US 287 at LAMAR RELIEVER ROUTE PROJECTFASTLANE Grant Application APRIL 14, 2016

PREPARED FOR: Department of Transportation’s Nationally Significant Freight and Highway Project (NSFHP) Program

US 287 AT LAMAR RELIEVER ROUTE PROJECTFASTLANE Grant Application APRIL 14, 2016

US 287 AT LAMAR RELIEVER ROUTE

Previously Incurred Project Cost $8.3M Future Eligible Project Cost $160.0M Total Project Cost $168.3M NSFHP Request $96.0M Total Federal Funding (including NSFHP) $128.0M Are matching funds restricted to a specific project component? If so, which one? No Is the project or a portion of the project currently located on National Highway No Freight Network Is the project or a portion of the project located on the National Highway System Yes  Does the project add capacity to the Interstate system? No  Is the project in a national scenic area? No Do the project components include a railway-highway grade crossing or grade Yes separation project? Do the project components include an intermodal or freight rail project, or freight No project within the boundaries of a public or private freight rail, water (including ports), or intermodal facility? If answered yes to either of the two component questions above, how much of $6.0M requested NSFHP funds will be spent on each of these projects components? State(s) in which project is located Colorado Small or large project Large Also submitting an application to TIGER for this project? No Urbanized Area in which project is located, if applicable n/a Population of Urbanized Area n/a Is the project currently programmed in the:  TIP n/a  STIP No  MPO Long Range Transportation Plan n/a  State Long Range Transportation Plan Yes  State Freight Plan Yes

OMB Approval No. 0348-0041 BUDGET INFORMATION - Construction Programs NOTE: Certain Federal assistance programs require additional computations to arrive at the Federal share of project costs eligible for participation. If such is the case, you will be notified.

COST CLASSIFICATION a. Total Cost b. Costs Not Allowable c. Total Allowable Costs for Participation (Columns a-b)

1. Administrative and legal expenses $ .00 $ .00 $ .00

2. Land, structures, rights-of-way, appraisals, etc. $ .00 $ .00 $ .00

3. Relocation expenses and payments $ .00 $ .00 $ .00

4. Architectural and engineering fees $ .00 $ .00 $ .00

5. Other architectural and engineering fees $ .00 $ .00 $ .00

6. Project inspection fees $ .00 $ .00 $ .00

7. Site work $ .00 $ .00 $ .00

8. Demolition and removal $ .00 $ .00 $ .00

9. Construction $ .00 $ .00 $ .00

10. Equipment $ .00 $ .00 $ .00

11. Miscellaneous $ .00 $ .00 $ .00

12. SUBTOTAL (sum of lines 1-11) $ .00 $ .00 $ .00

13. Contingencies $ .00 $ .00 $ .00

14. SUBTOTAL $ .00 $ .00 $ .00

15. Project (program) income $ .00 $ .00 $ .00

16. TOTAL PROJECT COSTS (subtract #15 from #14) $ .00 $ .00 $ .00

FEDERAL FUNDING 17. Federal assistance requested, calculate as follows: (Consult Federal agency for Federal percentage share.) Enter eligible costs from line 16c Multiply X ______% $ .00 Enter the resulting Federal share.

Previous Edition Usable Authorized for Local Reproduction Standard Form 424C (Rev. 7-97) Prescribed by OMB Circular A-102

Table of Contents Cover Page CDOT Letter to Secretary Fox Standard Form 424C (Budget Information for Construction Programs) Project Narrative: A. Project Description ...... 1 The Project ...... 2 Project Size ...... 5 National and Regional Significance ...... 5 Project Users ...... 6 Project Data ...... 6 B. Project Location ...... 9 C. Project Parties ...... 9 Grant Recipient ...... 9 Other Affected Public and Private Parties ...... 9 D. Grant Funds/Sources ...... 10 Availability and Commitment of All Committed and Expected Funding Sources ...... 10 Previously Incurred Expenses ...... 10 Requested FASTLANE and Matching Funds ...... 10 E. Cost-Effectiveness ...... 10 Benefit-Cost Analysis Summary ...... 10 F. Project Readiness ...... 14 Technical Feasibility ...... 14 Project Schedule ...... 16 Required Approvals ...... 16 Assessment of Project Risks, Resiliency, and Mitigation Strategies ...... 20

Attachments Benefit Cost Analysis Letters of Support Federal Wage Rate Certification

Project Narrative

A. Project Description The Lamar Reliever Route will construct a History of the Lamar Reliever Route bypass on US 287, US 50, and contiguous Safety and mobility conflicts between local segments of US 385 around the City of traffic, trucks, other non-local traffic, and Lamar in rural southeastern Colorado. The pedestrians traveling through downtown route is heavily used by commercial trucks Lamar have long concerned local officials on the Ports-to-Plains Trade Corridor and residents. In the 1990s, community connecting Mexico to Denver through Texas, officials approached CDOT requesting a Oklahoma, and Colorado. All through traffic, study of alternate truck routes around Lamar including trucks, currently uses Main Street (population 7,800). The highway is part of through downtown Lamar causing numerous the Ports-to-Plains Trade Corridor and was community impacts and impeding efficient designated a High Priority Corridor by the freight flows. The Lamar Reliever Route will TEA-21 legislation in 1998. US 50, also a deliver free flow conditions for through traffic, provide for easy access to the commercial district, improve safety, and reduce community and environmental impacts.

Project at a Glance Purpose & Need:  Reduce truck delay on major truck route  Reduce local community impacts on Main Street

Solution:  Provide through-truck bypass and enhance access to downtown for local services

FASTLANE:  CDOT requests $96M FASTLANE grant for the $160M project. (60% match)

Figure 1: High Priority Corridors 1

designated High Priority Corridor and known intersecting highways, as well as a major as the High Plains Corridor, intersects US bridge over the Arkansas River. 287 in Lamar. Both highways are on the The bypass will significantly lessen the National Highway System. delays experienced by truck-bound freight In 1999, CDOT initiated a feasibility study of and reduce safety and environmental impacts options to relocate through-traffic; the study to the community. Large trucks account for recommended a new route east of downtown. nearly half (47%) of traffic on US 287 near Federal and state funds would be used to Lamar. The current route sends up to 1,500 design and construct the new route, requiring trucks per day directly through downtown the project to comply with the National Lamar on an undersized roadway, posted at Environmental Policy Act (NEPA). 30 mph, past six traffic signals, an at-grade railroad crossing, and twenty-six un- The Federal Highway Administration signalized crosswalks, constituting a classic (FHWA) and CDOT initiated the NEPA “Highway as Main Street” situation. process in 2002 and completed the Environmental Assessment (EA) in 2013. The proposed project also includes a two The EA was followed with a signed Finding mile realignment of US 50/US 385 where it of No Significant Impacts (FONSI) in 2014. intersects US 287. Regionally, US 50 is one of the primary east-west travel routes in The Project southern Colorado, linking Lamar and the The Lamar Reliever Route is an ideal Arkansas River valley with I-25 at Pueblo candidate for the Nationally Significant and I-70 at Grand Junction, as well as Freight and Highway Projects (NSFHP or agricultural markets in Kansas. FASTLANE) program. The proposed project Two grade separated interchanges and one will construct a modern, high-speed highway major at-grade intersection are planned to around the east side of Lamar with a grade- facilitate system movements between separated crossing over the railroad and existing US 287, US 50, US 385, the new Lamar Reliever Route, and downtown Lamar. The two-lane Lamar Reliever Route is an interim solution, designed to accommodate expansion to four lanes when and if traffic growth requires. Sufficient right-of-way (ROW) will be preserved with the proposed project to support the ultimate design. The ROW for Strong Local Support the south half of the route, previously The project has received strong and long purchased by Prowers County, will be lasting support from local officials and conveyed to CDOT at no cost. Ownership residents. According to public comments and maintenance responsibility for the recorded during preparation of the EA, the existing route (Main Street) through Lamar Reliever Route will allow residents to not will be transferred to local agencies upon “compete with trucks to do... shopping”, will completion of the project. “free roadways for the community [from Construction of the Lamar Reliever Route trucks]”, and is “essential for the safety of also includes relocation of the Lamar Port of our population.” Entry (POE) to the new route. The existing

POE is located on the north side of Lamar are currently available for the project. The and north of the Arkansas River, on US 50 total project cost for the Lamar Reliever and US 287. By state law, all commercial Route is $160 million. traffic passing within five miles of a POE The proposed project will address multiple must travel nonstop to the POE for clearance. transportation challenges by providing a The Project Solves Problems viable alternative for long haul trucks and other through travelers, avoiding travel The opportunity to obtain a FASTLANE delays and undesirable community impacts. Grant has arrived at an ideal time in the project schedule. A consulting engineer is The proposed project readily fulfills the currently under contract for project design of FASTLANE program goals and evaluation some components, but no construction funds criteria. See Table 1.

Table 1: Positive Outcomes Relationship to FASTLANE Goals Lamar Reliever Route Provides Positive Outcomes for Residents and Users FASTLANE Goals Positive Outcomes and Criteria  Improves roadways vital to national energy security. $  Supports National goals to improve interstate commerce. Economic  Improves local economic opportunities.  Removes highway from flood plain.  Ports-to-Plains Trade Corridor provides direct route alternative to congested Resiliency Interstate.  Reduces highway congestion and bottlenecks.  Reduces delay for through vehicles, including commercial trucks at signalized intersections. Mobility  Relocates Port of Entry to appropriate location.  Improves safety on Main Street by reducing exposure to vehicle conflicts between large and small vehicles.  Reroutes hazardous materials vehicles from Main Street.

Safety  Reduces delay and potential for serious crashes at at-grade gated railroad crossing on Main Street.  Improves safety at two un-signalized school crossings.  Reduces noise and vibration in commercial and residential areas.

Community &  Community residents and businesses no longer overwhelmed by trucks. Environment  Improves pedestrian, bicycling and shopping opportunities on Main Street.  City, County, Transportation Planning Region, Economic Development organization, and CDOT worked together over a period of years to achieve consensus on potentially conflicting needs.

Partnership &  Current design identified cost savings by building interim 2-lane design to satisfy Innovation traffic needs at least to 2040.  Ultimate 4-lane design may be considered after 2040 as traffic needs warrant.  CDOT 40% match.  Prowers County purchased and will contribute a large portion of the ROW. Cost Share  City of Lamar and Prowers County will assume ownership and maintenance of existing route.

Figure 2: Project Area

Project Size National and Regional Significance This is a large project by any definition. The completely new alignment offers the The Ports-to-Plains Trade Corridor opportunity to construct a highly effective The Ports-to-Plains Corridor Management and efficient facility. Plan (2004), adopted by DOTs of Colorado, Oklahoma, Texas, and New Mexico Key Features of the Proposed Project identifies the Lamar Reliever Route as a key investment to facilitate interstate commerce.  Ten miles new construction and alignment to be designated US 287 Colorado, Texas, and Oklahoma have upon completion. identified the Ports-to-Plains route in recently  Free flow conditions for through traffic. completed state freight plans as an important  Two-lane “Super 2” highway with 12’ part of the regional and national state freight concrete-surfaced travel lanes and 10’ network. The states are working to upgrade shoulders consistent with Ports-to- roadway geometries, make safety Plains multi-state design guidelines. improvements, and eliminate bottlenecks on  Two mile realignment of existing US 50 the route. to support a grade-separated interchange with the Lamar Reliever The Lamar Reliever Route is one of 15 Route. planned reliever routes on the Ports-to-Plains  Two grade separated interchanges: Trade Corridor. To date, reliever routes have been constructed in Boise City, Oklahoma; - East Interchange - US 50 at new Lamar Reliever Route. Del Rio, Texas; and Big Spring, Texas. - North Interchange - Lamar Reliever The Lamar Reliever Route is the keystone Route at existing US 287. project for Colorado’s strategic effort for the  South Gateway to Lamar - At-grade Ports-to-Plains Trade Corridor and is the intersection at US 287/New Lamar final remaining rural bottleneck on Reliever Route/Main Street. Colorado’s portion to be brought up to  Direct free-flow access to Main Street at standards for the international route. North Interchange.  Grade-separated BNSF rail crossing. The key connection of the Ports-to-Plains Corridor to CO 71/ Heartland Expressway  Other grade-separated access controls or closures to maintain optimal traffic north of Lamar at Limon, CO provides flow on the Lamar Reliever Route. continuity of the High Priority Corridors network from Texas through Oklahoma,  Three minor at-grade stop-controlled intersections to support low volume Colorado, Nebraska, Wyoming, and South local access. Dakota to Canada.  Approximately 2,000’ bridge over the The Ports-to-Plains Alliance is a non-profit Arkansas River advocacy group based in Lubbock, TX that  Minor bridges over Willow Creek and six collaborates with federal and state agencies irrigation canals and ditches. as well as partners in Mexico and Canada to  Relocation of the POE to new Lamar promote the full development of the corridor Reliever Route will minimize out of in support of national and regional economic direction travel for commercial vehicles security and development. Economic benefits required to clear the port. identified by the Alliance include:

 Connects six of the top ten farm states, The new route will be designed to Colorado’s producing $44.3 billion of agricultural Super Two specifications, consistent with goods, 25% of the US total. design guidelines developed in the multi-state  Improves efficiency and reliability to Ports-to-Plains Corridor Management Plan, increase global economic competitiveness including 12 foot concrete travel lanes, and by supporting multistate transportation 10 foot shoulders. The Lamar Reliever backbone for energy producing states: Route, with associated interchanges and other improvements will be designed to mitigate  Connects seven of the top ten US energy community impacts and accommodate travel states for installed and potential wind needs through at least 2040. energy, generating more than 5,185 megawatts, nearly 45% of the US total. Traffic – Current  Connects six of the top ten oil-producing Traffic on US 287 south of Lamar is well states and five of the top six natural-gas under capacity, but carries a very high producing states. percentage of commercial vehicles. In the  Connected states are home to nearly 25% downtown area, with the addition of local of U.S. ethanol refining capacity, with 33 traffic, traffic volumes rise to about 16,000 existing refineries. vehicles per day, including about 1,500 Source: Ports-to-Plains Alliance trucks. The truck count rises to over 1,800 See the Ports-to-Plains Alliance Website for trucks per day at the intersection with US 50. more information about the national and See Table 2. regional significance of the corridor. Traffic - Future Project Users Construction of the Lamar Reliever Route The project will be used primarily by long will remove nearly all trucks and other distance interregional and international through-trips from Main Street. The new trucking interests, as well as other travelers route will have sufficient capacity to who will not be stopping in Lamar, or those efficiently move traffic around the town and desiring direct access to the City. The project reduce delay. Projected traffic includes up to will facilitate either movement—as an efficient 2,500 trucks per day operating well below bypass or as an enhanced entry way to the design capacity. See Table 3. City. Maintaining easy access to the commercial district in Lamar is a primary consideration for local support.

