April 14, 2016 · April 14, 2016 7 . generate $183.5 million in benefits, resulting in a benefit to cost ratio of 1.2. At a 3% discount rate, the same investment generates $388.2

April 14, 2016

Cover Page US 550

Previously Incurred Project Cost $55,700,000 (73% state)

Future Eligible Project Cost $197,500,000

Total Project Cost $253,200,000

NSF HP Request $113,000,000

Total Federal Funding (including NSFHP) $141,200,000 (72% fed)

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 Freight Network?

No

Is the project or a portion of the project located on the National Highway System?

Yes, on National Highway System.

Does the project add capacity to the Interstate system? Project adds capacity but not to the interstate system.

Is the project in a national scenic area? No, it is not in a national scenic area.

Do the project components include a railway-highway grade crossing or grade separation project?

No

Do the project components include an intermodal or freight rail project, or freight project within the boundaries of a public or private freight rail, water (including ports), or intermodal facility?

No

If answered yes to either of the two component questions above, how much of requested NSFHP funds will be spent on each of these project s components?

N/A

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 STIP MPO Long Range Transportation Plan State Long Range Transportation Plan State Freight Plan?

Project is currently in: State Long-range Transportation

Plan State Freight Plan

Components of the project have been in the STIP since 1997.

April 14, 2016 iii

Contents Page No.

ES. Executive Summary .............................................................................................................................. 1

A. Project Description ................................................................................................................................ 2

B. Project Location .................................................................................................................................... 6

C. Project Parties ....................................................................................................................................... 6

D. Grant Funds and Sources/Uses of Project Funds ................................................................................ 6

E. Cost Effectiveness ................................................................................................................................ 7 Summary of Benefit Cost Analysis ................................................................................................... 7

Estimation of Project Benefits ..................................................................................................... 8

F. Project Readiness ............................................................................................................................... 10 Long-standing Commitment to US 550 and US 160 ...................................................................... 10 Technical Feasibility ....................................................................................................................... 11 Project Schedule ............................................................................................................................ 12 Required Approvals ........................................................................................................................ 13

Environmental Permits and Reviews ........................................................................................ 13 State and Local Approvals ........................................................................................................ 14 State and Local Planning .......................................................................................................... 14

Assessment of Project Risks and Mitigation Strategies ................................................................. 15

G. Merit Criteria ........................................................................................................................................ 15 Economic Outcomes ...................................................................................................................... 15

Increases Global Economic Competitiveness .......................................................................... 16 Improves Connectivity Between Freight Modes of Transportation ........................................... 17 Improves Roadways Vital to National Energy Security ............................................................ 17 Facilitates Freight Movement across Land Border Crossings .................................................. 17 Addresses the Impact of Population Growth on the Movement of People and Freight ............ 17

Mobility Outcomes .......................................................................................................................... 18 State of Good Repair ................................................................................................................ 18 Resiliency .................................................................................................................................. 19 Congestion and Bottlenecks ..................................................................................................... 19

Safety Outcomes ............................................................................................................................ 20 Community and Environmental Outcomes .................................................................................... 21

Minimizes Harm to Communities and the Environment ............................................................ 21 Extends Benefits to the Human and Natural Environment ....................................................... 22 Enhances Personal Mobility and Accessibility .......................................................................... 22 Reduces Negative Effects of Existing Infrastructure ................................................................ 23 Removes Barriers ..................................................................................................................... 23 Avoids Harm to the Human and Natural Environment .............................................................. 23 Uses Design Improvements to Enhance Access and Environmental Quality .......................... 23 Reflects Meaningful Community Input ...................................................................................... 23

H. Other Review Criteria .......................................................................................................................... 24 Partnerships ................................................................................................................................... 24 Innovation ....................................................................................................................................... 24 Cost Share ..................................................................................................................................... 25

I. Federal Wage Rate Certificate .............................................................. Error! Bookmark not defined.

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Appendices (attached as separate documents) Appendix A. References Appendix B. Benefit Cost Analysis Supplementary Documentation Appendix C. Letters of Support Appendix D. Detailed Statement of Work, Project Cost, and Schedule Appendix E. Traffic and Safety Technical Assumptions Appendix F: CDOT Letter of Funding Commitment

Tables Table 1. Benefits of Project Elements ....................................................................................................... 5 Table 2. Sources of Funds ........................................................................................................................ 7 Table 3. Uses of Funds ............................................................................................................................. 7 Table 4. Benefit-Cost Analysis Summary Results .................................................................................... 8 Table 5. Qualitative Benefits Associated with Improvement ................................................................... 10 Table 6. Project Costs ............................................................................................................................. 12 Table 7. Project Milestones to Date ........................................................................................................ 13 Table 8. Status of Environmental Permits and Reviews ......................................................................... 14 Table 9. Potential Project Risks .............................................................................................................. 15

April 14, 2016 ii

ES. Executive Summary US 550 is the only direct continuous north-south route in western Colorado. It is a designated Colorado freight corridor between Grand Junction, Colorado (where it connects to I-70 and Utah), and Albuquerque, New Mexico (where it connects to I-25 and I-40). It is recognized in numerous planning documents as a critical corridor in the southwestern United States.

US 550 is a critical transportation link for the San Juan Basin, the second largest natural gas reserve in the United States (U.S. EIA, 2010). It also serves the rich agricultural area of Florida Mesa, and provides the primary access to Southern Ute Indian Tribe lands. Significant safety, mobility, and economic benefits will be realized by the freight industry and the traveling public.

The La Plata County, Colorado, is requesting $113 million in FASTLANE grant funds for the $197.5 million Project. This is 57 percent of the total cost.

The US 550 project improves one of Colorado’s designated freight corridors.

For $113 million in FASTLANE funding, the Project:

Provides $183.5 million in benefits which is a benefit/cost ratio of 1.2 assuming 7% discount rate and 2.3 assuming 3% discount rate.

Reduces projected future crashes per year from 34 to 7.

Improves future level of service at the Grandview interchange from F to A, saving freight travel time and increasing reliability.

Reduces travel time, delay and vehicle hours travelled for freight traffic.

Capitalizes on the $56 million investment already made in the Grandview interchange.

Increases property values due to new or improved access

Replaces existing aging infrastructure (pavement and culverts) along US 550.

Adds substantial features to improve wildlife habitat and connectivity and reduces the potential for animal-vehicle crashes.

Saves energy consumption by decreasing stop and go traffic .

Improves multimodal operations for bicyclists and pedestrians with a new pedestrian overpass and an enhanced connection to the regionally significant Smart 160 trail.

Reduces Colorado Department of Transportation maintenance expenditures on US 550.

Improves safety and mobility for Mercy Regional Medical Center and other emergency vehicles.

Supports the comprehensive land use planning completed by the City of Durango, La Plata County, and the Southern Ute Indian Tribe.

Supports new development in the growing Three Springs development, which is owned by the Southern Ute Indian Tribe.

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A. Project Description The US Highway (US) 550 corridor south of Durango (within La Plata County), Colorado, is a main travel route between Colorado and New Mexico that supports the transport of goods and services. US 550 extends south to I-25 and I-40 in Albuquerque, New Mexico, and north to I-70 in Grand Junction, Colorado. Both Colorado and New Mexico have designated US 550 as a freight corridor (CDOT, 2015a; NMDOT, 2015), with truck traffic ranging to approximately 13 percent of overall traffic (CDOT, 2005). The highway provides a critical connection to both local and national freight corridors and improves freight access to the Durango-La Plata County Airport.

The US 550 Project improves safety, enhances travel efficiency, meets projected demand for highway capacity between Durango and the New Mexico state line, and alleviates significant design deficiencies and bottlenecks at the Grandview interchange

La Plata County and the Colorado Department of Transportation (CDOT), in cooperation with the Federal Highway Administration (FHWA), have been working to complete much-needed improvements on this corridor since it was identified as a key statewide Strategic Corridor in 1996.

The purpose of the Project is to improve safety, enhance travel efficiency, meet projected demand for highway capacity between Durango, Colorado, and the New Mexico state line, and alleviate significant design deficiencies and bottlenecks at the

Moving the US 550 alignment from Farmington Hill to the new Connection reduces safety concerns and improves mobility for freight and passenger vehicles.

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Grandview interchange. US 550 is a four-lane roadway from I-25 near Albuquerque to the Colorado state line. This Project completes the four-lane section to US 160, improving mobility through this freight corridor.

Oil and gas, agricultural, and general commercial freight industries rely on this north-south interstate corridor. The highway bisects the San Juan Basin, which is the second largest natural gas reserve in the United States (U.S. EIA, 2010). Oil and gas production, vital to our national security and economy, depends on this route to access oil fields, production facilities, and transmission lines. Additionally, US 550 serves the rich agricultural area of the Florida Mesa. Agricultural products from Colorado were exported to over 130 countries last year (OEDIT, n.d.), and generated over $7.7 billion in economic output (USDA, 2012). Heavy truck usage from these critical activities drastically impacts the surface quality of the roadways and the operational efficiency of this highway system.

US 550 lies within the lands of and provides primary access to the Southern Ute Indian Tribe, a sovereign nation. The Southern Ute Indian Tribe’s Three Springs 680-acre master planned, mixed-use community lies just north of the Grandview interchange at US 160. This development in Durango currently has retail/office space, police and fire stations, and the Mercy Regional Medical Center, which is the second largest employer in La Plata County, employing 1,000 individuals (Three Springs, 2016). The development is projected to add approximately 3,000-5,000 people to Durango’s population (Three Springs, 2016). The Project improves access to the businesses, residences, planned schools, and emergency and medical facilities; and improves travel safety for this growing population.

US 550 is the only direct continuous north-south route in western Colorado. Because of the topography in the region, there are no county roads or other facilities that are viable alternative routes or that can handle the heavy truck traffic. Lengthy detours are a concern, especially in severe winter weather conditions. Maintaining the highway is critical to efficient and safe transport of freight for Durango and the region to avoid 80 miles of out-of-direction travel (CDOT OTIS, 2016).

US 550 is recognized as a critical corridor in the southwestern United States. It is:

• A Freight Corridor in the Colorado State Highway Freight Plan (CDOT, 2015a) (http://coloradotransportationmatters.com/wp-content/uploads/2013/04/Colorado-State-Highway-Freight-Plan.pdf)

• A Priority Freight Corridor in the New Mexico Freight Plan (NMDOT, 2015) (http://dot.state.nm.us/content/dam/nmdot/planning/NM_2040_Plan-Freight_Plan.pdf)

• An Energy Corridor in the Colorado State Highway Freight Plan (CDOT, 2015a) (http://coloradotransportationmatters.com/wp-content/uploads/2013/04/Colorado-State-Highway-Freight-Plan.pdf)

The Project improves access to Southern Ute Tribe’s 680-acre Three Springs mixed-use development north of the Grandview interchange at US 160 where the Mercy Regional Medical Center is located.

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• A designated evacuation route in the 2040 Metropolitan Transportation Plan, Farmington

Metropolitan Planning Organization, New Mexico (Farmington MPO, 2015) http://www.fmtn.org/documentcenter/view/5365

• A Designated Route for Hazardous Materials (but not nuclear) by the Colorado Department of Public Safety (CDOT, 2013) (http://dtdapps.coloradodot.info/staticdata/Downloads/StatewideMaps/HazMatMap.pdf)

The Project has two main components:

• Operational and Capacity Improvements on US 550 from MP 7.5 to MP 11.2 (3.7 miles), and from MP 12.8 to MP 14.9 (2.1 miles). Improvements include reconstruction of US 550 with pavement designed to better withstand truck loads (better pavement condition), widening from two lanes to four with a center median and 10-foot shoulders (facilities passing, creates a climbing lane), added turn lanes, access control (fewer vehicles entering roadway), intersection improvements, a pedestrian overpass to provide safe crossing to the Sunnyside Elementary School, and numerous wildlife crossings that will reduce the number of animal-vehicle collisions. The Project also relocates existing oil and gas facilities and irrigation facilities outside the clear zone and away from the elementary school playground.

• A new 1.7-mile Connection between US 550 and US 160. The Connection is on a new alignment to route traffic away from US 550 at Farmington Hill, which has major safety issues and design deficiencies—unsafe in winter driving conditions, and it is steep and windy. It connects US 550 to US 160 at the existing Grandview interchange (a full-movement interchange replacing a signalized intersection), greatly improving safety and mobility at the US 550/US 160 intersection. This Connection also has numerous grade-separated wildlife crossings. The award of this grant will allow dramatically improved freight conditions for safety by realigning and reducing steep grades, improving shoulder conditions, reducing animal-vehicle collisions, and realigning county and local road accesses throughout the corridor. Capacity and mobility issues will be addressed by adding lanes and implementing Intelligent Transportation System (ITS) solutions.

Although the two Project components have independent utility, grant funds will be used to construct them as a single project. This will accelerate plans to complete improvements for the strategic freight corridor and create efficiencies and cost savings in construction. The US 550 component requires millions of dollars in earthwork fill material to bring the new roadway segments to the proper grade. The earthwork cut for the new Connection provides the necessary earthwork fill for the US 550 component. Also, by constructing the improvements during the same timeframe, traffic can be separated from construction areas, eliminating potentially unsafe conditions.

Constructing both projects in the same timeframe will allow the earthwork fill material cut from the new Connection alignment to be used for the widening of US 550, saving millions of dollars .

April 14, 2016 4

Users of the Project are:

• Industry freight vehicles—oil and gas, agriculture, general commercial, and non-nuclear hazardous materials.

• Commuters between La Plata County, Colorado, and San Juan County, New Mexico.

• Interstate travelers between Colorado and New Mexico.

• Local residents traveling to and from health care facilities, police and fire stations, as well as downtown Durango.

Table 1. Benefits of Project Elements Existing Conditions Project Element How it Addresses Issue Dangerous passing conditions No pull-outs Deteriorating pavement because of heavy vehicle loads

Operational and capacity improvements on 5.5-miles of US 550

Improves lanes for freight vehicles with oversized loads Improves passing opportunities Improves pavement condition

Substandard curves and shoulder width

Straighten curves and widen US 550

Improves safety for all vehicles Improves bicyclist safety

Underutilized existing asset and access to Mercy Regional Medical Center

Construct a new 1.7-mile connection on a new alignment to a previously built new interchange

Connects US 550 to the underutilized Grandview interchange

Congestion and dangerous situation at bottom of hill at intersection

Connect to a previously built new interchange

Relieves congestion at existing US 550/US 160 intersection

High incidence rate for animal-vehicle accidents

Construct 6 grade-separated large animal wildlife crossings and 36 small mammal underpasses

Mitigates/reduces animal-vehicle collisions

Lack of pedestrian facilities near school and residential development

Construct a new pedestrian overpass

Connects Sunnyside Elementary School to Old Homestead residential area across US 550, improving pedestrian safety

Unsafe Farmington Hill Alignment shift to Grandview interchange to alleviate steep grades, sharp curves, and signalized intersection

Improves safety in winter conditions and relieves congestion at bottom of hill; delays of at least 120 seconds frequently occur at that signalized intersection.

