Project Application. General Information ODOT PID. Primary County (3 char abrv) ODOT District

Transcription

1 Current Status (Tier 1, Tier 2 or New) Proposed Status (Tier 1 or Tier 2) Project Application General Information ODOT PID ODOT District Primary County (3 char abrv) Facility Name (i.e. route, rail, terminal, or port name) Tier 2 Tier FRA I (SR665 Interchange) Project Sponsoring Agency City of Grove City, Ohio Project Manager (Contact Person) Phone Number Phil Honsey // Scott Campbell S.R.: // S.C.: Address phonsey@grovecityohio.gov // scampbell@emht.com Local Jurisdictions (i.e. list all cities, counties and townships) City of Grove City, Franklin County, Jackson Township Description of Work Project Description Reconstruction and improvement of the I-71 Interchange with SR665, including SR665 corridor improvements from the North Meadows Drive intersection on the east to the relocated Haughn Road access intersection on the west. The project replaces an existing freeway interchange that is heavily congested with rush hour commuter traffic as well as with large trucks from major local business operations throughout the day. The ODOT PDP process s "preferred alternative" design solution is a SPUI configuration. Purpose and Need The project's basic objective is to improve the area's access to and from the freeway system in a fashion that eliminates congestion and severe safety issues. It will replace a 50-year old, functionally obsolete freeway interchange with one that can sufficiently handle existing and design year traffic demands while also providing for increased safety and mobility throughout the area. Community & Economic Growth and Development Factors Land Use Plan Exists Adopting Appropriate Land Use Measures Land Use Plan Zoning based on Coord. with T-Plan T-Plan Part of State/MPO Long Range Plan (Yes, No or N/A) (Yes, No or N/A) (Yes, No or N/A) (Yes, No or N/A) Yes Yes Yes Yes Priority on County or MPO Long Range Plan Improvement of the interchange is listed on both MORPC s current TIP (ID#s 792 & 1518) and its CapitalWays 20-year Transportation Plan (ID#421). Relative to previous TRAC considerations and actions when last compiled in 2006, this project was deemed to be the highest priority recommended project by both MORPC and the Greater Columbus Chamber of Commerce. As a result, the project was placed at the top of the Department's Tier 2 list at that time.

2 Percent of Land Being Redeveloped Improves Business Access Improves Invest & Employ * Sub-county 5 Yr Unemployment Rate * Sub-county 5 Yr Poverty Rate (%) (Yes or No) (Yes or No) (%) (%) Less than 10% Yes Yes See US BLS statistics See US Census statistics * Optional. If omitted, the 5 year rates for the primary county will be obtained from the US Bureau of Labor Statistics ( and US Census Bureau ( Transportation Factors Connects Reduces Fuel Consumption Reduces Ozone Precursors Transportation Modes (Yes or No) (Yes or No) (Yes or No) Yes Yes Yes If project connects transportation modes, please explain how With an improved interchange in place, SR665 may be regarded as the more attractive route between the Rickenbacker freight and logistics center operations for shipments making use of the I-71 corridor to or from the south. I-71 serves Ohio and the central part of the US as a major freight corridor. Rickenbacker has become a substantial center for freight transfer and logistics operations between and among the various transportation modes, including air, highway, and rail facilities. Generally, the completed interchange improvement will eliminate substantial traffic back-ups during both the morning and evening peak hours. On average, these one-hour plus queues are estimated to consist of 200 vehicles with each experiencing at least a ten minute delay to get through the interchange area. Combining both the morning and the evening peak loads, the amount of time such back-ups last approaches 150 minutes. With an estimated average consumption rate of three gallons per hour while under such conditions, a conservative estimate of gasoline savings from eliminating these queues at the interchange is at minimum 250 gallons of gasoline saved per day. According to MORPC analyses, rush hour congestion costs associated the interchange s poor performance for both cars and trucks are currently estimated at $605,000 to $635,000 per year in travel delays and fuel expenses. Reference is made to a recent SWACO analysis pertaining to the costs of time delays its delivery trucks are currently experiencing due to the deficient function of the interchange. FedEx operations and other trucking activities of area businesses can be considered as suffering the same delays and expense. ODOT NLFID Existing Road Facilities (If applicable) Begin End Location Termini Log Point Log Point Primary Road (or Cnty/Rte #) (x.xx) (x.xx) (i.e. from street 1 to street 2) (Yes or No) Phase 3 South Meadows Street on the east to Relocated FRA Yes Haughn Road access FRA Yes intersection (Gateway West Boulevard) on the west FRA-665 Phase I (construction now completed) consisted of reconstructing the two previous lanes to five plus from and including the Hoover Road intersection on the east to and including the South Meadows Road intersection on the west. (Insert additional rows as needed one row for each existing roadway to be improved) Yes