Project Data The purpose and need for the project includes reducing delay for commercial trucks and reducing community impacts. Congestion, as strictly defined, is not the primary issue. The presence of a great number of large, often oversize, commercial vehicles on Main Street, and the delay inherent to a city street is identified as the primary problem to be mitigated.

Shorter Travel Time on New Route Main Street/US 287 at Savage, Cedar, Oak, Significant improvements in travel times will Olive, Maple and Avenue Colonia Streets. be achieved by vehicles using the Lamar While the new Lamar Reliever Route Reliever Route. Reductions in travel time are segment of US 287 is 1.9 miles longer, the the result of increased average and posted time saving per vehicle is 2.6 minutes per speeds, eliminating all traffic signals and vehicle. The US 50 and US 385 segments pedestrian crosswalks, and constructing a have both a distance and time savings per grade separated railroad crossing at the vehicle. See Table 4. BNSF tracks. Traffic signals are located on

Table 2: Current Traffic Data Current Future Volume/ Volume/ Route Location AADT % Trucks Trucks/day Capacity Capacity Ratio Ratio South of US 287/Main St. Downtown 4,300 27.9% 1,200 0.19 0.23 US 287/Main St. Downtown 16,000 9.1% 1,456 0.47 0.57 US 50 At Main St. 8,500 22.1% 1,879 0.27 0.36 US 287 At US 50 3,100 47.1% 1,460 0.28 0.38 Source: Colorado Department of Transportation 2015

Table 3: Future Traffic on Reliever Route 2040 Design Location Volume % Trucks Trucks/day US 287/50 at North Interchange 12,200 21% 2,560 US 50 at East Interchange 3,600 15% 540 US 287 at South Intersection 4,000 50% 2,000 Source: AECOM, 2015

Table 4: Changes in Travel Time & Distance Δ Length Speed Signals X-Walk RR Xing Time Length Δ Time (miles) (mph) (minutes) (miles) (min.) US 287 existing 9.0 30 - 65 6 8 1 12.7 + 1.9 - 2.6 new 10.9 65 0 0 0 10.1 US 50 existing 7.0 30 - 65 4 6 1 9.8 - 0.2 - 3.3 new 6.8 65 0 0 0 6.6 US 385 existing 9.2 30 - 65 6 8 0 12.1 - 1.0 - 4.1 new 8.2 65 1 0 0 8.0 Source: AECOM 2016 Hazardous Materials The current route is lined with schools, The transport of hazardous materials on businesses, and homes, and also requires each US 287/Main Street is an important safety hazardous load to cross through the at-grade concern in the City. More than 10,000 railroad crossing of the BNSF tracks on Main reported loads of hazardous substances passed Street. A spill would pose potentially through the Lamar Port of Entry between significant health and environmental risks. Source: Colorado Department of Revenue, 2011 January 1, 2011, and December 31, 2011.

Vehicle Crash History included three fatalities and three injuries. The existing signal controlled US 287 Six out of seven accidents occurred in the intersection with US 50 experienced a higher dark at un-gated crossings. Two previously number of average annual crashes than un-gated crossings were replaced over time expected during the years 2010 through 2015. as a result of accidents. The presence of on-street parking on all four The relatively low recent occurrence of intersection approaches may contribute to the recent crashes at these crossings may be above average crash experience. The mix of attributed to better lighting, slower speeds for large trucks and other vehicles may contribute both trains and vehicles, and the installation to crashes because of speed differences and nd of gated crossings on Main Street and 2 other traffic conflicts. Table 5 shows the crash Street. history on existing US 287 and US 50 within Lamar city limits. Drainage Table 5: Crash History 2010 - 2015 The current US 50 alignment is in the Willow Property Damage Only Creek floodplain and susceptible to # (%) 167 (83%) overtopping in 100-year flood events. The Injury Crashes 35 (17%) US 50 realignment will provide a bridge Truck / Bus # (%) 55 (27%) crossing that is raised out of the floodplain, Intersection US 287/ US 50 helping to preserve CDOT’s investment and 22 (11%) # (%) maintain traffic flow. The Lamar Reliever Total # Crashes 202 Route will also include a bridge crossing of Source: CDOT 2016 the Arkansas River (approximately 2,000 feet in length) designed to meet criteria for the Railroad At-Grade Crossings newly established FEMA floodplain limits There are five BNSF at-grade rail crossings and withstand major flood events. within the City of Lamar. Approximately five trains per day travel the line – three freight unit trains and Amtrak’s Southwest Chief (east bound and west bound daily). The crossing on Main Street directly affects “I’m very concerned about the safety traffic on the current US 287 alignment. of our pedestrians and other drivers. I also believe that the dust, noise, The new reliever route with its grade traffic, and loss of serenity are separated crossing will reduce delay and affecting property values in our town.” improve emergency response times when – Citizen comment from EA trains stop in town, simultaneously blocking all five at-grade crossings and limiting local mobility. The severity of potential crashes at the grade crossing may be extreme. The possibility of an accident involving hazardous materials carried by either trucks or trains is of great concern to the community, shippers, and transportation providers. At these five crossings, seven accidents have been reported on the Federal Railroad Amtrak and BNSF trains contribute to delay on Main Street. Administration database. These accidents

B. Project Location how to create a project that fits the needs of many parties. All have cooperated over the The proposed project is located in Prowers years under CDOT’s leadership to create this County in southeastern Colorado. Prowers agreement. County is a rural area with a population of 12,500; the City of Lamar has a population of Grant Recipient 7,800 (US Census, 2015). Lamar is the CDOT is the grant recipient and is a political regional center of a thriving agricultural and subdivision of the State of Colorado and an energy production area at the junction of eligible applicant as described in the Notice three NHS highways – US 287, US 50, and of Funding Availability. US 385. See Figure 2. Other Affected Public and Private C. Project Parties Parties The project is a true partnership of interested See Table 6 below. stakeholders and reflects consensus about

Table 6: Affected Parties Key Affected Public and Private Parties BNSF Requires agreement for grade separated crossing over tracks Party to a future Intergovernmental Agreement to document City of Lamar transfer of land among agencies Colorado Department of Public Safety Operator of Lamar Port of Entry Colorado Department of Transportation Project owner

Federal Highway Administration Review and approval federal expenditures

Federal Rail Administration Review and approval grade-separation Private shippers and transportation Travel time savings; Safety risks providers Party to a future Intergovernmental Agreement to document Prowers County transfer of land among agencies United States Army Corps of Engineers Floodplain permitting for work in the Arkansas River (USACE) floodplain Other Interested Parties  Amtrak  Colorado Department of Public Health &  Colorado State Land Board Environment  Arkansas River Power Authority  Ports-to-Plains Alliance  Environmental Protection Agency  Colorado Department of Revenue  Canal Owners (Historic Resources)  Prowers County Floodplain Administrator - Lamar Canal  Colorado Green Wind Power Project - Fort Bent Canal  Southeast Colorado Enterprise Development, Inc. - Hyde Canal  Colorado Historical Society - Vista del Rio Ditch  Southeast Transportation Planning Region  Lamar Chamber of Commerce  Colorado Motor Carriers Association  Lamar Community College  Twin Buttes Wind Power Project  Lamar Light & Power  Colorado Parks and Wildlife  Lower Arkansas Water Management Assoc.  US Fish and Wildlife Service  Natural Resource Conservation Service  Colorado Public Utilities Commission 9

D. Grant Funds/Sources Table 8: FASTLANE and Matching Funds Availability and Commitment of All FASTLANE Funding Request $96M 60% Committed and Expected Funding Matching Funds Sources - National Highway Freight $32 M 20% Program The proposed project will be designed, - Colorado State Senate Bill $27 M 17% constructed and operated within current 228/Other State Funds eligible costs. No future eligible costs are - Colorado Rural Regional $5 M 3% anticipated. The total requested FASTLANE Priority Funds funds (100%) will be spent on highway, Total Project Cost $160 M 100% bridge, and grade separation project Source: CDOT Memo – Division Transportation Development components. to S Transportation Advisory Committee March 16, 2016 Previously Incurred Expenses See Table 7 below. E. Cost-Effectiveness The following summary of the Benefit Cost Table 7: Previously Incurred Expenses Analysis compares the anticipated costs to Amount Year Project benefits over time. The summary identifies $6.0 M 2013-2014 EA and FONSI monetized values for costs and benefits where those values are reasonably available Preliminary Design $2.3 M 2015-2016 or can be calculated from already completed services (no construction) US 287 Strategic Corridor work such as the EA or traffic analysis Investments on 24 conducted to date for preliminary design. segments (not in project This application also lists multiple non- $175 M 1991-2012 area) to meet high priority monetized/quantified benefits as examples design standards for the that will accrue to the project over time. Ports-to-Plains Trade Corridor Benefit-Cost Analysis Summary Requested FASTLANE and The project analysis includes the construction, operation and maintenance of Matching Funds the Lamar Reliever Route over 30 years A summary of FASTLANE and matching (2023 to 2052) including design and funds is provided in Table 8. The total project construction from now through 2022. cost is $160 million, with a request for Operational improvements and maintenance $96 million or 60% of the project cost from to the existing US 287 alignment are not the FASTLANE grant program. Additional included in this analysis as these costs are federal funds totaling 20% of the project will assumed to be accrued whether or not the be used as partial match as allowable under Lamar Reliever Route is built. the program’s Notice of Funding Availability. The project matching funds are committed by This application applies two discount rates, the State of Colorado. following the FASTLANE guidelines 7% per year and 3% per year, to arrive at comparable For a detailed look at the project budget and 2016 dollar amounts. The lone exception to anticipated expenses, please see the SF 424c this is the social cost of CO2 which is usually at the beginning of this application. only examined at the 3% per year rate.

Table 9: Benefit Cost Analysis Summary Monetized Benefits (2016 $) Cost-Effectiveness Type 7% Discount Rate 3% Discount Rate Truck $34,717,000 $78,663,000 Travel Time Savings Car $5,044,000 $10,327,000 Truck ($16,670,000) ($32,125,000) Vehicle Mileage Savings Car $328,000 $663,000 Truck (621,000) (1,292,000) Emissions Reduction Car ($3,572,000) ($4,629,000) Crash Cost Savings $5,775,000 $11,906,000 Residual Value $5,915,000 $24,219,000 Inventory Carry Costs Truck $100,000 $226,000 Value Capture Around Interchanges Truck $4,706,000 $6,133,000 Total Benefits $35,722,000 $94,091,000 Costs Capital Costs ($115,645,000) ($138,599,000) Incremental O&M Costs ($278,000) ($727,000) Total Costs ($115,923,000) ($139,326,000) Benefit-Cost Ratio 0.31 0.68

Costs Benefits Present value (2016 dollars) of the project’s Present value (2016 dollars) benefits of the construction, operation and maintenance project are approximately $36 M at 7% and costs total approximately $116 M at 7% $94 M at 3%. Benefits include: and $139 M at 3%.  Travel time. Reductions in travel time are calculated per vehicle. These include Assumptions Costs include O&M expenditure for the new vehicle delay due to the train crossings Lamar Reliever Route only and do not and traffic signals as well as improved include improvements and maintenance to speeds on the Lamar Reliever Route. the existing US 287 alignment as these are  Changes in vehicle-miles traveled not assumed to be impacted with the (VMT). VMT actually increases as the construction of the Lamar Reliever Route. predominant demand is between the The interim 2 lane configuration is included north and the south, a route that is longer in the analysis. in distance than existing. Costs are calculated for an opening in 2023  Changes in vehicle emissions due to the for 30 years (2052). Earlier pre-construction traffic re-routing to the Lamar Reliever activities are also accounted for. A $4 M Route. refurbishment of the new route was assumed  Crash reduction - A crash reduction of in 2049 that will result in the pavement life approximately 270 crashes is estimated for being extended 20 years past 2052 to 2072. the 2023-2052 period with construction of the Lamar Reliever Route.

Residual value of the Lamar Reliever Route after scheduled maintenance. The existing route will also have a higher residual value given the reduction in traffic on US 287 and US 50.

