decreased due to an influx of new residents and visitors, local governments and the private sector became strong advocates for the immediate implementation of improvements. Improvements identified in the EIS that hove been implemented in a phased and strategic approach include (shown on following page): THE LINK THAT UNITES �• Tracking Number:GRANT13961183 it Bridging Communities Buildingq Futures Providing Choices, Strengqthening Bonds Funding Opportunity Number:NIPA-23-24-MEGA Received Date:Aug 18, 20Z'3 05:0`5:16 PM EDT PROJECT DESCRIPTION North Interstate 25 Segment 5 Improvements MPDG Narrative 2 Segments 2 & 3 Segments 6-8 A reversible express lane was constructed, complete in the early 2000s Express lanes were constructed in both directions, complete between 2010 and 2020 Reconstruction complete in 2009, including adding a GP lane in each direction, wider shoulders, and improved pavement The Record of Decision (ROD) I cleared work within Segment 5 in 2011. A southbound climbing lone between CO 56 and WCR 48 was constructed in 2015 through a Categorical Exclusion (CatEx). Construction including widening shoulders, improving pavement, reconstructing bridges and interchanges, and adding an express lane in both directions currently under construction with completion in spring 2024 See Project Budget for more information about the project's incurred costs, history, and timeline. SCOPE OF WORK The project is currently at a 20% design level, and a Construction Manager/General Contractor (CM/GC) is under contract, with an early construction package anticipated by early -to mid -2024. The owner, design, and construction team used on Segment 6 is also performing the preconstruction and construction elements for Segment 5. This will harness the Segment 6 healthy team dynamics. best practices and lessons learned, leading to an effective and efficient Segment 5 project delivery. See Project Readiness for more info. The ultimate configuration, as stated in the EIS, will include three general purpose (GP) lanes and one express lone in each direction. This project will focus on the first phase of the ultimate configuration and construct two GP lanes and one express lane in each direction, but design will maintain focus of the future lane expansion and accommodate this layout where possible through smart planning of salient features such as utility relocations, major structures, and pavement jointing layouts. The conceptual design is based on an optimized alignment and bridge refinements implemented on Segment 6 from CO 56 to CO 402 to the north. The optimized design includes shifting the mainline from the EIS alignment to reuse existing pavement, preserve right of way and optimize the East Frontage Road where possible, use center piers in the 1-25 median, and minimize reconstruction on cross streets. These refinements not only maximize project scope using available funding; but also provide an environmentally friendly approach by reducing landfill waste and greenhouse gases. Major Interstate Scope Items Increase capacity by adding one express lane and a four -foot painted buffer for 6 miles in each direction from CO 66 to just south of CO 56 at the Little Thompson River bridges. Install state-of-the-art tolling and ITS equipment and integrate with the Colorado Transportation Management Center (CTMC). l • Correct roadway geometry to address safety concerns related to stopping sight distance, substandard horizontal and vertical roadway curves, and substandard interchange ramp acceleration and deceleration lane lengths. Reconstruct other minor crossings, as needed, for streams, irrigation ditches, drainage, etc. Tracking Number:GRANT13961183 Widen bridges to accommodate the additional express lane, provide increased shoulder width, and provide adequate vertical clearance. Upgrade guardrails and cable barrier and provide a safe recovery area for errant vehicles (clear zone) to increase roadside safety. Funding Rehabilitate and/or reconstruct existing pavement to extend its useful life by at least 30 years. j Widen shoulders from 10 -foot outside and 4 -foot inside shoulders to 10 -foot inside and 12 -foot outside shoulders to reduce congestion -related crashes and provide improved access for emergency vehicles. Incorporate innovative technology, where possible, to address recurring safety and operational issues, as outlined in the Innovative Technologies section. f THE LINK THAT UNITES Bridging_ Communities. BuildingFutures, Providing Choices, Strengtheningq Bonds Opportunity Number:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:05:16 PM EDT PROJECT DESCRIPTION North Interstate 25 Segment 5 Improvements MPDG Narrative 3 WCR 34 Interchange Major Scope Items Reconstruct intersections at both the west and east ramp terminals to improve traffic flow. Eliminate the inadequate spacing between crossroad and frontage road intersections to improve traffic operations and reduce driver confusion. Realign the east frontage road to create separation from ramp intersection, improve traffic patterns, and provide more consistent trip reliability. PROJECT ELEMENTS & CHALLENGES ADDRESSED BY THE PROJECT Segment 5 connects the 6 -mile gap in the 3 -lane interstate, provides additional capacity,and improves travel time reliability from Fort Collins to the Denver metropolitan area (Figure 2). Over the 20 -year analysis period, the North I- 25 Segment 5 project generates $1.2B in benefits at a 7% discount rate. This significantly outweighs the costs of the project, resulting in a BCR of 4.2:1 and a net present value of $901M at a 7% discount rate. The largest components of these benefits focus on travel time, freight operations, and safety savings. Safety of the traveling public is the top priority —specifically, reducing crashes associated with congestion and deficient roadway geometry. An additional benefit is reducing long backups caused by the bottleneck created by narrowing from three lanes to two lanes. By delivering the project to the community earlier than outlined in the North Front Range Metropolitan Planning Organization's (NFRMPO) 2040 Regional Transportation Plan, the benefits will be implemented 15 years sooner and at a fraction of the cost. Table 1: Funding Uses Corridor Challenge Project Element Project Outcome / Public Benefit Segment 5's two-lane highway connects to three -lane highway to the south and north, creating a bottleneck. See Safety section. Geometric design deficiencies include sub -standard shoulder widths. WCR 34 interchange experiences significant operational issues and backups during peak hours. Bridges with substandard vertical clearances and are either approaching or past the design life. Deteriorating existing pavement conditions, creating an uncomfortable and unsafe ride. See State of Good Repair section. Increased traffic congestion creates challenges for critical freight movement, job access, recreational activities. See Economic Impacts, Freight Movement, and Job Creation section. Widen 1-25 mainline to include two GP lanes and an express lane in both directions. Add 10 -foot inside shoulders and 12 -foot outside shoulders to meet current national standards. Full reconstruction of WCR 34 interchange. Remove signal control at ramp terminals and replace with roundabouts. Replacement of the eight bridge structures within the project area. Provide 30 -year pavement design life. Widen 1-25 mainline to include two GP lanes and an express lane in both directions. Install ITS and technology components that support active traffic management and communication tools. Adding an express lane resolves the bottleneck within the six -mile project segment, increasing interstate safety, trip reliability, and mode choice. Increased driver comfort and safety. Allows dive off refuge in quick breaking situations, reducing rear -end crashes. Increases operational efficiency in a high truck interchange. See Safety section. Reduce repair closures and maintenance costs. Improve safety by increasing vertical clearance. Milling and overlaying existing pavement with either concrete or a composite section of asphalt and concrete, leading to a smoother and safer ride. Reduce congestion and increase safety with the addition of express lanes, widening of shoulders, and the installation of ITS components with variable tolling to monitor and manage congestion. The addition of ITS enhances the capability to provide vital driver information during emergencies and highway closures. THE LINK THAT UNITES Bridging_ Communities BuildingFutures, Providing Choices, Strengthening Bonds Opportunity umber:NIPA-13-24-MEGA Received Date:Aug 18, 2023 05:O5:16 PM EDT 4 A Tracking Number:GRANT13961183 Funding PROJECT DESCRIPTION North Interstate 25 Segment 5 Improvements MPDG Narrative 4 BROADER CONTEXT OF OTHER INFRASTRUCTURE INVESTMENT 1-35 is the nearest north -south interstate 500 miles to the east and 1-15 is the nearest by 350 miles to the west (Figure 3). This project will deliver capacity to better manage a variety of significant events, including emergencies, severe weather, and special events. The capacity alleviates passenger and freight vehicle congestion, reduces vehicle hours of travel (VHT), reduces crashes, and improves air quality with the additional travel lanes and widened shoulders. It promotes multimodal transportation for commuters by extending the express lanes currently under construction in Segments 6-8 to increase operational efficiency for Bustang, Greyhound, and other public transit services. It removes the 6 -mile gap of 2 -lane highway for the 60 -mile stretch between Denver to Fort Collins. See Project Budget for more about Colorado's investments in the 1-25 corridor. Figure 3: Broader Context of I-25 Regional, National, Et International Connectivity A toxr Coifs I J Project Location krootporated Arras County linos — Intem ms Stat• i4igiNcm Figure 4: -1 ttt trn Binh Riri;n- PcvHvard Laval txn P. Lu.. Maw lavf now �u G`r,rsrj, fawnru nr Future High Plains Blvd. High Plains Boulevard Not only are local communities heavily investing in 1-25, Weld County and CDOT, along with other local agencies, are collectively planning for a new north -south arterial roadway to help mitigate traffic congestion on 1-25 in the future (Figure 4). Regional and local connectivity is a major concern along the 1-25 corridor, and this planned roadway would allow for an alternative and redundant route approximately a 1/2 mile offset to the east from 1-25. This parallel north -south route provides local communities the opportunity to use other modes like bikes, micro transit, and walking to get to their destination, without needing to travel on the interstate for short distances. These investments by stakeholders, communities, and developers adjacent to Segment 5 demonstrate the commitment to improving operations throughout the corridor. This approximate 14 -mile virgin roadway is a collaborative route that traverses through seven cities, towns, and counties. This important road will create 1-25 redundancy. It is being strategically funded and built in phases by adjacent developers and local agencies at an approximate cost of $175M. PROJECT LOCATION The construction limits of the project are 1-25 in Colorado, from Milepoint 242.15 to Milepoint 249.85. This project is located within census tracts 21.04, 21.05, and 21.06. The project will improve the safety and comfort of using a major north -south artery for the region. Those who live and work in the largest cities in proximity to the corridor (e.g., Loveland, Fort Collins, Greeley, Longmont) will benefit greatly from this project, as they use this portion of 1-25 more frequently than most. Area of Persistent Poverty Within the major cities this project will serve, census tracts have been identified by the USDOT as areas of persistent poverty. Of those, 17 Census Tracts are identified in Ft. Collins (1, 2.01.5.03, 5.04, 5.05, 5.06, 6, 7, 9.01, 11.04, 11.10, 11.11, 13.01, 13.04, 13.05, 13.06, and 13.07), 1 in Fort Collins (1707), 12 in Greeley (1, 2, 5.01, 5.02, 6, 701, 703, 8, 10.03, 10.06, 12.01, and 13), and 2 in Longmont (134.01 and 135.03). See Figure 4. Historically Disadvantaged Community The project limits are located entirely within a historically disadvantaged community - Weld County Census Tract 21.03. Within the major cities this project will serve, census tracts have been identified by the USDOT as historically disadvantaged p Tracking Number:GRANT13961183 THE LINK THAT UNITES • t Bridging Communities Building_ Futures, Providing Choices, Strenatheninc Bonds Funding Opportunity umber:NIPA-23-24-MEGA GA Received Da e:Aug 18, 20 05:05:16 PM EDT PROJECT DESCRIPTION North Interstate 25 Segment 5 Improvements MPDG Narrative communities. Of those, I census tract is identified in Ft. Collins (13.04), 15 in Greeley (1, 2, 4.02, 5.01, 5.02, 6, 7.01, 703, 7.05, 8,10.03, 10.04,12.01,13,14.17), and 2 in Longmont (134.01 and 135.05). See Figure 4. Census -Designated Urban Areas This project falls along 1-25 to the north of the census designated Urban areas of Denver / Aurora and to the south of Fort Collins. This corridor serves as the main north -south connection for these areas. Figure 5: Project Demographics ibNT I F NASTOtt'n' Project Location CO 66 to CO 56 FIRESTONE - FREDERICK Count SOU tide _ Census Designated Urban Areas (2020) Areas of Persistent i Poverty (Censtn 2020) / • FORT COLLINS _l f 4RI4f CRC 1I IENV fft JOHNSTON'N Project Location CO 66 to CO 5t) FIRESTONE - FREDERICK _s- J . Count? &,uncat:es Census Designated Urban Mess (2O20J Undo sctvest Di advantsged Communtt:rs (CF.1ST) S. LONGMONT GREELEY Project Location CO 66 to CO 56 FIRESTONE` FREDERICK 'County Boundaries Population of Census Designated Urban Area IWOCen+us; —71t CQ Fort ilins - 326.332 �� • Denver - 2.686.147 •: -N/A 1ENVER Since 40% of the three census populations are considered Areas of Persistent Poverty' and/or `Historically Disadvantaged', 40% of the transportation improvements resulting from this project will benefit Justice40 eligible populations. These communities will not be impacted by construction activities as they are located outside of the construction limits. PROJECT PARTIES Weld County is the Applicant. CDOT, as the Project Sponsor and grant funds administer, is responsible for planning, building, and maintaining state and federal roadways in Colorado. Weld County and CDOT have a long-standing positive relationship that is founded on strategic partnerships that leverage the deep local connections and investments of the county with CDOT's agency capacity to successfully deliver high -quality, large-scale transportation projects. CDOT has experience managing federal discretionary grants from a wide variety of programs and is familiar with managing the full grant agreement process in partnership with relevant federal agencies. Since 2017, CDOT has been awarded approximately $488M in competitive grant funding from the USDOT, FHWA, FTA, FRA, and the National Fish and Wildlife Foundation. CDOT tracks historical success of its previous and ongoing highway and transportation surface improvement projects; over the last five years, variance between the estimated schedule and cost versus actual schedule and cost has been less than 1% with CDOT consistently delivering highway improvement projects on time and on budget. CDOT is under contract with the same team who successfully delivered the $300M 1-25 North Segment 6, CO 56 to CO 402 project, including the owner team, lead design firm, contractor. and the multi -disciplined team. Delivered as a CM1 GC project, the 5.1 mile segment included 12 bridges, a parallel frontage road, 3 interchanges (1 diverging diamond with signalization, 1 with 1-25 flipped from under to over), 5 cross street connections, 3 roundabouts, and 1 mobility hub. CDOT and the lead design firm collaborated on over 40 agreements, amendments, and permits among 11 utility providers and 9 irrigation users. ROW was acquired from over 40 parcels. At the time of grant submittal, Segment 6 is 90% complete. The project is on time and on budget, including the administration of a $20M BUILD grant that will be expended well before the regulatory timeframes. North 1-25 Coalition: For more information see Project Readiness. A THE LINK THAT UNITES 4 Bridging Communities Building Futures, Providing Choices, Strengthening Bonds Funding Opportunity Number : NIPA-'23 - 24 - a GA Received Date :Aug 18, 2023 05:O:16 PM EDT Tracking Number:GRANT13961183 FUNDING 1 DOCUMENTATION RESOLUTION RE APPROVE APPLICATION FOR 2023 MULTIMODAL PROJECT DISCRETIONARY GRANT (MPDG), MEGA PROGRAM FOR NORTH INTERSTATE 25, SEGMENT 5 IMPROVEMENTS PROJECT, AND AUTHORIZE DEPARTMENT OF PUBLIC WORKS TO SUBMIT ELECTRONICALLY ON BEHALF OF COLORADO DEPARTMENT OF TRANSPORTATION (CDOT) 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 Mega Application for the 2023 Multimodal Project Discretionary Grant (MPDG) for the North Interstate 25, Segment 5 Improvements Project from 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 and on behalf the Colorado Department of Transportation (CDOT), to the Colorado Department of Local Affairs, with further terms and conditions being as stated in said application, and WHEREAS, as the grant applicant, Weld County agrees to commit $5,000,000 00 of local match funding towards the project, if the grant is awarded, and WHEREAS, the Mega Grant Program supports large, complex projects that are difficult to fund by other means and are likely to generate national or regional economic, mobility, or safety benefits The North Interstate 25, Segment 5 Improvements Project application is an eligible project, and the application is due to the U S Department of Transportation on August 21, 2023, 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 Mega Application for the 2023 Multimodal Project Discretionary Grant (MPDG) for the North Interstate 25, Segment 5 Improvements Project from 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 and on behalf the Colorado Department of Transportation (CDOT), be, and hereby is, approved BE IT FURTHER RESOLVED by the Board that Elizabeth Relford, Department of Public Works, be, and hereby is, appointed as the Authorized Representative to electronically submit said application, on behalf of the Board of County Commissioners cc•Pa(cHIER), AcT(ulcv) 0.3/1'1/23 2023-2414 EG0081 APPLICATION FOR 2023 MULTIMODAL PROJECT DISCRETIONARY GRANT (MPDG), MEGA PROGRAM FOR NORTH INTERSTATE 25, SEGMENT 5 IMPROVEMENTS PROJECT, ON BEHALF OF COLORADO DEPARTMENT OF TRANSPORTATION (CDOT) PAGE 2 The above and foregoing Resolution was, on motion duly made and seconded, adopted by the following vote on the 16th day of August, A D , 2023 BOARD OF COUNTY COMMISSIONERS WELD COUNTY, COLORADO ATTEST C.d -4 Weld County Clerk to the Board BY JOLCd 6-OCLRtc5r-r—)6 Deputy Clerk to the Board 2023-2414 EG0081 o COLORADO Department of Transportation Office of the Deputy Executive Director 2829 W. Howard Place Denver, CO 80204-2305 August 16th, 2023 The Honorable Pete Buttigieg US Department of Transportation 1200 New Jersey Ave, SE Washington, DC 20590 SUBJECT: Financial Commitment from CDOT for 1-25 North Segment 5 Project Dear Secretary Buttigieg, To date, the Colorado Department of Transportation (CDOT), local agencies, and developer partners have contributed -S875M out of the $1.78 in funding for the 1-25 North Corridor improvements that have been or will be completed by 2028. As joint partner and lead financial contributor to the N 1-25 Segment 5 Project, CDOT commits $350M of the total $450M project costs. This commitment is documented in the following Transportation Commission Resolutions: Resolution #TC-2022-09-12 Resolution #TC - 2022 -12 -11 Resolution #TC-2023-04-11 The secured funding is also documented in CDOT's published 10 Year Plan: https: / /drive. google.com/file/d/ 1glxVibwHF8a681GRabol_oJHTgyzx4G5/view Sincerely, e411# v Herman Stockinger Deputy Director 2829 W. Howard Place Denver, CO 80204-2305 P 