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Home My WebLink About20173717RESOLUTION RE: APPROVE APPLICATION FOR 2018 INFRASTRUCTURE FOR REBUILDING AMERICA (INFRA) GRANT FOR CENTENNIAL HIGHWAY (U.S. 85) BETTERMENTS 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 an Application for the 2018 Infrastructure for Rebuilding America (INFRA) Grant for Centennial Highway (U.S. 85) Betterments 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, to the United States Department of Transportation, and the Office of the Assistant Secretary for Transportation Policy, with further terms and conditions being as stated in said grant application, and WHEREAS, after review, the Board deems it advisable to approve said grant 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 Application for the 2018 Infrastructure for Rebuilding America (INFRA) Grant for Centennial Highway (U.S. 85) Betterments 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, to the United States Department of Transportation, and the Office of the Assistant Secretary for Transportation Policy, be and hereby is, approved. The above and foregoing Resolution was, on motion duly made and seconded, adopted by the following vote on the 30th day of October, A.D., 2017. BOARD OF COUNTY COMMISSIONERS WELD CO , NTY, COLORADO ATTEST: dattite,t) •1Cdto;e1 Weld County Clerk to the Board BY:n�` (2. AP uty Clerk to the Boar ounty A ttorney Date of signature: l l 1 I c-i 1 1-1 cc= pw(-seactcrc SC) (7 uieA. Cozad, Chair Steve Moreno, Sean P. Conway Cep 2017-3717 EG0074 -Greg e\ t:1S•%:°:ti(r K393:5-17'3 2017-3717 t.711, a Cpl... �'�., .�.....•�a.J •A n�.��.... INFRA FY 2018 APPLICATION TABLE OF CONTENTS 1.0 COVER PAGE CHART 2.0 PROJECT SUMMARY 3.0 PROJECT DESCRIPTION Z 3 5 4.0 PROJECT LOCATION 13 5.0 PROJECT PARTIES 6.0 GRANT FUNDS, SOURCES AND USES OF PROJECT FUNDS 7.0 MERIT CRITERIA 8.0 PROJECT READINESS 9.0 LARGE/SMALL PROJECT REQUIREMENTS 10.0 SUMMARY A _ ' ' ENDICES APPENDIX A CONCEPT LAYOUTS AND COST ESTIMATES APPENDIX B BENEFIT I COST ANALYSIS APPENDIX FEDERAL WAGE CERTIFICATION 14 15 17 22 23 25 \vim INFRA FY 2018 APPLICATION 1.0 COVER PAGE CHART As requested, this cover page chart illustrates key information concerning the application request: PROJECT NAME CENTENNIAL HIGHWAY (US 85) BETTERMENTS Was INFRA application for this project submitted previously? Yes If yes, what was the name of the project in the previous application? Centennial Highway (US85) Betterments Project Previously Incurred Project Cost $5,050,000 ($1,900,000 PEL + $3,150,000 NEPA/3O% Design 1O4th to 12Oth) Future Eligible Project Cost $126,800,000 Total Project Cost $126,800,000 INFRA Request $39,400,000 Total Federal Funding (including INFRA) $51,400,000 Are matching funds restricted to a specific project Yes. Local money from Adams County, Brighton, and Commerce City component? If so, which one? are to be used for the 12Oth Avenue Interchange. Is the project or a portion of the project currently located on National Highway Freight Network? No, but Colorado is in the process of adding the segment of US 85 north of Denver to this network. During recent natural disasters encountered by Colorado, US 85 played a vital role in maintaining the flow of supplies when other north/south routes were closed. Is the project or a portion of the project located on the National Highway System? Does the project add capacity to the Interstate system? Is the project in a national scenic area? Yes, US 85 is designated as part of the National Highway System No, but US 85 parallels 1-25. Improvements to US 85 could draw traffic from 1-25, thereby benefiting the interstate system. No. Do the project components include a railway -highway Yes. Numerous at -grade crossings will be eliminated via train grade crossing or grade separation project? operation adjustments afforded by the rail siding additions/ extensions. Additionally, grade separation is proposed for the 12Oth Interchange and Peckham Interchange projects. Do the project components include an intermodal or freight rail project, or freight project within the boundaries of a public or private freight rail, water (including ports), or intermodal facility? Yes. Union Pacific Railroad and US 85 share the same right-of-way. The close proximity of these two facilities creates conflict issues at crossroads. If answered yes to either of the two component Road = X39,40OOOO questions above, how much of requested INFRA funds , Rail = $O will be spent on each of these project components? State(s) in which project is located Colorado Small or large project Large Urbanized Area in which project is located, if applicable The project components are all in rural areas (i.e., less than 200,000 population). Population of Urbanized Area Not applicable. Is the project currently programmed in the: Transportation Improvement Program (TIP)? State Transportation Improvement Program (STIP)? As new funds become available, long-range transportation plan amendments could be easily initiated. Inclusion in the TIP and STIP would come subsequently (six to nine months) subject to air quality conformity. MPO Long Range Transportation Plan? Elements of the US 85 corridor are included in the North Front Range Metropolitan Planning Organization, the Upper Front Range Transportation Planning Region, and Denver Regional Council of Governments Long Range Transportation Plans. As new funds become available, plan amendments would be initiated. PROJECT NAME CENTENNIAL HIGHWAY (US 85) BEM=* =IN'TS INFRA FY 2018 APPLICATION State Long Range Transportation Plan? The Colorado Statewide Transportation Plan acts as a policy document, guiding transportation decision -making throughout the state. Regional Plans are included by reference. kfr State Freight Plan? US 85 is recognized in the Colorado 2015 Freight Plan with respect to needs concerning safety, bottlenecks, and speed drops. If selected, would you be interested in participating in Yes. a new environmental review and permitting approach? 2.0 PROJECT SUMMARY The Centennial Highway (US 85) Betterments Project has been assembled to create a series of project components to help ensure the economic backbone of northern Colorado continues to operate effectively and efficiently. For decades, US 85 has provided the ability to transport agricultural products (vegetables, dairy, beef), natural resources (oil and gas, sand and gravel), and has served as a National Security Route, Over time, this vital connection between the source of these goods to the region and nation has become congested and overburdened;the level of congestion is now primed to increase at an exponential rate. The US 85 corridor is estimated to carry 30 to 40 million tons of freight per year and is the freight transportation backbone serving numerous industries that rely on US 85 and the rail line as its lifeblood to deliver goods and materials. Portions of US 85 are also used as a designated route for hauling important national defense shipments, such as nuclear cargo. Industries important to the nation and region rely on the corridor, including: AN I ■ ■ ■ i .■.III ..� Energy (renewable energy and fossil fuel sources, including Niobrara Shale) Agriculture Food producers United States Department of Defense Sand and Gravel Operations Overall Traveling Public Mobility (including the connectivity between urban areas) Overall corridor usage has doubled since the 1990s causing a host of operational and safety issues interfering with the movement of goods; another doubling in usage is projected by the year 2035. These increases will continue to exacerbate the challenging issues the corridor faces today, The physical proximity of the US 85 highway to the Union Pacific Railroad (UPRR) rail tracks creates unique problems, such as the hindrance of cross -road connections of industrial and agricultural trucking while trains pass through or stop to allow other trains to pass, The rail sidings that do occur in the corridor are inadequate to allow for the most efficient transport of goods from the manufacturer to the consumer. Furthermore, the railroad and highway proximity has created a safety issue. Crossroad locations along the US 85 corridor cause these two transport modes to conflict; both truck traffic and rail traffic suffer as a result. Parked trains often cut-off large sectors of communities threatening emergency response, and preventing INFRA FY 2018 APPLICATION access to various amenities such as schools, businesses, and civic resources. In addition, a substantial portion of the US 85 highway is within the UPRR right-of-way without a permanent easement in place. However, the Colorado Department of Transportation (CDOT) will be acquiring a permanent easement from UPRR for the US 85 highway throughout the corridor as part of this corridor project, eliminating monthly monetary obligations for CDOT, thus providing a large public benefit. A coalition of municipalities, Weld County, Adams County, CDOT, and the UPRR have united to propose a solution to these issues that will allow the regional economy of northern Colorado to continue to thrive. This project spans approximately 75 miles of rail/highway corridor that will improve conditions in rural Colorado. The four improvements identified have been studied and shared with the municipalities and other stakeholders within the corridor. The public has been included to aid in describing the problems and have provided comments on proposed solutions through the innovative Planning and Environmental Linkage (P EL) Process. The time to make these solutions a reality is now. The heart of the Betterments project is aimed at alleviating significant railroad/highway conflicts, There are four roadway projects and one rail project identified that, when implemented, will result in a highly efficient corridor allowing for increased freight movement along the highway, side roads, and railroad. Rarely does an opportunity come along that allows for such a holistic set of improvements to be implemented that will benefit both freight movement and the traveling public. ROAD PROJECTS ► Road Project 1: 120th Avenue/US 85 Interchange — Adams County ► Road Project 2a: WCR 30 Connector Road Platteville ► Road Project 2b: WCR 100 Connector Road Nunn ► Road Project 3: WCR 44/US 85 Interchange —Peckham ► Road Project 4: Closure of 11 Weld County Roads ► Road Project 5: US 85 ROW RAIL PROJECT ► Rail Project 1: Carr Rail Siding Extension Together, these projects will enhance the economic backbone of rural, northern Colorado by: Reducing the bottleneck in the freight network, reducing the time transporting goods between manufacturer and the consumer lob Reducing barriers between workers and employment centers, expanding the regional reach of local businesses Improving the interactions between roadway users, creating a safer transportation system for all Ea u Il Greeley EsYtiti wr.� ns VCR 415O_ . m La Sono LEGEND MILES C • • Rural Incorporated Areas - Roadway / Intersection Improvement = Railroad Siding Improvement = County Road Closure Ali7HIH Ask INFRA FY 2018 APPLICATION THE OVERALL ERALL BENEFIT OF THESE IMPROVEMENTS.. EMENTS. �. ...is greater than just increased freight mobility, increased traveler safety, or even traveler mobility, as they ensure that the Centennial Highway and the UPRR together continue to serve as the backbone of commerce and livability in northern Colorado in the face of increasing demands. 3.0 PROJECT DESCRIPTION "LW - The Centennial Highway (US 85) Betterments project improves a single corridor via a series of individual but linked components. These components were selected because of the benefits they provide, not just to the local area but to the entire corridor, northern Colorado, and the western United States. The project components include 5 improvements comprised of new interchanges, intersection improvements, rail crossing closures, and a new rail siding and extension. The Centennial Highway has been a focus of northern Colorado for years, In fact, local communities and counties formed an active coalition in 2009 aimed at improving the corridor's safety and mobility. This coalition served as a starting point for the Planning and Environmental Linkage (PEL) study recently completed by CDOT to address transportation needs throughout a 63 -mile stretch of this vital highway. This two-year effort has proven immensely beneficial to gain stakeholder consensus for improvements that will provide benefits to the entire corridor and the region. Additionally, CDOT has demonstrated a financial commitment to the corridor by undertaking the NEPA Process and detailed design for the 120th Avenue and Peckham Interchanges. The US 85 corridor is characterized by heavy rail activity, significant truck traffic, and commuter traffic traveling between rural communities and urban areas, Trucks comprise a large proportion of the vehicles on US 85, typically between 15 and 20 percent of traffic demand. Some of the busier crossroads contain 20 to 30 percent truck traffic. The nature of the freight is critical to this corridor and nation at large: REUSABLE ENERGY (windmill manufacturing). Vestas, a major manufacturing plant of windmills, is located in Brighton. Improvements to the highway and rail service would benefit this service's delivery significantly. FOOD PROCESSING Several users, including Leprino Dairy and JB Swift Meat Processing, rely heavily on US 85. Leprino Dairy is the nation's largest mozzarella cheese manufacturer and is headquartered in northern Colorado, A major production and distribution facility is located on US 85. FOSSIL FUEL ENERGY (from the Niobrara Basin and Wattenburg- Denver/Julesburg Basin). Weld County has seen a boon from oil and gas development in recent years, and the needed transportation infrastructure has not kept pace. While new well development has recently slowed, producers generally consider Weld County wells as having some of the best relative economics in the country (RBN Energy) July 2015). A rebound in energy prices (as has been occurring) will precipitate a significant spike in oil and gas activity necessitating adequate transport accommodations. AGRICULTURE The agriculture industry is the heart of northern Colorado; the production of crops and dairy cattle are a vital component to this area. Large trucks are required for distribution of these essential commodities throughout the western U.S. INFRA FY 2018 APPLICATION Much of these essential energy and food commodities are shipped to the Denver area and Wyoming via US 85 for nationwide distribution. The corridor also serves as an important route for National Defense and delivery of nuclear materials. BUT THERE ARE PROBLEMS. The major transport challenges along Centennial Highway primarily occur at the crossroads. The railroad and the highway share the same right of way (ROW) resulting in extremely close proximity with one another. Crossroads can cause these routes to interfere with each other's efficient operation, Further, the interference that occurs at the crossroads is a safety hazard based on the analysis of crash data (2008 to 2012), Some crossroads do not provide enough stacking distance between the highway and the rail line to accommodate a semi - tractor trailer, There are numerous intersections along US 85 that experience significant delay due to the railroad proximity and the challenge of turning onto an increasingly busy highway. HAZARDS EXIST AND THE PROBLEM IS GETTING WORSE, The volume of trucks along the highway and trains along the railway are significant and are expected to increase. Daily traffic along the four -lane highway ranges from 38,000 vehicles per day at the south end (near 120th Avenue) to 4,000 vehicles per day at the north end (near Nunn), Truck percentages along US 85 are generally in the 15 to 20 percent range. Nearly 5,000 trucks per day travel US 85 at 120th Avenue during energy industry peak periods, a scenario that is preparing to occur again. Future projections along US 85 suggest that it could serve 50,000 to 55,000 vehicles per day (by 2035) with truck volumes estimated to be between 7,000 and 8,000 per day based on the US 85 Planning and Environmental Linkages Study. Hazardous material placard -trucks routinely sit along a crossroad approach attempting to turn onto US 85 such that the truck's tail end hangs over the rail line. This is a significant hazard when a train approaches (which occurs 10 to 15 times a day). Many intersections already operate poorly today during peak hours;operations will become exponentially worse as traffic demands increase. The poor Levels of Service (LOS) directly translate into delays for freight movement to trucks traveling the corridor, Additionally, a substantial portion of US 85 is within the UPRR right-of-way without a permanent easement in place. This situation puts the future of the roadway in question. Thus, substantial right-of-way needs to be secured for any potential improvements to be realized. UPRR currently runs trains that are below standard car length because the rail siding lengths throughout the corridor are too short (approximately 8,000 feet; standard is 10,000 feet) to allow opposing, larger trains to pass. This problem is exacerbated by the limited number of sidings in the corridor. In addition, most of the train sidings are within the rural towns negatively impacting a community when the siding is holding a train, This railroad inefficiency leads to a greater number of shorter trains carrying freight through the corridor causing delays to regional and national transport. Further, rail operations often require parking a train across the roadway, sometimes for extended periods, This cuts vehicles off from the roadway and may necessitate long wait times or require significant out -of - direction travel. Emergency response capabilities are severely crippled during these times. Additionally, the extended time of blockage has a negative impact on the community's livability as residents are isolated from businesses, schools, and civic functions. PROJECT COMPONENTS The following presents information on each of the selected improvement projects/components, The highway/ intersection projects each have independent utility, but when implemented together, will create a highly efficient corridor improving the economy across northern Colorado and the western U.S. The report includes a conceptual layout of each option, Larger versions of the layouts can be found in Appendix A, Section 7 specifically discusses how each project component addresses the Merit Criteria set forth in the INFRA Grant Notice of Funding Opportunity. INFRA FY 2018 APPLICATION Roadway Project 1 - 120th Avenue J" US 85 Interchange A new interchange will allow for more efficient movement of trucks, trains, and the traveling public through the most congested portion of the US 85 corridor, The improvement proposal entails elevating 120th Avenue over US 85 and the UPRR line, US 85 at 120th Avenue is the second most congested and crash - prone intersection for cars and trucks in the corridor. An Environmental Assessment (EA) and Finding of No Significant Impact (FONSI) was completed in 1999, A simple EA Re-evaluation and permitting is all that is needed to move the component forward, The proposed interchange improvements will alleviate significant delays and queuing experienced at the intersection. Setting GRADE .SEPAIUTE❑ G ADE I"SEPARATED WITH CANAL T US S5 GRADE SEPARATED WITH UPRR • Rural. (Commerce City, Brighton, and Adams County) Traffic The 36,000 vehicles per day on US 85 includes an extremely high percentage of trucks (15%). 120th Avenue is one of the busiest crossroads in the corridor, serving 15,000 vehicles per day. Operations This is among the worst -performing intersections in the corridor, operating at LOS D during peak hours and is anticipated to be LOS F given future projections. Crash Experience The US 85/120th Avenue intersection has experienced a high number of crashes. The primary pattern involves rear -end accidents, typical of a signalized intersection. Rear -end crashes experienced at this intersection would be reduced by a new grade -separated interchange. Railroad The UPRR is located approximately 200 feet east of US 85. The traffic loading along 120th Interaction Avenue often reaches the point in which the rail operations and US 85 operations impact one another. Readiness CDOT has initiated a NEPA PA re-evaluation and detailed design for this interchange and will maximize the previous assessments conducted on the EA/FONSI and the US 85 PEL. The local communities have committed substantial funding to ensure progress on this interchange. This project can initiate construction by March 2022. INFRA FY 2018 APPLICATION Roadway Project 2a - WCR 30 Connector Road With the closure of WCR 30 eliminating a dangerous rail crossing, a new connector road is required to consolidate traffic to WCR 32, This new roadway will create a safer connection to US 85. This improvement is necessary to work in conjunction with the other roadway and rail improvements. WCR 30 will be improved to the east and a new roadway along the WCR 29 alignment will be constructed north to connect to WCR 32. This connection will establish appropriate access for users on the east side of US 85. Setting REMOVE SIGNAGE AND" REMOVE DECELLERATIO LANE BY RE -STRIPING .CLOSE MEDIAN USING BARRIERS CLOSE ACCESS, ADD BARRICADES AND REMOVE PAVEMENT Rural (Town of Platteville) i CLOSE ACCESS, ADD BARRICADES AND REMOVE PAVEMENT REPOSED CUL-DE-SAC =i'°: �' in CR 30 'CR 29 CONNECTOR Traffic Approximately 25,000 vehicles per day travel US 85 traffic near WCR 32, and this is projected to increase to 37,000 vehicles per day by 2035. WCR 32 carries 2,500 vehicles per day. Railroad Interaction Railroad interaction is significantly improved through the closure of an unprotected at -grade crossing (WCR 30) and rerouting vehicular traffic to WCR 32 where a protected at -grade crossing is provided. Readiness This project is ready for final design and implementation. There will be no problem initiating the construction by the obligation date of September 2021. INFRA FY 2018 APPLICATION Roadway Project 2b -WCR 100 Connector Road With the closure of WCR 100 at US 85 eliminating a dangerous rail crossing, an adequate connector road is required to consolidate traffic east of the closure to WCR 98. WCR 31 —an unpaved roadway located approximately 0, 5 mile east of the rail closure —was identified as the best connector. The improved roadway will create a safer connection to US 85. This improvement is necessary to work in conjunction with the other roadway and rail improvements. WCR 100 will be improved to the east of the closure and an existing roadway along WCR 31 will be improved between WCR 100 and WCR 98, WCR 98 will also be improved from WCR 31 to US 85. This improved connection will establish appropriate access for users on the east side of US 85. CLOSE ACCESS AND BARRICrDE" a I Setting is ;il: •� d! '„ CLOSE ACCESS AND B. _ACCESS r am Rural (Town of Nunn) 'NCR 31. CONNECTOR G.2 2 Crash Experience The WCR 100 intersection with US 85 has experienced relatively few crashes, with only six recorded over a five-year study period (2008 to 2012). The crash pattern indicates broadside crashes were the most common. One crash resulted in a fatality and three others resulted in injury, Railroad Interaction The road improvement will improve the railroad interaction by providing a safer alternative route from WCR 100 being closed at the railroad to a safer crossing at WCR 98. Readiness This project is ready for final design and implementation. There will be no problem initiating the construction by the obligation date of September 2021. INFRA FY 2018 APPLICATION Roadway Project 3 - US 85 / WCR 44 Interchange A new interchange at this location will dramatically improve a number of issues in this area, including geometric deficiencies (a heavily skewed, stop -controlled intersection) and multiple railroad interactions, The interchange will be realigned to create a 90 -degree alignment where the new WCR 44 will be grade -separated over US 85 and the UPRR line. The realignment of the roadway and interchange also minimizes impacts to the town, while maintaining access to the local businesses and residences. WCR 44 is an arterial roadway connecting to WCR 49, thus this improved connection will provide industrial traffic with a safe connection to WCR 44 that can efficiently connect to the newly improved WCR 49, creating an industrial corridor. Setting 1l•..� .