INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

PROJECT INFORMATION

US 74 Corridor Opportunities for Rural Efficiency and Safety Project Name: Improvement (CORESI) Project Sponsor: North Carolina Department of Transportation Louis M Mitchell, PE Western Deputy Chief Engineer NCDOT Primary Contact: [email protected] 1 South Wilmington Street Raleigh, NC 27601 919.707.2511 Was an INFRA application for this project submitted previously No Project Costs (YOE) INFRA Grant Request $63,532,250 Estimated Federal Funding (Excluding INFRA) $0 Estimated Non-Federal Funding $237,396,633 Future Eligible Project Costs $300,928,883 Previously Incurred Project Costs $24,100,244 Total Project Costs $325,029,127 Are matching funds restricted to a specific component. If so, N/A which one Project Eligibility Approximately how much of the estimated future eligible 52% of the corridor length is located on the National Highway project costs will be spent on components of the project Freight Network. Approximately $128.4M of the $300.1M of currently located on National Highway Freight Network YOE future eligible costs, or 43%, are located the National (NHFN)? Highway Freight Network. Approximately how much of the estimated future eligible project costs will be spent on components of the project 100% currently located on the National Highway System (NHS)? Approximately how much of the estimated future eligible project costs will be spent on components constituting railway- N/A highway grade crossing or grade separation projects? Approximately how much of the estimated future eligible project costs will be spent on components constituting intermodal or freight rail projects, or freight projects within the N/A boundaries of a public or private freight rail, water (including ports), or intermodal facility? Project Location State in which project is located North Carolina Small or Large Project Large 89% of the project is located in rural regions of the state. Just Urbanized Area in which project is located, if applicable over 11% of the project is located in the urbanized are of Charlotte Population of Urbanized Area Charlotte, NC – 1.5 million

i INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

PROJECT INFORMATION

Is the project currently programmed in the: All interchange and bypass projects are currently programmed • TIP in the NCDOT STIP with the exception of R-4045: • STIP • Shelby Bypass (R-2707D & E) • MPO Long Range Transportation Plan • Interchange R-5797 • State Long Range Transportation Plan • Overpass R-5819 • State Freight Plan • Interchange R-5820 • Interchange R-5751 R-4045 will be programmed in the STIP upon successful receipt of grant monies. The provision of fiber optic cabling is included in the Governor’s Long-Range Vision for 2040. Provision and use of technology to serve travelers is called out in State Long Range Transportation Plan All of these projects are also identified in the following long-range planning studies: • North Carolina State Freight Plan (2017) • 2045 Metropolitan Transportation Plan/Gaston Cleveland Lincoln MPO (2018) • Comprehensive Transportation Plan/Robeson County (2011) • Comprehensive Transportation Plan/Columbus County (under study). Note that full application, all appendices, and all supporting documentation can be found at: https://connect.ncdot.gov/resources/INFRA2020-US74/Pages/default.aspx

ii INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

Contents

Summary Table...... i Project Description ...... 1 Efficiency...... 1 Safety...... 2 Resiliency ...... 2 Broadband...... 3 Project Location ...... 4 Spatial Coordinates of Project Location...... 4 Section I: Mooresboro to Shelby...... 6 Section II: Charlotte to Rockingham ...... 7 Section III: Lumberton to Wilmington ...... 7 All Sections: Installation of Fiber Optic Cabling ...... 9 Project Parties ...... 9 Grant Funds, Sources, and Use of All Project Funding...... 9 Use of Funds ...... 10 Merit Criteria ...... 10 Economic Competitiveness and Travel Time Savings...... 11 Connected and Autonomous Vehicles ...... 11 Safety...... 11 Innovation and Resiliency ...... 11 Technology Innovations ...... 11 Leverage Federal Funding ...... 12 Project Readiness...... 12 Previous Studies ...... 12 Design and Cost Estimation ...... 12 Project Schedule...... 13 Right-of-way Acquired...... 14 Environmental Regulatory Requirements ...... 15 Performance and Accountability ...... 15 Plan to Address Lifecycle Costs ...... 15 Accountability ...... 15 Project Management ...... 15 Identification of Preferred Delivery Model...... 16 Innovation in Project Delivery and Environmental Clearance...... 18 Categorical Exclusion (CE) Checklist ...... 18 Section 404/NEPA Merger Process and General Permit 31...... 18 Project ATLAS...... 19 Large Project Requirements...... 19