Curves and grades on Farmington Hill are challenging for freight vehicles.

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B. Project Location The Project is located in southwestern Colorado in La Plata County south of Durango. US 550 connects to US 50 and I-70 serving central Colorado and Utah; and it connects to I-25 and I-40 in Albuquerque, New Mexico.

C. Project Parties La Plata County is the project sponsor. CDOT is providing match funding for the project elements described above.

D. Grant Funds and Sources/Uses of Project Funds

La Plata County is requesting $113 million in FASTLANE grant funds for the highway Project future eligible cost of $197.5 million. This is 57 percent of the total cost. The match for the grant funds will come from the following sources, including state funds from CDOT: Appendix F contains a letter of funding commitment from CDOT.

• Programmed and planned funds already slated for this Project. • Discretionary Regional Priority Program (RPP) funding for the Southwest Transportation

Planning Region (TPR) 2040 Regional Transportation Plan prioritized for these improvements.

• NHPP Surface Treatment Funds. • CDOT’s FASTER program that provides state funds aimed solely at improving safety on

state highways. • SB 228 funds that the CDOT Transportation Commission allocates to complete projects

that were in the Strategic Transportation Project Investment Program. • The FAST Act NHFP formula programs funds for critical transportation projects that

would benefit freight movement. If subsequent federal guidance makes formula freight funding infeasible, CDOT will identify other funding (such as additional SB 228 funds) to replace the formula freight funds.

The Project improves a critical section of roadway in southwestern Colorado that connects freight routes from the oil and gas and agricultural areas to the larger United States transportation network via I-70, I-40, and I-25.

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Table 2 details sources of federal and state funds, and Table 3 details uses of funds for the Project.

Table 2. Sources of Funds

Fund Sources Amount ($millions)

Percentage Federal State Total

Project Programmed and Planned Funds $7.6 $0.9 $8.5 4%

RPP $13.0 $13.0 7%

NHPP/STP $6.6 $1.4 $8.0 4%

FASTER $10.0 $10.0 5%

SB 228 $20.0 $20.0 10%

NHFP $20.7 $4.3 $25.0 13%

Proposed FASTLANE $113.0 $113.0 57%

TOTAL $147.9 $49.6 $197.5 100%

Table 3. Uses of Funds

Project Uses Amount ($millions) Percentage

US 550 Operational and Capacity Improvements

Design $1.5 1%

ROW $2.7 1%

Utilities $8.3 4%

Construction $90.0 46%

US 550 Connection to US 160

Design $2.0 1%

ROW $2.8 1%

Construction and Utilities $90.2 46%

TOTAL Project Costs $197.5 100%

E. Cost Effectiveness Summary of Benefit Cost Analysis A benefit-cost analysis was conducted to quantitatively assess the merits of the US 550 project. This analysis was conducted using methods and parameters consistent with US Department of Transportation guidance. Many of the benefits of this project are difficult to quantify and monetize; a qualitative discussion of these benefits is also presented. Annual costs and benefits are computed and summarized over the life-cycle of the project. Construction of all US 550 improvements is expected to be completed in 2020, with operations available immediately after construction and analyzed for a period of 30 years.

The estimated rate of return for the project is 8 percent. The non-discounted costs of the Project, both capital and operating, are $180.9 million. At a 7% discount rate, this investment is expected to

April 14, 2016 7

generate $183.5 million in benefits, resulting in a benefit to cost ratio of 1.2. At a 3% discount rate, the same investment generates $388.2 million in benefits and a benefit to cost ratio of 2.3 percent. Summary results for the benefit-cost analysis are presented in Table 4 with full details of the analysis and back-up documentation provided in Appendix B Cost Effectiveness Analysis Supplementary Documentation.

Table 4. Benefit-Cost Analysis Summary Results 7% Discount Rate

3% Discount Rate

BENEFITS Millions of 2015$

BENEFITS Millions of 2015$

Travel Time Savings $180.1 Travel Time Savings $385.4

Vehicle Operating Cost Savings ($12.5) Vehicle Operating Cost Savings ($26.0)

Non-Carbon Emission Savings ($0.5) Non-Carbon Emission Savings ($1.2)

Carbon Emission Savings $2.9 Carbon Emission Savings $2.9

Crash Reduction $13.1 Crash Reduction $25.1

Residual Value $0.5 Residual Value $1.9

PV of Total Benefits $183.5 PV of Total Benefits $388.2

COSTS COSTS

Capital Costs $158.7 Capital Costs $179.7

Maintenance Costs ($5.3) Maintenance Costs ($9.8)

PV of Total Costs $153.4 PV of Total Costs $169.8

Net Present Value (NPV) $30.1 Net Present Value (NPV) $218.4

Benefit-Cost Ratio (BCR) 1.2 Benefit-Cost Ratio (BCR) 2.3

Estimation of Project Benefits The primary driver for quantifiable benefits associated with these improvements is a change in vehicle movement – distance and speed traveled for vehicles using the facility. These improvements increase capacity in an area that experiences heavy delays during peak periods, which increases overall travel speeds. The US 550 and US 160 Connection slightly increases travel distance for some vehicles, though the reduction in delay offsets the overall travel time.

The segments of US 550 that will be widened currently serve approximately 6,000 vehicles per day with volumes projected to increase to 18,400 in 2035. US 550 currently serves 7,900 vehicles at the intersection with US 160, with volumes projected to increase to 21,600 in 2035. Currently, an average of 24,500 vehicles on US 160 pass through the intersection; intersection volumes are projected to increase to 94,000 vehicles in 2035 (CDOT, 2015d). These volumes are concentrated during peak periods, with most of the roadway users experiencing delays. Average speeds on the

April 14, 2016 8

US 550 corridor are expected to increase from approximately 35 miles per hour to 60 miles per hour with the improvements. The reduction in grade and conversion from intersection to interchange will increase the average speed at the Connection from 30 miles per hour to 45 miles per hour. Note that the average speeds will vary by time of day and time of year. These values are presented as a simplified example. Additional detail on the peak hour and peak day variations can be found in Appendix B Benefit Cost Analysis Supplementary Documentation with the full results.

A summary of the benefits by category for the full Project improvement is provided below. Details of the calculations for each component of the improvement, parameters and methodology, can all be found in Appendix B Benefit Cost Analysis Supplementary Documentation.

• The primary benefit associated with these improvements is a savings in travel time for users of the facility, accounting for $747.1 million in non-discounted total benefits. The planned improvements increase average travel speeds and reduce delay at current bottlenecks.

• The second largest benefit is from the safety improvements. The additional capacity during peak periods reduces the likelihood of conflicts; and the upgrade from a signalized intersection to an interchange and the installation of animal crossings also reduce crashes. These improvements result in a total non-discounted benefit of $44.9 million.

• The third largest benefit is the environmental benefit of a reduction in air pollution and greenhouse gas emissions. As emission rates tend to be higher at very low and very high speeds, the improvements will result in an overall emission reduction due to the increased operating speeds. This benefit accounts for $3.1 million before discounting.

• Change in vehicle operating cost is another component of the benefits analysis. For this analysis, the operating costs increase slightly when based strictly on vehicle-miles traveled because of the slight lengthening of the Connection component compared to the existing interchange. The total change in vehicle operating costs is a non-discounted increase of $49.1 million. This result is likely to understate the benefit associated with changes in fuel consumption rates because of the avoidance of Farmington Hill.

• The final category of benefits is the residual value at the end of the analysis period. The land acquired to construct these improvements and the associated earthwork will still retain their value after the end of the analysis. This is a non-discounted benefit of $5.4 million.

Truck traffic will benefit from improved shoulders and an additional lane.

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As noted earlier, there are many aspects of this Project that are difficult to quantify and monetize. The qualitative benefits associated with the improvement are noted are presented in Table 5.

Table 5. Qualitative Benefits Associated with Improvement Qualitative Benefits US 550 Project Economic Outcomes

Mitigate Impacts of Population Growth

Better serves the growing population in La Plata County and Three Springs to accommodate increased demand.

Increase Reliability Increases reliability along only direct continuous north-south route in southwestern Colorado; reduces delay and improves intersection from LOS D/F to LOS A/B.

Increase Efficiency Provides corridor of continuous 4-lane operations and removes dangerous signalized interchange. Increases overall operating speed from an average of 35 miles per hour to 60 miles per hour.

Mobility Outcomes

Increase Resiliency Provides additional lanes and shoulders allowing improved emergency access; moves roadway away from cliff face to mitigate rock fall hazards.

Reduce Congestion and Bottlenecks Removes delay for all vehicles and passing through signalized intersection to get onto US 160 from US 550; improves overall level of service on the corridor.

Safety Outcomes

Improving Interactions between Roadway Users

Adds shoulders to improve bicycle and vehicular safety. New pedestrian bridge also improves safety. Removes sharp road curves and reduces average grade from 6% to 3% (CDOT, 2015d).

Improving Safety in Transporting Energy Products

Relocates existing oil and gas facilities and irrigation facilities out of the clear zone. Wider road cross-section improves safety of oil and gas freight transport; Removes freight transport from a steep, narrow mountain that is icy in the winter.

Community Outcomes

Enhance Personal Mobility and Accessibility

New pedestrian bridge; improves access/egress; at key intersections; removes signal delay at US 550 / US 160 and improves connection to multi-use path along US 160.

Avoid Harm Adds animal crossings; removes roadway from cliff face, mitigating rock fall hazards; moves existing oil and gas facilities.

Improve Environmental Quality

Improves noise, water quality, wildlife, air quality, energy consumption, visual environment.

F. Project Readiness The following sections substantiate how CDOT and local stakeholders have supported La Plata County in developing the Project so it is ready to start construction in a timely manner.

Long-standing Commitment to US 550 and US 160 In 1996 the Colorado State Legislature agreed to fund a Strategic Transportation Project Investment Program whose objectives were to accelerate the completion of 28 high-priority corridor

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improvements identified in CDOT’s 20-year statewide plan. The US 550 corridor south of Durango and the US 160 corridor from Durango to Bayfield were on that list of strategic projects of critical importance to the state. NEPA studies for both corridors began in 1997. After receiving the Finding of No Significant Impact for the US 550 Environmental Assessment (from the New Mexico state line to Durango) in 2005 and the Record of Decision for the US Highway 160 from Durango to Bayfield Environmental Impact Statement in 2006, CDOT included design, right-of-way, and utility work on small phases of both corridors in the Region 5 Statewide Transportation Improvement Program (STIP) (CDOT, 2008; CDOT, 2011).

In 2009, funding for the Strategic Transportation Project Investment Program was discontinued, leaving many corridors identified by this plan wholly or partially unfunded, including this Project. Given limited funding availability, there has been minimal construction completed on these strategic corridors. Since the completion of the NEPA process in 2005, two short segments of US 550 have been improved to enhance freight mobility and safety.

The award of this grant will allow completion of remaining critical highway improvements on US 550, and to construct a much-needed Connection to US 160.

Technical Feasibility Over the past 15 years, La Plata County and CDOT have remained committed to keeping US 550 and US 160 as high-priority projects and has advanced environmental, design, and construction for improvements as much as possible with available funding. Prior investments have positioned this Project to be able to quickly move into construction: all environmental studies are complete, design is largely complete, and right-of-way acquisition has begun.

Several design studies have been completed, including conceptual design to support the US 550 Environmental Assessment and Finding of No Significant Impact (CDOT, 2005), conceptual design to support the US Highway 160 from Durango to Bayfield Environmental Impact Statement (CDOT, 2006), conceptual design to support the US 550 South Connection to US 160 Supplemental Final Environmental Impact Statement (CDOT, 2015c), and the US 550 South Connection to US 160: Independent Alternatives Analysis (CDOT, 2015d). Design criteria for the US 550 component were established in the US 550 EA; and the design criteria for the Connection component were established in the 2015 Independent Alternatives Analysis (as documented in Chapter 5 of that document) and have been used to complete final design.

The cost estimates for the US 550 component, are designed to a 30% or greater level, used contingencies between 5% and 20% as appropriate for the level of design. For the Connection component, which has been designed to a 30% level, contingencies are 20%. This is based on historical construction costs for the State of Colorado but adjusted for the southwestern region, which typically has higher costs for hauling earthwork and materials. A 20% contingency is appropriate prior to a design-build procurement. Project costs are summarized in Table 6 and a detailed statement of work, with cost breakdowns and cross-section graphics, can be found in Appendix D Detailed Statement of Work, Project Cost, and Schedule.

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Table 6. Project Costs

Project Components Amount ($millions)

US 550 Operational and Capacity Improvements

Design 1.5

ROW 2.7

Utilities 8.3

Construction 90.0

US 550 Connection to US 160

Design 2.0

ROW 2.8

Construction & Utilities 90.2

Total Project Costs 197.5

Scope, schedule, and budget risks have been identified and mitigation for these risks has been determined (Table 9). There is very little risk. A detailed scope of work is included in Appendix D Detailed Statement of Work, Project Cost, and Schedule.

Project Schedule The Project schedule through construction is anticipated to occur as shown below. A more detailed schedule is included in Appendix D Detailed Statement of Work, Project Cost, and Schedule:

The Project activities presented in Table 7 are complete. All necessary activities will be complete to obligate grant funds for the start of construction before September 30, 2019—in fact, construction start is anticipated to be January 2018. There are no anticipated risks that would cause delays and put the funds at risk of expiring before they are obligated.

Project schedule through construction.

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Table 7. Project Milestones to Date Activity Status Notes In Statewide Plan Latest update was February 2015

In Statewide Freight Plan Completed June 2015.

Programmed in STIP Projects in the corridor have been in the STIP since 1999. Since 2002, NEPA, design, right-of-way, construction have been in the STIP. The current STIP has design for US 550; previous STIP had construction funding, which has been shifted

Start/Completion of NEPA

US 550 FONSI received December 2005. US 550 South Connection to US 160 ROD received April 2015.

Permitting (partial) See Table 8; required permits are on normal obtainment schedule.