� WCR 44 •:rtiE��i��'��V PROPOSED CUL-DE-SAC. REALIGN US 85 WCR 44 PROPOSED CUL-DE-SAC Rural (Unincorporated area referred to as Peckham) W �t>E SCALE: 0 200 400 840 GRADE SEPARATED WITH UPRR AND US 85 Traffic 21,000 vehicles per day along US 85; 2,000 vehicles per day along WCR 44 to the east. Closures of WCR 33 and WCR 46, and the associated traffic shifts to WCR 44, would increase this to 2,700 vehicles per day. Operations Currently side -street stop controlled. The most problematic movement at the intersection is the westbound left turn movement from WCR 44, The skewed angle of the intersection contributes to this intersection's operational struggles. Crash Experience Heavy broadside crash pattern has occurred resulting in numerous injuries, over half involving trucks and buses. The skewed angle requires side -street drivers to look beyond 90 degrees over their shoulder when entering a divided highway US 85, an action difficult for many trucks, Railroad Interaction Improving and grade -separating WCR 44 will dramatically improve the current conflict with the railroad based upon proximity (190 feet). Currently WCR 46 has less than 50 feet of separation, an undesirable situation that would be resolved as part of this project. Readiness CDOT has approval from the FHWA► to utilize the innovative "Documented Categorical Exclusion" that will take substantially less time than a full Environmental Assessment. This project can initiate construction approximately 2 years from the notice of award, long before the obligation deadline of September 2021. Other Considerations Closure of WCR 46 and WCR 33 in conjunction with the interchange will consolidate traffic to WCR 44. Benefits of the improvements include the removal of three at -grade railroad crossings into a single, consolidated grade -separated interchange that can safely handle the traffic. This project can also accommodate a future rail siding. INFRA FY 2018 APPLICATION Roadway Project 4 - Closure of 11 Weld County Roads This component of the Project entails the closure of 11 at -grade Weld County Roads that are in close proximity to the UPRR line, These closures create a much safer condition for the traveling public and the industrial transportation network, These closures work in conjunction with other improvements to consolidate traffic to more appropriate crossings of the railroad line. Additionally, these closures provide strategic areas where the UPRR can create newt' improved rail sidings or areas where trains can park without creating a barrier in neighboring towns. The overall benefit of these closures is to allow the more efficient movement of goods and services through the corridor and region. L._6.0.6 4 ` IMPOSED CUL-CE- _ o Y. f3F t c&DEE `. LOSE •tcceSS C o a Atoms RC CU ng 1.03335 MC RratovE PAYEYF7it' FR61 CEi !D TO LPR; f l _ '•.ti,. B, , DR AV E1 ' .. . . . 04 YUE i ,,,, we -s1x A. r I f r s RENOYE AMELEAATION !F,�! FPotiTOW L%tE9 BY RE�STgIP_ _ 1 r " . --'" s >� r CLOSCa. �hc- ;L , a jP U5716 swam !" ,rte ' - 1 , CLOSE ACCESS r� tot AND B,6RRTGODE " f • ' LOSE ACCESS rlfri(rir ♦. weR 72 REPOSED CU. -DE -SAC t4 -- - CLOSE hbCES S� - RLPOSED CUL-OE—S C _., �. j .. _ r m•CLOSE ACCESS P-. AND BARRICADE LOSE ACCESS - _ f aS " i • I _it a ..--t , . - .� .. '�'ti �_ ",� ;A '. J( tom•. -� X'. 4 {) 't G�"r� R lirz. 73 REMOTE AlLOL7AR'f COPIES r• ,.` r' •, x BY RE-9TFOPOU I , - . .st iLFREIVE ED3RecEiE -;',; WISE RARREat [CHI 7i/FiJYiR OJT i�LCE93 MRCSS MOOLTARY LOOIM BY RE-STigP7 6LOSE RRICO3 AHD BfRR[CfDE q K &cam , e REMOVE AUXILIARY LANES BY RE -STRIPING CLOSE MEDIAN USING BARRIERS CLOSE ACC£55 AND BARRICPCE�ti AND CLOSE B RIICACC /♦ ... won 3B_5 LOSE ACCESS L �` ,�. i •' 1 . Sc^a -• - day. ..y j ' �� - -1 . I. �.4 ROPDaED CUL-DE-SAC REMOVE All}IILIARY LAMES BY RE -STRIPING r rr - Wdk 46 se s r 8 1- L so!' er f i �'* r t I r y4� r4d.' M? fr IT I , !t" L L _• l cciiS - —t- LOSE ACCE557 - '}'}' : y�' s r CLOSE A Ax0 B ,�+ �, ,g DE ACCELEI AT071 LNEE OT RCdT19PU16 ACCESS Ate B4WChOE gy i6E1WPPK+RA7uw LIVEt RELEPICE WEIR 35 AtC �xrT 46 =ICON To + EUfFffE of U.P. 4.- `'1 riF . !! .. icy,, ., i a 'Leta'. - •iiitf * � +��'!'7 Lis , ' - r 1 ..7� I,�" • A ya tE a t SR• (C WCR 4 'NCs� 1.111/41.e 4.1.'44i ar kY +_' ,ID.L i" ",,A y tO•• r. tii CLOSE ACCESS •ovi L .ta�,•� r C^� a",z AND BARRICADE +n E ( yL f �- - CLOSE ACCESS •— . 4. _ r" ; i ' ,,,,..c,,.....,_, 7 v �s d Fj� y. tl � Ly , fiyss si3fi t' • , > /1" r r CLOSE ACCESS, BARRICADE AND _ REMWE PAVf7aE7VT REMOVE I— ROPOSED CUL-0E—SAC _',de;r Setting Rural (Weld County) Traffic I Operations These locations represent lower volume roads that minimize out -of -direction travel. Crash Experience Varies by location. Greatest safety concerns surround the proximity to the railroad line and the ability to merge with US 85. Railroad Interaction All locations are extremely close to the railroad and have adverse effects on the railroad and roadway operations. Readiness The roadway closures can easily and quickly be achieved because of the minimal effort to design and close individual county roads. These projects can be completed within six months of the obligation date. INFRA FY 2018 APPLICATION Rail Project 1 - Carr Rail Siding Extension This project entails the extension INSTALL AF'F'ROX. 3.500' REMOVE EXIST. T. O. AND REALIGN MAIN ONTO EXIT. SIDIhl6. INSTALL NEW P.5 T.O. TO 5I0]NG of an existing rail siding in the OF NEW MASN TRACK rt., REAL. tCAI WON TRACK t EXIST. SID 1IlG TRH. J --._ti C.vFF Town of Carr. The current siding is INSTALL $1� T. C. T❑ STin !dG tBECDbt 5. 6iA]FI' only 7,700 feet long, the shortest 7 UFRR REMU\C EXIST. T.O. TRACT: E:,I,T. MAJN TPA P siding within the corridor. This air '-`.'•',+ . I SELOMES :316INr .1 t. Limitation restricts the number of train cars that can compose a single train. A significant number of trains that move through this area are hauling coal from Wyoming to Houston. Enhancing this siding, located equidistant between Cheyenne, WY (UPRR's Continental line) and the siding at Ault, is key to relieving other sidings, like that at Ault. Avoidance of blocking SH 14 through Ault provides a benefit for National Defense as this is a key route. Extending the Carr siding would allow UPRR to run longer trains, thereby reducing the number of trains needed to run each day, improving safety along the corridor, and reducing train emissions. CLEAR ciPA ITY Setting Rural (East side of the Town of Carr) Key Considerations The siding extension enables UP to run longer trains in the corridor. This will improve the efficiency for rail freight by allowing the same volume to move on fewer trains, and enable the railroad to handle additional growth. These efficiencies will result in less rail congestion, train velocity improvements, and subsequently lower locomotive emissions. When coupled with the at grade crossing closures and grade separations, the operational fluidity benefits will result in less gate downtime throughout the corridor, thereby improving public mobility and reducing vehicle emissions from idling. Schedule A categorical exclusion is most likely. There are no issues in meeting the obligation date of September 2021. This will remain within the existing UPRR ROW. INFRA FY 2018 APPLICATION 4.0 PROJECT LOCATION A total of five interconnected projects are proposed in this application. The improvement locations are spread across 75 miles of the US 85 corridor. The southernmost improvement is the interchange of US 85 and 120th Avenue in Commerce City, Colorado and the northernmost improvement is near the Town of Carr, Colorado. A map of the corridor that highlights the intersection locations and the rail siding locations is presented on page 14, The entire corridor is rural in nature with many small towns. Every location of the improvements is located within rural areas, as defined by INFRA Guidance (less than 200,000 in population). The town with the highest population in the corridor is Greeley (population of 104,000), while the smallest is Nunn (population of 451) with five communities having a population of less than 2,500, The improvements presented in this application benefit the regional and national economy while positioning these rural communities for future growth. 5.0 PROJECT PARTIES 1*4th Are. i WCRI %NCR1 Nunn WC& 191 iXCR 96 L emc 73141n WCROG sst Greeley X41 _ r wen al VCR 44 '1B5 ^re vim 32 RCIt13s WCal8 font Lupton R1 Drightor. 9lir".lrn re^ :y MI_ES ,Iit 14 NCR 12 La. Salle 0 1 2 NORTH 2 LETTERS OF SUPPORT Adams County Ault Brighton CDOT Colorado Congressional Delegation Commerce City DRCOG Eaton Evans Gilcrest Greeley LaSalle NATA Nunn Platteville Thornton Upper Front Range Transportation Planning Region INFRA FY 2018 APPLICATION The sponsor of this grant application is Weld County, located in north -central Colorado. Agriculturally -based Weld County has a rich history in the development of Colorado, The county has fully embraced economic development opportunities. For example, the development of the oil and gas industry has created an economic boom for the county as development of the Niobrara Basin has flourished. While the oil and gas development has provided the county with tremendous economic growth, WeLd County still remains agricultural at heart, as the agricultural leader of Colorado. Weld County is the sponsoring agency requesting the grant funding to improve US 85 and the agency that formed the Highway 85 Coalition in 2009. They will work with their partners to implement the highway and crossroad improvements associated with this grant, The communities along the corridor comprise the US 85 Coalition, a group dedicated to improving transportation conditions along the US 85 corridor, Further, the local Metropolitan Planning Organizations (MPOs) support the project, including the Denver Regional Council of Governments (DRCOG), the North Front Range MPO, and the Upper Front Range Transportation Planning Region (TPR). CDOT's long-standing commitment to the US 85 Corridor is most recently expressed through the US 85 Corridor PEL Study that set the vision for the corridor for next few decades. These jurisdictions were active participants in the US 85 corridor PEL study, each playing a role in crafting the PEL's recommendations. The PEL also included an extensive public engagement program, including exclusive meetings for every jurisdictional participant to discuss concerns and improvements. Additionally, the communities that are receiving major transportation improvements have committed substantial funding towards these projects. UPRR is a private entity sharing the common interest of improving transportation along the corridor. Additionally, a substantial portion of the US 85 public highway is within the UPRR right-of-way without a permanent easement in place. Conflicts between trains and trucks impact rail operations; consequently, UPRR shares an interest in improving all modes of transport. CDOT and the UPRR have fostered a strong working partnership that focuses on solving these common problems, While Weld County is requesting the grant funding, UPRR is funding the siding track extension. The commitment to this corridor extends beyond Weld County. Adams County, Brighton, and Commerce City have recognized the importance US 85 plays in their local economies. These communities have recognized that working toward a common goal serves the greater good and have committed substantial funds to the improvements at US 85 and 120th Avenue. Weld County has been the key to solidifying the agreement between CDOT and UPRR to get US 85 into a permanent easement. INFRA FY 2018 APPLICATION 6.0 GRANT FUNDS, SOURCES AND USES OF PROJECT FUNDS Weld County and its partners have assembled a financial package for the implementation of the improvements discussed in this application. It shows a true commitment to the development of the corridor in a way that assures the US DOT that these valued improvements will allow the economic backbone of Northern Colorado to serve the region and the nation for many years to come. The recipient match associated with the INFRA request is approximately $39.4 million, making up 31 percent of the total. Sources to achieve the match include: IDP $17 million from Region 1 Locals (Adams County, Federal resources (including INFRA) total City of Brighton, and City of Commerce City) $5144 million, making up 41 percent of the total (Local) project cost. The breakout is as follows: $52.5 million from Transportation Commission (State) Di $6 million from Section 130 (Federal) Pr $5.9 million from UPRR (Private) kw $2 million from Region 1 Regional Priority Program (RPP) (Federal) $2 million from Region 4 Regional Priority Program (RPP) (Federal) $2 million from FR8 (Federal) Federal $51.4 million State $52.5 million Local/ Private $22.9 million TOTAL $126.8 million Constructing the projects included in this application along with previously programmed safety and surface treatment work will provide opportunities for economies of scale along the corridor. In addition, thoughtful staging of the work will reduce negative impacts to the traveling public and freight flows. These funding sources have been committed through the actions of the Colorado Transportation Commission, the Colorado Department of Transportation, UPRR, and local municipalities with local support groups. The total project cost is $126,800,000, NHFP FP funds is a federal source planned to supply up to $2 million for the project. Additional federal funding of $4 million is from the CDOT Regional Priority Program. This investment, along with $39,400,000 INFRA request, would constitute just under 31 percent of the total project cost. The INFRA dollars will not be used for any other matching requirement. In addition to the Rural Projects, the US 85 PEL Study includes numerous other improvements that are not included in this request. The effects of future projects along US 85 include increased safety; improved system reliability; and improved mobility for freight haulers, commuters and travelers. The projects included in this application are considered critical to better enable future highway and rail operations; the corridor is at a tipping point today, and slight increases in demand will translate into ongoing significant delays if improvements are not implemented. Funding for future US 85 transportation corridor improvements is anticipated to occur over time through a combination of federal and state grant applications, funding through the Denver Regional Council of Governments and the North Front Range MPO TIP process, call for Congestion Mitigation Air Quality projects in the Upper Front Range Transportation Planning Region and any other emerging funding streams that are deemed appropriate. The PEL Study sets the stage for the stakeholders to pursue funding to enhance the corridor for all users and modes. The purchase of a permanent easement from the UPRR for the US 85 corridor provides a profound benefit now and for the future. The purchase of this easement means that CDOT will no longer have ROW lease monetary obligations. More importantly, this ensures that the US 85 Corridor can continue to serve the regional economy now and for the future. INFRA FY 2018 APPLICATION A breakdown of the expenditures by project development phase is presented in the following table for all of the combined projects. FUND EXPENDITURES IMPROVEMENT DESCRIPTION ROADWAY AND RAIL TOTAL COST (IN $1,000 a) INFRA FUNDS OTHER FEDERAL SOURCES NON - FEDERAL FUNDS 120th Avenue Interchange $54,100 $34,800 $2,300 $17,000 WCR Road 30 Connecter Closure/Parallel Roads $3,980 $900 $3,080 $0 WCR 100 Connecter Road Closure/Parallel Roads $2,600 $600 $2,000 $0 Peckham 44/US ets/CR 85) Interchange $30,600 $3,000 $4,100 $23,500 Weld at Closures (11 Grade closures) County Rail Closure $620 $100 $500 $0 Carr Siding Extension Extension $5,900 $0 $0 $5,900 UPRR ROW Acquire ROW US in Perpetuity 85 $29,000 $0 $0 $29,000 Application Totals $126,800 $39,400 31% $12,000 9% $75,400 59% PROPOSED PROCESS 1 C CJ C CD YEAR 1 YEAR 2 YEAR 3 YEAR 4 0 1601 (120th&WCR44) NEPA ENGINEERING Conceptual 1111111111 � Preliminary Final TIP AMENDMENT CLEARANCES ROW Utility Environmental CONSTRUCTION 111111111 INFRA FY 2018 APPLICATION 7.0 MERIT CRITERIA Each project in this section has been organized to demonstrate how each component clearly addresses the goals of the INFRA program, in terms of the Merit Criteria outlined in the INFRA Notice of Funding Opportunity. An important component of this application is the commitment by the primary stakeholders (Weld County, CDOT, UPRR, Adams County, Brighton, and Commerce City) to complete this project. All parties have committed to funding and completing these in kind construction improvements. Weld County, CDOT, and the UPRR are in the process of formalizing a legal commitment to each other specifying how all parties will participate in the completion of these projects. This level of commitment is rare between a department of transportation, multiple municipalities, and railroad companies, clearly defining mutual accountability above and beyond the average project. This project epitomizes collaboration among the public and private sectors as an example of how all parties can be successful with the general public as the real winner. In addition to the legal commitments, Adams County, Brighton, and Commerce City have made substantial financial investments, clearly demonstrating a common unified vision in desiring these projects come to fruition. A summary of the benefit -cost analysis is presented after each summary of the project components. There are a total of six roadway projects (including the acquisition of the highway ROW) and one rail project, described as follows: ROAD PROJECT 1- 120TH AVENUE INTERCHANGE MERIT CRITERIA kip- How does the component support National or Regional Economic Vitality? ► How does the component Leverage Federal Funding? DI How does the component provide Potential for Innovation? How does the component advance the Performance and Accountability Objective? HOW THE COMPONENT ADDRESSES CRITERIA The new interchange addresses one of the largest mobility needs in the corridor, enabling commuters from higher population areas to more easily reach places of business in the region. The grade -separation with the railroad improves cross -road access to US 85 and allows the railroad to carry more freight along the corridor without blocking side roads. A Benefit Cost Analysis was conducted for the entire set of proposed projects included in this INFRA Grant Application, not for each proposed project individually, as the rail related benefits must be quantified on a corridor wide scale. Overall, the majority of benefits resulted from travel time savings, road freight operational savings, and improved rail operational efficiency through the corridor. The 120th Avenue Interchange did contribute the most significant portion of the road and traffic related benefits for the corridor. The detailed BCA can be found in Appendix B. The local rural communities have committed $17 million to the construction of the interchange, accounting for over a third of the overall cost of the project. CDOT has already initiated preliminary design on the interchange utilizing state funding. The project has FONSI from 1999, which will only require a re-evaluation of the NEPA decision to be completed to achieve N EPA clearance. Performance and accountability for this project component will be ensured by the substantial commitment provided by the local agencies (Weld County, Adams County, Brighton, and Commerce City) and CDOT. Additionally, CDOT, and the UPRR are entering into a formal agreement to commit resources to complete the project outlined in this application, while this portion of the project is in Adams County, Weld County will defer to CDOT Region I to ensure performance and accountability objectives. ROAD PROJECT 2A INFRA FY 2018 APPLICATION WCR 30 CONNECTOR ROAD IMPROVEMENTS MERIT CRITERIA I How does the component support National or Regional Economic Vitality? Di How does the component Leverage Federal Funding? lk How does the component provide Potential for Innovation? W How does the component advance the Performance and Accountability Objective? HOW THE COMPONENT ADDRESSES CRITERIA The closure of WCR 30 allows for greater freight efficiencies. With the connector road, the side roads are routed to a safer roadway crossing of the railroad. This allows for side -road closures which allows the railroad to carry more freight along the corridor without blocking side roads. A Benefit Cost Analysis was conducted for the entire set of proposed projects included in this INFRA Grant Application, not for each proposed project individually, as the rail related benefits must be quantified on a corridor wide scale. Overall, the majority of benefits resulted from travel time savings, road freight operational savings, and improved rail operational efficiency through the corridor. The detailed BCA can be found in Appendix B. This component can be completed with little to no federal funding. Thus, realizing the overarching corridor benefit with limited cost. This component can be addressed using a Categorical Exclusion, if federal funding is utilized. CDOT and the UPRR are entering into a formal agreement to commit resources to complete the project outlined in this application. ROAD PROJECT 2B -WCR 100 CONNECTOR ROAD IMPROVEMENTS MERIT CRITERIA How does the component support National or Regional Economic Vitality? I► How does the component Leverage Federal Funding? bin How does the component provide Potential for Innovation? I How does the component advance the Performance and Accountability Objective? HOW THE COMPONENT ADDRESSES CRITERIA The closure of WCR 100 allows for greater freight efficiencies. With the connector road, the side roads are routed to a safer roadway crossing of the railroad. This allows for side -road closures which allows the railroad to carry more freight along the corridor without blocking side roads. A Benefit Cost Analysis was conducted for the entire set of proposed projects included in this INFRA Grant Application, not for each proposed project individually, as the rail related benefits must be quantified on a corridor wide scale. Overall, the majority of benefits resulted from travel time savings, road freight operational savings, and improved rail operational efficiency through the corridor. The detailed BCA can be found in Appendix B. This component can be completed with little to no federal funding. Thus, realizing the overarching corridor benefit with limited cost. This component can be addressed using a Categorical Exclusion, if federal funding is utilized. CDOT and the UPRR are entering into a formal agreement to commit resources to complete the project outlined in this application. ROAD PROJECT 3 MERIT CRITERIA MERIT CRITERIA WCR 44/US85 !. 