 In-Transit Carry Costs reductions in inventory costs that are saved due to shorter transportation times.

 Value Capture from transportation investments than can increase adjacent land values. Non-Monetized and Non-Quantified Benefits

Non-monetized and non-quantified benefits are critical to this project, even though they may not fit within the traditional benefit cost analysis. Several factors contribute to this conclusion. The primary purpose and need for the project is increase the efficiency and reliability of commercial vehicles on the Ports-to-Plains Trade Corridor and to reduce the severe impacts on the local community resulting from approximately one truck per minute coming down Main Street 24 hours per day, every day. See Table 10 on the next page.

Table 10: Summary of Non-Monetized and Non-Quantifiable Benefits Expected Benefit Comment Reduced risk of hazardous materials spills in populated area, Hazardous Materials including the risk of closing the existing highway for cleanup and mitigation. Construction of new rail grade separation reduces exposure of Railroad vehicle traffic to train traffic and the risk of serious crashes. Decrease in noise, dust, and vibration as well as improved aesthetics Environmental Sustainability in downtown area. Stopped trains may block all existing at-grade crossings Access and Response Times for simultaneously in City of Lamar. The new route provides an Emergency Vehicles alternative route to access all areas of the City. Enhanced Land Use and Development Potential, Removal of heavy trucks from Main Street will dramatically improve Property Values, Economic opportunities in downtown area. Development, and Increased Competitiveness The societal benefits of lower traffic volumes on Main Street Quality of Life improve local quality of life, including for pedestrians and bicyclists. Increased economic activity due to $160M construction project will Construction Benefits have multi-year benefits to local and regional economic activities during the three-year construction period. The bypass serves as an effective alternative/redundant route in Resiliency case of closures due to emergencies or other incidents. The free flow movement provided by the new route will allow for Future Truck/Freight Flow truck platooning or other efficiencies associated with connected Benefits vehicle and other Intelligent Technology System applications. A case study of 190 communities reported that on average for 25 communities the size of Lamar, the long term trend was for sales of Local Economic Benefits bypassed communities to grow at nearly double the rate of sales at a control group of communities without a bypass (6.1% to 3.3%). Source: US 287 at Lamar: Economic Analysis; CH2MHill; 2003 This project does not eliminate public roadway mileage, thus Return Main Street to Local maintenance costs will increase over time. However, the return of the Agencies City’s principal arterial to local use, by Intergovernmental Agreement, has significant socio-economic and environmental benefits.

Heavy truck volumes on Main Street have socio-economic and environmental impacts in Lamar.

F. Project Readiness The proposed project will be ready for traffic from town, the entire Lamar Reliever construction well within the Department’s Route must be fully constructed and guidelines. The project will be ready to operational at the same time. proceed by November 2016. The NEPA process confirmed that the preferred US 50 Realignment and East alternative is technically feasible and that all Interchange - Design Only impacts can be mitigated. A portion of the Final design for the realignment of US 50 project (US 50 Realignment) is currently in with a temporary at-grade intersection is in the design phase using previously committed progress, funded by other sources. funds. Preliminary design of the East Interchange is included with this smaller project because Award of the FASTLANE grant will allow the it is necessary to refine the interchange entire project to be carried through final location. Final construction plans are design and construction. This schedule would expected to be complete and ready for be otherwise unachievable within the advertisement, pending funding, in spring of foreseeable future given CDOT’s anticipated 2017. revenues. The project is scheduled to be ready for construction no later than January 2019  Design of a new bridge structure to carry and completed within three years. See US 50 over Willow Creek and the Lamar Table 11: Project Schedule. Canal. The existing structure over Willow Creek is structurally obsolete (wooden) Technical Feasibility and too small to accommodate flooding The conceptual-level drawings prepared with events. Construction of the new bridge the EA have been refined to an advanced- will improve the resistance of the conceptual level which was used to generate highway to damage and closure due to a the construction cost estimate included with flood. The 550 foot long, four-span this application. A 20% construction bridge will be designed for four lanes to contingency is included with the cost accommodate future expansion. estimate. The Lamar Reliever Route cannot reasonably be split into effective phased elements. The US 50 Realignment is required to accommodate a future interchange with the Lamar Reliever Route, but by itself has little direct effect on truck traffic patterns. Construction of any segment of the US 287 portion without the entire project would not create a functional bypass. Traffic on US 287, the predominant route compared with US 50/US 385, would be unlikely to use the new route if only partly constructed. To be effective and realize the benefits of removing truck Figure 3: US 50 Realignment and East Interchange

 Design of the interchange between the  A 2,000 foot bridge structure over the Lamar Reliever Route and US 50. The Arkansas River, including all analysis primary purpose is to design the needed to conform with FEMA realignment of US 50 to meet horizontal floodplain requirements. and vertical alignments of the new  A relocated Port of Entry facility for the US 287. Colorado State Patrol to weigh and  Design for the realignment of local roads inspect commercial vehicles. A new and private property accesses. A series facility is required because the north of small bridges span Willow Creek to interchange conflicts with the existing provide access to adjacent properties. port. The new facility will be located to These bridges have low weight ratings minimize out-of-the-way travel for large and are an expensive maintenance issue trucks. for the property owner and public  An at-grade intersection (US 287 at agencies. This project will eliminate Main Street) at the south gateway to the these bridges and construct a new project. frontage along US 50 along the other side of the properties to provide driveway access.

Reliever Route: Final Design of North and East Interchanges; Final Design of South Gateway to Lamar intersection; and Construction of All Elements The FASTLANE grant award will allow for the final design and construction of the entire Lamar Reliever Route, meeting all components of the purpose and need developed in the EA.  Approximately 10 miles of new, two- lane highway designed with the possibility to expand to a four-lane Figure 4: North Interchange facility in the future. Ten foot shoulders, twelve foot lanes, and concrete pavement are currently proposed for the two-lane highway.  A grade-separated interchange at the north end of the project.  US 50 realignment (construction), including a bridge structure over Willow Creek.  A grade-separated interchange at the east interchange, including a bridge structure over the BNSF railroad and Willow Creek. Figure 5: South Gateway

Project Schedule Required Approvals The proposed project will be ready for The proposed project is well on its way to construction 27 months from the date of the compliance with required approvals due to FASTLANE Grant Award. This realistic the recent completion of the NEPA process. schedule can be met due to the prior  The US 287 at Lamar Reliever Route completion NEPA requirements and that Environmental Assessment was preliminary engineering and design work is approved on August 2013 and is already under way. Project construction is available on CDOT’s website at: US 287 anticipated to require three years to complete. at Lamar Environmental Assessment. No construction funds have been committed  The Finding of No Significant Impact to the project. (FONSI) was approved November 2014 and is available on CDOT’s website at: Table 11: Project Schedule US 287 at Lamar FONSI. Key Milestone Completion Date Environmental Permits and Reviews EA Sept 2013 The EA discusses in detail the required FONSI Nov 2014 permits, notifications, or concurrences that US 50 Realignment/East Currently under will be required during the design and Interchange (Design Only) contract construction phases. CDOT has maintained Preliminary Design July 2016 close communication with all affected parties Final Design Apr 2017 and anticipates timely receipt of all required permits and concurrences. Table 12 outlines FASTLANE Grant Sept 2016 the requirements and status of permits needed Award/Obligation before and during the construction period. Program in STIP Nov 2016 Lamar Reliever Route Potentially Impacted Resources Pending (Including North Interchange Documented in the EA FASTLANE Grant & South Gateway) The EA includes complete analysis of all Preliminary Design July 2017 environmental impacts and required mitigation. Following extensive coordination Final Design Jan 2018 with FHWA Colorado Division regarding Approval of Plan, NEPA compliance, the project team Mar 2018 Specifications, & Estimate developed a comprehensive list of approved mitigation actions and commitments. The BNSF Coordination and May 2018 Summary of Impacts and Mitigation Agreement Commitments can be found page 3-110 ROW Acquisition/ Relocation Sept 2018 (Table 3-17) in the EA which is available Environmental Permitting/ Oct 2018 online at US 287 at Lamar Environmental Other Approvals Assessment. The Summary notes 119 Advertisement & Dec 2018 mitigation commitments that will be applied Procurement Complete during design and construction phases and Construction Starts Jan 2019 address specific actions for the resources in Construction Complete Jan 2022 Table 13.

Table 12: Required Permits, Notifications, or Concurrences Permitting Agency Permit Notes  CDPS General Permit for Stormwater Discharges Associated with Construction Activities. Colorado Department of  CDPS General Permit for Construction Dewatering Activities. Public Health and  CDPS General Permit for Stormwater Discharges All required Environment Associated with MS4. permits are  Construction Permit and APEN (fugitive dust typical of similar control) Demolition Permit. large  Section 401 Wetlands and Water Quality US Army Corps of Certification. construction Engineers  Section 402 National Pollutant Discharge permit. projects and will  Nationwide CWA Section 404 permit. be acquired at FEMA  Letter of Map Revision (LOMR). the appropriate Colorado Division of point in the  Letter of concurrence. Parks and Wildlife process. No additional risks City of Lamar/Prowers  Intergovernmental Agreement to document transfer of land and maintenance agreement County/CDOT that cannot be among agencies. mitigated are Colorado State Land  Special Use Permit. anticipated. Board Department of Revenue,  Secure approval for relocation of Port of Entry, Division of Motor including IGA Carriers

Table 13: Environmental Resources Addressed in EA “I’m concerned about the hazardous Environmental Resources materials that are being transported Air Quality Noxious Weeds through our town every day. I’m Archeological concerned about the constant vibration Resources Paleontology to the older buildings in our business Floodplains ROW district.” Threatened/Endangered Geology and Soils – Citizen comment from EA Species Groundwater Surface Water Riparian Areas, Wetlands, & Waters Transportation of the US Hazardous Materials Utilities Historic Resources Vegetation Irrigation Visual Resources Local Economy Wildlife Noise On-street parking along Main Street creates hazard.

Public Process Leads to Consensus  Meetings with the Department of The project team implemented a Revenue/Port of Entry 2002-2003, 2015 comprehensive public involvement process  Two newsletters 2002 and numerous opportunities to engage  “Sand and Sage Roundup” booth at stakeholders and receive comments. Prowers County Fair at the 2002 Community participation was the key to developing a project that was acceptable –  Telephone hotline 2002-2003 even championed – by concerned residents,  Presentation at the Ports-to-Plains Trade business owners, and the transportation Corridor Northern Summit Meeting industry. November 2003 The key issue, for example, was that  Presentation to joint meeting of the downtown business owners were originally Lamar City Council and Prowers County anxious that the Reliever Route would Commissioners April 2010 function solely as a “bypass” and discourage  Public Hearing September 19, 2013 customers from accessing the retail and other  Public comment period for EA through services critical to the local economy. At the October 3, 2013 same time, the constant heavy truck traffic was also seen as a deterrent to effective  Stakeholder update meeting December business. A consensus solution provided 17, 2014 direct and easy to access to downtown on the  Two additional public meetings planned approach to Lamar from the south and during design phase 2016-2017 allayed those concerns, allowing the project  Additional stakeholder meetings as to move forward. Through traffic would be needed during design and construction encouraged to use the bypass due to time savings. State and Local Approvals Public comments and responses concerning Additional approvals are described in the EA are available in the EA. A Summary Table 12. No additional funding of the Public Hearing held September 19, commitments other than as described in 2013 with comments from all participants is Table 8 are anticipated. State and local available at official support in planning and programming documents is summarized in the following https://www.codot.gov/content/projec section. It describes the extensive state and ts/US287atLamarFONSI/. local planning history. Public Involvement Activity State and Local Planning  Five public meetings, open houses, and workshops The Lamar Reliever Route has been - August 2002 documented as a critical need in Colorado’s - November 2002 state and regional planning processes since at - December 2002 least the early 1990s. See Table 14. - March 2003 - May 2003  Numerous one-on-one and small group meetings with individuals, including property owners, community leaders, and others, during 2002 and 2003

Table 14: State and Local Planning CDOT 10 Year Development Program (2016) – Designates the Lamar Reliever Route to the program to better prepare for potential new funding sources. The Development Program is a 10 year program of Regionally Significant projects and other major projects consistent with the Long-Range Statewide Transportation Plan (SWP). The first four years of the Development Program match the Statewide Transportation Improvement Program (STIP). Colorado Senate Bill 228 (2015) – US 287: Lamar Reliever Route was identified as a priority for funding via Colorado Senate Bill 228. The legislation is a state funding source providing limited transfers to CDOT for a limited time, provided certain economic triggers are met, for investment in strategic transportation projects. Colorado 2040 Long Range Statewide Transportation Plan – Transportation Matters (2015) – Identifies US 287 as a Statewide Major Corridor due to its focus as a significant freight and energy corridor. Southeast Colorado 2040 Regional Transportation Plan (2015) - Identifies US 287 from the Oklahoma State Line to the Kiowa/Cheyenne County Line as a Priority Investment Corridor, allocating $14M of its available $36M (over 20 years) from its Regional Priority Program Funds to the corridor. The Plan included the following Corridor Goals & Strategies:  Maintain statewide transportation connections  Accommodate growth in freight traffic  Support economic development in energy, agriculture, and tourism State Highway Freight Plan (July 2015) – Identifies Lamar section of US 287/Ports-to-Plains Route as a key bottleneck. The State Freight Advisory Committee strongly supports this FASTLANE grant submittal. Southeast Colorado 2035 Regional Transportation Plan (2008) – Endorses the implementation of recommendations from the [then] in-progress EA, including completing the design and construction of the Lamar Reliever Route. Ports-to-Plains Corridor Development and Management Plan (2004) – Identifies the Lamar Relief Route as a candidate for improvement due to truck travel delay, at-grade rail crossing, safety concerns, community concerns, and other environmental impacts. City of Lamar Comprehensive Plan (2004) – Recommends that a jointly sponsored corridor plan be completed for the proposed alternate truck route, including the City of Lamar, Prowers County, and CDOT. Eastern Colorado Mobility Study (2002) – Confirms the Ports-to-Plains Corridor as a key component of freight mobility for Colorado. Ports-to-Plains Feasibility Study (2001) – Evaluates the advantages/disadvantages of US 287 through Lamar vs. I-25 as the primary northern segment of the route from Texas to Denver. Strategic Projects Investment Program (1997) – Colorado identified US 287 as part of the Strategic Projects Investment Program. The Lamar Reliever Route is the last portion yet to be completed. Colorado 20 Year Transportation Plan (1996) – Designates US 287 as a State Significant Corridor for its importance to interstate and inter-regional goods movement.

