Submitted by: Oklahoma Department of Transportation. Supporting information can be found at: US-75 & I-44 Tulsa County FASTLANE

Transcription

1 Supporting information can be found at: US-75 & I-44 Tulsa County FASTLANE ODOT Contact: Matthew Swift, P.E., Strategic Asset and Performance Management Division, ODOT (405) This project was submitted for FASTLANE funding in FY 2017 under the project name: Reconstruction of I-44/US-75 Interchange Bridges and Related Improvements on I-44, City of Tulsa, Oklahoma Previously Incurred Project Cost: $1,084,580 Project on NHFN? YES Future Eligible Project Cost: $108,686,040 Project on NHS? YES Total Project Cost: $109,770,620 Project to add Interstate capacity? YES NSFHP Request: $63,829,200 Project in national scenic area? NO Rail grade crossing or separation included? NO Total Federal Funds (including NSFHP) $86,948,830 Intermodal or freight rail project, or freight project within freight rail, water, or intermodal facility? NO Matching funds restricted to specific project component? NO If yes, specify: NSFHP $ to be spent on above two items: NA NA State: Oklahoma Begin: Lat/Long: N / W Inclusion in Planning Documents: End: Lat/Long: N/ W TIP: NO* Size of project: Large STIP: NO* Submitting TIGER project? No MPO LRTP: YES Urbanized Area (UA): Tulsa, OK State LRTP: YES UA population, ,033 State Freight Plan: NA *elements of this project are included in the current STIP and TIP documents Submitted by: Oklahoma Department of Transportation

2 CONTENTS 1.0 Project Description Project Location Project Parties Grant Funds, Sources and Uses of Project Funds Future Eligible Cost Availability and Commitment of all Committed and Expected Funding Sources and Uses of all Project Funds Federal Funds Already Provided and Required Matching Funds for Those Funds Detailed Budget Amount of Requested NSFHP Funds Merit Criteria Economic Outcomes Mobility Outcomes Safety Outcomes Community and Environmental Outcomes Other Review Criteria Partnership and Innovation Cost Share Large/Small Project Requirements Cost-Effectiveness Economic Outcomes Mobility Outcomes Safety Outcomes Community and Environmental Outcomes Regional Benefits Project Readiness Technical Feasibility Project Schedule Required Approvals Environmental Permits and Reviews i

3 8.3.2 State and Local Approvals State and Local Planning Assessment of Project Risks and Mitigation Strategies System for Award Management (SAM) Information Figures FIGURE 1: I-44 FASTLANE Project Map, Tulsa County, Oklahoma... 1 FIGURE 2: Proposed Typical Section for I FIGURE 3: Existing Queuing on I-44 Westbound Collector/Distributor Road in PM Peak... 3 FIGURE 4: Trucks Stopped at I-44 Westbound Collector/Distributor On-Ramp at 51 st Street... 3 FIGURE 5: Tulsa Transportation Management Area (TMA)... 4 FIGURE 6: Project Elements Map... 5 FIGURE 7: Major Truck Flows To, From, and Within Oklahoma... 8 FIGURE 8: Major Freight Generators and Rail Lines... 8 FIGURE 9: Selected Corridor Crash Statistics FIGURE 10: I-44 Crash Severity Cluster Map ( ) FIGURE 11: HollyFrontier s Tulsa Refinery FIGURE 12: Key Demographic Groups FIGURE 13: Summary of Schedule Highlights Tables TABLE 1: Sources and Uses of Funds... 6 TABLE 2: Summary of Project Costs... 7 TABLE 3: Forecasted Population Growth Trends... 9 TABLE 4: Bridge Condition... 9 TABLE 5: Large Project Requirements TABLE 6: Benefit Estimates by Merit Criteria, 20-year Analysis Period ( ) for Local Impacts TABLE 7: Overall Results of the Benefit-Cost Analysis (Local Impacts) TABLE 8: Merit Criteria and Cost-Effectiveness - Summary of Infrastructure Improvements and Associated Benefits (Regional Impacts) TABLE 9: Overall Results of the Benefit Cost Analysis (Regional Impacts), Millions of 2015 Dollars TABLE 10: Agency Coordination to Date ii

4 DOCUMENTATION OF CHANGES FOR FY 2017 The Oklahoma Department of Transportation (ODOT) submitted the subject project to USDOT in the first round of FASTLANE grant improvements (FY 2016). With this application, ODOT is resubmitting the project for consideration in FY This memo documents the changes and updates to the application from FY While minor changes have been made throughout the application document, the major substantive changes are summarized here. Project Description Information about the expected users of the project and the transportation challenges has been added. A typical section graphic was added from the recent Preliminary Engineering (PE) study. Traffic volume information was added. Project Cost the previously incurred cost amounts have increased due to progress on the I-44 corridor PE study, Union Avenue over I-44 PE, and the traffic study for the I-44 over 33 rd W. Avenue bridges. While the total project cost has not changed, the future eligible costs have decreased somewhat. The amount of the FASTLANE grant request has not changed. A discussion of the funds currently programmed for the improvements has been added. Merit Outcomes- the following updates are included: Mobility Outcomes The recent nomination of I-44 and US-75 as Alternative Fuel Corridors is discussed. Additional discussion of improvements to regional and local mobility are included. Improved access to local destinations is discussed. Safety Outcomes A crash map illustrating location and severity of accidents has been added. Community and Environmental Outcomes Improvements to local mobility and access, including for non-vehicular modes, are discussed. The project s anticipated benefits to public health and safety and the environment are discussed in more detail. The public involvement plan for the project is added. Cost Effectiveness A new Benefit-Cost Analysis (BCA) was performed for the project, incorporating the most recent guidance from USDOT and to address USDOT s comments on last year s application. The benefit of the project has been described both locally and regionally, resulting in new benefit-cost ratios. Project Readiness ODOT has made significant progress in the development of engineering and environmental studies for certain project components. This progress is discussed. Technical Feasibility Conceptual design plans for the ultimate improvements on I-44 have been developed and are discussed. While these plans show improvements beyond those proposed for FASTLANE, they are included as an attachment to this application to illustrate the progress ODOT has made in the corridor. Environmental Permits and Reviews ODOT has performed environmental data collection within the corridor. A description of upcoming environmental and public involvement activities is included, including permitting. The involvement of the City of Tulsa and the Indian Nations Council of Governments (INCOG) in the project is discussed in more detail. Assessment of Project Risks and Mitigation Strategies This section is updated with the results of additional research into potential hazardous waste in the corridor. iii