4.I r..ai does the component How does component support National or Regional Economic Vitality? • How does the component Leverage Federal Funding? How does the component provide Potential for Innovation? DIP How does the component advance the Performance and Accountability Objective? ROAD PROJECT 4 INFRA FY 2018 APPLICATION PECKHAM INTERCHANGE HOW THE COMPONENT ADDRESSES CRITERIA The improvements of a new interchange address the mobility needs in the corridor, allowing for a more efficient east/west connection to WCR 49 for oil/gas, sand /gravel, agriculture and other industrial. uses. The grade -separation with the railroad removes delay in cross -road access to US 85 and allows the railroad to carry more freight along the corridor without blocking side roads. A Benefit Cost Analysis was conducted for the entire set of proposed projects included in this INFRA Grant Application, not for each proposed project individually, as the rail related benefits must be quantified on a corridor wide scale. Overall, the majority of benefits resulted from travel time savings, road freight operational savings, and improved rail operational efficiency through the corridor. The detailed BCA can be found in Appendix B. This component of the project includes $23.5 million from State money, accounting for over two-thirds of the construction cost. CDOT has received approval from FHWA to use the innovative "Documented CatEx" process to clear the project, thus reducing delays and producing a shorter document. CDOT has already committed to the NEPA Clearance, Design, and portions of the construction funding for this interchange. Additionally, CDOT, and the UPRR are entering into a formal agreement to commit the necessary resources to complete the interchange. WELD COUNTY ROAD CLOSURES MERIT CRITERIA • How does the component support National or Regional Economic Vitality? ► How does the component Leverage Federal. Funding? P How does the component provide Potential for Innovation? How does the component advance the Performance and Accountability Objective? HOW THE COMPONENT ADDRESSES CRITERIA The closure of 11 side roads removes unsafe interactions between the traveling public and the rail. freight network. The side -road closures allow the railroad to carry more freight along the corridor without blocking side roads. A Benefit Cost Analysis was conducted for the entire set of proposed projects included in this INFRA Grant Application, not for each proposed project individually, as the rail. related benefits must be quantified on a corridor wide scale. Overall, the majority of benefits resulted from travel time savings, road freight operational savings, and improved rail operational efficiency through the corridor. The detailed BCA can be found in Appendix B. This component has the least cost of the overall project; thus, realizing the overarching benefit with relatively low cost. All the closures will be compiled into one NEPA project and addressed as a Categorical Exclusion, thus eliminating un-necessary delay. CDOT and the UPRR are entering into a formal agreement to commit resources to complete the project outlined in this application. ROAD PROJECT 5 - US 85 ROW MERIT CRITERIA I How does the component support National or Regional Economic Vitality? ► How does the component Leverage Federal Funding? P How does the component provide Potential for Innovation? How does the component advance the Performance and Accountability Objective? RAIL PROJECT 1 INFRA FY 2018 APPLICATION ATIO HOW THE COMPONENT ADDRESSES CRITERIA Much of the actual US 85 highway sits within UPRR ROW. CDOT has continually leased the land from the UPRR to accommodate the highway, and this project will allow CDOT to acquire the physical land encompassing the highway, thereby allowing CDOT ownership in perpetuity and precluding any ongoing lease payments. This project is being funded entirely by CDOT. It is part of an eminent agreement allowing CDOT to acquire the US 85 Highway. No federal funding is specifically involved. The agreement will allow CDOT to obtain the ROW in which their highway is located. This involves a transfer of an asset. CDOT and UPRR, with significant support and cooperation from the local stakeholders, are entering in a formal agreement to commit resources to complete all projects in this application. CARR SIDING EXTENSION MERIT CRITERIA ► How does the component support National or Regional Economic Vitality? r How does the component Leverage Federal Funding? How does the component provide Potential for Innovation? r How does the component advance the Performance and Accountability Objective? HOW THE COMPONENT ADDRESSES CRITERIA This is among the most significant bottlenecks along the rail corridor as this siding is heavily used due to its location, yet too short to accommodate needed train lengths. A Benefit Cost Analysis was conducted for the entire set of proposed projects included in this INFRA Grant Application, not for each proposed project individually, as the rail related benefits must be quantified on a corridor wide scale. Overall, the majority of benefits resulted from travel time savings, road freight operational savings, and improved rail operational efficiency through the corridor. The detailed BCA can be found in Appendix B. This project is being funded by private money from the UPRR. This demonstrates the strong cooperation between the Public and Private Partnership. Because no federal funding is being utilized for this project, NEPA clearances are not necessary, thus saving time for development. UPRR has committed the necessary resources to complete this siding extension as it is a significant bottleneck along the rail line. INFRA FY 2018 APPLICATION Benefits Cost Analysis Summary This section presents a summary of the Benefits Cost Analysis. The detailed report describing the inputs and assumptions of the analysis is presented in Appendix B of this report. Over the 20 year assessment period, the US85 Project generates approximately $106 million in benefits at a 7% discount rate, and $198 million in benefits at a discounted rate of 3%. At a 7% discount rate, the US85 Project has a BCR of 1.1:1; at a 3% discount rate, the US85 Project has a BCR of 1,8:1. A more granular overview of the project benefit generated under both discount rate assumptions is shown in the table below, as broken into benefits generated personal vehicles, infrastructure, road freight, and rail freight. USE'S PROJECT BENEFITS AND COST BY TYPE DISCOUNTED Centennial Highway (U585) Betterment Project 20 Year Analysis Period (2022 -2041) Values stated in 2017 $M Discounted at 7% Discounted at 3% Costs Capital Costs Total Costs 96.8 96.8 112.7 112.7 Benefits Personal Vehicle Benefits Travel Time Savings Accident Avoidance - Interchange Upgrades Idling Emissions Reductions Infrastructure Benefits Residual Value Additional Operations a Maintenance Costs Inventory Savings Freight Operating Savings Freight Idling Emissions Savings Freight Benefits Road Freight Rail Freight 45.8 16.2 0.1 13.5 (2.8) 0.0 25.9 0.4 83,1 26,5 0.2 33.8 (4.6) 0.1 47,0 0.8 Freight Operating Savings (Rail Efficiencies) 2.2 3.6 1.7 4.6 Rail /Road Crossing Closure Safety Savings 1.1 Freight Operating Savings (Train Crew Starts Avoidance) 2.9 Freight Idling Emissions Savings 1.0 1.6 Total Benefits 106.3 198.3 '_, Benefit Cost Ratio _, 1$61 �, a rr � I c0I; NTt INFRA FY 2018 APPLICATION 8.0 PROJECT READINESS "LW - All project components have a committed obligation date of September 30, 2021, with construction to begin within 18 months thereafter, if not sooner. Actions needed to ready the roadway/intersection projects vary from those of the railroad siding projects. The rail siding project delivery will be entirely managed by the Union Pacific Railroad, Relative to the roadway/intersection improvements, the two most significant projects in this application include brand new interchanges with US 85 (120th Avenue and WCR 44). These will both require a series of tasks to reach the point of obligation. CDOT has already obligated $5 million to the NEPA and preliminary design of the project of which 120th Avenue is a part. Additionally, CDOT has committed funding of $4 million to the NEPA and preliminary design at WCR 44. CDOT is exploring innovative project delivery methods, such as design -build or construction manager/ general contractor as part of the strategy to meet the three-year window. Many of these tasks can occur simultaneously to meet the three-year window. CDOT has had success using both forms of these innovative project delivery methods. Reaching a point of readiness within the three years is made possible in part due to the recently completed US 85 PEL Study. The chart on page 16 shows a process that could completed in 2.5 years, leaving time to resolve unanticipated items. The PEL established a firm foundation from which other key tasks can be launched, The study included the completion of an alternatives analysis, initial environmental review, conceptual design, and a robust public outreach program. Additional strategies to meet the timeline for these larger projects include focused agency coordination (many of which participated in the PEL and are common to more than one task), the inclusion of a contractor during the design to continually assess constructability as design evolves, and appropriate robust staffing of each project to include seasoned leadership to coordinate the completion of each task. Colorado has adequate resources to complete these tasks in a timely manner, The remaining roadway/intersection improvements are much smaller in scale, since they do not involve grade -separated interchanges. These projects have also been presented to the public, and have been vetted with Weld County communities and the public, The recent PEL Study identified these projects which enables a smooth transition into NEPA (most likely a categorical exclusion for non -interchange projects) and preliminary engineering. Right-of-way acquisition is needed for these other roadway projects, but no issues are foreseen in acquiring the needed right-of-way. There should be no major issues in meeting the obligation schedule for the roadway projects. The railroad siding project will be contained within the existing UPRR right-of-way. NEPA clearances are not necessary, The UPRR will oversee the design and construction of the rail siding projects; they have indicated that an obligation deadline of September 2021 is achievable. Regardless of receiving INFRA Grant funding, all but one of the projects will be implemented as part of an agreement that would allow CDOT to acquire the ROW for US 85 in perpetuity; only the 120th Avenue interchange would not be constructed at this time. INFRA FY 2018 APPLICATION 9.0 LARGE/SMALL PROJECT REQUIREMENTS LARGE PROJECT DETERMINATION 1. Does the project generate national or regional economic, mobility, safety benefits? 2. Is the project cost effective? 3. Does the project contribute to one or more of the Goals listed under 23 U.S.C. 150 (and shown below)? (b) National Goals —It is in the interest of the United States to focus the Federal -aid highway program on the following national goals: (1) Safety To achieve a significant reduction in traffic fatalities and serious injuries on all public roads. (2) infrastructure condition —To maintain the highway infrastructure asset system in a state of good repair. (3) Congestion reduction —To achieve a significant reduction in congestion on the National Highway System. (4) System reliability —To improve the efficiency of the surface transportation system. (5) Freight movement and economic vitality —To improve the national freight network, strengthen the ability of rural communities to access national and international trade markets, and support regional economic development. (6) Environmental sustainability— To enhance the performance of the transportation system while protecting and enhancing the natural environment. (7) Reduced project delivery delays —To reduce project costs, promote jobs and the economy, and expedite the movement of people and goods by accelerating project completion through eliminating delays in the project development and delivery process, including reducing regulatory burdens and improving agencies' work practices. 4. Is the project based on the results of preliminary engineering? CENTENNIAL HIGHWAY (US 85) BETTERMENTS Yes. The project creates an substantially more efficient corridor for transporting goods and services throughout the region. Industries served include, Oil & Gas, Agricultural, Industrial, Alternative Energy, and National Defense. Yes. The project is leveraging substantial local, state, and private money to accomplished the stated goals. Yes. The conversion of at -grade intersections to grade -separated interchanges will substantially reduce crashes. Elimination of the access point in close proximity to the UPRR RR line reduces the exposure of multi -modal crashes. Yes. The project will create long-lasting infrastructure that will serve the needs of the corridor for years to come. Yes. The corridor experiences substantial private, commercial, and industrial congestion. The collection of improvements will benefit the mobility of all modes in the entire corridor. Yes. The improvements create a corridor system that is more efficient, and therefore, more reliable for all private, commercial, and industrial traffic. Yes. The primary focus of the project is to improve the freight movement of the corridor (vehicular and train freight) . The system provides substantial increase in economic vitality through higher efficiency and predictability of goods delivery. Yes. The increase in efficiencies will reduce greenhouse gas emissions throughout the corridor. Yes. The Project has undergone planning and environmental analysis and is ready for detailed design and construction. The groundwork has been completed through a Planning and Environmental Linkage Study and an Environmental Assessment for the 120th Avenue Interchange. Somewhat. Portions of the project have been advanced to preliminary engineering. LARGE PROJECT DETERMINATION 5a. With respect to non -Federal financial commitments, does the project have one or more stable and dependable funding or financing sources to construct, maintain, and operate the project? 5b. Are contingency amounts available to cover unanticipated cost increases? & Is it the case that the project cannot be easily and efficiently completed without other Federal funding or financial assistance available to the project sponsor? 7. Is the project reasonably expected to begin construction not later than 18 months after the date of obligation of funds for the project? INFRA FY 2018 APPLICATION CENTENNIAL HIGHWAY (US 85) BETTERMENTS Yes. The corridor has substantial fiscal commitment from CDOT, Weld County, Adams County, Brighton, and commerce City. All project cost estimates include a percentage of contingency to account for fluctuations in materials costs. Additionally, the strong commitment from the local agencies to complete the project assures the USDOT that contingencies can be met. Yes. While there has been substantial commitment from all parties, the project cannot fully be completed without assistance from the INFRA Program. The INFRA Grant helps close the funding gap and allows FHWA to leverage additional funding for other projects due to the strong local investment by all agencies involved. Yes. Construction on some components of the project will be initiated within 18 months. This project is a model for other applicants to follow in that numerous agencies have collaborated on this application, having agreed on a common goal. FHWA will be able to use this rural project on a national scale as a model for economic vitality, INFRA FY 2018 APPLICATION 10.0 SUMMARY The improvement projects outlined in this document present the Centennial Highway (US 85) Corridor with an opportunity to implement projects that have a substantive benefit to the regional and national economy through improvements to all types of land freight movement (rubber tire and rail) and the traveling public. The benefits of these improvements can be measured and monetized by looking at economic benefits (based on travel delay savings and increased freight efficiency), improved safety benefits, and sustainability benefits (emission and community considerations). The total cost of the improvement projects is $126,800,000; the long-term benefit of these projects will deliver a benefit -cost ratio ranging from 1.1 to 1.8. These benefits do not include the non -measurable benefits to the corridor. When considering the overall costs compared to the benefits there is no doubt: the Centennial Highway (US 85) Betterments Project will benefit the corridor, Colorado, the western US, and the nation as a whole. In summary, the Centennial Highway (US 85) Betterments Project establishes the groundwork that will ensure this vital backbone of the economy continues well into the future, INFRA FY 2018 APPLICATION V • t,• f I L f 1rL U Lei L� c_iC c_i� LT L'•'`._- =-L'�L'•'•'i'^•L� l �,1• 'ti"�j \`_ l� Ifl,i -J 1t, -..I Ii•'•.±;yl• --Iy APPENDIX A CONCEPT LAYOUTS AND COST ESTIMATES FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments 120TH AVENUE INTERCHANGE r _ -y T , GRADE SEPARATED WITH CANAL r s r .. r. H pr f� r -i oil II? tIi GRADE SEPARA. WITH UPPP 4.44 S t1 .. • 1 t d + ti r a • 'E? 9 n a • all J: 4. ntirmitip:111p49, 1* aitatirV 1 4 s -• A �11�1 l ,t 17 1 E !Sri i..dirt t"r, ,r w 200 if* 800 11 • I 4 . a._ PROJECT COST OPINION Project it 112196-04 ITEM DESCRIPTION TOTAL COST UNIT QUANTITY UNIT COST 1 Earthwork and Removals CY 224,980.00 $ 20 $ 4,499,600 2 Surfacing SY 112,490.00 $ 65 $ 7,311,850 3 Curb and Gutter LF 20, 000.00 $ 22 $ 440,000 4 Sidewalk SY 8,870.00 $ 45 $ 399,150 SUBTOTAL (A) $ 12,650,600 5 Structures - Bridge SF 69,000.00 $ 150 $ 10,350,000 6 Structures - Wall (w/ Aesthetics) Wall SF 1,770.00 $ 80 $ 141,600 Structures - Wall (w/ Aesthetics) Abut SF $ 80 $ - 7 Traffic - Signing/Striping % of (A) 2% $ 12,650,600 $ 253,012 8 Traffic Control % of (A) 15% $ 12,650,600 $ 1,897,590 9 Utility Relocations % of (A) 3% $ 12,650,600 $ 379,518 10 Erosion Control/Environmental % of (A) 10% $ 12,650,600 $ 1,265,060 11 Drainage - New % of (A) 0% $ 12, 650, 600 $ - 12 Drainage - Modification % of (A) 1% $ 12,650,600 $ 126,506 SUBTOTAL (B) $ 14,413,286 13 Traffic - Signals (Mod.) - USE POLE # EACH $ 50,000 $ - 14 Traffic - Signals (New) a USE POLE # EACH 2 $ 69,000 $ 138,000 15 Mobilization % of (A)+(B) 7% $ 27,063,886 $ 1,894,472 16 Force Account Items % of (A)+{B) 5% $ 27,063,886 $ 1,353,194 17 Contingency % of (A)+(B) 30% $ 27,063, 886 $ 8,119,166 SUBTOTAL (C) $ 11,504,832 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 38,568,718 18 Design Engineering % of (D) 11% $ 38,568,718.12 $ 4,242,559 19 Construction Engineering % of (D) 22% $ 38,568,718.12 $ 8,485,118 20 Right of Way/Easement Acquisition SF 1,389,000 $ 2 $ 2,778,000 PROJECT TOTAL (E) $ 54,074,395 Use r'1 ?"'1. v^:: f� :, Ui L f� . r f .il tp•.r•:. r i F � r,� M1r-�tp•.ra. ll P ail ' i F.�` In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs. FELSBURG HOLT & ULLEVIG FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments Y - • i • `nfjV — �� _ . T I! ` t. Art .T(. At j ,� �+k 440 R. 41r jr- war ;III t 4p �' et N .1� c • y .' 1111!.?arr E't t r - y' . * 4'sir 4044 . 9 11 RENIEVE SIGNAGE !AND aF REMOVE_ DECELLERATION LANE BY RE -STRIPING CLOSE MEDIAN USING RARRIERSTh I irfr Ira CLOSE ACCESS, ADD. BARRICADES AND REM -EVE PAVE MEN CLOSE ACCESS, ADD BARRICADES AND REMOVE PAVEMENT WCR 30 CLOSURE AND CONNECTOR ii I W > E SCALE: 500 1000 2000 FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments :tP t 1 de I i a". I Aty •!P • p.4 y de S a 9, • • !may a r_S.• -l.a! f fe r al: .. x a P • 1 f • r P ! r Agra 5e �i ia' Pt. sin . . yr» , �F �4 t r �..�a� L. L I: l Y 'CLOSE ACCESS AND BARRICADE'. 'T -K "-4 s me L 'S� 0 • -.at el v r , t CAUSE ACCESS r AND JARRICADE ' nt-afil '1,1 J J. ii _Aiehtt, emir f4 • at _ll L' A a. WCR 31 C11NNECTOR 4 s WCR 100 CLOSURE AND CONNECTOR PROJECT COST OPINION US 85 -Connector Roads WCR 29 and WCR. 31 Project It 112196-04 WCR 29 Connector Between WCR 30 and WCR 32 Items Cost Per Mile Quantity (Miles) Total CTB 16" @ 5% 34' wide, 4" ABC $340,000,00 2,1 $714,000.00 HMA 64-22 S Bottom Mat 3" $239,472.00 2.1 $502,900.00 HMA 64-28 SX Top Mat 2" $159,648,00 2,1 $335,270.00 Traffic Control _ $10,800,00 2,1 $22,580.00 Signing and Striping $2,400.00 2.1 $5,040.00 New embankment, roadway through fixing soft virgin land spots, ABC excavation, - 60' ROW $340,176.00 2.1 $714,370.00 Drainage Culverts, (Assume 5) rip rap, Mirafi FW 300 $100,000,00 2,1 $210,000.00 Utility Relocates $275,000.00 2.1 $577,500.00 Avg cost of irrigation canal one steel - single bridge span for crossing an 30' max x 32' wide $381,600.00 1 $381,600.00 Subtotal $3,4631360.00 Contigency 15% $519,504.00 TOTAL zu jMA %/3"(51 WCR 31 Connector Between WCR 98 and WCR 100 Items - Cost Per Mile Quantity (Miles) Total CTB 16" @ 5% 34' wide, 4" ABC $340,000.00 2 $680,000.00 HMA 64-22 S Bottom Mat 3" $239,472.00 2 $478,950.00 HMA 64-28 SX Top Mat 2" $159,648,00 2 $319,300.00 Traffic Control $10,800.00 2 $21,600.00 Signing and Striping $ 2,400.00 2 $4,800.00 . New embankment, roadway through fixing soft virgin land spots, ABC excavation, - 60' ROW . $340,176.00 0 $0.00 (Assume Drainage Culverts, 5) rip rap, Mirafi FW 300 $100,000.00 2 $200,000.00 Utility Relocates $275,000.00 2 $550,000.00 Avg cost of one irrigation canal steel - single bridge span for crossing an 30' max x 32' wide $381,600.00 0 $0.00 Subtotal $2,254,650.00 Contigency 15% $338,197.50 TOTAL 1 ��Y : .� s Ali ,: FELSBURG HOLT & ULLEVIG PROJECT COST OPINION Project # 112196-04 ITEM DESCRIPTION UNIT QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 1000 $ 20 20,000 2 Surfacing SY 0 $ 65 $ - 3 Curb and Gutter LF 0 $ 22 $ - 4 Sidewalk SY 0 $ 45 $ - SUSUBTOTAL (A) $ 20,000 5 Structures - Bridge SF 0 $ 150 $ - 6 Structures - Wall (w/ Aesthetics) SF 0 $ 80 $ - 7 Traffic -Signing/Striping % of (A) 7% $ 20,000 $ 1,400 8 Traffic Control % of (A) 7% $ 20,000 $ 1,400 9 Utility Relocations % of (A) 3% $ 20,000 $ 600 10 Erosion Control/Environmental % of (A) 10% $ 20,000 $ 2,000 11 Drainage - New %of(A) 0% $ 20,000 $ - 12 Drainage - Modification % of (A) 2% $ 20,000 $ 400 SUBTOTAL (B) $ 5,800 13 Traffic - Signals (Mod.) - USE POLE # EACH 0 $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 0 $ 69,000 $ - 15 Mobilization % of (A)+(B) 7% $ 25,800 $ 1,806 16 Force Account Items % of (A)+(B) 5% $ 25,800 $ 1,290 17 Contingency % of (A)+(B) 30% $ 25,800 $ 7,740 SUBTOTAL (C) $ 10,836 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 36,636 18 CDOT In -Direct, Design Engineering % of (D) 11% $ 36,636 $ 4,030 19 CDOT In -Direct, Construction Engineering % of (D) 22% $ 36,636 $ 8,060 20 Right of Way/Easement Acquisition SF 0 $ 2 $ - PROJECT TOTAL (E) $' 48,726 Use 0 kApi) ca.) In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs: FELSBURG HOLT & ULLEVIG PROJECT COST OPINION Project # 112196-04 ITEM DESCRIPTION UNIT QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 1000 $ 20 20,000 2 Surfacing SY 0 $ 65 $ - 3 Curb and Gutter LF 0 $ 22 $ - 4 Sidewalk SY 0 $ 45 $ - SUSUBTOTAL (A) $ 20,000 5 Structures - Bridge SF 0 $ 150 $ - 6 Structures - Wall (w/ Aesthetics) SF 0 $ 80 $ - 7 Traffic -Signing/Striping % of (A) 7% $ 20,000 $ 1,400 8 Traffic Control % of (A) 7% $ 20,000 $ 1,400 9 Utility Relocations % of (A) 3% $ 20,000 $ 600 10 Erosion Control/Environmental % of (A) 10% $ 20,000 $ 2,000 11 Drainage - New %of(A) 0% $ 20,000 $ - 12 Drainage - Modification % of (A) 2% $ 20,000 $ 400 SUBTOTAL (B) $ 5,800 13 Traffic - Signals (Mod.) - USE POLE # EACH 0 $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 0 $ 69,000 $ - 15 Mobilization % of (A)+(B) 7% $ 25,800 $ 1,806 16 Force Account Items % of (A)+(B) 5% $ 25,800 $ 1,290 17 Contingency % of (A)+(B) 30% $ 25,800 $ 7,740 SUBTOTAL (C) $ 10,836 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 36,636 18 CDOT In -Direct, Design Engineering % of (D) 11% $ 36,636 $ 4,030 19 CDOT In -Direct, Construction Engineering % of (D) 22% $ 36,636 $ 8,060 20 Right of Way/Easement Acquisition SF 0 $ 2 $ - PROJECT TOTAL (E) $' 48,726 Use 0 kApi) ca.) In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs: FELSBURG HOLT & ULLEVIG 7 FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments WCR PRDPESED CUL-DE-SAC r REALIGN US 85 PRf RflSED CUL-DE-SAC PECKHAM INTERCHANGE SCALE: 0 200 400 GRADE SEPARATED WITH UPTR AND US 85 PROJECT COST OPINION US 85-WCR 33 and WCR 44: TU DI (NORTH OF CURRENT WCR 44 INT.) Project # 112196-04 ITEM DESCRIPTION UNIT QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 150700 $ 20 $ 3,014,000 2 Surfacing SY 70200 $ 65 $ 4,563,000 3 Curb and Gutter IF $ 22 $ - 4 Sidewalk SY $ 45 p $ a SUBTOTAL (A) $ 7,577,000 5 Structures - Bridge SF 22800 $ 150 $ 3,420,000 6 Structures - Wall (w/ Aesthetics) SF 27000 $ 80 $ 2,160,000 7 Traffic - Signing/Striping % of (A) 2% $ 7,577,000 $ 151,540 8 Traffic Control % of (A) 5% $ 7,577,000 $ 378,850 9 Utility Relocations % of (A) 3% $ 7,577,000 $ 227,310 10 Erosion Control/Environmental % of (A) 10% $ 7,577,000 $ 757,700 11 Drainage - New % of (A) 0% $ 7,577,000 $ - 12 Drainage - Modification % of (A) 1% $ 7,577,000 $ 75,770 SUBTOTAL (B) $ 7,171,170 13 Traffic - Signals (Mod.) a USE POLE 4* EACH $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 6 $ 69,000 $ 414,000 15 Mobilization % of (A)+(B) 7% $ 14,748,170 $ 1,032,372 16 Force Account Items % of (A)+(B) 5% $ 14, 748,170 $ 737,409 17 Contingency % of (A)+(B) 30% $ 14,748,170 $ 4,424,451 SUBTOTAL (C) $ 6,608,231 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 21,356,401 18 Design Engineering % of (D) 11% $ 21,356,401 $ 2,349,204 19 Construction Engineering % of (D) 22% $ 21,356,401 $ 4,698,408 20 Right of Way/Easement Acquisition SF 1089900 $ 2 $ 2,179,800 PROJECT TOTAL (E) $ 30,583,814 Use I C4 r� y' �, rn P" tiJ�l yl v', - %., Q SI rntiv& n 4I C;}emu 1� �7 '4✓ rtil In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs. FELSBURG HOLT & ULLEVIG FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments WCR 2.5 CLOSURE PROJECT COST OPINION 85,WCR 25 Project # 112196-04 ITEM DESCRIPTION UNIT i QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 10O0 $ 20 $ 20,000 2 Surfacing SY 0 $ 65 $ - 3 Curb and Gutter LF 0 $ 22 $ - 4 Sidewalk SY 0 $ 45 $ - SUSUBTOTAL (A) $ 20,000 5 Structures - Bridge SF 0 $ 150 $ - 6 Structures - Wall (wf Aesthetics) SF 0 $ 80 $ - 7 Traffic - Signing/Striping % of (A) 7% $ 20,000 $ 1,400 8 Traffic Control % of (A) 7% $ 20,000 $ 1,400 9 Utility Relocations % of (A) 3% $ 20,000 $ 600 10 Erosion Control/Environmental % of (A) 10% $ 20,000 $ 2,000 11 Drainage - New % of (A) 0% $ 20,000 $ - 12 Drainage - Modification % of (A) 2% $ 20,000 $ 400 SUBTOTAL (B) $ 5,800 13 Traffic - Signals (Mod,) - USE POLE # EACH 0 $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 0 $ 69,000 $ - 15 Mobilization % of (A)+(B) 7% $ 25,800 $ 1,806 16 Force Account Items % of (A)+(B) 5% $ 25,800 $ 1,290 17 Contingency % of (A)+(B) 30% $ 25,800 $ 7,740 SUBTOTAL (C) $ 10,836 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 36,636 18 CDOT In -Direct, Design Engineering % of (D) 11% $ 36,636 $ 4,030 19 CDOT In -Direct, Construction Engineering % of (D) 22% $ 36,636 $ 8,060 20 Right of Way/Easement Acquisition SF 0 $ 2 $ - PROJECT TOTAL (E) $ 48,726 Use _Y_, In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs. FELSBURG HOLT & ULLEVIG FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments WCR 4 CLOSURE , p piefo r , t" P, ,'",,ri,f' y, . `� `�r-Cy� jn'1e:re et" y A //t�y�e��''f�.