3 Name or Designation Haughn Road Relocation Beg Lat New Road Facilities (If applicable) Beg End End Location Termini Lon Lat Lon Primary Road (xx.xxxx) (xx.xxxx) (xx.xxxx) (xx.xxxx) (i.e. from street 1 to street 2) (Yes or No) Phase 2 (under construction) consists of relocating Haughn Road and its intersection with SR665 by integrating it with a new roadway that also serves as No access to and through a new industrial park tract. (Insert additional rows as needed one row for each new roadway to be constructed) Element Name Transit Facilities (If applicable) Peak Hour Ridership VMT Reduction Benefit/ Cost Ratio (Riders) (%) (x.xxx) At this point in the project s overall development process, there are no firm commitments to include transit related improvements in conjunction with its construction. However, discussions have been in progress for ensuring that an appropriate parcel of land is made available for use as a Park-n-Ride facility. It is also anticipated that the Central Ohio Transit Authority would be a partner in this endeavor and extend an existing bus line to the location or even dedicate an express service should the demand eventually warrant it. Estimates of potential ridership, reduced VMT, etc., are not yet available. (Insert additional rows as needed one row for each transit facility element) Element Name Freight Facilities (If applicable) Freight Volume / Facility Capacity Ratio Truck Reduction Benefit/ Cost Ratio (x.xxx) (%) (x.xxx) While not an intermodal facility in and of itself, this project is integrally related to improving freight and distribution operations throughout the region. It has a direct relationship to the adjacent FedEx distribution facility that is the second largest ground distribution facility in that company s vast operations, having more than 950 employees and processes 300 or more tractor trailers each day at a rate of nearly 40,000 packages per hour. While it is not envisioned that this project will reduce truck traffic through the service area, it will eliminate related congestion and result in much increased safety for all drivers, allowing for more efficiency and less time on the highway. (This factor will further secure FedEx s long-term commitment to this location, noting that it has already moved forward and completed its commitment to $50 million in capital improvements and job creation activities that resulted in 200 new positions at the facility that were largely predicated on this highway improvement coming to fruition.) The improved interchange will have a similarly positive impact on SWACO s adjacent operations where the regional land fill receives and dispatches some 500 to 600 trucks each day. Also as previously indicated, this project is expected to have substantial benefit to the intermodal facilities and warehousing/distribution businesses located in the Rickenbacker area several miles to the east. The new SR665 Interchange will provide the associated freight haulers an alternative access corridor to and from the Rickenbacker campus, avoiding the frequent congestion that occurs within the undersized, two-lane portion of the I-270 South Outerbelt between I-71 and US Route 23. This factor will certainly lead to a reduction of such large tractor trailers making use of the South Outerbelt, facilitating mobility and efficient travel for all drivers through the area. Rickenbacker is the subject of several State development priorities. Regionally, the proposed interchange improvements are identified as Priority A in the recent Rickenbacker Area Road Network Assessment planning study as being of the utmost importance to the continued and

4 future development of the Rickenbacker area as the most significant logistics and distribution hub in the state and the Midwest. (Insert additional rows as needed one row for each freight facility element) Project Phase Project Development Completed By (Agency Name) Actual / Projected Completion Date (MM/DD/YYYY) Planning Study City of Grove City (EMH&T) Completed - April, 2006 Interchange Modification Study Environmental (NEPA) Doc. City of Grove City (EMH&T) Submitted - June, 2009 City of Grove City (EMH&T) Completed - January 7, 2008 Detailed Design City of Grove City (EMH&T) Right of Way / Utilities City of Grove City (EMH&T) Stage 1 Completed - June, 2009 Stage 2 - October 19, 2009 Stage 3 - December 28, 2009 Final Plans - March 15, 2010 Final R/W Plans - August 15, 2009 R/W Certification - June 1, 2010 Sources of Other (Non-TRAC) Funding (If applicable) Project Phase Source Amount (PS, NEPA, DD, RW, CO) (Agency name) (In Millions) Planning, Preliminary Engineering, and Environmental City of Grove City $ Final Engineering and Detailed Design City of Grove City $ R/W Acquisition and Utility Relocation City of Grove City $ R/W Acquisition and Utility Relocation Federal Earmark #1 $ Construction City of Grove City $