303.757.9011 codot.gov Resolution #TC-2022-09-12 Instructing the Colorado Department of Transportation (CDOT) to dedicate new state strategic revenue received through Senate Bill 21-260, and new federal strategic revenue received through the Infrastructure Investment and Jobs Act towards the approved 10 - Year plan project list attached. Approved by the Transportation Commission on September 15, 2022 WHEREAS, the Colorado Senate Bill 21-260 provides new, long-term and stable transportation funding to Colorado for the first time since the passage of FASTER in 2009; and WHEREAS, the federal Infrastructure Investment and Jobs Act was enacted in November 2021 and includes additional funding for surface transportation over a five-year period; and WHEREAS, the Commission adopted a four year priority list of transportation projects for fiscal years 2020-2022 in November of 2019; and WHEREAS, the Department has made significant progress in delivering the aforementioned list of priority projects for fiscal years 2020-2022 and has, as of the date of this resolution, $380 million in project needs remaining to complete the fourth year of the original four-year project list; and WHEREAS, SB21-260 requires the Department to update it's 10 Year Plan to be in compliance with the GHG Pollution Standard Rule; and WHEREAS, CDOT has demonstrated that the updated Plan complies with the GHG Pollution Standard and the Commission has approved this compliance via its adoption of the September 2022 GHG Transportation Report; and WHEREAS, CDOT has worked closely with its planning partners to update the 10 -Year Plan and identify the next four year priority list for fiscal years 2023-2026 based on forecasted strategic funding from the aforementioned state, federal, and other sources in the amount of $325 million per year on average over the next four years; and WHEREAS, in conducting this update, CDOT staff ensured consistency with the Colorado Transportation Commission directed targets for regional equity, with 10% allocated off the top to transit as a minimum, 50% of the remaining capital investment prioritized to elements of surface treatment and bridge asset management, and 25% targeted to rural paving program investments for the areas of the state with sufficient rural road mileage to participate in the rural paving program; and WHEREAS, the Colorado Transportation Commission recognizes the funding for the 10 - Year Plan projects represent planning level estimates and must be delivered in accordance with policy directive 703 0 "Annual Budget, Project Budgeting and Cash Management Principles", and NOW THEREFORE BE IT RESOLVED, the Colorado Transportation Commission approves the updated 10 -Year Plan which includes full delivery of the FY19-22 project list and a new set of priority projects for FY23-26 as listed in the project tables attached to this resolution Herman ,D=sanedby Date 2022 09116ef Stockinger,/„0„3 0600 Herman Stockinger, Secretary Date Transportation Commission Resolution #TC-2022-12-11 I-25 North Express Lanes Segment 5 Project Alternative Delivery Recommendation Approved by the Transportation Commission on December 14, 2022 WHEREAS, CDOT advertised a Request for Proposals (RFP) for a Construction Manager/General Contractor (CM/GC) for the I-25 North Express Lanes Corridor and the scope of work for the RFP included a defined Focus Area containing both the Segment 5 (State Highway 66 to State Highway 56) and Segment 6 (State Highway 56 to State Highway 402) on July 26, 2018, and WHEREAS, RLW/SEMA, A Joint Venture, L P was selected after a determination that its proposal was the most advantageous to CDOT pursuant to the evaluation criteria listed within the RFP and subsequently executed a Preconstruction Services Contract with CDOT on November 9, 2018, and WHEREAS, the RFP included provisions that stated "as additional funds are obtained, the selected Proposer may be retained for the remainder or elements of work within the Focus Area and/or Project Approach limits", and WHEREAS, the Colorado Transportation Commission approved Resolution #TC-2022-09-12 on September 15, 2022 instructing CDOT to dedicate new state strategic revenue received through Senate Bill 21-260, and new federal strategic revenue received through the Infrastructure Investment and Jobs Act towards the 10 -Year plan project list of which was revised to include $350 million for North 1-25 Express Lanes Segment 5, and WHEREAS, CDOT believes the cost of the I-25 North Express Lanes Segment 5 Project (Project) is expected to exceed seventy-five million dollars, and WHEREAS, pursuant to Colorado Law at Section 24-93-110(2) (a), C R S , which was part of Senate Bill 21-260, if the cost to complete a public project is expected to exceed seventy-five million dollars, the Department of Transportation shall, before selecting the Innovative Project Delivery (IPD) method for a construction project and beginning of the procurement process, go through a number of transparency and accountability steps, and WHEREAS, CDOT was not required to complete the subsequent accountability and transparency requirements within Senate Bill 21-260 for the RFP dated July 26, 2018 because the RFP proceeded the SB 21-260 requirements by several years, and WHEREAS, CDOT is committed to completing the remaining transparency and accountability steps within Section 24-93-110 C R S , and NOW THEREFORE BE IT RESOLVED, the Transportation Commission hereby approves the use of the existing Preconstruction Services Contract with RLW/SEMA, a Joint Venture, L P which utilizes Construction Manager/General Contractor as the main Alternative Delivery Method for the Project and requests CDOT to publish on CDOT's website, the justification for selecting the Construction Manager/General Contractor for the Project Herman ' Digit.,signed by Herman Stockmger Stockinger Date 2!122,2,8 g ,559,4 0700 Herman Stockinger, Secretary Date Transportation Commission of Colorado Resolution #TC-2023-04-11 Approving an Intra-Agency Agreement between the Colorado Department of Transportation and the Colorado High Performance Transportation Enterprise and a Direct Agreement between the Colorado Department of Transportation, the Colorado High Performance Transportation Enterprise and U S Department of Transportation for the I-25 North Express Lanes Project Approved by the Transportation Commission on April 20, 2023. WHEREAS, pursuant to Section 43-1-106(8), C R S, the Transportation Commission is responsible for formulating the general policy with respect to the management, construction, and maintenance of public highways and other transportation systems in the state, and WHEREAS, the Transportation Commission promulgates and adopts all budgets for the Colorado Department of Transportation ("CDOT") and state transportation programs, and WHEREAS, the General Assembly created the Colorado High Performance Transportation Enterprise ("CTIO"), pursuant to Section 43-4-806, C R S , as a government -owned business within CDOT to pursue innovative means of more efficiently financing important surface transportation projects that will improve the safety, capacity, and accessibility of the surface transportation system, and WHEREAS, CTIO is authorized, pursuant to Section 43-4-806(2)(c)(I), C R S , to impose user fees on the travellmg public for the privilege of using surface transportation infrastructure, and is further authorized pursuant to Section 43- 4-806(2)(c)(III), C R S to contract with any governmental or non -governmental source of funding for loans to be used in support of CTIO's functions, and WHEREAS, CDOT, in partnership with CTIO, is working to complete, implement and operate certain transportation infrastructure projects in the I-25 North Corridor, which currently comprises six segments (each, a "Segment") of Interstate 25 North commencing at the U S Highway 36 interchange ("I-25 North") Such project includes, among other components, completion of a tolled express lane in each direction (collectively, "Express Lanes") and completion of the general purpose lanes adjacent to the Express Lanes (collectively, "General Purpose Lanes"), which Express Lanes and General Purpose Lanes are located in (i) an approximately 6 -mile segment of I-25 North between the U S Highway 36 interchange and the State Highway 128 (120th Avenue) interchange ("Segment 2"), (ii) an approximately 6 -mile segment of I-25 North between the State Highway 128 (120th Avenue) interchange and the E-470/Northwest Parkway interchange ("Segment 3"), (iii) an approximately 7 -mile segment of I-25 North between the State Highway 66 interchange and the State Highway 56 interchange ("Segment 5"), (iv) an approximately 5 -mile segment of I-25 North between the State Highway 56 interchange and the State Highway 402 Page 1 of 5 interchange ("Segment 6"), (v) an approximately 7 -mile segment of I-25 North between the State Highway 402 interchange and the State Highway 392 interchange ("Segment 7"), and (vi) an approximately 7 -mile segment of I-25 North between the State Highway 392 interchange and the State Highway 14 interchange ("Segment 8"), and WHEREAS, CDOT and CTIO have completed the planning, design, engineering, acquisition, installation, construction, repair, and reconstruction of the components of the I-25 North Express Lanes Project consisting of the Express Lanes located in Segments 2 and 3 (the "Segment 2 Express Lanes Project" and the "Segment 3 Express Lanes Project," respectively), and said Express Lanes in such Segments are currently open for tolled traffic, and WHEREAS, CDOT has requested CTIO's involvement in the planning, design, engineering, acquisition, installation, construction, repair, and reconstruction of the components of the I-25 North Express Lanes Project consisting of the Express Lanes located in Segments 5, 6, 7 and 8 (collectively, the "Segments 5-8 Express Lanes Project" and, collectively with the Segment 2 Express Lanes Project and the Segment 3 Express Lanes Project, the "I-25 North Express Lanes Project") to provide for the variety of benefits CDOT will receive from CTIO through the implementation of tolling on such Express Lanes, including, but not limited to, allowing CDOT to better manage congestion over the long term on I-25 North and providing the traveling public with the choice of a new travel lane with more reliable and efficient travel times, and WHEREAS, pursuant to Section 43-4-806(4), C R S , the Transportation Commission may authorize the transfer of money from the state highway fund to CTIO to defray expenses of CTIO, and WHEREAS, consistent with CTIO's statutory purpose as a government -owned business and enterprise for purposes of Article X, Section 20 of the Colorado Constitution, and in order to finance the I-25 North Express Lanes Project, CTIO intends to enter into certain Financing Agreements (as hereinafter defined) pursuant to which CTIO will pledge all amounts received by CTIO from tolls, rates, and other user fees imposed by CTIO pursuant to C R S § 43-4-806(2)(C)(I) for the privilege of traveling on the Express Lanes completed as components of the I-25 North Express Lanes Project, and WHEREAS, CTIO intends to finance a portion of the costs of the I-25 North Express Lanes Project with the proceeds of a loan to be provided by the U S Department of Transportation, acting by and through the Executive Director of the Build America Bureau (as so acting, "TIFIA Lender"), pursuant to the Transportation Infrastructure Finance and Innovation Act ("TIFIA") program ("TIFIA Loan" or "Financing"), and WHEREAS, the TIFIA Loan will fund the payment of certain costs and expenses Page 2 of 5 of (i) the planning, design, engineering, acquisition, installation, construction, repair, reconstruction of the Segment 3 Express Lanes Project and the Segments 5-8 Express Lanes Project, and other lawful expenses and costs related thereto, and (ii) associated transaction costs, and WHEREAS, CDOT has entered into a CM/GC Construction Project Contract dated July 3, 2019 ("Segment 5/6 Construction Contract") with RLW/SEMA, a Joint Venture, L P ("Segment 5/6 General Contactor") for the construction of the components of the I-25 North Express Lane Project located in Segments 5 and 6, which Segment 5/6 Construction Contract establishes, among other things, minimum insurances to be provided by the Segment 5/6 General Contactor during the construction period, certain required parent guarantees and payment and performance bonds, and sets forth liquidated damages to be assessed by CDOT in the event such components of the I-25 North Express Lane Project are not completed within the timeframes set forth in the Segment 5/6 Construction Contract, and WHEREAS, CDOT has entered into a Design/Build Contract dated February 13, 2018 ("Segment 7/8 D -B Contract" and, collectively with the Segment 5/6 Construction Contract, "Construction Contracts"), with Kraemer/IHC Joint Venture ("Segment 7/8 Design Builder" and, collectively with the Segment 5/6 General Contractor, "Construction Contractors") for the design and construction of the components of the I-25 North Express Lane Project located in Segments 7 and 8, which Segment 7/8 D -B Contract establishes, among other things, minimum insurances to be provided by the Segment 7/8 Design Builder during the construction period, certain required parent guarantees and payment and performance bonds, and sets forth liquidated damages to be assessed by CDOT in the event such components of the I-25 North Express Lanes Project are not completed within the timeframe set forth in the Segment 7/8 D -B Contract, and WHEREAS, funding for the Segment 2 Express Lanes Project was provided by certain federal, State and local funds contributed for such purpose In connection therewith, CDOT and CTIO entered into that certain I-25 North Express Lanes Project (Segment 2) Intra-Agency Agreement dated as of August 2, 2016 ("2016 Segment 2 Intra-Agency Agreement"), pursuant to which, among other things, CDOT and CTIO defined their respective roles in cooperating to operate and maintain the Express Lanes and the General Purpose Lanes in Segment 2, and to allocate the costs related thereto, and WHEREAS, in connection with the Segment 3 Express Lanes Project, CDOT and CTIO entered into that certain I-25 North Express Lanes Project (Segment 3) Intra-Agency Agreement dated as of February 24, 2016 ("2016 Segment 3 Intra- Agency Agreement"), pursuant to which, among other things (i) CDOT and CTIO defined their respective roles in cooperating to operate and maintain the Express Lanes and the General Purpose Lanes in Segment 3, and to allocate the costs related thereto, and (u) CDOT agreed to provide (solely at its discretion as set Page 3 of 5 forth therein) financial support to CTIO with respect to the CTIO's payment obligations with respect to the operation and maintenance of the Segment 3 Express Lanes, and WHEREAS, in connection with the Segments 5-8 Express Lanes Project, CDOT and CTIO desire to enter into an updated Intra-Agency Agreement (which will supersede and replace the 2016 Segment 2 Intra-Agency Agreement and the 2016 Segment 3 Intra-Agency Agreement) ("2023 IAA") to define their respective roles and responsibilities with respect to (i) funding the I-25 North Express Lanes Project, specifically Segments 5, 6, 7, and 8, and (n) operating and maintaining the I-25 North Express Lanes and adjacent General Purpose Lanes, and to allocate the costs related thereto, and WHEREAS, as a condition of the TIFIA Lender providing the TIFIA Loan to CTIO, the TIFIA Lender requires CTIO, CDOT and the TIFIA Lender to enter mto a Direct Agreement ("Direct Agreement"), which provides the TIFIA Lender certain assurances and agreements with respect to the TLA, the Construction Contracts and the 2023 IAA, and WHEREAS, the Direct Agreement requires CDOT to covenant to certain provision in the TLA and the 2023 IAA, including provisions concerning operations and maintenance responsibilities, construction of the I-25 North Express Lanes and adjacent General Purpose Lanes, and insurance, and WHEREAS, the Transportation Commission has reviewed the Direct Agreement and a memo on the Direct Agreement prepared by staff, and WHEREAS, any payment made by CDOT under its obligations outlined in the 2023 IAA and the Direct Agreement or any loan that CDOT provides CTIO pursuant to the 2023 IAA shall, notwithstanding any state fiscal rule or generally accepted accounting principle that could otherwise be interpreted to require a contrary conclusion, constitute a loan from the Transportation Commission to CTIO and shall not be considered a grant for purposes of Section 20(2)(d) of Article X of the State Constitution, and WHEREAS, the Transportation Commission recognizes and respects the legal principle that it cannot bind future Transportation Commissions with respect to budgetary and policy decisions, recognizes it cannot agree, in advance, to allocate and transfer state highway funds for a loan to CTIO, and agrees that any decision as to whether or not to allocate and transfer such funds for such purposes shall be made by the Transportation Commission, in its sole discretion, in the year in which the CTIO request occurs, and WHEREAS, there is on file with the Transportation Commission forms of the Page 4 of 5 _ following documents (a) the 2023 IAA, and (b) the Direct Agreement, and WHEREAS, the Transportation Commission desires to authorize and approve the execution and delivery of the 2023 IAA and the Direct Agreement, and NOW THEREFORE BE IT RESOLVED, the Transportation Commission approves the 2023 IAA in substantially the form filed with the Transportation Commission prior to the meeting of the Transportation Commission at which this Resolution is adopted, and authorizes and directs the Executive Director of CDOT or her delegee, or any other officer of CDOT duly appointed by the Executive Director of CDOT, to execute and deliver the 2023 IAA on behalf of CDOT, in substantially the form filed with the Transportation Commission prior to the meeting of the Transportation Commission at which this Resolution is adopted, with such changes therein and additions thereto, not inconsistent with this Resolution, as are approved by the Executive Director of CDOT or her delegee or the person(s) executing the same on behalf of CDOT (whose signature(s) thereon shall constitute conclusive evidence of such approval) BE IT FURTHER RESOLVED, the Transportation Commission approves the Direct Agreement in substantially the form filed with the Transportation Commission prior to the meeting of the Transportation Commission at which this Resolution is adopted, and authorizes and directs the Executive Director of CDOT or her delegee, or any other officer of CDOT duly appointed by the Executive Director of CDOT, to execute and deliver the Direct Agreement on behalf of CDOT, in substantially the form filed with the Transportation Commission prior to the meeting of the Transportation Commission at which this Resolution is adopted, with such changes therein and additions thereto, not inconsistent with this Resolution, as are approved by the Executive Director of CDOT or her delegee or the person(s) executing the same on behalf of CDOT (whose signature(s) thereon shall constitute conclusive evidence of such approval) BE IT FURTHER RESOLVED, the Transportation Commission hereby authorizes the Executive Director of CDOT, the Chief Financial Officer of CDOT, or any other officer of CDOT to execute and deliver such certificates and other documents and take such other actions as may be necessary or convenient to the accomplishment of the purposes of this Resolution, including, without limitation, the delivery of all closing certificates and other documents required to be delivered by the provisions of the TLA, the 2023 IAA or the Direct Agreement Digitally signed by Herman Hermanance,,nge, Stockin er , J -Date 20230425 9 15 36 23 06 00 Herman Stockinger, Secretary Date Transportation Commission of