-`4i . i r4..-. T se. recmy'i i la PROJECT COST OPINION PA:1:11Vielz Project it 112196-04 ITEM DESCRIPTION UNIT QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 1000 $ 20 20,000 2 Surfacing SY 0 $ 65 $ - 3 Curb and Gutter LF 0 $ 22 $ - 4 Sidewalk SY 0 $ 45 $ - SUSUBTOTAL (A) $ 20,000 5 Structures - Bridge SF 0 $ 150 $ - 6 Structures - Wall (w/ Aesthetics) SF 0 $ 80 $ - 7 Traffic -Signing/Striping % of (A) 7% $ 20,000 $ 1,400 8 Traffic Control % of (A) 7% $ 20,000 $ 1,400 9 Utility Relocations % of (A) 3% $ 20,000 $ 600 10 Erosion Control/Environmental % of (A) 10% $ 20,000 $ 2,000 11 Drainage - New %of(A) 0% $ 20,000 $ - 12 Drainage - Modification % of (A) 2% $ 20,000 $ 400 SUBTOTAL (B) $ 5,800 13 Traffic - Signals (Mod.) - USE POLE # EACH 0 $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 0 $ 69,000 $ - 15 Mobilization % of (A)+(B) 7% $ 25,800 $ 1,806 16 Force Account Items % of (A)+(B) 5% $ 25,800 $ 1,290 17 Contingency % of (A)+(B) 30% $ 25,800 $ 7,740 SUBTOTAL (C) $ 10,836 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 36,636 18 CDOT In -Direct, Design Engineering % of (D) 11% $ 36,636 $ 4,030 19 CDOT In -Direct, Construction Engineering % of (D) 22% $ 36,636 $ 8,060 20 Right of Way/Easement Acquisition SF 0 $ 2 $ - PROJECT TOTAL (E) $' 48,726 Use 0 kApi) ca.) In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs: FELSBURG HOLT & ULLEVIG FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments 'Pt .f w P 'd 3 _ 7r •1 adat- 4. II R n R AEI PDSED CUL—DE—SAC a 001 I: pi L1 ' a ■ A t� S Itbr tit MMIN NBC, nb a 1 S a4 - c( 0_ ' J' CLOSE ACCESS e PROPOSED CUL—DE—SAC 1 1CP 18.5 N S SCALE: 0 100 200 WCR 18.5 CLOSURE 400 PROJECT COST OPINION Project it 112196-04 ITEM DESCRIPTION UNIT QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 1000 $ 20 20,000 2 Surfacing SY 0 $ 65 $ - 3 Curb and Gutter LF 0 $ 22 $ - 4 Sidewalk SY 0 $ 45 $ - SUSUBTOTAL (A) $ 20,000 5 Structures - Bridge SF 0 $ 150 $ - 6 Structures - Wall (w/ Aesthetics) SF 0 $ 80 $ - 7 Traffic -Signing/Striping % of (A) 7% $ 20,000 $ 1,400 8 Traffic Control % of (A) 7% $ 20,000 $ 1,400 9 Utility Relocations % of (A) 3% $ 20,000 $ 600 10 Erosion Control/Environmental % of (A) 10% $ 20,000 $ 2,000 11 Drainage - New %of(A) 0% $ 20,000 $ - 12 Drainage - Modification % of (A) 2% $ 20,000 $ 400 SUBTOTAL (B) $ 5,800 13 Traffic - Signals (Mod.) - USE POLE # EACH 0 $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 0 $ 69,000 $ - 15 Mobilization % of (A)+(B) 7% $ 25,800 $ 1,806 16 Force Account Items % of (A)+(B) 5% $ 25,800 $ 1,290 17 Contingency % of (A)+(B) 30% $ 25,800 $ 7,740 SUBTOTAL (C) $ 10,836 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 36,636 18 CDOT In -Direct, Design Engineering % of (D) 11% $ 36,636 $ 4,030 19 CDOT In -Direct, Construction Engineering % of (D) 22% $ 36,636 $ 8,060 20 Right of Way/Easement Acquisition SF 0 $ 2 $ - PROJECT TOTAL (E) $' 48,726 Use 0 kApi) ca.) In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs: FELSBURG HOLT & ULLEVIG FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments • 4 WCR 38.5 r TEMOVE AUXILIARY LAN BY RE-STRIPI NG CLOSE ACCESS AND BARRICADE REMEVE AUXILIARY 'LANES BY RE -STRIPING CD H EL U CLOSE MEDIAN USING BARRIERS CLOSE ACCESS AND BARRICADE CLOSE ACCESS PROPOSED CUL-DE-SAC ALLOW ACCESS TO OIL AND GAS ACTIVITY WCR 29 CLOSURE r I SCALE: 0 100 200 - • it • • a • u 1* • I r ! . _,. -fir ii. : W iyv'.. i • 4 / t ..I -cl /e ° A i l • i* Y •0 a s / • of ~- - m/ ``testaa • . 0 7. 1.1 I..J St • • 4I• • I. .- • r,. y� ° II 0 , ' • si it a ! Ma 44.4. I. ti ° 400 s-4 • 4 • PROJECT COST OPINION PA:1:11Vielz Project it 112196-04 ITEM DESCRIPTION UNIT QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 1000 $ 20 20,000 2 Surfacing SY 0 $ 65 $ - 3 Curb and Gutter LF 0 $ 22 $ - 4 Sidewalk SY 0 $ 45 $ - SUSUBTOTAL (A) $ 20,000 5 Structures - Bridge SF 0 $ 150 $ - 6 Structures - Wall (w/ Aesthetics) SF 0 $ 80 $ - 7 Traffic -Signing/Striping % of (A) 7% $ 20,000 $ 1,400 8 Traffic Control % of (A) 7% $ 20,000 $ 1,400 9 Utility Relocations % of (A) 3% $ 20,000 $ 600 10 Erosion Control/Environmental % of (A) 10% $ 20,000 $ 2,000 11 Drainage - New %of(A) 0% $ 20,000 $ - 12 Drainage - Modification % of (A) 2% $ 20,000 $ 400 SUBTOTAL (B) $ 5,800 13 Traffic - Signals (Mod.) - USE POLE # EACH 0 $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 0 $ 69,000 $ - 15 Mobilization % of (A)+(B) 7% $ 25,800 $ 1,806 16 Force Account Items % of (A)+(B) 5% $ 25,800 $ 1,290 17 Contingency % of (A)+(B) 30% $ 25,800 $ 7,740 SUBTOTAL (C) $ 10,836 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 36,636 18 CDOT In -Direct, Design Engineering % of (D) 11% $ 36,636 $ 4,030 19 CDOT In -Direct, Construction Engineering % of (D) 22% $ 36,636 $ 8,060 20 Right of Way/Easement Acquisition SF 0 $ 2 $ - PROJECT TOTAL (E) $' 48,726 Use 0 kApi) ca.) In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs: FELSBURG HOLT & ULLEVIG 7 FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments t I ”.7APIWSir s.- - - rte. ------ erai-'sec - f et' otai- 11 • a. . i" t .. F - . - - -s - �'��'`-� _ - E REMTIVE AUXILIARY LANES BY RE -STRIPING IMPRfVE SIGNAGE REMOVE AUXILIA BY RE -STRIP CLOSE ACCESS AND BARRICA RY LANES ise tit RIGHT IN/RIGHT JUT ACCESS CLOSE ACCESS AND BARRICADE CLOSE ACCESS PROPOSED CUL-DE-SAC vast WCR 33 CLOSURE litthwt- .1 r' SCALE: 0 100 200 400 PROJECT COST OPINION P14:1:1112161;4111' Project it 112196-04 ITEM DESCRIPTION UNIT QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 1000 $ 20 20,000 2 Surfacing SY 0 $ 65 $ - 3 Curb and Gutter LF 0 $ 22 $ - 4 Sidewalk SY 0 $ 45 $ - SUSUBTOTAL (A) $ 20,000 5 Structures - Bridge SF 0 $ 150 $ - 6 Structures - Wall (w/ Aesthetics) SF 0 $ 80 $ - 7 Traffic -Signing/Striping % of (A) 7% $ 20,000 $ 1,400 8 Traffic Control % of (A) 7% $ 20,000 $ 1,400 9 Utility Relocations % of (A) 3% $ 20,000 $ 600 10 Erosion Control/Environmental % of (A) 10% $ 20,000 $ 2,000 11 Drainage - New %of(A) 0% $ 20,000 $ - 12 Drainage - Modification % of (A) 2% $ 20,000 $ 400 SUBTOTAL (B) $ 5,800 13 Traffic - Signals (Mod.) - USE POLE # EACH 0 $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 0 $ 69,000 $ - 15 Mobilization % of (A)+(B) 7% $ 25,800 $ 1,806 16 Force Account Items % of (A)+(B) 5% $ 25,800 $ 1,290 17 Contingency % of (A)+(B) 30% $ 25,800 $ 7,740 SUBTOTAL (C) $ 10,836 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 36,636 18 CDOT In -Direct, Design Engineering % of (D) 11% $ 36,636 $ 4,030 19 CDOT In -Direct, Construction Engineering % of (D) 22% $ 36,636 $ 8,060 20 Right of Way/Easement Acquisition SF 0 $ 2 $ - PROJECT TOTAL (E) $' 48,726 Use 0 kApi) ca.) In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs: FELSBURG HOLT & ULLEVIG FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments 4' C R 46 R • v CLOSE ACCESS AND BARRICADE :,t y1 9 rr Avristtior REMOVE ACCELERATION LANE BY RE -STRIPING REMOVE DECELERATION LANE BY RE -STRIPING WCR 46 AND 35 CLOSURE SCALE: I 0 100 200 400 PROJECT COST OPINION l''gi [121;1 Project it 112196-04 ITEM DESCRIPTION UNIT QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 1000 $ 20 20,000 2 Surfacing SY 0 $ 65 $ - 3 Curb and Gutter LF 0 $ 22 $ - 4 Sidewalk SY 0 $ 45 $ - SUSUBTOTAL (A) $ 20,000 5 Structures - Bridge SF 0 $ 150 $ - 6 Structures - Wall (w/ Aesthetics) SF 0 $ 80 $ - 7 Traffic -Signing/Striping % of (A) 7% $ 20,000 $ 1,400 8 Traffic Control % of (A) 7% $ 20,000 $ 1,400 9 Utility Relocations % of (A) 3% $ 20,000 $ 600 10 Erosion Control/Environmental % of (A) 10% $ 20,000 $ 2,000 11 Drainage - New %of(A) 0% $ 20,000 $ - 12 Drainage - Modification % of (A) 2% $ 20,000 $ 400 SUBTOTAL (B) $ 5,800 13 Traffic - Signals (Mod.) - USE POLE # EACH 0 $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 0 $ 69,000 $ - 15 Mobilization % of (A)+(B) 7% $ 25,800 $ 1,806 16 Force Account Items % of (A)+(B) 5% $ 25,800 $ 1,290 17 Contingency % of (A)+(B) 30% $ 25,800 $ 7,740 SUBTOTAL (C) $ 10,836 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 36,636 18 CDOT In -Direct, Design Engineering % of (D) 11% $ 36,636 $ 4,030 19 CDOT In -Direct, Construction Engineering % of (D) 22% $ 36,636 $ 8,060 20 Right of Way/Easement Acquisition SF 0 $ 2 $ - PROJECT TOTAL (E) $' 48,726 Use 0 kApi) ca.) In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs: FELSBURG HOLT & ULLEVIG • r4 FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments 147 ; I-41 yairinimmi Th ;I % . I s] 1 ar 1 ULU. r CLOSE ACCESS AND BAPPICADE 1 I11 Ii 1' .13117171 1k1 YI 1 CLOSE ACCESS AND PEMOVE t I' PAVEMENT PPO 1 US 85 TO UPRR • t M- i— v- _ A. ti f EMOVE DECELERATION LANE BY PE -STRIPING f p d es • art • d -;c ,- rye -5 - LU CC C e t REMOVE ACCELERATION AND DECELEPATIJN LANES BY PE -STRIPING \ CLOSE MEDIAN USING BAPPIEP S 7=Alialte p • • 4 • 'r- I ee et' 9 , r. zip 4 . r 4- O STREET CLOSURE 200 4 PROJECT COST OPINION US 85-0 ST AND WCR 66 Project # 112196-04 ITEM DESCRIPTION UNIT QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 2061 $ 20 ' 41,220 2 Surfacing SY 0 $ 65 $ - 3 Curb and Gutter LF 0 $ 22 $ - 4 Sidewalk SY 0 $ 45 $ - SUBTOTAL (A) $ 41,220 5 Structures - Bridge SF 0 $ 150 $ - 6 Structures - Wall (wit Aesthetics) SF 0 $ 80 $ - 7 Traffic -Signing/Striping % of (A) 7% $ 41,220 $ 2,885 8 Traffic Control % of (A) 7% $ 41,220 $ 2,885 9 Utility Relocations % of (A) 3% $ 41,220 $ 1,237 10 Erosion Control/Environmental % of (A) 10% $ 41,220 $ 4,122 11 Drainage - New % of (A) 0% $ 41,220 $ - 12 Drainage - Modification % of (A) 2% $ 41,220 $ 824 SUBTOTAL (B) $ 11,954 13 Traffic - Signals (Mod.) - USE POLE # EACH 0 $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 0 $ 69,000 $ - 15 Mobilization % of (A)+(B) 7% $ 53,174 $ 3,722 16 Force Account Items % of (A)+(B) 5% $ 53,174 $ 2,659 17 Contingency % of (A)+(B) 30% $ 53,174 $ 15,952 SUBTOTAL (C) $ 22,333 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 75,507 18 CDOT In -Direct, Design Engineering % of (D) 11% $ 75,507 $ 8,306 19 CDOT In -Direct, Construction Engineering % of (D) 22% $ 75,507 $ 16,611 20 Right of Way/Easement Acquisition SF 0 $ 2 $ - PROJECT TOTAL (E) ,$ 100,424 Use 4: 51) 1 In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs. FELSBURG HOLT & ULLEVIG 7 FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments Val C R 72 • DL op WCR 72 CLOSURE I CLOSE ACCESS AND BARRICADE CLOSE ACCESS PROPOSED CUL—DE—SAC - a-- . 6rt—' -s" n s"Anti Lir e;_r: —.-- a �.rtr— ��Lni a✓' r f ris VIA •7 E SCALE: r off • p.PS I 0 100 200 400 I PROJECT COST OPINION Project it 112196-04 ITEM DESCRIPTION UNIT QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 1000 $ 20 20,000 2 Surfacing SY 0 $ 65 $ - 3 Curb and Gutter LF 0 $ 22 $ - 4 Sidewalk SY 0 $ 45 $ - SUSUBTOTAL (A) $ 20,000 5 Structures - Bridge SF 0 $ 150 $ - 6 Structures - Wall (w/ Aesthetics) SF 0 $ 80 $ - 7 Traffic -Signing/Striping % of (A) 7% $ 20,000 $ 1,400 8 Traffic Control % of (A) 7% $ 20,000 $ 1,400 9 Utility Relocations % of (A) 3% $ 20,000 $ 600 10 Erosion Control/Environmental % of (A) 10% $ 20,000 $ 2,000 11 Drainage - New %of(A) 0% $ 20,000 $ - 12 Drainage - Modification % of (A) 2% $ 20,000 $ 400 SUBTOTAL (B) $ 5,800 13 Traffic - Signals (Mod.) - USE POLE # EACH 0 $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 0 $ 69,000 $ - 15 Mobilization % of (A)+(B) 7% $ 25,800 $ 1,806 16 Force Account Items % of (A)+(B) 5% $ 25,800 $ 1,290 17 Contingency % of (A)+(B) 30% $ 25,800 $ 7,740 SUBTOTAL (C) $ 10,836 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 36,636 18 CDOT In -Direct, Design Engineering % of (D) 11% $ 36,636 $ 4,030 19 CDOT In -Direct, Construction Engineering % of (D) 22% $ 36,636 $ 8,060 20 Right of Way/Easement Acquisition SF 0 $ 2 $ - PROJECT TOTAL (E) $' 48,726 Use 0 kApi) ca.) In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs: FELSBURG HOLT & ULLEVIG FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments WCR 104 CLOSURE en% RnPLSED CL.L-DE-SACN CLOSE ACCESS a_ CLOSE ACCESS AN❑ BARRICADE \ CLnSE ACCESS FAND EARRICADE PROJECT COST OPINION Project it 112196-04 ITEM DESCRIPTION UNIT QUANTITY UNIT COST TOTAL COST 1 Earthwork and Removals CY 1000 $ 20 20,000 2 Surfacing SY 0 $ 65 $ - 3 Curb and Gutter LF 0 $ 22 $ - 4 Sidewalk SY 0 $ 45 $ - SUSUBTOTAL (A) $ 20,000 5 Structures - Bridge SF 0 $ 150 $ - 6 Structures - Wall (w/ Aesthetics) SF 0 $ 80 $ - 7 Traffic -Signing/Striping % of (A) 7% $ 20,000 $ 1,400 8 Traffic Control % of (A) 7% $ 20,000 $ 1,400 9 Utility Relocations % of (A) 3% $ 20,000 $ 600 10 Erosion Control/Environmental % of (A) 10% $ 20,000 $ 2,000 11 Drainage - New %of(A) 0% $ 20,000 $ - 12 Drainage - Modification % of (A) 2% $ 20,000 $ 400 SUBTOTAL (B) $ 5,800 13 Traffic - Signals (Mod.) - USE POLE # EACH 0 $ 50,000 $ - 14 Traffic - Signals (New) - USE POLE # EACH 0 $ 69,000 $ - 15 Mobilization % of (A)+(B) 7% $ 25,800 $ 1,806 16 Force Account Items % of (A)+(B) 5% $ 25,800 $ 1,290 17 Contingency % of (A)+(B) 30% $ 25,800 $ 7,740 SUBTOTAL (C) $ 10,836 CONSTRUCTION TOTAL (D) (A)+(B)+(C) $ 36,636 18 CDOT In -Direct, Design Engineering % of (D) 11% $ 36,636 $ 4,030 19 CDOT In -Direct, Construction Engineering % of (D) 22% $ 36,636 $ 8,060 20 Right of Way/Easement Acquisition SF 0 $ 2 $ - PROJECT TOTAL (E) $' 48,726 Use 0 kApi) ca.) In providing opinions of probable construction cost, the Client understands that Felsburg Holt & Ullevig (FHU) has no control over costs or the price of labor, equipment or materials, or over the Contractor's method of pricing, and that the opinions of probable construction costs provided herein are to be made on the basis of our qualifications and experience. These costs do not reflect escalation for future costs. FHU makes no warranty, expressed or implied, as to the accuracy of such opinions as compared to bid or actual costs: FELSBURG HOLT & ULLEVIG FELSBURG HOLT & ULLEVIG Centennial Highway (US 85) Betterments CARR - SIDING EXTENSION allaStfilfriaatin INSTALL APPROX, 3,500' wistaggialial OF NEW MAIN TRACK REALIGN MAIN TRACK INSTALL #15 T.O. TO SIDING Rail Project 4 Carr Siding Extension = $5,900,000 Total Cost = $5,900,000 REMOVE EXIST. T . 0 . , AND REALIGN MAIN ONTO EXIST. SIDING. INSTALL NEW #15 T.O. TO SIDING -' EXIST. SIDING TRACK (BECOMES MAIN) CARR: REMOVE EXIST. T.O. & TRACK UPRR EXIST. MAIN TRACK (BECOMES SIDING) 10,000' CLEAR CAPACITY LEGEND: EXISTING TRACK CONSTRUCT REMOVE f9 SCALE: 1"=800' 0 400 800 1600 + + I If IV 1� I� rt, +Vri INFRA FY 2018 APPLICATION V �_ L L �- LJYlJ +L -L I t„ 'I •1•'I - - ,' - - '• � •i:. '• i i : �-• '• 1y t I F. Lam. 1 f I ` 15�._-:+� L ti` U L� L'•'`._- (_� '�L''f•'•'i' 1---1 1---1 l �.1• •ti-�j \`_ l� —IJ -- -— _1) ct.niiiI JI \\ v y r �'ti_L '�Vr APPEN IX B BENEFIT / COST ANALYSIS BENEFIT COST ANALYSIS TO SUPPORT THE INFRA GRANT APPLICATION FOR CENTENNIAL HIGHWAY (U585) BETTERMENTS Prepared for: Weld County 31 October 2017 AECOM 401 W A Street, San Diego CA 92131 610.610.7700 www.aecom.com TABLE OF CONTENTS Section 1 Section 2 Section 3 Section 4 2.1 Analytical Assumptions 2.1.1 Assumptions — General 2.1.1.1 Discount Rates 2.1.1.2 Evaluation Period 2.1.1.3 Key Benefit -Cost Evaluation Measures Assumptions — Travel Demand and Travel Time 2.1.2.1 Travel Demand Assumptions 2.1.2.2 Traffic Volumes in Assessment Corridor 2.1.2.3 Travel Demand Sources and Forecast Years 2.1.2.4 Travel Time Savings 2.1.23 Annualization Factor 2.1.2.6 Value of Time 2.1.2.7 Vehicle Hours Travelled 2.1.2.8 Average Vehicle Occupancy 2.1.3 Assumptions — Commercial Trucks/Freight Train Operating Costs 2.1.3.1 Commercial Trucks 2.1.3.2 Freight Trains Assumptions — Infrastructure Operations and Maintenance 2.1.4.1 Operations and Maintenance Costs Assumptions - Safety Assumptions Emissions 2.1.6.1 Emissions Quantification 2.1.6.2 Emissions Valuation Approach 2.1.7 Assumptions — Road Freight Value and Inventory 2.1.7.1 Freight Value 2.1.7.2 Freight Inventory 2.1.8 Assumptions — Infrastructure Benefits 2.1.8.1 Residual Value Introduction 1-1 Benefits Analysis Assumptions........................................................................2- 2.1.2. 2.1.4 2.1.5 2.1.6 2-3 2-3 2-3 2-3 2-3 2-4 2.4 2-4 2-4 2-5 2-5 2-5 2-6 2-6 2-6 2-6 2-7 2-7 2-7 2.9 2-10 2-11 2-12 2-12 2.12 2-13 2-13 2-13 Outcomesit..■.■■...Net ■.■■.........M..SiliBleile ...Net MMMMMMMMMMMM .ili6..tial 3.1 Economic Outcomes 3-16 3.1.1 Travel Time Savings 3-16 3.1.1.1 Travel Time Savings — Personal Vehicles and Passengers 3-16 3.1.1.2 Travel Time Savings — Commercial Trucks 3-17 3.1.1.3 Travel Time Savings — Freight Trains 3-17 3.2 Safety Outcomes 3-18 3.3 Environmental Outcomes 3-18 3.3.1 Emissions Reduction 3-18 CostAnalysisii6EintliSOSEli ....M.MM.....�..��.... ��.��.�..�Net MMMMMMMMMMMMMMMMMM .iliB.illeA-20 4.1 Initial Capital Costs for USSS Project 4-20 4.1.1 Corridor Right of Way 4-20 4.1.2 Interchanges 4-20 AECOM 1 TABLE OF CONTENTS 4.1.3 Connector Roads 4-21 4.1.4 Extension of Can Siding 4-21 4.1.5 Road Closures 4-12 4.1.6 Schedule of Construction Expenditures 4-22 4.2 Annual Operating and Maintenance Costs 4-22 4,3 Residual value 4-23 Section 5 Benefits Cost Analysis Results 5-25 5.1 Benefits by Evaluation Criteria 5-16 5.1,1 Economics Outcomes 5-26 5.1.1.1 Personal Vehicle and Passenger Travel Time Savings 5-26 5.1.1.2 Freight Outcomes 5-26 5.1.2 Safety Outcomes 5-27 5.1.3 Environmental Outcomes 5-28 5.1.3.1 Personal Vehicles and Commercial Trucks 5-28 5.1.3.2 Freight Rail 5-29 5.1,4 Infrastructure Savings 5-29 5.1.4.1 State of Good Repair 5-29 5.1.4.2 Additional Operations and Maintenance 5-30 AECOM i i 1-1 SECTION 1 INTRODUCTION A benefit -cost assessment (BCA) was conducted for the Centennial Highway (U585) Betterments Project (US85 Project) as part of the Weld County's application to the U.S. Department of Transportation's (DOT) 2017 INFRA Grant program. This analysis was conducted in accordance with the DOT's 2017 Benefit -Cost Analysis Guidance for TIGER and INFRA Applications for a 23 year assessment period beginning with capital outlays in 2019 through to 2022 and operations from 2022 to 2041. The US85 Project is comprised of 16 individual components, all of which are enabled by the purchase of right of way along the project corridor by the Colorado Department of Transportation (C DOT). The project components include: • Construction of grade separated interchanges at 120th Avenue in Henderson, and near WCR 44 in Peckham; • Road closures and construction of a connector road between WCR 98 and WCR 100 near Nunn, and closure of WCR 30 and construction of a connector road near Platteville; • Extension of the freight rail siding at Can by 3,500 feet; and • Closure of at grade crossings, through road closure. at: WCR 2.5; WCR 4; c WCR 18.5; o WCR 29: WCR 30; c� WCR 33; WCR 46/35; c� 0 Street; o WCR 72; WCR 100; and W C R 104. The individual component of the project that enables all of the other components to take place is the purchase of the corridor right of way from Union Pacific Railroad, ensuring ownership by the state of the right of way for the entire assessment corridor. The realization of the liS85, Project will deliver a variety of benefits, most notably reductions in travel times through the corridor by personal and commercial freight vehicles, reductions in vehicle accidents and improvements in freightefficiency. Furthermore, the US85 Project will generate a significant reduction in emissions by both personal and commercial drivers, as well as by freight rail operators. The US85 Project generates a benefit cost ratio (BCR) of 1.1:1 at a 7% discount and of 1.8:1 at a 3% ratio. The Project has a net present value of $9.4M and 85.7M at 7% and 3% discounts, respectively. AECOM 1-2 Notable impacts that the US85 Project will deliver which drive assessment criteria include the following summarized in Tables 1 through 4 on the following page. Table 1: Safety (2022 — 2441) Impact Category Build Scenario, 2022-2041 Number of Accidents Avoided 99 Number of Fatalities Avoided 2 Table 2: State of Good Repair (2022-2441) Impact Category Build Scenario, 2022-2041 Residual Value of Hard Infrastructure 68.6M (S2017, not discounted) Table 3: Economic Competitiveness (2022 — 2041) Impact Category Build Scenario. 2022-2041 Personal Vehicle + Passengers Hours Travelled Avoided 9,500,000 Commercial Vehicle Hours Travelled Avoided 1,0 50,000 Freight Train Operating Hours Avoided 6100 Table 4: Environmental Sustainability (2022 — 2041) Impact Category Build Scenario, 2022-2041 Tons of Emissions Avoided (ex. CO2) 677 Tons of CO2 Avoided 21,261 AECOM 2-3 SECTION 2 BENEFITS ANALYSIS ASSUMPTIONS The BCA evaluates the benefits and costs of implementing the US85 Project against the no action scenario in which the US85 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 DOT guidance. 2.1 ANALYTICAL ASSUMPTIONS 2.1.1 Assumptions — General 2.1.1.1 Discount Rates Consistent with the DOT's guidance for TIGER and INFRA grants, and with OMB Circular A-41, real discount rates of 3 and 7 percent have been used for this analysis. Project investments are expressed in constant 2017 dollars. In instances where assumptions, cost estimates or benefit valuations are expressed in dollar values for other years, the Chained Price Index information from the White House Office of Management and Budget's Gross Domestic Product and Deflators' have been used to bring these to 2017 dollar figures. 2.1.1.2 Evaluation Period The evaluation period in this assessment is 23 years, extending from 2019 through to the end of 2041. This evaluation period begins in the year in which capital expenditures for the US85 Project are scheduled to begin, plus twenty years of operations. This analysis assumes that construction of the US85 Project will begin in 2019 will continue through to the end of 2021. All benefits and costs are assumed to occur at the end of the year, with benefits beginning to be accrued in 2022, the same year that operation is scheduled to commence. 2.1,1,3 Key Benefit -Cost Evaluation Measures This benefit -cost analysis converts potential economic gains (benefits) and losses (costs) resulting from the implementation of the US85 Project into monetary units and compares them. The following two common benefit -costs evaluation measures are included in this analysis. 1 White House Office of Management and Budget. Circular A-4: Guidelines for Discount Rates for Benefit -Cost Analysis of Federal Programs. September 17, 2003. Accessed from https:1./'ww .whitehouse.govIamb /circulars a004 a-4' 2 White House Office of Management and Budget. Historical Tables, Table 10.1 — Gross Domestic Product and Deflators Used in the Historical Tables 1940-2021. Accessed from https://www.whitehouse.goviombibudget /Historicals AEC0M 2-4 2.1.1.3.1 Net Present Value (NPV) 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 $2017. 2.1.1.3.2 Benefit Costs Ratio (BCR) The 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. 2.1.2 Assumptions — Travel Demand and Travel Time 2.1.2.1 Travel Demand Assumptions The benefit evaluation within this analysis assesses the daily AADT thatoccurs within the assessment corridor. Travel demand modelling, comprising baseline and future AADT volumes for the U85 Highway (north to south traffic) and the more than 80 east to west roads which bisect US85, were compiled and developed by Felsburg. Holt, and Ullevig (FHU). The baseline scenario utilized a base year of 2015 with both the baseline and build scenarios assuming a future year of 2035. Travel time savings and associated benefits are assessed for the entire day, including the peak and shoulder periods when congestion along the corridor is most pronounced. Modelling of freight rail efficiencies that would be captured following the implementation of the US85 project were developed by Union Pacific Railroad. 2.1.2.2 Traffic Volumes in Assessment Corridor Volumes under the baseline and build scenarios for both north -south and east -west traffic within the assessment corridor have been derived from FHU's analysis for the years 2015 through to 2035, with volume estimates for the years of 2016-2034 interpolated, and from 2040-2041 extrapolated, from this data. 2.1.2.3 Travel Demand Sources and Forecast Years The travel demand data used in this benefit cost assessment was extracted from aforementioned analysis conducted in by FHU. This analysis utilized the travel demand models from the North Front Range Metropolitan Planning Organization (NFRMPO), Upper Front Range Transportation Planning Region (UFRTPR) and the Denver Regional Council of Governments (DRCOG) as the basis for developing the travel demand modelling. Scenarios used for the analysis were the no -action (baseline) and build scenario. Both scenarios forecast average daily trips and travel times within the assessment corridor for 2015 through 2041. The build scenario forecasts travel time savings for both the assessment corridor's north -south and east -west vehicle movements under the assumptions that the various components that comprise the US85 Project have been implemented. AECOM 7-5 Union Pacific modelled a build scenario in which the implementation of the US85 Project (and in particular the extension of the siding at Carr and the closure of eleven at -grade crossings along the corridor), would allow for the faster movement of longer trains. This would lead to a decrease in the aggregate gate down time along the corridor, thereby reducing idling delay by vehicles at those crossings. 