Design Completion 90% design complete for the 3.7 miles on US 550 component; 30% design complete for the 2.1 miles on US 550 component; 30% design is complete on the 1.7-mile Connection. This is appropriate for a design-build contract.

Right-of-way Acquisition (partial) Right-of-way acquisition has begun and will be completed by January 2017 for the US 550 component from MP 7.52 to MP 11.17. There is authorization for further right-of-way purchase beginning in August 2016 for the new Connection from MP 12.79 to MP 16.56

Required Approvals Environmental Permits and Reviews All NEPA documentation for this Project has been finalized (Table 8). The Federal Highway Administration (FHWA) has approved all aspects of the Project. The FHWA Colorado Division Office has been involved in numerous discussions regarding compliance with NEPA and other applicable environmental reviews and approvals since these corridors were included in CDOT’s Strategic Transportation Project Investment Program in 1996. FHWA signed a Finding of no Significant Impact for improvements to US 550 in 2005. Since that time, CDOT has worked closely with the FHWA to fund and authorize final plan design; begin right-of-way activities including several residential relocations; and negotiate utility agreements along US 550. FHWA signed the Record of Decision for the US 550 South Connection to US 160 in April 2015. Since then, CDOT has partnered with FHWA to begin final design and right-of-way activities.

Substantial public engagement has occurred:

• Three public meetings held during the development of the US Highway 160 from Durango to Bayfield EIS (May 2000, March 2003, and October 2005).

• US 550 EA public hearing and open house held on August 17, 2005. • Public hearing on the US 550 South Connection to US 160 Reevaluation held November 2,

2011. • US 550 South Connection to US 160 public open house held on December 1, 2014. • Nine small group meetings with key stakeholders held in 2013 and 2014 during the

Independent Alternatives Analysis (City of Durango, La Plata County, representatives of directly affected property owners, and representatives of the Southern Ute Indian Tribe Growth Fund).

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• Six public meetings, a web and mailed survey, and one-on-one phone calls during

preparation of the Statewide Plan and STIP in 2014 and 2015 that reached more than 10,000 individuals who commented on mobility and safety concerns in the Project area.

Table 8. Status of Environmental Permits and Reviews Approval Complete Status

Finding of No Significant Impact (FONSI) for improvements to US 550

Signed December 21, 2005 www.codot.gov/projects/us-550-environmental-assessment-finding-of-no-significant-impact/us_550_fonsi.pdf/view

Record of Decision (ROD) for the US 550 South Connection to US 160

Signed April 23, 2015 www.codot.gov/content/projects/US550atUS160_SFEIS_Record_of_Decision_2015/

Endangered Species Act USFWS concurrence November 3, 2014 (Appendix B of ROD) (www.codot.gov/content/projects/US550atUS160_SFEIS_Record_of_Decision_2015/)

National Historic Preservation Act

MOA signed by SHPO and ACHP on June 12, 2012 (https://www.codot.gov/content/projects/US550atUS160_SFEIS_Record_of_Decision_2015/ROD%20Appendix%20C_Final%20MOA%20%28June'12%29_full%20signatures.pdf)

Section 404 permit (Nationwide) Will be submitted to the U.S. Army Corps of Engineers in Summer 2016. No issues are anticipated.

Colorado Senate Bill 40 (wildlife certification) Will be submitted to Colorado Parks and Wildlife Summer 2016.

No issues are anticipated.

State and Local Approvals The only required state approval is a Programmatic SB 40 clearance from Colorado Parks and Wildlife, which is expected in summer 2016. There are no required approvals from the City of Durango or La Plata County.

State and Local Planning Both of the Project components are included on the Statewide Transportation Plan (SWP) (CDOT, 2016a). The US 550 component was in the 2013 Statewide Transportation Improvement Program (STIP) (CDOT, 2008). The US 550 Design MP 2.7 to CR 302 (SR57004.019) and US 550 Connection to US 160 (SR57004.030) components are funded in the current 2017 STIP (CDOT, 2011).

Since US 550 and US 160 were identified as strategic highway corridors in the Strategic Transportation Project Investment Program 15 years ago, there has been continued substantial and support for needed improvements at the state and local level. La Plata County and the City of Durango have included the improvements in their joint 2030 Transportation Integrated Plan (La Plata County and City of Durango, 2006); and the City of Durango has programmed $10 million to make them a reality.

CDOT’s Region 5 has made it a #1 priority and has dedicated all available funding sources to environmental studies and design for the improvements. Furthermore, it is a top priority project of CDOT’s Southwest Transportation Planning Region, the Gunnison Valley Transportation Planning

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Region, and the San Luis Valley Transportation Planning Region (CDOT Southwest Transportation Planning Region, 2015; CDOT Gunnison Valley Transportation Planning Region, 2015; CDOT San Luis Valley Transportation Planning Region, 2015). The US 550 corridor has been in the following state and local plans:

• La Plata County and the City of Durango 2030 Transportation Integrated Plan (La Plata County and the City of Durango, 2006) (http://co.laplata.co.us/UserFiles/Servers/Server_1323669/File/Government/Departments/laplata_final_report_june2006r.pdf)

• CDOT’s Strategic Transportation Project Investment Program list of top 28 critical projects of statewide importance (1996 to 2009).

• CDOT Transportation Matters: Statewide Transportation Plan 2040 (CDOT, 2016a) (plan includes all Regional Transportation Plans) (http://coloradotransportationmatters.com/statewide-transportation-plan/)

Letters of support for the Project from these agencies and others are included in Appendix C Letters of Support.

Assessment of Project Risks and Mitigation Strategies Table 9 includes an assessment of potential Project risks.

Table 9. Potential Project Risks Risk Risk Level Mitigation Strategies Right-of-way acquisition delays

Medium The CDOT Right-of-Way Manager uses an incentive program to expedite right-of-way acquisitions.

Uncommitted local match

Low CDOT has committed to the local match.

Receipts of permits Low CDOT has met with the U.S. Army Corps of Engineers to discuss the Section 404 permit needed. The USACE has reviewed impacted wetlands in the field. No major issues were identified.

Utility relocations Low There is a high-pressure gas line in the right-of-way. CDOT has a designated utility manager who is skilled at utility relocations.

G. Merit Criteria Economic Outcomes US 550 is the only direct continuous north-south route in western Colorado. It extends south to Albuquerque, New Mexico (connecting to I-40 and I-25) and north to Grand Junction, Colorado (connecting to I-70). It is an essential freight and travel route for:

• Oil and gas truck traffic servicing the San Juan Basin in southwestern Colorado and northern New Mexico.

• Truck traffic providing goods and services between Durango, Colorado, and Albuquerque New Mexico, including the Durango-La Plata County Airport, Mercy Regional Medical

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Center, Fort Lewis College, and the growing Three Springs master-planned development north of US 160.

• Transporters of non-nuclear hazardous materials.

• Residents, commuters, and tourists in La Plata County.

• Residents, commuters, and tourists traveling between San Juan County in New Mexico and the Durango area.

• Emergency service providers needing to access Mercy Regional Medical Center and fire and police stations in the nearby Three Springs development.

The new Connection provides new access to the growing Three Springs development owned by the Southern Ute Indian Tribe and the agricultural area on the Florida Mesa, which should have a positive impact on property values. As one of the largest employers in southwest Colorado, the Southern Ute Indian Tribe relies on a safe and direct access; and the Connection provides this direct access to their Three Springs development with its healthcare, retail, and residential land uses.

Increases Global Economic Competitiveness The Project improves safety, aging infrastructure, and congestion on a critical link for supporting the economy in the southwest Colorado and northern New Mexico, which support United States economy. The energy, agricultural, timber, recreation and tourism, academics, and general commerce industries will benefit from the improved safety and mobility provided by the Project, while will contribute to a more robust United States economy to compete globally.

Energy The Project improves the main route for freight vehicles that haul material, supplies, and equipment to oil and gas fields, production facilities, and transmission lines in the San Juan Basin, which is the second largest natural gas reserve in the United States (U.S. EIA, 2010). Between 2004 and 2014, crude oil production more than quadrupled in Colorado, and the production of natural gas rose 51 percent. Nationally, Colorado ranked 6th in natural gas production, 7th in crude oil production, and 11th in coal production. (U.S. EIA, 2015)

US 550 is a critical freight link for trucks hauling material, supplies, and equipment to serve oil and gas wells in the San Juan Basin.

There are more than 3,300 wells in La Plata County (COGCC, 2016) , in the San Juan Basin, which is the second largest natural gas reserve in the United States (U.S. EIA, 2010).

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Agriculture Large farmers depend on US 550 for global distribution of their crops, and small- to medium-sized farmers depend on this corridor for farm-to-market access. Export of agricultural products contributes over $7.7 billion to the state economy, and agribusiness employs over 115,000 jobs in Colorado (USDA, 2012). The top commodities by value exported from the Project area are hay, dairy farm products, chocolate, and forest products. Colorado food and agriculture products were exported to more than 130 countries (OEDIT, n.d.). The market value of agricultural products sold from La Plata County increased by 26 percent between 2007 and 2012. (USDA, 2012)

Improves Connectivity Between Freight Modes of Transportation The Project provides more direct and safer access for freight vehicles and other travelers to the Durango-La Plata County Airport, which was identified as one of the state’s intermodal connectors in the CDOT Colorado Statewide Freight Plan (CDOT, 2015). The amount of freight tonnage flown through DRO increased 2.6 percent from 2008 to 2013 (City of Durango, 2014).

Improves Roadways Vital to National Energy Security The Project reconstructs pavement and improves safety and mobility for trucks servicing the San Juan Energy Basin. The improvements increase the efficiencies of continued development and transport of these energy resources, thereby reducing the country’s dependency on foreign oil.

Facilitates Freight Movement across Land Border Crossings The Project facilitates freight movement from Colorado to New Mexico on US 550, which in New Mexico is designated as a Priority Freight Corridor. The Bureau of Economic Analysis identifies two of northern New Mexico’s regional markets as Colorado’s leading trading partners by weight and value in 2010 and 2040 (CDOT, 2015a).

Addresses the Impact of Population Growth on the Movement of People and Freight Colorado’s population is growing. This growth will increase the number of transportation system users and the vehicle miles traveled (VMT). In 2015, the population of Colorado was 5.4 million people. By 2040, the population is expected to increase to 7.9 million people (DOLA, 2015b). In 2014, there were 48.1 billion VMT on Colorado state highways and local roads. In 2040, there are projected to be 69.7 billion VMT, an increase of 45 percent (CDOT, 2016a).

Paralleling the state’s growth, substantial population growth in the Project area, combined with commuter and recreational traffic growth, will continue to impact freight mobility on the critical US 550 corridor if improvements are not made.

Truck freight currently experiences steep grades on US 550.

Population in the Southwest TPR is expected to increase by 88% by 2040 compared to today (CDOT Southwest Transportation Region, 2015, citing DOLA).

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Growth in the TPR is expected to grow by 88 percent by 2040. In La Plata County, population is anticipated to grow from 55,135 in 2016 to 85,770 in 2040 (DOLA, 2015a). The Three Springs development alone near the Grandview interchange is anticipated to add 3,000 to 5,000 residents to the City of Durango’s current population. (Three Springs, 2016)

Approximately 1,200 commuters (2.3 percent of the total workers over 16 years of age) from San Juan County, New Mexico, travel daily on US 550 to work in La Plata County. This commuter pattern is expected to grow because the Durango area is becoming increasingly labor constrained. In turn, approximately 650 commuters (2.4 percent of the total workers over 16 years of age) from La Plata County travel to work in San Juan County (U.S. Census Bureau, 2014). Seasonal peaks of recreational traffic double the amount of traffic on US 550 and US 160 during the summer months, placing further pressure on an already taxed system.

Current projections indicate that by 2035 there will be 94,000 vehicles per day (vpd) using the US 550/US 160 intersection. In 2035, US 550 will serve 21,600 vpd south of US 160 and 18,400 south of CR 302. Given current conditions and future growth projections, US 550 will be operating at LOS F and unusable as a freight corridor by 2030 (CDOT, 2015d). The Project maintains operations of the Connection and the US 550 corridor at LOS B or better through 2035, ensuring the safe and efficient movement of goods and services through southwestern Colorado.

Mobility Outcomes State of Good Repair The Project reconstructs US 550 with a pavement type that is designed to better withstand the excessive loads of oil and gas and other freight vehicles on this highway. The Project immediately improves the safety and mobility of the highway for all users and results in decreased long-term maintenance costs for CDOT.

On average it takes 2,000 vehicle trips and 730 heavy truck trips hauling materials supplies and equipment to develop a single oil and gas well (Boulder County, 2013)—and there are approximately 3,300 active wells in La Plata County (COGCC, 2016). The excessive use of US 550 for heavy equipment from energy production and freight has drastically degraded the highway and created unmitigated safety issues.

US 550 and US 160 were identified as energy corridors in the CDOT Statewide Freight Plan, which may serve significant amounts of oil and gas-related truck trips. In general, the daily VMT by motor carrier freight in the Project area is expected to increase by 40 percent by 2040, which will contribute to increasingly poor pavement quality and unsafe travel conditions, particularly on Farmington Hill

Daily commuters between La Plata County and San Juan County will benefit from the safer, improved US 550 and interchange at US 160.

The size and number of trucks hauling materials and supplies to oil and gas wells create costly maintenance issues.

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(CDOT Southwest Transportation Planning Region, 2015). Routine maintenance occurs more often on older pavement, and causes travel delays while crews work on repairs.

Resiliency The Project greatly enhances the ability of the highway to absorb the consequences of disruptions, to reduce the impacts of disruptions, and to maintain freight mobility. Each day freight moves into, out of, and through the state on US 550 and US 160. The current highway system has little resilience. US 550 is the only direct continuous north-south route in western Colorado. Because of the topography in the region, there are no county roads or other facilities that are viable alternative routes or that can handle the heavy truck traffic. Lengthy detours are a concern, especially in severe winter weather conditions. The following Project capacity and operational improvements allow the system to absorb both small- and large-scale events and increase the highway’s resiliency:

• Widening the narrow, two-lane US 550 corridor to four lanes and current CDOT and AASHTO standards, which improves passing options and provides adequate clear zones.

• Providing wildlife fencing and crossings, which reduces the risk of animal-vehicle collisions and travel delays.

• Moving the US 550 alignment from Farmington Hill to an alignment with a lower risk of closures due to landslides, rock falls, and adverse weather conditions.

• Creating a free-flow interchange connection to US 160, which removes a signalized intersection and reduces rear-end collisions.