Assessment of Project Risks, Resiliency, and Mitigation Strategies Table 15: Project Risks, Resiliency and Mitigation Strategies Risk Mitigation Strategy The Lamar Reliever Route is not a candidate for project phasing. Completion of the reliever route on US 287 with associated interchanges is understood as the Project Funding only way to adequately address traffic and community concerns over the long- term. Develop final ROW plans on a timely schedule to enable acquisition & relocation (if ROW Acquisition needed) under the Uniform Act. Property costs in the region are stable. Conduct early coordination with the Department Public Safety to identify site POE Relocation location, needs, & final costs. The DPS has been consulted throughout the process and provided helpful information to assist in project development. Conduct early coordination with BNSF to provide input on grade separated project design, permitting, & scheduling. Project will mitigate BNSF requirements BNSF Coordination by constructing grade separation without disturbing tracks & minimal impacts to rail operations. Conduct early coordination with USACE for work in floodplain to construct Arkansas USACE Floodplain River Bridge. USACE is currently re-evaluating 500 year floodplain based on new data Permitting & will be consulted during bridge selection and design. Complete within The proposed project schedule is reasonable and incorporates sufficient time to FASTLANE Schedule resolve scheduling issues as they arise and within FASTLANE required schedule.

Letters of Support We received many letters from stakeholders indicating deep and broad support locally, “The US 287 Lamar Truck Reliever regionally, and statewide. Agencies Route Project will generate significant submitting letters include (see Attachments): national and regional economic benefits  Action 22 and is vital to national energy security.”  Bent County – Ports-to-Plains Alliance  Bent Development Foundation  City of Lamar  Colorado Office of Economic Development and International Trade “We have been a business owner on  Crowley County Main Street in Lamar for over 60 years  Colorado Freight Advisory Council and have dealt with many changes, but  Kiowa County Economic Development nothing as devastating as the number of Foundation trucks that go by our front door every  Ports-to-Plains Alliance day. We have been waiting many years  Pro 15 for a reliever route to become a reality. I  Prowers County hope it can happen before there is a serious catastrophe…”  Southeast Colorado Transportation Planning Region - Business Owner  Town of Granada  Town of Holly

Attachments

Benefit Cost Analysis

Letters of Support

Federal Wage Rate Certification

21 U.S. HIGHWAY 287 LAMAR RELIEVER ROUTE BENEFIT/COST ANALYSIS April 14, 2016

EXECUTIVE SUMMARY This effort is a Benefits /Cost Analysis (BCA) for the Lamar Reliever Route (LRR). The LRR is assumed to be completed in 2022 and have a 30-year life with regular maintenance. Vehicle trips through Lamar (north/south) will have their travel time reduced by 2.50 minutes with the LRR. The north to south distance however will increase by 1.08 miles. As the north to south origin-destination pair is the heaviest, the project will result in a 2023 increase in vehicle miles traveled (VMT) per day. Vehicle trips between the north of Lamar to East of Lamar (and the reverse direction) will have their trips reduced by 0.39 miles. The south of Lamar to East of Lamar distance will be reduced by 0.93 miles. The total project construction costs are assumed to be $159.7M. Unless otherwise noted, all costs are Year 2016 $’s. Project costs and benefits calculated at discount rates of 7 and 3% are depicted in the table on the following page.

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

Table ES-1: Lamar Reliever Route Benefit/Cost Analysis Summary Inventory Value Capture Travel Value of Emissions Crash Cost Operations & Calendar Project Affected Value of Time Vehicles Miles Residual Carry Costs Around Initial Costs Undiscounted Discounted at Discounted Time Vehicle Miles Reduction Savings Maintenance Year Year Drivers Saved ($2016) Saved Value ($2016) Savings Interchanges ($2016) Net Benefits 7% at 3% Saved Saved ($2016) ($2016) ($2016) Costs ($2016) ($2016) ($2016) 2016 0 2017 1 ($3,333,000) ($3,333,000) ($3,115,300) ($3,236,200) 2018 2 ($3,333,000) ($3,333,000) ($2,911,500) ($3,142,000) 2019 3 ($3,333,000) ($3,333,000) ($2,721,000) ($3,050,500) 2020 4 ($49,900,000) ($49,900,000) ($38,068,500) ($44,335,500) 2021 5 ($49,900,000) ($49,900,000) ($35,578,000) ($43,044,200) 2022 6 $3,770,000 ($49,900,000) ($46,130,000) ($30,738,400) ($38,633,200) 2023 7 3,930 23,560 $3,438,000 (1,175,000) ($2,026,000) ($316,100) $560,900 $8,300 ($7,000) $1,658,100 $1,016,300 $1,340,700 2024 8 3,990 23,910 $3,493,000 (1,194,000) ($2,059,000) ($322,400) $575,600 $8,500 $3,770,000 ($7,000) $5,458,700 $3,156,800 $4,299,800 2025 9 4,050 24,260 $3,547,000 (1,212,000) ($2,091,000) ($328,700) $590,800 $8,600 ($7,100) $1,719,600 $910,900 $1,306,400 2026 10 4,120 24,540 $3,621,000 (1,213,000) ($2,092,000) ($329,800) $607,000 $8,800 ($7,100) $1,807,900 $890,700 $1,331,400 2027 11 4,190 24,820 $3,695,000 (1,213,000) ($2,093,000) ($330,600) $623,700 $9,000 ($86,200) $1,817,900 $832,000 $1,298,000 2028 12 4,270 25,120 $3,778,000 (1,213,000) ($2,092,000) ($331,300) $639,900 $9,200 ($7,200) $1,996,600 $851,100 $1,382,700 2029 13 4,350 25,420 $3,864,000 (1,211,000) ($2,090,000) ($331,800) $656,700 $9,400 ($7,300) $2,101,000 $832,700 $1,410,400 2030 14 4,430 25,720 $3,955,000 (1,209,000) ($2,086,000) ($331,900) $673,600 $9,700 ($7,300) $2,213,100 $815,800 $1,440,700 2031 15 4,520 26,020 $4,055,000 (1,205,000) ($2,079,000) ($331,700) $690,400 $10,000 ($7,300) $2,337,400 $801,400 $1,475,700 2032 16 4,610 26,320 $4,160,000 (1,201,000) ($2,073,000) ($331,600) $707,200 $10,200 ($88,300) $2,384,500 $758,700 $1,459,200 2033 17 4,700 26,620 $4,274,000 (1,195,000) ($2,063,000) ($330,700) $724,200 $10,500 ($7,400) $2,607,600 $773,500 $1,548,900 2034 18 4,810 26,940 $4,399,000 (1,189,000) ($2,053,000) ($329,800) $740,600 $10,900 ($7,400) $2,760,300 $761,900 $1,590,800 2035 19 4,920 27,260 $4,535,000 (1,181,000) ($2,039,000) ($328,100) $756,900 $11,300 ($7,400) $2,928,700 $752,400 $1,637,600 2036 20 5,040 27,590 $4,685,000 (1,171,000) ($2,023,000) ($326,100) $772,500 $11,700 ($7,400) $3,112,700 $744,300 $1,688,800 2037 21 5,170 27,890 $4,852,000 (1,159,000) ($2,003,000) ($323,100) $788,000 $12,100 ($88,500) $3,237,500 $719,400 $1,703,400 2038 22 5,310 28,230 $5,036,000 (1,148,000) ($1,983,000) ($320,100) $802,300 $12,600 ($7,300) $3,540,500 $734,700 $1,809,500 2039 23 5,470 28,560 $5,242,000 (1,132,000) ($1,957,000) ($315,700) $815,800 $13,200 ($7,300) $3,791,000 $733,400 $1,881,000 2040 24 5,640 28,900 $5,476,000 (1,115,000) ($1,929,000) ($310,800) $827,900 $13,900 ($7,200) $4,070,800 $734,600 $1,961,000 2041 25 5,830 29,250 $5,739,000 (1,097,000) ($1,897,000) ($304,800) $838,400 $14,600 ($7,100) $4,383,100 $738,400 $2,050,400 2042 26 6,040 29,590 $6,041,000 (1,075,000) ($1,860,000) ($297,500) $847,000 $15,400 ($84,200) $4,661,700 $732,700 $2,117,500 2043 27 6,280 29,940 $6,385,000 (1,051,000) ($1,819,000) ($289,400) $853,000 $16,400 ($6,900) $5,139,100 $756,400 $2,268,400 2044 28 6,550 30,290 $6,783,000 (1,022,000) ($1,771,000) ($279,600) $856,200 $17,500 ($6,700) $5,599,400 $771,500 $2,401,800 2045 29 6,860 30,640 $7,238,000 (992,000) ($1,720,000) ($268,600) $856,200 $18,800 ($6,400) $6,118,000 $789,600 $2,550,400 2046 30 7,210 31,010 $7,772,000 (956,000) ($1,658,000) ($255,700) $851,900 $20,300 ($6,200) $6,724,300 $813,300 $2,724,000 2047 31 7,620 31,380 $8,393,000 (916,000) ($1,590,000) ($241,100) $842,700 $22,100 ($69,600) $7,357,100 $834,200 $2,896,400 2048 32 8,080 31,740 $9,118,000 (871,000) ($1,514,000) ($224,000) $828,200 $24,100 ($5,400) $8,226,900 $876,500 $3,149,300 2049 33 8,630 32,120 $9,970,000 (821,000) ($1,428,000) ($204,400) $807,100 $26,600 ($1,074,600) $8,096,700 $802,900 $3,007,900 2050 34 9,260 32,490 $10,972,000 (763,000) ($1,330,000) ($181,600) $779,300 $29,400 ($4,300) $10,264,800 $966,400 $3,714,200 2051 35 10,000 32,900 $12,158,000 (697,000) ($1,218,000) ($154,900) $743,500 $32,800 ($3,500) $11,557,900 $1,024,100 $4,066,400 2052 36 10,870 33,290 $13,559,000 (622,000) ($1,091,000) ($124,100) $699,900 $36,800 ($2,700) $13,077,900 $1,091,200 $4,474,300 2053 37 $72,300,000 $72,300,000 $5,914,800 $24,219,300 NPV ($80,200,100) ($45,235,300)

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

Non-monetized and non-quantified benefits are critical to this project, even though they may not fit within a traditional benefit cost analysis. Several factors contribute to this conclusion. The primary purpose and need for the project is increased efficiency and reliability of commercial vehicles on the Ports to Plains Trade Corridor and to reduce the severe impacts on the local community resulting from approximately one truck per minute coming down Main Street, 24-hours per day, every day. Table ES-2: Summary of Non-Monetized and Non-Quantifiable Benefits Benefit Comment Reduced risk of hazardous materials spills in populated area, including the risk Hazardous Materials of closing the existing highway for cleanup and mitigation. Construction of new rail grade separation reduces exposure of vehicle traffic Railroad to train traffic and the risk of serious crashes. Decrease in noise, dust, and vibration as well as improved aesthetics in Environmental Sustainability downtown area. Stopped trains may block all existing at-grade crossings simultaneously in City Access and Response Times for of Lamar. The new route provides an alternative route to access all areas of Emergency Vehicles the City. Enhanced Land Use and Development Potential, Property Removal of heavy trucks from Main Street will dramatically improve Values, Economic Development, opportunities in downtown area. and Increased Competitiveness The societal benefits of lower traffic volumes on Main Street improve local Quality of Life quality of life, including for pedestrians and bicyclists. Increased economic activity due to $160M construction project will have Construction Benefits multi-year benefits to local and regional economic activities during the three- year construction period. The bypass serves as an effective alternative/redundant route in case of Resiliency closures due to emergencies or other incidents. The free flow movement provided by the new route will allow for truck Future Truck/Freight Flow platooning or other efficiencies associated with connected vehicle and other Benefits Intelligent Technology System applications. A case study of 190 communities reported that on average for 25 communities the size of Lamar, the long term trend was for sales of bypassed Local Economic Benefits communities to grow at nearly double the rate of sales at a control group of communities without a bypass (6.1% to 3.3%). Source: US 287 at Lamar: Economic Analysis; CH2MHill; 2003 This project does not eliminate public roadway mileage, thus maintenance costs Return Main Street to Local will increase over time. However, the return of the City’s principal arterial to Agencies local use, by Intergovernmental Agreement, has significant socio-economic and environmental benefits.