iii INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

corridor, with outcomes stemming from the Project Description implementation of the Project to include: an increase in vehicle capacity; faster travel times The US 74 Corridor Opportunities for Rural throughout the entire corridor; a decrease in Efficiency and Safety Improvement (CORESI) recurring and non-recurring congestion; and project (the Project) is a comprehensive program improved safety conditions resulting in a reduction of highway improvements along approximately 330 in accidents and fatalities . Furthermore, the miles US Route 74 (US 74) corridor in southern installation of fiber optics cabling along these North Carolina between Asheville and Interstate sections of US 74 will enable the foundation I-40 near Wilmington. Stretching over 500 miles for the future deployment of ITS technologies from Chattanooga, TN to Wilmington, NC, US 74 providing tremendous potential for many other is a vital freight corridor, a primary connector route communications mechanisms including broadband between Interstates 26, 40, and 85, and 95, and internet, cameras, and future connected and serves as the most direct route between the largest autonomous vehicle (both passenger and freight) population centers in western and southern parts technology. The rural and semi-rural communities of state. Connecting the mountains to the sea, US along the candidate project corridor currently lack 74 is key to the movement of freight between the adequate broadband services, isolating these Port of Wilmington, Charlotte and the interstate communities from opportunity, hindering economic system of the southeastern United States. It is also growth, and generating safety implications through a crucial evacuation route for the southeast of the inconsistent access to 911 and emergency state in times of severe weather events . services . North Carolina’s US 74 corridor passes through The impact on commercial road freight movement largely rural regions of the state and is currently as a result of the delivery of The Project will be characterized by inconsistencies in travel speeds, significant. In improving the consistency of control recurring bottlenecks at signaled intersections, and of access through more than 300 miles of the a relatively high occurrence of vehicular accidents US 74 corridor, commercial freight will be able as the corridor passes directly through regional to traverse the southern part of North Carolina centers. The primary objectives of the CORESI and connect to a significant part of the country’s project are to improve efficiency (travel time),safety, eastern interstate system in a reliably more efficient infrastructure resiliency, and the provision of and safer manner. The majority of intersection- broadband fiber along the entirety of the US 74 to-interchange upgrades within the Project take corridor between Asheville and Wilmington through place between on the nationally recognized Critical a series of intersection-to-interchange upgrades, Rural Freight Corridor (CRFC) between the Port of the completion of the final stages of a major bypass Wilmington and Lumberton and will both enhance around Shelby, and ITS and signal improvements. commercial road freight movement between the Notably, the completion of the Shelby Bypass and Port and Interstate 95, the freight backbone of the the upgrade of the Lattimore intersection to an Atlantic Coast, as well as between the Port and interchange in Mooresboro will create a freeway Charlotte, the largest city in the Carolinas. facility between Asheville and Charlotte. Lastly, the Project will include the installation of fiber \ Efficiency optic cabling along nearly the entire length US 74 project corridor where this is currently not available, Currently, travel along the US 74 corridor between enabling future ITS technology and bringing high Asheville and Wilmington is characterized by speed telecommunications including broadband to inconsistencies in travel speed . As the corridor large swathes of rural North Carolina. traverses the southern sections of the state, the The delivery of the Project will bring about a allowable speed limit decreases from 55 mph to harmonization and continuity of free flow travel 45 mph or 35 mph before returning to 55 mph conditions along several parts of this key freight once outside the communities, increasing to 70 1 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI) mph in portions where US 74 runs concurrently Figure 1: Fatal Read End Collision at Lattimore along Interstate 74. Signalized intersections as Intersection, Mooresboro, NC the corridor passes through certain rural and regional communities cause through traffic to come to halt causing recurring congestion in those areas . The implementation of the CORESI project will deliver controlled access and continuity of allowable highway speeds along the several key sections of the US 74 corridor between Asheville and Wilmington. In upgrading intersections to interchanges in five locations along the project’s alignment, as well as completing the bypass of Shelby, as well as the provision of signal synchronization in those areas where signalized Source: Shelby Star intersections remain, commercial and passenger vehicles will be able to move along the corridor The upgrading of five intersections along the US in a significantly more efficient manner. This in 74 corridor, including the aforementioned Lattimore turn, could cause an increase in the number of interchange at Mooresboro, will significantly reduce commercial freight vehicles utilizing the corridor the potential for rear end collisions through the to traverse the state, thereby leading to a general, elimination of variable speed limits and signalized albeit moderate, reduction in congestion along the intersections as the corridor passes through these state’s interstate system as drivers choose to utilize communities. In general, the continuity of allowable the more efficient US 74 corridor. As discussed speed reduces the probability of all typologies of in more detail in the application’s Merit Criteria vehicular accidents and in delivering controlled section, it is estimated that the delivery of the access along the majority of its alignment between CORESI project will result in the reduction of nearly Asheville and Wilmington, the US 74 will become a 6 million and 54 million commercial and passenger safer, more efficient highway corridor. Furthermore, travel hours, respectively, in its first thirty years of the installation of fiber optic cabling and various operation . ITS mechanisms will both allow for faster average response times by emergency services and \ Safety adaptive traffic management through real time notification of traffic incidents. Vehicular accidents and fatalities occur with As discussed in more detail in the application’s regularity along the US 74 corridor with many of Merit Criteria section, it is estimated that the these accidents caused in part to the consistently delivery of the CORESI project will result in the variable speed limits. Drivers failing to reduce avoidance of 1,910 accidents and 23 fatalities their speed as they approach intersections in rural along the US 74 corridor in its first thirty years of and regional communities has led to a heightened operation . occurrence of rear end collisions . Several of these have proven fatal, such as a July 2019 \ Resiliency accident in which a commercial driver, failing to reduce their speed as they approached the The US 74 corridor between Wilmington and Lattimore intersection in Mooresboro (shown in Lumberton is a key evacuation corridor for coastal Figure 1) plowed into a series of cars stopped at communities during major storm events. The the intersection, resulting in a fatality and several state has experienced significant disruptions injuries . to transportation mobility and connectivity with recent Hurricanes Matthew and Florence, with the latter (coupled with riverine flooding) turning

2 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

Wilmington into a veritable island for a sustained during major weather event such as hurricanes. period. The ability to forecast, report, and scenario This investment will also permit NCDOT to manage test transportation infrastructure flooding provides the corridor in a coordinated manner with I-95 operational awareness that is critical during these and US-70 (Future I-42) where fiber is already events to minimize disruptions and save lives . To being installed under a separate INFRA grant, address the regular, and increasing, occurrence and implement state-of-the-art wind and water of major storm events in North Carolina, monitoring, prepare for future implementation of NCDOT, partnering with the Federal Emergency connected and autonomous vehicles . Management Administration (FEMA) developed The installation of fiber optic capacity lines in the Flood Inundation Mapping Alert Network for the highway rights-of-way prepares the US Transportation (FIMANT). This system is a web- Route 74 corridor for adoption of connected and based tool used to provide NCDOT officials and autonomous vehicles . While the rate of adoption emergency management stakeholders with real- for connected and autonomous vehicles is growing time and forecasted flood inundation depths along and the subject of much industry speculation, the roads, bridges, and other NCDOT assets in support transportation industry has agreed that it is no of risk-based decision-making during flooding longer a question of if there will be connected and events . autonomous vehicles but rather the question is Various ITS elements – specifically gages and when they will be prevalent. Moreover, there is a sensors distributed along the roadway and on cost to not preparing to support the adoption of this structures – to be installed as part of the CORESI emerging technology as applications of the newest project, coupled with the installation of fiber transportation innovations will not be supported optic cabling to enable this ITS components, will in lagging economies—sending economic growth expand the scope, functionality, and efficacy of elsewhere . The US 74 Corridor Opportunities for the state’s FIMANT network. The delivery of these Rural Efficiency and Safety Improvement project components will significantly increase the resiliency proactively positions the nationally significant US capabilities of the US 74 corridor, enhancing 74 corridor to be prepared for this transportation NCDOT’s responsiveness during major storm and revolution. Lastly, the installation of fiber optic flooding events by generating data and reports for cabling along the corridor would significantly use in disaster response and planning. augment state’s broadband network access to rural regions. This would provide significant societal \ Broadband benefits to these outlying rural regions and in areas with pockets of disadvantaged communities. The installation of fiber along the entirety of the The delivery of the CORESI project will result in US 74 corridor between Wilmington and Asheville the realization of multifaceted outcomes improving would enable the utilization of various ITS the safety, efficiency, and resiliency of the US mechanisms resulting in improved efficiency and 74 corridor between Asheville and Wilmington. safety metrics. The deployment of ITS elements Commercial road freight between the Port of enabled by the fiber backbone along the corridor, Wilmington to Charlotte, the interstate system, such as variable synchronization of traffic signals and Asheville, moving along the corridor in a to address changing traffic patterns, will result in more efficient manner with much of the recurring faster average travel times for both commercial and congestion, safety incident hotspots alleviated or passenger traffic. eliminated through the project’s improvements. The capability of emergency services will be The introduction of ITS elements, as supported enhanced, with real time notification of incidents by the installation a fiber optic spine along the leading to faster response times. ITS elements entirety of the US 74 corridor, will enhance the enabled by the installation of the fiber backbone state’s capability to address traffic management – along the corridor will allow for the more holistic including the movement of road freight – before, coordination and control of traffic management during, and following major storm events. 3 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