Congestion and Bottlenecks Congestion occurs on US 550 because it does not meet current AASHTO and CDOT design standards. Nowhere is this more pronounced than at the approach to the US 550/ US 160 intersection on Farmington Hill. Steep grades and excessive curves cause trucks and larger vehicles to slow down, resulting in increased traffic congestion on the highway under current traffic levels. As detailed in the Record of Decision for this Project, major realignment of this section of US 550 is required to meet current design standards.

Current design standards for a 60 mph highway in rolling terrain like US 550 on Farmington Hill call for a maximum grade of 5 percent (CDOT, 2015d). Grades on Farmington Hill exceed 6 percent. In addition, the last 4,600 feet of US 550, as it approaches the intersection with US 160, include a series of seven curves with an average degree of curvature of approximately 12 degrees, equating to a design speed of 30 mph. To navigate these curves, trucks slow down which causes traffic to queue behind them. In accordance with current standards, there is not enough straight roadway between these curves to

Widening the shoulders on US 500 improves passing options and provides adequate clear zones.

With a 40 percent increase in truck traffic expected by 2040, congestion on Farmington Hill will worsen and increase safety concerns. ( CDOT Southwest Transportation Planning Region, 2015)

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safely construct super-elevated (banked) curves. This problem is compounded by the over 6 percent vertical grade through this section of highway.

The existing intersection of US 550 and US 160 is a bottleneck under current traffic volumes. Existing volumes of this intersection approach 31,500 vehicles per day. Currently, the intersection operates near maximum traffic capacity during peak hours and is expected to fail by the design year of 2025. Given the projected population growth, LOS in the future during the peak hours will deteriorate to LOS F by 2035 at the current intersection. The new Connection to the Grandview interchange allows the future LOS to operate at LOS A at both roundabout ramp terminals during the peak hours (Appendix E Traffic and Safety Technical Assumptions). The Project realigns this important highway connection and eliminates this bottleneck point, allowing for the efficient movement of freight through the system.

Furthermore, mobility is impaired on US 550. The narrow two-lane highway through rolling terrain does not provide safe passing zones, and slow speeds of entering/exiting vehicles at access points inhibit mobility. These mobility issues are particularly acute in the vicinity of the Sunnyside residential and school area. The Project provides acceleration and deceleration lanes at roadway intersections, therefore improving the overall mobility of the highway.

Safety Outcomes The Connection reduces the predicted 34 crashes per year with the existing condition to 7 crashes per year (CDOT, 2015d). The US 550 widening south of the Connection reduces crashes by nearly 3 crashes per year in 2035 (Appendix E Traffic and Safety Technical Assumptions). This reduction is based on CDOT safety performance functions, which illustrate the expected number of crashes along a two-lane highway versus a four-lane highway in rural flat and rolling terrain. This project would achieve these reductions by implementing the following:

• Removes the traffic from the steep, winding Farmington Hill and it routes it to the new Connection, which is designed to AASHTO standards. This is anticipated to result in a significant reduction in traffic fatalities and serious injuries on US 550. Ninety-one percent of the crashes on the US 550 descent to the intersection with US 160 are related to the steep winding road, icing conditions and roadway obstructions that contribute to drivers losing control of their vehicles.

Congestion on US 550 approaching US 160 will cause the LOS during the peak hours to deteriorate to LOS F at the current intersection by 2035.

Moving the US 550 alignment to the new Connection avoids ongoing erosion conditions and rock fall potential on Farmington Hill.

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• Includes a new pedestrian overpass between an elementary school and a residential

development, which dramatically improves pedestrian safety.

• Provides fully paved shoulders, improving conditions for motorists who lose control of their vehicles or experience a vehicle breakdown. The shoulders also improve safety for cyclists and pedestrians. Wider shoulders also provide safer conditions for emergency vehicles.

• Includes access control, therefore substantially reducing the accident potential at multiple driveway access points.

• Removes an at-grade signalized intersection with a grade-separated interchange and two roundabouts. Roundabouts have specific safety benefits over intersections, including lower speeds and speed differentials, fewer number of driver decisions, and less severe crashes.

• Realigns a skewed intersection on a curve to an intersection that provides appropriate sight distance and geometrics for CR-220.

• Provides additional travel lanes, reducing the need for high speed passing in oncoming travel lane.

• Adds travel lanes and wider shoulders to reduce the likelihood of crashes involving fixed objects along the highway. Fixed-object related crashes accounted for 33 percent of crashes along US 550 from MP 8.0 to 11.2 from July 2010 to June 2015.

• Provides multiple opportunities for animals to cross US 550, which reduces the number of animal-vehicle collisions. Over a five-year period from January 2008 to December 2012, 38 percent of the accidents along US 550 from MP 15.0 to MP 16.56 were caused by wild animals. Over a five-year period from July 2010 to June 2015, 37 percent of the accidents along US 550 from MP 8.0 to MP 11.2 were caused by wild animals. These collisions are safety problems, have economic impacts to the traveling public, and have environmental impacts associated with the loss of individual animals.

Community and Environmental Outcomes The Project is located in a rural area of southwestern Colorado characterized by expansive views, important wildlife habitat, agricultural and farming land uses and a growing area of retail, hospital, and residential land uses located just north of the Grandview interchange.

Minimizes Harm to Communities and the Environment The location of the Project at its connection with US 160 was chosen to minimize harm to sensitive riparian and wildlife resources along Wilson Gulch. Compared to other alternatives that were studied, it has fewer wetland impacts;

Widening to four lanes provides drivers additional room to avoid wildlife and other roadside fixed objects on the southern part of the Project. (CDOT, Crash Data July 2010-June 2015).

Deer and elk create a serious safety risk due to the amount of vehicular damage and injury or death that collisions with these animals can cause.

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fewer historic property impacts; and fewer impacts to elk and deer winter range, elk and deer severe winter range, and southwestern willow flycatcher habitat (an endangered species). The Project also has the least impacts to existing land uses and required the least right-of-way (CDOT, 2015f).

Extends Benefits to the Human and Natural Environment The Project results in substantial benefits to the human and natural environment, as evidenced by:

• Removes the existing US 550 from the sensitive riparian habitat along Wilson Gulch. • Improves safety for the traveling public, freight vehicles, and transporters of non-nuclear

hazardous materials. • Potential positive impact on property values near the new Connection due to increased

accessibility to urban and rural development tracts, for example 680-acre Three Springs Development.

• Increases the Three Springs Development market capture area into New Mexico due to the new Connection.

• Provides a safer pedestrian connection to the Sunnyside Elementary School from the Old Homestead residential area with a new pedestrian overpass

• Improves quality of life (and reduced noise levels) for Sunnyside area residents by implementation of a noise wall.

• Enhances visual environmental along Wilson Gulch and Farmington Hill by removing existing US 550.

• Creates long-term energy savings because of a highway alignment that allows traffic to flow at a consistent speed.

• Safer travel for emergency vehicles and low-income populations. • Improves connection to the Smart 160 trail. • Improves air quality as a result of reduced congestion. • Converts land currently occupied by US 550 to vacant land, which is more usable by wildlife.

This area is designed by Colorado Parks and Wildlife as high-priority wildlife habitat, so this is a substantial benefit.

• Reduces potential for animal-vehicle crashes and provides safer connectivity for wildlife habitat.

Enhances Personal Mobility and Accessibility The new alignment of the Connection routes traffic on a more direct and straighter route than the steep, windy Farmington Hill area. It provides an improved connection to the Durango-La Plata Airport from Durango and New Mexico. The traffic flows through the grade-separated Grandview interchange, rather than through a signalized intersection that experiences congestion.

Improvements at multiple ingress and egress points and intersections improve safety for merging vehicles and improve traffic operations on US 550.

Additional pull-outs and parking opportunities for freight vehicles along US 550 enhances freight mobility and accessibility.

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Reduces Negative Effects of Existing Infrastructure The existing US 550 along Farmington Hill is adjacent to a steep hillside made of decomposed shale overlain by sandy cobbles and boulders, which are prone to rock falls and are easily eroded. This results in hazards to motorists and ongoing maintenance costs for CDOT. The new Connection routes traffic away from these unsafe conditions and reduces CDOT’s maintenance costs.

The Project upgrades the current cross-section of US 550, which has minimal shoulders and an insufficient clear zone, to current standards.

Removes Barriers US 550 is a barrier to deer, elk, and small mammals in the area. The Project provides multiple ways to facilitate movement with 6 large animal grade-separated crossings, 36 small mammal crossings, exclusionary fencing, and wildlife jump-outs.

Avoids Harm to the Human and Natural Environment The Project:

• Avoids impact to archaeological sites. • Avoids relocation of businesses and residences. • Avoids impact to southwestern willow flycatcher habitat. • Avoids impacts to one historic ranch and one historic ditch. • Avoids wetland impacts.

Uses Design Improvements to Enhance Access and Environmental Quality The Project design includes at least eight water quality features that substantially improve existing water quality. The Project also includes wildlife fencing, 6 wildlife crossings, 36 small mammal crossings, and approximately 10 to 12 jump-outs. These features protect deer and elk, as well as reduce the potential for vehicle-wildlife accidents.

Reflects Meaningful Community Input The Project received substantial community input during project development. During outreach activities, participants reiterated the importance of connecting US 550 at the Grandview interchange because it is considered vital to the success of the Three Springs development, which includes the Mercy Regional Medical Center, major retail, and residential. The Connection alignment was determined largely based on input from local property owners.

La Plata County supported CDOT as it conducted extensive outreach in the form of public meetings and one-on-one conversations to prepare its Statewide Plan and STIP. During development of the Southwest Transportation Planning

Wildlife jump-outs, wildlife crossings, and small crossings are located every 750-1,000 feet along US 550.

In addition to the outreach conducted for NEPA, CDOT continues to receive input through the statewide planning process about safety and mobility issues that are addressed by this Project.

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Region’s 2040 Regional Transportation Plan in 2014 and 2015, the community had many concerns about resiliency and mobility that are addressed by this Project.

• Many were concerned about the effect of trucks on mobility and pavement quality. Trucks can be slow-moving up steep grades, which creates the need for passing lanes.

• Due to the mountainous terrain and forested areas, wild animal collisions, rock fall, and avalanches add to the safety concerns. Shoulder additions, pavement maintenance, and passing and turning lanes are crucial to improving safety and were highly desired by residents.

• Potential alternate routes tend to be limited and unable to handle the heavy truck traffic. As a result, isolation and lengthy detours are concerns, especially in severe winter weather conditions.

H. Other Review Criteria Partnerships La Plata County, CDOT, and the local agencies have collaborated over 15 years to develop these improvements for a safe and viable US 550 corridor. Although funding for construction for all of the improvements has not been available, the agencies have continued to keep the Project at the highest-priority. Funds have been used to advance the Project through environmental clearances and design so that, when funds are available, they can immediately be applied to construction. The partnership is evidenced by the Project’s inclusion in statewide and local planning documents. Agencies and partners that recognize the importance of the project are listed below. Letters of support for the Project from these agencies and others are included in Appendix C Letters of Support.

• Colorado Department of Transportation • Southern Ute Indian Tribe • National Forest Service (San Juan National Forest) • Southwest Colorado Council of Governments • City of Durango • CDOT Southwest Transportation Region

Innovation The Project applies currently available Intelligent Transportation Systems (ITS) technologies to improve the resiliency of the system and to improve the performance of infrastructure and vehicles, with the goal of enhancing safety and mobility. ITS applications include the integrated management of multimodal transportation corridors, a system for forecasting the effects of weather on transportation systems, traveler information systems, support for emergency operations, advanced messaging, and animal-vehicle collision reduction technologies.

La Plata County fully supports CDOT’s RoadX initiative that is a commitment to be a national leader in using innovative technology to improve the state’s transportation system (CDOT, 2016b). The RoadX Vision is to “Transform Colorado’s transportation system into one of the safest and most reliable in the nation by harnessing emerging technology.” Freight transport is one of the focus

April 14, 2016 24

areas of RoadX where CDOT will seek industry partners to deploy emerging in-vehicle technology and supporting infrastructure to improve the safety and efficiency of transporting freight. By the end of 2016, CDOT hopes to partner with a key industry in Colorado to outfit selected commercial vehicle fleet vehicles with vehicle-to-vehicle and vehicle-to-infrastructure technologies and deploy supporting infrastructure and systems to support truck platooning, frontal collision avoidance, etc. By the time the US 550 Project is constructed, several technologies will be tested and proven, and ready to implement in all freight and passenger corridors across the state.

An innovative construction technique of the Project involves the required earthwork cut and fills. Constructing the two components during the same timeframe allows significant efficiencies in earthwork because the earthwork cut for the new Connection alignment provides the necessary earthwork fill for the US 550 component. This reduces Project costs by approximately $1 million and Project schedule by creating an off-highway haul route for embankment that does not impact traffic during construction.

Cost Share Despite CDOT’s persistence in applying available funds toward the environmental studies and design of the corridor, it does not currently have funds to construct this critical project. CDOT’s current funding plan and match is primarily made up of several sources of money within CDOT’s budget, but these amount to only 43 percent of the Project costs. Without the grant funds, CDOT will continue to implement the improvements over time and in smaller increments, delaying the benefits to freight that could be realized with completing construction of all of the needed improvements.

