Submitted By: Oklahoma Department of Transportation

Supporting information can be found at:

US-75 & I-44 Tulsa County FASTLANE

ODOT Contact : Chelley Hilmes, Comptroller Financial Manager, ODOT. (405) 521-2591 email: [email protected] This project was submitted for FASTLANE funding in FY 2016 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 ° Intermodal or freight rail project, or freight $86,948,830 NSFHP) project within freight rail, water, or NO intermodal facility?

If yes, specify: ° Matching funds restricted to ° NA NO specific project component? ° NSFHP $ to be spent on above two items: NA

State: Oklahoma

Begin: Lat/Long: 36˚5’20.40”N / 96˚01 ˈ50.17”W Inclusion in Planning Documents:

End: Lat/Long: 36˚5’23.40”N/ 95˚59’36.12”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, 2015 686,033 ° State Freight Plan: NA *elements of this project are included in the current STIP and TIP documents

Submitted by: Oklahoma Department of Transportation

CONTENTS 1.0 Project Description ...... 1 2.0 Project Location ...... 4 3.0 Project Parties ...... 6 4.0 Grant Funds, Sources and Uses of Project Funds ...... 6 4.1 Future Eligible Cost ...... 6 4.2 Availability and Commitment of all Committed and Expected Funding Sources and Uses of all Project Funds 6 4.3 Federal Funds Already Provided and Required Matching Funds for Those Funds ...... 7 4.4 Detailed Budget ...... 7 4.5 Amount of Requested NSFHP Funds ...... 7 5.0 Merit Criteria ...... 7 5.1.1 Economic Outcomes ...... 8 5.1.2 Mobility Outcomes ...... 10 5.1.3 Safety Outcomes ...... 11 5.1.4 Community and Environmental Outcomes ...... 13 5.2 Other Review Criteria ...... 14 5.2.1 Partnership and Innovation ...... 14 5.2.2 Cost Share ...... 14 6.0 Large/Small Project Requirements ...... 14 7.0 Cost-Effectiveness ...... 15 7.1 Regional Benefits ...... 17 8.0 Project Readiness ...... 18 8.1 Technical Feasibility ...... 19 8.2 Project Schedule ...... 20 8.3 Required Approvals ...... 21 8.3.1 Environmental Permits and Reviews ...... 21 8.3.2 State and Local Approvals ...... 23 8.3.3 State and Local Planning ...... 23 8.3.4 Assessment of Project Risks and Mitigation Strategies ...... 24 8.3.5 System for Award Management (SAM) Information ...... 24

Figures

FIGURE 1: I-44 Map ...... 1 FIGURE 2. Proposed Typical Section for I-44 ...... 2 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 ...... 9 FIGURE 9: Selected Corridor Crash Statistics ...... 11 FIGURE 10: I-44 Crash Severity Cluster Map (2010-2014) ...... 11 FIGURE 11: HollyFrontier’s Tulsa Refinery ...... 12 FIGURE 12: Key Demographic Groups ...... 12 FIGURE 13: Project Schedule ...... 20

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 ...... 10 Table 5: Large Project Requirements ...... 14 TABLE 6: Benefit Estimates by Merit Criteria ($millions), 20-year Analysis Period (2023–2042) for Local Impacts ... 15 TABLE 7: Overall Results of the Benefit-Cost Analysis (Local Impacts) ...... 16 Table 8: Merit Criteria and Cost-Effectiveness - Summary of Infrastructure Improvements and Associated Benefits (Regional Impacts), Millions of 2015 Dollars ...... 18 Table 9: Overall Results of the Benefit Cost Analysis (Regional Impacts), Millions of 2015 Dollars ...... 18 TABLE 10: Summary of Schedule Highlights ...... 21 TABLE 11: Agency Coordination to Date ...... 22

1.0 PROJECT DESCRIPTION

Currently, I-44 in Tulsa, between- I- FIGURE 1: I -44 Map 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 (see Figure 1 ). 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 the total project cost of $109,770,620 for the I-44/US-75 interchange improvements project. ODOT has incurred over $1,000,000 of this cost to date.