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

PROJECT DESCRIPTION

STUDY AREA The U.S. Highway 287 Lamar Reliever Route study area is located in southeast Colorado in Prowers County. The highway passes directly through the central business district of the City of Lamar (See Figure 1).

According to the U.S. Census, the population of the City of Lamar was approximately 7,800 people and the population of the Prowers County was approximately 12,500 people in 2010.

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

PROPOSED ACTION The proposed action would provide ten miles of new highway that provides a reliever route around the eastern side of the City of Lamar. The new facility would provide direct access to the central business district and other important local destinations while facilitating through-trips for commercial trucks and other long distance travelers. Large trucks account for nearly half (49%) of traffic on US 287 near Lamar. The new route will provide two lanes in each direction with two grade separated bridges and a new bridge over the Arkansas River. Northbound and southbound travelers would avoid signed speed limits of 30 miles per hour in downtown Lamar, a total of six signalized intersections, 26 un-signalized crosswalks, and one major railroad crossing. The project would not be constructed in phases and provides independent utility as shown in Figure 1. The safety, mobility, and operational benefits provided by the project are characterized in the purpose and need discussion in the project’s Environmental Assessment (EA) and Finding of No Significant Impact (FONSI). Alternatives, including the No Action Alternative and others, were evaluated as required by the National Environmental Policy Act (NEPA) as part of the EA process. The project’s relationship to the Ports to Plains Trade Corridor and the National Highway System is described in the EA/FONSI was clarified and agreed upon as part of the public and agency involvement processes associated with the EA.

BASELINE CONDITIONS Baseline conditions for the project are existing conditions extended into the future under the No Action Alternative scenario analyzed in the EA. No other reasonably foreseeable projects are associated with the baseline condition through the forecast year of 2052. This benefit cost analysis focuses on building a highway reliever route around the Town of Lamar, Colorado compared against a “no action” scenario. Baseline traffic forecasts were developed for the facilities to be impacted by the LRR. Baseline forecasts are based on CDOT 20 year growth forecasts and are extrapolated past 2035 to the 2052 end analysis year. All forecast are in AADT consistent with the CDOT forecast values. Therefore, yearly totals are obtained by multiplying the daily traffic AADT forecast by 365 days in a year. These forecasts are depicted in the table below:

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

Table 1: Base Condition Traffic Forecasts

Forecast traffic (AADT) Vehicle Type Travel Demand

2014 2023 2025 2035 US-50 West of Project Limits 2020 2230 2300 2560 US-50 East of Main Street 660 712 732 805 US-50 East of LRR 340 420 440 858 Main Street North of US 50 1610 1748 1802 1998 Heavy Vehicles Main Street South of US 50 1580 1659 1689 1795 US -287 South of Project Limits 1713 1820 1860 2000 LRR North of US 50 2170 2260 2540

LRR South of US 50 1700 1770 2000

US-50 West of Project Limits 7180 8110 8470 9640 US-50 East of Main Street 6440 6945 7145 7853 US-50 East of LRR 2160 2500 2640 2742 Main Street North of US 50 16390 17790 18347 20326 Passenger Cars Main Street South of US 50 12420 13038 13279 14110 US -287 South of Project Limits 1687 1810 1850 2000 LRR North of US 50 650 670 760

LRR South of US 50 90 90 100

Vehicles to be diverted were estimated in Lamar Reliever Route Traffic Memorandum, dated April 10, 2015 by AECOM. Vehicles diverted were divided into three sets of origin-destination (OD) pairs. These are:  N-S (North to South). Vehicles passing through Lamar between south of town and north of town, bi-directional.  N-E (North to East). Vehicles passing through Lamar between north of town and east of town, bi-directional.  S-E (North to East). Vehicles passing through Lamar between south of town and east of town, bi-directional. Resulting diverted trips are depicted in the table below for the assumed opening day in 2023 through 2035. Diversions are based on CDOT 20 year growth forecasts and are extrapolated past 2035 to the 2052 end analysis year.

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

Table 2: Vehicle diversions due to LRR

Daily Rerouted traffic (AADT) Vehicle Type OD Demand

2023 2025 2035 N-S 2190 2260 2540 Heavy Vehicles N-E 397 410 668 S-E 29 30 190 N-S 650 670 760 Passenger Vehicles N-E 611 630 710 S-E 48 50 50

SCOPE OF ANALYSIS AND METHODOLOGY This benefit cost analysis focuses on the following changes due to the LRR:  Travel Time Savings and Reliability Benefits: Local Travel and Regional Travel, including Freight Shipments by Truck  Improvement in Transportation Safety Benefits (Accident Reduction)  Changes in Access and Mobility Benefits (Vehicle Miles Traveled)  Changes in Human and Natural Environments and Public Health Benefits (Greenhouse Gas and Criteria Pollutant Emission Reduction and Other)  Operation and Maintenance Cost Savings Costs  Inventory Cost Reductions  Value capture of land around the LRR interchanges  Other Benefits (Emergency Access, Land Use, Property Value Increases, Economic Development and Competiveness, Quality of Life)

BENEFITS

TRAVEL TIME SAVINGS AND RELIABILITY BENEFITS Local north/south and east/west travel times within Lamar, particularly in the central business district, would improve from diversion of regional through traffic to the reliever route. Regional north/south travel times for through traffic would also improve by allowing unimpeded travel along the new route. Overall delay would be substantially reduced and travel time reliability would be substantially increased. Overall delay benefits were quantified in a project traffic study. In this report trucks are referred to as “Heavy Vehicles”, or “HV”, and all other vehicles be they cars, light trucks, SUV’s are referred to as “Cars.” The following table summarizes the improvement to travel times in yearly vehicle hours traveled:

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

Table 3: Lamar Reliever Route Changes in Vehicle Hours Traveled (VHT)

VHT Changes Net Present Value Net Present Value Year LRR HV LRR Car LRR HV LRR Car (7%, 2016 $) (3%, 2016 $) Savings (veh-hour) (veh-hour) Savings Savings 2023 7 42,570 23,560 $2,898,591 $539,147 $3,437,738 $2,140,851 $2,795,196 2024 8 43,260 23,910 $2,945,573 $547,156 $3,492,730 $2,032,801 $2,757,193 2025 9 43,940 24,260 $2,991,875 $555,166 $3,547,040 $1,929,355 $2,718,511 2026 10 44,930 24,540 $3,059,284 $561,573 $3,620,857 $1,840,660 $2,694,258 2027 11 45,930 24,820 $3,127,374 $567,981 $3,695,355 $1,755,636 $2,669,603 2028 12 47,050 25,120 $3,203,635 $574,846 $3,778,481 $1,677,691 $2,650,150 2029 13 48,200 25,420 $3,281,938 $581,711 $3,863,649 $1,603,277 $2,630,957 2030 14 49,440 25,720 $3,366,370 $588,576 $3,954,946 $1,533,796 $2,614,685 2031 15 50,810 26,020 $3,459,653 $595,442 $4,055,095 $1,469,753 $2,602,811 2032 16 52,250 26,320 $3,557,703 $602,307 $4,160,009 $1,409,139 $2,592,380 2033 17 53,820 26,620 $3,664,604 $609,172 $4,273,776 $1,352,968 $2,585,705 2034 18 55,550 26,940 $3,782,400 $616,495 $4,398,894 $1,301,474 $2,583,887 2035 19 57,440 27,260 $3,911,090 $623,818 $4,534,907 $1,253,940 $2,586,194 2036 20 59,540 27,590 $4,054,079 $631,370 $4,685,448 $1,210,809 $2,594,219 2037 21 61,880 27,890 $4,213,409 $638,235 $4,851,644 $1,171,736 $2,607,998 2038 22 64,480 28,230 $4,390,443 $646,015 $5,036,459 $1,136,795 $2,628,490 2039 23 67,390 28,560 $4,588,585 $653,567 $5,242,152 $1,105,816 $2,656,155 2040 24 70,710 28,900 $4,814,644 $661,348 $5,475,992 $1,079,573 $2,693,825 2041 25 74,450 29,250 $5,069,301 $669,357 $5,738,658 $1,057,343 $2,740,815 2042 26 78,770 29,590 $5,363,449 $677,138 $6,040,587 $1,040,162 $2,800,988 2043 27 83,710 29,940 $5,699,814 $685,147 $6,384,961 $1,027,534 $2,874,440 2044 28 89,440 30,290 $6,089,970 $693,156 $6,783,126 $1,020,197 $2,964,747 2045 29 96,010 30,640 $6,537,321 $701,166 $7,238,487 $1,017,462 $3,071,625 2046 30 103,720 31,010 $7,062,295 $709,633 $7,771,928 $1,020,976 $3,201,931 2047 31 112,720 31,380 $7,675,105 $718,100 $8,393,205 $1,030,459 $3,357,174 2048 32 123,250 31,740 $8,392,093 $726,338 $9,118,431 $1,046,259 $3,541,024 2049 33 135,630 32,120 $9,235,047 $735,034 $9,970,081 $1,069,139 $3,758,982 2050 34 150,220 32,490 $10,228,480 $743,501 $10,971,981 $1,099,605 $4,016,238 2051 35 167,500 32,900 $11,405,075 $752,884 $12,157,959 $1,138,750 $4,320,737 2052 36 187,950 33,290 $12,797,516 $761,808 $13,559,324 $1,186,922 $4,678,406 Totals 2,362,560 846,320 $160,866,710 $19,367,187 $180,233,897 $39,760,876 $88,989,325

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

Some of the assumptions made in the calculations on Table 3 include:

HV occupancy 1.0 persons Car occupancy 1.2 persons Number of Freight Trains 3 per day Freight Train Length 1 mile Train Speed 30 mph Amtrak Stops 2 per day Average Stop Time 5 min/train Trucks 100.0% business Intercity travel cars 78.6% personal Truck Cost per mile $1.703 per mile Truck Cost per hour $68.09 per hour Intercity Car VTTS $17.39 per hour Local Car VTTS $12.42 per hour

Truck per mile and per hour costs were taken from ATRI’s An Analysis of the Operational Costs of Trucking: 2015 Update. All vehicles diverted to the LRR were assumed to be intercity trips be they cars or HV’s.

CHANGES IN VEHICLE MILES TRAVELED (VMT) AND COSTS Vehicle trips between the north of Lamar to East of Lamar (and the reverse direction) will have their trips reduced by 0.39 miles. The south of Lamar to East of Lamar distance will be reduced by 0.93 miles. The north to south distance however will increase by 1.08 miles. As the north to south origin-destination pair is the heaviest, the project will result in a 2023 increase in vehicle miles traveled (VMT) per day. Increases in costs over the LRR are reflected as negative numbers in this study; net benefits are positive values. The cost associated with the overall increase in VMT is still significantly lower than the savings from travel time indicating a net benefit to travel costs resulting from the LRR. Changes to VMT are depicted in the following table:

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

Table 4: Lamar Reliever Route Changes in Vehicle Miles Traveled (VMT)

Vehicle Miles Traveled Difference Net Present Net Present Year LRR Car Value Value LRR HV LRR HV LRR Car (veh- VMT Savings (7%, 2016 $) (3%, 2016 $) (veh-mile) savings savings mile) 2023 7 (1,211,628) 62,714 (2,063,403) 37,001 ($2,026,402) ($1,261,941) ($1,647,650) 2024 8 (1,230,858) 63,313 (2,096,152) 37,355 ($2,058,797) ($1,198,239) ($1,625,234) 2025 9 (1,250,089) 63,912 (2,128,901) 37,708 ($2,091,193) ($1,137,470) ($1,602,725) 2026 10 (1,251,041) 65,050 (2,130,523) 38,380 ($2,092,143) ($1,063,540) ($1,556,751) 2027 11 (1,251,235) 64,631 (2,130,853) 38,132 ($2,092,720) ($994,236) ($1,511,826) 2028 12 (1,251,041) 65,061 (2,130,523) 38,386 ($2,092,137) ($928,934) ($1,467,383) 2029 13 (1,250,037) 65,492 (2,128,814) 38,640 ($2,090,173) ($867,348) ($1,423,306) 2030 14 (1,247,990) 65,923 (2,125,327) 38,894 ($2,086,432) ($809,154) ($1,379,377) 2031 15 (1,244,037) 66,353 (2,118,595) 39,148 ($2,079,446) ($753,687) ($1,334,717) 2032 16 (1,240,690) 66,784 (2,112,895) 39,403 ($2,073,492) ($702,363) ($1,292,132) 2033 17 (1,234,729) 67,215 (2,102,744) 39,657 ($2,063,087) ($653,121) ($1,248,202) 2034 18 (1,229,079) 68,496 (2,093,122) 40,413 ($2,052,709) ($607,323) ($1,205,750) 2035 19 (1,220,764) 68,219 (2,078,962) 40,249 ($2,038,713) ($563,721) ($1,162,649) 2036 20 (1,211,950) 68,792 (2,063,950) 40,587 ($2,023,363) ($522,876) ($1,120,287) 2037 21 (1,200,226) 69,222 (2,043,985) 40,841 ($2,003,143) ($483,785) ($1,076,788) 2038 22 (1,188,699) 69,795 (2,024,355) 41,179 ($1,983,175) ($447,629) ($1,035,004) 2039 23 (1,173,351) 70,368 (1,998,217) 41,517 ($1,956,699) ($412,760) ($991,443) 2040 24 (1,157,054) 70,941 (1,970,462) 41,855 ($1,928,607) ($380,218) ($948,747) 2041 25 (1,138,329) 70,806 (1,938,575) 41,776 ($1,896,799) ($349,484) ($905,922) 2042 26 (1,116,739) 71,379 (1,901,807) 42,114 ($1,859,693) ($320,231) ($862,330) 2043 27 (1,092,982) 71,244 (1,861,348) 42,034 ($1,819,313) ($292,783) ($819,035) 2044 28 (1,065,190) 72,668 (1,814,019) 42,874 ($1,771,145) ($266,384) ($774,126) 2045 29 (1,034,863) 72,533 (1,762,371) 42,794 ($1,719,577) ($241,709) ($729,696) 2046 30 (998,987) 73,248 (1,701,274) 43,216 ($1,658,058) ($217,814) ($683,098) 2047 31 (959,563) 73,964 (1,634,136) 43,639 ($1,590,497) ($195,270) ($636,179) 2048 32 (914,573) 73,829 (1,557,518) 43,559 ($1,513,959) ($173,713) ($587,926) 2049 33 (864,112) 73,836 (1,471,583) 43,563 ($1,428,019) ($153,133) ($538,401) 2050 34 (806,705) 74,551 (1,373,818) 43,985 ($1,329,833) ($133,275) ($486,779) 2051 35 (741,289) 75,409 (1,262,416) 44,491 ($1,217,925) ($114,074) ($432,830) 2052 36 (666,935) 75,416 (1,135,791) 44,496 ($1,091,295) ($95,527) ($376,532) Totals (33,444,766) 2,081,164 (56,956,436) 1,227,887 ($55,728,549) ($16,341,742) ($31,462,827)