Colorado Page 5 of 5 PROJECT BUDGET, SOURCES, & USES OF FUNDING North Interstate 25 Segment 5 Improvements MPDG Narrative 1 Weld County is requesting $100M in MPDG funds for the project with a construction cost of $265.2M. The request is 22% of the total program cost and 38% of the estimated construction costs. To date, $350M in project funding has been secured through Weld County's contribution, CDOT's 10 -year plan, and a Transportation Infrastructure Finance Innovation Act (TIFIA) loan. The expected total program cost is $450M. A) DESCRIPTION OF PREVIOUSLY INCURRED COSTS To date, CDOT has invested $11M in developing the project design to a 20% level. This design serves as the basis for the current project budget estimates. B) BUDGET FOR FUTURE ELIGIBLE PROJECT COSTS Excluding the costs spent to date for the concept design (A), the remaining eligible project cost is estimated at $450M (escalated to 2026 (mid -year of construction)). Together, Weld County and CDOT have secured $350M in funding. Weld County is contributing $5M to the project. CDOT's 10 -year plan funding has $99.5M allocated to Segment 5 (federal vs non-federal funds in this funding source are noted below). CDOT has also secured a TIFIA loan for the entire North 1-25 corridor for $501M. Much of this money has been committed to other projects along the corridor. Segment 5 has $245.5M in TIFIA loan funding designated to the base -level project. This loan amount is required to be paid back with interest over 30 -years. The non-federal portion of CDOT's 10 -year plan funding will be used to satisfy the non-federal match requirement of the TIFIA loan. Table 1: Major Project Components Major Project Components Funding Source WCR 34 Interchange MPDG Funds $25.0M Other Federal Funds Non Federal Funds Total Structures $26.6M $46.6M $13.1M $11.7M $64.7M $58.3M Table 2: Census Tract(s) 21.04 Project Costs per Census Tract $139.9M 21.05 $8.2M 21.06 Total Project Cost $301.9M $450.0M Managed Lane $75.0M 514.4M $22.5M $111.9M Mainline (2 GP Lanes) $17119M $43.2M $215.1M Total Funding Tables 3 and 4: Overview of S35OM in secured funding Other Federal Funds CDOT-10 Year Plon Funds CDOT TIFIA Loan Total Funding Amount $14.0M $24515M $259.5M $100.0M $259.5M 58% $90.5M 20% $450.0M 100% % of Total Cost 22% Non -Federal Funds Weld County CDOT-10 Year Plan Funds Total Funding Amount $520M $85.5M $90.5M Tracking Number:GRANT13961183 THE LINK THAT UNITES Bridging Communities Building Futures, Providing Choices, Strengthening Bonds Funding Opportunity Number:NIPA-23-24-1 GA Received Date:Aug 18, 2023 05:O5:16 PM EDT PROJECT BUDGET, SOURCES, & USES OF FUNDING North Interstate 25Segment MPDG Narrative 2 C) BUDGETED CONTINGENCY AMOUNTS TO COVER UNANTICIPATED COST INCREASES When developing the project budget estimate, the project team applied lessons learned from our successful Segment 6 project costing exercises and realized savings. Any percentage multipliers assumed for this budget are based on the most recent refined costs from the adjacent Segment 6 work. The team feels confident the level of contingency accounted for is sufficient and reasonable as we have held budget reserves not only for price and quantity contingencies, but also the CM/GC risk pool, Minor Contract Revisions, and Force Accounts. The estimated budget has also been escalated from 2022 costs to the mid -year of Construction (anticipated mid -2026) at an approximate 4% rate. Table 5: Segment 5 Program Costs Budget Item Pre -Construction (Design, CDOT Project Costs, Indirect Costs, CM;GC costs, ROW, Utilities) Construction Costs Construction Engineering Contingency (Contingency, Risk Pool, MCR, Force Account) Total Cost Proven Team Track Record Cost 81.4M 5265,2V $32,8M $70.6M $450.0M This team is well practiced in appropriately estimating and budgeting work for the 1-25 North Corridor and has a record of success in minimizing and retiring project risks. This was demonstrated on the Segment 6 project when the team was able to add an additional $6M construction package to improve the Larimer County Road 16 Interchange funded with saved risk dollars. The North 1-25 project team is well -versed in delivering large scale, complex projects within a CM/GC environment that build out the full scope, on time and within the budget. See Figure 1 for a detailed drawdown of the 1-25 North Segment 6 project. Of note: > Cost projections (shown in grey) for the project occurred two full years before the start of construction. > Actual expenditures (shown in orange) have closely aligned throughout the entire duration of construction. > Through risk management and mitigation, project savings have occurred throughout. > The project team has used those funds to reinvest in Segment 6 and add scope to the project. Figure 1: 1-25 Segment 6 Program Budget Drawdown 50 ,030.01a00 S3ao.00c.me 0 $250,001,0003 .003,020 00 $15o.o00.000A0 S100A00,00000 Sso,meArem Scoping/Contracting 4 _ Design Construction n 8 u CP 6 NTP CP S NTP CP1_S End S14 4o m moues July -23, $269,603,975.03 sotooaao 56,009.0000 W W O. 54,000.00000 u e c u k w a 52 000,00000 d ti uo v a ti' C i 1 J :• J S O O l/ d .• • I Q i C 4 4 ► f :' C 9' s• t• • 1 f/ e 1 d 9 i 4 9 :' t t' • 4 :` t >> 5' :� :` 0 7• 0 1 •� r' 4 c' P i s' f` r 0 t' •' s' t d 2 / / `.'• 11 / 1`4 / `r' 1 / / 1'r / jl�/ / � //f,i! /// ,,r'/ /'1 1/ �•/,/ f / I'// /1 it 1/ /1 /// 1/ . Cri calPoreasted Maur NthCEMIn6recb —kW!arSSSue0rawdownwith CENdcat: —Qi caletr eiveDestr nwith afindketh ins Moat* Estates with ci/Wgco—*bled acrd ays Drsneonn vet CL%' 3 re( S. Percent Project Complete - 90.25% THE LINK THAT UNITES Tracking Number:GRANT13961183 E d Bridging Communities Building Futures, Providing Choices, Strengthening Bonds Funding Opportunity umber:NIPA-23-24-MEGA GA Received Da e:Aug 18, 20 05:05:16 PM EDT PROJECT BUDGET, SOURCES, & USES OF FUNDING North Interstate 25 Segment 5 Improvements MPDG Narrative 1-25 North Corridor Local and State Investments To complete the current North 1-25 Corridor vision, over a $1.7B investment is needed along the entire corridor (from Denver to the Wyoming border). CDOT, Local Agency, developer, and Federal funding contributions secured thus far provide roughly $1.2B towards this goal. To further prove how invested locals and Colorado are in the corridor, their combined contributions of $883.3M is half of the total funding of this vital interstate. Not only does the award of the MPDG Grant funding allow for critical safety improvements to be implemented sooner with the Segment 5 project, but it also provides avenues for CDOT to invest more funds in the other segments of need within the corridor. See Table 6 for a detailed breakdown of the various funding sources and types by segment for the entire 1-25 North corridor (Figure 2). Figure 2: North I-25 EIS Segments 14 Fort Collins Harmony Rd Loveland rhi34 �ao2 C6 Longmont 119 52. ED Denver Union Station ii Ji at Segment 8 CO 392 to CO 14 Segment 7 CO 402 to CO 392 Segment 6 CO 56 to CO 402 Segment 5 CO 66 to CO 56 Segment 4 C07toC066 Segment 3 120" Ave to CO 7 ' Segment 2 USX to 120"' Ave Union Station to US PROPOSED IMPROVEMENTS Table 6: Invested Funds by Segment Segment All All All Improvement Transit Fleet Purchase Bustang Fleet Expansion Bustang Fleet Purchase Johnstown to Ft. Collins: 1-25 mainline tolling and safety upgrade P8 CO 14 Interchange Improvements* 7/8 Harmony Road PnR Expansion* 7'8 Centerra Loveland Mobility Hub 6 Berthoud Mobility Hub Berthoud to Johnstown: 1-25 6 mainline tolling and safety upgrade Mead to Berthoud: 1-25 mainline tolling and safety upgrades* 4 Firestone -Longmont Mobility Hub (Phase 1, 2 & Access Imp.) 3B CO 7 Interchange Mobility Hub North Metro Area: 1-25 mainline tolling and safety upgrades 84th to 104th Safety and Operational Improvements* North Metro Area:I-25 mainline tolling upgrades 5 3A 2 2 Completion Year 2026 2027+ 2024 Total Project Cost $3.0M $2.5M $5.6M Federal Funding $1.5M State Funding $1.5M $2.5M $5.6M Local/ Developer Funding 2024 $582.3M $311.3M 5223.7M $47.1M 2027+ $60.0M $30.0M TBD $3.0M $1.5M 2024 $21.0M 2024 $19.0M $6.5M 2024 $288.2M $30.4M 2028 $450.0M $359.5M 2024 $25.3M 2026 $16.5M 2020 $109.3M 2027+ $110.0M $2.0M $87.5M $30.0M $1.5M $12.5M $11.OM $8.5M $1.5M $247.8M $10.0M S85.5M $5.0M $25.3M S14.5M $21.8M $II0.0M 2016 569.7M $51.7M $9.7M $8.3M Total *Projected costs. Final funding has not been secured. $1,765.4M $881.9M $802.9M $80.4 THE LINK THAT UNITES 3 Tracking Number:GRANT13961183 Funding Opportunity Bridgingq Communities, Building Futures Providing Choices, Strengthening Bonds Number:NIPA-23-24-MEGA Received Date:A"ug 18, 202305:05:16 PM EDT 4 OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 1 1. SAFETY Providing and building projects that reduce the number of deaths and serious injuries resulting from traffic crashes on Colorado roads is the driving goal for the agency, as well as this project. The North 1-25 Segment 5 project will help address the increased number of vehicles making daily trips due to the growth of Northern Colorado communities along the North 1-25 corridor, which has resulted in daily travel delays due to peak period volume and crash -related congestion, as well as a significant number of accidents resulting in serious injury or fatalities. Existing Safety Conditions the eight -year crash history between 2015 and 2022 along Segment 5 was examined to assess the safety performance of the roadway and identify crash patterns relevant to the proposed improvements. Of the 1,803 crashes reported, 1,764 occurred on mainline 1-25 and 41 crashes occurred on ramps and cross streets (Figure 2, next page). There were 10 fatalities during the analysis period. These tragedies indicate ongoing safety concerns that are likely to get worse as congestion continues to increase. The project improvements are expected to minimize congestion -related crashes along the corridor. Figure 1 shows the number of crashes in the project area is growing at an alarming rate. With the 20 -mile express lane addition in the north, express lanes located in the southbound direction, and infrastructure improvements made to the other segments along 1-25, this two-lane section creates a sudden bottleneck. Vehicles traveling at free flow speeds will experience consistent delays within this segment and the speed differential between improved sections and this section will create an unsafe and operationally insufficient environment. An average of 269 crashes per year occurred in the project corridor in the most recent five-year period of data (2018 through 2022). This represents a decrease of approximately 2% over the previous five-year period (2013 through 2017). This decrease is driven mostly by the COVID-19 pandemic, which saw a dramatic reduction in annual crashes in 2020. Excluding 2020 crash data, the annual crash rate is increasing, especially in the year 2022. Figure 1: Broader Context of 1-25 Regional, National, and International Connectivity 400 350 300 250 200 150 100 50 -Crashes isesCraJles PerlOOM ' MT -e-Truck,/ Auto Crashes Truck OnjCrashs ,moo am 1, '� ,mob► y(o �'\ Ihsr ,,yam do ,o ,tiO ,tio ,tio no ,yo 'o noo ne ,No ,tio Crashes in the project area are mainly rear -end crashes (Figure 3), followed by fixed object crashes and sideswipe same direction crashes. The likely causes are slow -moving vehicles and avoidance maneuvers related to congestion. This is evidenced by the increase in rear -end crashes observed during the PM peak period (4 PM through 6 PM) as shown in Figure 4). Tracking Number:GRANT13961183 THE LINK THAT UNITES Bridging_ Communities Building_Futures, Providing Choices, Stren thenina Bonds Funding Opportunity umber:NIPA-13-24-MEGAGA Received Da e:Aug 18, 20 05:05:16 PM EDT • A OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 2 Truck -involved crashes comprised an average of 9.7% of all crashes on the North 1-25 corridor between 2007 and 2020. While similar to the percentage of volume of trucks (10.2 percent), truck collisions rates are often much less than their proportion of the traffic stream. vehicle cargo/ all other types (<2% each) debris (34) 2% 7/ (78) 4% overturning —. (51) 3% sideswipe (same direction) (229)13% fixed objects (246)14% Figure 3: Rear End Crashes by Time of Day 700 600 500 400 300 200 100 0 a Southbound Northbound a n4 a a a LO a OQ N lD 00 O Figure 2: Crash Type Distribution 1-25 - All Crashes (MP 242 - MP 252) 1,803 Total Crashes rear end (1165) 64% All Other Types (78) wild animal 26 parked motor vehicle involving other object other non -collision sideswipe (opposite dir.) approach turn pedestrian head-on 14 14 12 5 3 2 1 domestic animal 1 Property Damage Only -1,235 Injury -562 Fatality -8 Figure 4: Rear End Crashes 4:00 PM to 6:00 PM 70 60 50 40 30 20 10 0 Southbound Northbound N. CO C71 0 O 0 O Orsi N K1 , LO r� oo rn O rsi O O O O O O O rs4 rNa n4 n4 r-4 O N O The number of fatalities on this segment of the North 1-25 corridor is23% higher when compared to interstate facilities statewide. > There were 76 serious injuries and 21 fatalities from 2007 through 2022. A summary of ranges is shown in Table 1. > The proportion of rear end crashes (64%) is well above the expected norm (42%) compared to similar facilities statewide. The North 1-25 Segment 5 project will improve safety conditions within the corridor by offering an express lane between CO 66 and CO 56, increasing capacity, and reducing the recurring corridor traffic congestion. Reduced breakdown of traffic flow will help to reduce rear -end collisions from drivers continually encountering turbulent or stopped conditions on the roadway. The addition of express lanes will help reduce congestion in the general-purpose lanes, allowing free flowing movement and for further separation between passenger vehicles and trucks. Additionally, increased shoulder width will allow for safer enforcement zones and opportunity to clear the roadway, significantly reducing secondary accidents from occurring. Improving the corridor's ability to sustain free -flowing traffic conditions will decrease the number of congestion -related crashes. Drivers are more likely to engage in risk -taking behavior when released from significant congestion. Beginning the express lane south of CO 66 will create less congestion approaching the bottleneck condition, calming driver behavior downstream. Additionally, a reduction in congestion approaching the bottleneck creates fewer points of conflict for northbound vehicles upstream of the CO 66 interchange. Table 1: Serious Injuries and Fatalities Year Crashes VMT Serious Injuries 2010-2014 2015-2019 2020-2022 2570 /yr 270.4 /yr 2570 /yr 662,000 824,000 790,000 3.6 /yr 4.4 /yr 4.7 /yr Serious Injury Rate 1.49 1.46 1.62 Fatalities Fatality Rate 0.8/yr 0.8/yr 2.7 /yr 0.33 0.27 0.92 r 4 .A Tracking Number:GRANT13961183 Funding THE LINK THAT UNITES Bridging Communities Building Futures, Providing Choices, Strengthening Bonds Opportunity Number:NIPA-X13-24-MEGA Received Date:Aug 18, 202'3 05:05:16 PM EDT *4 OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative Figure 5 shows the concentration of all crashes along this segment of the North 1-25 corridor from 2012 through 2016. As part of the project, several substandard acceleration and deceleration lane lengths at interchanges will be reconstructed to provide opportunities for crash avoidance which will reduce secondary crashes. Previous projects constructed along the corridor have demonstrated safety benefits. In 2016, CDOT constructed a three-mile truck climbing lane in the southbound direction of North 1-25 from south of the Little Thompson River bridges to south of WCR 38. A recent analysis of crash data indicates that southbound rear -end and sideswipe crashes in the first year of operations (2017) of the climbing lane are, on average, less than half of what they were the previous five years (2012 to 2016) WCR 34 Interchange The WCR 34 interchange will be reconstructed as a part of the Segment 5 project. The current preferred configuration is a standard diamond interchange with roundabouts. Converting the ramp terminal intersections to roundabouts reduces conflict points compared to the existing configuration (Figure 6). Reducing conflict points, especially crossing conflict points where the likelihood of severe crashes is the highest, should reduce the potential for sever crashes at the interchange. The roundabout interchange configuration will also improve both pedestrian and bicycle safety as those volumes increase at the interchange by increasing user visibility and reducing vehicle speeds through the interchange. The interchange type selection report, which will be developed during the design phase, will determine the final configuration of the interchange. Figure 6: Rear End Crashes 4:00 PM to 6:00 PM I LXISTING GEOMETRY STANDARD DIAMOND INTERCHANGE • r • X6 ► X6 • X 1 SEGMENT S RECONSTRUCTION STANDARD DIAMOND INTERCHANGE WITH ROUNDABOUTS Legend • Diverging Conflict Point ► Merging Conflict Point • Crossing Conflict Point Figure 5: Crash Density Crash Density (2015-2019) Sparse ins Dense A The North Interstate 25 Segment 5 project is a significant step toward reducing serious injuries and deaths in support of the safe systems approach outlined in the National Roadway Safety Strategy. This project features elements that provide safety benefits corresponding to five objectives. Safer People Safer Roads Safer Vehicles Safer Speeds Post -Crash Care f THE LINK THAT UNITES Tracking Number:GRANT13961183 .4 Bridging_ Communities Building Futures, Providing Choices Strenatheninqq Bonds Funding Opportunity Number:NIPA-23-24-MEGA Received Date:Aug 1�8, 2023 05:0'5:16 PM EDT OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative In addition to the construction of an express lane between CO 66 and CO 56, specific improvements to help advance safety in this corridor include: m m D Building wider inside and outside shoulders Widened shoulders provide room for crash avoidance and refuge for post -crash incidents. > Vertical curvature adjustments of the roadway throughout the project corridor will improve sight distance for motorists. Improved roadway visibility allows drivers to make necessary speed adjustments in advance of adverse downstream conditions. > Improved pavement condition. Improved pavement reduces stopping distances for vehicles, reducing the likelihood of congestion - related crashes. > Improved pavement drainage. Improved drainage reduces stopping distances for vehicles during adverse roadway conditions, reducing the likelihood of congestion -related crashes. > Providing Driver Information Systems with variable message signs. Advance driver warning will allow vehicles to better prepare for downstream conditions. > Improved emergency response capability with the addition of the express lanes. Express lanes allow emergency vehicles to reach crash locations faster. Wider shoulders allows safer vehicle refuge when vehicle is disabled, and provides a quicker access route for emergency vehicles to reach the emergency location. > Improvements to the North Creek crossing will greatly enhance safety and resiliency, as the proposed improvements will reduce risk of roadway embankment failure and improve the overall floodplain. Considerations will be made to accommodate for the many future developments that are currently planned along the corridor mm > Removing the five -mile long two-lane section choke point in between two, three -lane sections of the interstate. Removing the bottleneck will create more stable traffic flow and reduce potentially dangerous vehicle speed differentials. Bustang and BRT vehicles that use the corridor can proceed with their route in the express lane instead of having to weave in and out of the GP lane, causing traffic flow disruption and dangerous potential conflict points with other vehicles. THE LINK THAT UNITES Bridging_ Communities Buildin Futures, Providing Choices, Stren theninci Bonds Funding Opportunity umber:NIPA-13-24-MEGA GA Received Da e:Aug 