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 The FASTLANE project of growing intra- and interstate freight demands, address significant safety issues, scope includes the and upgrade to current interstate standards. However, it is necessary to proceed replacement of two in phases. Thus, the critical project that is the subject of this application is as bridges at 33rd W. described below. Avenue, one bridge at The project includes the reconstruction of approximately one mile of I-44, from Union Avenue, and two the I-44/Union Avenue grade separation to the Arkansas River. The project will bridges at the US-75/I-44 widen I-44 from four through lanes to six through lanes (see Figure 2 on the interchange - all are next page). The project will also include bridge replacements along this corridor rated STRUCTURALLY to facilitate the ultimate configuration of I-44. These improvements include the DEFICIENT or replacement of the bridges on I-44 over 33 rd W. Avenue, the bridge on Union FUNCTIONALLY Avenue over I-44, and the bridges on US-75 over I-44 . All of this work is OBSOLETE. The one-mile anticipated to be constructed within existing right-of-way , except for some segment between Union minor acquisitions at the I-44 and Union Avenue grade separation. The project will Avenue and the Arkansas include a new median barrier with pier protection for safety where I-44 runs River will be widened to 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. six lanes. Currently, there is no shoulder and the barrier walls are insufficient.

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 Reports and Technical Information.) 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 I-44 TRAFFIC VOLUMES facilities, and recreation. Congestion and frequent accidents in the corridor pose a regionally 2015 significant transportation challenge, affecting the reliability of movement of freight and people. As vehicles per day the only remaining 4-lane piece of interstate in the 84,000 Tulsa metropolitan area, the proposed improvements will relieve a significant bottleneck 2040 and provide a safer, continuous 6-lane interstate corridor through the city. The project will also 105,000 vehicles per day 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’ plan to extend these lanes on Union Avenue to the north and south.

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. Eventual improvements also include improved local street connections, including extending 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.

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

FIGURE 5: Tulsa Transportation Management Area (TMA)

FIGURE 6: Project Elements Map

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

SOURCES OF FUNDS (IN $1,000S)

State Funds Federal Funds Future FASTLANE Total Project Eligible Funds Cost Previously Previously Future Future Costs USES OF FUNDS Incurred Incurred Environmental and 216.92 417.21 867.66 1,668.83 2,086.04 3,170. 62 Engineering ROW and Utilities 43.60 174.40 218.00 218.00

Construction 20,000.00 20,000.00 60,000.00 100,000.00 100,000.00

Contingency 1,276.40 1,276.40 3,829.20 6,382.00 6,382.00 and Other TOTAL 216.92 21,737.21 867.66 23,119.63 63,829.20 108.686.04 109,770.62

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 4.4 Detailed Budget Cost estimates were developed by the Project Component Cost ($1,000s) project engineer based on estimated 3,170 quantities and similar projects Engineering and Environmental constructed in the State of Oklahoma Right of Way and Utilities 218 during FY 2015-2016. A pre-construction and construction schedule, and detailed Construction cost estimate are included as a part of ° Bridges at Union Ave and 33rd Avenue the application attachments. (See US-75 25,000 & I-44 Tulsa County FASTLANE Reports West and Technical Information.) A summary ° Bridges at I-44/US-75 Interchanges 50,000 of the project costs is presented in ° Widening I-44, Union Avenue to River 25,000 Table 2. ° Contingency 6,382 4.5 Amount of Requested Total 109,770 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 of the merit outcomes highlighted in the FASTLANE program. In general, 1 Reduces congestion and delay in an important truck freight corridor 2 Updates Eisenhower-era (and oldest portion of) Interstate in Oklahoma 3 Improves Safety on a dangerous and outdated highway

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 Oklahom a

2010 20 40

FIGUR E 8: Improving Connectivity between Freight Modes of Major Freight Generators and Rail Lines 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.

TABLE 3: Forecasted Population Growth Trends

2010 2040 % Increase Study Corridor Tulsa MSA 937,478 1,195,666 27.5% Tulsa County 605,127 754,740 24.7% Impact of Population Growth: Table 3 summarizes forecasted population growth trends for the region Project Area 8,489 10,967 29.1% and study area, which are in the 25- to 30-percent

range between 2010 and 2040. These population growth assumptions underlie the travel-demand forecasting that supports the need for the project. To accommodate the anticipated population 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.

5.1.2 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.

TABLE 4: Bridge Condition Bridge Age (Years) Sufficiency Rating

US-75 NB over I-44 53 49.4 | Structurally Deficient US-75 SB over I-44 53 50 .4 | Structurally Deficient

Union Ave over I-44 51 62.8 | Functionally Obsolete I-44 EB over 33rd W Ave 64 63.7 | Functionally Obsolete I-44 WB over 33rd W Ave 64 63.6 | Functionally Obsolete

Reduction of Highway Congestion and Bottlenecks: The project will increase the base capacity of I-44 by one lane in each direction, and The corridor carries twice as will thus address a substantial portion of the last remaining four-lane much traffic as the next highest segment of I-44 in the Tulsa region. More broadly, this project is a key volume river crossing in Tulsa 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.