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

IMPROVEMENT IN TRANSPORTATION SAFETY BENEFITS (ACCIDENT REDUCTION) The construction of the LRR would reduce the number of vehicles on Main Street at the BNSF crossing by nearly 3,500 vehicle crossings per day in 2023. The accident data for the crossing indicates that there has not been an accident at the crossing since 1980. Given the span of time, this analysis will assume the benefit to rail safety to be positive but of a small order of magnitude and as such will not be assigned a monetary benefit. The calculation of benefits was generated as follows: The CDOT Crash Rate Book 2012 contains data for state highways, including segment length, AADT, crash numbers and crash rates. This data has been used to identify existing crashes occurring on Highway 50 (MP434 to 437) and Highway 287 (MP 73 to 78) within the project extents. Using the crash rates provided in the CDOT Crash Rate Book, and removing diverted traffic volume which is re-routed via the reliever route, the number of crashes expected to occur on Highway 50 and Highway 287 is estimated. The expected crashes on the LRR are also estimated, based on the expected mean crashes per mile per year for the CDOT Rural Flat and Rolling 2- Lane Highways Safety Performance Function (SPF) at Level of Service Safety (LOSS) II. Net crash occurrence, which accounts for reduction in crashes on the existing network plus expected mean crashes on the reliever route, is then calculated. The data shows an overall net reduction in traffic crashes under the proposed improvements. An approximate cost is assigned using Tiger Benefit-Cost Analysis (BCA) Resource Guide average economic costs per crash type, to identify crash cost savings for the project.  Value of Statistical Life = $9,400,000 (Fatality)  Moderate/Severe Average = $ 714,683 (Injury)  Minor = $3,997 PDO

The results of the crash analysis savings are depicted on the following table:

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

Table 5: Lamar Reliever Route Changes in Crash Experience

Traffic Crashes Net Present Value Net Present Value Year Crash Reduction LRR (7%, 2016 $) (3%, 2016 $) Savings on Existing Crashes Roads 2023 7 16.7 9.9 $560,880 $349,288 $456,047 2024 8 17.0 10.0 $575,557 $334,980 $454,350 2025 9 17.3 10.2 $590,775 $321,343 $452,780 2026 10 17.6 10.3 $606,965 $308,550 $451,639 2027 11 18.0 10.4 $623,654 $296,294 $450,541 2028 12 18.3 10.6 $639,930 $284,137 $448,834 2029 13 18.7 10.7 $656,732 $272,520 $447,202 2030 14 19.0 10.9 $673,600 $261,234 $445,329 2031 15 19.4 11.1 $690,352 $250,215 $443,111 2032 16 19.7 11.2 $707,227 $239,562 $440,720 2033 17 20.1 11.4 $724,241 $229,276 $438,178 2034 18 20.5 11.6 $740,614 $219,121 $435,032 2035 19 20.9 11.8 $756,889 $209,286 $431,643 2036 20 21.3 12.0 $772,517 $199,633 $427,724 2037 21 21.7 12.2 $787,961 $190,303 $423,568 2038 22 22.1 12.4 $802,271 $181,083 $418,699 2039 23 22.5 12.7 $815,842 $172,099 $413,381 2040 24 23.0 13.0 $827,889 $163,216 $407,267 2041 25 23.4 13.3 $838,441 $154,482 $400,444 2042 26 23.9 13.6 $847,022 $145,853 $392,760 2043 27 24.3 14.0 $853,003 $137,274 $384,013 2044 28 24.8 14.5 $856,208 $128,776 $374,229 2045 29 25.2 14.9 $856,196 $120,349 $363,324 2046 30 25.7 15.5 $851,903 $111,912 $350,973 2047 31 26.2 16.1 $842,713 $103,462 $337,074 2048 32 26.7 16.7 $828,210 $95,030 $321,625 2049 33 27.2 17.5 $807,121 $86,551 $304,306 2050 34 27.8 18.4 $779,314 $78,102 $285,264 2051 35 28.3 19.3 $743,467 $69,635 $264,216 2052 36 28.8 20.4 $699,888 $61,265 $241,484 Totals 666 397 $22,357,384 $5,774,832 $11,905,756

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

IMPACTS TO AIR QUALITY AND GREENHOUSE GAS EMISSIONS Emissions from mobile sources are produced both when vehicles are in motion and also when vehicles are stopped at intersections and railroad crossings. These emissions include nitrogen oxides (NOX), volatile organics (VOCs) and particulates (PM). These emissions are produced at differing rates for stopped and moving vehicles. Greenhouse gases, such as CO2,, are a product of combustion and are fairly proportional the amount of fuel used. In general, emissions are expected to rise with the LRR. The reason for this is that the added emissions due to increases in vehicle miles traveled are greater than those saved due to reductions in travel delays. Air emissions changes expected with the LRR were calculated based on factors applied to the changes in vehicle-hours delay and to vehicle miles traveled. The EPA standard emission rates depicted below were used in the calculation of emissions impact:

Table 6: Standard Emission Rates Cars Moving Stopped NOX 0.693 gram/mi NOX 0.0225 gram/min PM 0.0085 gram/mi PM 0 gram/min VOC 1.034 gram/mi VOC 0.056 gram/min

CO2 368.4 gram/mi CO2 0 gram/min Average Annual Emissions and Fuel Consumption for Gasoline-Fueled Passenger Cars and Light Trucks, EPA

HV's Moving Stopped NOX 8.613 gram/mi NOX 0.596 gram/min PM 0.421 gram/mi PM 0.038 gram/min VOC 0.447 gram/mi VOC 0.058 gram/min

CO2 1269.571 gram/mi CO2 0 gram/min Average In-Use Emissions from Heavy-Duty Trucks, EPA

With the yearly emissions amounts calculated, social costs per unit cost of emission is then applied. The following are $2015 standard emission costs. Table 7: Social Cost of Emissions (2015 $) NOX $ / metric ton $8,010 per metric ton VOC $ / metric ton $2,032 per metric ton Particulates $ / metric ton $366,414 per metric ton

CO2 varies TIGER and FASTLANE BCA Resource Guide

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

Standard social costs of carbon are calculated at a fixed 3% discount rate applied to years when the emissions take place. The discounted costs associated with carbon emissions are depicted below:

Table 8: Social Cost of Carbon (Adjusted from $2013 to $2016 Baseline) Year 3% Cost Year 3% Cost Year 3% Cost 2020 $42.84 2031 $52.02 2042 $62.83 2021 $43.66 2032 $53.04 2043 $63.65 2022 $44.47 2033 $54.06 2044 $64.46 2023 $45.29 2034 $55.08 2045 $65.28 2024 $46.10 2035 $56.10 2046 $66.30 2025 $46.92 2036 $57.12 2047 $67.32 2026 $47.74 2037 $58.14 2048 $68.34 2027 $48.55 2038 $59.16 2049 $69.36 2028 $49.37 2039 $60.18 2050 $70.38 2029 $50.18 2040 $61.20 2051 $71.28 2030 $51.00 2041 $62.02 2052 $72.18 TIGER and FASTLANE BCA Resource Guide, 2% inflation from 2013 $ to 2016 $

Total emission costs are depicted on the following table. Negative numbers indicate an increase in emissions with the LRR.

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

Table 9: Discounted Emissions Costs (2016 $)

Total CO2 Total NOX Total VOC Total PM Total Emission Cost Total CO2 Year Emissions, Emissions, NOX cost Emissions, VOC cost Emissions, PM cost Cost, 3% metric ton metric ton metric ton metric ton 7% 3%

2023 (1,515) ($68,618) (10) ($77,238) (0.37) ($755) (0.46) ($169,513) ($212,669) ($264,002)

2024 (1,539) ($70,970) (10) ($78,465) (0.38) ($768) (0.47) ($172,201) ($207,733) ($263,673)

2025 (1,564) ($73,361) (10) ($79,692) (0.38) ($781) (0.48) ($174,890) ($203,175) ($263,375)

2026 (1,564) ($74,674) (10) ($79,631) (0.38) ($776) (0.48) ($174,685) ($195,867) ($258,958)

2027 (1,565) ($75,970) (10) ($79,526) (0.38) ($773) (0.48) ($174,368) ($189,046) ($254,589)

2028 (1,564) ($77,227) (10) ($79,376) (0.38) ($768) (0.47) ($173,948) ($182,666) ($250,252)

2029 (1,563) ($78,432) (10) ($79,167) (0.37) ($762) (0.47) ($173,396) ($176,676) ($245,909)

2030 (1,560) ($79,566) (10) ($78,877) (0.37) ($755) (0.47) ($172,657) ($171,007) ($241,501)

2031 (1,555) ($80,888) (10) ($78,442) (0.37) ($745) (0.47) ($171,583) ($165,833) ($237,160)

2032 (1,551) ($82,241) (10) ($78,041) (0.36) ($736) (0.47) ($170,581) ($161,181) ($233,107)

2033 (1,543) ($83,405) (10) ($77,449) (0.36) ($725) (0.46) ($169,141) ($156,576) ($228,676)

2034 (1,535) ($84,557) (10) ($76,853) (0.35) ($711) (0.46) ($167,691) ($152,372) ($224,423)

2035 (1,525) ($85,537) (9) ($76,068) (0.34) ($698) (0.45) ($165,794) ($148,219) ($219,836)

2036 (1,513) ($86,440) (9) ($75,222) (0.34) ($682) (0.45) ($163,752) ($144,321) ($215,268)

2037 (1,498) ($87,109) (9) ($74,153) (0.33) ($663) (0.44) ($161,194) ($140,380) ($210,282)

2038 (1,483) ($87,759) (9) ($73,069) (0.32) ($644) (0.43) ($158,586) ($136,762) ($205,463)

2039 (1,464) ($88,087) (9) ($71,690) (0.30) ($620) (0.42) ($155,296) ($132,959) ($200,054)

2040 (1,443) ($88,301) (9) ($70,205) (0.29) ($594) (0.41) ($151,741) ($129,304) ($194,587)

2041 (1,419) ($88,007) (9) ($68,513) (0.28) ($566) (0.40) ($147,689) ($125,334) ($188,522)

2042 (1,391) ($87,430) (8) ($66,561) (0.26) ($533) (0.39) ($143,023) ($121,244) ($182,022)

2043 (1,361) ($86,649) (8) ($64,400) (0.25) ($498) (0.38) ($137,838) ($117,140) ($175,260)

2044 (1,326) ($85,451) (8) ($61,873) (0.22) ($454) (0.36) ($131,796) ($112,738) ($167,826)

2045 (1,287) ($84,023) (7) ($59,095) (0.20) ($409) (0.34) ($125,120) ($108,276) ($160,085)

2046 (1,241) ($82,298) (7) ($55,816) (0.17) ($354) (0.32) ($117,255) ($103,590) ($151,666)

2047 (1,191) ($80,177) (7) ($52,160) (0.14) ($293) (0.30) ($108,459) ($98,640) ($142,665)

2048 (1,134) ($77,492) (6) ($47,972) (0.11) ($224) (0.27) ($98,358) ($93,208) ($132,747)

2049 (1,070) ($74,205) (5) ($43,218) (0.07) ($146) (0.24) ($86,869) ($87,257) ($121,876)

2050 (997) ($70,148) (5) ($37,760) (0.03) ($54) (0.20) ($73,659) ($80,589) ($109,764)

2051 (913) ($65,101) (4) ($31,477) 0.03 $52 (0.16) ($58,423) ($72,966) ($96,101)

2052 (819) ($59,107) (3) ($24,263) 0.08 $172 (0.11) ($40,879) ($64,422) ($80,871)

Total (41,694) ($2,393,231) (249) ($1,996,274) (8.00) ($16,264) (11.71) ($4,290,386) ($4,192,149) ($5,920,520)