Project Location

The CORESI project name comprises ten discrete components: y The conversion of the Lattimore intersection in Mooresboro to an interchange (R-4045); y The completion of the remaining two segments of the Shelby Bypass (R-2707 D & E); y The conversion of four signalized intersections to interchanges along the corridor between Interstate-95 (near Lumberton) and Interstate 140 (near Wilmington) in eastern North Carolina (R- 5797, R-5819, R-5820, and R-5751); y The installation of ITS technologies to enable signal synchronization, improve traffic management, monitoring, and incident response; y Vulnerability and stress testing to assess performance of infrastructure assets in flood prone areas during major weather events; y The installation of approximately 280 miles of fiber optic cabling along the US 74 corridor between Wilmington and Asheville in remaining areas where it is not already installed. With the exception the installation of fiber optic cabling, the CORESI project’s components are generally located in three sections of the US 74 corridor, as shown below in Figure 2. For simplicity of project component identification, the three sections of the US 74 corridor where infrastructure works are proposed are referred to as Sections I, II, and II, and are shown Figure 2. \ Spatial Coordinates of Project Location

The CORESI project boundaries are at the US 74’s meeting with the I-40 in Asheville (82° 36’ 42”W 35° 33’ 16”N) in the west and where the corridor meets the I-140 west of Wilmington (78° 4’ 48”W 34° 15’ 30”N) in the east .

4 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

Figure 2: Map of CORESI Projects

Source: NCDOT, AECOM

5 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

The following is a more detailed description of each of the components of the project. Section I: Mooresboro to Shelby Two components of the CORESI project are located in Section 1 . These two components are: y Upgrade of Lattimore intersection into an interchange; and y Completion of segments D & E of the Shelby Bypass.

Figure 3: CORESI Project: Segment I Components

+ ITS Infrastructure

FR IN A 74 R-4045 nd F through ¤£ dba iber Broa New R-2707D

R-2707E

85 26

SECTION I

Source: AECOM Lattimore Interchange at Mooresboro There is currently no existing control of access as the US 74 passes through Mooresboro. The CORESI project proposes constructing a grade separated interchange as SR 1168 (Lattimore Road/Academy Street) thereby removing the existing signalized intersection and allowing for the free flow of traffic. This project component will be programmed in the STIP as R-4045 with the successful receipt of grant monies, and conceptual design for the interchange can be found in the Supplemental Materials, provided with the application . Shelby Bypass Segments D & E A regional center with a population of approximately 20,000, Shelby is the county seat of Cleveland County and the largest population center between Asheville and Charlotte along the US 74 corridor. Home to a major Walmart distribution center, Shelby is one of the largest generators of freight traffic along the western aspects of the corridor. Congestion occurs regularly as US 74 through travelers combine with local traffic and encounter Shelby’s several signalized intersections. Construction of Section A of the 17-mile bypass of Shelby began in 2013 and Section B began in 2014, with both segments being completed in 2018. Construction on Section C began in 2017 and is scheduled to be completed in 2022. Construction on the remaining two sections, comprising roughly seven miles, are slated to commence in 2023 with completion scheduled in 2026. The completion of the Shelby Bypass will result in through traffic avoiding the congested arterial through Shelby, thereby delivering faster travel times, improved safety conditions through the avoidance of interaction with local traffic and variable speeds, and the more efficient movement of road freight along this section of the corridor. 6 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

With the completion of the Shelby Bypass and the Lattimore interchange in Mooresboro, motorists will have a full freeway facility with free-flow conditions and full control of access between Asheville and Charlotte. Section II: Charlotte to Rockingham Between Charlotte and Rockingham, the US 74 corridor passes through urban, suburban, and rural settings. With thirteen miles of this sections designated as a Critical Urban Freight Corridor (CUFC) under the National Highway Freight Network, much of this section is characterized by a high number of signalized intersections. NCDOT’s Office of Logistics + Freight estimates delay in at these intersections resulted in approximately $3.5M in cost of delay to commercial enterprise between 2017-2019. The CORESI project proposed the installation of ITS infrastructure through this section which, enabled by the fiber optic cabling to be installed over half the length of Section II, will enable signal synchronization and improved traffic management and monitoring. The fiber optic cabling and ITS infrastructure will allow for the synchronization and enhancement of up to ten existing closed loop systems (including the busy urban centers at Monroe, Marshville, and Wadesboro), better coordinating almost 80 signals along US Route 74 between Charlotte and Rockingham. An overview of the Segment II CORESI project components are shown in Figure 4.

Figure 4: CORESI Project: Segment II Components

Source: AECOM

Section III: Lumberton to Wilmington Section III of the CORESI project begins near its convergence with Interstate 95 and terminates at its convergence with Interstate 140. The entirety of the US 74 corridor in Section III is designated as a Critical Rural Freight Corridor and it runs concurrent with Interstate 74 for approximately three miles in the section. Project components within Section III include the construction of four grade separations (three interchange and one grade separation) to replace existing signalized intersections and the installation of gauges and other ITS elements. The ITS technologies will be installed along the roadway and on existing structures to expand the capability of the state’s traffic management systems thereby improving infrastructure resiliency and the capability of the state’s coordination and response in the face of major storm events. In Section III,

7 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI) proposed broadband fiber along US Route 74 will connect to existing fiber from I-140 to Wilmington’s Traffic Management Center (TMC).