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 project will also improve mobility for the population residing in the project area. Improvements to Union Avenue, Skelly Drive, and E. 51 st Street 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. 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.

5.1.3 Safety Outcomes Crash rates along the study corridor are notably higher than the statewide average for similar facilities, as shown in Figure 9 on the The corridor’s overall next page . The overall crash rate is just over 4 times the statewide crash rate is just over 4 average, and the fatal crash rate is over 3.5 times the statewide times the statewide average . As Figure 9 illustrates, the most prevalent type of crash on the corridor average, and the fatal is the rear-end collision, accounting for nearly half of all crashes. In addition, nearly half of all crashes on the corridor occurred during the peak commute crash rate is over 3.5 periods, when congestion is at its maximum. Figure 10 illustrates the location and times the statewide severity of crashes on I-44 in the last five years. The portion of the corridor average. between Union Avenue and the Arkansas River sees the highest concentration of crashes. The I-44/US-75 improvement project, and the ultimate full interchange reconstruction of which this 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.

FIGURE 9: Selected Corridor Crash Statistics

Crash Rate(2010-2014) Ratio to Within the Statewide Statewide Severity Project Limits Average Average Visible Injury 66.8 11.37 5.88 Fatal 2.3 0.63 3.65 All Crashes 254.7 63.55 4.01 FIGURE 10: I-44 Crash Severity Cluster Map (2010-2014)

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. 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 FIGURE 12 : Key Demographic Groups 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.

HollyFrontier’s Tulsa refinery, serving the Mid-Continent FIGUR E 11 : Region of the U.S. with a crude oil capacity of 125,000 HollyFrontier’s Tulsa Refinery 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.

The Project is anticipated to generate substantial safety outcomes as represented by nearly $42 million (discounted at 7%) in accident cost reduction. 5.1.4 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 low- income 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 to local streets such as Union Avenue, Skelly Drive, and E. 51 st Street will provide better connectivity to and from I-44 as well as between project area neighborhoods, particularly on the north side of I-44. Improvements also include the addition of bicycle lanes on Union Avenue, providing a safer facility for non-vehicular 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 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 2017.

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 5.2.1 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 one- way 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.

5.2.2 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.

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 See Section 5.0 economic, mobility, safety benefits? Is the project cost effective? See Section 7.0 Does the project contribute to one or more of the See Section 5.0 Goals listed under 23 USC 150? Is the project based on the results of preliminary See Section 8.0 engineering? With respect to non-federal financial commitments, See Section 4.0 does the project have one or more stable and dependable funding or financing sources to construct, maintain, and operate the project?

Are contingency amounts available to cover See Section 4.0 unanticipated cost increases? Is it the case that project cannot be easily and See Section 4.0 efficiently completed without other federal funding or financial assistance available to the project? Is the project reasonably expected to begin See Section 8.0 construction not later than 18 months after the date of the obligation of funds for the project?

7.0 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.

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 ($millions), 20-year Analysis Period (2023–2042) for Local Impacts

Merit Criteria Benefit Categories 7% Discount Rate 3% Discount Rate Travel Time Savings $94,996,690 $168,998,387 Economic Vehicle Operating Cost -$50,589,923 -$87,892,489 Savings 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 travel-time category, totaling nearly $95 million when discounted LARGEST LOCAL PROJECT BENEFITS at 7 percent. Safety benefits are the second largest category of benefits, totaling nearly $42 million when st discounted at 7 percent. Net vehicle operating costs 1 increase due to the additional roadway traffic induced due to the additional available capacity. Net over the $95M in travel time savings 20-year period of the analysis, emission cost nd reductions increase slightly. 2 Considering all monetized benefits and costs, the estimated internal rate of return of the project is 7.23 $41.7M in safety benefits 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 1.02. 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 1.58. Table 7 summarizes these results.

TABLE 7: Overall Results of the Benefit-Cost Analysis (Local Impacts) (Dollar figures are in millions of 2015 dollars) Project Evaluation Metric 7% Discount Rate 3% Discount Rate Total Discounted Benefits $86.2 $155.2 Total Discounted Costs $84.2 $98.1 Net Present Value $2.0 $57.1 Benefit / Cost Ratio 1.02 1.58 Internal Rate of Return (%) 7.23% Payback Period (years) 10 years

1.02 1.58 Local Benefit/cost Local Benefit/cost ratio ratio

at the 7% discount rate at the 3% discount rate

In addition to the monetized benefits presented in Table 7, the project would generate other benefits that are difficult to monetize as explained below.

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.

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.

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.