5 Construction Construction Construction Ohio Department of Development s Logistics and Distribution Program (or City of Grove City if needed) Ohio Public Works Commission LTIP Grant Mid Ohio Regional Planning Commission STP Funds $ $ $ Construction Federal Earmark #1 $ Construction Federal Earmark #2 $ Construction ODOT Safety Funds $ Construction Construction Administration and Inspection ODOT District 6 Interstate Maintenance Funds ODOT District 6 Interstate Maintenance Funds $ $ Additional Explanation of Other Funding See attached spread sheets for more details on the project s funding resources. All funding commitments have been secured except for the $2.0 million identified with ODOD Logistics and Distribution Program Funds (which the City is prepared to contribute if need be). Also, the attached spread sheets will show the various resources and expenses associated with the first two phases of this larger three-phase project demonstrating that the City has already contributed more than 50 percent of the more than $12 million either already spent on them or committed to their completion. Note that this project is not actually seeking TRAC funding specifically, but rather requesting that its TRAC status be elevated to Tier 1. (Insert additional rows above Additional Explanation of Other Funding as needed one row for each combination of project phase and source) Note: Totals of Other funding entered above MUST MATCH totals in project funding table below by project phase. Project Sponsor Investment Factors Creation of TIF or Other Innovative Financing Tool Project Phase Planning Study (PS) Environmental Doc. (NEPA) Detailed Design (DD) Right of Way /Utilities (RW) Construction (CO) Percentage of Sponsoring Agency Investment (Yes or No) (%) Yes - TIF 18.4% in Interchange // 26.6% in total 3-phase Project Fiscal Year Project Funding Other Funding Previous TRAC New TRAC Total (YYYY) (In Millions) (In Millions) (In Millions) (In Millions) $ $ (included in above) (included in above) $ $ $ $ $ $ Total $ $

6 Remarks/Comments Applicant Information This freeway interchange improvement project replaces an existing facility that is heavily congested with rush hour commuter traffic as well as with large trucks and tractor-trailers from local business and freight operations throughout the day. The project's basic objective is to improve the area's access to and from the I- 71 freeway system in a fashion that eliminates unacceptable congestion and severe safety issues. It will replace a 50-year old, functionally obsolete freeway interchange with one that can sufficiently handle existing and design year traffic demands while also providing for increased safety and mobility throughout the area. It is the third and culminating phase of a much larger project that deals with traffic demands on SR665 and mobility issues associated with the growth and economic development that has occurred primarily to the east and north of the location. Phase One consisted of a substantial widening of SR665 between and including the Meadows Road and Hoover Road intersections, the objective of which was not only to improve the roadway but to provide adequate capacity in advance of the interchange improvement as required by it. Construction of this phase was completed in the Fall of Phase Two consists of the relocation of Haughn Road which is located immediately west of and parallel to I- 71. Its existing intersection with SR665 is less than 150 feet from the freeway interchange's southbound ramp termini which is too close as per ODOT design requirements. To meet current standards, improvement of the interchange necessitates Haughn Road's relocation more than 600 feet to the west. Similar to Phase One, the City is advancing this aspect of the larger project to make way for the interchange improvement. In doing so, and in a public partnership with SWACO, the City's new Haughn Road will not only continue providing the same connectivity but it will also become part of an access road system that penetrates and supports commercial and industrial park development interests on adjacent vacant land to the west. Construction of Phase Two is now underway.