Figure 5: CORESI Project: Segment III Components

Source: AECOM

Section III, Interchange 1 The existing at-grade signalized intersection at Boardman Road will be replaced by a grade separated interchange. This project component is programmed in the STIP at R-5797, and preliminary design for the interchange can be found in the Supplemental Materials, provided with the application. Section III, Interchange 2 The existing at-grade signalized intersection at Chauncey Town Road will be replaced by a grade separated interchange. This project component is programmed in the STIP at R-5751, and preliminary design for the interchange can be found in the Supplemental Materials, provided with the application. Section III, Interchange 3 The existing at-grade signalized intersection at NC 72/ NC 130 will be replaced by a grade separated interchange. This project component is programmed in the STIP at R-5820, and preliminary design for the interchange can be found in the Supplemental Materials, provided with the application. Section III, Grade Separation A grade separation will be constructed over Old Lake Road, allowing for free flow traffic on US 74 over the existing at-grade intersection. This project component is programmed in the STIP at R-5819, and preliminary design for the grade separation can be found in the Supplemental Materials, provided with the application . ITS Installations, Flood Gauge Devices, and Vulnerability Testing A variety of ITS technologies will be installed in Segment III. Traffic incident/event management capital improvements to this section will include dynamic message board signs for real-time communication

8 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI) with roadway users and traffic cameras for real- percent of NCDOT’s overall budget and about time remote traffic monitoring. Flood gauge 45 percent of its construction budget, generated devices will be installed in flood prone areas to through the federal motor fuel tax and vehicle allow for real-time infrastructure monitoring and fees (mostly on trucks). NCDOT understands rerouting during weather events in Columbus and USDOT reporting requirements and maintains the Brunswick Counties. Lastly, NCDOT will implement records and accounting systems that will allow it to vulnerability assessments and stress tests of comply with USDOT’s reporting and administration portions of Segment III to test the performance of requirements . known flooding locations with a range of design The Department’s role(s) for the Project includes: storms to determine when and how long flooding y INFRA 2020 Discretionary Grant Applicant occurs through intensive hydraulic modeling. and Recipient responsible for administering All Sections: the grant if selected for award; Installation of Fiber Optic Cabling y Funding partner; NCDOT proposes laying down approximately y 280 miles of fiber optic cabling along the US Owner/acquirer of the right-of-way; 74 corridor between Asheville to Wilmington. In y Ensuring efficient integration of the CORESI addition to enabling the various ITS infrastructure project into existing programs of highway included in the program of works of the CORESI upgrades along the US 74 corridor, as well project, thereby facilitating the faster movement as planned projects; of passenger and freight movement along the corridor, the fiber backbone will enable future y Oversight of the capital project delivery; ITS elements such as those addressing dynamic y Monitor operations and maintenance traffic management and connected/automated standards for outsourced services and vehicles. The fiber backbone will bring high speed maintain assets where outsourced telecommunications to the rural and regional agreements do not apply; and communities along the US 74 corridor, providing a platform for increased economic development y Innovative contracting partner with the and improved social equity for their residents. The potential to generate revenue from installation of the fiber optic cabling also presents the leasing of fiber optic cable in the a significant revenue generating opportunity for corridor right-of-way to private sector NCDOT through the leasing of the cable to the telecommunications providers . various telecommunication providers . The program manager and grant administrator for the CORESI project will be Louis M Mitchell, PE, Project Parties NCDOT’s Western Deputy Chief Engineer. NCDOT is responsible for maintaining Grant Funds, Sources, and approximately 80,000 miles of roadways and 18,000 bridges and culverts across North Carolina, Use of All Project Funding as well as supporting rail, aviation, ferry, public transit, bicycle and pedestrian transportation. The total costs of delivering the CORESI project is With an annual operating budget of about $5.0 estimated at approximately $280.5 million. billion, the NCDOT is responsible for building and An overview of the project costs associated with maintaining the State’s transportation network. each of the individual components of the CORESI Federal funding accounts for a little over 20 project is shown in Table 1 . All costs provided in $2020.

9 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

Table 1: CORESI Project Funding PROJECT COMMITTED COMMITTED INFRA TOTAL PREVIOUSLY STIP COMPONENT FEDERAL STATE FUNDS COST EXPENDED Shelby Bypass R-2707D&E $0 $120,500,000 $10,000,000 $130,500,000 $19,242,000 Lattimore Rd . R-4045 $0 $3,140,000 $12,560,000 $15,700,000 $0 Interchange Boardman Rd. R-5797 $0 $27,200,000 $0 $27,200,000 $1,660,364 Interchange Old Lake Rd. R-5819 $0 $14,175,000 $0 $14,175,000 $1,102,578 Interchange Chauncey Town Rd. R-5820 $0 $26,906,000 $0 $26,906,000 $610,337 Interchange NC 72/NC 130 R-5751 $0 $20,700,000 $0 $20,700,000 $1,491,163 Interchange Broadband & ITS N/A $0 $8,621,000 $34,484,000 $43,105,000 $0 Resiliency N/A $0 $440,000 $1,760,000 $2,200,000 $0 Total Cost $0 $221,682,000 $58,804,000 $280,486,000 $24,106,442

Source: NCDOT This table includes the $24.1M in costs already expended by NCDOT on design, preconstruction, and construction activities. These sunk costs have also been appended to the total project cost in the application’s quantitative analysis, a technical memorandum for which can be found in the Supplemental Materials, provided with the application. Together, the total project cost is approximately $305M. \ Use of Funds

This grant application is focused on improving the safety and efficiency of mobility across the US 74 corridor in North Carolina and improving the resilience of its assets and traffic management systems. Approximately eighty nine percent of the project’s $280.5 million capital costs are associated with construction; the remainder is for design, right-of-way acquisition, engineering, construction management and project management. $24.1M has already been expended on projects components, approximately $19M of it on Shelby Bypass sections D & E. Four of the five interchanges have incurred costs thus far averaging $1.2M.

Merit Criteria

The delivery of the CORESI project will generate benefits and impacts which align directly with several of the sought-after outcomes and merit criteria of the INFRA program. Most notably, the project will deliver significant economic benefits related to more efficient and safer freight travel along the US 74. Each of the project components which make up the larger CORESI project are shown to be cost effective, and the overall project delivers a benefits-costs ratio (BCR) of 2.5:1 at a 7% discount.A detailed technical memorandum discussing the methodology, approach, assumptions, and finding of the benefits-costs analysis (BCA) can be found in the Supplemental Materials, provided with the application.