18, 20 05:05:16 PM EDT 1, 4 Tracking Number:GRANT13961183 4 OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative > Reconstructing the WCR 34 interchange to a standard diamond with roundabouts and adequate ramp lengths. Roundabouts reduce conflict points compared to the existing signalized terminal intersections and slow vehicle speeds to proceed through the interchange. Roundabouts increase pedestrian and bicycle visibility compared to the existing configuration by providing pedestrian and bicycle facilities. > Widening to accommodate a Northbound 1-25 express lane south of CO 66 helps to ease congestion in an identified bottleneck. This improvement will lower delay and user costs significantly, and increase safety by reducing congestion in the area. 2. STATE OF GOOD REPAIR The North 1-25 Segment 5 project plans to maintain transportation facilities or systems in a state of good repair by rebuilding eight structures to current American Association of State Highway and Transportation Officials (AASHTO) standards, make interchange improvements, and reconstruct pavement. If left unimproved, the poor condition of the asset will threaten the future transportation network efficiency, the mobility of people and goods, CDOT's maintenance funding, and economic growth. Upgrading infrastructure will significantly reduce operations and maintenance costs. Between CO 66 and CO 56, much of the pavement is in the Moderate to High Drivability Life category. The eight bridges proposed for replacement are at or beyond their useful life, with five of the bridges considered functionally obsolete, as well as inadequate vertical clearance. All eight bridges are more than 60 years old; one was built in 1960 and seven were built in 1961. In August 2022, the bridge overpass at WCR 34 was struck by the arm of an improperly loaded excavator being pulled on a trailer traveling north on 1-25. The debris from the collision of the bridge fell onto a passenger car traveling adjacent, causing death to the driver. CDOT responded with immediate repairs to the existing infrastructure and made the replacement of the existing bridge a top priority for this project. The immediate repairs totaled $608,651, with only essential repairs being made knowing the Segment 5 project was imminent. North 1-25 Segment 5 will maintain the transportation infrastructure in a state of good repair by upgrading the existing asphalt pavement to the optimum design life resulting from the Life Cycle Cost Analysis (LCCA). The design improvements will efficiently move more people by various modes and trucks with goods along this freight corridor. This structure will be reconstructed to the most current technology and long-lasting materials, enabling CDOT to maximize the life of assets in the project limits through a disciplined preventive maintenance program described below. Current deficiencies will be either corrected during construction or aggressively maintained, as stated below, to maintain a high state of good repair to ensure: WCR 34 Emergency Bridge Repair fir, Future transportation network safety, reliability, and efficiency of this busy regional corridor tThe movement of freight through the corridor tEconomic development and growth THE LINK THAT UNITES Tracking Number:GRANT13961183 4 A Bridging_ Communities Building Futures, Providing Choices, Strengqthenin Bonds Funding Opportunity Number:NIPA-23-24-MEGA Received Date:Aug 18, 2033 05:05:16 PM EDT OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 6 Keeping assets in a state of good repair ensures disadvantaged communities' vulnerabilities are addressed by providing a quick, equitable, and reliable travel network. To optimize the asset's long-term cost structure and keep all the assets constructed in a state of good repair, the Applicant and Project Sponsor plan to: > Use CDOT's Online Transportation Information System (OTIS) to track the conditions of the assets. > Conduct a LCCA to determine the most cost-effective pavement structure to maximize the life cycle of assets. > Use an Asset Investment Management System (AIMS) to develop budget scenarios that explore the relationship between funding and performance to establish an official approach for strategic preservation of assets. Investment decisions ensure the planned safety and mobility improvements will be maintained throughout the asset's life cycle. > Use CDOT's Risk -Based Asset Management Plan that chronicles CDOT's history of asset management to define a framework for implementing asset management strategies with a focus on increasing the life cycle of assets. > Perform routine and preventive maintenance as a cost-effective means of extending the useful life of the pavement, structures, culverts, and other assets this Project will build. Using the strategies in CDOT's Asset Management Plan to fund these proven maintenance activities, the assets constructed on the Project will continue to operate well into the future. In the past 3 years, CDOT has spent approximately $580,000 on basic upkeep of Segment 5 in anticipation of this project. With the proposed project, the annual operation and maintenance (O&M) cost for the highway corridor is $8,808 per lane mile for the first 10 years of operation, and $17,355 per lane mile thereafter to the end of their useful life (see Benefit Cost Analysis). Toll revenue projections are expected to provide a sustainable source of funds for O&M for the express lanes. O&M expenses are a significant portion of a DOT's budget; therefore, expansive strategic planning and an identified tolling funding stream will be used to cover additional infrastructure costs that the toll lane will add. Since the 2013 flood event in Northern Colorado, CDOT has developed a robust methodology for evaluating resilience investments. Through a pilot with the Federal Highway Administration (FHWA), CDOT has developed a Risk and Resiliency (RnR) tool, a science -based method to consider potential threats and asset vulnerabilities in the context of criticality, consequences, and annualized rate of return on resilience investments. CDOT has created a department to assess threats, vulnerabilities, and opportunities throughout the planning process, at the project scoping level, incorporated in operations and maintenance plans, and in incident management. All assets built on North 1-25 Segment 5 will undergo appropriate resiliency evaluations. 3. ECONOMIC IMPACTS, FREIGHT MOVEMENT, AND JOB CREATION Increase Intermodal / Multimodal Freight Mobility, Especially for Existing Freight Bottlenecks This corridor is a critical transportation link. 1-25 is the only continuous north -south freeway in Colorado with the next closest being 350 miles to the west in Utah. This vital interstate is the backbone along the Front Range, where more than 87% of the state's population lives (2020 U.S. Census), linking the Denver metropolitan area from Pueblo to Fort Collins as well as associated employment centers and workforces. For Northern Colorado, 1-25 is critical to maintaining the economic vitality of the region, accommodating the movement of freight commodities (Figure 7) associated with the energy and agriculture sectors, and the providing everyday travel access for workers, residents, and visitors. The criticality of this corridor was proven when Northern Colorado experienced a catastrophic THE LINK THAT UNITES Bridging Communities Building Futures, Providing Choices, Strengthenin Bonds Funding Opportunity Bridging_ Received Date:Aug 18, 2023 0S:O :16 PM EDT 't 5 Tracking Number:GR.ANT13961183 1 OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 7 flood event in 2013. The immense volume of water that inundated the region caused a 40 -mile section of the North 1-25 corridor between Denver and Fort Collins (CO 7 to CO 14) to be shut down for 24 -hours, resulting in an economic loss estimated at $800,000 per hour, or $192 million for the duration of the closure. The closure also cut the region off from other parts of the state and country. North 1-25 does not have a parallel facility to allow the rerouting of significant traffic flows in the event of a closure. Figure 7: Co orado reight clan. page 2 Wind blades produced in three manufacturing facilities including one in Pueblo are shipped to wind farms around the US and the world by rail and specialized trucks. Colorado is the worrd's 2nd largest molybdenum producer. Metal ore is shipped by rail to Iowa for pl tossing. International exports of agricultural machinery make up 2/3rds of this La Junta company's revenue. Semiconductor wafers manufactured in Colorado Springs are shipped by air through DEN to Southeast Asia for assembly in iPhones. aProducts from the world's largest mozzarella producer and NE Colorado's meat processing facilities are trucked around the country. Chocolate produced in Durango is shipped globally and a fleet of 18 trucks distribute to the US and backhaul ingredients and materials to the region. NORTHWEST GRAND VALLEY 4- DENVER AREA __ INTERMOUNTAIN VALLEY SOUTHWEST $ • t, UPPER FRONT RANGE NFR CENTRA FRONT RANGE i SAN LUIS VALLEY �f w rzia. PP1 4PUEBLO SOUTH CENTRA SOUTHEAST Interstate 25, throughout the State, directly supports national defense and the movement of military personnel and goods, linking several major military installations, most notably the Colorado Army National Guard Recruiting base in Fort Collins, Fort Carson in El Paso County, and the US Air Force Academy, and numerous air force bases near Colorado Springs. It is part of the National Defense Highway System and provides defense logistics support for these military installations. The military and supporting Department of Defense industry sectors are major economic drivers in Colorado, employing more than 60,000 people and generating $5.2 billion in contract dollars for the state. Improve Mobility of People and Goods North 1-25 is part of the National Highway Freight Network. Better continuous traffic flow will reduce travel and haul times, creating cost of doing business efficiencies as well as commuting advantages of High Occupancy Vehicles (HOV) and toll opportunities. Enhance Recreational and Tourism Opportunities by Providing Access North 1-25 serves as the gateway to several of Colorado's recreational areas, with one of the major parks in the area being Rocky Mountain National Park. This park is one of the most visited within the national parks system averaging over 4.5 million visitors per year. Increased safety and operational performance will benefit the high volume of recreational traffic experienced by the region. 4 • THE LINK THAT UNITES5 , Tracking Number:GRANT13961183 4 A Bridging_ Communities Building Futures, Providing Choices, Stren theninq� Bonds Funding Opportunity umber:NIPA-23-24-MEGA GA Received Date:Aug 18, 20 05:05:16 PM EDT OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 8 High Quality Job Creation and Invest in High -Quality Workforce Training Programs As the primary project partner, CDOT and its Civil Rights and Business Resource Center affirms that CDOT has, for the past six years, employed best practices and accepted methods and tools to evaluate and evidence compliance with federal and state employment laws for each contract as appropriate based on funding type (and required contractors and subcontractors to do the same). This includes the use of computer compliance systems (LCPtracker and B2Gnow), the creation of new manuals for internal and external staff, and the documentation of processes for compliance in all roles. CDOT works closely with a variety of industry partners to ensure participation, representation, and support for every employee and partners with unions and the local general contracting group, Colorado Contractors Association (CCA), as well as Western CCA, and HCC (Hispanic Contractors of Colorado). The Segment 5 project presents a distinct chance to promote both economic expansion and workforce education. The CM/ GC project's specifications include the incorporation of CDOT's criteria for On -the -Job Training (OJT) and Davis -Bacon wages, as well as the implementation of federal regulation 23 U.S. Code 140(a). This regulation sets goals for aiding disadvantaged individuals and facilitating apprenticeships in skilled trades, ultimately leading to the creation of well -compensated, high quality employment opportunities. The Segment 6 project was supported by a total of 370 design staff members from over 20 firms and over 300 construction workers. The Interagency Working Group identified 25 priority geographies hard-hit by declines in coal production and consumption. These geographies are also vulnerable to further economic distress as the remaining coal mines and coal power plants close. Greeley, Colorado, located northeast of the project, was identified as an area with high concentrations of direct coal sector jobs.1-25 will provide a connection for the Greeley community affected by the closures to other workforce centers throughout northern Colorado. With the addition of express lanes and mobility hubs, the corridor will provide reliable and affordable transportation options connecting Greeley citizens along the front range. Foster Economic Growth The front range of Northern Colorado is a rapidly growing region attracting development, new residents, and tourism at an exponential rate. CDOT and local communities are at a pivotal moment to forecast how best to position the Northern Colorado Transportation Network (NCTN) that will encourage safe and efficient traffic flow. While much of the land adjacent to 1-25 is currently agriculture, a unique opportunity exists to leverage impending development and partnerships to help drive a new roadway network that will better serve the overall system. This approach reinforces the operational resiliency model that CDOT Region 4 is implementing, as well. Operational resiliency is a proactive way of thinking about roadway networks as it relates to balancing trip reliability and strategic access while accommodating growth and development. The North 1-25 FEIS involved reconstructing a frontage road traversing east adjacent to 1-25. During the design process, the 1-25 project team evaluated the function, impact, and cost of improving the frontage roads, specifically focusing on what is best for the overall transportation system. With an increase of development occurring, developers are requesting to gain access from the frontage roads. The frontage road's purpose does not facilitate full -turn movements, so typically the most appropriate movement that CDOT can grant is a right in/right out movement, which is not popular among developers. Right in/right out movements into major developments do not facilitate a safe, redundant, or operationally resilient roadway network. With a parallel arterial and access control, CDOT is removed from the process and the local agencies can work within their jurisdictional boundaries to apply their growth vision and plans with the developers and determine the most appropriate access and movements. CDOT understands the importance of land development to local communities and the local staff's desire to work with developers to ensure long-term success for the community and the development within the project area. CDOT is collaborating with FHWA, CDOT headquarters, and communities (local agencies) in the northeast region to proactively promote balancing trip reliability and strategic access, community health and quality of life, and natural and cultural resource considerations. THE LINK THAT UNITES i Tracking Number:GRANT13961183 Bridging_ Communities BuiLdin�Futures, Providing Choices, Stren thenin Bonds ! Funding Opportunity umber:NIPA-23-24-MEGA GA Received Da e:Aug 18, 20 05:05:16 PM EDT OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 9 Making Travel More Affordable To determine the monetary benefits resulting from the implementation of the North 1-25 Segment 5 project, travel times were estimated for both north- and southbound traffic for the entire length of the assessment corridor. Travel time savings for 2016 to 2039 were interpolated from the 2015 and 2040 estimates; 2041 and 2042 travel time savings were extrapolated from the same data set. Long-term reductions in congestion result in an overall travel time savings of between $826.4M (discounted to 2021$) over the 20 -year life of the project. Table 2: Hourly Values of Travel Time Savings, All Drivers and Passengers Category of Travel Personal Business All Purpose ** Commercial Truck Driver Hourly Value of Travel Time Savings (2017*) $13.85 $25.87 $14.36 $28.03 *Escalated to 2017 from 2016 guidance **Distribution for local travel by surface modes: 95.4% personal, 4.6% business. Source: US Department of Transportation, Revised Departmental Guidance on Valuation of Travel Time in Economics Analysis Table 3: Travel Times and Savings During Peak and Shoulder Periods Scenario Baseline Build Travel Time Savings Lane Type 2025 NB SB 2030 NB SB 20 NB 3 5 SB 2040 NB SB Travel Time for Corridor (Minutes) 2045 NB SB GP Lane 13.5 10.6 17.7 15.1 20.4 18.7 21.5 18.6 22.6 19.1 GP Lane 9.1 8.7 9.2 8.7 9.3 8.8 10.7 9.0 14.0 10.0 Managed Lane 8.2 8.9 8.3 9.0 8.4 9.0 9.1 9.0 9.9 9.0 GP Lane 4.5 2.0 8.5 6.4 11.1 9.9 10.8 9.6 8.6 9.1 Managed Lane 5.3 1.8 9.4 6.1 12.0 9.7 12.4 9.6 12.7 10.0 With this data, travel time savings were converted from hours to dollars. This analysis (performed as part of the Benefit Cost Analysis) was performed by assuming that travel time is valued as a percentage of the average wage rate, with different percentages assigned to different trip purposes. It used the USDOT's Recommended Hourly Value of Travel Time Savings, as shown in Table 3, and assumes the mix of personal and business travel to be consistent with the USDOT's national distribution for local travel by surface modes. Tracking Number:GRANT13961183 THE LINK THAT UNITES Bridging Communities Building_ Futures, Providing Choices, Strengthening Bonds Funding Opportunity umber:NIPA-23-24-MEGA GA Received Da e:Aug 18, 20 05:0'5:16 PM EDT OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 10 4. CLIMATE CHANGE, RESILIENCY, AND THE ENVIRONMENT Addressing Climate Change and Environmental Impacts The technical environmental analysis (including investigations of air quality, aquatic resources, environmental justice, historic resources/Section 4(f)/6(f) properties, and other resources) is part of the signed Record of Decision (ROD, April 2017) for the six miles of Segment 5 express lanes. The previous ROD (December 2011) was signed for the work beginning at CO 56 south. Coordination with resource agencies and dedicated interagency resource liaisons have developed creative mitigation strategies for this project. Several aspects of which will help confirm the project is environmentally sustainable. > The entire FEIS is already permitted though the U.S. Army Corps of Engineers (USACE). > The US Fish and Wildlife Service (USFWS) Programmatic Biological Assessment and Biological Opinion are in place and do not require further consultation. > The State Historic Preservation Officer (SHPO) Programmatic Agreement is in place, and there are no known cultural assets within the corridor. > Received Section 401 Water Quality Certification through the Colorado Department of Public Health and Environment (CDPHE). Another key aspect of environmental sustainability revolves around water quality. CDPHE standards for stormwater discharges associated with Municipal Separate Storm Sewer Systems (MS4) will be met, and all water running off new pavement will be treated to the standards of the permit. Other benefits include: > Reducing energy consumption and emissions for personal vehicles despite higher traffic volumes due to use of express lanes (BCA results yielded a S9.3M benefit based on reduction in emissions [discounted to 2021$]). > Maintaining water quality while increasing roadway capacity (per FEIS). > Facilitating commuter mode shift to carpools, vanpools, Park -n -Ride facilities, and buses