7 All three phases combined will transform and update this two lane rural highway and its 50-year old simple diamond interchange to a modern urban thoroughfare and freeway access that can meet existing and anticipated future traffic demand from this rapidly growing area of Grove City and central Ohio. Area growth and development in the last six plus years is the real origin for this freeway interchange improvement. These improvements will also complement existing growth as well as facilitate additional planned economic development for the area, including both commercial and industrial job creation. State, City and MORPC transportation plans have recognized the need for the project for an even longer period. Improvement of the interchange is listed on the MORPC TIP as well as its 20-year CapitalWays Plan. ODOT's own plans have recognized the SR665 overpass as being physically and functionally obsolete, causing both safety and congestion issues at the location. Over the last six years, ODOT's requirements for completing an Interchange Modification Study and the first several steps of its Project Development Process were followed in close collaboration with ODOT District 6 and Central Office planners and engineers, currently reaching the identification of the "preferred alternative" design solution. The project is currently at the top of the Department's Tier 2 list as a result of TRAC actions. Reference is made to the Project's Interchange Modification Study (May 2007 Revision). The existing interchange's current safety conditions are not good because of inadequate geometry, capacity and deficiencies. Interchange ramp termini have failed or failing levels of service. Peak-hour traffic is consistently congested and regularly backs up a mile or more, particularly dangerous along the southbound exit ramp in the evening, and along westbound SR665 east of the interchange during the morning peak hours. These backups have contributed to high crash rates and other safety concerns in the vicinity of the interchange. Adding capacity to the ramps and their intersection with SR665 will reduce congestion inside the interchange as well as along both I-71 and SR665, resulting in fewer crashes. The chosen SPUI design will eliminate these queues and allow all traffic to move into and through the interchange more safely and smoothly. Additionally, the narrow existing bridge width, coupled with the daily peak hour congestion conditions, seriously compromise the ability of emergency fire and medical response units located only one half mile to the east to move through the interchange in an expeditious manner. The Jackson Township Fire Station reports more than 2,300 emergency runs per year, and it is one of only three Hazardous Material Response units operating in all of Franklin County. The proposed modification of the interchange will provide at least two through lanes on SR 665 in each direction, allowing for unimpeded movement of emergency fire, medical, and safety vehicles from one side of the freeway to the other. ODOT District 6 has this bridge programmed for replacement or major rehab as a back-up to the proposed, and preferred, interchange rebuild solution. Ramp intersections, particularly the southbound ramp, have deficient geometric characteristics. Large tractortrailers turning left from the south I-71 ramp to eastbound SR665 have a history of frequently colliding with temporary concrete barrier placed to protect signal equipment, often resulting in exacerbating evening peakhour backups. The proposed interchange layout will completely remove all geometric deficiencies and allow all vehicle types to move safely and smoothly through the area. The observations and findings of a 2008 ODOT Safety Study (by LJB Engineering) corroborate the facility's geometric deficiencies and the peak-hour capacity problems, as well as reflect the incidence and nature of the crashes associated with peak-hour operating conditions. Crash data for the location was obtained from ODOT and ODPS, and included a summary of crashes reported for the period 2000 through The highest incidence of crashes occurred on the southbound ramps wherein 53 such incidents were reported for a crash rate of 3.45 per million vehicles entering the intersection, a rate that is more than ten times the statewide average. The SR665 freeway interchange accommodates a significant volume of large commercial trucks ODOT statistics show that 23 percent of the I-71 mainline traffic through this location consists of large trucks (14,150 trucks out of 61,670 total vehicles). SR665 in this location supports a large and growing number of significant industrial operations, including the SWACO landfill and the recently expanded FedEx logistics and freight processing facility (the firm's second largest such operation). SWACO's operations involve the receipt of between 500 and 600 large garbage trucks on a daily basis. FedEx's daily activities process approximately 300 tractor trailers. These two facilities alone contribute up to 1,800 large commercial trucks that make use of the interchange each day. Interstate Route 71 serves Ohio and the central part of the US as a major freight corridor. Also, the SR665 interchange is an attractive alternate point of access to the I-71 corridor for cargo bearing trucks coming to or from the Rickenbacker logistics and distribution campus area, noting that Rickenbacker has become a substantial center for logistics and freight transfer between and among the various transportation modes, including air, highway, and rail. It is expected to generate significant volumes of tractor-trailer traffic for this new interchange facility. With the improved facility in place, SR665 will likely be regarded as the preferred route to Rickenbacker for shipments making use of the I-71 corridor to or from the south. ODOT PDP requirements for public involvement have been met. The City of Grove City has been the proactive sponsor and substantial financial contributor for the project for at least six years. The project is also included on both MORPC's TIP and 20-year plans. It has the highest priority endorsements from both the Grove City and Greater Columbus chambers of commerce. ODOT has also endorsed the project and it has been included as a TRAC Tier 2 project.