5 1.0 PROJECT DESCRIPTION Currently, I-44 in Tulsa, between- I-244 and the Arkansas River, is a four-lane divided highway. This portion of I-44 is one of the oldest and earliest sections of interstate in Oklahoma and has not been upgraded since it was constructed in the Eisenhower years. The pavement has deteriorated over time and is currently rated Fair to Poor by ODOT. Due to increasing congestion levels, substantially elevated accident rates, and the state of repair of the related infrastructure, the Oklahoma Department of Transportation (ODOT) is requesting $63,829,200 in FASTLANE funds to assist with a project within this corridor. The project includes reconstructing the bridges on I-44 over 33 rd W. Avenue and at Union Avenue over I-44, improvements to the I-44/US-75 interchange, and reconstructing and widening approximately one mile of I-44 from Union Avenue to the Arkansas River from four to six lanes (see Figures 1 and 2). The total project cost is $109,770,620 and ODOT has incurred over $1,000,000 of this cost to date. All of this work is anticipated to be constructed within existing right-ofway, except for some minor acquisitions at the I-44 and Union Avenue grade separation. The project will include a new median barrier with pier protection for safety where I-44 runs under Union Avenue and US-75. All bridge replacements will include new bridge rail. Barrier walls will be installed in lieu of guardrail and cable barriers. Currently, there is no shoulder and the barrier walls are insufficient. FIGURE 1: I-44 FASTLANE Project Map, Tulsa County, Oklahoma The FASTLANE project scope includes the replacement of two bridges at 33rd W. Avenue, one bridge at Union Avenue, and two bridges at the US-75/I-44 interchange - all are rated STRUCTURALLY DEFICIENT or FUNCTIONALLY OBSOLETE. The onemile segment between Union Avenue and the Arkansas River will be widened to six lanes. This particular project is part of a longer-term, larger effort to improve the I-44 corridor in west Tulsa. The entire two and one-half mile segment from I-244 to the Arkansas River will eventually be completely reconstructed to meet the demands of growing intra- and interstate freight demands, address significant safety issues, and upgrade to current interstate standards. However, it is necessary to proceed in phases. The project described in this application is a critical first step. 1

6 FIGURE 2: Proposed Typical Section for I-44 Tulsa County in particular, the cities of Tulsa, Jenks, and Glenpool is experiencing tremendous growth through residential and commercial development. This growth has resulted in traffic congestion, impaired accessibility to the transportation system, and limited mobility of motorists. The Arkansas River, while initially serving the area as a primary means to move refined oil via river barges, has increasingly become a barrier to the transportation system as oil and gas products are predominantly carried by tanker trucks; and there are a limited number of suitable highway crossings as the river traverses the Tulsa metropolitan area. I-44 currently carries close to 84,000 vehicles per day, with approximately 13% trucks. Future (2040) traffic volumes are anticipated to reach over 105,000 vehicles per day (see Traffic Data at US-75 & I-44 Tulsa County FASTLANE.) Given the current typical section on I- 44, the system of adjacent collector/distributor roads, and US-75 ramps that all have access to I-44 in the project limits, congestion is related to capacity as well as to the operations of all of these closely spaced access points (see Figure 3 and Figure 4 on the next page). The I-44 corridor provides access to important industrial and manufacturing facilities, large employment centers, schools and education facilities, and recreation. Congestion and frequent accidents in the corridor pose a regionally significant transportation challenge, affecting the reliability of movement of freight and people. As the only remaining four-lane piece of interstate in the Tulsa metropolitan area, the proposed improvements will relieve a significant bottleneck and contribute to a safer, continuous six-lane interstate corridor through the city. The project will also enhance personal mobility and accessibility, not only for regional users accessing jobs and services, but to the residents in the immediate project area. The new bridge on Union Avenue over I-44 will include bicycle lanes, consistent with the City of Tulsa s plan to extend these lanes on Union Avenue to the north and south. 2