with the incorporation of express lanes. > Avoiding adverse impacts to air and water quality, wetlands, and endangered species. BCA results yielded a reduction in CO2 emissions of 166,000 tons. Greenhouse Gas Emissions and Air Quality In 2019, Colorado House Bill 19-1261 Climate Action Plan to Reduce Pollution was signed, outlining statewide GHG abatement. Section 1 of the act outlines ambitious GHG reduction targets, including at least a 26% reduction by 2025, 50% by 2030, and 90% by 2050, as compared to the statewide levels of GHG emissions from 2005. In January 2021, Colorado released the Greenhouse Gas Pollution Reduction Map, which outlines a plan to achieve the climate targets outlines in HB10-1261. Signed in June 2021, Senate Bill (SB) 21-260 Sustainability of the transportation system emphasized the electrification of vehicles and expanding mass transit. This will include the replacement of high polluting vehicles, particularly ones operating in disproportionately impacted communities. This project will align with these goals and requirements. Tracking Number:GRANT13961183 THE LINK THAT UNITES i E4 Bridging' Communities Building Futures, Providing,' Choices, Strengthening Bonds Funding Opportunity umber:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:05:16 PM EDT OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 11 Reduction of CO2 Emissions The North 1-25 Corridor has developed a consistent, repeatable program to reuse onsite materials for construction to reduce waste and vehicle miles traveled. The current Segment 6 project has thoughtfully optimized the roadway alignment to maximize the use of the existing pavement by building the proposed roadway surface on top of this existing pavement. This composite pavement section reduces the need for approximately one million cubic yards of import material to reconstruct the full roadway section. Additionally on the Segments 7 & 8 project, the team crushed about 155,000 cubic yards (CY) of existing concrete material for new concrete and base material. They also used about 200,000 CY of crushed rock that came from another project (excess material) as base material and they utilized nearly all existing asphalt and recycled it into 125,000 CY of new asphalt. These examples show the project team's willingness and acknowledgment that utilizing as many of the onsite materials as possible not only reduces CO2 emissions and vehicle miles traveled, but it also reduces costs, saves time, and is a better steward of the surrounding environment. Resiliency To date, CDOT has invested over $1B in the North 1-25 corridor to improve safety and resiliency for the traveling public, including investments at several major waterway crossings in response to the devastating 2013 floods and to prepare for future flooding. North Creek is one of the last remaining vulnerable crossings in a corridor that is a route for nearly 100,000 vehicles per day and does not have a viable redundancy or detour route. As it currently exists, the North Creek floodplain poses threats to the 1-25 embankment and roadway prism, a transmission electric line, the Town of Mead's water treatment plant, and the future location of the High Plains Boulevard/WCR 34 intersection. Although North Creek presents a risk today, the project team views this area as an opportunity to improve the floodplain, thereby benefiting CDOT, local agencies, Xcel, and the 1-25 users. With appropriately sized infrastructure passing the 100 -year event, CDOT would increase resiliency by eliminating the impacts of detention created by the 1-25 roadway embankment and significantly lessen the likelihood of embankment scouring and roadway travel interruption. Additionally, this crossing violates current CDOT hydraulic criteria and should be upgraded with the Segment 5 project to ensure resiliency along the corridor. To promote stream health, approximately 2,400 feet of stream restoration improvements are recommended from 1-25 to WCR 34 and about 900 feet downstream from WCR 34 to contain and manage the increased flows. The stream improvements will help establish natural aquatic habitat in accordance with the EIS. Stream restoration will also limit the extents of the floodplain and allow more room for future development. By performing these improvements, CDOT, Mead, Weld County, and Platte River Power Authority will improve resiliency at a regional scale by managing flood flows without adverse impacts. These improvements will maintain critical connectivity and preservation of local properties, regional routes, and North Colorado communities, all while benefiting the natural environment. 5. EQUITY, MULTIMODAL OPTIONS, AND QUALITY OF LIFE Proactively Address Equity and Barriers to Opportunity Every day, communities in Northern Colorado rely on 1-25 to access employment, education, social, medical services, and recreational activities, and exporting and importing necessary commodities. For rural and agricultural communities along the corridor (e.g., Johnstown, Mead, and Berthoud), 1-25 is a singular access to employment centers from Denver to Fort Collins and also to emergency services and hospitals. Commuters using 1-25 during peak travel times experience heavy congestion, including transit riders trying to get to work on time. North 1-25 is regularly used by the agricultural communities directly adjacent to the corridor for critical and efficient hauling routes. In order to better understand the communities potentially impacted by the project, and to identify existing equity, multimodal and quality of life concerns, a preliminary screening of the following resources was conducted: The Environmental Justice Screening and Mapping Tool (EJSCREEN) from the EPA; the Screening Tool for Equity Analysis of Projects (STEAP) from the FHWA; the Climate and Economic Justice Screening Tool (CEJST) from the U.S. Council on Environmental Quality; and the Equitable Transportation Community Explorer (ETC) from the USDOT. THE LINK THAT UNITES 4 Tracking Number:GRANT13961183 Bridging Communities BuildingFutures, Providing Choices, Strengthening Bonds Funding Opportunity tumber:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:O5:16 PM EDT OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 12 F Since 40% of the three census populations are considered `Areas of Persistent Poverty' and/or `Historically Disadvantaged', 40% of the transportation improvements resulting from this project will benefit Justice40 eligible populations. These communities will not be impacted by construction activities as they are located outside of the construction limits. During this preliminary screening, a three-mile buffer from this segment of 1-25 was defined as the region of the most direct potential impacts to the equity, multimodal options, and quality of life for these communities. The following existing concerns were determined for the population impacted by the project: In the 80th percentile for transportation insecurity nationally In the 95th percentile for Ozone Level In the 88th percentile for Air Toxics Cancer Risk The corridor provides essential access among areas of Persistent Poverty (such as in and around the City of Greeley, City of Fort Collins, the Town of Loveland, and the City of Longmont) and areas of employment and community services. See Project Location in Project Description. Currently, there is a gap in express lanes north of the Denver suburbs. The completion of this project and the other North 1-25 segments introduces transportation choices by incorporating express lanes to the regional roadway system. Improve Quality of Life The addition of express lanes: > Reduces frequency and severity of crashes > Allows for easier travel along the corridor > Promotes vibrant and growing economies by improving movement along the corridor, creating a more appealing development environment > Allows for transit to utilize the express lanes while traveling between newly built park -and -rides The transportation system improvements will enhance travel immediately upon opening. The project will deliver the following quality of life benefits for residents: > Travel time savings in both express lanes and general-purpose lanes > Improved air quality through reduced emissions in the Denver -North Front Range Nonattainment Area for Ozone. > Enables businesses to better attract and retain employees by increasing transportation choices > Access to a wide variety of transportation modes > Improved safety and trip reliability for all modes of transportation > Long-term reductions in congestion result in an overall travel time savings of between $826.4M (discounted to 2021$) over the 20 -year life of the project. Minimizing right-of-way impacts and property acquisition has been a priority of this project since its inception. Reduced right- of-way impacts not only helps to avoid schedule delays, but also to minimize displacement of surrounding communities. This priority has helped shape the design of the project in that the project team was able to reduce property acquisition needs established in the FEIS by 50%. Tracking Number:GR.ANT13961183 THE LINK THAT UNITES 5 � Bridging_ Communities Buildin Futures, Providing Choices Strentheningi Bonds Funding Opportunity umber:NIPA-23-24-MEGA GA Received Da e:Aug 1�8, 20 05:0 :16 PM EDT OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 13 Increasing Affordable Transportation CDOT has thoughtfully planned and supported multimodal transportation systems throughout the entire 1-25 corridor with the design and implementation of mobility hubs. These community -based hubs are conveniently located every 7 to 10 miles along the corridor to support first and final mile connections, local and regional bus services, and intrastate movement. Several mobility hubs are complete or are currently under construction, including the Wagon/120th park - and -ride, Centerra, CO 56 and CO 119 locations. Multiple hubs are in the design stage, including the Thornton/88th, CO 7 and Harmony Road locations. The North 1-25 corridor provides affordable and reliable options for all users within the project area. Segments provides a critical link in the express lane continuity, allowing buses to travel in an efficient and safe manner without having to maneuver in and out of GP lanes. The mobility hubs proactively breakdown the barriers to opportunities that an interstate inherently creates by increasing affordable and reliable transportation and housing choices. Additionally, 11 wildlife and pedestrian crossings were constructed in Segments 6, 7, and 8 to support the connectivity between communities and resources on either side of North 1-25. Figure 8: Mobility Hubs Mobility Hub Park -n -Ride Project Location Source: Figure pulled from 1-25 North Legislative Update June 2023.pptx The North 1-25 corridor is the spine (north -south) that connects communities to employment centers, commercial areas, and recreational areas. Improvements to cross streets and other wildlife and pedestrian crossings enhance east -west connections that break down inherent interstate barriers. See Community Benefits Plan for additional information. Public Involvement Public input was an important component of the North 1-25 EIS process. Public feedback helped to shape the options and select the Preferred Alternative for the project. Public input also helped to ensure consensus for the best possible transportation improvements to address the challenges faced by Northern Colorado residents and travelers both now and in the future. A full and complete record was kept of public comments and feedback obtained throughout the process. The project team was committed to providing opportunities for frequent and meaningful public input at every step of the process. As a part of the North 1-25 EIS, the National Research Center was contracted to conduct a household travel survey of residents within the study area. Transportation planners felt that more information was needed about "special trips" and "long trips" made by residents in the corridor so the survey was tailored to focus on such types of trips. A random sample of 10,000 residential mailing addresses from zip codes in the regional study area was selected. Results of the study include: > Approximately 95% of residents report using 1-25 for at least 1 trip in the previous year Tracking Number:GRANT13961183 THE LINK THAT UNITES Bridging Communities Building Futures, Providing Choices, Strengthening Bonds Funding Opportunity Number:NIPA-13-24-MEGA Received Date:Aug 18, 2023 05:05:16 PM EDT r. 4 OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 14 > 35% of residents travel a significant distance (5 miles or more) on 1-25 for a work or school commute > 46% of residents reported avoiding travel on 1-25. Of those, 82% of identified "too much congestion" as the reason and 46% did not "feel safe" on 1-25. Public meetings were hosted at key points during the North 1-25 EIS process. Multiple avenues were used to notify the public about upcoming meetings such as project newsletters, project website, bilingual meeting notification flyers distributed around the project area, news releases, meeting information and more. A total of 29 public meetings were held as part of this effort, and community interest remained high throughout the public involvement process. In September 2022, CDOT released an updated 10 -year plan with projects that focus on safety, resilience, and multimodal transportation systems. CDOT sought opinions directly from Coloradans about what they needed the most from the transportation system and received thousands of comments that led to the diversified project list in the 10 -year plan, of which 1-25 is listed as one of the four focused priorities. Segments 6, 7, and 8 are completing active construction and have set up a robust public involvement and notification program, including weekly email updates sent out every Friday to over 1,400 people that have actively signed up for project updates. Additionally, the active projects conduct periodic virtual public meetings to inform travelers of project progress and important detours and road closures. Segment 5 will continue to interface with the public by providing the same weekly update emails and virtual public meetings when the project is approaching important milestones. In general, the public has responded positively to the 20 -mile work progression that has taken place on Segments 6, 7, and 8, and the same is expected for Segment 5 based on the critical need for improvements in this stretch. 6. INNOVATION AREAS: TECHNOLOGY, PROJECT DELIVERY, AND FINANCING The North 1-25 Segment 5 project is taking an innovative approach in its design and delivery of infrastructure improvements by: > Maximizing the use of innovative technology. > Using strategies to improve the efficiency of project development through the CM/GC process. > Taking advantage of innovative financing where it makes sense within the context of the project. Innovative Technologies CDOT is leading the nation in the exploration and future testing of innovative technologies as part of its Innovative Mobility office. To address pressing transportation challenges, CDOT has identified innovative technology as a primary pathway to dramatically decrease roadway crashes and mitigate congestion without relying exclusively on building new infrastructure. Multiple CDOT divisions are contributing funds to incorporate innovative intelligent technology into the Project. A specific example of a technology that will be implemented with this project includes Dedicated Short -Range Communications Radios (DSRCs). The DSRC Roadside Unit (RSU) is a short -to medium -range communications device that provides information in roadside -to -vehicle and vehicle -to -vehicle communication environments. Information exchange between vehicles and infrastructure allows for applications that enhance traffic safety and mobility. Using DSRCs will provide more efficient freight travel using Cooperative Adaptive Cruise Control and Cooperative Forward Collision Warning. To improve traffic efficiency and safety, transit reliability, and traveler information —while also providing accurate toll collection —the equipment to be used on the project includes: > All Electronic Tolling systems (AET). Colorado interoperable AET system, to allow a seamless toll collection process. THE LINK THAT UNITES Bridging Communities Building Futures, Providing Choices, Strengthenin Bonds Funding Opportunity 1Qumber:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:05:16 PM EDT Tracking Number:GRANT13961183 $ 4 OUTCOME CRITERIA NARRATIVE North Interstate 25 Segment 5 Improvements MPDG Narrative 15 > Toll Zone Enforcement will be used to keep motorists safe and move traffic as efficiently as possible. > Pan Tilt Zoom (PTZ) cameras to allow corridor operators to view traffic conditions in real-time and dispatch courtesy patrol in response to incidents. > Integrated ITS systems to implement incident management plans, assess device status and initiate repairs and maintenance, and gather data from devices. > Microwave side -fire radars to assess spot volumes, occupancy, and speed. > Variable Speed Limit (VSL) signs which use information on traffic speed, occupancy, volume, weather, and road surface conditions to determine appropriate speeds at which drivers should be traveling. > Bridge Ice Detection and Warning System to measure both the surface temperature of the bridge pavement and the ambient air temperature. > Bridge Health Monitoring infrastructure to evaluate actual conditions and impacts to the life expectancy of the structure from cradle to grave. > Intelligent Work Zone Systems will be used during construction to improve safety for motorists and workers. The above equipment will enable CDOT to measure and monitor highway metrics for evaluating the facility's performance. Innovative Permitting, Contracting, and Project Delivery CDOT is under contract with the same team who successfully delivered the $300M 1-25 North Segment 6 CM/GC project, including the owner team, lead design firm, contractor, and the multi -disciplined team. The Segment 5 project was selected for CM/GC delivery method based on the State's Project Delivery Selection Matrix evaluation tool. The CM/GC delivery method enables the team to clear multiple construction packages as they are designed, ultimately accelerating the overall project schedule. CM/GC brings the builder into the design process at a stage where definitive input can have a positive impact on the project. CM/GC is particularly valuable for this project design where it is difficult to develop the technical requirements that would be necessary without industry input. Innovative Financing CDOT recently worked with the USDOT on a $501M low -interest loan through the Build America Bureau. The Colorado Transportation Investment Office (CTIO) secured this loan through the Transportation Infrastructure Finance and Innovation Act (TIFIA). This funding will be used throughout the North 1-25 Corridor on a series of projects, with Segment 5 being the top priority. Approximately $245.5M of TIFIA financing will be used in the funding package for Segment 5. The remaining funding is comprised of local contributions ($5M from Weld County) and state funding ($99.5M from CDOT's 10 -year plan). This funding package, along with the MPDG funds requested in this grant, will allow for the delivery of the entire project in an efficient and effective manner. Not only is the project team identifying creative financing, innovative opportunities to save project money is also being pursued. CDOT is leveraging strong partnerships with local agencies and developers to build portions of High Plains Boulevard (see Broader Context in Project Description) that will minimize additional Segment 5 infrastructure needs, utility relocations, and ROW acquisition, saving the project money to invest in morel -25 scope. Tracking Number:GRANT13961183 THE LINK THAT UNITES Bridging