2.1.2.4 Travel Time Savings Travel time savings estimations were derived from both PHU' and Union Pacific's analysis. Travel time savings were estimated for both north- and southbound traffic and for east -west traffic along the length of the corridor. Travel time savings for 2016-2034 were interpolated from the 2015 and 2035 estimates; 2041/2 travel time savings were extrapolated from the same data. 2.1.2.5 Annualizat on Factor This analysis considers various benefits and costs resulting from changes to road traffic volumes and travel times associated with upgrades to the existing infrastructure in the US85 corridor. An annualization factor of 300 days has been assumed for the road based components of the project. Union Pacific's freight trains operate 365 days a year. An annualization factor of 52 weeks has been applied to various calculations regarding train crew starts avoided. 2.12.5 Value of Time Travel time savings are converted from hours to dollars. This is 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 has used the DOT's Recommended Hourly Value of Travel Time Savings, as shown below in Table 5, and assumes the mix of personal and business travel to be consistent with the DOT's national distribution for local travel by surface modes. Table 5: Hourly ' alues of Tra\ el 'l ime Savings, A►ll Drivers and Passengers ($2017) Category of Travel Hourly Value of Travel Time Savings ($2017)* Personal S 13. 5 Business S25.87 All Purpose** $14.36 Commercial Driver $28.03 Truck *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.govioice-policy/transportation-policy/revised-departmental-guidance-valuation-travel- time-economic As per the DOT's guidance, no real growth rate per annum has been assumed for, nor applied to, the value of time figures. AECOM 7-6 2.1.2.7 Vehicle Hours Travelled Vehicle hours travelled (VHT) is used in a variety of benefits and costs categories including: travel times, safety, emissions, and operations and maintenance, 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. 2.1.2.8 Average Vehicle Occupancy Average vehicle occupancy allows for the estimation of total travel time savings. This analysis assumes an average vehicle occupancy of 1.39 for the build scenario, as taken from the DOT's Benefit -Cost Analysis Guidance for TIGER and INFRA Application,3 2.1.3 Assumptions — Commercial Trucks/Freight Train Operating Costs 2.1..1 Commercial Trucks The BCA for the US85 Project does not assume any increase in road traffic volumes as a result of the project's implementation. However, the US85 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 of approximately 75 percent over the next 25 years.4 Accordingly, the greater efficiency of travel within the context of various improvements of the US85 project could lead to greater traffic volumes, which would lead to increased vehicle miles travelled, However, induced traffic volumes as a result of the US85 Projects implementation were not factored into the traffic modelling. Operating costs and savings for commercial trucks are calculated on the avoidance of operating hours. 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 2015 Average Margin Costs per Hour as the benchmark for hourly truck operating costs 5, with those costs escalated to $2017. ATRI's hourly driver based costs have been adjusted nominally to match the DOT's suggested guidance for the value of time of a commercial truck driver. This analysis uses this more conservative assumption, shown in Table 6, along with all other components comprising the hourly operating costs for commercial trucks. 3 Federal Highway Administration Highway Statistics 2015, Table V1\41 4 Colorado Department of Transportation. State Highway Freight Plan. 2015. Accessed from http://colorado transportationmatters.coYnlwp-content/uploads/2013/04/Colorado-State-Highway-Freight-Plan.pdf American Transportation Research Institute. An Analysis of the Operational Costs of Trucking. 2015. Accessed from http.//atri-online.org/wp-content/uploads/2015/09/ATM-Operational-Costs-o:i-Trucking-2015-F1NAL-09- .2015.pdf AECOM Table 6: Average Truck Operating Costs per Vehicle 2-7 Traveled ($2017) Hour Vehicle Based $2017 Fuel -Oil Costs S 16.62 Truck/Trailer Lease or Purchase Payments $ 9.48 Repair and Maintenance $ 6.42 Insurance Premiums $ 3.81 Truck Tires $ 1.77 LieLicensing and Permits $ 0.80 Tolls $ 0.81 Driver Based Driver Pay (Adjusted per TIGER BCA Guidance, escalated to $2017) S 27.70 Driver Benefits $ 5.38 Si 73.14 Total Source: 2.1.3.2 a the overview estimated value estimated Class crew US85 ATM the O&M Freight Total provided Assumptions Operations costs') freight of (2015), of I starts build operation Project, operating S928.31 rail cost. of hourly hourlycost associated rail the DO to the siding a O&M and and set (2017) cost per be US85 costs operators — Maintenance maintenance cost of operating of with avoided Infrastructure it with extension Project. is operating a were additional for train the assumed various Freight and divided (6) hour. crew number at of Report schedules a escalated within Costs that infrastructure Can. the Train freight was components by of Operations there hard R-1. total sourced crew No Delay the for 2016. train to infrastructure operating a will O&M each was from 2017 hours assessment be including of Page developed a US85 line hours, are Surface day Maintenance components costs of corridor new 419: (7) assumed Project with $85.87 interchanges, for from this well that each is for Union per of shown figure infrastructure has Operating operating as the would the and Pacific's new road been in then Board number result maintenance connector Table Expenses closures. assumed escalated hour.? 2016 proposed 7. benchmark of from annual weekly roads, In as Union to costs of the the in the a Trains of scenario, 8.31 freight AECOM train implementation the The report.' 2017 The for Pacific 2.1.4 2.1.4.1 Under (`O&M and absence annual An Transportation as operations Railway and costs of the 59, value per additional the percentage 6 Union Accessed pdf Pacific. from https://ww.up.com/cs/groups/publicluprreinvestorld.ocuments/investordocumen.ts/ 10k 02032017.pdf Class I Railroad http://railtec.illinois.edu/articles/Files/Conference%20Proceedings/2015/Lovett-et-al- Annual up Costs on Railroad Lines in. North America . University 7 Illinois, 2015-IAROR.pdf Lovett, 2015. Dick, Barkan. Accessed Determining from AECOM 2-8 Table 7: operations and Maintenance Costs- US85 Project ($2017) Infrastructure Component Annual O&M Cost (SM) Total O&M Cost (Discounted O&M at $2017M) Cost 7%, O&M Cost (Discounted at 3%, $2017M) Connector Roads 0.02 0 .5 Interchanges 0.30 6. Can Siding 0.03 0.6 0.35 7.0 2.8 4.6 Total Source: FHLT, AECOM 2.1.5 Assumptions - Safety The analysis assumes that there will be a decrease in the incidence of accidents due to both lower mainline density of vehicles and structural improvements to key interchanges within the assessment corridor. Using assumptions about crash modification factors (CMFs) consistent with the Federal Highway Administration's (FHWA) Highway Safety Manual procedures, AECOM produced an operational safety analysis of the baseline and build scenario, forecasting the differences in the estimated number and typology of accidents as a result of the construction of the two proposed interchanges within assessment corridor. Based on historic crash data sourced from CDOT's DiExSysTm Roadway Safety Systems, as provided by FHU, the analysis applied to a CMF reduction of 57% to crashes resulting in injury or fatality, and a CMF reduction of 36% for property -damage -only crashes. The findings of this analysis estimated a significant decrease in the incident of accidents. In order to convert the abovementioned accident rates into the appropriate Abbreviated Injury Scale (AIS) category for calculating benefits and costs, national statistics from the National Highway Traffic and Safety Administration were used. Each of the AIS categories represents a level of severity of injury ranging from AIS — o (No Injury) to AIS — 6 (Not -Survivable). Table 8 below provides an overview of each category as a proportion of all possible non -fatal accident injuries. AECOM 2_9 Table 8: Abbreviate Injury Scale Categories and Percentage of Occurrence Category Injured Unknown occurrence) - Severity (% of O - (% of No occurrence) injury AIS 0 - No Injury 21.5% 92.5% AIS 1 - Minor 62.7% 7.3% AI S 2 Moderate 10.4% 0.2% AIS 3 — Serious 3.9% 0.008%© AIS Severe 0.4% 0.000% AIS 5 — Critical 1.0% 0.003% Source: NHTSA (20 11) AIS categories can be given a monetized value representative of a fraction of monetized values for fatalities, and all ranges of injuries categorized on the MS Scale are addressed within the DOT's guidance for "Treatment of the Economic Value of a Statistical Life (VSL)" and assigned a value representative of a fraction of VSL, as shown in Table 9. Table 9: Value of Injury and Recommended Monetary Value ($2017) Category Fraction of VSL Recommended Value (S2[11711) Monetary No Injury .004 S.004 MAIS 1 — Minor 0.03 S0.029 MAIS 2 - Moderate 0.47 50.459 MATS3—Serious 0.105 51.027 MATS 4 — Severe 0.266 S2.600 MATS 5 — Critical 0.593 S5.797 Value of Statistical Life 1 S9.776 Source: Department of Transportation (2017) 2.1.6 Assumptions — E missions A reduction in VHT throughout the assessment corridor will create environmental and sustainability impacts reflective of lower levels of emissions. Four types of emissions for personal vehicles and commercial trucks were identified, measured and monetized: volatile organic compounds (VOC), particulate matter (PM2.5 and PM 10), carbon monoxide (CO), and nitrogen oxide KNOx). Emissions reductions for freight trains were representative of reduced idling time associated with the extended siding at Carr and the crossing closures. Freight train emissions reductions were calculated using the reduced number of operating hours per annum. Four types of emissions for freight trains were identified, measures and monetized: particulate matter (PM2.5 and PM10), carbon monoxide (CO), nitrogen oxide (NOx), and hydrocarbons (HC). AC NI (EPA), infrastructure For quantified, 2.1.6.1 Emission driving personal Emissions conditions. and analysis rates VHT. in factors but vehicles provides idling basis not differ uses improvements for 10. More over monetized, Quantification between This emissions the and automobiles factors, and stop time commercial analysis standard efficient -and as and vehicle factors will -go due per Table to approach travel generate utilize grams do trucks, not types for Emission carbon factor and emissions automobiles to quantifying. times an overall and the EPA fuel of emissions into their lead efficiency Factors by guidance factors to dioxide the rates and commercial reduction faster per (g/VHT) quantitative reflective commercial emissions which and vehicle (CO2) from average for engineering emissions BCA. of the generated trucks in VHT speeds assumes hours Automobiles reductions fuel efficiency, Environmental trucks 8. under and personal along the corridor, being achieved. that emissions design. travelled, for An personal have average Protection the vehicles overview will build a been substantial decrease vehicles speed Agency scenario due of 2-10 and the to on is uses traffic, better 10: This utilizing VHT in reduction Emission a per assumed shown emission Table Pollutant Personal Vehicle* - Weighted Average (grams/hour) VOC 2.699 3.118 THC CO 50.318 NOx 3.423 PM2.5 0.024 PM14 0.026 Note: Note: Source: Commercial conservative 8a commercial *weighted **CO2 calculations Department 8b heavy-duty trucks average truck estimations of Transportation emissions is 'fable shown of were diesel small, 11. given estimated, medium (2013) have it trucks in Table Emission and not 11. large been monetized estimated on (g! body sedan, emissions assumed HT) or on SUV's incorporated for for forecast Heavy rates this and Dut, while analysis. light into reductions trucks the BCA idling. Diesel An ., ehicles in An overview VHT, which split of emissions between produces more Classes rates for is but been based has Factors even by Class and Pollutant operation) , /hour Class Fa of Truck of Class operation) Ski /hour• g' P )p '�W'eighted (g/hour Average of operation) )' True Emissions VOC 3.518 4.218 3.868 3.565 4.27 3.9175 THC CO 26.548 34.473 30.5105 NOX 35.758 42.345 39.0515 PM2.5 1.07 1.114 1.092 PMl0 1.163 1.211 1.187 Source: EPA Average In 025.pcdf -Use Emissions from Heavy Duty Trucks. 2008. Accessed from 8 Environmental https://www3.epa. Protection gov/otaq/consumerl420f0 Agency. AECOM 2-11 Emissions reductions for freight trains were quantified by applying the annual operating hours avoided to EPA guidance on the emissions of Tier 2 line haul locomotives 9'0 (Table 12). A horsepower of 3,800 per locomotive is assumed during periods of delay. UP typically runs two locomotives per train on the line, therefore the horsepower was doubled. Table 12: Emission Rates for Tier 2 Locomotives Grams/Brake HP Hour Emission Pollutant PM10 0.18 NOX 4.95 CO L28 F1C 0.2E Source: EPA 2.1.6.2 Emissions Valuation Approach Values for each emission type were sourced from the National Highway Traffic and Safety Administration's (NHTSA) CAFE standards for Y2017-_ Y2025 '' and escalated to $20171'. An overview of the economic values used for each emission type is shown in Table 13. Table 13: Economic Values Used for Benefits iron-C:O2 Emissions Reduced ($2017) Value Reduced 2017$ Unit of Emissions Carbon Monoxide $ 0 $/short ton Volatile Organic Compounds $1,906 Sishort ton Nitrogen Oxides $7,512 $/short ton Particulate Matter 5343,654 $/short ton Hydrocarbons $2,102 Sishort ton Source: DOT (2017), NHTSA (2012), FRA (2012) 2.1.7 Assumptions — Road Freight Value and Inventory 21 71 Freight Value 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 Federal Highway Administration'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 US85 5 corridor: • Domestic Northbound and Southbound Flows (Origin or Destination inside Colorado); Environmental Protection Agency. Emission Factors for Locomotives (EPA — 420-F-09-025). Page 2. 2009. Accessed from http://www.epa.gov/nonroad/1ocomoty/420f09025.pdf 10 Note: Tier 2 locomotives used to account for locomotives being replaced./re-manufactured throughout the analysis period and adhering to higher emissions standards. " As recommended in the 2017 TIGER BCA Guidance 12 National Highway Traffic and Safety Administration. Corporate Average Fuel Economy for MY2017-2025 Passenger Cars and Light Trucks. 2012 (page 922). Accessed from http://www.nhtsa.gov/staticfiles/rulemaking /pi:if/cafe/FRIA 2017-2025.pdf AO 2-12 • 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 US85: 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 trips. 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 14. Table 14: Value of Truck Freight ($2017) Value per Ton ($2017) 1,974 Value per Truck (S2017) 23,689 Source: FHWA (2017), AECOM 2.1.7.2 Freight Inventory 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%. Assuming 8,760 hours in a year (365 days * 24 hours), this yields an hourly discount rate of 0.00046%. Multiplying this hourly discount rate by value of freight shipped and by the hours of delay avoided yields an annual value of inventory savings. 2.1.8 Assumptions — Infrastructure Benefits Infrastructure benefits comprise the residual value of infrastructure structure assets, as well operations and maintenance costs. As per the 2017 DOT guidance, O&M costs are to be shown as a negative benefit to be netted against the total project benefits, 2.1.8.1 Residual Value The major categories of infrastructure components which comprise the US85 Project have different assumed asset lives. For instance, a new grade separated interchange will have an assumed life of 75 years while the extended siding at Can will have an assumed asset life of 50 years. All assets proposed AECOM 2-13 within the US85 Project are assumed to have useful lives longer than the 2.0 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 15 below provides and overview of the useful lives of asset categories within the US85 Project. ATOM 2-14 Table 15: Assumed Useful Life of Assets — Assessment Corridor Asset Type Assumed Useful Life Applicable Residual Value Construction Type Interchanges New - Concrete 75 1 Connector Road New 50 v Carr Siding New Concrete, Steel 50 Source: FHU AECOM AEU:1M SECTION 3-15 3 OUTCOMES 3.1 ECONOMIC OUTCOMES 3.1.1 Travel Savings Time Travel time savings estimations were derived from 1 1-1U's interchange analysis and UP's analysis of gate down time reductions along the corridor. Table 16 provides an overview of the travel time savings by personal vehicles and commercial trucks. Fable 16: Travel Time Savings —Personal Vehicles and Commercial Trucks (2022-2041) 2022 2025 2030 2035 2040 Total Personal Vehicles - 120th Interchange 104,978 138,440 2,030 3�' 7,542 550,123 5,774,672 (Annual Hours Times Savings) Personal (Annual Vehicles - Peckham Interchange Hours Times Savings) 16,709 18,990 219,423 29,008 35,800 515,115 ' Personal Vehicles - Gate Down Time Reduction (Annual Hours Times 17,138 19,576 23,483 30,500 38,071 539,552 Savings) Total Savings Personal Vehicles - Time 138,825 177,006 24,435 407,050 623,994 6,829,339 Travel Commercial (Annual Hours Trucks - 120th Interchange Times Savings) 16,184 21,343 5 33 828 5 53 i80 84,811 890,268 Commercial Trucks - Peckham Interchange (Annual Hours Times 2,576 2,928 3,620 4,472 5,519 79,414 Savings) Commercial - Gate Down Time Trucks Reduction (Annual Hours Times 25642 3,018 3,767 4,702 5,869 83,182 Savings) Total Time Commercial Truck Savings - Travel 21,402 2' 289 ' 41,215 62,754 96,200 1,052,864 *Note: Does not included travel time savings of personal vehicle passengers. Please see section 3.1.1.1 Source: FHU, TJP, AECOM 11.1.1 Travel Time Savings - Personal Vehicles and Passengers time savings for personal vehicles were calculated by applying total traffic volumes (less Travel commercial trucks) to the reduction in travel time for north -south and east -west traffic in the build scenario. Time savings per vehicle were then applied to the benchmarked average vehicle occupancy assumptions to determine the total travel time reduction by personal vehicle drivers and their passengers. This total travel time reduction was then used to determine the travel time savings and emissions reductions savings. An overview of the personal vehicle and passenger travel time reduction resulting from the implementation of the US85 Project is shown in Table 17. AECOM 3-16 Table 17: Travel Times and Savings — Personal Vehicles (2022-2041) 2022 2025 2030 2035 2040 Total Reduction (Millions in Travel Hours) Time - Personal Vehicles 0.14 0.18►.? 7 0.41 0.62 6.8 Reduction - in (Millions of 0.19 0.25 0.37 0.57 0.87 9.5 Total Passengers Travel Time Including Hours) Source: FHU, UP, AECOM 3.1.12 Travel Time Savings - Commercial Trucks Travel time reduction of commercial trucks were calculated by applying the assumed percentage of trucks in the total traffic volumes (13%) to the reduction in travel times due to interchange construction and less gate down time in the build scenario. These travel time reductions were then used to determine freight inventory savings, freight operating savings and freight emissions savings. An overview of the total commercial truck travel time reductions resulting from the implementation of the US8,5 5 Project is shown in Table 18. Table 18: Travel Times Savings — Commercial Trucks (2022-2041) 2022 2025 2030 2035 2040 Total Commercial Operating Truck Hours 21,402 } 2? 289 } 41,215 62,754 96,200 1,051864 Source: FHU, UP, AECOM The implementation of the _US85 Project will result in travel time savings for commercial truck drivers utilizing the US85 Corridor. Reduced travel times equate to more efficient movement of road freight as indicated by a reduction in commercial truck operating hours. Over the assessment period, the build scenario will generate a reduction of approximately 920 thousand operating hours for commercial trucks. 11.1.3 Travel Time Savings - Freight Trains The reduction in operating hours of freight trains utilizing the US85 corridor were calculated by Union Pacific Railroad. This reduction in freight operating hours was then used to determine operating costs reduction and freight rail emissions savings. Union Pacific Railroad also modelled the reduction in weekly train crew starts that would result from the implementation of the US85 Project, particularly in regard to the operator's ability to run longer trains with faster travel times. Given that trains starts avoided on this corridor could result in trains being redeployed elsewhere on UP's regional or national network, only the actual staff hours avoided as a result of the avoidance of these train starts have been applied to the BCA. Table 19: Operating Hours Savings/Train Crew Starts Avoided — Annual Hours — Freight Trains (2022-2041) 2022 2025 2030 2035 2040 Total Operating Hours Avoided (Annual) 293 293 293 293 293 6,153 Train Crew Start Hours Avoided (Annual) 4,368 4,368 4.368 4,368 4,368 91,728 Source: UP, AECOM AECOM 3.2 Safety assessment scenarios allow reduction scenario, SAFETY outcomes for corridor both more of accidents, as well efficient comprise as the OUTCOMES associated injuries annual Table reduction 20: with safer and accidents Reduction traffic the travel fatalities in the implementation volumes through avoided in Accidents, incidence associated by over the MAIN injuries time; corridor. with of of type. and accidents, the the however, infrastructure US85 injuries Project. (2022-2041) the build 20 shows improvements and the fatalities baseline annual within and and the 3-17 build total build the to increased and forecast The scenario is forecast in Table Fatalities Annual Reduction Total Reduced Fatalities 0.11 2.3 Reduced Injuries 4.90 98.0 Reduced Crashes 4.97 99.4 Annual Reduction Total Fatalities 0.11 2.28 MATS 5 0.0.5 1.01 MATS 4 0.02 0.43 MATS 3 0.19 3.78 MATS 2 0.51 10.20 MATS 1 3.07 61.50 Property Damage Only 4.60 91.94 Source: 3.3 3.3.1 AECOM, reduction decrease the the associated emissions emissions trucks, in in DOT vehicle 21: emissions and Emissions Reduction with reduction reduction freight hours between a reduction across Avoided OUTCOMES the trains. all in associated associated Due with with Reduction a less and in vehicle emissions idling in build scenarios build operating in time commercial was for Vehicle was calculated scenario. hours freight Operating estimated is truck train A shown through summary operating locomotives. Hours for in (2022-2041) the personal of evaluation the emissions 21, Table hours; vehicles, Table of 22 23 ENVIRONMENTAL Reduction vehicle baseline personal to types reduction Emissions The commercial the reduction shows shows in the Personal Table Table 2022 2025 2030 2035 2040 Total CO (short tons) 7.70 9.82 14.83 22.58 34.61 378.8 NO (short tons) 0.52 0.67 1.01 1.54 2.35 25.8 PM2.5 (short tons) 0.00 0.00 0.01 0.01 0.02 0.2 PM 10 (short tons) 0.00 0.01 0.01 0.01 0.02 0.2 VOC (short tons) 0.41 0,53 0.80 1.21 1.86 20.3 CO2 (metric tons) 339.28 432.59 653.36 994.80 1,525.00 16,690.4 Source: FH1[.J, UP, AECOM, DOT AECOM Table 22: Emissions Avoided Due to Reduction in Commercial Truck Operating Hours (2022-2041) 3-18 2022 2025 2030 2035 2040 Total CO (short tons) 0.72. 0.92 1.39 2.11 3.24 35.4 NO (short tons) 0.92 1.17 1.77 2.70 4.14 45.3 PM2.5 (short tons) 0.03 0.03 0.05 0.08 0.12 1..3 PM 10 (short tons) 0.03 0.04 0.05 0.08 0.13 1.4 VOC (short tons) 0.09 0.12 0.18 0.27 0.41 4.5 CO2 (metric tons) 92.92 118.48 178.94 272.45 417.66 4571.1 Source: FHU, UP, Table AECOM, DOT Avoided Due to Reduction in Freight Train Operating Hours (2022.-2041) 23: Emissions 2022 2025 2030 2035 2040 Total CO(shorttons) 1.57 1.57 1.57 1.57 1.57 31.42 NO (short tons) 6.08 ►.08 6.08 6.08 6.08 121.50 Particulate Matter (short tons) 0.22 0.2.? 