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APPENDIX A. REFERENCES

Appendix A

Boulder County. 2013. Oil and Gas Roadway Impact Study.

http://www.bouldercounty.org/doc/landuse/dc120003oilgasroadwaystudy20130114.pdf

City of Durango. 2014. Durango-La Plata County Airport 2015 Airport Master Plan, Draft. http://sites.jviation.com/dro/2014mpdocuments.html

Colorado Department of Local Affairs (DOLA). 2015a. Preliminary Population Forecasts by County, 2000-2050. https://drive.google.com/file/d/0B-vz6H4k4SESV1NLOHZCVXoyVm8/view?pref=2&pli=1

DOLA. 2015b. Preliminary Population Forecasts by Region, 2000-2050. https://drive.google.com/file/d/0B-vz6H4k4SESWkFIeW5VWHRzMFE/view?pref=2&pli=1

Colorado Department of Transportation (CDOT). 2016a. 2040 Statewide Transportation Plan. http://coloradotransportationmatters.com/statewide-transportation-plan/

CDOT. 2016b. Colorado’s Vision: RoadX Where Transportation and Technology Intersect. https://www.codot.gov/programs/roadx/roadx-vision/view

CDOT. 2015a. State Highway Freight Plan. http://coloradotransportationmatters.com/wp-content/uploads/2013/04/Colorado-State-Highway-Freight-Plan.pdf

CDOT. 2015b. State Transportation Improvement Program 2016-2019. https://www.codot.gov/business/budget/statewide-transportation-improvement-program-stip-reports-information/current-stip-reports-information/FINAL%20FY%202016-2019%20STIP%20-%20Adopted%20May%2021%202015.pdf

CDOT. 2015c. US 550 South Connection to US 160 Supplemental Final Environmental Impact Statement (SFEIS) Record of Decision. https://www.codot.gov/content/projects/US550atUS160_SFEIS_Record_of_Decision_2015/

CDOT. 2015d. US 550 South Connection to US 160: Independent Alternatives Analysis (US 160 SFEIS Record of Decision Appendix F). https://www.codot.gov/content/projects/US550atUS160_SFEIS_Record_of_Decision_2015/ROD%20Appendix%20F_AMEC%20IAA_Rev%20Final%20March%202015/

CDOT. 2015e. US 550 South Connection to US 160: Independent Alternatives Analysis (US 160 SFEIS Record of Decision Appendix G). https://www.codot.gov/content/projects/US550atUS160_SFEIS_Record_of_Decision_2015/ROD%20Appendix%20G_Revised%20Section4f%20Evaluation%20wAppendices_April%202015_signed.pdf

CDOT. 2013. Colorado Hazardous and Nuclear Materials Route Restrictions 2013(a). http://dtdapps.coloradodot.info/staticdata/downloads/statewidemaps/hazmatmap.pdf

CDOT. 2011. State Transportation Improvement Program 2012-2017. https://www.codot.gov/business/budget/statewide-transportation-improvement-program-stip-reports-information/previous-stip-reports-information/FY2012-FY2017%20STIP%20-%20as%20Adopted%20051911.pdf

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CDOT. 2008. State Transportation Improvement Program 2008-2013.

https://www.codot.gov/business/budget/statewide-transportation-improvement-program-stip-reports-information/previous-stip-reports-information/STIP_Document_FY2008-FY2013.pdf

CDOT. 2006. US Highway 160 from Durango to Bayfield Environmental Impact Statement and Record of Decision. https://www.codot.gov/projects/us160eis/final-eis.html https://www.codot.gov/projects/us160eis/ROD_October_2006.pdf/view

CDOT. 2005. US 550 Environmental Assessment and Finding of No Significant Impact. https://www.codot.gov/projects/us-550-environmental-assessment-finding-of-no-significant-impact

Colorado Department of Transportation, Applied Research and Innovation Branch. 2015. Oil and Gas Impacts on Transportation, Final Draft. Report No. CDOT-2015-September 2015. http://www.coloradodot.info/programs/research/pdfs

CDOT Gunnison Valley Transportation Planning Region. 2015. 2040 Regional Transportation Plan.

http://coloradotransportationmatters.com/wp-content/uploads/2015/05/GV_-RTP_FINAL_eView-bookmarked.pdf

CDOT Online Transportation Information System. 2016. http://dtdapps.coloradodot.info/otis

CDOT San Luis Valley Transportation Planning Region. 2015. 2040 Regional Transportation Plan. http://coloradotransportationmatters.com/wp-content/uploads/2015/05/SLV_RTP_FINAL_eView-bookmarked.pdf

CDOT Southwest Transportation Planning Region. 2015. 2040 Regional Transportation Plan. http://coloradotransportationmatters.com/wp-content/uploads/2015/05/SW_RTP_FINAL_eView-bookmarked.pdf

Colorado Office of Economic Development and International Trade (OEDIT). N.d. Food & Agriculture. http://www.advancecolorado.com/sites/default/files/Assets/KeyIndustries/Documents/Profiles/CO-Food-and-Ag-Profile.pdf

Colorado Oil and Gas Conservation Commission (COGCC). 2016. Colorado Weekly and Monthly

Oil and Gas Statistics. http://cogcc.state.co.us/documents/data/downloads/statistics/CoWklyMnthlyOGStats.pdf

Farmington Metropolitan Planning Organization (MPO). 2015. 2040 Metropolitan Transportation Plan, New Mexico http://www.fmtn.org/documentcenter/view/5365

La Plata County and the City of Durango. 2006. 2030 Transportation Integrated Plan. http://co.laplata.co.us/UserFiles/Servers/Server_1323669/File/Government/Departments/laplata_final_report_june2006r.pdf

New Mexico Department of Transportation (NMDOT). 2015. New Mexico Freight Plan. http://dot.state.nm.us/content/dam/nmdot/planning/NM_2040_Plan-Freight_Plan.pdf

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Three Springs. 2016. Business District FAQ. http://www.threespringsdurango.com/business-

district/business-district-faq/

U.S. Census Bureau. 2014. American Community Survey. https://www.census.gov/programs-surveys/acs/

U.S. Department of Agriculture (USDA). 2012. Colorado State Profile. http://www.agcensus.usda.gov/Publications/2012/Online_Resources/County_Profiles/Colorado/cp99008.pdf

U.S Energy Information Administration (U.S. EIA). 2015. Colorado State Profile and Energy Estimates. https://www.eia.gov/state/?sid=CO

U.S. EIA. 2010. Top 100 U.S. Oil & Gas Fields by 2009 Proved Reserves. http://www.eia.gov/oil_gas/rpd/topfields.pdf

April 14, 2016 A-3

APPENDIX B. BENEFIT COST ANALYSIS SUPPLEMENTARY DOCUMENTATION

Appendix B

LaPlata County | US 550 Project Cost Effectiveness Analysis Supplementary Documentation

Cost Effectiveness Analysis Supplementary

Documentation

FASTLANE Discretionary Grant Program

US 550 Project Operational and Capacity Improvements & US

550 and US 160 Connection

La Plata County, Colorado

April 14, 2016

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Contents

1. EXECUTIVE SUMMARY ........................................................................................................................... 1

Economic Outcome ............................................................................................................................. 10

Mobility Outcome ............................................................................................................................... 10

Safety Outcome .................................................................................................................................. 11

Community and Environmental Outcome .......................................................................................... 11

Cost Effectiveness ............................................................................................................................... 12

2. INTRODUCTION .................................................................................................................................. 12

3. METHODOLOGICAL FRAMEWORK .......................................................................................................... 15

4. PROJECT OVERVIEW ............................................................................................................................ 16

Base Case and Alternatives ................................................................................................................ 16

Types of Impacts and Affected Population ......................................................................................... 17

Project Cost and Schedule .................................................................................................................. 18

Disruptions Due to Construction ........................................................................................................ 18

FASTLANE Merit Criteria ..................................................................................................................... 18

5. GENERAL ASSUMPTIONS ...................................................................................................................... 20

6. DEMAND PROJECTIONS ....................................................................................................................... 20

Methodology ...................................................................................................................................... 20

Assumptions ....................................................................................................................................... 21

Demand Projections ........................................................................................................................... 22

7. BENEFITS MEASUREMENT, DATA AND ASSUMPTIONS ............................................................................... 23

Merit Criteria ...................................................................................................................................... 23

Cost-Effectiveness ............................................................................................................................... 33

8. SUMMARY OF FINDINGS AND BCA OUTCOMES ....................................................................................... 34

9. BCA SENSITIVITY ANALYSIS .................................................................................................................. 36

10. SUPPLEMENTARY DATA TABLES ........................................................................................................ 38

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Annual Monetized Estimates of Total Project Benefits and Costs – Full US 550 Project .................... 39

Annual Monetized Estimates of Total Project Benefits and Costs – US 550 Operational and Capacity

Improvements .................................................................................................................................... 40

Annual Monetized Estimates of Total Project Benefits and Costs – US 550 and US 160 Connection 41

Annual Demand Projections – Full US 550 Project ............................................................................. 42

Annual Demand Projections – US 550 Operational and Capacity Improvements .............................. 43

Annual Demand Projections – US 550 and US 160 Connection .......................................................... 44

Annual Vehicle Hours Traveled – Full US 550 Project ......................................................................... 45

Annual Vehicle Hours Traveled – US 550 Operational and Capacity Improvements ......................... 46

Annual Vehicle Hours Traveled – US 550 and US 160 Connection ..................................................... 47

Annual Economic Outcome Benefits – Full US 550 Project ................................................................ 48

Annual Economic Outcome Benefits – US 550 Operational and Capacity Improvements ................. 49

Annual Economic Outcome Benefits – US 550 and US 160 Connection ............................................. 50

Annual Safety Outcomes – Full US 550 Project .................................................................................. 51

Annual Safety Outcomes – US 550 Operational and Capacity Improvements ................................... 52

Annual Safety Outcomes – US 550 and US 160 Connection ............................................................... 53

Annual Community and Environmental Outcomes: Metric Tons of Emissions Reduced – Full US 550

Project ................................................................................................................................................ 54

Annual Community and Environmental Outcomes: Metric Tons of Emissions Reduced – US 550

Operational and Capacity Improvements .......................................................................................... 55

Annual Community and Environmental Outcomes: Metric Tons of Emissions Reduced – US 550 and

US 160 Connection ............................................................................................................................. 56

Annual Community and Environmental Outcomes: Emission Cost Savings – Full US 550 Project .... 57

Annual Community and Environmental Outcomes: Emission Cost Savings – US 550 Operational and

Capacity Improvements ...................................................................................................................... 58

Annual Community and Environmental Outcomes: Emission Cost Savings – US 550 and US 160

Connection .......................................................................................................................................... 59

LaPlata County | US 550 Project Cost Effectiveness Analysis Supplementary Documentation

1

Cost Effectiveness Analysis Supplementary

Documentation

1. Executive Summary

The Cost-Effectiveness Analysis conducted for the US 550 Project grant application compares

the costs associated with the proposed investment to the benefits of the project. To the extent

possible, benefits have been monetized. Where not possible to assign a dollar value to a

benefit, efforts have been made to quantify it. A qualitative discussion is also provided when a

benefit is anticipated to be generated but is not easily monetized or quantified.

The US 550 corridor, south of Durango, Colorado, is a designated truck route and main

thoroughfare between Colorado and New Mexico enabling the transport of goods and services.

The road extends south to I-25 and I-40 in Albuquerque, New Mexico and north to I-70 in Grand

Junction, Colorado. This National Highway System route provides a critical connection to other

local roads and the National Highway Freight Network and also provides significant intermodal

access via its connection to the Durango-La Plata County Airport. The purpose of this project is

to improve safety, enhance travel efficiency, and meet projected demand for highway capacity

between Durango, Colorado and the New Mexico state line. This will be achieved through

widening US 550 to a four-lane section along the corridor, creating a full corridor from New

Mexico to I-70. In addition, the project will create a Connection to the Grandview Interchange at

the interface of US 550 and US 160 to alleviate significant deficiencies and bottlenecks which

will further enhance safety and travel efficiency.

Three tables summarizing the changes expected from the project, and the associated benefits,

are provided below. These tables represent the outcomes for the Full US 550 Project and two

alternatives – construction of only the US 550 Operational and Capacity Improvements and

construction of only the US 550 and US 160 Connection.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table ES-1: Merit Criteria and Cost-Effectiveness - Summary of Infrastructure Improvements and Associated Benefits – Full US 550 Project

Current Status or Baseline Problem to be Addressed

Changes to Baseline / Alternatives Type of Impacts

Population Affected by Impacts

Economic Benefit

Summary of Results Page #

Traffic congestion on key freight corridor

Widen from 2 to 4 lanes; upgrade signalized intersection to interchange.

Improves travel speed in the corridor

Roadway users and surrounding residents; Trucks serving the natural gas reserve; Agricultural trucks passing through the corridor

Travel Time Savings

$279.77 21-24

Two-lane roadway creates bottleneck on corridor that is generally 4-lanes

Adds additional lane to better serve passenger cars and truck traffic.

Signalized intersection causes delay

Reduced delay from free-flow interchange

Underutilized existing interchange

Improves travel conditions for all users

Unsafe intersection at bottom of steep hill

Widen from 2 to 4 lane divided; widen shoulders; upgrade signalized intersection to interchange; multiple grade-separated animal crossings

Reduced road grade and better sight lines

Roadway users and surrounding residents; Trucks serving the natural gas reserve; Agricultural trucks passing through the corridor; animal population

Crash Reduction

$13.81 26-28 Undivided roadway creates safety hazards

Added lanes and shoulders improve safety

High animal-vehicle crash rate

Improves environment for nearby deer and elk population

Slow travel speeds and idling generate excess greenhouse gases and air pollution

Widen corridor from 2 to 4 lanes; upgrade to interchange.

Reduces greenhouse gas and air pollution emissions improves air quality for local residents

Roadway users and surrounding residents

Emissions Reduction

$2.87 28-30

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table ES-2: Merit Criteria and Cost-Effectiveness - Summary of Infrastructure Improvements and Associated Benefits – US 550 Operational and Capacity Improvements

Current Status or Baseline Problem to be Addressed

Changes to Baseline / Alternatives

Type of Impacts

Population Affected by Impacts

Economic Benefit

Summary of Results Page #

Traffic congestion on key freight corridor

Widen from 2 to 4 lanes.

Improves travel speed in the corridor

Roadway users and surrounding residents; Trucks serving the natural gas reserve; Agricultural trucks passing through the corridor

Travel Time Savings

$33.27 21-24 Two-lane roadway creates bottleneck on corridor that is generally 4-lanes

Adds additional lane to better serve passenger cars and truck traffic.

Undivided roadway creates safety hazards

Widen corridor from 2 to 4 lane divided roadway with wider shoulders; add multiple grade-separated animal crossings

Added lanes and shoulders improve safety

Roadway users and surrounding residents; Trucks serving the natural gas reserve; Agricultural trucks passing through the corridor; animal population

Crash Reduction

$6.44 26-28

High animal-vehicle crash rate

Improves environment for nearby deer and elk population

Slow travel speeds and idling generate excess greenhouse gases and air pollution

Widen corridor from 2 to 4 lanes.

Reduces greenhouse gas and air pollution emissions in the corridor; improves air quality for local residents

Roadway users and surrounding residents

Emissions Reduction

$0.22 28-30

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table ES-3: Merit Criteria and Cost-Effectiveness - Summary of Infrastructure Improvements and Associated Benefits – US 550 and US 160 Connection

Current Status or Baseline Problem to be Addressed

Changes to Baseline / Alternatives Type of Impacts

Population Affected by Impacts

Economic Benefit

Summary of Results Page #

Signalized intersection causes delay

Upgrade signalized intersection to interchange.