7 FIGURE 3: Existing Queuing on I-44 Westbound Collector/Distributor Road in PM Peak FIGURE 4: Trucks Stopped at I-44 Westbound Collector/Distributor On-Ramp at 51 st Street The project included in this application is a first piece of the improvements planned for the I-44 corridor. Ultimately, ODOT intends to reconstruct the I-44/US-75 interchange to provide directional ramps and improve operations. ODOT recently completed a Preliminary Engineering (PE) Study of the ultimate improvements in this corridor (see Section 8.0). Eventual improvements will also include improved local street connections, including extending W. 51 st Street under US-75 north of I-44, removing this barrier between the historic and disadvantaged neighborhoods of Carbondale and Winnetka Heights. The project that is the subject of this FASTLANE request is a critical first step and will allow ODOT to accelerate delivery of the remainder of the corridor improvements. 3

8 2.0 PROJECT LOCATION The proposed project is within the Tulsa urbanized area and the Tulsa Transportation Management Area (TMA) as shown in Figure 5. It is located within the I-44 corridor, a portion of the Primary Highway Freight Network, from its intersection with I-244 extending east approximately two and one-half miles to the Arkansas River (see Figure 6). The project s extents are between 33 rd W. Avenue and the Arkansas River. Bridge improvements are planned at 33 rd W. Avenue, Union Avenue, and at the I-44/US-75 interchange. The interstate will be widened from Union Avenue to the Arkansas River. Project Beginning: 36 5'20.11"N; 96 1'46.43"W Project Ending Point: 36 5'23.53"N; 95 59'34.83"W Urbanized Area: Tulsa, OK (pop. 686,033) FIGURE 5: Tulsa Transportation Management Area (TMA) 4

9 FIGURE 6: Project Elements Map 5

10 3.0 PROJECT PARTIES The Oklahoma Department of Transportation (ODOT) is the project sponsor. ODOT is coordinating the project with the Indian Nations Council of Governments (INCOG), the City of Tulsa, and Tulsa County. 4.0 GRANT FUNDS, SOURCES AND USES OF PROJECT FUNDS The I-44/US-75 Improvements project is a true partnership, using State and Federal funds as shown in Table 1 below. 4.1 Future Eligible Cost The future eligible cost for the I-44/US-75 Improvements project is $108,686,040. A project of this magnitude is beyond the capabilities of ODOT to fund with state and federal appropriations alone. Without FASTLANE funding, ODOT would be forced to build the project in multiple phases over many decades. 4.2 Availability and Commitment of all Committed and Expected Funding Sources and Uses of all Project Funds The availability and commitment of funding sources are presented in Table 1. TABLE 1: Sources and Uses of Funds USES OF FUNDS Environmental and Engineering STATE FUNDS Previously Incurred Future SOURCES OF FUNDS (IN $1,000S) FEDERAL FUNDS Previously Incurred Future FASTLANE FUNDS FUTURE ELIGIBLE COSTS TOTAL PROJECT COST , , , ROW and Utilities Construction 20, , , , , Contingency and Other 1, , , , , TOTAL , , , ,

11 4.3 Federal Funds Already Provided and Required Matching Funds for Those Funds Federal funds pre-incurred for this project total $867,660. ODOT anticipates using its share of federal appropriations, amounting to $21,119,630, in addition to $21,737,210 of state funds as match. As ODOT currently has over $30 million in improvements programmed for the corridor, including portions of this proposed FASTLANE project, FASTLANE funding would allow for use of a portion of these funds on other corridor improvements and would accelerate the delivery of the ultimate solution for the I-44 corridor, including the I-44 and US-75 interchange. TABLE 2: Summary of Project Costs PROJECT COMPONENT Engineering and Environmental COST ($1,000S) 3, Detailed Budget Cost estimates were developed by the project engineer based on estimated quantities and similar projects constructed in the State of Oklahoma during FY A pre-construction and construction schedule, and detailed cost estimate are included as a part of the application attachments. (See US-75 & I-44 Tulsa County FASTLANE Reports and Technical Information.) A summary of the project costs is presented in Table 2. Right-of-Way and Utilities 218 Construction Bridges at Union Ave and 33rd Avenue West 25,000 Bridges at I-44/US-75 Interchanges 50,000 Widening I-44, Union Avenue to River 25,000 Contingency 6,382 TOTAL 109, Amount of Requested NSFHP Funds ODOT is requesting $63,829,200 in NSFHP (FASTLANE grant) funds for this project. ODOT is matching these requested funds with $21,737,210 in state funds, or 20% of the total future project cost. 5.0 MERIT CRITERIA A brief summary of each of the merit outcomes that the project meets are described in the following sections. The I-44/US-75 Improvement project meets several merit outcomes: 1 REDUCES delay in an important Primary Freight Network corridor. 2 UPDATES the Eisenhower-era (oldest) portion of Interstate in Oklahoma. 3 IMPROVES safety on a dangerous and outdated highway. 7

12 5.1.1 Economic Outcomes Efficiency/Reliability of the Surface Transportation System: Figure 7 illustrates that I-44, and the project corridor in particular, plays a key role in the freight network of Oklahoma and the south central U.S. I-44 is part of the national Primary Highway Freight System, and (as discussed in the Mobility section following) improvements to this corridor will reduce congestion on this key freight corridor which contributes toward the region s and nation s economic competitiveness. Oklahoma freight flows are primarily through the state; and thus improvements on this segment of Interstate will benefit shipping and goods movement effort nationwide. FIGURE 7: Major Truck Flows To, From, and Within Oklahoma Improving Connectivity between Freight Modes of Transportation: As Figure 8 indicates, Tulsa is home to a number of significant freight-generating businesses. Several, including a major oil refinery, are located within just a few miles of the project corridor and for many, the corridor is a significant route to and from the south and west. As the figure also indicates, many of these generators are along rail lines, and in some cases, intermodal freight transfers occur between rail and truck. The Tulsa Port of Catoosa, located to the east and north of the project corridor, supports barge, rail, and truck freight modes. Improvements to the project corridor support local, regional and national freight movements to and from these vital centers. Impact of Population Growth: Table 3 summarizes forecasted population growth trends for the region and study area, which are in the 25- to 30-percent range between 2010 and These population growth assumptions underlie the travel-demand forecasting that supports the need for the project. To accommodate the anticipated population FIGURE 8: Major Freight Generators and Rail Lines Study Corridor 8