8 Project, progress pursuant to the ODOT PDP has resulted in identification of a Single Point Urban Interchange as the preferred design solution. This geometric layout will not result in physical impacts with SWACO property, and generally minimizes the need for any additional right of way; though there will be a few significant acquisitions from commercial businesses adjacent to the Meadows Road intersection with SR665. The SPUI interchange design will maximize traffic flow by virtue of having only one signal and reduced conflict points. This innovative type of interchange has only been constructed at one location thus far in the central Ohio area -- at Sawmill Road and I-270 and operates efficiently. The Schedule is an aggressive one based on the City's longstanding commitment to move the project forward to completion as quickly as possible. Some funding sources the City of Grove City has obtained are schedule sensitive. Previous project schedules have focused on a speculative construction contract award date in The current schedule would advertise for construction bids in the late summer or fall of The Budget reflects the current scope and aggressive schedule. It was formulated based on ODOT's prescription for handling construction cost inflation. Project construction costs were arrived at based on the proposed SPUI interchange design, estimated quantities per preliminary engineering studies, and prices via ODOT's own cost estimating software and other guidelines. Estimates have been determined in 2010 dollars. Though these key considerations are still subject to minor changes as project development progresses and required updates are determined, such matters reflect process requirements and changing economic conditions. Nevertheless, the City of Grove City - as is evidenced through its six-year collaborative partnership with ODOT to address the aging and obsolete condition of the facility, as well as its exceptional level of financial support for it - is committed to seeing the project reach completion as early as practicable. The SR665 Interchange is only one component of ODOT's long-term agenda for modifying and enhancing the freeway system that services southern Franklin County. This interchange, itself, is approaching fifty years of age and has never been improved. Similarly, neither I-71 south of Stringtown Road, nor I-270 between US23 and I-71, have been upgraded since their original construction and constitute the only remaining two-lane sections of interstate highway in the county. These parts of the freeway system are all currently in some level of planning or preliminary engineering toward their respective improvement. Locally, given the exceptional growth and development that Grove City has enjoyed in this area over the last five years, the widening of SR665 on both sides of the interchange provides for significantly increased mobility for moving east or west over the I-71 corridor. Coupled with the recent development of the new Buckeye Parkway, as well as with the enhancement of Stringtown and Hoover Roads, this project will dramatically improve the roadway network and reduce both local and overall congestion in the larger area. The City of Grove City has invested more than six years of effort and more than $6 million of its own funds thus far in advancing the overall SR665 project. For the interchange, itself, Grove City is committed to providing another $5.05 million of its local funds. Considering all three phases together, the City will contribute approximately $12.1 million of its own funds, or nearly 27.5 percent of the project's total $44.2 million estimated cost. Additionally, Grove City has successfully collaborated with members of the US Congress regarding the project, securing more than $10.6 million in approved Federal earmark funding for another 24 percent of the project's financial requirements. Phase Two of the overall project, the relocation of Haughn Road (which is prerequisite to improving the interchange), will soon go forward as a public-private partnership between Grove City and SWACO. The City is providing more than $0.9 million of its own funds, while SWACO is contributing approximately $0.9 million in cash and additional $2.6 million via assessments against its property. SWACO's total funding contribution of nearly $3.5 million constitutes 80 percent of Haughn Road's funding requirements and more than 8 percent of the total project. Numerous local civic organizations, local businesses, units of state, county, municipal and township government are all in full support of advancing the project as soon as possible. In addition to SWACO's direct financial investment in the project, several of the local business operations that have a substantial reliance on the use of this interchange, such as FedEx and TigerPoly, previously and confidently bought into the promise of this improvement reaching fruition and moved forward with their own substantial expansion projects wherein millions of capital investment dollars have already been expended and hundreds of new jobs have been created. Name Title Phone Number Philip D. Honsey City Administrator Signature Date

9 MPO Acknowledgement (If applicable) Name MPO Phone Number Robert Lawler, Director of Transportation MORPC (614) Signature Date ODOT District Acknowledgement Name District Phone Number Thomas J. Wester, Deputy Director ODOT District Signature Date Rev