0.22 0.22 0.22 4A2 HC (short tons) 0.32 0.32 0.32 0.32 0.32 6.38 Source: UP, AECOM, DOT 4-19 SECTION 4 COST ANALYSIS The costs assessed in this analysis comprise capital costs and those associated with the operation and maintenance of the interchanges, connector road, and other structures within the assessment corridor, including the extended rail siding at Can. Acquisition of the right of way along the US85 Corridor, which enables all of the US85 Project's components to be constructed, is also a key capital cost. The capital outlay to implement the US85 Project is estimated at approximately $127 million in 2017 dollars. Operation and maintenance costs in the analysis represent those additional O&M costs incurred on an annual basis for the inspection, upkeep and scheduled repair of interchanges and connector roads within the assessment corridor, as well as the extended siding at Carr. 4.1 INITIAL CAPITAL COSTS FOR US85 PROJECT Construction associated with the US85 Project comprises several components which are grouped into five categories: corridor right of way, interchanges, connector roads, Carr siding, and road closures. Each of these categories and their various components are described below. Overviews of the estimated cost of each component are shown in Table 24 through Table 28 in which the capital cost of a component is broken down into: construction capital, right of way and utilities, and professional costs. 4.1.1 Corridor Right of Way The US85 Project entails the purchase by CDOT of the right of way along the length of the US85 Corridor from Union Pacific Railroad. Capital costs associated with this right of way purchase are estimated at $29 million. Table 24: US85 Project Capital Costs: Corridor Right of Way Constituent Construction Capital Cost Component (SM) Corridor Right of Way R/W (and Utilities) (SM) 29.0 Professional (Design. PM, CM) CS) TOTAL 290 Source: CDOT 4.1.2 Interchanges The US85 Project will include the full construction of grade separated interchanges at 120th Avenue and near Peckham. The interchanges will be newly constructed of new concrete, with their construction incorporating earthworks and other general civil works. Capital costs associated with construction works for the interchanges are estimated to total $84.7 million. AEC0M Table 25: US85 4-20 Project Capital Costs: Interchanges Constituent Cost Component 120th Interchange Peckham Interchange Total Construction Capital ($M) 38.6 2 L4 59.9 Raw (and Utilities) (SM) 2.8 2.2 5.0 Professional (Design, PM, CM) ($) 12.7 7.0 19.8 TOTAL 54.1 30.6 84.7 Source: FHU 4,1,3 Connector Roads of the thirteen road closures proposed in the US85 Project will be accompanied by the construction Two of connector roads linking up traffic to other roads which bisect US85. Capital costs associated with construction works for these road closures with associated connector roads are estimated at approximately $6.6 million. An overview of the capital costs associated with construction of connector roads and associated road closures are shown in Table 26. Table 26: USES Project Capital Costs: Connector Roads Constituent Cost Component \ r CR 31 CIS. Connector 98 and WCR Between W 100 WCR Connector 30 Closure and Road otal r 1 , Construction Capital (M) L6 2.9 3.8 R/W (and Utilities) (SM) 0.6 1.3 1.8 Professional ($) (Design, PM, CM) 9 TOTAL 2.6 4.0 6.6 Source: FHU 41,4 Extension of Carr Siding The extension of the siding at Carr will entail the construction of 3,500 additional feet of siding and associated works to connect it to the main line. This construction is to be undertaken by Union Pacific Railroad and is estimated to cost $5,900,000. There are no right of way or professional fees assumed to be included in this estimated cost. An overview of the construction costs associated with the extension of the Carr Siding is summarized in Table 27. Table 27: US85 Project Capital Costs: Carr Siding Extension Constituent Cost Component Carr Siding Construction Capital ($M) 5.9 P1W (and Utilities) ($M) 0 Professional (Design, PM, CM) ($) 0 TOTAL 5.9 Source: FHTJ, UP 4.1.5 overview Road road of corridor. with of Closures closures connector construction the and are roads. will costs proposed not works Table associated The be 28: accompanied for in remaining these L. S85 the with Project US85 road road eleven Capital closures by closures the Project, roadclosures construction are are Costs: two estimated shown Road of which take of at in Closures connector Table place approximately are associated along roads. 28. with the length of Capital $1.2 million. costs 4-21 the the Thirteen construction assessment associated An capital Constituent Cost wCR WCR WCR WCR WCR WCR WCR O WCR WCR WCR Total Component 2.5 4 18.5 30 29 33 46/35 Street 72 100 104 Construction OM) Capital 0.04 0.04 0.04 0.04 0.04 0.04 0.04 0.08 0.04 0.04 0.04 WWI (and Utilities) OM) Professional (Design, 0,01 0.01 0.01 0.01 0.01 0.01 0.01 0.02 0.01 0.01 0.01 0.15 PM, CM) ($) TOTAL* 0.05 0.05 0.05 0.05 0.05 0.05 0.05 0.12 0.05 0.05 0.05 0.62 *Note: All capital costs estimates for road closures are rounded up to nearest $50,000. O Street is rounded to the nearest $10,000 Source: FHTJ 4.1.6 Schedule of Construction Expenditures Construction is scheduled to take place over a 36 month period commencing at the beginning in 2019 and to complete at the end of 2021 with operation commencing at the beginning of 2022. Capital costs are assumed to be expended at a constant rate of approximately $42.4 million per annum from the project's onset through to its conclusion. 4.2 ANNUAL OPERATING AND MAINTENANCE COSTS Operation and maintenance costs are applied to interchanges, connector roads, and Can Siding as a percentage of the overall hard infrastructure cost. The annual cost of O&M of all components of the assessment is summarized in Table 29. Note that for the BCA, additional O&M costs are netted against gross infrastructure savings. This is discussed in more detail in section 5.1.6.2. Table 29: Operations and Maintenance Costs US85 Project ($2017) Infrastructure Component Annual O&M Cost ($M) Total O&M Cost O&M Cost Connector Roads 0.02 0.4 (Discounted O&M Cost Interchanges 0.30 6.0 at 7%, (Discounted at Carr Siding 0.03 0.6 $2017M) , $2017M) Total 0.35 7.0 2.8 4.6 Source: FHU, AECOM AECOM 4-22 4.3 RESIDUAL VALUE Those 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 US85 Project at the conclusion of the assessment period is shown in Table 30. AECOM Table 30: Residual Life 4-23 of US85 Project Components — Assessment Corridor Infrastructure Capital Cost - Hard Useful Life Percent Remaining Residual Value Right of Way* Right of Way ROW along entire Corridor US85 29,000,000 14500,000 Interchanges 120th Interchange Avenue/US 85 $ 38,568,718 75 75'% $28,797,976 $1,389,000 Peckham Interchange $ 21,356,401 75 75% $15,946,113 $1,089,900 Rill dingy . Projects Carr Siding Extension S. 5,900,000 50 62% $3,658,000 $0 Connector Roads w/Closures WCR 30 Closure Connector and $ 2,152,795 50°/o 62 $1,334,733 $645,935 WCR 31 WCR Connector 98 and Between WCR 100 $ 1,6 34,278 50 62% $1,013,7S7 $275,000 Road Closures WCR 2.5 $ 100,000 1 0 N/A $0 WCR 4 $ 100,000 1 0 N/A $0 WCR18.5 $ 100,000 1 0 N/A $0 WCR30 $ 100,000 1 0 N/A TO WCR 29 $ 100,000 1 0 N/A $0 WCR 33 $ 100,000 1 0 N/A $0 WCR 46'35 $ 100,000 1 0 N/A $0 O Street $ 200,000 1 0 N/A $0 WCR 72 $ 100,000 1 N/A TO WCR 100 $ 100,000 1 0 N/A $0 WCR 104 $ 100,000 1 0 N/A $ 0 Total $99,232,192 $17,899,835 value Source: DOT at guidance the FHU, allows end of DOT, the assessment UP, for 50% AECOM of right of way to period is discounted be applied back to the to $2017. residual value. It does not depreciate, though its AECOM SECTION Over a At a A in freight, granular Centennial 20 discount 1.8:1. 31, year 5 assessment rate, overview as broken the in US85 Betterment COST generated US85 benefits Project Benefits ANALYSIS Project at BCR generated Project a personal 1.1:1; under vehicles, Cost at by of infrastructure, 20 Si06 rate, rate million the assumptions road Period 5-24 in benefits US85 Project is shown freight, and (2022 -2041) rail at has the discount 7% of BENEFITS and rate, Highway Project project has a benefit RESULTS rate 7% BCR a more Table the $198 US85 of into Table period, million the benefits 31: (tJS85) generates discounted of and approximately a Type- 3% both 3%. discount discount Discounted Year Analysis Values stated in 2017 SM Discounted at 7% Discounted at 3% Costs Capital Costs 96.8 112.7 Total Costs 96.8 112.7 Benefits Personal Vehicle Benefits Travel Time Savings 45.8 83.1 Accident Avoidance - Interchange Upgrades 16.2 26.5 Idling Emissions Reductions 0.1 Q2 Infrastructure Benefits Residual Value 13.5 33.8 Additional O&M Costs (2.8) (4.6) Freight Benefits Road Freight In i‘. entory Savings 0.0 0.1 Freight Operating Savings 25.9 47.0 Freight Idling Emissions Savings 0.4 0.8 Rail Freight Freight Operating Savings (Rail Efficiencies) 2.2 3.6 Rail /Road Crossing Closure Safety Savings 1.1 1.7 Freight Operating Savings (Train Crew Starts Avoidance) 2.9 4.6 Freight Idling Emissions Savings 1.0 1.6 Total Benefits 106.3 198.3 BC Ratio 1.10 1.8 Net Present Value 9.4 85.7 Source: AECOM AECOM 5-25 The largest benefits generated by the US85 Project are concentrated in travel time savings, safety savings, and in Ii -eight operating savings for both commercial trucks and freight trains. These benefits are driven by the decrease in VI -IT reflective of greater efficiency in travel for all vehicle types through the assessment corridor in the build scenario, as well as by improvements to infrastructure removing or reducing crossings and signaled intersections. Infrastructure benefits, net of increased operations and maintenance costs, also contribute roughly a tenth of the total benefits. 5.1 BENEFITS BY EVALUATION! CRITERIA 5.1.1 Economics Outcomes 5.1.1.1 Personal Vehicle and Passenger Travel Time Savings Travel time savings were calculated using the reduction in VI -1T between the build and baseline scenario and applying this quantum to the Value of Time assumptions identified in Section 2.1.2.6 Total travel time savings for personal vehicle drivers and their passengers total $45.8 million at a 7% discount and $83.1 million at a 3% discount. An overview of the travel time savings for personal vehicles and passengers is shown in Table 32. Table 32: Travel Time Savings: Personal Vehicle and Passengers (2022-2041) 2022 2025 2030 2035 2040 Total Travel Time Savings (S 2.8 3.5 5.3 8.1 12.5 136.3 Travel time percent Savings @ 7 ($2017M) 2,0 2.1 2.2 2.4 2.6 45.8 Travel percent time Savings @ 3 ($2017M) 2,4 2.8 3.6 4.8 6.3 83.1 Source: FHU, UP, AECOM 5.1.1.2 Freight Outcomes 5.1.1.2.1 Commercial Truck Freight Operating Savings The implementation of the US85 Project will allow for the more efficient movement of freight due to faster travel times through the assessment corridor Freight operating savings for commercial trucks were calculated using the annual operating hours avoided through the implementation of the US85 Project as compared to the baseline scenario which were then applied to commercial truck operating costs per hour. Freight operating benefits are $25,9 million at a discount rate of 7% and $47.0 million at a discount rate of 3%. An overview of the reduction in commercial truck operating hours and associated operating savings is shown in Table 33. AOM 5-26 Table 33: Commercial Truck Operating Savings (2022-2041) 2022 2025 2030 2035 2040 Total Commercial Avoided Operating Hours 21,402 27,289 41 215 62 754 20 96, 0 1 2 4 ,05 ,8 Truck Operating Savings ($M) 1.6 2.0 3.0 4.6 7.0 77.0 Operating ($2017M) savings 7% Discount 1.1 1.2 1.3 1.4 1.5 25.9 Operating ($2017M) savings 3% Discount 1.4 1.6 2.1 2.7 3.6 47.0 Source: FHU, UP, AECOM 5.1.1.2.2 Road Freight Inventory Savings Freight inventory savings were calculated using the annual operating hours avoided through the implementation of the US85 Project as compared to the baseline scenario which were applied to the per hour value of freight each truck is hauling and then multiplied by the hourly commercial discount rate, as derived from 4% per annum. The benefits from freight inventory savings total $0.04 million at a 7% discount rate and $0.07 million at a discount rate of 3%. 5.1.1.2.3 Freight Rail Operating Savings Freight rail operating savings were calculated using the annual operating hours and train crew start hours avoided through the implementation of the US85 Project as compared to the baseline scenario which were applied to the hourly operating cost of a freight train. The combined freight operating benefits are $5.1 million at a discount rate of 7% and $8.2 million at a discount rate of 3%. An overview of the reduction in commercial truck operating hours and associated operating savings is shown in Table 34. Table 34: Freight Rail Operating Savings (2022-2041) 2022 2025 2030 2035 2040 Total Freight Operating Hours Avoided (Annual) 293 293 293 293 293 6,153 Train Crew Starts Hours Avoided (Annual) 4,368 4,368 4.368 4,368 4,368 91.728 Operating Savings ($M) 0.6 0.6 0.6 0.6 0.6 12.2 Operating savings 7% Discount ($2017M) 0.5 0.4 0.3 0.2 0.1 5.1 Operating savings 3% Discount ($20171) 0.6 0.5 0.4 0.4 0.3 8.2 Source: UP, AECOM 5.1.2 Safety Outcomes Using assumptions about crash modification factors (CMFs) consistent with the Federal Highway Administration's (FHWA) Highway Safety Manual procedures(including the Interchange Safety Analysis Tool Enhanced, or ISATe), AECOM produced an operational safety analysis of the baseline and build scenario, forecasting the differences in the estimated number and typology of accidents at the two interchanges proposed for within assessment corridor. Based on historic crash data sourced from CDOT's DiExSysTM Roadway Safety Systems, as provided by FHU, the analysis applied to a CMF reduction of 57% to crashes resulting in injury or fatality, and a CMF reduction of 36%© for property -damage -only crashes. AECOM 5-27 The estimated number of accidents and fatalities were then broken down into NHTSA's MAIS categories, which were then monetized using the DOT's recommended monetary value as a fraction of VSL. Table 35 shows the annual savings generate under each MAIS category. The net present value of the safety benefit generated by the build scenario is $16.2 million at a 7% discount rate, and $26.5 million at a 3% discount rate. Table 35: Savings from Accidents and Fatalities Avoided (2022-2041) 2022 2025 2030 2035 2040 Total Cost Savings from ($2017) Fatalities Avoided 1.1 1.1 1.1 1.1 1.1 22.3 Cost Savings from MATS 5 Accidents Avoided ($2017) 0.3 0,3 0.3 0.3 0.3 5.9 Cost Avoided Savings from MATS ($2017) 4 Accidents 0.1 0.1 0.1 0.1 0.1 1.1 Cost Avoided Savings from MATS 3 Accidents ($2017) 0.2 0.2 0.2 0.2 0.2 3..9 Cost Savings from Avoided (2017) MATS 2 Accidents 0.2 0.2 0.2 0.2 0.2 4.7 Cost Only Savings from Property Accidents Avoided ($2017) Damage 0.1 0.1 0.1 0.1 0.1 1.8 Cost Avoided Savings from MAIS ($2017) 1 Accidents 0.0 0.0 0.0 0.0 0.0 0.4 Total 2.0 2.0 2.0 2.0 2.0 40.1 Accidents and Fatalities Avoided Savings 7% Discount ($20171) 1.4 1.2 0.8 0.6 0.4 16.2 Accidents Savings and Fatalities Avoided 3% Discount ($2017M) 1.7 1.6 1.4 1.2 1.0 26.5 Source: FHU, AECOM, DOT 5.1.3 ... Environmental Outcomes 5A.3.1 Personal Vehicles and Commercial Trucks The reduction in emissions from personal vehicles and commercial trucks was calculated through the evaluation of the decrease in vehicle hours across all vehicle types in the build scenario when compared to the baseline scenario. With the exception of CO2 emissions, these were then monetized against the National Highway Traffic and Safety Administration's (NHTSA) CAFE standards for MY2017-MY2025 and escalated to $2017. This reduction in emissions from decreased VHT across all vehicle types resulted in a benefit of $0.5 million at a 7% discount rate and $1.0 million at a 3% discount rate. A summary of the valuation of the emissions reduction generated by a decrease in operating hours across all vehicle types is shown in Table 36. AECOM Table 36: Valuation of Emissions Benefit from Reduced VI IT (2022-2041) 5-18 2022 2025 2030 2035 2040 Total SM NOX 0.01 0.01 0.02 0.03 0.05 0.5 PM2.5 0.01 0.01 0.02 0.03 0,05 0.5 PM10 0.01 0.01 0.02 0.03 0.05 0.5 VOC 0.00 0.00 0.00 0.00 0.00 0.0 Emissions Savings from VHT Reduction 0.03 0.04 0.06 0.10 0.15 1.6 Total Emissions Savings at 7% discount (S2017) 0.02 0.02 0.03 0.03 0.03 0.5 Total Emissions Savings at 3% discount (S2017) 0.03 0.03 0.04 0.06 0.06 1.0 Total Source: 5.1.3.2 The train in discount reduction reduction operating emissions FRU, generated AECOM emissions hours Rail decreased $1.6 by across million Table a decrease 37: from in the at Valuation freight build across a 3% in operating discount of trains scenario all Emissions vehicle was calculated when types rate. hours Benefit compared resulted A summary across all from through Reduced vehicle to of in the a the the evaluation baseline benefit valuation types is VHT (2022-2041) of the decrease scenario. This of $1.0 million of the emissions shown in Table reduction a 7%© 37. in in from and Freight rate VHT at 2022 2025 2030 203512040 Total SM NOX 0.05 0.05 0.05 0.05 0.05 0.9 P vM 10 0.08 0.08 0.08 0.08 0.08 1.5 HC 0.00 0.00 0.00 0.00 0.00 0.0 Emissions Savings from VHT Reduction 0.12 0.12 0.12 0.12 0.12 2.4 Total Emissions Savings at 7% discount ($2017) 0.09 0.07 0.05 0.04 0.03 1.0 Total Total Emissions Savings at 3% discount (S2017) 0.11 0.10 0.08 0.07 0.06 1.6 Source: 5.1 5.141 The that percent state UP, A state extend of AECOM Infrastructure State of beyond discount good of good repair Good repair the rate benefits and assessment Savings Repair benefit $33.8 38: comprises period. million to residual at a the residual Residual value 3 percent value in of State of discount Table Good value of benefits rate. 38. Repair: permanent are A infrastructure's valued at summary Residual useful lives $ 13.5 million at a 7 of the valuation of the Value due Valuation Table $2017 M Total Residual Value ($2017M) 68.6 Discounted at 7 percent (2017M) 13.5 Discounted at 3 percent(2017M) 33.8 Source: FHTJ, AECOM 5-29 5.1.4.2 Additional Operations and Maintenance Additional operations and maintenance costs offset other infrastructure savings. The implementation of the STS 8 5 Project results in additional O&M costs given new pieces of infrastructure. Additional O&M costs, a dis-benefit, are $2.8 million at a 7 percent discount rate and $4.6 million at a 3 percent discount rate. A summary of the valuation of additional operations and maintenance costs dis-benefits are shown in Table 39. Table 36: Valuation of State of Good Repair: Additional Operations and Maintenance Costs (2022-2041) $2017 M Total Additional Operations and Maintenance Costs ($2017M) (7.0) Discounted at 7 percent ($2017M) (2.8) Discounted at 3 percent($2017M) (4.6) Source: FHA. AECOM AECOM INFRA FY 2018 APPLICATION V —I- \ if/ 1I •. 1 J :? '� . ' L_1 rL \ L 1 __ ,r ict. r � '. tjj -•�� f'- • y r,f - � I Inc:` t •. J _ J _ _ ry ri r - i'ti_L• • '�Ir r t •I* APPEN IX C FEDERAL WAGE CERTIFICATION FEDERAL WAGE RATE CERTIFICATION I, Jutie A Cozad, on behalf of Wetd County, applicant for th eCentennial frifithwailylla 85) Betterments application for the Infrastructure For Rebuilding America (INFRA) discretionary grant program, hereby certify that Weld County will comply with the requirements of subchapter IV of chapter 31 of title 40, United States Code (Federal wage requirements), as required by the FY 2017 Appropriations Act. ulie A. Cozad, Chair November 1, 2017 4201 E. Arkansas Ave, Suite 262, Denver, CO 80222 P 303,757.9201 F 303357.9656 wvvw.cotoradodotiinfo Weld County Colorado 1150 O ST. Greeley, CO 80632 www .weldgov. corn (Congress of the thitittb tates urtfirti#uu, 2[t515 October 30. 2017 Elaine Chao, Secretary U.S. Department of Transportation 1200 New Jersey Avenue, SE Washington,D.C. 20590 Re: North Front Range Metropolitan :planning Organization's INFRA Grant Application Dear Secretary Chao: We write to ask for full and fair consideration of the North Front Range Metropolitan Planning Organization's Infrastructure For Rebuilding America. (INFRA) Grant application for improvements to Interstate 25 in Northern Colorado between Loveland and Berthoud. This project ll significantly enhance regional mobility and safety along one of Colorado's major commuting and freight corridors. Northern Colorado is one of the economic engines of Colorado,providing energy and agricultural products to the nation. It is also one of the fastestgrowing areas in the nation and the fastest in Colorado. Improvements to 1-25 North of the Denver Metro area are necessary to maintain the economic vitality of the region, accommodate the movement of freight commodities associated with the energy and agriculture sectors, in addition to the everyday travel of workers, a residents. and visitors. Due to a projected doubling of the region's population by 040, for several years the Colorado Department of Transportation (:COT) has been working with the Noith Front Range Metropolitan Planning ganizatio(NFItMPO) and various business and government coalitions to improve North I-25 from State Highway 14 in Fort Collins to State Highway 7 in Broomfield. Congestion along this corridor increases crashes and emissions, and significantly slows the movement of people and goods in the region and the Denver area. To retain the economic vitality of this fast-growing region. transportation improvements are imperative. Colorado is dedicated to innovation and paying its fair share. C1)0 I' has announced that if this INFRA Grant application is successful, it would match federal funds with an additional $200 million in state funds, and Northern Colorado communities are prepared to provide additional funding for this project and future interstate improvements. Local communities and del, elopers have already contributed million to 1-25, with several of the communities having contributed more than $100 per capita for these improvements to the national system. A number of improvements along this stretch of 1-25 have been completed, are under construction, or are planned. The projects already have been identified in the North 1-25 Environmental impact Statement (EIS), which received a Record of Decision in December 2011, so the new improvements are shovel -ready and awaiting funding. PRINTED ON RECYCLED PAPER Furthermore, North 1-25 has been designated a part of the Primary Highway Freight System by the Federal Highway Administration. This application will help Northern. Colorado implement the National Freight Policy by improving the condition and performance of the National Highway Freight Network. Thank you in advance for your consideration. Please contact our offices if we can be of assistance. Sincerely, United States Senator Michael 1. Bennet L e. Polls T her of Congress Cory Gamer United States Senator Member of Congress OFFICE OF BOARD OF COMMISSIONERS PHONE: 970-'336-7204 FAX: 970-352-0242 1150 0 STREET PD. BOX 758 GREELEY, COLORADO 80632 October 30, 2017 Office of the Assistant Secretary for Transportation Policy ATTN: INFRA Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 Re: Centennial Highway Betterments (US 85 -Colorado) - INFRA Grant Application Support Dear Selection Committee: Weld. County is privileged to be able to submit the Centennial Highway Betterments (US 85) INFRA grant on behalf of the Colorado Department of Transportation (CDOT), Adams County, the Union Pacific Railroad, regional transportation planning agencies, and neighboring communities to improve US 85.