Communities Building Futures, Providing Choices, Strengqthening Bonds Funding Opportunity Number:NIPA-23-24-MEGA GA Received Dafe:Aug 18, 2023 ` 05:O5:16 PM EDT E PROJECT READINESS North Interstate 25 Segment 5 Improvements MPDG Narrative 1 PROJECT READINESS The North 1-25 Segment 5 project demonstrates a high level of readiness. The project already has 20% design complete and has already completed the CM/GC procurement process. A. Environmental Risk Engineering Design Studies and Activities / Project's Feasibility or Constructability To provide funding flexibility, CDOT is designing the I-25 North corridor in segments and phases as was spelled out within the FEIS. Since completing the concept design, the design has progressed to a 20% level and is currently progressing to a 60% level with the intent of reaching a level of design that would allow the ROW acquisition to occur parallel to design. The 20% design plans identify horizontal and vertical alignments, pavement widths, and bridge dimensions. Utility relocation needs are generally known and their costs have been estimated. An adequate contingency plan is included in the project budget, based on professional engineering judgment, to occount for potential risk elements identified for the corridor and for inflation in the cost of materials and labor. This segment of 1-25 is included in the Major Project of the North I-25 Corridor and is reported and tracked in the annual financial plan and approved by FHWA. ROD 1 cleared work within Segment 5 in 2011. The USACE permit is in place for project revisions work within the current cross- section, delivering the FEIS benefits in the near -term while preserving space for the addition of the third northbound and southbound general-purpose lanes in the future to accommodate regional growth The following environmental permits and agreements are in place to facilitate the timely completion of National Environmental Policy Act (NEPAL approvals required to implement this project as further detailed in the required approvals section below: > The completed FEIS for the entire North 1-25 Corridor > The USFWS programmatic Biological Assessment and Biological Opinion > The SHPO Programmatic Agreement Basis of Design Information regarding the basis and history of determining the design criteria can be found in the Project Description and Project Requirements sections. Technical design criteria is primarily based on American Association of State Highway and Transportation Officials (AASHTO) and CDOT design documents and supplemented, as necessary. The team will be implementing the same principals and lessons learned for the design and construction from the previous segments. Compliance with Title VI:Civil Rights Requirements As the majority of CDOT projects involve the use of federal -aid funds, CDOT implemented established procedures to comply with and report on adherence to Title VI/Civil Rights, ADA, Buy American, and other relevant requirements. The Applicant and Project Sponsor are committed to maintaining full compliance with Title VI of the 1964 Civil Rights Act and all related non- discrimination laws, and makes every effort to ensure that no person is excluded from the participation in, denied the benefits of, or otherwise subject to discrimination in any program or actively on the basis of race, color, national origin, sex, disability or age as described in Policy Directive 604.0. CDOT's Title VI Implementation Plan is in the Title VI Plan. Detailed Project Schedule CDOT intends to release an early -out construction package to begin addressing the major safety concerns. This project is expected to be phased over multiple construction packages as determined by working with the CM/GC contractor. With this phased approach, several project elements (e.g., ROW acquisition and utility coordination) will be spanning several months. THE LINK THAT UNITES -'' Tracking Number:GR.ANT13961183 Bridging_ Communities Building_ Futures, Providing Choices, Strengtheninq� Bonds Funding Opportunity umber:NIPA-23-24-MEGA GA Received Da e:Aug 18, 20 05:05:16 PM EDT PROJECT READINESS North Interstate 25 Segment 5 Improvements MPDG Narrative 2 Obligating funds sufficiently in advance of the statutory September 30, 2026, Deadline All necessary preconstruction activities will be completed to allow for the obligation of grant funds for early out packages in early 2024. In advancing the early -out project at this rate and utilizing grant funding for construction, unexpected delays will not put the funds at risk of expiring. Grant funds remaining after the early -out packages are complete will be used in subsequent construction packages. Figure 1: Expected Progression and Duration of Procurement, Design, and Construction r_ CM/GC Designer Procurement CM Procurement PLANNING £x DESIGN Risk Register Environmental ROW Utilities Irrigation 60% Corridor Design 100% Early Construction Package 100% Corridor Design oktILuel Early Construction Corridor Construction We are here and on track I Required Approvals CDOT has planned for reviews and approvals from local, state, and federal agencies for this project as described below. NEPA Status > The FEIS for the entire North 1-25 corridor was completed and permitted through the USACE in 2011. > Reevaluations to ROD 1 completed in 2011 will be needed based on minor changes to the design. > The USFWS programmatic Biological Assessment and Biological Opinion are in place and do not require further consultation. > Coordination with SHPO is ongoing, however, there are no known cultural assets in the corridor. > All required wetland mitigation is complete. State and Local CDOT is the Project Sponsor and administer of funds. In addition, this project is on a CDOT-maintained interstate highway. CDOT's Letters of Support is in Funding Commitments Documentation. This project is included in the NFRMPO's 2040 Regional Transportation Plan, amended June 1, 2017, and can be amended into the NFRMPO Transportation Improvement Program (TIP) within three months of award notification. Assessment of Project Risks and Mitigation Strategies As projects along the North 1-25 corridor have progressed, CDOT has developed and actively maintained a corridor risk register. A risk register will be developed with the CM/GC contractor using the established corridor risks as base. THE LINK THAT UNITES Tracking Number:GRANT13961183 1 Bridging Communities Building Futures, Providing Choices, Strenathenin Bonds Funding Opportunity Number : NIPA-23 -24 - Q GA Received Daee :Aug 18, 2023 05:05:16 PM EDT PROJECT READINESS North Interstate 25 Segment 5 Improvements MPDG Narrative 3 Table 1: Assessment of Risk and Mitigation Strategy Risk Description Mitigation Strategy Right -of -Way Acquisition Obtaining Full Construction Funding NEPA Process Construction Project will require roughly 25 private parcels in the form of fee -simple right of way, Permanent easements and temporary easements based on preliminary design information. Funding for the 6 miles of construction within Segment 5 will complete the roughly 60 miles of corridor improvements already funded along 1-25. Re-evaluation of existing documents and environmental clearance is needed in a timely fashion. Various construction risks (i.e. material availability in conjunction with other large scale projects in the state, industry resource availability, complexity of traffic phasing constructability within financial constraints. Utility Impacts / The project has some anticipated utility impacts Relocations on public and private property. Supply chain risks include impacted material Supply Chain supply, material price inflation, and equipment availability Maintenance of Traffic Traffic delays and complexity of traffic phasing Large federal Grant Iterative Scope Large federal grants require strict program deadlines and reporting requirements Scope is based on available funds but final cost will depend on construction year, inflation, political decisions and efficiency The project team will continue to refine the design to minimize ROW impacts where feasible, without compromising the benefits of the project. The project team has begun discussions with several impacted property owners about the preliminary design. CDOT will request additional acquisition services from the CM/GC contractor to aid in timely ROW. Secure MPDG funds. Leverage innovative financing with tolling revenues An EIS and ROD are already in place. Early coordination with environmental staff will be conducted to ensure that design refinements do not create the need for a revision. All construction risks will be monitored with the CM/GC contractor with strategies employed to ensure the least amount of impact to the public. Planning for utility impacts and relocations has already begun and will continue though the design phase. Eliminating impacts to service and relocations will be prioritized where possible Supply chain risks will be mitigated through conducting construction cost estimates with predicted inflation rates and acting proactively on material and equipment ordering. The team will identify construction components that con be phased in a way to reduce delay times. Valuable lessons learned from Segment 6 can be incorporated into this project. Through agency competence and dedicated personnel within Weld County (the Applicant) and CDOT (the project sponsor), the project team will continuously monitor deadlines and requirements to ensure successful compliance and completion. There is also a proven track record of successfully delivering and reporting $20M in BUILD funds awarded in 2018 on the 1-25 Segment 6 project. Team has identified base and priority scope items and will be prepared to reinvest funds into the project as they become available. t e Tracking Number:GRANT13961183 Funding THE LINK THAT UNITES .� Bridging Communities BuildingFutures, Providing Choices, Strengthening Bonds Opportunity ?umber:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:05:16 PM EDT PROJECT READINESS North Interstate 25 Segment 5 Improvements MPDG Narrative 4 B. Technical Capacity The North 1-25 Segment 5 project demonstrates a high level of readiness. The project already has 20% design complete and has already completed the CM/GC procurement process. Applicant's History of Delivering projects of similar scope and scale The project team for this Segment the 1-25 project is made up of the same CDOT leadership, Consultants and CM/GC individuals that successfully completed the previous segment 6 of I-25. This scope of segment 6 included: > Widen I-25 to add one express lane in each direction. > Update horizontal/vertical roadways geometry to current standards and widen the inside and outside shoulders to 12 feet. > Provide a 30- year pavement design life for all travel lanes. > Install and integrate ITS equipment. > Fully reconstruct three interchanges (LCR 16, CO 60 and CO 56) > Improve southbound CO 56 on ramp and Little Thompson bridge. > Replace and widen 12 bridges. > Build a new Park -n -Ride facility. > Reconstruct one great western railway crossing. > Improve frontage and/or access roads. The 1-25 segment 6 project construction is near completion. The team stayed at or below the predicted budget on Segment 6 by identifying, budgeting, and mitigating project risks and was able to reinvest those savings back into the project with additional scope items. With a nearly identical scope, this project team is well versed in potential challenges and solutions and can harness real world technical experience and efficiencies into this project. Tracking Number:GRANT13961183 THE LINK THAT UNITES Bridging Communities Building Futures, Providing Choices, Strengthening Bonds Funding Opportunity umber:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:05:16 PM EDT PROJECT READINESS North Interstate 25 Segment 5 Improvements MPDG Narrative 5 Continuation of the Team and Experience with CM/GC CDOT is under contract with the same team who successfully delivered the $300M 1-25 North Segment 6, CO 56 to CO 402 project, including the owner team, lead design firm, contractor, and the multi -disciplined team. Delivered as a CM/GC project, the 5.1 mile segment included 12 bridges, a parallel frontage road, 3 interchanges (1 diverging diamond with signalization, 1 with 1-25 flipped from under to over), 5 cross street connections, 3 roundabouts, and 1 mobility hub. CDOT and the lead design firm collaborated on over 40 agreements, amendments, and permits among ll utility providers and 9 irrigation users. ROW was acquired from over 40 parcels. At the time of grant submittal, Segment 6 is 90% complete. The project is on time and on budget, including the administration of a $20M BUILD grant that will be expended well before the regulatory timeframes. Our team hit all design and construction milestones, producing over 3,000 plan sheets and constructing over $200M of infrastructure during the COVID-19 pandemic. Table 1: Project Partners Agency/Coalition Involvement Ex Responsibility 41..;st COLORADO Department of Transportation i.2 LITION Additional Stakeholders: North Front Range MPO Denver Regional Council of Governments (DRCOG) Town of Berthoud Town of Mead Larimer County Town of Johnstown City of Loveland City of Fort Collins City of Longmont Applicant. Greeley is the county seat and Weld County includes the cities/towns of Longmont, Thornton, Brighton, Mead, Johnstown, Berthoud, Firestone, and Frederick. Project Sponsor. CDOT Region 4 staff will design and construct the project, and manage the roadway. CDOT staff from the Division of Transit and Rail (DTR) and the Colorado Transit Investment Office (CTIO) are involved in planning and execution. Key Local Stakeholder. Established in 2013, it is the mission of the North 1-25 Coalition to utilize political influence to speak as one voice to seek regional and economic opportunities as well as continue discussions with long-term planning for the corridor. Key Local Stakeholder. Fix North 1-25 Business Alliance represents the business perspective on issues impacting the mobility of the North 1-25 corridor between Highway 14 and Highway 66. City of Greeley North Area Transportation Alliance Town of Windsor Turion Development Town of Firestone Town of Frederick Town of Dacono City of Thornton City of Westminster Northwest Mayors & Commissioners Coalition Town of Erie Erie Chamber of Commerce Town of Lyons Berthoud Chamber of Commerce Mead Chamber of Commerce Longmont Chamber of Commerce Carbon Valley Chamber of Commerce Great Western Railway of Colorado THE LINK THAT UNITES 5 Tracking Number:GR.ANT13961183 Bridging Communities Buildin Futures, Providing Choices, Stren theninc Bonds Funding Opportunity umber:NIPA-23-24-MEGA GA Received Da e:Aug 18, 20 05:05:16 PM EDT PROJECT REQUIREMENTS North Interstate 25 Segment 5 Improvements MPDG Narrative 1 Table 1: Statutory Selection Requirements Requirement (23 U.S.C. 117 INFRA) (1) The project will generate national, or regional economic, mobility, or safety benefits (2) The project will be cost effective (3) The project will contribute to 1 or more of the national goals described under Section 150 (4) The project is based on the results of preliminary engineering (5) With respect to related non- federal financial commitments, 1 or more stable and dependable sources of funding and financing are available to construct, maintain, and operate the project, and contingency amounts are available to cover unanticipated cost increases (6) The project cannot be easily and efficiently completed without other Federal funding or financing available to the project sponsor Requirement (49 U.S.C. 6701 Mega) (1) The project is likely to generate national or regional economic, mobility, safety benefits (2) The project will be cost effective No statutory requirement No statutory requirement (3) With respect to non-federal financial commitments, 1 or more stable and dependable sources are available to construct, operate, and maintain the project, and to cover cost increases (4) The project is in significant need of Federal funding Reference Section Economic Benefits: Outcome Criteria Narrative: Economic Impacts, Freight Movement, and Job Creation Mobility Benefits: Outcome Criteria Narrative: Equity, Multimodal Options, and Quality of Life Safety Benefits: Outcome Criteria Narrative: Safety Project Budget, Sources, and Uses of Funding Benefit -Cost Analysis Narrative Benefit -Cost Analysis Calculations Section 150 national goals: (1) Safety: Outcome Criteria Narrative: Safety (2) Infrastructure condition: Outcome Criteria Narrative: State of Good Repair (3) Congestion reduction: Outcome Criteria Narrative: Climate Change, Resiliency, and the Environment (4) System reliability: Project Description: Project Elements and Challenges Addressed by the Project (5) Freight movement & economic vitality: Outcome Criteria Narrative: Economic Impacts, Freight Movement, and Job Creation (6) Environmental sustainability: Outcome Criteria Narrative: Climate Change, Resiliency, and the Environment (7) Reduced project delivery delays: Detailed Project Schedule Detailed Project Schedule Project Budget, Sources, and Uses of Funding Funding Commitment Documentation See summary below this table • A THE LINK THAT UNITES5 Tracking Number:GRANT13961183 4 Bridging Communities BuildingFutures, Providing Choices, Strengthening Bonds Funding Opportunity Number:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:O5:16 PM EDT PROJECT REQUIREMENTS North Interstate 25 Segment 5 Improvements MPDG Narrative (7) The project is reasonably expected to begin construction no later than 18 months after the date of obligation of funds for the project No statutory requirement No statutory requirement No statutory requirement (5) The applicant has, or will have, sufficient legal, financial, and technical capacity to carry out the project. (6) The application includes a plan for the collection and analysis of data to identify the impacts of the project and accuracy of forecasts included in the application. Project Readiness Detailed Project Schedule Legal and technical capacity: Project Readiness Financial capacity. Grant Funds, Sources and Uses Funding Commitment Documentation Mega Data Plan Impact on Project Scope, Schedule & Budget Without MPDG Funds The funding for transportation projects in Colorado mainly relies on the state and federal gas tax, which has remained unchanged for three decades and currently ranks as the 12th lowest in the nation. To support the design and construction of the 1-25 Segment 5 Project, CDOT has dedicated S350M in state funds as their contribution. This financial commitment represents the maximum amount the department can provide while ensuring its fiscal well-being. In the absence of MPDG funds, these state funds would be insufficient to fully accomplish the project's objectives, resulting in prolonged implementation timelines and diminished cost efficiencies across the various required construction endeavors. Without MPDG funds, the statement of work in the Project Description would be reduced by removing the southbound climbing lane and significantly shortening the northbound express lane entrance. These would have a significant impact on safety and operations through the corridor. Currently the project schedule is to start early in 2024 and open to traffic in Spring 2028. If MPDG funding is not received, the project scope would be severely minimized until the necessary funding is secured, resulting in an adverse extension of the period during which the traveling public would experience traffic disruptions and delays. Each month of delay would result in $2 million in additional total cost. In the absence of MPDG funds, the project would be divided into multiple construction packages spread across several years. This would require additional preconstruction expenses to update the design of the project. According to the USDOT Highway Construction Cost Index, from 2021 to 2023, costs have increased 90%. Construction