10 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

\ Economic Competitiveness the delivery of the CORESI project’s interchange and Travel Time Savings improvements and Shelby Bypass sections D&E will, over its first thirty years of operation, result The proposed improvements of the CORESI project in 1,900 fewer accidents, four hundred fewer – particularly those which will alleviate congestion injuries, and twenty-three less fatalities than if through the provision of free-flowing controlled the project was not to take place. Safety benefits access, will generate significant time savings for associated with the delivery of the CORESI project both commercial and personal users of the US 74 generate approximately $93M over the thirty-year corridor. Bundled together, the ten components of assessment period . the CORESI project generate approximately $395M \ in efficiency benefits representative of faster travel Innovation and Resiliency times and reduced congestion. Various ITS elements – specifically gages and Completing the Shelby Bypass will remove conflict sensors distributed along the roadway and on with local traffic and will result approximately structures – to be installed as part of the CORESI $140M in travel time savings and operating project, coupled with the installation of fiber cost benefits. The delivery of the five proposed optic cabling to enable this ITS components, will interchanges will result in a combined reduction expand the scope, functionality, and efficacy of in passenger vehicle travel times and commercial the state’s FIMANT network. The delivery of these truck operating hours estimated at $87M over the components will significantly increase the resiliency thirty-year assessment period. The myriad ITS capabilities of the US 74 corridor, enhancing upgrades and installations along the US 74 corridor NCDOT’s responsiveness during major storm and are estimated to generate $165M in combined flooding events by generating data and reports for efficiency benefits. use in disaster response and planning. Connected and Autonomous Vehicles Technology Innovations The installation of fiber optic cable along the corridors would provide the groundwork for the Using ITS to manage capacity and prepare for future of autonomous vehicles . Fiber optic cable connected and autonomous vehicles would be constructed by 2026 along the US 74 The fiber cable capacity has both near-term corridor. As smart vehicles are becoming more and longer-term applications. In the near term, affordable, drivers will increasingly be driving NCDOT can connect communications and autonomous vehicles. Preparing the transportation monitoring equipment to implement integrated infrastructure for these new vehicle capabilities corridor management (ICM) practices to obtain allows for the continued safe and efficient more reliable throughput. Utilizing this new movement of goods and people along corridors. communications infrastructure to manage traffic The eventual utilization of the connected and through ICM is anticipated to reduce the incidence autonomous vehicles will further improve safety. of crashes, reduce emissions, and utilize capacity The delivery of the CORESI project will deliver an more efficiently. Longer-term, the provision of fiber estimated $133M in benefits over the assessment cable prepares the corridor for eventual adoption period . and use of autonomous and connected vehicles . The agency is proactively preparing these corridors \ Safety for future technologies as the market evolves. The ability to accommodate future technologies is Delivering projects which reduce the number of important given the critical role that these corridors accidents and fatalities on North Carolina’s roads play in the national highway travel network. is the top objective of NCDOT . It is estimated that

11 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

Opportunity Creation Through Provision of components . All proposed investments are located Broadband within an active highway corridor, with no change in The installation of fiber along the entirety of the the existing land use. The environmental process US 74 corridor between Wilmington and Asheville is underway. Mitigation for environmental permits would enable the utilization of various ITS is facilitated by a Division of Mitigation Services. mechanisms resulting in improved efficiency and The 401/404 permitting requirements would be safety metrics. Furthermore, the installation of fiber coordinated with the North Carolina Department of optic cabling along the corridor would significantly Environmental Quality. augment the state’s broadband network access \ to rural regions. This would provide significant Previous Studies societal benefits to these outlying rural regions and in areas with pockets of disadvantaged The components of the CORESI project have been communities. High speed telecommunications identified as priority projects in state and regional provide greater accessibility and opportunity to long-term planning, including the following: these communities – for employment, education, y 2045 Metropolitan Transportation Plan/ and healthcare and could be considered as a Gaston Cleveland Lincoln MPO (2018) proxy for the members of these communities to y Comprehensive Transportation Plan/ pursue their goals. Enhanced connectivity and the Robeson County (2011) opportunity it will provide will enable the improved livability of these communities, as well as fostering y Comprehensive Transportation Plan/ economic development and investment attraction, Columbus County (under study) thus equating to an improved quality of life. In this sense, the installation of fiber along the US 74 The provision of fiber optic cabling is included in the corridor can be seen as an agent of social equity. Governor’s Long-Range Vision for 2040. Provision and use of technology to serve travelers is called \ Leverage Federal Funding out in State Long Range Transportation Plan Links to the above studies can be found at the NCDOT and its project partners has committed CORESI applications website, https://connect . to contribute approximately $222M of state ncdot.gov /resources/INFRA2020-US 74/Pages/ funds toward the CORESI project. This excludes default.aspx . approximately $24M of state funds that have already been expended. This represents a local \ Design and Cost Estimation match of approximately 79%, with the INFRA ask of $58.8M making up the remaining 21% of the The designs and cost information presented in the project costs . Supplemental Materials are based on recent similar successfully completed projects by NCDOT. The Project will use a combination of Design-Bid-Build, Project Readiness Design-Build, or Progressive-Design-Build procurement methods. There is a 45 percent Should the Project be approved for INFRA grant contingency on roadway items and 15 percent on funding, NCDOT is ready for obligation as soon as structure items . The cost estimates are the result of the necessary documentation can be executed. a preliminary engineering study that evaluated the All components of the US 74 CORESI project existing facilities and the feasibility of the proposed will be programmed in the STIP if the requested improvements employing appropriate design INFRA grant monies are received. The Project has criteria. All costs and designs have been reviewed been developed through extensive planning with by NCDOT’s engineering staff. NCDOT’s hydraulics public consultation, with preliminary engineering team has reviewed all proposed resiliency and design nearly complete on several major investments and the proposed modeling strategy. 12 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

\ Project Schedule

Certain components of the CORESI project are already undergoing design and preconstruction activities. Construction is proposed to commence in Q2 of 2021 on the interchange components and construction is scheduled to be completed on all project component by Q4 of 2026. Assuming awards are made in mid- 2020 and it takes the balance of the year to complete an agreement, the environmental work could begin on several of the project elements immediately in 2021. Construction can begin quickly within 18 months of completion of environmental work—no later than 2023. A gaant chart of the schedule for the Shelby Bypass, the five interchanges and the installation of fiber optic cabling is shown in Figure 6. A gaant chart of the schedule for the CORESI project resiliency elements is shown in Figure 7.