* Weld County fully supports the Centennial Highway (US 85) Betterments Improvement Project INFRA application to provide the much -needed multi -modal improvements to the US 85 corridor, specifically focused on enhancing highway and railroad operations to improve freight movement, mobility, and accessibility, as welt as safety. The US 85 corridor is the transportation backbone of the region, sewing numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. This project will support the economic vitality of the region by improving the movement of freight commodities associated with agriculture, energy markets (renewable and fossil fuels), and other sectors, reduce barriers separating farm -to -market workforces from employment centers, and support new commercial and industrial development. Additionally, it will improve the everyday travel of workers, residents, and visitors, reducing delays and accidents. Northern Colorado is one of the fastest growing areas in the nation and the fastest in Colorado. Overall corridor usage on US 85 has doubled since the 1990s causing a host of operational and safety issues that interfere with the movement of goods and people; another doubling in usage is projected by 2040. These increases will continue to exacerbate the challenging issues faced today. The operational issues of this corridor caused by the minimal distance between the highway and railroad have negatively impacted the corridor's safety, capacity, and mobility with respect to the movement of freight through the region. This also has a negative impact on air quality in the region due to increased emissions. Weld County's Centennial Highway (US 85) Betterments INFRA application is the right project to ensure your program will make significant, 1onngsterm impacts to America's transportation infrastructure, which is evidenced by our financial package. This is the best Rural Partnership application in the nation. Please let us help you implement this Significant Freight and Highway Project by improving the safety, functionality, and operational performance of this very important freight corridor! Tank you fpr your consideration, Sincerely, BOARD OF COUNTY COMMISSIONERS riaivitestr- Steve Moreno, Pro Tern Barbara Kirkmey Julie Cozad, Chai. 1 Mike Freeman UNION PACIFIC BUILDING AMERICA" November 1, 2017 The Honorable Elaine L. Chao Secretary U.S. Department of Transportation 1200 New Jersey Ave., SE Washington, D.C. 20590 Dear Secretary Chao: On behalf of Union Pacific Railroad, I am writing in acknowledgement of the Weld County's Centennial Highway (US 85) Betterments INFRA application. Their project looks to provide multi -modal improvements to the US 85 corridor, specifically focused on enhancing highway and railroad operations to improve freight movement, mobility, and accessibility. As pail of their application two grade -separated crossings would be constructed over our operations. Union Pacific has an excellent relationship with Weld County and their partners and look forward to working with them on the grade separations if they are awarded a 2017 INFRA grant. Furthermore, we look forward to continue working with the parties involved to ensure the plans follow our standards and safety requirements. Thank you for p your consideration and please feel free to contact me if you have any questions. Since Zly, 4. L Liisa Lawson Stark. UNION PACIFIC RAILROAD 101 North Wacker Drive Chicago, Illinois60606 Liisa Lawson Stark Assistant Vice President Public Affairs -Northern Region P 312-777-2002 E llstarkup.com _�I COLORADO Department of Transportation Office of the Executive Director October 5, 2017 The Honorable Elaine Chao Secretary Office of the Secretary U.S. Department of Transportation 1200 New Jersey Avenue, SE Washington, D.C. 20590 Dear Secretary Chao: The Colorado Department of Transportation (CDOT) is pleased to support the Wetd County, Colorado INFRA grant application for the Centennial Highway (US 85) Highway and Rail Corridor Improvements project. This highway and rail corridor improvement project represents a significant investment in the Denver region's freight mobility, economic vitality, community livability: safety and travel reliability. An over capacity rail line and a high volume, truck heavy state highway share the same right-of-way, serving as a regional backbone transporting material out of the South Platte River Valley north of Denver. Energy, agriculture, and supporting industries rely on this corridor to serve national demand for these goods. Along the US 85 corridor, the cross -street locations are major conflict points between commercial vehicles and rail freight, creating delays for each. The numerous conflict points also create dangerous rail -highway conflicts and reduce freight mobility along the corridor. The corridor improvements will enhance rail and truck functions along the 50 miles of shared corridor through a series of rail siding additions, cross -street intersection improvements, and at -grade rail crossing enhancements, including new grade separations. These improvements will significantly enhance the corridor and improve region -wide movement of freight. Thank you for your onsideration of this application. If you have any questions about this application, please co ntac on Pa psdorf at (303) 7574105. Sincere Shailen R. Bhatt Executive Director al It 4201 E. Arkansas Ave, Suite 262, Denver, Co 80222 P 303,757.9201 F 303.157.9656 wvvw.coclotegov Commissioners' Office Wwvvr.adcogov.org ADAMS COUNTY October 11, 2017 The Honorable Elaine Chao Secretary, U.S. Department of Transportation 1200 New Jersey Avenue, SE Washington, D.C. 20590 4430 South Adams County Parkway 5'h Floor, Suite C5000A Brighton, CO 80601-8204 PHONE 720.523.6100 FAX 720.523.6045 Re: Adams County Letter of Support and Funding Commitment for the "The Centennial Highway (US 85) Betterments Impivventent Project" Dear Secretary Chao: The US 85 corridor is the transportation backbone serving 15 communities and industries that rely heavily upon the highway and railway to deliver goods and resources. Improvements are needed to support the economic vitality of the region, accommodate the movement of freight commodities associated with the energy (renewable energy, as well as fossil fuel resources) and the agriculture sectors, as well as the everyday travel of workers, residents, and visitors. The operational issues of this corridor, caused by the minimal distance between the highway and railroad, has negatively impacted the corridor's safety, capacity, and emissions with respect to the movement of freight through the region. Additionally, overall corridor usage on US 85 has doubled since the 1990s, with another doubling in usage projected by 2040. These critical factors will onlycontinue to intensify the challenging issues we face along the corridor. This is why Adams County is working with the Federal Highway Administration (FHWA), the Colorado Department of Transportation (CDOT), Weld County, the Union Pacific Railroad (UPRR), regional planning agencies, and the neighboring communities to improve highway operations and enhance railroad operations along US 85. To that end, we are pleased to provide this letter of financial support of $7 million, subject to annual appropriation, for the INFRA application for The centennial Highway (US 85) Betterments Improvement Project (Project). The Project has two areas of emphasis: modifications to railroad crossings and US 85 highway access; including an interchange at 120th Avenue and US 85. Specifically, along 85 within Weld County, roadway/railway crossings of the Union Pacific Railroad and access will be modified at more than ten locations; and in Adams County, a new interchange at 120t11 Avenue would grade separate 120'1' Avenue from US 85 and the Union Pacific Railroad. This combination of projects creates several segments of freight railroad operations, free of roadway crossings. These multiple segments are the solution for increasing safety and reducing conflicts between vehicle traffic and freight trains occupying roadway crossings along US 85. The project has an estimated cost of more than $100 million and is consistent with the findings and recommendations of the US 85 Access Control Plan and the US 85 Planning and Environmental Linkage study that is just wrapping up. Eva J. Henry DISTRICT 1 BOARD OF COUNTY COMMISSIONERS Charles "Chat" Tedesco DISTRICT 2 Erik Hansen DISTRICT 3 Steve Ctorisio DISTRICT 4 Mary Hodge DISTRICT 5 Weld County's INFRA application for The Centennial Highway (US 85) Betterments Improvement Project will positively impact our region's future and we urge your support of the US 85 INFRA grant application to fund this critical Project for our region. Sincere Eva Chair enr_ October 30, 2017 Office of the Assistant Secretary for Transportation Policy ATTN: INFRA Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 Re: US 85 (Colorado) INFRA Grant Application Support Dear Selection Committee: Y Bri gh ton i� The City of Brighton has been working with the Federal Highway Administration (FHWA), the Colorado Department of Transportation (CDOT), Weld County, the Union Pacific Railroad (UPRR), regional planning agencies, and neighboring communities to improve US 85. We fully support The Centennial Highway (US 85) Betterments Improvement Project INFRA application to provide much needed improvements to US 85, specifically focused on enhancing the highway operations and the railroad operations to improve freight movement, mobility and accessibility. The US 85 corridor is a transportation backbone serving numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. Improvements will support the economic vitality of the region, accommodate the movement of freight commodities associated with the energy (renewable energy, as well as fossil fuel resources) and the agriculture sectors, as well as the everyday travel of workers, residents, and visitors. Northern Colorado is one of the fastest growing areas in the nation and the fastest in Colorado. Overall corridor usage on US 85 has doubled since the 1990s causing a host of operational and safety issues that interfere with the movement of goods and people; another doubling in usage is projected by 2040. These increases will continue to exacerbate the challenging issues faced today. The operational issues of this corridor, caused by the minimal distance between the highway and railroad, has negatively impacted the corridor's safety, capacity, and emissions with respect to the movement of freight through the region. CDOT's INFRA application for The Centennial Highway (US 85) Betterments Improvement Project will positively impact our region's future. We are financially committed to assisting CDOT with implementing improvements on the Centennial Highway (US 85). Please help us implement the Significant Freight and Highway Projects by improving the condition and performance of these important highway and freight corridors! Sincerely/ 7)Lf4,, ayor Richard N. McLean City of Brighton 500 South 4th Avenue, Brighton CO 80601 Phone: 303-655y-2034 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF BRIGHTON, COLORADO APPROVING A COMMITMENT IN PRINCIPLE OF THREE MILLION DOLLARS ($3,000,000) IN SUPPORT OF THE INFRASTRUCTURE FOR REBUILDING AMERICA (INFRA) -GRANT APPLICATION TO BE SUBMITTED BY THE COLORADO DEPARTMENT OF TRANSPORTATION TO THE UNITED STATES DEPARTMENT OF TRANSPORTATION FOR THE STATED PROJECT; AUTHORIZING THE CITY MANAGER TO EXECUTE SUCH DOCUMENTS AND UNDERTAKE SUCH TASKS AS NECESSARY; AUTHORIZING THE MAYOR TO EXECUTE A LETTER TO THE COLORADO DEPARTMENT OF TRANSPORTATION AS REQUIRED FOR SAID APPLICATION; AND SETTING FORTH OTHER DETAILS RELATED THERETO. RESOLUTION NO. 2017-1.20 WHEREAS, , the US Department of Transportation (US DOT) has announced the Infrastructure for Rebuilding America (INFRA) discretionary grant program which will allocate approximately $1.56 billion in federal funding to transportation projects that will further national and regional economic vitality goals and leverage additional Mori -federal funding; and WHEREAS, the INFRA program provides dedicated, discretionary funding for projects that address critical issues facing our nation's highways and bridges and will support the Presidential administration's commitment to fixing our nation's crumbling infrastructure by creating opportunities for all levels of government and the private sector to fund infrastructure; and WHEREAS, Weld County, Adams County, CDOT Region 1, CDOT Region 4, Commerce City, Thornton, and Union Pacific (the "Partners") have partnered to create a project of improvements identified in the US 85 Access Control Plan and US 85 Planning and Environmental Linkage Study; and WHEREAS, the Project would have two primary elements: modifications to railroad crossing and US highway access; and an interchange at 120th Avenue and US 85; and WHEREAS, the Partners are currently working in cooperation on the planning, environmental analysis, and preliminary design of the Project elements; and WHEREAS, the Colorado Department of Transportation (DOT) is soliciting funding commitments from local agency partners towards the INFRA grant application to be submitted by November 2, 2017; and WHEREAS, Brighton has been asked to commit Three Million Dollars ($3,000,000) in support of the INFRA grant application; and WHEREAS, Brighton is a recipient of the Adams County Road and Bridge Sales Tax, a recurring funding source that has annually generated over $1 million in revenue to Brighton over the last few years and is projected to grow 1% this year; and i WHEREAS, the Adams County Road and Bridge Sales Tax is a 0.5% tax collected within Adams County, the revenues from which are distributed proportionately to the cities that collect the sales tax and must be used for improvements to or the building of road and bridge projects; and WHEREAS, the City. Council finds and determines that the proposed collaborative Project will create much needed improvements to one of Brighton's major transportation corridors and that Brighton's participation in the INFRA grant application, in support of the Project is in the best interests of the City. NOW, THEREFORE, BE IT RESOLVED by the City Council for the City of Brighton, as follows: 1. That the City's commitment in principle to provide Three Million Dollars ($3,000,000) in support of the INFRA grant application for the Project, with the understanding that such funding shall only be triggered if and when the INFRA grant and the Project are approved, and that the same would be subject to annual appropriation as provided by law, is hereby approved. 2. That the City Manager, or his designee is hereby authorized to review and, if acceptable, approve the draft grant application prior to submittal to US DOT, and to undertake such tasks and execute such documents as may be necessary to implement the INFRA grant process. 3. That the Mayor is hereby authorized to sign a letter consistent with this resolution for delivery to CDOT on or before October 20, 2017. RESOLVED this 17111 day of October, 2017. THE CITY OF BRIGHTON, COLORADO Richard N. McLean, Mayo r ATTEST: Natalie Hoe!, City Clerk Approved as to form: Margar Brubaker, Esq, City Attorney 2 RESOLUTION PROPOSING FU ' ING IN SUPPORT OF THE COLORADO DEPARTMENT OF TRANSPORTATION INFRA -GRANT APPLICATION FOR DESIGN AND CONSTRUCTION OF AN INTERCHANGE AT 120TH AVENUE AND US 85 NO, 2017-100 WHEREAS, the U.S. Department of Transportation ("US DOT") has announced the Infrastructure for Rebuilding America (INFRA) discretionary grant program which will make approximately $1.5 billion in federal funding assistance available to highway and freight projects of national or regional significance. WHEREAS, the INFRA program provides dedicated, discretionary funding for projects that address critical issues facing our nation's highways and bridges. INFRA grants will support the Administration's commitment to fixing the nation's crumbling infrastructure by creating opportunities for all levels of government and the private sector to fund infrastructure, using innovative approaches to improve the necessary processes for building significant projects, and increasing accountability for the projects that are built; and WHEREAS, in addition to providing direct federal funding, the INFRA program aims to increase the total investment by state, local, and private partners; and WHEREAS, the Colorado Department of Transportation ("CDOT") is soliciting funding commitments from local agency partners towards an INFRA grant application to be submitted by November 2, 2017; and WHEREAS, the City of Commerce City ("City") and CDOT are currently working in cooperation on the planning, environmental analysis, and preliminary design of an interchange to be located at the intersection of 120th Avenue with US 85 which project element will be included in the grant application. NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF COMMERCE CITY, COLORADO, AS FOLLOWS: 1. In an effort to assist CDOT with financing the proposed project, the City proposes to pledge $7.0 Million in support of the grant application, subject to requirements of appropriation as provided by law. 2. The City's Director of Public Works shall review and, if acceptable, approve the draft grant application prior to submittal to US DOT. 3. The Mayor is authorized to sign a letter consistent with this resolution which shalt be sent to CDOT on or before September 20, 2017. RESOLVED AND PASSED THIS 18th DAY OF SEPTEMBER 2017. CITY CITY Sean F . d, Mayor ATTEST: Lau J. Baueri MMC, LARIMER UPPER FRONT RANGE TRANSPORTATION PLANNING REGION PAD, BOX 758, GR.EELEI', COLORADO 80632 October 30, 2017 Office of the Assistant Secretary for Transportation Policy ATTN: IFRA Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC o 0 WELD MORGAN Re: Centennial Highway Betterments (US 8585 -Colorado) - INFRA Grant Application Support Dear Selection Committee: The Upper Front Range Transportation Planning Region (UFR TPR) has been working with the Federal Highway Administration (FHWA), the Colorado Department of Transportation (CDOT), Weld County, Adams County, the Union Pacific Railroad, and neighboring communities to improve US 5 , The UFR TPR fully supports the Centennial Highway (US 85) Betterments Improvement Project INFRA application to provide the much -needed multi -modal improvements to the US corridor, specifically focused on enhancing highway and railroad operations to improve freight movement, mobility, and accessibility, as well as safety. The US corridor is the transportation backbone of the region, serving numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. This project will support the economic vitality of the region by improving the movement of freight commodities associated with agriculture, energy markets (renewable and fossil fuels), and other sectors, reduce barriers separating farm -to -market workforces from employment centers, and support new commercial and industrial development. Additionally, it will improve the everyday travel of workers, residents, and visitors, reducing delays and accidents. Northern Colorado is one of the fastest growing areas in the nation and the fastest in Colorado. Overall corridor usage on US 5 has doubled since the 19 o s causing a host of operational and safety issues that interfere with the movement of goods and people; another doubling in usage is projected by 2040, These increases will continue to exacerbate the challenging issues faced today. The operational issues of this corridor caused by the minimal distance between the highway and railroad have negatively impacted the corridor's safety, capacity, and mobility with respect to the movement of freight through the region. This also has a negative impact on air quality in the region due to increased emissions. Weld County's Centennial Highway (US 885) Betterments INFRA application is the right project to ensure your program will make significant, long-term impacts to America's transportation infrastructure, which is evidenced by our financial package. This is the best Rural Partnership application in the nation. Please let us help you implement this Significant Freight and Highway Project by improving the safety, functionality, and operational performance of this very important freight corridor! Sincerely, I a ara Kirkmeyer, CI air LARIMER COUNTY COMMISSIONER TOM DONNELLY SUZETTE MALLETTE, ENGINEERING (970) 498-7002 WELD COUNTY COMMISSIONER BARBARA KIRKMEYER ELIZABETH RELFORD, PUBLIC WORKS (970) 400-3748 MORGAN COUNTY COMMISSIONER MARK ARNDT RICHARD EARLY, ASPHALT & BRIDGE (970) 542-3500 *Lc\ reog Executive Committee fbFM+1e R RFi;IORM mum-amOFSON.+FRNIVIFNT8 Bob Roth, Chair Herb Atchison, 'ice Chair Bob Fifer, Secretary John Ciak, Treasurer Elise Jones, Immediate Past Chair Douglas W . Rex, Executive Director October 24, 2017 Office of the Assistant Secretary for Transportation Policy ATTIC: INFRA Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 Re: US 85 (Colorado) INFRA Grant Application Support Dear Selection Committee: On behalf of the Denver Regional Council of Governments (DRCOG) I am pleased to offer this letter of support for the Infrastructure for the Rebuilding of America (INFRA) grant application for the Centennial Highway (US 85) Betterments Improvement Project being submitted by the Colorado Department of Transportation (CDOT). As the regional planning commission per Colorado statute, DRCOG prepares the plan for the physical development of the region. For nearly two decades this plan has been known as Metro Vision. The proposed project supports the Metro Vision Plan adopted by the DRCOG Board of Directors in January 2017. The success of this visionary plan requires the coordinated efforts of local, state and federal governments. The US 85 corridor is a transportation backbone serving numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. Improvements will support the economic vitality of the region, accommodate the movement of freight commodities associated with the energy (renewable energy, and fossil fuel resources) and agriculture sectors, as well as the everyday travel of workers, residents, and visitors. CDOT's proposed project directly supports many of the desired outcomes of the Metro Vision Plan including a regional transportation system that is safe, reliable and well maintained; is well-connected, serving all modes of travel; and investments in infrastructure and amenities which allow people and businesses to thrive and prosper. DRCOG encourages funding the regionally significant infrastructure improvements proposed by the Colorado Department of Transportation. Sincerely, Douglas W. Rex Executive Director (€) We make life better! 1290 Broadway mite 100 a aenverb Colorado 80203-5&O6 • maim 303-455-1000 • fax: 303-480-6790 • email: dreog@dreog.org • web: owvvedreog.org CI'ily of Evans, Colorado October 17, 2017 Office of the Assistant Secretary for Transportation Policy ATTN: INFRA Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 Re: Centennial Highway Betterments (US 85 -Colorado) - INFRA Grant Application Support Dear Selection Committee: Mayor John Morris City of Evans 1100 37th Street Evans, Colorado 80620 imorris@evanscolorado.gov 970-475-2209 The City of Evans has been working with the Federal Highway Administration (FHWA), the Colorado Department of Transportation (CDOT), Weld County, Adams County, the Union Pacific Railroad, regional transportation planning agencies, and neighboring communities to improve US 85. We fully support the Centennial Highway (US 85) Betterments Improvement Project INFRA application to provide the much - needed multi -modal improvements to the us as corridor, specifically focused on enhancing highway and railroad operations to improve freight movement, mobility, and accessibility, as well as safety. The US 85 corridor is the transportation backbone of the region, serving numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. This project will support the economic vitality of the region by improving the movement of freight commodities associated with agriculture, energy markets (renewable and fossil fuels), and other sectors, reduce barriers separating farm -to -market workforces from employment centers, and support new commercial and industrial development. Additionally, it will improve the everyday travel of workers, residents, and visitors, reducing delays and accidents. Northern Colorado is one of the fastest growing areas in the nation and the fastest in Colorado. Overall corridor usage on US 85 has doubled since the 1990s causing a host of operational and safety issues that interfere with the movement of goods and people; another doubling in usage is projected by 2040, These increases will continue to exacerbate the challenging issues faced today. The operational issues of this corridor caused by the minimal distance between the highway and railroad have negatively impacted the corridors safety, capacity, and mobility with respect to the movement of freight through the region. This also has a negative impact on air quality in the region due to increased emissions. Weld County's Centennial Highway (US 85) Betterments INFRA application is the right project to ensure your program will make significant, long-term impacts to America's transportation infrastructure, which is evidenced by our financial package. This is the best Rural Partnership application in the nation. Please let us help you implement this Significant Freight and Highway Project by improving the safety, functionality, and operational performance of this very important freight corridor! Sincerely, Mayor John Morris PO Box 128 304 8t Street Gf f ~rest, Co 80623 (970) 737-2426 (970) 737-242 . in wu • '.Wst'rrofgffcrt'st.or,g October 30, 2017 Office of the Assistant Secretary for Transportation Policy ATTN: INFRA Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 Re: Centennial Highway Betterments (US 85 -Colorado) - INFRA Grant Application Support Dear Selection Committee: The Town of i!crest has been working with the Federal Highway Administration (FHWA), the Colorado Department of Transportation (CDOT), Weld County, Adams County, the Union Pacific Railroad, regional transportation planning agencies, and neighboring communities to improve US 85. I fully support the Centennial Highway (US 85) Betterments Improvement Project INFRA application to provide the much - needed multi -modal improvements to the US 85 corridor, specifically focused on enhancing highway and railroad operations to improve freight movement, mobility, and accessibility, as well as safety. The US 85 corridor is the transportation backbone of the region, serving numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. This project will support the economic vitality of the region by improving the movement of freight commodities associated with agriculture, energy markets (renewable and fossil fuels), and other sectors, reduce barriers separating farm -to -market workforces from employment centers, and support new commercial and industrial development. Additionally, it will improve the everyday travel of workers, residents, and visitors, reducing delays and accidents. Northern Colorado is one of the fastest growing areas in the nation and the fastest in Colorado. Overall corridor usage on US 85 has doubled since the 1990s causing a host of operational and safety issues that interfere with the movement of goods and people; another doubling in usage is projected by 2040. These increases will continue to exacerbate the challenging issues faced today. The operational issues of thiscorridor caused by the minimal distance between the highway and railroad have negatively impacted the corridors safety, capacity, and mobility with respect to the movement of freight through the region. This also has a negative impact on air quality in the region due to increased emissions. Weld County's Centennial Highway (US 85) Betterments INFRA application is the right project to ensure your program will make significant, long-term impacts to America's transportation infrastructure, which is evidenced by our financial package. This is the best Rural Partnership application in the nation. Please let us help you implement this Significant Freight and Highway Project by improving the safety, functionality, and operational performance of this very important freight corridor! Respectfully, Srin' Nelson Mayor Town of Gilcrest cc: Board of Trustees, Town of Gilcrest October 26, 2017 The Honorable Elaine Chao Secretary, U.S. Department of Transportation 1200 New Jersey Avenue, SE Washington, D.C. 20590 Re: North Area Transportation Alliance Letter of Support for the "The Centennial Highway (US 85) Betterments Improvement Project" Dear Secretary Chao: The North Area Transportation Alliance (NATA) is an association of thirteen local governments, the Metro North Chamber of Commerce, Adams County Economic Development Corporation, Smart Commute Metro North Transportation Management Organization and businesses in the north metro Denver area. NATA's partnership of public and private entities work to identify, develop, advocate and lobby for transportation solutions that will enhance mobility, drive economic development, and reduce traffic congestion in the north metro area. To that end, NATA fully supports Weld County's INFRA application for "The Centennial Highway (US 85) Betterments Improvement Project". Three of our NATA members, Adams County, Brighton and Commerce City are leveraging the $17 million towards the Project and we believe the project fulfills many additional INFRA criteria, including fostering economic vitality, improving freight movements, and enhancing safety along the corridor. For these reasons, NATA urges your support of Weld County's INFRA application for "The Centennial Highway (US 85) Betterments Improvement Project". `' flefb Atchison, Chair Mayor, City of Westminster e: NATA Members Effie: t . l n e V . 