13 growth, improvements must be made along this portion of I-44. The Project is anticipated to generate substantial economic outcomes as represented by nearly $95 million (discounted at 7%) in travel time savings for local private and commercial drivers along the corridor. TABLE 3: Forecasted Population Growth Trends % INCREASE Tulsa MSA 937,478 1,195, % Tulsa County 605, , % Project Area 8,489 10, % Mobility Outcomes State of Good Repair: The project will replace five bridges (listed in Table 4) all of which are over 50-years old and have sufficiency ratings of 64 or less. The US-75 bridges over I-44 have the poorest ratings and are structurally deficient, while the remaining three bridges are functionally obsolete. The bridge inspection reports are available in the US-75 & I-44 Tulsa County FASTLANE Reports and Technical Information. Replacing these bridges will not only address these issues, but will provide renewed infrastructure with improved geometrics that will benefit traffic operations, safety, and maintenance for decades to come. The project will also update some of the oldest pavement on Oklahoma s interstate system, which is currently in fair to poor condition. TABLE 4: Bridge Condition BRIDGE AGE (YEARS) SUFFICIENCY RATING US-75 NB over I Structurally Deficient US-75 SB over I Structurally Deficient Union Ave over I Functionally Obsolete I-44 EB over 33rd W Ave Functionally Obsolete I-44 WB over 33rd W Ave Functionally Obsolete The corridor carries twice as much traffic as the next highest volume river crossing in Tulsa Reduction of Highway Congestion and Bottlenecks: The project will increase the base capacity of I-44 by one lane in each direction, and will thus address a substantial portion of the last remaining four-lane segment of I-44 in the Tulsa region. More broadly, this project is a key first step to facilitate the ultimate reconstruction of the I-44/US-75 interchange, which will address both east-west and north-south congestion bottlenecks and provide major regional mobility benefits for both passengers and freight. The corridor carries approximately 84,000 vehicles per day, over 10,000 of which are trucks, and, as Figure 7 previously illustrated, plays a key and growing role in carrying freight within Oklahoma and the southern central U.S. I-44 and US-75 were also recently nominated by INCOG, the Association of Central Oklahoma Governments (ACOG), and ODOT as Alternative Fuel Corridors. There are currently 12 compressed natural gas (CNG) fueling stations and four electric vehicle (EV) charging stations along I-44 in Oklahoma. By adding to the existing alternative fuel infrastructure and encouraging use of alternative fuel vehicles, ODOT and its partners will further reduce emissions and protect public health. As part of a national network of Alternative Fuel Corridors designated by FHWA, safety and mobility on I-44 and US-75 is paramount. 9

14 I-44 is also a critical link in the Tulsa intercity transportation network. I-44 carries twice as much traffic over the Arkansas River as the next highest volume river crossing. In a network with limited river crossings, I-44 carries local and regional traffic to work, school, and other important destinations. The project will provide additional capacity and improved mobility for the citizens of Tulsa. The addition of bicycle lanes and improved sidewalks on Union Avenue will provide a safer facility for non-vehicular modes, which are especially important in low-income areas such as the I-44 corridor. Ultimately, ODOT s plan for improvements to the I-44 corridor will provide better circulation and access to I-44, nearby community facilities such as churches, schools, and the city library, and to the surrounding neighborhoods Safety Outcomes Crash rates along the study corridor are notably higher than the statewide average for similar facilities, as shown in Figure 9 below. The overall crash rate is just over 4 times the statewide average, and the fatal crash rate is over 3.5 times the statewide average. As the graph in Figure 9 illustrates, the most prevalent type of crash on the corridor is the rearend collision, accounting for nearly half of all crashes. In addition, nearly half of all crashes on the corridor occurred during the peak commute periods, when congestion is at its maximum. Figure 10 illustrates the location and severity of crashes on I-44 in the last five years. The portion of the corridor between Union Avenue and the Arkansas River sees the highest concentration of crashes. The I- The corridor s overall crash rate is just over 4 times the statewide average, and the fatal crash rate is over 3.5 times the statewide average. 44/US-75 improvement project is anticipated to relieve congestion near and through the interchange an improvement which is known to correlate to reduced incidence of rear-end collisions. Data from the Crash Modification Factors Clearinghouse suggests that just increasing shoulder width from ten to twelve feet on an urban freeway can reduce crashes by up to 23% (Haleem et al. 2013, cited at FIGURE 9: Selected Corridor Crash Statistics SEVERITY CRASH RATE ( ) Within the Project Limits Statewide Average RATIO TO STATEWIDE AVERAGE Visible Injury Fatal All Crashes