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.

7.1 Regional Benefits All results for the Benefit Cost Analysis are estimated for the local segments in the immediate vicinity of LARGEST REGIONAL PROJECT BENEFITS the project which will be the most directly impacted. However, in addition to these localized st benefits, a select link analysis of the Project’s 1 impacts has demonstrated significant benefits to the broader transportation network in the region. $296M in travel time savings Moreover, the cooperative partnership between nd Oklahoma Turnpike Authority, the MPO (INCOG), 2 ODOT, City of Tulsa, and Tulsa County to advance the long planned and NEPA-cleared Gilcrease $55M in safety benefits Expressway is expected to add traffic volumes once built, 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 below.

Table 8: Merit Criteria and Cost-Effectiveness - Summary of Infrastructure Improvements and Associated Benefits (Regional Impacts), Millions of 2015 Dollars

Current Status or Summary of Changes to Population Baseline & Economic Results ($M Baseline / Type of Impacts Affected by Problems to be Benefit Discounted Alternatives Impacts Addressed at 7%) Improved travel Travel Time Increase the speeds, reduced Passenger and Vehicle capacity of I-44 by long-term vehicles, Operating $295.78 Travel Delays for widening I-44 from congestion, fuel trucks Cost Passenger four through lanes savings Savings Vehicles and to six through lanes Passenger Emissions Trucks due to along with other Emission Savings vehicles, Cost $4.44 congestion on the spot infrastructure trucks Reduction I-44. improvements Passenger Accident along the corridor. Improved Safety vehicles, Cost $54.63

trucks Reduction Table 1: Overall Results of the Benefit Cost Analysis (Regional Impacts), Millions of 2015 Dollars 4.21 6.63 Regional Regional Benefit/cost ratio Benefit/cost ratio at the 7% discount rate at the 3% discount rate Project Evaluation Metric 7% Discount Rate 3% Discount Rate Total Discounted Benefits $354.9 $650.9 Total Discounted Costs $84.2 $98.1 Net Present Value $270.7 $552.8 Benefit / Cost Ratio 4.21 6.63 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 25.04 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 4.21. 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 6.63.

8.0 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 ten years. ODOT has completed the preliminary engineering and environmental reviews to enable the start of this project immediately upon receipt of the FASTLANE award. There are projects currently underway for 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 1 mile of widening of I-44 from Union Avenue to the Arkansas River, which can be accomplished in an accelerated timeframe.

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: o Updated Design Traffic volumes o Establishment of Design Criteria for the Corridor o Conceptual plans of I-44 Mainline Widening o Conceptual plans for 2 Alternatives at the I-44/US-75 Interchange o Environmental Data Collection • Preliminary Engineering Study for Union Avenue over I-44, including o Initial Stakeholder Coordination o Identification of Preferred Alternative o Addition of Bicycle Lanes • Traffic Study for I-44 over 33 rd Avenue

ODOT intends to complete the Preliminary Engineering for the I-44 Corridor in Spring of 2017. 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 late 2017.

8.1 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 6 years involving reconstruction of 4.25 miles of urban interstate including 4 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 project schedule is presented in Figure 13 . The figure includes all major milestones. A summary of schedule highlights is shown in Table 10 . A detailed schedule is available in the Reports and Technical Information section at US-75 & I-44 Tulsa County FASTLANE.

FIGURE 13: Project Schedule

2018 2019 2020 2021 2022 Task Name Complete Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

Design Completion Oct 2018

Right of way acquisition & Feb 2019 utility relocation

Approval of Plans, Specification & Estimate Dec 2018 (PS&E)

Funding Obligation Dec 2018

State & Local Approvals Apr 2018

Project partnership & Jun 2018 Implementation Agreements

Construction Jul 2022

TABLE 10: Summary of Schedule Highlights Project Activity Date ° NEPA and environmental reviews and approvals − Re-evaluation of Interchange September 2017 − Environmental on remainder of I-44 project September 2017 ° Design completion October 2018 ° Right of way acquisition & utility relocation February 2019 ° Approval of plans, specification and estimate (PS&E) December 2018 ° Procurement/obligation December 2018 ° State and local approvals April 2018 ° Project partnership & implementation agreements June 2018 ° Construction Begin: June 2019; Complete: July 2022

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.