Replaces signalized intersection with interchange to reduce delay

Roadway users and surrounding residents; Trucks serving the natural gas reserve; Agricultural trucks passing through the corridor

Travel Time Savings

$246.49 21-24

Underutilized existing interchange

Utilizes existing asset and improves travel conditions for all users

Unsafe intersection at bottom of steep hill

Upgrade signalized intersection to interchange; add multiple grade-separated animal crossings

Reduces the road grade, creates a free-flowing interchange

Roadway users and surrounding residents; Trucks serving the natural gas reserve; Agricultural trucks passing through the corridor; animal population

Crash Reduction

$7.36 26-28

High animal-vehicle crash rate

Improves environment for nearby deer and elk population

Slow travel speeds and idling generate excess greenhouse gases and air pollution

Upgrade to interchange.

Reduces greenhouse gas and air pollution emissions in the corridor; improves air quality for local residents

Roadway users and surrounding residents

Emissions Reduction

$2.65 28-30

The period of analysis used in the monetization of benefits and costs corresponds to 35 years,

including four years of construction, and 31 years of full operation. This reflects the anticipated

useful life of the longest-lasting component, the US 550 and US 160 Connection.1 The total

project costs are $202.5 million dollars, including $197.4 million in capital costs and $4.8 million

in incremental maintenance costs, and are expected to be financed by Federal and State funds

according to the distribution shown in Table ES-4.

Table ES-4: Summary of Project Costs and Anticipated Funding Sources, in Millions of Dollars of 2015

Funding Source

Capital Costs

Operation & Maintenance Costs

Total Project Costs

% of Total Cost Financed by Source

Federal $141.7 $2.4 $144.1 71.1% State $55.3 $2.4 $57.7 28.5% Local $1.0 $0.0 $1.0 0.5% Private $0.0 $0.0 $0.0 0.0% TOTAL $198.0 $4.8 $202.8 100%

1 http://bca.transportationeconomics.org/setup/time-period-of-analysis. A sensitivity test was also done using 20 years

of operation to reflect a time horizon that only extends 3 years past the future traffic forecast.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

A summary of the relevant data and calculations used to derive the monetized benefits and

costs of the project are shown in Table ES-5 (in dollars of 2015). Based on the analysis

presented in the rest of this document, the Full US 550 Project is expected to generate $284.4

million in discounted benefits and $159.7 million in discounted costs, using a 7 percent real

discount rate. Therefore, the project is expected to generate a Net Present Value of $124.7

million and a Benefit/Cost Ratio of 1.8.

Two alternative scenarios were also considered – completion of only the US 550 Operational

and Capacity Improvements and completion of only the US 550 and US 160 Connection.

Summary benefits for those two alternate scenarios are shown in Tables ES-6 and ES-7. The

US 550 Operational and Capacity Improvements result in $40.2 million of discounted benefits

and $85.7 million in discounted costs,2 resulting in a Net Present Value of -$45.5 million and a

Benefit/Cost Ratio of 0.5. The US 550 and US 160 Connection results in $244.2 million of

discounted benefits and $74.0 million in discounted costs, resulting in a Net Present Value of

$170.2 million and a Benefit/Cost Ratio of 3.3.

2 A 7% discount rate is applied to the benefits and costs.

LaPlata County | US 550 Project Cost Effectiveness Analysis Supplementary Documentation

6

Table ES-5: Summary of Pertinent Data, Quantifiable Benefits and Costs – Full US 550 Project

Calendar Year

Project Year

Affected Autos (Daily)

Affected Trucks (Daily)

Travel Time Saved (daily

vehicle hours)

Total Benefits (2015$)

Total Capital Costs (2015$)

Total O&M Costs (2015$)

Undiscounted Net Benefits (2015$)

Discounted Net Benefits at 7%

Discounted Net Benefits at 3% 2017 1 51,865 2,607 0 $0 $31,235,741 $0 -$31,235,741 -$27,282,506 -$29,442,682

2018 2 55,699 2,792 0 $0 $94,113,423 $0 -$94,113,423 -$76,824,587 -$86,127,114

2019 3 59,533 2,976 0 $0 $54,085,691 $0 -$54,085,691 -$41,261,715 -$48,054,436

2020 4 63,367 3,161 229 $2,592,513 $18,040,600 $133,514 -$15,448,087 -$11,109,041 -$13,440,826

2021 5 67,200 3,345 2,094 $18,336,530 $0 $155,134 $18,336,530 $12,130,079 $15,226,633

2022 6 71,034 3,530 2,214 $19,515,654 $0 $155,134 $19,515,654 $12,074,697 $15,741,874

2023 7 74,868 3,714 2,334 $20,718,952 $0 $155,134 $20,718,952 $11,989,626 $16,233,267

2024 8 78,701 3,899 2,454 $21,942,726 $0 $155,134 $21,942,726 $11,875,307 $16,698,375

2025 9 82,535 4,083 2,575 $23,192,448 $0 $155,134 $23,192,448 $11,738,459 $17,141,925

2026 10 86,369 4,268 2,695 $24,465,590 $0 $155,134 $24,465,590 $11,580,353 $17,562,390

2027 11 90,202 4,452 2,815 $25,799,811 $0 $155,134 $25,799,811 $11,425,834 $17,986,660

2028 12 94,036 4,637 2,935 $27,041,586 $0 $155,134 $27,041,586 $11,187,587 $18,308,365

2029 13 97,870 4,821 3,055 $28,426,328 $0 $155,134 $28,426,328 $11,003,454 $18,690,590

2030 14 101,703 5,006 3,175 $29,799,562 $0 $155,134 $29,799,562 $10,787,123 $19,027,630

2031 15 105,537 5,190 3,295 $31,201,036 $0 $155,134 $31,201,036 $10,562,942 $19,346,779

2032 16 109,371 5,375 3,416 $32,625,564 $0 $155,134 $32,625,564 $10,329,137 $19,645,144

2033 17 113,204 5,559 3,536 $34,025,349 $0 $155,134 $34,025,349 $10,064,997 $19,895,181

2034 18 117,038 5,744 3,656 $35,553,439 $0 $155,134 $35,553,439 $9,844,039 $20,187,158

2035 19 120,872 5,928 3,776 $37,200,912 $0 $155,134 $37,200,912 $9,670,090 $20,511,349

2036 20 124,705 6,113 3,896 $38,591,932 $0 $155,134 $38,591,932 $9,345,302 $20,661,673

2037 21 128,539 6,297 4,016 $40,152,646 $0 $155,134 $40,152,646 $9,093,285 $20,874,401

2038 22 132,373 6,482 4,137 $41,741,529 $0 $155,134 $41,741,529 $8,840,778 $21,071,483

2039 23 136,206 6,666 4,257 $43,357,886 $0 $155,134 $43,357,886 $8,588,667 $21,252,891

2040 24 140,040 6,851 4,377 $45,009,884 $0 $155,134 $45,009,884 $8,339,477 $21,422,878

2041 25 143,874 7,035 4,497 $46,686,557 $0 $155,134 $46,686,557 $8,090,273 $21,576,375

2042 26 147,707 7,220 4,617 $48,383,869 $0 $155,134 $48,383,869 $7,839,867 $21,712,048

2043 27 151,541 7,404 4,737 $50,125,770 $0 $155,134 $50,125,770 $7,597,524 $21,841,003

2044 28 155,375 7,589 4,858 $51,893,130 $0 $155,134 $51,893,130 $7,356,727 $21,954,830

2045 29 159,208 7,773 4,978 $53,685,938 $0 $155,134 $53,685,938 $7,117,887 $22,053,982

2046 30 163,042 7,958 5,098 $55,521,852 $0 $155,134 $55,521,852 $6,886,476 $22,145,975

2047 31 166,876 8,143 5,218 $57,384,002 $0 $155,134 $57,384,002 $6,657,626 $22,224,089

2048 32 170,709 8,327 5,338 $59,276,835 $0 $155,134 $59,276,835 $6,433,305 $22,290,433

2049 33 174,543 8,512 5,458 $61,290,739 $0 $155,134 $61,290,739 $6,238,549 $22,378,376

2050 34 178,377 8,696 5,578 $63,171,841 $0 $155,134 $63,171,841 $6,000,685 $22,395,091

2051 35 182,210 8,881 0 $5,425,000 $0 $0 $5,425,000 $474,880 $1,871,801

Total 115,315 $1,174,137,408 $197,475,455 $4,787,545 $976,661,953 $124,687,184 $422,865,595

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table ES-6: Summary of Pertinent Data, Quantifiable Benefits and Costs – US 550 Operational and Capacity Improvements

Calendar Year

Project Year

Affected Autos (Daily)

Affected Trucks (Daily)

Travel Time Saved (daily

vehicle hours)

Total Benefits (2015$)

Total Capital Costs (2015$)

Total O&M Costs (2015$)

Undiscounted Net Benefits (2015$)

Discounted Net Benefits at 7%

Discounted Net Benefits at 3%

2017 1 7,413 842 0 $0 $29,554,491 $0 -$29,554,491 -$25,814,037 -$27,857,942

2018 2 7,919 899 0 $0 $54,988,473 $0 -$54,988,473 -$44,886,974 -$50,322,242

2019 3 8,425 957 0 $0 $18,004,491 $0 -$18,004,491 -$13,735,540 -$15,996,757

2020 4 8,931 1,014 229 $2,592,513 $0 $133,514 $2,592,513 $1,753,658 $2,121,154

2021 5 9,437 1,072 242 $2,729,302 $0 $133,514 $2,729,302 $1,730,182 $2,173,931

2022 6 9,943 1,129 255 $2,868,486 $0 $133,514 $2,868,486 $1,703,781 $2,223,782

2023 7 10,449 1,187 268 $3,010,104 $0 $133,514 $3,010,104 $1,674,869 $2,270,806

2024 8 10,956 1,244 281 $3,154,064 $0 $133,514 $3,154,064 $1,643,719 $2,315,000

2025 9 11,462 1,302 294 $3,301,616 $0 $133,514 $3,301,616 $1,611,325 $2,357,365

2026 10 11,968 1,359 307 $3,451,751 $0 $133,514 $3,451,751 $1,577,374 $2,397,164

2027 11 12,474 1,417 320 $3,641,827 $0 $133,514 $3,641,827 $1,564,197 $2,460,660

2028 12 12,980 1,474 333 $3,759,922 $0 $133,514 $3,759,922 $1,505,887 $2,469,407

2029 13 13,486 1,532 346 $3,917,961 $0 $133,514 $3,917,961 $1,468,783 $2,501,965

2030 14 13,992 1,589 359 $4,079,437 $0 $133,514 $4,079,437 $1,431,376 $2,532,738

2031 15 14,499 1,647 372 $4,243,817 $0 $133,514 $4,243,817 $1,393,597 $2,561,405

2032 16 15,005 1,704 385 $4,410,985 $0 $133,514 $4,410,985 $1,355,513 $2,587,940

2033 17 15,511 1,762 398 $4,581,061 $0 $133,514 $4,581,061 $1,317,322 $2,612,465

2034 18 16,017 1,819 411 $4,754,084 $0 $133,514 $4,754,084 $1,279,156 $2,635,046

2035 19 16,523 1,877 424 $4,930,349 $0 $133,514 $4,930,349 $1,241,204 $2,655,891

2036 20 17,029 1,934 437 $5,109,662 $0 $133,514 $5,109,662 $1,203,494 $2,674,925

2037 21 17,535 1,992 450 $5,292,069 $0 $133,514 $5,292,069 $1,166,120 $2,692,211

2038 22 18,042 2,049 463 $5,477,612 $0 $133,514 $5,477,612 $1,129,162 $2,707,810

2039 23 18,548 2,107 476 $5,661,685 $0 $133,514 $5,661,685 $1,090,996 $2,719,494

2040 24 19,054 2,164 489 $5,858,495 $0 $133,514 $5,858,495 $1,056,838 $2,734,283

2041 25 19,560 2,222 502 $6,053,832 $0 $133,514 $6,053,832 $1,021,537 $2,745,220

2042 26 20,066 2,279 515 $6,247,158 $0 $133,514 $6,247,158 $985,111 $2,752,295

2043 27 20,572 2,337 528 $6,454,418 $0 $133,514 $6,454,418 $952,865 $2,762,720

2044 28 21,079 2,394 541 $6,659,866 $0 $133,514 $6,659,866 $919,612 $2,769,434

2045 29 21,585 2,452 554 $6,863,010 $0 $133,514 $6,863,010 $885,384 $2,772,463

2046 30 22,091 2,509 567 $7,081,212 $0 $133,514 $7,081,212 $855,358 $2,778,990

2047 31 22,597 2,567 580 $7,297,207 $0 $133,514 $7,297,207 $824,393 $2,781,927

2048 32 23,103 2,624 593 $7,510,558 $0 $133,514 $7,510,558 $792,541 $2,781,339

2049 33 23,609 2,682 606 $7,820,115 $0 $133,514 $7,820,115 $788,033 $2,813,641

2050 34 24,115 2,739 619 $7,967,213 $0 $133,514 $7,967,213 $736,335 $2,783,966

2051 35 24,622 2,797 0 $2,700,000 $0 $0 $2,700,000 $236,346 $931,588

Total 13,158 $159,481,390 $102,547,455 $4,138,945 $56,933,935 -$45,540,485 -$13,097,917

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table ES-7: Summary of Pertinent Data, Quantifiable Benefits and Costs – US 550 and US 160 Connection

Calendar Year

Project Year

Affected Autos (Daily)

Affected Trucks (Daily)

Travel Time Saved (daily vehicle

hours)

Total Benefits (2015$)

Total Capital Costs (2015$)

Total O&M Costs (2015$)

Undiscounted Net Benefits (2015$)

Discounted Net Benefits at 7%

Discounted Net Benefits at 3%

2017 1 44,453 1,765 0 $0 $1,681,250 $0 -$1,681,250 -$1,468,469 -$1,584,739

2018 2 47,780 1,892 0 $0 $39,124,950 $0 -$39,124,950 -$31,937,614 -$35,804,872

2019 3 51,108 2,019 0 $0 $36,081,200 $0 -$36,081,200 -$27,526,175 -$32,057,679

2020 4 54,435 2,146 0 $0 $18,040,600 $0 -$18,040,600 -$12,862,698 -$15,561,980

2021 5 57,763 2,273 1,851 $15,607,228 $0 $21,620 $15,607,228 $10,399,897 $13,052,701

2022 6 61,091 2,400 1,959 $16,647,168 $0 $21,620 $16,647,168 $10,370,916 $13,518,092

2023 7 64,418 2,527 2,066 $17,708,848 $0 $21,620 $17,708,848 $10,314,757 $13,962,461