costs are expected to continue to rise due to multiple mobilizations and the subsequent escalation of material and labor expenses as time progresses. THE LINK THAT UNITES we Tracking Number:GRANT13961183 Bridging Communities Buildin Futures, Providing ChoicesStrentheninq� Bonds Funding Opportunity umber:NIPA-X13-24-MEGA GA Received Date:Aug 1'S, 20 05:05:16 PM EDT .4 BENEFIT COST ANALYSIS TO SUPPORT A MPDG GRANT APPLICATION FOR INTERSTATE 25 NORTH, SEGMENT 5 Prepared for Weld County August 215`, 2023 AECOM 401 W A Street, San Diego CA 92131 610 610 7700 www aecom com Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 OS 05 16 PM EDT T LF OF CONTENTS Section 1 Introduction 1-1 Section 2 Assumptions 2-2 2 1 Assumptions — General 2-2 2 1 1 Discount Rates 2-2 2 1 2 Evaluation Period 2-2 2 1 3 Key Benefit -Cost Evaluation Measures 2-2 2 2 Assumptions — Travel Demand 2-3 2 3 Assumptions — Safety 2-3 2 4 Assumptions — State of Good Repair 2-4 2 4 1 Residual Value 2-4 2 4 2 Additional O&M Costs 2-4 2 5 Assumptions — Economic Impacts, Freight Movement, and Job Creation 2-5 2 5 1 Travel Time Savings 2-5 2 5 2 Vehicle Cost Savings 2-5 2 5 3 Freight Operating Cost Savings 2-5 2 5 4 Inventory Savings 2-6 2 6 Assumptions — Climate Change, Resiliency, and the Environment 2-7 2 6 1 Emissions Reductions 2-7 2 6 2 Freight Emissions Reductions 2-8 Section 3 Benefit Analysis 3-10 31 Safety 3 2 State of Good Repair 3 2 1 Residual Value 3 2 2 Additional O&M Costs 3 3 Economic Impacts, Freight Movement, and Job Creation 3 3 1 Travel Time Savings 3 3 2 Vehicle Cost Savings 3 3 3 Freight Operating Cost Savings 3 3 4 Inventory Savings 3 4 Climate Change, Resiliency, and the Environment 3 4 1 Emissions Reductions 3 4 2 Freight Emissions Savings Section 4 Cost Analysis 4 1 Capital Costs 4 1 1 Rate of Expenditure 4 2 Additional O&M Costs Section 5 Benefits Cost Analysis Results ACOM 3-10 3-10 3-10 3-11 3-11 3-11 3-11 3-11 3-12 3-12 3-12 3-13 4-14 4-14 4-15 4-15 5-17 5 1 Benefits by Evaluation Criteria 5-18 511 Safety 5-18 5 1 2 State of Good Repair 5-18 5 1 3 Economic Impacts, Freight Movement, and Job Creation 5-19 Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT TABLE OF CONTENTS 5 1 4 Climate Change, Resiliency, and the Environment 5-19 AECOM Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT AECOM 1-1 SECTION 1 INTRO DUCT ION A benefit -cost assessment (BCA) was conducted for the I-25 North Segment 5 Project (I-25 Project) as part of Weld County's application to the U S Department of Transportation's (DOT) MPDG Program This analysts was conducted in accordance with the DOT's 2023 Benefit -Cost Analysis Guidance for Discretionary Grant Programs for a 26 -year assessment period beginning with capital outlays in 2023 through to 2028 and operations from 2028 to 2048 The I-25 Project is one of the final projects needed to bring the entire northern I-25 corridor up to standard to close the gap between Colorado's rural communities and the adjacent urban centers The 1-25 project will entail the widening and reconstruction of the highway This includes the widening and reconstruction of approximately 5 8 miles along the northbound and southbound lanes, as well as the widening of an additional 1 8 miles along the northbound express lane A total of 9 bridges will be replaced and one interchange will be improved Additional elements of the I-25 project include drainage improvements along the segment The realization of the I-25 Project will deliver a variety of benefits, most notably reductions in travel times through the corridor during weekdays, reductions in vehicle accidents, and improvements in road freight efficiency Furthermore, it will generate a significant reduction in emissions and vehicle operating costs for commercial drivers The 1-25 Project generates a benefit cost ratio (BCR) of 4 2 1 at a 7 percent discount rate and has a net present value of $901M Notable impacts that the I-25 Project will deliver, which drive evaluation criteria, include the following summarized in Tables 1 through 4 Table 1 Safety (2028 — 2048) Impact Category Build Scenario, 2028-2048 Safety Benefits $227M ($2021, undiscounted) Table 2 State of Good Repair (2028 — 2048) Impact Category Build Scenario, 2028-2048 Residual Value $87M ($2021, undiscounted) Table 3 Economic Impacts, Freight Movement, and Job Creation (2028 —2048) Impact Category Build Scenario, 2028-2048 Travel Time Savings $2,464M ($2021, undiscounted) Freight Operating Cost Savings $797M ($2021, undiscounted) Inventory Savings SIM ($2021, undiscounted) Table 4 Climate Change, Resiliency, and the Environment (2028 —2048) Impact Category Build Scenario, 2028-2048 Emissions Reductions (Autos) $18M ($2021, undiscounted) Freight Emissions Savings (Commercial Trucks) $23M ($2021, undiscounted) Tracking Number GRANT13861183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 OS 05 16 PM EDT 2-2 SECTION 2 ASSUMPTIONS The BCA evaluates the benefits and costs of implementing the I-25 Project against the no build (or baseline) scenario in which the I-25 Project does not occur. The analysis utilizes information from a number of sources from both government agencies and consultants engaged by the applicant, as well a number of assumptions which are compliant with the DOT's guidance including the 2023 Benefit -Cost Analysis Guidance for Discretionary Grant Programs. 2.1 ASSUMPTIONS — GENERAL 2.1.1 Discount Rates Consistent with the DOT's guidance, a real discount rate of 7 percent was adopted for this analysis, except for CO2 emissions which are discounted at a real discount rate of 3% as per DOT guidance. Project investments are expressed in constant 2021 dollars. In instances where assumptions, cost estimates or benefit valuations are expressed in dollar values for other years, GDP data from the White House Office of Management and Budget's Gross Domestic Product and Deflators' have been used to bring these to 2021 dollar figures. 2.1.2 Evaluation Period The evaluation period in this assessment is 26 years, extending from 2023 through to the end of the first quarter of 2048. This evaluation period begins in the year in which capital expenditures for the I-25 Project are to begin followed by 20 years of operations after the completion of construction. This analysis assumes that construction of the I-25 Project will begin in 2023 and will continue through to the end of the first quarter of 2028. Operations of the 1-25 Project will begin in the second quarter of 2028. All benefits and costs are assumed to occur at the end of the year, with benefits beginning to be accrued in the second quarter of 2028, the same year that operations are scheduled to commence. 2.1.3 Key Benefit -Cost Evaluation Measures This benefit -cost analysis converts potential economic gains (benefits) and losses (costs) resulting from the implementation of the I-25 Project into monetary units and compares them. The following two common benefit -cost evaluation measures are included in this analysis. Net Present Value (NPV) compares the net benefits (benefits less costs) after being discounted to present values using the real discount rate assumption. The NPV provides a perspective on the overall dollar magnitude of cash flows over time in $2021. The Benefit -Cost Ratio (BCR) expresses the relation of discounted benefits to discounted costs as a measure of the extent to which the project benefits either exceed or fall short of their associated costs. ' White House Office of Management and Budget. Historical Tables, Table 10.1— Gross Domestic Product and Deflators Used in the historical Tables 1940-2028. Accessed from https://www.whitehouse.gov/omb/budget/historical-tables/ AECOM Tracking Number:GRANT13961183 Funding Opportunity Number:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:05:16 PM EDT 2-3 2.2 ASSUMPTIONS — TRAVEL DEMAND Muller Engineering Company, Inc (Muller) produced forecasts of vehicle hours traveled (VHT) and vehicle miles traveled (VMT) for the I-25 Study corridor This analysis estimated annual baseline and build scenarios over the analysis penod2 VHT is used in a vanety of benefits and costs categories including travel time savings, freight operating cost savings, inventory savings and emissions Vehicle hours used in this analysis comprise the estimates of travel times avoided for personal vehicles and commercial trucks under the baseline and build scenarios Table 5 highlights the reduction in VHT over the analysis period Table 5 Reduction in VHT (average weekday) No build (2028-2048) Build (2028-2048) Reduction in VHT (2028-2048) NB 397,177 216,398 180,779 SB 350,121 185,884 164,237 Total 747,298 402,282 345,016 Source Muller VMT are generally used in a variety of benefits and costs categories including safety, emissions, and (personal vehicle) operating costs In both the baseline and build scenarios, the total VMT for the assessment corridor is forecast to increase over time, though at differing magnitudes Many of the benefit categories for personal vehicles and commercial trucks in this BCA were estimated using methodologies which utilize vehicle hours travelled to calculate the benefits a project will generate To avoid the risk of double counting, VMT has only been used in the calculation of personal vehicle operating costs Table 6 shows the nominal increase in VMT over the analysis period Table 6 Reduction in VMT (average weekday) No build (2028-2048) Build (2028-2048) Reduction in VMT (2028-2048) NB 12,138,259 12,251,467 (113,208) SB 11,809,694 12,094,207 (284,513) Total 23,947,953 24,345,674 (397,721) Source Muller This analysis considers various benefits and costs resulting from the change in travel demand including travel times associated with upgrades to the existing infrastructure in the I-25 corridor An annualization factor of 260 days has been assumed based on an average weekday 2.3 ASSUMPTIONS — SAFETY The analysis assumes that there will be a decrease in the incidence of accidents due to the I-25 Project Using assumptions about crash modification factors (CMFs) consistent with the Federal Highway Administration's (FHWA) Highway Safety Manual procedures, Muller produced an operational safety analysis of the baseline and build scenario, forecasting the differences in the estimated number and typology of accidents within the assessment corridor over the analysis period3 The findings of this analysis estimated a significant decrease in the incidence of accidents As most accidents on interstate corridors compnse rear end and sideswipe collisions during congestion, lower average levels of congestion and a higher average 2 Note that forecasts were provided through to 2045 The forecasts were extrapolated to 2048 conservatively assuming no growth in traffic volumes beyond 2045 3 Ibid AECOM Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 OS OS 16 PM EDT 2-4 rate of travel, as indicated by a decreased travel time through the comdor, likely will result in a reduction in the incidence of accidents The tables below demonstrates the reduction in accidents over the analysis period (Table 7) as well as the values used to monetize the safety benefits (Table 8) Table 7 Reduction in accidents (annual) Reduction in accidents (2028-2048) Fatal 6 4 Injury 450 0 PDO 1,108 1 Source Muller Table 8 Value of reduced fatalities and mjunes (2021$) Value (2021$) Fatal $13,046,800 Injury $307,800 PDO $4800 Source USDOT Benefit -Cost Analysis Guidance for Discretionary Grant Program (2023) 2.4 ASSUMPTIONS — STATE OF GOOD REPAIR 2.4.1 Residual Value The major categones of infrastructure components which comprise the I-25 Project have different assumed asset lives For instance, a bndge which has been reconstructed will have an assumed life of 75 years while a concrete highway lane will have an assumed useful life of 30 years All assets proposed within the I-25 Study are assumed to have useful lives longer than the 20 years following commencement of operations and will thus have a residual value which can be discounted back to a net present value and included in the project benefits Table 9 below provides and overview of the useful lives of asset categories within the I- 25 Project Table 9 Assumed Useful Life of Assets — Assessment Corridor Asset Type Construction Type Assumed Useful Life Residual Value Applicable Interchanges Concrete 50 ✓ Bridges Concrete 75 ✓ Highway Concrete 30 ✓ Source Muller, AECOM 2.4.2 Additional O&M Costs The additional O&M Costs are discussed in Section 4 2 A COM Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT 2-5 2.5 ASSUMPTIONS - ECONOMIC IMPACTS, FREIGHT MOVEMENT, AND JOB CREATION 2.5.1 Travel Time Savings Travel time savings are based on the annual reduction in VHT between the build and no -build case for passenger vehicles (excluding trucks). Trucks represent around 12.5% of traffic along the assessment corridor based on advice from Muller and the savings related to trucks are captured separately within the Freight Operating Cost Savings benefit category. An average occupancy rate of 1.67 was adopted in line with the DOT's 2023 Benefit -Cost Analysis Guidance for Discretionary Grant Programs guidance for passenger vehicles (all travel) and applied to the reduction in VHT to derive the person hours saved. The travel time savings were estimated by applying the person hours saved to the value of travel time savings outlined in DOT Guidance. The recommended hourly value of travel time savings per person -hour is $18.80 (2021$), which assumes the mix of personal and business travel to be consistent with the DOT's national distribution for local travel by surface modes. 2.5.2 Vehicle Cost Savings The I-25 Project is expected to induce nominally increased traffic volumes. The I-25 Project will increase the corridor's capacity to accommodate a higher volume of traffic associated with regional population and employment growth and an expected increase in freight volumes on Colorado's highways. However, the I- 25 Project assumes a greater efficiency of travel within the context of greater traffic volumes, which will lead to increased VMT. Assumptions for determining operating costs for passenger vehicles are as per the DOT's 2023 Benefit -Cost Analysis Guidance for Discretionary Grant Programs guidance for personal vehicle road operating costs per VMT. The recommended value of $0.46 (2021$) per mile was used in this analysis. The annual change in VMT for passenger vehicles was applied to the average operating cost per mile to determine the operating savings benefit (or disbenefit). 2.5.3 Freight Operating Cost Savings The operating costs for commercial trucks comprise vehicle and driver -based costs and are expressed on an hourly basis. This analysis has used the American Transportation Research Institute's (ATRI) 2022 Average Marginal Costs per Hour as the benchmark for hourly truck operating costs, with those costs expressed in $2021. This analysis uses the assumptions shown in Table 10 applied to the annual reduction in VHT for trucks. 4 American Transportation Research Institute. An Analysis of the Operational Costs of Trucking: 2022 Update https://truckingresearch.org/wp-content/uploads/2022/08/ATRI-Operational-Cost-of-Trucking-2022.pdf AECOM Tracking Number:GRANT13961183 Funding Opportunity Number:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:05:16 PM EDT 2-6 Table 10 Average Truck Operating Costs per Vehicle Hour Traveled ($2021) Vehicle Based $2021 Fuel Costs $16 78 Truck/Trailer Lease or Purchase Payments $11 21 Repair and Maintenance $7 04 Truck Insurance Premiums $3 46 Driver Based Driver Wages $25 24 Driver Benefits $7 31 Sauce ATRI (2022) Note Excludes Tires, Licenses and permits, and Tolls because idling will not wear down tires, licenses are sunk costs, and tolls do not apply to this analysis 2.5.4 Inventory Savings The value of freight, on a per ton and per truck basis, is required for estimating inventory savings resulting from reduced travel time by commercial truck drivers Freight values were determined using data from the FHWA's Freight Analysis Framework (FAF) to identify the type and volume of freight whose movement occurs within the assessment corridor The following flows of freight were identified which utilize the I- 25 Domestic Northbound and Southbound Flows (Origin or Destination inside Colorado), Domestic Northbound and Southbound Passing Flows(both Origin or Destination outside Colorado), Export Northbound Flows (to Canada via Montana), Import Southbound Flows (from Canada via Montana), Export Southbound Flows (to Mexico via Texas), and Import Northbound Flows (from Mexico via Texas) For each of these flows, origin -destination (OD) pairs were identified and the total tonnage and value of the freight extracted from FAF data This information was utilized to determine an average value per ton of freight for each of the aforementioned flows which utilize the assessment corridor The determination of the average tons of freight carried per truck began with the identification of the maximum weight allowed for road freight on the I-25 80,000 pounds (40 tons) This analysis assumes that the commercial truck, chassis and container weigh 16 tons and conservatively assume that trucks will on average carry only half their cargo capacity by weight to account for empty tnps The remaining 24,000 pounds, or 12 tons, is assumed to be the average weight of freight for every commercial truck utilizing the assessment corridor An overview of this analysis' assumptions on the average value per ton of freight, and per truck, is shown in Table 11 Table 11 Value of Truck Freight ($2021) Value per Ton ($2021) $2,325 Value per Truck ($2021) $27,897 Source FHWA, AECOM ACOM Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT 2-7 The inventory cost associated with the annual truckloads and annual hours of delay is based on the commercial discount — the opportunity cost associated with holding assets in inventory rather than using them for another purpose. An avoidance of delays with the delivery of freight contributes to a savings in freight inventory costs. This analysis uses a commercial discount rate of 4.0 percent. Assuming 8,760 hours in a year (365 days * 24 hours), this yields an hourly discount rate of 0.00046 percent. Multiplying this hourly discount rate by value of freight shipped and by the hours of delay avoided, yields an annual value of inventory savings. 