15 FIGURE 10: I-44 Crash Severity Cluster Map ( ) The second most prevalent crash type on the corridor, accounting for one-eighth of the total crashes, relates to collisions with fixed objects. More than half of these collisions involved injuries, and one was fatal. As part of the modernization of the corridor, the facility will be designed to current standards with new median barrier protecting both directions (median barrier exists only for westbound traffic today), pier protection on I-44 under the US-75 and Union Avenue bridges, new bridge rail on all the replaced bridges, new barrier wall and impact attenuators on bridge approaches, and new barrier wall on bridge departures. Mainline I-44 will have standard 12- foot inside and outside shoulders (increased from four feet and ten feet today). In addition, it is anticipated that concrete barriers will be installed rather than guardrail and/or cable barrier. All of these improvements will contribute to a safer facility in some instances protecting fixed objects (piers) that are currently unprotected, and in some instances mitigating the severity of fixed-object collisions (through strategies such as impact attenuation and modern barrier design). In general, the modern design standards to be applied to the project are expected to result in a safer system, and should improve safety performance related to many other collision types as well. 11

16 HollyFrontier s Tulsa refinery, serving the Mid-Continent Region of the U.S. with a crude oil capacity of 125,000 barrels per day, sits less than two miles from the project corridor, (see Figure 11). A portion of the refinery s product is shipped by trucks through the I-44 corridor. Improving safety on the facility will reduce the likelihood of a crash involving oil tanker trucks, which can have catastrophic results. More generally, I-44 is an important link in Oklahoma s freight network, and 7.5 percent of the vehicles involved in crashes within the corridor are heavy commercial vehicles. Thus, the safety benefits described above will also accrue to regional and national freight movements as well. FIGURE 11: HollyFrontier s Tulsa Refinery The Project is anticipated to generate substantial safety outcomes as represented by nearly $42 million (discounted at 7%) in accident cost reduction Community and Environmental Outcomes Enhance Personal Mobility and Accessibility: Figure 12 illustrates key population groups by Census tract near the study corridor. As the maps show, there are especially high concentrations of lowincome and minority populations in the tract south of the project corridor. Reducing congestion within the project corridor will improve access for these traditionally underserved populations. Improvements also include the addition of bicycle lanes on Union Avenue will provide a safer facility for nonvehicular travel to destinations north and south of I-44, including Daniel Webster High School, the Westside YMCA, and the Tulsa Housing Authority s public housing Parkview Terrace Apartments. As lower income individuals are more likely to use non-vehicular modes of travel, these improvements will be particularly important to the local community. As discussed above, the I-44 corridor contains many industrial and manufacturing facilities, many of which generate and/or handle hazardous materials and waste. There have been several historical incidents of contamination in the corridor, namely from leaking underground fuel storage tanks. While the risk of remnant contamination in the corridor may be low, ODOT will assess this risk and potentially perform additional testing. This testing, and any resulting clean-up activities, will reduce the risk of adverse health effects on the people that FIGURE 12: Key Demographic Groups 12

17 live and work in the area. Removal of contamination could also improve local water quality, including Mooser Creek and the Arkansas River, both of which are currently impaired. Community Input: This project has been in the public eye since at least 2002, when it was a major component of the US-75 Environmental Assessment (EA) from State Highway 67 to I-44. That document described a preferred alternative for the US-75/I-44 interchange that would include directional ramps while preserving local established traffic patterns to the extent possible and minimizing local disruption. The EA, and its predecessor, Major Investment Study (MIS), included coordination with tribal, local, state and federal agencies; as well as meetings with the public and City officials. A public hearing was held, and comments received from the public were addressed in the EA. Since that time, ODOT has moved forward with the Preliminary Engineering of several alternatives for the I-44 corridor, including the original I-44/US-75 interchange concept as well as a new configuration. These alternatives, in addition to the improvements proposed to I-44 and Union Avenue, will be presented to stakeholders and the public at one or more public meetings to be held in early The Project is anticipated to generate substantial community and environmental outcomes as represented by more than $77 thousand (discounted at 7%) in emissions cost reduction, in addition to the non-monetized improvements to the environment and quality of life for residents as described above. 5.2 Other Review Criteria Partnership and Innovation The I-44/US-75 Improvements project is a partnership between ODOT, the City of Tulsa, INCOG, and local parties. ODOT has a consistent demonstrated history of executing significantly large and complex projects in coordination with these partners addressing all aspects of federal requirements. Recently completed projects include the American Recovery and Reinvestment (ARRA) effort to reconstruct the Inner Dispersal Loop around Downtown Tulsa ($80 million), and execution of a complex TIGER first round project involving dual bridges on I-244 over the Arkansas River ($120 million). One exemplary coordination and partnership effort involved a complex project on I-44 east of the currently proposed project, representing an investment of over $300 million dollars spanning eight years and including five interchanges. The project was completed on schedule and within budget, without the need for major interstate closures. The project involved several neighborhood meetings, development of concepts related to oneway and two-way frontage roads affecting neighborhoods around the interstate, the introduction of Texas turnaround traffic-flow concepts, and construction phasing that avoided major interruptions in traffic flow. The success of this project demonstrates that ODOT and its partners have the tools to complete the proposed FASTLANE project Cost Share ODOT is requesting $63,829,200 in NSFHP (FASTLANE grant) funds for this project. ODOT is matching these requested funds with $21,737,210 in state funds, or 20% of the total future project cost. 13