2024 8 67,746 2,654 2,173 $18,788,663 $0 $21,620 $18,788,663 $10,231,588 $14,383,375

2025 9 71,073 2,781 2,280 $19,890,833 $0 $21,620 $19,890,833 $10,127,134 $14,784,560

2026 10 74,401 2,908 2,387 $21,013,840 $0 $21,620 $21,013,840 $10,002,980 $15,165,226

2027 11 77,728 3,035 2,494 $22,157,985 $0 $21,620 $22,157,985 $9,861,637 $15,526,001

2028 12 81,056 3,162 2,602 $23,281,664 $0 $21,620 $23,281,664 $9,681,700 $15,838,958

2029 13 84,383 3,289 2,709 $24,508,367 $0 $21,620 $24,508,367 $9,534,671 $16,188,624

2030 14 87,711 3,417 2,816 $25,720,124 $0 $21,620 $25,720,124 $9,355,747 $16,494,892

2031 15 91,038 3,544 2,923 $26,957,219 $0 $21,620 $26,957,219 $9,169,346 $16,785,375

2032 16 94,366 3,671 3,030 $28,214,579 $0 $21,620 $28,214,579 $8,973,624 $17,057,204

2033 17 97,693 3,798 3,137 $29,444,289 $0 $21,620 $29,444,289 $8,747,675 $17,282,717

2034 18 101,021 3,925 3,244 $30,799,355 $0 $21,620 $30,799,355 $8,564,883 $17,552,112

2035 19 104,348 4,052 3,352 $32,270,564 $0 $21,620 $32,270,564 $8,428,886 $17,855,458

2036 20 107,676 4,179 3,459 $33,482,270 $0 $21,620 $33,482,270 $8,141,808 $17,986,748

2037 21 111,003 4,306 3,566 $34,860,577 $0 $21,620 $34,860,577 $7,927,165 $18,182,190

2038 22 114,331 4,433 3,673 $36,263,916 $0 $21,620 $36,263,916 $7,711,616 $18,363,672

2039 23 117,659 4,560 3,780 $37,696,201 $0 $21,620 $37,696,201 $7,497,672 $18,533,397

2040 24 120,986 4,687 3,887 $39,151,389 $0 $21,620 $39,151,389 $7,282,639 $18,688,595

2041 25 124,314 4,814 3,995 $40,632,724 $0 $21,620 $40,632,724 $7,068,735 $18,831,155

2042 26 127,641 4,941 4,102 $42,136,711 $0 $21,620 $42,136,711 $6,854,756 $18,959,753

2043 27 130,969 5,068 4,209 $43,671,352 $0 $21,620 $43,671,352 $6,644,659 $19,078,283

2044 28 134,296 5,195 4,316 $45,233,264 $0 $21,620 $45,233,264 $6,437,115 $19,185,397

2045 29 137,624 5,322 4,423 $46,822,928 $0 $21,620 $46,822,928 $6,232,503 $19,281,519

2046 30 140,951 5,449 4,530 $48,440,640 $0 $21,620 $48,440,640 $6,031,118 $19,366,985

2047 31 144,279 5,576 4,638 $50,086,795 $0 $21,620 $50,086,795 $5,833,232 $19,442,162

2048 32 147,606 5,703 4,745 $51,766,277 $0 $21,620 $51,766,277 $5,640,765 $19,509,094

2049 33 150,934 5,830 4,852 $53,470,624 $0 $21,620 $53,470,624 $5,450,517 $19,564,735

2050 34 154,261 5,957 4,959 $55,204,628 $0 $21,620 $55,204,628 $5,264,350 $19,611,125

2051 35 157,589 6,084 0 $2,725,000 $0 $0 $2,725,000 $238,534 $940,213

Total 102,157 $1,014,656,019 $94,928,000 $648,600 $919,728,019 $170,227,669 $435,963,512

LaPlata County | US 550 Project Cost Effectiveness Analysis Supplementary Documentation

9

In addition to the monetized benefits presented in Tables ES-5, ES-6 and ES-7, the Project

would generate other benefits that are difficult to monetize, but can be quantified. These

qualitative benefits are summarized in Table ES-8 with additional detail noted below the table.

Table ES-8: Qualitative Benefits

Qualitative Benefits US 550 Operational and Capacity Improvements

US 550 and US 160 Connection

Full US 550 Project

Economic Outcomes

Mitigate Impacts of Population Growth

Adds roadway capacity to accommodate population growth in La Plata County and at Three Springs

Upgrades signalized intersection to free-flowing grade-separated interchange

Better serves the growing population in the Region

Increase Reliability Avoids non-recurring delay from 20 traffic incidents per year

Reduces delay and improves LOS from D/F to A/B

Increases reliability along only direct North-South Route in Southwestern CO

Increase Efficiency Improves future travel speed by 15 to 20 mph; adds acceleration and deceleration lanes at intersections

Removes signal delay at US 550 / US 160; increase travel speed from 30 mph to 50 mph; and reduces road grade from 6.4% to 3%.

Provides corridor of continuous 4-lane operations and removes dangerous signalized interchange.

Mobility Outcomes

Increase Resiliency Provides additional lanes and standard shoulders, allowing emergency vehicle access

Provides additional lanes and shoulders; removes roadway from cliff face, mitigating rockfall hazards

Provides additional lanes and shoulders allowing improved emergency access

Reduce Congestion and Bottlenecks

Adds access control and lanes to improve overall corridor mobility. Improves corridor LOS from D/F to A/B

Removes delay for all vehicles on currently narrow, winding mountain road and passing through signalized intersection to get onto US 160 from US 550, improving the future intersection LOS from F to A.

Removes delay for all vehicles and passing through signalized intersection to get onto US 160 from US 550.

Safety Outcomes

Improving Interactions between Roadway Users

Adds shoulders to improve bicycle and vehicular safety. New pedestrian bridge.

Removes users from a steep, narrow mountain that is icy in the winter, and provides shoulders

Adds shoulders to improve bicycle and vehicular safety. New pedestrian bridge also improves safety.

Improving Safety in Transporting Energy Products

Relocates existing oil and gas facilities and irrigation facilities out of the clear zone. Wider road cross-section improves safety of oil and gas freight transport

Removes freight transport from a steep, narrow mountain that is icy in the winter; provides wider cross-section

Relocates oil and gas and irrigation facilities out of clear zone. Wider road cross-section improves safety of freight transport; Removes freight transport from a steep, narrow mountain.

Community and Environmental Outcomes

Enhance Personal Mobility and Accessibility

New pedestrian bridge to access school; improves access/egress at key intersections.

Improves the future intersection LOS from F to A. Improves connection to Smart 160 multi-use path.

New pedestrian bridge; improves access/egress; removes signal delay at US 550 / US 160

Avoid Harm Adds animal crossings Adds animal crossings; removes roadway from cliff face, mitigating rockfall

Adds animal crossings; removes roadway from cliff face, mitigating rockfall

Improve Environmental Quality

Decreases noise at Sunnyside residential area. Stormwater runoff mitigation and wildlife crossings. Improved air quality and energy consumption.

Removes highway from high value/high priority wildlife habitat and riparian corridor. Improved air quality and energy consumption. Improves visual environment by road removal.

Improves noise, water quality, wildlife, air quality, energy consumption, visual environment.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Economic Outcome

Benefits included in this category improve the efficiency and reliability of the surface

transportation system at the regional or national level to increase the global economic

competitiveness of the United States, including improving connectivity between freight modes of

transportation, improving roadways vital to national energy security, facilitating freight

movement across land border crossings, and addressing the impact of population growth on the

movement of people and freight. The US 550 Project achieves these outcomes in many ways

that are difficult to quantify or monetize, including the following:

US 550 is the only direct north-south route in Western Colorado and it is an essential

freight and travel route for oil and gas traffic servicing the San Juan Basin, truck traffic

providing goods and services between Durango and Albuquerque, New Mexico, and the

Durango-La Plata County Airport, residents, commuters, and tourists, and emergency

providers at Mercy Regional Medical Center in Three Springs. The new connection

provides access to the growing population owned by the Southern Ute Indian Tribe as

well as the agricultural lands of the Florida Mesa. This project improves access and

safety on the corridor serving healthcare, retail and residential components.

The project improves the main route for freight vehicles hauling material, supplies, and

equipment to oil and gas fields, production facilities, and transmission lines. Production

in the San Juan Basin has quadrupled in the last 10 years, adding heavy vehicles to this

corridor that is not currently suitable.

The project also improves access for large farmers to globally distribute their crops, and

for small- to medium-size farmers to access their markets.

The project provides more direct and safer access to Durango-La Plata County Airport,

which was identified as a key intermodal connector in the Colorado Statewide Freight

Plan. This is a critical connection for local users in Southwest Colorado that do not have

easy access to other intermodal facilities.

The reconstruction of pavement increases efficiencies of continued development and

transport of energy resources from the San Juan Basin, reducing the country’s

dependency on foreign oil.

The population of La Plata County is anticipated to grow from 55,135 in 2016 to 85,770

in 2040. Approximately 1,200 commuters from San Juan County, New Mexico use US

550 to access their jobs in La Plata County. Current projections indicate that by 2035

there will be 94,000 vehicles per day using the US 550 / US 160 interchange. The

current roadway condition cannot support these volumes. The Project will improve

operations of the connection and maintain the US 550 Corridor at LOS B or better

through 2035, ensuring the continued safe and efficient movement of goods.

Mobility Outcome

Benefits included in this category include improving the movement of people and goods by

maintaining highways, bridges, and freight infrastructure in a state of good repair, enhancing the

resiliency of critical surface transportation infrastructure, and significantly reducing highway

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

congestion and bottlenecks. As previously mentioned, the population of La Plata County is

growing rapidly. The increased number of wells in the San Juan basin has had significant

impacts on the pavement quality and mobility for all users.

US 550 and US 160 were identified as energy corridors in the CDOT Statewide Freight

Plan, which indicates a significant amount of oil and gas related truck trips. This is

particularly difficult for Farmington Hill, where routine maintenance on pavement occurs

much more frequently due to the increased heavy freight movement.

The current highway system has little resilience. The Project will allow the system to

absorb small- and large-scale events to increase resiliency. The widening will improve

passing options and provide adequate clear zones. The wildlife fencing and crossings

reduce the risk of travel delays associated with animal-vehicle collisions. Moving the US

550 alignment from Farmington Hill reduces the risk of closures due to landslides,

rockfalls, and adverse weather conditions.

Safety Outcome

Benefits in this category include achieving a significant reduction in traffic fatalities and serious

injuries on the surface transportation system, as well as improving interactions between

roadway users, reducing the likelihood of derailments or high consequence events, and

improving safety in transporting certain types of commodities.

The connection will remove traffic from the steep, winding Farmington Hill to the new

Connection, which will be designed to AASHTO standards. The existing skewed

intersection will be removed to provide appropriate sight distances and geometries. This

will reduce crashes related to the steep winding road, icing conditions, and roadway

obstructions that contribute to drivers losing control of their vehicles.

The new pedestrian overpass between the Sunnyside elementary school and the

residential development will dramatically improve pedestrian safety.

The fully paved shoulders will improve conditions for motorists who lose control or

experience vehicle breakdowns. The shoulders will also improve safety for cyclists,

pedestrians and emergency vehicles.

The improvements will include access control that will substantially reduce accident

potential.

Community and Environmental Outcome

Community and environmental outcomes extend benefits to the human and natural environment

or enhances personal mobility and accessibility. This includes reducing the negative effects of

existing infrastructure, removing barriers, avoiding harm to the human and natural environment,

and using design improvements to enhance access and environmental quality for affected

communities. The US 550 Project provides many community and environmental benefits.

The location of the Project was chosen to minimize harm to sensitive riparian and wildlife

resources along Wilson Gulch. IT was designed to minimize wetland impacts, historic

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

property impacts, and impacts to elk and deer. It also has the least impacts to existing

land uses and required the least right-of-way.

The Project has potential positive impacts on property values near the new Connection

due to increased accessibility to urban and rural development tracts, including the Three

Springs Development. It also increases the Three Springs Development market capture

area into New Mexico.

The Project will provide safer pedestrian access to the Sunnyside Elementary School

from the Old Homestead residential area with the inclusion of the pedestrian overpass.

The Project will improve quality of life for residents due through the installation of a noise

wall. It will also improve air quality as a result of reduced congestion.

The Project converts land currently occupied by US 550 to vacant land, which is more

usable by wildlife in this designated Colorado Parks and Wildlife high-priority wildlife

habitat. The reconstruction will also remove a barrier to deer, elk, and small mammals

through 6 large animal grade-separated crossings, 36 small mammal crossings,

exclusionary fencing and wildlife jump-outs.

Cost Effectiveness

The US 550 Project is a cost-effective solution to critical energy freight movement in Southwest

Colorado in support of the second largest natural gas basin in the United States. The benefit-

cost analysis shows that the monetized benefits exceed the total project costs. Given that many

of the benefits associated with the project cannot be quantified, the improvements are a cost-

effective investment that will improve a key freight corridor that reduces US dependence on

foreign oil and serves the Southern Ute Indian Tribe.

2. Introduction

This document provides detailed technical information on the economic analyses conducted in

support of the Grant Application for the US 550 Project.