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

CONSTRUCTION AND MAINTENANCE COSTS Construction costs were assumed to commence in 2017 with $10,000,000 in pre-construction costs. These would include ROW, design, permitting, and other activities. Construction would take start in 2020 through 2022 and cost approximately $149,700,000. Assumed discounted construction costs are depicted in the table below: Table 10: LRR Assumed Costs (2016 $) Construction Costs (2016 $) Year LRR 7% Discount 3% Discount 2016 0 $0 $0 $0 2017 1 ($3,333,333) ($3,115,265) ($3,236,246) 2018 2 ($3,333,333) ($2,911,462) ($3,141,986) 2019 3 ($3,333,333) ($2,720,993) ($3,050,472) 2020 4 ($49,900,000) ($38,068,471) ($44,335,504) 2021 5 ($49,900,000) ($35,578,010) ($43,044,178) 2022 6 ($49,900,000) ($33,250,477) ($41,790,464) 2023 7 $0 $0 $0 Total ($159,700,000) ($115,644,679) ($138,598,851) Operation and Maintenance costs were estimated assuming the following:  $449/lane-mile for concrete annual maintenance estimate.  Bridge maintenance cost: Lamar maintenance uses $12,252.26 to maintain the Arkansas Bridge North of Lamar.  Pavement refurbishment projects were assumed at 5 years intervals and cost $200,000. Major refurbishment of $4,000,000 in 2049 extends project life to 2072. CDOT is commencing an improvement to US 287/US 50. All work is assumed to be completed before the 2023 opening date of the LRR. O&M cost are assumed to be identical to those on a per lane-mile basis as those of the LRR. Residual value of the $35M construction is also assumed to be similar based on construction cost to that of the LRR. The following limits of construction and costs, totaling $35M, are assumed.  US 50 MP 433.33 to 434.117 (Arkansas River Bridge) White Topping - Cost $3M  US 50 MP 434.117 to 435.390 (Jct. US 50 & US 287) Reconstruction - $12M  US 287 MP 77.639 (Jct. US 50 & US 287) to 76.46 (Savage Ave.) Reconstruction - $12M  US 287 MP 76.46 to 73.0 (CR CC 1/2) White Topping - $8M O&M savings on the existing routes outside the construction limits identified for the $35M CDOT improvements are not accounted for. The areas include those north and south of the reconstruction area as well as along US 50 east of Main Street. While O&M savings for these portions are not assumed, construction of the LRR will reduce demand on these segments and hence lower O&M costs further. The following table assumes the O&M costs of the LRR and the expected O&M savings on the existing routes due to rerouting of traffic to the LRR:

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

Table 11: Operations and Maintenance costs (2016 $)

Exiting Route Year LRR O&M Costs Total O&M 7% Discount 3% Discount O&M Savings 2023 7 ($18,187) $11,165 ($7,022) ($4,373) ($5,709) 2024 8 ($18,187) $11,165 ($7,022) ($4,087) ($5,543) 2025 9 ($18,187) $11,109 ($7,078) ($3,850) ($5,425) 2026 10 ($18,187) $11,050 ($7,137) ($3,628) ($5,311) 2027 11 ($218,187) $131,994 ($86,193) ($40,950) ($62,268) 2028 12 ($18,187) $10,965 ($7,222) ($3,207) ($5,065) 2029 13 ($18,187) $10,921 ($7,266) ($3,015) ($4,948) 2030 14 ($18,187) $10,887 ($7,300) ($2,831) ($4,826) 2031 15 ($18,187) $10,852 ($7,335) ($2,659) ($4,708) 2032 16 ($218,187) $129,932 ($88,255) ($29,895) ($54,998) 2033 17 ($18,187) $10,806 ($7,381) ($2,337) ($4,466) 2034 18 ($18,187) $10,794 ($7,393) ($2,187) ($4,343) 2035 19 ($18,187) $10,792 ($7,395) ($2,045) ($4,218) 2036 20 ($18,187) $10,794 ($7,393) ($1,911) ($4,093) 2037 21 ($218,187) $129,661 ($88,526) ($21,380) ($47,587) 2038 22 ($18,187) $10,839 ($7,348) ($1,659) ($3,835) 2039 23 ($18,187) $10,890 ($7,297) ($1,539) ($3,697) 2040 24 ($18,187) $10,959 ($7,228) ($1,425) ($3,556) 2041 25 ($18,187) $11,047 ($7,140) ($1,315) ($3,410) 2042 26 ($218,187) $133,943 ($84,244) ($14,506) ($39,063) 2043 27 ($18,187) $11,320 ($6,867) ($1,105) ($3,092) 2044 28 ($18,187) $11,503 ($6,684) ($1,005) ($2,921) 2045 29 ($18,187) $11,744 ($6,444) ($906) ($2,734) 2046 30 ($18,187) $12,033 ($6,154) ($808) ($2,535) 2047 31 ($218,187) $148,564 ($69,623) ($8,548) ($27,848) 2048 32 ($18,187) $12,810 ($5,377) ($617) ($2,088) 2049 33 ($4,018,187) $2,943,581 ($1,074,606) ($115,235) ($405,155) 2050 34 ($18,187) $13,931 ($4,256) ($427) ($1,558) 2051 35 ($18,187) $14,660 ($3,527) ($330) ($1,253) 2052 36 ($18,187) $15,519 ($2,668) ($234) ($921) Totals ($5,545,614) $3,896,233 ($1,649,381) ($278,013) ($727,174)

RESIDUAL VALUE Approximately 20 years of residual value is expected at the end of 2052 for the LRR. This represents 40% of the original project construction cost, or $59.9M. The existing route would also have its residual value increased by some amount given reduced traffic volumes after 2052.

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

For the 2023 to 2052 time period, savings due to the LRR were assumed to be reductions in maintenance costs. Since the $35M cost of the reconstruction was not counted as a project cost, it was appropriate to take only maintenance savings for this period. However, after 2052, there could be approximately 18 to 20 additional years past the 20 year major refurbishment life extension resulting from continued traffic reductions. This change in residual value is deemed appropriate given the extension of pavement life. Adding these two values, LRR residual value and extended life of the existing route, results in a 3% residual value of $5,915,000 and a 7% value of $24,219,000.

In-Transit Carry Costs In-Transit Carry Costs are inventory costs that are saved due to shorter transportation times. The following assumptions were made in this calculation:  Value of cargo: $300/ton (FAF Colorado outside of Denver average)  Tons per load: 22 tons  Load factor: 52% (national average)  Carried Inventory Cost: 50%  Carried Value per Truck: $1,716  Carried Value per hour: $0.20 The In-Transit Carry Cost reductions are depicted in the following table: Table 12: In-Transit Carry Cost Reductions Carried Year HV VHT Savings 7% Discount 3% Discount Value 2023 42,573 $8,340 $5,194 $6,781 2024 43,258 $8,474 $4,932 $6,689 2025 43,942 $8,608 $4,682 $6,597 2026 44,931 $8,802 $4,474 $6,549 2027 45,930 $8,997 $4,274 $6,500 2028 47,049 $9,216 $4,092 $6,464 2029 48,203 $9,442 $3,918 $6,430 2030 49,437 $9,684 $3,756 $6,402 2031 50,811 $9,953 $3,608 $6,389 2032 52,251 $10,235 $3,467 $6,378 2033 53,815 $10,542 $3,337 $6,378 2034 55,555 $10,883 $3,220 $6,392 2035 57,444 $11,253 $3,111 $6,417 2036 59,543 $11,664 $3,014 $6,458 2037 61,878 $12,121 $2,927 $6,516 2038 64,477 $12,630 $2,851 $6,592 2039 67,395 $13,202 $2,785 $6,689 2040 70,708 $13,851 $2,731 $6,814 2041 74,450 $14,584 $2,687 $6,965 2042 78,767 $15,430 $2,657 $7,155

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

2043 83,713 $16,399 $2,639 $7,382 2044 89,442 $17,521 $2,635 $7,658 2045 96,015 $18,808 $2,644 $7,981 2046 103,715 $20,317 $2,669 $8,370 2047 112,718 $22,080 $2,711 $8,832 2048 123,253 $24,144 $2,770 $9,376 2049 135,635 $26,570 $2,849 $10,017 2050 150,222 $29,427 $2,949 $10,772 2051 167,498 $32,811 $3,073 $11,661 2052 187,952 $36,818 $3,223 $12,703 Total $99,880 $226,310

Value Capture Public investments, such as building transportation or sewer facilities, can increase adjacent land values, generating an unearned profit for private landowners. The unearned value increases in land value which otherwise profit private landowners cost-free. The following assumptions were made in this calculation:  Area of Influence Surrounding Interchanges: 0.5 miles, or 503 acres  Number of interchanges: 3  Base Value per Acre: $5,000 per acre  Value Capture Multiplier: 2.0  Total Value Capture: $7,540,000 Value capture benefits are recorded once with half of the value accruing prior to the opening of the facility and the other half accruing the year after opening. The Value capture totals are: 7% Discount 3% Discount 2022 $2,512,051 $3,157,241 2024 $2,194,123 $2,976,003 $4,706,174 $6,133,244

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

NON-MONETIZED AND NON-QUANTIFIED BENEFITS Non-monetized and non-quantified benefits are critical to this project, even though they may not fit within the traditional benefit cost analysis. Several factors contribute to this conclusion. The primary purpose and need for the project is increase the efficiency and reliability of commercial vehicles on the Ports to Plains Trade Corridor and to reduce the severe impacts on the local community resulting from approximately one truck per minute coming down Main Street 24 hours per day, every day. Table 13: Summary of Non-Monetized and Non-Quantifiable Benefits Benefit Comment Reduced risk of hazardous materials spills in populated area, including the risk Hazardous Materials of closing the existing highway for cleanup and mitigation. Construction of new rail grade separation reduces exposure of vehicle traffic Railroad to train traffic and the risk of serious crashes. Decrease in noise, dust, and vibration as well as improved aesthetics in Environmental Sustainability downtown area. Stopped trains may block all existing at-grade crossings simultaneously in City Access and Response Times for of Lamar. The new route provides an alternative route to access all areas of Emergency Vehicles the City. Enhanced Land Use and Development Potential, Property Removal of heavy trucks from Main Street will dramatically improve Values, Economic Development, opportunities in downtown area. and Increased Competitiveness The societal benefits of lower traffic volumes on Main Street improve local Quality of Life quality of life, including for pedestrians and bicyclists. Increased economic activity due to $160M construction project will have Construction Benefits multi-year benefits to local and regional economic activities during the three- year construction period.

The bypass serves as an effective alternative/redundant route in case of Resiliency closures due to emergencies or other incidents.

The free flow movement provided by the new route will allow for truck Future Truck/Freight Flow platooning or other efficiencies associated with connected vehicle and other Benefits Intelligent Technology System applications. A case study of 190 communities reported that on average for 25 communities the size of Lamar, the long term trend was for sales of bypassed Local Economic Benefits communities to grow at nearly double the rate of sales at a control group of communities without a bypass (6.1% to 3.3%). Source: US 287 at Lamar: Economic Analysis; CH2MHill; 2003 This project does not eliminate public roadway mileage, thus maintenance costs Return Main Street to Local will increase over time. However, the return of the City’s principal arterial to Agencies local use, by Intergovernmental Agreement, has significant socio-economic and environmental benefits.

US 287 LAMAR RELIEVER ROUTE ATTACHMENT BENEFIT/COST ANALYSIS

BENEFIT/COST SUMMARY A summary of the Benefits /Cost Analysis for the Lamar Reliever Route is depicted in Table 14.

Table 14: Lamar Reliever Route Benefit/Cost Analysis Summary Change with LRR Monetized Benefits (2016 $) Cost-Effectiveness Type 7% Discount Rate 3% Discount Rate Heavy Veh. $34,717,000 $78,663,000 Travel Time Savings Car $5,044,000 $10,327,000 Heavy Veh. ($16,670,000) ($32,125,000) Vehicle Millage Savings Car $328,000 $663,000 Heavy Veh. (621,000) (1,292,000) Emissions Reduction Car ($3,572,000) ($4,629,000) Crash Cost Savings $5,775,000 $11,906,000 Residual Value $5,915,000 $24,219,000 Inventory Carry Costs Heavy Veh. $100,000 $226,000 Value Capture Around Heavy Veh. Interchanges $4,706,000 $6,133,000 Total Benefits $35,722,000 $94,091,000 Costs Capital Costs ($115,645,000) ($138,599,000) Incremental O&M Costs ($278,000) ($727,000) Total Costs ($115,923,000) ($139,326,000) Benefit-Cost Ratio 0.31 0.68

March 23, 2016

The Honorable Anthony Foxx, Secretary U.S. Department of Transportation 1200 New Jersey Avenue, SE Washington, D.C. 20590

RE: Us 287 Lamar Truck Reliever Route Project FASTLANE Grant Program Application

Dear Secretary Foxx:

The purpose of this letter is to express Action 22 support for the above referenced FASTLANE application. Action 22 is proud to join its member entities along the route in supporting the request.

Action 22, Inc., is a regional advocacy organization that promotes projects that can benefit the economic vitality of the 22 county region of Southern and Southeast Colorado. US Highway 287, an integral part of the Ports-to-Plains corridor, passes through three of our 22 counties, Baca, Prowers and Kiowa. The benefits of the corridor extend well beyond those counties. The Board of Directors of Action 22 has determined that this project will have a very positive impact on the future economic growth of Lamar, Prowers County and the surrounding economic region.