Figure 6: Proposed Schedule for the Delivery of the CORESI Project Highway Construction Elements

Source: NCDOT, AECOM

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Figure 7: Proposed Schedule for the Delivery of the CORESI Project Resiliency Elements

Source: NCDOT, AECOM

\ Right-of-way Acquired

Table 2: Anticipated Dates of Environmental Clearance by Project Component FINAL SCHEDULED STIP PROJECT DESCRIPTION ENVIRONMENTAL DATE DOCUMENT

US 74 Improvements Four lane divided freeway on new location. East of NC 150 to R-2707D&E EIS ROD Complete West of SR 1001 (Stoney Point Road). Upgrade expressway to freeway with interchange at SR 1168 (Academy Street/Lattimore Road). Make modifications to SR CE Anticipated based R-4045 1257 (Duncan Drive) and SR 1167 (Main Street) to control Summer 2022 on similar projects access on US 74 and provide alternate access to adjacent properties . SR 1506 (Boardman Road). Upgrade at-grade intersection to R-5797 CE Complete an interchange. SR 1740 (Old Lake Road). Convert at-grade intersection to R-5819 EA Spring 2020 overpass . SR 1735 (Chauncey Town Road). Convert at-grade R-5820 EA Spring 2020 intersection to interchange.

R-5751 NC 72/NC 130. Upgrade at-grade intersection to interchange. CE Spring 2020

CE anticipated based Broadband & ITS Broadband along US 74 from Asheville to Wilmington. Winter 2021 on similar projects Source: NCDOT

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All proposed investments are located within an Plan to Address Lifecycle Costs active highway corridor, with no change in the NCDOT’s approach to providing for operations existing land use. NCDOT will require additional and maintenance funding is one of the innovations acquisition of right-of-way for the delivery of the of the Project. NCDOT planning to issue a CORESI project. Right-of-way acquisition needs procurement to handle maintenance of US 74 have been studied through the various feasibility under a Flexible Asset Management Services studies and environmental documents completed (FAMS) contract that outsources these activities or under way for projects R-2707D&E, R-4045, to the private sector . Under this approach, R-5797, R-5819, R-5820, and R-5751. performance standards and levels of service will \ be established under the contracts to ensure the Environmental Regulatory lowest life-cycle costs are achieved. NCDOT Requirements will manage the operations and maintenance of improved US 74 corridor with its own resources . The environmental process is underway. Mitigation As this is an upgrade of an existing facility, the for environmental permits is facilitated by a Division additional operations and maintenance costs of Mitigation Services. The 401/404 permitting represent a small fraction of the Department’s requirements would be coordinated with the existing responsibilities. North Carolina Department of Environmental Quality and any participating federal agencies. Accountability Based on project experience elsewhere in the North Carolina regularly uses performance Project area, it is anticipated that the appropriate metrics to track outcomes over time and assesses National Environment Policy Act (NEPA) action is investments through the STI process to ensure a documented Categorical Exclusion (CE) in most that the state uses its dollars in the most efficient cases with two Environmental Assessments (EAs) way to obtain long-range objectives. If selected required. However, it is recognized that the FHWA for award, NCDOT proposes to negotiate a set of will make the determination regarding the NEPA milestone dates for the completion of each of the action required . NCDOT’s participation in USDOT’s project’s components . NCDOT proposes to return innovative environmental process and also in the ten (10) percent (or $10 million, whichever is lower) Pilot Program to use GIS scans of the project area of the Project component cost for any component to reduce data collection will help expedite project not opened to the public for public use within six implementation . If, for unforeseen reasons, the months of the agreed upon construction completion project does not qualify for a categorical exclusion, milestone for that specific project component. NCDOT has institutionalized several environmental Using this approach, USDOT can monitor NCDOT’s review innovations from FHWA’s Every Day Counts performance in managing the Project and hold Toolkit to expedite environmental review which NCDOT accountable for its delivery. could be applicable to elements of the CORESI project’s program of \ Project Management

\ Performance and North Carolina is divided into 14 highway divisions. Accountability The US 74 corridor traverses six of the NCDOT divisions, and CORESI project elements are This section describes NCDOT’s plan to address located in each of these six different divisions. lifecycle costs, the construction performance While each of these divisions will be responsible metrics it will meet to demonstrate its accountability for aspects of the projects, the overall program in the delivery of this Project, and its efforts to will be managed centrally by NCDOT’s Project foster interstate commerce . Management Unit Priority Projects Team out of NCDOT’s main office in Raleigh.

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In 2018, NCDOT announced the Integrated Project Delivery (IPD) initiative, a culture where “we promise what we are going to do and deliver what we promise.” The purpose of IPD is to improve project delivery with transparent, repeatable and accountable processes that are effective and efficient, in order to meet the NCDOT Secretary’s “12-24-36” mandate. “12-24-36” refers to the number of months to complete environmental documentation and preliminary engineering – 12 months for a Categorical Exclusion, 24 months for an Environmental Assessment, and 36 months for an Environmental Impact Statement. In response, NCDOT undertook the task of reviewing all of its policies and procedures and challenging staff to come up with more efficient ways of delivering projects. Recommendations are now being implemented and new policies and procedures drafted for a new model focused on tailoring project development to the individual characteristics of a project. The key elements of the model are continuity in staff using a “project custodian” that stays with the project, more robust environmental and engineering screening earlier in the process to identify issues and allow for right-sizing of the project development process, and fewer re-do loops by integrating project planning, environmental analysis, and design into a coordinated process. Overall, there are low risks associated with the delivery of the CORESI project to schedule and to cost utilizing BUILD funding as: NEPA approvals can be cleared through a Categorical Exclusion; there is no right-of-way that needs to be purchased; and the proposed procurement process will be competitive. An overview of the project risk assessment matrix is shown in Table 3.