18 6.0 LARGE/SMALL PROJECT REQUIREMENTS The I-44/US-75 Improvements project is a large project that generates national and regional economic, mobility, and safety benefits, is based on preliminary engineering results, has identified stable funding sources for construction, maintenance and operations, but cannot be easily and efficiently completed without other federal funding or financial assistance, as requested in this FASTLANE Grant Application. Table 5 below provides specific evidence on how this project addresses these requirements. TABLE 5: Large Project Requirements Does the project generate national or regional economic, mobility, safety benefits? SEE SECTION 5.0 Is the project cost effective? YES - see Section 7.0 Does the project contribute to one or more of the Goals listed under 23 USC 150? YES - see Section 5.0 Is the project based on the results of preliminary engineering? YES - see Section 8.0 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? YES - see Section 4.0 Are contingency amounts available to cover unanticipated cost increases? YES - see Section 4.0 Is it possible that project cannot be easily and efficiently completed without other federal funding or financial assistance available to the project? Is the project reasonably expected to begin construction not later than 18 months after the date of the obligation of funds for the project? YES - see Section 4.0 YES - see Section COST-EFFECTIVENESS The Project is anticipated to have substantial regional and local improvements which include the following: Significant travel time savings for private and commercial drivers along the corridor; Improve the movement of people along the corridor by reducing congestion; Achieve significant reduction in traffic fatalities and serious injuries by virtue of providing more miles of safer highway infrastructure; and Reduce emissions for pollutants such as carbon monoxide (CO), volatile organic compounds (VOC), nitrogen oxides (NOx), fine particulate matter (PM2.5), Sulfur Dioxide (SOx) and Carbon Dioxide (CO2). The cost effectiveness of the improvements described in this application was measured through a complete Benefit- Cost Analysis (BCA) to monetize, as thoroughly as possible, benefits generated under each one of the merit criteria defined in the FASTLANE program. A 20-year period of analysis was used in the estimation of the project s benefits and costs. The analysis shows that the project is net beneficial to the nation s economy. See the Reports and Technical Information section at US-75 & I-44 Tulsa County FASTLANE for the BCA Document. 14

19 Table 6 below summarizes the monetization of the main benefits for the proposed improvements, categorized under the main criteria established in the FASTLANE program. TABLE 6: Benefit Estimates by Merit Criteria, 20-year Analysis Period ( ) for Local Impacts MERIT CRITERIA BENEFIT CATEGORIES 7% DISCOUNT RATE 3% DISCOUNT RATE Economic Travel Time Savings $94,996,690 $168,998,387 Vehicle Operating Cost Savings -$50,589,923 -$87,892,489 Safety Accident Cost Reduction $41,668,188 $74,029,979 Community and Environmental Emissions Cost Reduction $77,060 $68,154 TOTAL BENEFIT ESTIMATES $86,152,015 $155,204,030 The largest benefits accrue in the traveltime category, totaling nearly $95 million when discounted at 7 percent. Safety benefits are the second largest category of benefits, totaling nearly $42 million when discounted at 7 percent. Net vehicle operating costs increase due to the additional roadway traffic induced due to the additional available capacity. Net over the 20-year period of the analysis, emission cost savings increase slightly. LOCAL TRAVEL TIME BENEFITS 1 st $ 95 M in travel time savings 2 st $ 41.7 M in accident cost reduction Considering all monetized benefits and costs, the estimated internal rate of return of the project is 7.23 percent. With a 7 percent real discount rate, the $84.2 million investment would result in $86.2 million in total benefits, a Net Present Value of $2 million, and a Benefit/Cost ratio of approximately With a 3 percent real discount rate, the Net Present Value of the project would increase to $57.1 million, for a Benefit/Cost ratio of Table 7 summarizes these results. Payback Period (years) In addition to the monetized benefits presented in Table 7, the project would generate other benefits that are difficult to monetize as explained below. TABLE 7: Overall Results of the Benefit-Cost Analysis (Local Impacts), Millions of 2015 Dollars PROJECT EVALUATION METRIC 7% DISCOUNT RATE ($M) 3% DISCOUNT RATE ($M) Total Discounted Benefits Total Discounted Costs Net Present Value Benefit / Cost Ratio Internal Rate of Return (%) 7.23% 10 years 15

20 1.02 Local LOCAL COST BENEFITS Benefit / Cost Ratio at the7 % Discount Rate 1.58 Local at the 3 Benefit / Cost Ratio % Discount Rate 7.1 Economic Outcomes The higher speeds along the corridor provided by the project imply that trucks spend less time on the road and can reach their destinations faster. The delivery times will lead to inventory cost savings, which are important to improve connectivity between production and consumption sites and to increase the fluidity of the movement of goods. Inventory cost savings were not monetized as part of the BCA. US DOT is developing a methodology to estimate inventory cost savings but that methodology is not yet available. 7.2 Mobility Outcomes A mobility benefit that was identified but not monetized as part of the BCA is travel time reliability. One trip reliability measure is the buffer index, which is simply the additional time required to make the trip compared with uncongested conditions. Given that crashes and incidents can add to these times, these buffers indicate a current high degree of future trip unreliability. 7.3 Safety Outcomes The Project would contribute to DOT s long-term safety outcomes through a reduction in the overall number of accidents. Nearly half of all crashes on the corridor occur during the peak commute periods, when congestion is at its maximum. The I-44/US-75 improvement project, and the ultimate full interchange reconstruction of which it is an initial element, is anticipated to relieve congestion near and through the interchange an improvement which is known to correlate to reduced incidence of rear-end collisions. 7.4 Community and Environmental Outcomes The Project will contribute to environmental sustainability by reducing congestion within the project corridor and improving access for some of the traditionally underserved populations in the region. The addition of bicycle lanes and sidewalks on Union Avenue will provide enhanced mobility and access across I-44 for non-vehicular modes. While increased VMT s from induced traffic flows generate additional emissions, the improved traffic flows result in an overall net reduction in greenhouse gas emissions and air pollutants. In addition, public health and safety and water quality would be improved by any hazardous waste clean-up performed prior to construction. 16