As stated by other supporters, the Lamar Reliever Route is an ideal candidate for the FASTLANE Grant. The project will reroute nine miles of US Highway 287 around Lamar to significantly reduce delays experienced by these trucks and will improve the safety and accessibility of downtown Lamar to local traffic. As an integral part of the Ports-to- Plains corridor, the project is designated as a “High Priority Corridor” in the TEA-21 legislation signed into Federal law in 1988. The route carries high volumes of freight between the ports of Texas and the interior of the United States. Almost half the traffic on US 287 is large trucks, some of which carry oversized loads and hazardous materials.

The current route passes through the heart of downtown Lamar at 30 miles per hour and must pass six signalized intersections, twenty-six un-signalized intersections and crosswalks and one at grade active railroad crossing. The proposed high-speed by-pass around the east side of town will have grade separated crossings over the railroad and intersecting highways. Freight traffic will be able to move more efficiently with the additional environmental benefit that trucks will not be moving slowly and having to make the stops and starts as they currently do, reducing fuel use and potential air pollution.

Not only will the freight traffic be able to move more efficiently, local residents and businesses will benefit because of the improved ease of access to downtown, greater access to parking and safer pedestrian movement.

Much of our membership in Lamar and Prowers County support this project because of the multiple benefits and for that reason Action 22 is adding its support to the application.

Sincerely, Action 22, Inc.

John Marrin, Board Chair

March 18, 2016

The Honorable Anthony Foxx, Secretary U.S. Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590

Re: US 287 Lamar Truck Reliever Route Project FASTLANE Grant Program Application

Dear Secretary Foxx:

The purpose of this letter is to provide the Ports-to-Plains Alliance’s support for the above referenced FASTLANE application. Ports-to-Plains is a grassroots alliance of over 275 communities and businesses, including alliance partners Heartland Expressway, Theodore Roosevelt Expressway and Eastern Alberta Trade Corridor Coalition, whose mission is to advocate for a robust international transportation infrastructure to promote economic security and prosperity throughout North America's energy and agricultural heartland including Mexico to Canada.

The U.S. 287 Lamar Truck Reliever Route Project is located near the midpoint of the corridor which includes four High Priority Corridors on the National Highway System including Ports-to- Plains (Corridor No. 38), Heartland Expressway (Corridor No.14), Theodore Roosevelt Expressway (Corridor No. 58) and the northern portions of Camino Real (Corridor No. 27). The corridor serves ten U.S. States and makes key freight connections to Canada and Mexico. The reliever route has been included in the planning for this 3,088 mile corridor since the completion of the Ports-to-Plains Corridor Development and Management Plan (CDMP) by the departments of transportation in Colorado, Texas, Oklahoma and New Mexico in 2004. The U.S. 287 Lamar Truck Reliever Route was included as one of fifteen (15) planned freight reliever routes along the Ports-to-Plains (Corridor No. 38) between the Texas Mexico border and Denver, CO. To date, reliever routes have been constructed in Boise City, OK; Del Rio, TX and the relief route is under construction in Big Spring, TX. A portion of the reliever in San Angelo, TX has been completed and Loop 335 in Amarillo, TX is providing a defacto relief route outside of the main corridor that passed through downtown Amarillo. Currently 54.83% of the entire corridor is four- lane or better with over $585.4 million in construction underway in 2015 for expansion and reliever projects along the corridor.

The Alliance reviewed the Nationally Significant Freight and Highway Projects (NSFHP) program goals with previous study data from the 2004 CDMP, the 2013 Environmental Assessment (EA) and other studies. Below are pieces of study data that relate to specific NSFHP Program Goals and National Goals described under 23 U.S.C. 150. The Alliance has

Limon Office Lubbock Office P.O. Box 9 5401 N MLK Blvd., Unit 395 Limon, CO 80828 Lubbock, TX 79403 P: 719.740.2240 P: 806.775.2338 F: 719.775.9073 Fax: 806.775.3981 www.portstoplains.com

US 287 Lamar Truck Reliever Route Project FASTLANE Grant Program Application March 18, 2016 Page 2

identified the program and national goals that the project addresses and provided its conclusions and the study data leading to those conclusions.

NSFHP Program Goals

• Improve safety, efficiency, and reliability of the movement of freight and people

This project would continue the improvements already completed along the corridor projecting significant auto and truck travel time savings, as well as contributing to the efficiency and reliability of the movement of people and goods.

The 2004 CDP states: “Between 2011 and 2030, the total auto travel time savings benefit generated by improving the transportation infrastructure is estimated to be $273.7 million in 2004 dollars. The discounted benefit associated with the reduction in auto travel times in the project Corridor is expected to be $76.5 million using a 7.0 percent discount rate.

Between 2011 and 2030, the total truck travel time savings benefit generated by improving the transportation infrastructure is estimated to be $268.2 million in 2004 dollars. The discounted benefit associated with the reduction in truck travel times in the project Corridor is expected to be $75.0 million using a 7.0 percent discount rate.”

The 2013 EA indicated that locally “on a daily average, 84 percent of trucks originating outside of the region pass through Lamar without stopping.” Further the EA points out “National and regional travelers must slow down from 65 miles per hour (mph) to 30 mph as they travel through Lamar, whose local road network is not equipped to serve the increasing truck traffic on this economic corridor.” and “The mix of regional, local, and pedestrian traffic with contrasting objectives results in difficulty for drivers and pedestrians trying to reach local destinations along U.S. 287/Main Street and slows the progress of through-travelers seeking other destinations.”

• Generate national or regional economic benefits and an increase in global economic competitiveness of the U.S

This project would again move forward any additional improvement within the corridor resulting in a regional economic benefit and a measurable increase in North American economic competitiveness.

The 2004 CDMP indicated that “the total economic benefits measured by income to residents would exceed the project cost by a ratio of 3.15.”

Measured by data from the North American Transborder Freight Data, Bureau of Transportation Statistics, U.S. Department of Transportation, the ten states served by the corridor have seen significant increases in the value of total truck trade to both

Limon Office Lubbock Office P.O. Box 9 5401 N MLK Blvd., Unit 395 Limon, CO 80828 Lubbock, TX 79403 P: 719.740.2240 P: 806.775.2338 F: 719.775.9073 Fax: 806.775.3981 www.portstoplains.com

US 287 Lamar Truck Reliever Route Project FASTLANE Grant Program Application March 18, 2016 Page 3

Canada and Mexico. In order to provide a better picture of corridor usage, this summary data looks only at the ports of entry served by the corridor in the border states. In Texas the summary data evaluates truck trade through the ports of Laredo, Eagle Pass and Del Rio. In Montana, the data summarizes truck trade through Sweetgrass, Wild Horse and Raymond and in North Dakota through Portal.

From 2004 through 2014 truck trade with Mexico from the ten corridor states has increased by 102.8% through the three border crossings in Texas. In the same period, truck trade with Canada from the ten corridor states increased 161.2% through the four border crossing in Montana and North Dakota.

• Reduce highway congestion and bottlenecks

The Ports-to-Plains Corridor provides an alternative corridor to the congested Interstate 25 along the Front Range of Colorado and Interstate 35 in Texas, Oklahoma and Kansas.

The 2004 CDMP states: “The 2030 Build travel demand model results indicate that when all improvements have been made, additional traffic will be attracted to the Port to Plains Corridor from surrounding facilities, including I-35 and I-25. The model indicates a 12 percent increase in Corridor vehicle miles traveled over the 2030 No-Build scenario. In addition to these attracted trips, the 2030 Build forecast also reflects a significant shift of travel demand from Dumas, Texas to the north. Because of improvements to the US 287 Corridor through eastern Colorado and increasing congestion on I-25 south of Denver, the model forecasts a shift from I-25 to the improved US 287 Corridor.”

• Improve roadways vital to national energy security

The Ports-to-Plains Alliance tagline says “Securing the Benefits of Commerce to North America’s Energy & Agricultural Heartland.” The highway system connects a region that includes significant conventional and renewable resources. Energy security is provided by North America’s energy development and the Ports-to-Plains region provides the connections needed to develop those resources including world class oil, gas and wind resources.

From an oil and gas viewpoint it connects Alberta, Canada and Texas, both the production and reserve leaders in the world. The highway system moves the people and equipment needed to develop these resources. The Bakken in North Dakota, Montana, Saskatchewan and South Dakota; the Niobrara in Wyoming, Colorado and Nebraska; and the Barnett and Permian in Texas; and the Eagle Ford in Texas and Coahuila, Mexico are connected by the Ports-to-Plains Corridor. The Corridor provides the connection between Houston, Denver and Calgary. To summarize the oil and gas role of the region:

Limon Office Lubbock Office P.O. Box 9 5401 N MLK Blvd., Unit 395 Limon, CO 80828 Lubbock, TX 79403 P: 719.740.2240 P: 806.775.2338 F: 719.775.9073 Fax: 806.775.3981 www.portstoplains.com

US 287 Lamar Truck Reliever Route Project FASTLANE Grant Program Application March 18, 2016 Page 4

• Seven of top ten and eight of the top fifteen oil producing states, producing over 1.667 billion barrels annually in 2013 • Alberta ranks third, after Venezuela and Saudi Arabia, in terms of proven recoverable global crude oil reserves • Five of the top eight and seven of the top fifteen natural gas producing states that produced over 57.5% or 13,966,836 million cubic feet in 2012 • Oil and natural gas accounts for three million jobs or 35.8% of the nation in the region, generating incomes of over $208.5 billion or 40.5% of the entire nation's oil and gas jobs and income

Renewable wind resources are also abundant throughout the region.

• Four of the top ten and seven of the top twenty U.S. States for Installed Wind Capacity (2013) with 21,687 MW. Texas ranks number one. The region accounts for 68.8 million MWH of electrical generation or 48.9% of the total wind generation in the U.S. • Top six nationwide, eight of the top 10 U.S. states for potential wind energy generation and generating over 8,317 MW, nearly 76.9% of the U.S. total

National Goals described under 23 U.S.C. 150

• Safety -- To achieve a significant reduction in traffic fatalities and serious injuries on all public roads.

Once again the 2004 CDMP points out that corridor improvements like the U.S. 287 Lamar Truck Reliever Route Project contribute to “the total benefit is $381.2 million for crashes that are avoided, in 2004 dollars. Discounting that benefit by 7.0 percent results in benefits of $114.3 million.”

• Congestion reduction -- To achieve a significant reduction in congestion on the National Highway System.

See comments on “Reduce Highway Congestion and Bottlenecks” under NSFHP Program Goals.

• Freight movement and economic vitality -- To improve the national freight network, strengthen the ability of rural communities to access national and international trade markets, and support regional economic development.

In addition to the above items addressing this National Goal, the Alliance would point out that Lamar, CO, population 7,804, is only one of many rural communities served by the entire corridor. Across the entire 3,088 miles only Laredo, TX and Lubbock, TX have populations above 200,000. The U.S. 287 Lamar Truck Reliever Route Project certainly meets the threshold for 25 percent of all NSFHP funds reserved for projects – either

Limon Office Lubbock Office P.O. Box 9 5401 N MLK Blvd., Unit 395 Limon, CO 80828 Lubbock, TX 79403 P: 719.740.2240 P: 806.775.2338 F: 719.775.9073 Fax: 806.775.3981 www.portstoplains.com

US 287 Lamar Truck Reliever Route Project FASTLANE Grant Program Application March 18, 2016 Page 5

large or small projects – in rural areas, defined as an area outside a U.S. Census Bureau designated urbanized area with populations over 200,000.

Thank you for your consideration of the application for the U.S. 287 Lamar Truck Reliever Route Project submitted by the Colorado Department of Transportation and once again the Alliance’s expresses its support for this project as part of a multi-state corridor. Please feel free to contact Michael Reeves, President ((806)775-2338; [email protected]) or Joe Kiely, Vice President of Operations (719-740-2240; [email protected]).

Sincerely yours,

Joe Kiely Vice President of Operations Ports-to-Plains Alliance Limon, CO

Limon Office Lubbock Office P.O. Box 9 5401 N MLK Blvd., Unit 395 Limon, CO 80828 Lubbock, TX 79403 P: 719.740.2240 P: 806.775.2338 F: 719.775.9073 Fax: 806.775.3981 www.portstoplains.com

April 8, 2016

The Honorable Anthony Foxx, Secretary U. S. Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590

Re: US 287 Lamar Truck Reliever Route Project FASTLANE Grant Program Application

Dear Secretary Foxx:

We are writing today to provide support for the above referenced FASTLANE application. We are a membership based organization in Northeast Colorado representing interests of agriculture, health care, education, business, transportation, energy, local governments and nonprofits as well as individuals advocating the economic viability of our region.

The US 287 Lamar Truck Reliever Route Project is part of the overall connection of the Ports- to-Plains Alliance of which we are a member. It would connect with the southern part of the corridor Heartland Expressway (Corridor No. 14) that travels through our region of the state.

The reliever route would assist truck traffic a smooth flow on this South/North corridor and create economic opportunities in our region with the increase in traffic. Additionally, it will serve to alleviate some of the congestion from Interstate 25 for the traffic that can be rerouted to the Ports to Plains (Corridor No. 38) making it a transportation win for two areas of our state.

Thank you for your consideration of the US 287 Lamar Truck Reliever Route Project FASTLANE Grant Program Application submitted by the Colorado Department of Transportation. Should you require further information or have questions, please feel free to contact me.

Sincerely,

Catherine J. Shull Executive Director

Catherine J. Shull – Executive Director 629 Warner Street - Fort Morgan, CO 80701 Office/Home: 970.867.9167 Mobile: 970.768.2230 Fax: 1.800.521.9413 [email protected] www.progressive15.org