Table 3: Project Risk Assessment – CORESI Project RISK RISK MITIGATION STRATEGY CATEGORY Getting a qualified contractor The market is competitive due to the limited availability of work, in Low available to construct the Project part due to constrained transportation funding by the State. Obtaining the quantum of funding If full funding is not available, the project can be scaled as necessary, required to carry out the entire Low with certain segments or construction elements prioritized over project others . NCDOT is expecting categorical exclusions for all elements of the Environmental regulatory approvals, Low Project. The majority of the corridors’ projects will be constructed in permitting, and clearances existing NCDOT right-of-way. NCDOT will set specific paving parameters to maximize construction and build in phases if needed. With the exception of parts of Construction schedule Low Segment III during major storm events, these areas of North Carolina are not affected in terms of the seasonality of construction. If cost overruns materialize, the project can be scaled as necessary, Cost overruns Low with certain segments or construction elements prioritized over others . Source: NCDOT

\ Identification of Preferred Delivery Model

NCDOT utilizes a project delivery selection matrix (PDSM) tool to determine the preferred method of project delivery. Currently, there are several types of project delivery systems available for publicly funded transportation projects. The most common systems are Design-Bid-Build, Design-Build, and Progressive- Design-Build (PDB). Design-Bid Build (DBB) is the traditional delivery method in which an agency designs a project and awards a construction contract to the lowest bidder based on a completed design and associated construction documents. The agency “owns” the details of design during construction and the risk associated with any change conditions, unknowns, errors, or omissions encountered during construction.

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Design-Build (DB) is a project delivery method in NCDOT uses the following systematic approach which the agency contracts with a single entity to to understand the delivery options; evaluating complete design and construction for a project. potential delivery methods; compiling the results Characteristically, the project will have been in descending preference; and recommending the designed to approximately 15 to 30 percent and will appropriate delivery method for the project. have a well-defined scope and allocation of project Step 1 comprises the NCDOT project team risks at the point invitations to bid are requested via obtaining a complete understanding of the project. a low-bid or value-based procurement. The design- By reviewing the project scoping report, they will builder retains the risks associated with design, understand the overall project goals, risks, funding quantities, constructability, etc., which are normally constraints, and stakeholder needs. retained by the agency, resulting in greater cost Step 2 comprises the NCDOT project team and schedule certainty. evaluating the appropriateness of each delivery Progressive-Design-Build (PDB) is a project method for the project via five distinct criteria: delivery method in which the agency contracts 1 . Cost Impacts; directly with a single entity (the PDB team) that includes both a designer and contractor. The 2 . Schedule Impacts; agency oversees and directs the PDB team when finalizing the project’s scope and developing the 3 . Opportunity to Manage Risk; design/construction documents to minimize overall 4 . Complexity of Design and Construction project risk, improve delivery schedule, and apply Phasing; and potential innovation (including contractor-led input) to meet or exceed project goals. Under this delivery 5 . Opportunity for Innovation. method, a project will have been designed to approximately 5 to 10 percent and will have only a This decision matrix methodology provides a partially defined scope and have limited definition/ list of typical advantages and disadvantages allocation of project risk when the PDB team is associated with each method to be considered procured via qualifications-based selection to when evaluating a delivery. This list of advantages participate in the pre-construction phase . and disadvantages is not exhaustive, and the No single project delivery method is appropriate Project Team will need to supplement additional for every project. Each project must be examined characteristics, when appropriate, to further individually to determine how it aligns with the describe the advantages and disadvantages of attributes of each available delivery method. each delivery method based on their knowledge and professional judgment. The project delivery method is the process by which a construction project is comprehensively In referencing the advantages and disadvantages designed and constructed including project scope as well as the project’s goals, challenges, definition, organization of designers, constructors opportunities, risks, and complexities, the project and various consultants, sequencing of design and team will form a consensus opinion of the most construction operations, execution of design and appropriate delivery method for each of the five construction, and closeout and start-up . Thus, the criteria, summarizing the key issues to arrive at this different project delivery methods are distinguished opinion . by the manner in which contracts between the Step 3 is identifying the recommended delivery agency, designers and builders are formed and the model. The first task of Step 3 involves the color technical relationships that evolve between each coding of each criterion cell based on the criteria party inside those contracts. assessment in Step 2 (with red the lowest ranked and green the highest ranked). An example of a completed table is provided below in Table 4 .

17 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

Table 4: Example of Project Delivery Methodology Criteria Matrix Analysis

CRITERION DBB DB PDB

Criterion 1: Cost Impacts

Criterion 2: Schedule Impacts

Criterion 3: Opportunity to Manage Risk

Criterion 4: Complexity of Design and Construction Phasing

Criterion 5: Opportunity for Innovation

Source: NCDOT The last task of Step 3 is the summarization of the delivery method preference analysis and identification of the recommended delivery method for the project under evaluation. \ Innovation in Project Delivery and Environmental Clearance

Categorical Exclusion (CE) Checklist In early 2017, FHWA and NCDOT executed a Categorical Exclusion (CE) Checklist to help streamline project delivery. NCDOT anticipates that 95 percent of all environmental documentation requirements can be met with this CE Checklist under this agreement. Based on project experience elsewhere in the Project area, it is anticipated that the appropriate National Environment Policy Act (NEPA) action is a documented Categorical Exclusion (CE) in most cases with two Environmental Assessments (EAs) required. However, it is recognized that the Lead Federal Agency will make the determination regarding the NEPA action required. NCDOT’s participation in USDOT’s innovative environmental process and also in the Pilot Program to use GIS scans of the project area to reduce data collection will help expedite Project implementation. Section 404/NEPA Merger Process and General Permit 31 Since 1997, NCDOT has used the Section 404/NEPA Merger Process to develop projects. This environmental streamlining strategy was developed cooperatively by the Federal Highway Administration and the US Army Corps of Engineers and was called “merger” because it basically “merges” decision- making for two federal regulations, the National Environmental Policy Act, or NEPA, and Section 404 of the Clean Water Act, or CWA. In the Merger Process, a team of agency representatives meet at seven strategic decision (concurrence) points in the NEPA/SEPA project development and permitting process to discuss and concur on major project decisions. This process ensures that NCDOT will receive all permits necessary to implement a project in a timely manner. As part of the IPD initiative, NCDOT, in coordination with other Merger signatory agencies, is currently updating the process to allow for more flexibility in how it is applied to individual projects in order to streamline the decision-making process. This includes early identification of permitting strategies, such as use of the US Army Corps of Engineer’s Regional General Permit 19820031

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(GP 31). GP 31 is unique to North Carolina; it authorizes impacts to Waters of the US for “best-fit” widening projects without an impact threshold, providing an option for these projects that is more efficient than utilizing an individual permit. Project ATLAS In 2019, NCDOT released Project ATLAS (Advancing Transportation through Linkages, Automation, and Screening), a web-based platform that provides a data access and storage framework to support informed project development. ATLAS consolidates statewide spatial data from a variety of into a single source with GIS based tools for screening and mapping environmental features and identifying potential constraints and impacts. In addition, the ATLAS Workbench provides a forum for managing projects and storing key project documents. The Workbench steps teams through all facets of the project lifecycle and tracks the progression of a project based on reporting from multiple NCDOT Units. Since its initial release in June 2019, more than 900 NCDOT and private engineering consultant staff have been trained to use ATLAS, and it is being incorporated into all aspects of project delivery.