1 tra C:..,r;ty Econcm c Deeveeft: _1 y F✓ .` '1rte. �. N_: tngUenn Da:cco Erie Federal Heights Thornton Westminster S' ar: Corr-ii_=te Metro North, TMO Metro North Chamber of Commerce TOWN OF PLATTEVILLE RESOLUTION NO. 2017-27 A RESOLUTION OF THE BOARD OF TRUSTEES OF THE TOWN OF PLATTE VILLE SUPPORTING THE CENTENNIAL HIGHWAY (US 85) BETTERMENTS IMPROVEMENT PROJECT INFRA (INFRASTRUCTURE FOR REBUILDING AMERICA) GRANT APPLICATION WHEREAS the US 85 corridor serves as the backbone for regional transportation and the delivery of goods, and its continued maintenance and improvement is fundamental to the economic vitality,commercial, industrial and residential development of the region, and the safety of its citizens, and WHEREAS the Federal Highway Administration, Colorado Department of Transportation, Union Pacific Railroad, Weld County Government, and the Town of Platteville have been working toward much -needed multi -modal improvements to the US 85 corridor, and WHEREAS the Northern Colorado region is among the fastest growing areas in the nation, and the fastest in Colorado, with corridor usage doubling since the 1990's and projected to double again by 2040, NOW THEREFORE BE IT RESOLVED that the Town of Platteville supports Weld County's Centennial Highway (US 85) Betterments INFRA Application, and BE IT FURTHER RESOLVED that the Town of Platteville urges the INFRA. Selection Committee to join in this partnership to implement this project, improve the safety and functionality of this corridor, and solidify the significance of this regional transportation hub for generations. INTRODUCED, READ► AND ADOPTED THIS 18th DAY OF OCTOBER, 2017. TOWN OF PLATTEVILLE, COLORADO Steve Nelson, Ma or ATTEST: Miry C. Le , Town Clerk/Treasurer October 18, 2017 Office of the Assistant Secretary for Transportation Policy ATTN: INFRA► Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20►590 Re: Centennial Highway Betterments (US 85 -Colorado) - INFRA Grant Application Support Dear Selection Committee: Town of Platteville, Colorado has been working with the Federal Highway Administration (FHWA), the Colorado Department of Transportation (CDOT), Weld County, Adams County, the Union Pacific Railroad, regional transportation planning agencies, and neighboring communities to improve US 85. The Board of Trustees of the Town of Platteville fully support the Centennial Highway (US 85) Betterments Improvement Project INFRA application to provide the much -needed multi -modal improvements to the US 85 corridor, specifically focused on enhancing highway and railroad operations to improve freight movement, mobility, and accessibility, as well as safety. The US 85 corridor is the transportation backbone of the region, serving numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. This project will support the economic vitality of the region by improving the movement of freight commodities associated with agriculture, energy markets (renewable and fossil fuels), and other sectors, reduce barriers separating farm -to -market workforces from employment centers, and support new commercial and industrial development. Additionally, it will improve the everyday travel of workers, residents, and visitors, reducing delays and accidents. Northern Colorado is one of the fastest growing areas in the nation and the fastest in Colorado. Overall corridor usage on US 85 has doubled since the 1990s causing a host of operational and safety issues that interfere with the movement of goods and people; another doubling in usage is projected by 2040. These increases will continue to exacerbate the challenging issues faced today. The operational issues of this corridor caused by the minimal distance between the highway and railroad have negatively impacted the corridor's safety, capacity, and mobility with respect to the movement of freight through the region. This also has a negative impact on air quality in the region due to increased emissions. Weld County's Centennial Highway (US 85) Betterments INFRA application is the right project to ensure your program will make significant, long-term impacts to America's transportation infrastructure, which is evidenced by our financial package. This is the best Rural Partnership application in the nation. Please let us help you implement this Significant Freight and Highway Project by improving the safety►, functionality, and operational performance of this very important freight corridor! Sincerely, Steve Nelson/ Mayor Town of Platteville 400 Grand Avenue Platteville, CO 80651 f tin Civic Center 9500 Civic Center Drive Thornton, Colorado 60229 October 25, 2017 INFRA Selection Committee U.S. Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 Re: US 65 (Colorado) INFRA Grant Application Dear Selection Committee: Office of the Mayor and City Council 303-538-7200 FAX 303-538-7562 wirw.ocitvofthorntcn net, I am writing to you on behalf of Thornton City Council in support of the US 85 (Colorado) INFRA Grant application. The application proposes to construct a new interchange at 120th Avenue and US 85. The proposal involves elevating 120th Avenue over US 85 and the Union Pacific Railroad. The proposed interchange improvements at 120th Avenue and US 85 not only benefit the area of the project, but the entire corridor into the Denver metro area. These improvements will provide better access to businesses, education, and Denver International Airport. It will allow for improved movement of goods and services by rail and truck, will reduce congestion and increase safety at the most congested portion of the US 85 corridor. The north metro area's businesses and residents are greatly affected by 1-25 congestion in the corridor between Denver and Fort Collins, The northern improvements proposed in the grant application will provide an improved alternative to 1-25, which should benefit the entire region. The City of Thornton supports the US 85 (Colorado) INFRA Grant application to provide needed congestion relief and improved freight movement to a rapidly growing region. Sincerely, Heidi illiams, Mayor cc: Thornton City Council City of 7Fese: a""NiNwer,\ `r Colorado rccicv October 18, 2017 Office of the Assistant Secretary for Transportation Policy ATTN: INFRA Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 Re: Centennial Highway Betterments (US 85 -Colorado) - INFRA Grant Application Support Dear Selection Committee: The city of Greeley has been working with the Federal Highway Administration (FHWA), the Colorado Department of Transportation (CDOT), Weld County, Adams County, the Union Pacific Railroad, regional transportation planning agencies, and neighboring communities to improve US 85. The city of Greeley fully supports the Centennial Highway (US 85) Betterments Improvement Project INFRA application to provide the much -needed multi -modal improvements to the US 85 corridor, specifically focused on enhancing highway and railroad operations to improve freight movement, mobility, and accessibility, as well as safety. The US 85 corridor is the transportation backbone of the region, serving numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. This project will support the economic vitality of the region by improving the movement of freight commodities associated with agriculture, energy markets (renewable and fossil fuels), and other sectors, reduce barriers separating farm - to -market workforces from employment centers, and support new commercial and industrial development. Additionally, it will improve the everyday travel of workers, residents, and visitors, reducing delays and accidents. Northern Colorado is one of the fastest growing areas in the nation and the fastest in Colorado. Overall corridor usage on US 85 has doubled since the 1990s causing a host of operational and safety issues that interfere with the movement of goods and people; another doubling in usage is projected by 2040. These increases will continue to exacerbate the challenging issues faced today. The operational issues of this corridor caused by the minimal distance between the highway and railroad have negatively impacted the corridor's safety, capacity, and mobility with respect to the movement of freight through the region. This also has a negative impact on air quality in the region due to increased emissions. Mayor's Office • 1000 10th Street, Greeley, CO 80631 • <9700 350-9772 Fax (970) 350-9828 We promise to preserve and improve the quality of life for Greeley through timely, courteous and cost-effective service. October 18, 2017 United States Department of Transportation Page 2 Weld County's Centennial Highway (US 85) Betterments INFRA application is the right project to ensure your program will make significant, long-term impacts to America's transportation infrastructure, which is evidenced by our financial package. This is the best Rural Partnership application in the nation. Please let us help you implement this Significant Freight and Highway Project by improving the safety, functionality, and operational performance of this very important freight corridor! Sincerely, I--217/L L -1, T Thomas E. Norton Mayor October 30, 2017 Office of the Assistant Secretary for Transportation Policy A TN: INFRA Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 Re: Centennial Highway Betterments (US 85 -Colorado) - INFRA Grant Application Support Dear Selection Committee: The Town of Nunn has been working with the Federal Highway Administration (FHWAL the Colorado Department of Transportation (CDOT), Weld County, Adams County, the Union Pacific Railroad, regional transportation planning agencies, and neighboring communities to improve US 85. We fully support the Centennial Highway (US 85) Betterments Improvement Project INFRA application to provide the much - needed multi -modal improvements to the US 85 corridor, specifically focused on enhancing highway and railroad operations to improve freight movement, mobility, and accessibility, as well as safety. The US 85 corridor is the transportation backbone of the region, serving numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. This project will support the economic vitality of the region by improving the movement of freight commodities associated with agriculture, energy markets (renewable and fossil fuels), and other sectors, reduce barriers separating farm -to -market workforces from employment centers, and support new commercial and industrial development. Additionally, it will improve the everyday travel of workers, residents, and visitors, reducing delays and accidents. Northern Colorado is one of the fastest growing areas in the nation and the fastest in Colorado. Overall corridor usage on us 85 has doubled since the 1990s causing a host of operational and safety issues that interfere with the movement of goods and people; another doubling in usage is projected by 2040. These increases will continue to exacerbate the challenging issues faced today. The operational issues of this corridor caused by the minimal distance between the highway and railroad have negatively impacted the corridor's safety, capacity, and mobility with respect to the movement of freight through the region. This also has a negative impact on air quality in the region due to increased emissions. Weld County's Centennial Highway (US 85) Betterments INFRA application is the right project to ensure your program will make significant, long-term impacts to America's transportation infrastructure/ which is evidenced by our financial package. This is the best Rural Partnership application in the nation. Please let us help you implement this Significant Freight and Highway Project by improving the safety, functionality, and operational performance of this very important freight corridor! Sincerely, Thomas Bender Mayor, Town of Nunn Board of Trustees exam 04-det Sate est-0147 128 N. SECOND ST. LASALLE, CO 80645 970.284.6931 FAX 970.284.6983 Office of the Assistant Secretary for Transportation Policy ATTN: INFRA Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 Re: Centennial Highway Betterments (US 85 -Colorado) - INFRA Grant Application Support Dear Selection Committee: TOWN HALL October 24, 2017 The Town of LaSalle has been working with the Federal Highway Administration (FHWA), the Colorado Department of Transportation (CDOT), Weld County, Adams County, the Union Pacific Railroad, regional transportation planning agencies, and neighboring communities to improve US 85. The Town of LaSalle fully supports the Centennial Highway (US 85) Betterments Improvement Project INFRA application to provide the much -needed multi -modal improvements to the US 85 corridor, specifically focused on enhancing highway and railroad operations to improve freight movement, mobility, and accessibility, as well as safety. The US 85 corridor is the transportation backbone of the region, serving numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. This project will support the economic vitality of the region by improving the movement of freight commodities associated with agriculture, energy markets (renewable and fossil fuels), and other sectors, reduce barriers separating farm -to -market workforces from employment centers, and support new commercial and industrial development. Additionally, it will improve the everyday travel of workers, residents, and visitors, reducing delays and accidents. aft Northern Colorado is one of the fastest growing areas in the nation and the fastest in Colorado. Overall corridor usage on US 85 has doubled since the 1990s causing a host of operational and safety issues that interfere with the movement of goods and people; another doubling in usage is projected by 2040. These increases will continue to exacerbate the challenging issues faced today. The operational issues of this corridor caused by the minimal distance between the highway and railroad have negatively impacted the corridor's safety, capacity, and mobility with respect to the movement of freight through the region. This also has a negative impact on air quality in the region due to increased emissions. Weld County's Centennial Highway (US 85) Betterments INFRA application is the right project to ensure your program will make significant, long-term impacts to America's transportation infrastructure, which is evidenced by our financial package. This is the best Rural Partnership application in the nation. Please let us help you implement this Significant Freight and Highway Project by improving the safety, functionality, and operational performance of this very important freight corridor! Sincerely, Andrew Martinez - Mayor Jai _ COLORADD Incorporated 1892 October 30, 2017 Office of the Assistant Secretary for Transportation Policy ATTN: INFRA Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 Re: Centennial Highway Betterments (US 85 -Colorado} - INFRA Grant Application Support Dear Selection Committee: 223 1st Street EATON CO 80615 970.454.3338 Fax: 970.454.3339 www.eatcnco.org. The Town of Eaton has been working with the Federal Highway Administration (FHWA), the Colorado Department of Transportation (COOT), Weld County, Adams County, the Union Pacific Railroad, regional transportation planning agencies, and neighboring communities to improve US 85. The Town of Eaton fully support the Centennial Highway (US 85) Betterments Improvement Project INFRA application to provide the much -needed multi -modal improvements to the US 85 corridor, specifically focused on enhancing highway and railroad operations to improve freight movement, mobility, and accessibility, as well as safety. The US 85 corridor is the transportation backbone of the region, serving numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. This project will support the economic vitality of the region by improving the movement of freight commodities associated with agriculture, energy markets (renewable and fossil fuels), and other sectors, reduce barriers separating farm -to -market workforces from employment centers, and support new commercial and industrial development. Additionally, it will improve the everyday travel of workers, residents, and visitors, reducing delays and accidents. Northern Colorado is one of the fastest growing areas in the nation and the fastest in Colorado. Overall corridor usage on US 85 has doubled since the 1990s causing a host of operational and safety issues that interfere with the movement of goods and people; another doubling in usage is projected by 2040. These increases will continue to exacerbate the challenging issues faced today. The operational issues of this corridor caused by the minimal distance between the highway and railroad have negatively impacted the corridor's safety, capacity, and mobility with respect to the movement of freight through the region, This also has a negative impact on air quality in the region due to increased emissions. Weld County's Centennial Highway (US 85) Betterments INFRA application is the right project to ensure your program will make significant/ long-term impacts to America's transportation infrastructure, which is evidenced by our financial package. This is the best Rural Partnership application in the nation. Please let us help you implement this Significant Freight and Highway Project by improving the safety, functionality, and operational performance of this very important freight corridor! Sincerely, Mayor Kevin Ross Town of Eaton TOWN OF AULT Office (970) 8:44-2844 October 30, 2017 Gary "Butch" White Mayor 201 FIRST STREET P.O. BOX to98 ► t i [ � i' Co Hoblo c-nis f l: n ,ayur(r &tfwluhtttitlt.41rl Office of the Assistant Secretary for Transportation Policy ATTN: INFRA Selection Committee United States Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 Re: Centennial Highway Betterments (US 85 -Colorado) - INFRA Grant Application Support Dear Selection Committee: Fax (97O) 834-2199 The Town of Ault has been working with the Federal Highway Administration (FHWA), the Colorado Department of Transportation (CDOT), Weld County, Adams County, the Union Pacific Railroad, regional transportation planning agencies, and neighboring communities to improve US RS. Ault fully supports the Centennial Highway (US 85) Betterments Improvement Project INFRA application to provide the much -needed multi -modal improvements to the US 85 corridor, specifically focused on enhancing highway and railroad operations to improve freight movement, mobility, and accessibility, as well as safety. The US 85 corridor is the transportation backbone of the region, serving numerous communities and industries that rely heavily upon the highway and railway to deliver goods and resources. This project will support the economic vitality of the region by improving the movement of freight commodities associated with agriculture, energy markets (renewable and fossil fuels), and other sectors, reduce barriers separating farm -to -market workforces from employment centers, and support new commercial and industrial development. Additionally, it will improve the everyday travel of workers, residents, and visitors, reducing delays and accidents. Northern Colorado is one of the fastest growing areas in the nation and the fastest in Colorado. Overall corridor usage on US 85 has doubled since the 1990s causing a host of operational and safety issues that interfere with the movement of goods and people; another doubling in usage is projected by 2040. These increases will continue to exacerbate the challenging issues faced today. The operational issues of this corridor caused by the minimal distance between the highway and railroad have negatively impacted the corridor's safety, capacity, and mobility with respect to the movement of freight through the region. This also has a negative impact on air quality in the region due to increased emissions. weld County's Centennial Highway (US 85) Betterments INFRA application is the right project to ensure your program will make significant, long-term impacts to America's transportation infrastructure, which is evidenced by our financial package. This is the best Rural Partnership application in the nation. Please let us help you implement this Significant Freight and Highway Project by improving the safety, functionality, and operational performance of this very important freight corridor! Sincerely, Gary 0 e, Jr Mayor T Town of Ault CORY GARDNER COLORADO SUITE SR -354 SENATERUSSELL OFFICE BUILDING WASHINGTON DC 20510 12421224 5941 Uuitcd eStatcs October 31, 2017 SecretaryElaine Chao Un itedStates Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 RE: Grant application submitted by Weld County FY 2017 INFRA grant Dear Secretary Chao, mate COMMITTEES: BUDGET COMMERCE, SCIENCE, AND TRANSPORTATION ENERGY AND NATURAL RESOURCES FOREIGN RELATIONS 1 write to ask for your full and fair consideration for the application submitted by Weld County for the United States Department of Transportation INFRA grant. Weld County has partnered with the Colorado Department of Transportation (CDOT), Adams County, UnionPacific Railroad, regionalplanningagenciesand local cities and towns in order to complete the Centennial Highway (US 85) Betterments Improvement project. This project aims to enhanceboth US 85 andrailroadoperations by improving conflict points and ensuring US 85 obtains a permanent easement from UnionPacific Railroad. Currently, points of conflict exist between US 85 and Union Pacific at cross -street locations in the region. These points of conflict are safety hazards and reduce mobility, leading to long delays for vehicles and freight. Many communities and industries heavily relyupon US 85 and Union Pacific for travel and delivering goods. WeldCountyhasrequ ested 51 Amillioninordertoel iminatecerrainrailroadcr ossingsandrepl ace themw ithnewin i n terchangesandoverpasses,providealt ernativerouteswith iveroutesw ith overpasses,enhanc esi gnats, andoreatenewraiisidi ngsandextensions.Thecompletionofthi sprojectwil the 1p improvebothsafety andmobi lity. Thank you for your full and fair consideration. Sincerely, Cory Gardner United States Senator Hello