8.3.1 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 2016. 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 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 FASTLANE Reports and Technical Information) was approved by FHWA in 2002. 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 Environmental Assessment 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 2017. 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 11 ). The City of Tulsa and INCOG have been close project partners since the project was proposed for FASTLANE funding in FY 2016. 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 11: Agency Coordination to Date Comments Received Agency Information about of tribal property provided Muscogee(Creek) Nation US Department of Interior Tribes and tribal towns contacted Bureau of Indian Affairs Project does not involve any threatened or endangered species US Department of Interior Fish and Wildlife habitat. Service Oklahoma Historical Society /Oklahoma No effects on historic properties. Archaeological Survey Project unlikely to affect threatened and endangered species. Oklahoma Department of Wildlife Conservation R. L. Jones airport located in project vicinity. Oklahoma Aeronautics & Space Commission US Department of Interior No impacts noted Bureau of Land Management No negative social, environmental, or economic impacts Eastern Oklahoma Development District expected Determined that proposed project will not result in adverse US Department of Agriculture impact on prime farmland.

The 2002 US-75 EA included coordination with federal and state resource agencies, Indian Tribes, and local entities. To date, none of the agencies consulted have identified potential issues of significance with the project. The US Fish and Wildlife Service and the Oklahoma State Historic Preservation Officer have not identified species habitat or significant historic properties in the project area. Additional consultation with these agencies will occur in tandem with the public involvement activities planned for early 2017. It is anticipated that remaining environmental clearances and permits will be obtained quickly.

Federal permits under the Clean Water Act (Section 404) may be required for minor work in jurisdictional waters such as Mooser Creek and its tributaries. It is anticipated that these activities can be covered under Nationwide Permit 14. ODOT routinely obtains these permits as part of the project delivery process and these permits are not anticipated to cause any delay.

8.3.2 State and Local Approvals Support for the project by state and local entities is indicated by the letters of support available at US-75 & I-44 Tulsa County FASTLANE . Any required state and local approvals are expected to be quickly and easily obtained. Portions of the project, including the bridges on US-75 over I-44, are currently included in the Statewide Transportation Improvement Program (STIP) and INCOG Transportation Improvement Program (TIP). As mentioned above, right-of-way and utility relocation funding is also currently programmed in the STIP. The Metropolitan Planning Organization (MPO) for the Tulsa area, the Indian Nations Council of Governments (INCOG), has committed to including the entire project in the TIP upon receipt of funding, which will then be incorporated by ODOT into the STIP. The Tulsa Regional Chamber has also prepared a letter of support for the project, citing improved access to heavy industrial complexes, allowing safer and simpler transport of goods and materials. The project is especially important for the numerous manufacturing companies who use I-44 to ship their heavy haul equipment and products to market, and for the fuel and other refinery-related investments in the area.

8.3.3 State and Local Planning The project to reconstruct I-44/US-75 interchange bridges and related improvements on I-44 addresses two state planning policies in particular: Highway The project addresses Bridge Policy #2 - Preserve and improve the 2 state planning policies: condition of highways and bridges, and Highway Bridge Policy #5- Provide for a safe, efficient, and Highway Bridge Policy #2 effective National Highway System to improve Preserve and improve the condition commercial motor vehicle mobility and connectivity. of highways and bridges The Project is also consistent with the 2015-2040 Oklahoma Long Range Transportation Plan (LRTP); the State Transportation Improvement Program is a Highway Bridge Policy #5 financially constrained document and will be Provide for a safe, efficient, and effective amended when funding is made available (see INCOG National Highway System to improve commercial letter of assurance in US-75 & I-44 Tulsa County motor vehicle mobility and connectivity FASTLANE Letters of Support). The Oklahoma DOT 2015-2040 LRTP, adopted in August 2015, is the primary policy document for these types of projects.

8.3.4 Assessment of Project Risks and Mitigation Strategies ODOT staff have presented the project concept to the Oklahoma Division of FHWA, and communication and coordination is ongoing. Main project risks identified include possible risk of contamination due to the primarily industrial land use along the corridor. Several sites that store hazardous materials are located in the corridor, including a metal fabrication shop, a machine repair location, and a bottling plant. Since the FY 2016 FASTLANE application was submitted, ODOT has conducted additional research into these sites, including obtaining available records from the Oklahoma Corporation Commission and Oklahoma Department of Environmental Quality. Two former Leaking Underground Storage Tank (LUST) sites have been identified in the corridor. While previous clean- up efforts have been completed; ODOT may elect to perform additional testing in advance of construction to mitigate any risk associated with unknown contamination. ODOT maintains a number of on-call consultants qualified to do this work, if needed. These consultants can be mobilized quickly and this work would be completed well before the funding obligation deadline.

8.3.5 System for Award Management (SAM) Information The Oklahoma Department of Transportation will submit timely and informative status reports as required, and will maintain current System for Award Management (SAM) information.