Large Project Requirements

The CORESI project meets the INFRA grant program requirements to qualify as a large project. The manner in which the project is compliant with the INFRA grant program requirements for a large project are discussed in more detail in Table 5 below.

Table 5: Compliance of CORESI Project with INFRA Grant Large Project Requirements

LARGE PROJECT REQUIREMENT RESPONSE

1 . Does the project generate national or The CORESI project will deliver a significant and diversified basket of regional economic, mobility, or safety economic benefits with the largest generator of benefits comprising reduction benefits? in travel times along the corridor for both commercial vehicles and personal vehicles, a reduction in the occurrence of vehicular accidents and fatalities, and a substantial reduction in commercial vehicle operating hours. Please refer to the Supplemental Materials, provided with the application for a detailed technical memo on the findings of the Benefits-Costs Analysis of the CORESI project . 2. Is the project cost effective? The CORESI project delivers a BCR of approximately 2.5:1 at a 7% discount. Generating approximately $585M in discounted benefits, the CORESI project has a net present value of approximately $355M. Please see the Supplemental Materials, provided with the application for a detailed description of the BCA undertaken to support this application.

19 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

LARGE PROJECT REQUIREMENT RESPONSE

3 . Does the project contribute to one or The completion of the CORESI project will outcomes consistent with several more of the National Goals listed under of the National Goals listed under 23 U.S.C. 150. These include: 23 U.S.C. 150? A . Safety – The upgrade of five intersections to interchanges, thereby allowing for continuity of controlled access, will lead to a reduction Is the Project in the interest of the in the occurrences of vehicular accidents . In particular, these United States to focus the Federal-aid improvements will significantly reduce the occurrence of accidents highway program on the following involving commercial vehicles and passenger vehicles at existing national goals: intersections, a common occurrence where the US 74 corridor, and A . Safety — To achieve a significant which has led to several fatalities in recent years. reduction in traffic fatalities and B. Infrastructure Condition – The CORESI project program contains serious injuries on all public roads . several elements aimed at improving the resiliency of the US 74 B . Infrastructure condition — To corridor regarding both preparedness and traffic management in maintain the highway infrastructure the face riverine flooding and major storm events. Several new asset system in a state of good interchanges will be built and a seventeen mile bypass will be repair . completed resulting in these sections of the corridor being in a good C . Congestion reduction — To achieve state of repair . a significant reduction in congestion C . Congestion Reduction – The CORESI project will reduce congestion on the National Highway System . and increase travel speeds through the US 74 corridor. The D . System reliability —To improve replacement of signalized intersections with free flow interchanges, the efficiency of the surface coupled with synchronized signaling at the remaining intersections will transportation system . improve traffic operations for both commercial and passenger users along the corridor. The project will generate nearly $400 million dollars E . Freight movement and economic in travel time saving benefits. vitality — To improve the national freight network, strengthen the D . System Reliability – The CORESI project is the only continuous ability of rural communities to east to west highway corridor across southern North Carolina and is access national and international a critical connection of the trade network. The implementation of the trade markets, and support regional CORESI project will ensure that this critical section of the state and economic development . nation’s freight network is able to achieve, and sustain, enhanced efficiency. F . Environmental sustainability — To enhance the performance of E . Freight Movement and Economic Vitality – The project would the transportation system while significantly reduce travel times for commercial vehicles through protecting and enhancing the continuity of controlled access and synchronized signalization. Over natural environment . the assessment period, the CORESI project will generate a reduction of approximately 6 million commercial vehicle operating hours. G . Reduced project delivery delays — To reduce project costs, promote F . Environmental Sustainability – The CORESI project program jobs and the economy, and expedite contains several elements aimed at improving the resiliency of the US the movement of people and goods 74 corridor regarding both preparedness and traffic management in the by accelerating project completion face riverine flooding and major storm events. through eliminating delays in the G . Reduced Project Delivery Delays – Through delivering the project development and delivery components of the CORESI project concurrently, and in utilizing the process, including reducing innovative project delivery tools and processes described in the Project regulatory burdens and improving Readiness section, NCDOT will accelerate implementation of these key agencies’ work practices . elements and reduce future user delays caused by implementing the discrete components separately. 4 . Is the project based on the results of Yes. Each of the ten individual elements have gone through preliminary preliminary engineering? design and engineering phase to inform right of way needs and initial contractor estimates .

20 INFRA Grant Application US 74 Corridor Opportunities for Rural Efficiency and Safety Improvement (CORESI)

LARGE PROJECT REQUIREMENT RESPONSE

5a. With respect to non-Federal financial All funding for the Project is secured. Shelby Bypass segments D&E are commitments, does the project have undergoing preconstruction activities and state agencies have already one or more stable and dependable expended a combined $24.2M on six of the project components. NCDOT is funding or financing sources to using several state sources of funding, all of which have been committed and construct, maintain, and operate the are in use by the Project. project? 5b . Are contingency amounts available to Contingency amounts for the CORESI project are between 5-10% of the cover unanticipated cost increases? estimated construction costs depending on the number and complexity of the various elements included in the program mix for each of the segment improvement programs. NCDOT finds these contingency levels to be appropriate to be able to add these to the current Project . 6 . Is it the case that the project cannot be Without INFRA funding, NCDOT will not be able to carry out all of the easily and efficiently completed without CORESI project components concurrently. This would require future projects other Federal funding or financial to complete these improvements, missing out on the economy of scale of assistance available to the project including them with the current Project and requiring future user delays and sponsor? safety issues during construction. 7 . Is the project reasonably expected to Preconstruction activities for each of the ten CORESI project components begin construction not later than 18 INFRA elements can begin within eighteen months of award. Several of the months after the date of obligation of project components are already undergoing preconstruction activities. funds for the project?

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