2.6 ASSUMPTIONS - CLIMATE CHANGE, RESILIENCY, AND THE ENVIRONMENT 2.6.1 Emissions Reductions Emission rates differ between vehicle types and their rates are reflective of fuel efficiency, average speed and driving conditions. This analysis uses emissions factors from the Environmental Protection Agency (EPA) and others described in this section, which provide emissions rates per hour for passenger vehicles and commercial trucks covering the following key emissions types: nitrogen oxides (NOx), fine particulate matter (PM2.5), and carbon dioxide (CO2). This analysis uses the standard approach to quantifying emissions utilizing VHT. More efficient travel times due to infrastructure improvements will generate an overall reduction in VHT along the corridor, a substantial reduction in idling and stop and go traffic, and lead to faster average speeds being achieved. Emission factors for automobiles assume that emissions will decrease on a per VHT basis over time due to better fuel efficiency and engineering design. An overview of the assumed emission factors, as per grams of emissions per vehicle hours travelled, for passenger vehicles is shown in Table 12. Table 12: Emission Factors (g/VIIT) for passenger vehicles Emission Passenger vehicles* - Weighted Average (grams/hour) Type NOx 3.79' PM2.5 0.00' CO2 2,1 16.803 Sources: 1 EPA Idling Vehicle Emissions for Passenger Cars, Light -Duty Trucks, and Heavy -Duty Trucks https://dec.vermont.gov/sites/dec/files/aqc/mobile-sources/documents/IdlingEmissions.pdf. Assumes an even split between classes LDGV and LDGT 2 EPA Idling Vehicle Emissions for Passenger Cars, Light -Duty Trucks, and Heavy -Duty Trucks https://dec.vermont.Qov/sites/dec/files/aqc/mobile-sources/documents/IdlingEmissions.pdf. Assumes an even split between classes LDGV and LDGT 3 Argonne National Laboratory https://afdc.energy.gov/tiles/u/publication/which is greener.pdf Values for each emission type were sourced from the DOT's 2023 Benefit -Cost Analysis Guidance for Discretionary Grant Programs guidance in $2021 and applied to the change in Tons for each respective emission type to monetize the environmental benefit. An overview of the values used for each emission type is shown in Table 13. AECOM Tracking Number:GRANT13961183 Funding Opportunity Number:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:05:16 PM EDT Table 13 Emission Costs (2021$) per Ton 2-8 Emission Type NOx PM2 5 COs 2022 $16,600 $796,700 $56 2023 $16,800 $810,500 $57 2024 $17,000 $824,500 $58 2025 $17,200 $838,800 $59 2026 $17,500 $852,100 $60 2027 $17,900 $865,600 $61 2028 $18,200 $879,400 $62 2029 $18,600 $893,400 $63 2030 $18,900 $907,600 $65 2031 $18,900 $907,600 $66 2032 $18,900 $907,600 $67 2033 $18,900 $907,600 $68 2034 $18,900 $907,600 $69 2035 $18,900 $907,600 $70 2036 $18,900 $907,600 $72 2037 $18,900 $907,600 $73 2038 $18,900 $907,600 $74 2039 $18,900 $907,600 $75 2040 $18,900 $907,600 $76 2041 $18,900 $907,600 $78 2042 $18,900 $907,600 $79 2043 $18,900 $907,600 $80 2044 $18,900 $907,600 $81 2045 $18,900 $907,600 $82 2046 $18,900 $907,600 $84 2047 $18,900 $907,600 $85 2048 $18,900 $907,600 $86 Source USDOT Benefit -Cost Analysis Guidance for Discretionary Grant Program (2023) 2.6.2 Freight Emissions Reductions Commercial truck emissions were estimated based on forecast reductions in VHT, which produce more conservative estimations given it is based on emissions rates while idling An overview of emissions rates for commercial trucks is shown in Table 14 AECOM Tracking Number GRANT13861183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT 2-9 Table 14: Emission Factors (g/VI-IT) for trucks Emission Average (grams/hour) Type Trucks* - Weighted NOx 39.05' PM2.5 1.092 CO2 4,341.563 Sources 1 EPA Idling Vehicle Emissions for Passenger Cars, Light -Duty Trucks, and Heavy -Duty Trucks https://dec.vermont.gov/sites/dec/files/aqc/mobile-sources/documents/IdlingEmissions.pdf. Assumes an even split between classes Villa and VIIIb 2 EPA Idling Vehicle Emissions for Passenger Cars, Light -Duty Trucks, and Heavy -Duty Trucks. https://dec.vermont.gov/sites/dec/files/aqc/mobile-sources/documents/IdlingEmissions.pdf. Assumes an even split between classes Villa and VIIIb 3 Idle Emissions from Heavy -Duty Diesel Vehicles: Review and Recent Data https://www.tandfonl ine.com/doi/pdf/10.1080/10473289.2006.10464551 The change in the quantum of emissions is similarly applied to the values for each emission type in Table 13 to estimate the environmental benefit. AECOM Tracking Number:GRANT13961183 Funding Opportunity Number:NIPA-23-24-MEGA Received Date:Aug 18, 2023 05:05:16 PM EDT 3-10 SECTION 3 BENEFIT ANALYSIS The benefits assessed in this analysis align to the evaluation criteria including Safety, State of Good Repair, Economic Impacts, Freight Movement, and Job Creation, Climate Change, Resiliency, and the Environment 3.1 SAFETY Safety outcomes comprise the reduction in the incidence of fatalities, injuries and PDO crashes within the assessment corridor associated with the implementation of the I-25 Project The baseline and build scenarios both forecast increased traffic volumes over time, however, the build scenario is forecast to allow for more efficient and safer travel through the corridor Table 15 shows the total reduction in fatalities, injuries and PDO crashes over the analysis period associated with the infrastructure improvements in the build scenario, as well as the undiscounted and discounted safety benefits Table 15 Overview of safety benefits (2028-2048) Reduction in crashes Safety Benefits Safety Benefits (2028-2048) (undiscounted, 2021$M) (discounted at 7%, 2021$M) Fatal 6 4 $82 9 $26 5 Injury 450 0 $138 5 $45 3 PDO 1,108 1 $5 3 $1 7 Total 1,564 5 $226 7 $73 5 Source Muller, AECOM 3.2 STATE OF GOOD REPAIR 3.2.1 Residual Value The components with a useful life beyond 20 years will have a residual value at the end of the assessment period An overview of the residual value of component types of the I-25 Project at the conclusion of the assessment period is shown in Table 16 Table 16 Overview of residual value Capital Cost - Residual Value Residual Value Hard Infrastructure Useful Life Remammg life (undiscounted, (discounted at Only 2021$M) 7%, 2021$M) WCR 34 Interchange $27 2 50 30 $16 3 $2 6 Structures $24 5 75 55 $18 0 $2 9 Managed Lane $47 1 30 10 $15 7 $2 5 Mainline GP (General $90 5 30 10 $30 2 $4 9 Purpose) ROW Purchase $6 6 $6 6 $1 1 Total $195 9 $86 8 $14 0 Source Muller, AECOM Note ROW does not depreciate AIM Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT 3-11 3.2.2 Additional O&M Costs The additional O&M Costs are discussed in Section 4 2 3.3 ECONOMIC IMPACTS, FREIGHT MOVEMENT, AND JOB CREATION 3.3.1 Travel Time Savings The travel time savings represent the key benefit of the project and are driven by the reduction in VHT for passenger vehicles Table 17 shows the total reduction in VHT for passenger vehicles over the analysis period, as well as the undiscounted and discounted travel time savings Table 17 Overview of travel time savings (2028-2048) Reduction in VHT (2028-2048) Travel Time Savings (undiscounted, 2021$M) Travel Tune Savings (discounted at 7%, 2021$M) NB 41,127,144 $1,291 2 $444 5 SB 37,363,982 $1,173 I $381 9 Total 78,491,126 $2,464 3 $826 4 Source Muller, AECOM 3.3.2 Vehicle Cost Savings As highlighted previously, there is a nominal increase in VMT including for passenger vehicles Consequently, this leads to a small dis-benefit associated with higher vehicle operating costs for passenger vehicles Table 18 highlights the total increase in VMT for passenger vehicles over the analysis period, as well as the undiscounted and discounted vehicle costs Table 18 Overview of vehicle cost savings (2028-2048) Reduction in VMT (2028-2048) Vehicle Cost Savings (undiscounted, 2021$M) Vehicle Cost Savings (discounted at 7%, 2021$M) NB (25,754,761) -$11 8 -$3 5 SB (64,726,754) -$29 8 -$10 1 Total (90,481,515) -$41 6 -$13 6 Source Muller, AECOM 33.3 Freight Operating Cost Savings The reduction in VHT for commerical trucks delivered by the I-25 Project improves the efficiency of the freight network, resulting in significant freight operating cost savings Table 19 shows the total decrease in VHT for commerical trucks over the analysis period, as well as the undiscounted and discounted freight operation cost savings AECOM Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT 3-12 Table 19 Overview of freight operating cost savings (2028-2048) Reduction in VHT Freight Operating Cost Freight Operating Cost (2028-2048) Savings (undiscounted, 2021$M) Savings (discounted at 7%, 2021$M) NB 5,875,306 $417 4 $143 7 SB 5,337,712 $379 2 $123 4 Total 11,213,018 $796 6 $267 1 Source Muller, AECOM 33.4 Inventory Savings The reduction in commercial truck hours also delivers some modest benefits associated with inventory savings Table 20 shows the total decrease in VHT for commerical trucks over the analysis period, as well as the undiscounted and discounted inventory savings Table 20 Overview of inventory savings (2028-2048) Reduction in VHT Inventory Savings Inventory Savings (2028-2048) (undiscounted, 20215M) (discounted at 7%, 2021$M) NB , 5,875,306 $0 7 $0 3 SB 5,337,712 $0 7 $0 2 Total 11,213,018 $1 4 $0 5 Source Muller, AECOM 3.4 CLIMATE CHANGE, RESILIENCY, AND THE ENVIRONMENT 3.4.1 Emissions Reductions The I-25 Project will deliver environmental benefits in the form of emissions reductions for passenger vehicles due to increased fuel efficiency and less idling A summary of the change in emissions over the analysis period, as well as the undiscounted and discounted benefits for passenger vehicles, is shown in Table 21 Table 21 Overview of emissions reductions (2028-2048) Emissions Reductions Emissions Reductions Emissions Reductions Tons (2028-2048) (undiscounted, 2021$M) (discounted at 7%I, 2021$M) NOx 297 $5 6 $1 9 PM25 $00 $00 CO2 166,150 $12 3 $7 4 Total $17 9 $9 3 Source Muller, AECOM I CO2 emissions are discounted at 3% as per DOT Guidance AECO Tracking Number GRANT13861183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT 3-13 3.4.2 Freight Emissions Savings The I-25 Project will also lead to freight emissions reductions for commerical trucks A summary of the change in freight emissions over the analysis period, as well as the undiscounted and discounted benefits for commerical trucks, is shown in Table 22 Table 22 Overview of freight emissions reductions (2028-2048) Freight Emissions Reductions Tons (2028- 2048) Freight Emissions Reductions (undiscounted, 2021$M) Freight Emissions Reductions (discounted at 7%i, 2021$M) NO. 438 $83 $28 PM2 5 12 $11 1 $3 7 CO2 48,682 $3 6 $2 2 Total $23 0 $8 7 Source Muller, AECOM 1 CO2 emissions are discounted at 3% as per DOT Guidance AECOM Tracking Number GRANT13861183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 OS 16 PM EDT 4-14 SECTION 4 COST ANALYSIS The costs assessed in this analysis comprise capital costs and those associated with the operation and maintenance (O&M) of the lanes, bridges, and other structures (including the WCR interchange) within the assessment corridor 4.1 CAPITAL COSTS The capital costs are composed of construction costs, GM/GC costs, pre -construction costs, and ROW & utility costs Overviews of the estimated cost of each component are shown in Table 23 The programmed project capital cost estimates total $450M (in 2026 dollars, which represents the mid -year of construction) Deflating this estimate to the required dollar year (2021) as per DOT guidance, the initial capital outlay is estimated at approximately $374M (in 2021 dollars) Table 23 I-25 Capital Costs Capital Costs (2021$M) WCR 34 Interchange $27 2 Structures $24 5 Managed Lane $47 1 Mainline GP $90 5 Construction $189 3 Other Construction $123 6 Total Construction $312 8 Total GM/GC $11 6 Total PreConstruction $33 8 ROW Purchase $6 6 ROW Management $0 7 Utilities , $8 3 Total ROW & Utility Costs $15 6 Total Costs $373 9 Source Muller The I-25 project will entail the widening and reconstruction of the highway This includes the widening and reconstruction of approximately 5 8 miles along the northbound and southbound lanes, as well as the widening of an additional 1 8 miles along the northbound express lane The milepost start/finish is outlined below a Widening of NB express lane 242 2 to 244 0 e Widening/reconstruction of NB & SB express lane 244 0 to 249 8 The I-25 Project also includes the replacement of 9 bridges a 1-25 over Valley Road (Pair) o C -17 -AS (SB, built 1961, span = 87 80', area=5002sf) o C -17 -AT (NB, built 1961, span = 76 40', area=3927sf) AECOM Tracking Number GRANT13861183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT 4-15 WCR 38 over I-25 o C -17 -AI (built 1960, span = 89 90', area=7200sf) 1-25 over Great Western Railroad (Pair) o D -17 -DA (SB, built 1961, span = 87 90', area=4339st) o D-17-DB (NB, built 1961, span = 87 90', area=4339sf) I-25 over Drainage Way o D -17 -DD (built 1961, span = 66 30', area=5880sf) WCR 34 over I-25 o D -17 -DC (built 1961, span = 81 90', area=7582sf) I-25 over WCR 32 (pair) o D-17-CY (SB, built 1961, span = 86 0', area=3927st) o D -17 -CZ (NB, built 1961, span = 86 0', area=3927sf) The following improvements will also be made to the WCR-34 interchange o Roundabout intersections at ramp and crossroad o Updated bridge over I-25 o Upgraded acceleration and deceleration distances on ramps ® Improved vertical design of crossroad and ramps Additional elements of the I-25 project include drainage improvements along the segment 4.1.1 Rate of Expenditure Construction is scheduled to take place over a 6 -year period commencing in 2023 ending at the end of the first quarter of 2028 Operations are then assumed to commence at the beginning of the second quarter of 2028 Capital costs are assumed to be expended at a constant rate of approximately $17 8M per quarter from the project's onset through to its conclusion 4.2 ADDITIONAL O&M COSTS Operation and maintenance (O&M) costs are applied to the highway corridor on a per lane mile basis The annual O&M cost for the highway corridor is $8,808/lane mile for the first ten years of operation, and $17,355/lane mile thereafter to the end of their useful life These parameters are representative of CDOT's average per lane O&M expenditure over the three years ending in 2016 and are indexed to 2021 dollars ACOM Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 OS OS 16 PM EDT 4-16 Baseline O&M costs for bridges are largely comprised of scheduled maintenance and actual annual costs incurred Other maintenance costs are associated with unscheduled maintenance associated with inspections and repairs following flood events Current O&M costs for bndges within the assessment corridor are not available In the absence of maintenance schedules, this analysis assumes that operations and maintenance costs of these structures will be equal to 0 1 percent of the capital cost per annum for the first ten years of operation, and equal to 0 25 percent of the capital cost per annum thereafter to the end of their useful life O&M costs are estimated to be approximately $143,000 in 2021 dollars on an annual basis for the first ten years of operations and approximately $294,000 in 2021 dollars on an annual basis beyond 2037 AKOM Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 OS 16 PM EDT AECOM 5-17 SECTION 5 BENEFITS COST ANALYSIS RESULTS Over the 20 -year analysis period, the I-25 Project generates $1,185M in benefits at a 7 percent discount rate This significantly outweighs the costs of the I-25 Project, resulting in a BCR of 4.2:1 and an NPV of $901M at a 7 percent discount rate A more granular overview of the project benefits generated is shown in Table 24, categonzed by the evaluation criteria Table 24 1-25 Project Benefits and Cost - Discounted I-25 North Segment 5 20 Year Analysis Penod (2028-2048) Values stated in 2021 SM (Discounted at 7%) Costs Capital Costs $284 0 Total Costs $284 0 Benefits Safety Safety Benefits $73 5 Total Safety Benefits $73 5 State of Good Repair Residual Value $14 0 Additional O&M Costs -$1 4 Total State of Good Repair Benefits $12 6 Economic Impacts, Freight Movement, and Job Creation Travel Time Savings - $826 4 Vehicle Costs Savings -$13 6 Freight Operating Cost Savings $267 1 Inventory Savings $0 5 Total Economic Impacts, Freight Movement, and Job Creation Benefits $1,080 5 Climate Change, Resiliency, and the Environment Emissions Reductions $9 3 Freight Emissions Savings $8 7 Total Climate Change, Resiliency, and the Environment Benefits $18 0 Equity, Multimodal Options, and Quality of Life Total Equity, Multimodal Options, and Quality of Life Benefits I Qualitative Innovation Areas Technology, Project Delivery, and Financing Total Innovation Areas Technology, Project Delivery, and Financing Benefits Qualitative Total Benefits $1,184 6 Outcome Net Present Value (NPV) $900 6 Benefit Cost Ratio (BCR) 4 17 Source AECOM Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT 5-18 The largest components of the benefits generated by the I-25 Project are concentrated in travel time savings and in freight operating cost savings Both of these benefits are driven by the decrease in VHT reflective of greater efficiency in travel for all vehicle types through the assessment corridor in the build scenario The third largest contributor to the benefits comprises those related to safety The following Sub -section summarizes the key benefit outcomes by evaluation criteria including Safety (Tables 25), State of Good Repair (Table 26), Economic Impacts, Freight Movement (Tables 27 through 29), and Job Creation, Climate Change, Resiliency, and the Environment (Tables 29 and 30) 5.1 BENEFITS BY EVALUATION CRITERIA 5.1.1 Safety Table 25 Overview of safety benefits (2028-2048) Reduction in crashes Safety Benefits Safety Benefits (2028-2048) (undiscounted, 2021$M) (discounted at 7%, 2021$M) Fatal 6 4 $82 9 $26 5 Injury 450 0 $138 5 $45 3 PDO 1,108 1 $5 3 $1 7 Total 1,564 5 $226 7 $73 5 Source Muller, AECOM 5.1.2 State of Good Repair Table 26 Overview of residual value Capital Cost - Hard Infrastructure Useful Life Remaining life Residual Value (undiscounted, Residual Value (discounted at Only 2021$M) 7%, 2021$M) WCR 34 $27 2 50 30 $16 3 $2 6 Interchange Structures $24 5 75 55 $18 0 $2 9 Managed Lane $47 1 30 10 $15 7 $2 5 Mainline GP $90 5 30 10 $30 2 $4 9 ROW Purchase $6 6 $6 6 $1 1 Total $195 9 $86 8 $14 0 Source Muller, AECOM Note ROW does not depreciate ACOM Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT 5-19 5.1.3 Economic Impacts, Freight Movement, and Job Creation Table 27 Overview of travel time savings (2028-2048) Reduction in VHT Travel Time Savings Travel Time Savings (2028-2048) (undiscounted, 2021$M) (discounted at 7%, 2021$M) NB 41,127,144 $1,291 2 $444 5 SB 37,363,982 $1,173 1 $381 9 Total 78,491,126 $2,464 3 $826 4 Source Muller, AECOM Table 28 Overview of freight operating cost savings (2028-2048) Reduction in VHT Freight Operating Cost Freight Operating Cost (2028-2048) Savings (undiscounted, 2021$M) Savings (discounted at 7%, 2021$M) NB 5,875,306 $417 4 $143 7 SB 5,337,712 $379 2 $123 4 Total 11,213,018 $796 6 $267 1 Source Muller, AECOM Table 29 Overview of inventory savings (2028-2048) Reduction in VHT Inventory Savings Inventory Savings (2028-2048) (undiscounted, 2021$M) (discounted at 7%, 2021$M) NB 5,875,306 $0 7 $0 3 SB 5,337,712 $0 7 $0 2 Total 11,213,018 $1 4 $0 5 Source Muller, AECOM 5.1.4 Climate Change, Resiliency, and the Environment Table 30 Overview of emissions reductions (2028-2048) Emissions Reductions Emissions Reductions Emissions Reductions Tons (2028-2048) (undiscounted, 2021$M) (discounted at 7%', 2021$M) NOx 297 $5 6 $1 9 PM25 $00 $00 CO2 166,150 $12 3 $7 4 Total $17 9 $9 3 Source Muller, AECOM ' CO2 emissions are discounted at 3% as per DOT Guidance Table 31 Overview of freight emissions reductions (2028-2048) Freight Emissions Freight Emissions Freight Emissions Reductions Tons (2028- Reductions Reductions (discounted 2048) (undiscounted, 2021$M) at 7%', 2021$M) NOx 438 $8 3 $2 8 PM2 5 12 $11 1 $3 7 CO2 48,682 $3 6 $2 2 Total $23 0 $8 7 Source Muller, AECOM I CO2 emissions are discounted at 3% as per DOT Guidance AECOM Tracking Number GRANT13861183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 OS 16 PM EDT OMB Number 4040-0008 Expiration Date 02/28/2025 -BUDGET INFORMATION - Construction Programs NOTE Certain Federal assistance programs require additional computations to amve 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 $ 3,400,000 00 $ $ 3,400,000 00 2 Land, structures, rights -of -way, appraisals, etc $ 8,000,000 00 $ $ 8,000,000 00 3 Relocation expenses and payments $ 10, 000, 000 00 $ $ 10, 000, 000 00 4 Architectural and engineering fees $ 28, 000, 000 00 $ 1,100,000 00 $ 26, 900, 000 00 5 Other architectural and engineering fees $ 30, 800, 000 00 $ $ 30, 800, 000 00 6 Project inspection fees $ 32, 800, 000 00 $ $ 32, 800, 000 00 7 Site work $ $ $ 8 Demolition and removal $ $ $ 9 Construction $ 265, 200, 000 00 $ $ 265, 200, 000 00 10 Equipment $ $ $ 11 Miscellaneous $ 2,300,000 00 $ $ 2,300,000 00 12 SUBTOTAL (sum ofbnes 1-11) $ 380, 500, 000 00 $ 1,100,000 00 $ 379, 400, 000 00 13 Contingencies $ 70, 600, 000 00 $ $ 70, 600, 000 00 14 SUBTOTAL $ 451, 100, 000 00 $ 1,100,000 00 $ 450, 000, 000 00 15 Project (program) income $ $ $ 16 TOTAL PROJECT COSTS (subtract #15 from #14) $ 451, 100, 000 00 $ 1,100,000 00 $ 450, 000, 000 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 22 % $ 99, 000, 000 00 Enter the resulting Federal share Tracking Number GRANT13961183 Funding Opportunity Number NIPA-23-24-MEGA Received Date Aug 18, 2023 05 05 16 PM EDT Hello