21 7.5 Regional Benefits All results for the Benefit Cost Analysis are estimated for the local segments in the immediate vicinity of the project which will be the most directly impacted. However, in addition to these localized benefits, a select link analysis of the Project s impacts has demonstrated significant benefits to the broader transportation network in the region. For example, the Oklahoma Turnpike Authority, the MPO (INCOG), ODOT, and the City of Tulsa are currently working in a cooperative partnership to advance a major north-south freeway connection on the west REGIONAL TRAVEL TIME BENEFITS 1 st $ 296 M in travel time savings 2 st $ 55 M in accident cost reduction side of Tulsa. This facility, once built, is expected to add approximately 10,000 vehicles per day to I-44 and in turn significantly enhancing the overall benefits of this project. Given the strategic importance of this segment for the region and the state in general, the estimated regional benefits are briefly summarized in Table 8 below. TABLE 8: Merit Criteria and Cost-Effectiveness - Summary of Infrastructure Improvements and Associated Benefits (Regional Impacts) CURRENT STATUS OR BASELINE and problems to be addressed CHANGES TO BASELINE / ALTERNATIVES TYPE OF IMPACTS POPULATION AFFECTED by impacts ECONOMIC BENEFIT SUMMARY OF RESULTS ($M discounted at 7%) Travel Delays for Passenger Vehicles and Trucks due to congestion on I-44. Increase the capacity of I-44 by widening I-44 from four through lanes to six through lanes from Union Avenue to the Arkansas River, along with bridge replacements at 33 rd W. Avenue, Union Avenue, and the US-75 Interchange. Improved travel speeds, reduced long-term congestion, fuel savings Emission Savings Improved Safety Passenger vehicles, trucks Passenger vehicles, trucks Passenger vehicles, trucks Travel Time and Vehicle Operating Cost Savings Emissions Cost Reduction Accident Cost Reduction

22 4.21 Regional REGIONAL COST BENEFITS Benefit / Cost Ratio at the7 % Discount Rate 6.63 Regional at the 3 Benefit / Cost Ratio % Discount Rate TABLE 9: Overall Results of the Benefit Cost Analysis (Regional Impacts), Millions of 2015 Dollars PROJECT EVALUATION METRIC 7% DISCOUNT RATE ($M) 3% DISCOUNT RATE ($M) Total Discounted Benefits Total Discounted Costs Net Present Value Benefit / Cost Ratio Internal Rate of Return (%) 25.04% Payback Period (years) 3 years As shown in Table 8 and Table 9, considering all monetized benefits and costs for the regional impacts, the estimated internal rate of return of the project is percent. With a 7 percent real discount rate, the $84.2 million investment would result in $354.9 million in total benefits, a Net Present Value of $270.7 million, and a Benefit/Cost ratio of approximately With a 3 percent real discount rate, the Net Present Value of the project would increase to $552.7 million, for a Benefit/Cost ratio of PROJECT READINESS ODOT has extensive experience with large capital projects of many types carried out by its Roadway and Bridge Divisions and subcontracted engineering firms. ODOT has been completing similar improvement projects along other sections of I-44 over the past 10 years. ODOT has completed the preliminary engineering and environmental reviews to enable the start of this project immediately upon receipt of the FASTLANE award. ODOT is currently advancing design and environmental clearance of the 33 rd Avenue, Union Avenue, and US-75 bridges. ODOT intends to use internal forces to design the approximately one mile of widening of I-44 from Union Avenue to the Arkansas River, which can be accomplished in an accelerated timeframe. 18

23 The following activities have been completed since the FY 2016 FASTLANE application: Initial Preliminary Engineering Study for the I-44 Corridor from I-244 to the Arkansas River, including: Updated Design Traffic volumes Establishment of Design Criteria for the Corridor Conceptual plans for two Alternatives at the I-44/US-75 Interchange Environmental Data Collection Preliminary Engineering Study for Union Avenue over I-44, including Initial Stakeholder Coordination Identification of Preferred Alternative Addition of Bicycle Lanes Traffic Study for I-44 over 33rd Avenue Links to these studies can be found at US-75 & I-44 Tulsa County FASTLANE Reports and Technical Information. ODOT intends to complete the Preliminary Engineering for the I-44 Corridor in spring of Completion of the report will include additional engineering and environmental analysis of the two proposed alternatives, and additional stakeholder and public meetings to obtain input on issues of interest and concerns of the public. These activities will culminate in the selection of a preferred alternative for the I-44 Corridor and I-44/US-75 interchange. Environmental studies in support of NEPA will be performed concurrently, with the requisite NEPA approval(s) anticipated in fall of Technical Feasibility This project addresses a substandard interchange at the convergence of US-75 and I-44 in west Tulsa, and begins the vital reconstruction of a segment of vintage 1952 interstate segment in west Tulsa. The project also provides improved mobility and connectivity for truck traffic traveling through Oklahoma and to the Great Plains or to western states. ODOT has completed several similar projects on other segments of I-44, including the completion of a mirror project on the east side of the Arkansas River, I-44 from Riverside to Yale. This project was a major undertaking lasting six years involving reconstruction of 4.25 miles of urban interstate including four grade separations all done under traffic. The technical feasibility of the I-44 improvements is demonstrated in the Preliminary Engineering Study completed for the corridor in November 2016 (see US-75 & I-44 Tulsa County FASTLANE Reports and Technical Information.) This study was performed using relevant ODOT and AASHTO design criteria for the I-44 and US-75 mainlines, bridges, ramps, and local roads. An opinion of probable cost was developed based on conceptual plans and recent bid histories. Contingency amounts of 15% were included in the estimates and these are the basis for the cost estimate presented in Section 4.0 of this document. 8.2 Project Schedule A summary of schedule highlights is shown in Figure 13. A detailed schedule is available in the Reports and Technical Information section at US-75 & I-44 Tulsa County FASTLANE. 19

24 FIGURE 13: Summary of Schedule Highlights SEP NEPA and environmental reviews and approvals DEC 2018 Approval of plans, specification and estimate (PS&E) Procurement / obligation FEB 2019 Right-of-way acquisition & utility relocation JUN 2019 Project partnership & implementation agreements OCT 2018 Design Completion JUN 2019 Construction Begins JUL 2022 Construction Completed The project schedule shows that grant funds can be obligated by December 2018, well before the statutory deadline. Even if there are unexpected delays, the funds will not be at risk of expiring before they are obligated. Similarly, the project will be able to begin construction by June 2019 and estimated completion date is July 2022, again meeting the deadlines with plenty of margin. All property and right-of-way acquisition will be completed in a timely manner and in accordance with 49 CFR 24 and other federal regulations. Funding for right-of-way acquisition and utility relocations associated with the I-44 over 33 rd West Avenue and Union Avenue over I-44 projects is already programmed in Statewide Transportation Improvement Program (STIP). 8.3 Required Approvals The Oklahoma Department of Transportation (ODOT) is serving as the primary sponsor of this application. The project will occur almost entirely on land owned by ODOT. As a result, NEPA requirements are expected to be minimal, and ODOT has already completed initial environmental investigations for the activities the project will entail. Environmental and permitting work carried out to date for the project is detailed in the following sections Environmental Permits and Reviews The environmental studies (research including but not limited to topics such as: air quality, biology, cultural resources, hazardous materials, noise, socioeconomic data, and wetlands) have been initiated by ODOT as of March A Reconnaissance Data Collection report is available for the I-44 Corridor (see US-75 & I-44 Tulsa County FASTLANE Reports and Technical Information). Reconnaissance level environmental information has been collected and applied to the analysis of alternatives for all of the proposed project components and results do not suggest any significant environmental impacts. Detailed environmental studies and NEPA documents are anticipated to begin in January 2017 and may include one or more Categorical Exclusions (CE) for the Union Avenue over I-44 Bridge, the I-44 over 33 rd W. Avenue bridges, and the mainline I-44 improvements. An Environmental Assessment (EA) for the I-44/US-75 Interchange (see US-75 & I-44 Tulsa County 20

25 FASTLANE Reports and Technical Information) was approved by FHWA in Improvements at I-44 and US-75 could be processed as an Environmental Reevaluation of this EA, or could be combined with one of the potential CE s mentioned above. ODOT will coordinate with the Oklahoma Division of FHWA to determine the most appropriate NEPA approval mechanisms for the various project components. The public has been involved in this project in various ways including participating in the development of the EA in 2002, endorsing the City of Tulsa s efforts to invest in its transportation system (Improve our Tulsa initiative, was passed by voters in 2014), and engaging with the Indian Nations Council of Governments (INCOG). As discussed above, stakeholder and public involvement for the various project components is underway, with additional meetings planned for early ODOT met with the City of Tulsa in October 2016 to discuss the Union Avenue over I-44 bridge improvements. This meeting resulted in the identification of a preferred alternative for the project, which includes the addition of bicycle lanes on Union Avenue to match the City s proposed plan for Union Avenue to the north and south of I-44. ODOT plans to meet with the City, INCOG, and the public in early 2017 to obtain additional input. ODOT has coordinated with several agencies with jurisdiction and local governments in support of the project (see Table 10). The City of Tulsa and INCOG have been close project partners since the project was proposed for FASTLANE funding in FY INCOG and ODOT have worked together to gather and analyze accident data, project traffic volumes, and model travel time savings. ODOT has also coordinated with the City of Tulsa on proposed improvements for the corridor, particularly where these improvements will affect city streets such as Union Avenue, 33 rd West Avenue, E. 51 st Street, and Skelly Drive. TABLE 10: Agency Coordination to Date COMMENTS RECEIVED Information about tribal property provided Tribes and tribal towns contacted Project does not involve any threatened or endangered species habitat No effects on historic properties Project unlikely to affect threatened and endangered species. R. L. Jones airport located in project vicinity No impacts noted No negative social, environmental, or economic impacts expected Determined that proposed project will not result in adverse impact on prime farmland AGENCY Muscogee(Creek) Nation US Department of Interior Bureau of Indian Affairs US Department of Interior Fish and Wildlife Service Oklahoma Historical Society/Oklahoma Archaeological Survey Oklahoma Department of Wildlife Conservation Oklahoma Aeronautics & Space Commission US Department of Interior Bureau of Land Management Eastern Oklahoma Development District US Department of Agriculture 21