Section 3, Methodological Framework, introduces the conceptual framework used in the Cost-

Effectiveness Analysis. To the extent possible, and as recommended in the Notice of Funding

Opportunity (NOFO), monetized benefits and costs are estimated through a Benefit-Cost

Analysis (BCA), which is described in this section. Section 0,

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Project Overview, provides an overview of the project, including a brief description of existing

conditions and proposed alternatives; a summary of cost estimates and schedule; and a

description of the types of effects that the US 550 Project is expected to generate. Monetized,

quantified, and qualitative effects are highlighted. Section 5, General Assumptions, discusses

the general assumptions used in the estimation of project costs and benefits, while estimates of

travel demand and traffic growth can be found in Section 6, Demand Projections. Specific data

elements and assumptions pertaining to the merit criteria are presented in Section 7, Benefits

Measurement, Data and Assumptions, along with associated benefit estimates. Estimates of the

project’s Net Present Value (NPV), its Benefit/Cost ratio (BCR) and other project evaluation

metrics are introduced in Section 0,

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table 14: Benefit Estimates by Merit Criteria for the All Project Alternatives, Millions of 2015

Dollars

Merit Criteria Benefit or

Impact Categories

Full US 550 Project US 550 Operational

& Capacity Improvements

US 550 and US 160 Connection

7% Discount

Rate

3% Discount

Rate

7% Discount

Rate

3% Discount

Rate

7% Discount

Rate

3% Discount

Rate

Economic

Travel Time Savings

$279.8 $599.9 $33.3 $69.9 $246.5 $530.0

Vehicle Operating Cost Savings

-$12.5 -$26.0 $0.0 $0.0 -$12.5 -$26.0

Mobility Residual Value

$0.5 $1.9 $0.2 $0.9 $0.2 $0.9

Safety Crash Reduction

$13.8 $26.7 $6.4 $12.3 $7.4 $14.4

Community and Environmental

Emissions Reduction

$2.9 $2.3 $0.2 $0.3 $2.6 $2.0

Total Benefit Estimates $284.4 $604.8 $40.2 $83.5 $244.2 $521.3

Summary of Findings and BCA Outcomes. Next, Section 0,

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

BCA Sensitivity Analysis, provides the outcomes of the sensitivity analysis. Additional data

tables are provided in Section 10, Supplementary Data Tables, including annual estimates of

benefits and costs, as well as intermediate values to assist DOT in its review of the application.3

3. Methodological Framework

The Cost-Effectiveness Analysis conducted for this project includes the monetized benefits and

costs measured through Benefit-Cost Analysis (BCA), as well as the quantitative and qualitative

merits of the project. BCA is a conceptual framework that quantifies in monetary terms as many

of the costs and benefits of a project as possible. Benefits are broadly defined. They represent

the extent to which people impacted by the project are made better-off, as measured by their

own willingness-to-pay. In other words, central to BCA is the idea that people are best able to

judge what is “good” for them, what improves their well-being or welfare.

BCA also adopts the view that a net increase in welfare (as measured by the summation of

individual welfare changes) is a good thing, even if some groups within society are made worse-

off. A project or proposal would be rated positively if the benefits to some are large enough to

compensate the losses of others.

Finally, BCA is typically a forward-looking exercise, seeking to anticipate the welfare impacts of

a project or proposal over its entire life-cycle. Future welfare changes are weighted against

today’s changes through discounting, which is meant to reflect society’s general preference for

the present, as well as broader inter-generational concerns.

The specific methodology developed for this application was developed using the above BCA

principles and is consistent with the FASTLANE guidelines. In particular, the methodology

involves:

Establishing existing and future conditions under the build and no-build scenarios, and

considering two alternatives to the Full Build;

Assessing benefits with respect to each of the four merit criteria identified in the

FASTLANE BCA guidance;

Measuring benefits in dollar terms, whenever possible, and expressing benefits and

costs in a common unit of measurement;

Using DOT guidance for the valuation of travel time savings, safety benefits and

reductions in air emissions, while relying on industry best practice for the valuation of

other effects;

Discounting future benefits and costs with the real discount rates recommended by the

DOT (7 percent, and 3 percent for sensitivity analysis); and

Conducting a sensitivity analysis to assess the impacts of changes in key estimating

assumptions.

3 The spreadsheet model is available upon request.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

4. Project Overview

US 550 is the only direct, continuous north-south route in Western Colorado. It is part of the

National Highway System and is a designated freight corridor between Grand Junction,

Colorado (where it connects to I-70 and Utah), and Albuquerque, New Mexico (where it

connects to I-25 and I-70). It is recognized in numerous state planning documents as a critical

corridor in the southwestern United States. It is a critical transportation link for the San Juan

Basin, the second largest natural gas reserve in the United States. It also serves the rich

agricultural area of Florida Mesa, and provides the primary access to Southern Ute Indian Tribe

lands. The project improvements will realize significant safety, mobility and economic benefits

for the freight industry and the traveling public. The study area is shown in the image below.

The project aims to add capacity through the new travel and climbing lanes along a narrow and

winding portion of US 550 as well as through the creation of a new Connection between US 550

and US 160 that will link to the Grandview Interchange.

Base Case and Alternatives

A single no-build (base case) and three alternative (build) scenarios have been developed to

assess the benefits and costs associated with the US 550 Project. The no-build scenario for this

section of US 550 maintains the existing roadway structure. This includes a two-lane rural

roadway from mileposts 7.5 to 11.2 and 12.8 to 14.9 as well as the maintenance of the existing

three-legged signalized intersection at the junction of US 550 and US 160. This scenario results

in continually increasing congestion and delays along the corridor and at the intersection as

traffic volumes continue to grow with increases in population and freight movement. The

remainder of US 550 to the New Mexico state line is already four lanes, with the lane drop in

this section creating an unnecessary bottleneck. The conditions at the US 550 and US 160

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

intersection are currently unsafe, with low visibility, sharp curves and a steep descent from

Farmington Hill into the traffic signal.

For the purposes of this analysis, the following three build scenarios were considered:

Full US 550 Project: This scenario includes the completion of all planned improvements

in the corridor – both the operational and capacity improvements and US 550 and US

160 Connection, which are detailed below. This analysis assesses the benefits

associated with the full $197.5 million capital investment.

US 550 Operational and Capacity Improvements: This scenario includes the $102.5

million investment to upgrade 5.8 miles of US 550 from mileposts 7.5 to 11.2 and 12.8 to

14.9. Improvements to this corridor include the reconstruction of US 550 with pavement

designed to better withstand truck loads, widening from two lanes to four lanes with a

center median and 10-foot shoulders (facilitates passing, creating a climbing lane),

added turn lanes, access control to reduce the number of vehicles entering the roadway,

intersection improvements, a pedestrian overpass to provide safe crossing to the

Sunnyside Elementary School, and numerous wildlife crossings that will reduce the

number of animal-vehicle collisions. The completion of this project also relocates existing

oil and gas facilities and irrigation facilities outside the clear zone and away from the

elementary school playground.

US 550 and US 160 Connection: The Connection, at a cost of approximately $95

million, would realign the roadway to route traffic on US 550 away from Farmington Hill

which will improve safety and remedy design deficiencies. Current issues at the

intersection include unsafe winter driving conditions, short sight-distances, steep grades

and sharp curves. The Connection will link US 550 and US 160 at the existing

Grandview Interchange to create a full-movement interchange that replaces the existing

signalized intersection to increase safety and mobility. The Connection also includes

numerous grade-separated wildlife crossings. Overall, the project will reduce the grade,

improve shoulder conditions, reduce animal-vehicle collisions and realign county and

local road access throughout the corridor. Capacity and mobility issues will be

addressed by the additional lanes and the implementation of Intelligent Transportation

System (ITS) solutions.

Types of Impacts and Affected Population

The US 550 project is intended to meet the needs of both the local population and the broader

region and nation through safer and more efficient movement of people, energy and agricultural

products throughout the southwestern United States. The project will serve industry freight

vehicles, commuters, interstate travelers, and local residents. The improvements will increase

efficiency and reliability on the National Highway System.

The project will improve roadways that are vital to national energy security by reconstructing

pavement and improving safety and mobility for trucks serving the natural gas reserves in the

San Juan Basin. The improvements will increase access to the Durango-La Plata County

Airport, one of the states key intermodal facilities.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

The project will also foster ladders of opportunity by improving access to employment centers,

healthcare facilities, and educational facilities for residents in Durango and Three Springs. The

pedestrian bridge along the US 550 Corridor will create safe access to the Sunnyside

Elementary school in Florida Mesa for students and their families. The increased travel speeds

and safety will also benefit local residents traveling to and from health care facilities and

downtown Durango. It will better serve both residents, through travelers, and tourists,

particularly during the heavily utilized summer periods.

Project Cost and Schedule4

The US 550 Corridor requires $197.5 million in capital expenditures for completion. This

includes $102.5 million for the US 550 Operational and Capacity Improvements and $95 million

for the US 550 and US 160 Connection. These costs will cover design, right-of-way, utilities, and

construction. Design for the Operational and Capacity Improvements is currently underway and

expected to be completed by February 2018. Right-of-way acquisition and utility work are

occurring concurrently and will be completed in 2017. Construction is expected to occur from

August of 2017 through 2019 with operations beginning upon construction completion.

The US 550 and US 160 Connection will be awarded as a design-build contract. Preliminary

engineering was completed as part of the environmental study, with a preferred alternative

selected. Final design is expected from August 2017 to April 2018. Right-of-way acquisition will

begin in August 2017 and is expected to be complete in January 2019. Utility work will be

completed in 2018. Full project construction is expected from January 2018 through 2020.

The project improvements will incrementally increase roadway operating and maintenance

costs. According to a Life Cycle Costing report from 2006,5 the average maintenance cost per

lane mile is $11,530 per year (inflated from 2005 to 2015 dollars using the CPI). The

Operational and Capacity Improvements will add 2 lanes for 5.8 miles while the US 550 and US

160 Connection will add 4 lanes for 0.5 miles. Any other plowing or clearing related costs are

assumed to be negligible as the roadways already exist and must be maintained.

Disruptions Due to Construction

Minimal construction impacts are expected for the US 550 Project. The majority of the US 550

and US 160 Connection will be constructed offline, on the new alignment. Completing the US

550 Operational and Capacity Improvements at the same time will minimize conflicts and

disruptions to traffic. If they are constructed separately, measures will be taken to minimize

traffic impacts during the construction period.

FASTLANE Merit Criteria

The main benefit categories associated with the project are mapped into the four merit criteria

set forth by the DOT in the tables below.

4 All cost estimates in this section are in millions of dollars of 2015, discounted to 2016 using a 7 percent real

discount rate.

5 Report No. CDOT-DTD-R-2006-3 Final Report; “Life Cycle Costing” – Phil Anderson of URS Corporation, February

2006.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table 1: Expected Effects on Merit Criteria and Benefit Categories

Merit Criteria Benefit or Impact

Categories Description Monetized Quantified Qualitative

Economic

Travel Time Savings

Monetized value of reduced travel time due to alleviation of bottlenecks and improved design speeds

Yes Yes Yes

Vehicle Operating Cost Savings

Monetized value of change in costs to drivers associated with the improvements

Yes Yes Yes

Mobility

Residual Value Remaining value of some assets beyond the analysis period.

Yes Yes No

Congestion Reduction

Reduced delay for roadway users due to additional capacity and design improvements

No No Yes

Safety Crash Reduction

Monetized value of crash reduction due to design improvements

Yes Yes Yes

Community and Environmental

Emissions Reduction

Reduction in air pollutants and greenhouse gases due to improved operating conditions

Yes Yes No

Pedestrian Bridge

Creation of safe crossing that provides access from neighborhood to elementary school

No No Yes

Animal

Installation of animal crossings to improve their habitat and reduce animal-vehicle collisions

No No Yes

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

5. General Assumptions The BCA measures benefits against costs throughout a period of analysis beginning at the start

of construction and including 30 years of operations.

The monetized benefits and costs are estimated in 2015 dollars with future dollars discounted in

compliance with FASTLANE requirements using a 7 percent real rate, with sensitivity testing at

3 percent.

The methodology makes several important assumptions and seeks to avoid overestimation of

benefits and underestimation of costs. Specifically:

Input prices are expressed in 2015 dollars;

The period of analysis begins in 2017 and ends in 2051. It includes project development

and construction years (2017 - 2020) and 31 years of operations (2020 – 2051);

A constant 7 percent real discount rate is assumed throughout the period of analysis. A

3 percent real discount rate is used for sensitivity analysis;

Opening year demand is an input to the BCA and is assumed to be fully realized in Year

1 (no ramp-up); and

Unless specified otherwise, the results shown in this document correspond to the effects

of the Full Build alternative (US 550 Operational and Capacity Improvements and the US

550 and US 160 Connection).

6. Demand Projections Demand projections are a key driver of future benefits. For the US 550 Project, demand

consists of roadway users – both automobiles and trucks. Existing traffic volumes for the US

550 Operational and Capacity Improvements are based on 2013 traffic counts from the

Colorado Department of Transportation’s Online Transportation Information System (OTIS). For

the US 550 and US 160 Connection, traffic volumes and projections come from Chapter 3 of the

US 550 South Connection to US 160: Independent Alternatives Analysis (IAA)6; pages 3-2 to 3-

12. The traffic counts and projections were verified by the Colorado Department of

Transportation. Future volumes for US 550 were pivoted from the projections provided in the

IAA.

Methodology

The traffic data provided in the IAA were generated based on observed traffic counts for two

time periods, one in August 2013 and one in January 2014. The existing traffic data is

consistent with the observations from the CDOT OTIS system, based on annual observed traffic

counts. The truck volumes and share of traffic during peak periods were also determined using

the data from the IAA.

6 AMEC Environment & Infrastructure, Inc. and Muller Engineering Company; March 2015;

https://www.codot.gov/content/projects/US550atUS160_SFEIS_Record_of_Decision_2015/RevSection4f%20Eval%2

0US550-

US160%20Appendix%20%20B_AMEC%20IAA_Rev%20Final%20March%202015/REPORT/3%20Traffic.pdf

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Future demand projections reflect the increased volume anticipated due to population growth in

the surrounding area, including the Three Springs development. More detailed information was

available for the US 550 and US 160 Connection than for the US 550 Operational and Capacity

Improvements. The historical growth, current volumes, and future projections at the Connection

were used to generate future traffic projections for the US 550 Operational and Capacity

Improvements. This was deemed acceptable after review of OTIS traffic counts and due to their

close proximity and similar operating conditions

The observed traffic volumes were consistent with those in the CDOT OTIS system. As such,

daily traffic information was extrapolated to annual volumes using a 365 day period consistent

with CDOT practices.7

The lack of a broader travel demand model necessitates that the analysis look exclusively at the

immediate study area and not the broader transportation impacts. Only the miles covered by

vehicles while they traverse the improved areas are considered for analysis. This approach

reflects a conservative analysis of the total benefits, and does not reflect changes in travel

patterns or the broader benefits attributed to freight and vehicles passing through the area.

Assumptions

The table below presents the assumptions used to generate transportation impacts associated

with the US 550 Project. Traffic volumes were linearly interpolated between the present and

future conditions. It was assumed that the same growth rate would continue between 2035 and

the end of the analysis period.8 Consistent with the referenced studies, the percent of peak

traffic and truck percentages were held constant through the entire study period. A full time-

series of annual demand values can be found in the Supplementary Data section.

Table 2: Assumptions used in the Estimation of Demand

Variable Name Unit Value Source

Traffic Volume

US 550 MP 7-15

2013 AADT Vehicles Per Day

6,000 CDOT OTIS; Station 105552

2035 AADT Vehicles Per Day

18,400 CDOT based on IAA Projections for Connection

US 550 and US 160 Connection

2013 AADT - US 550 Vehicles Per Day

7,900 US 550 South Connection to US 160: Independent Alternatives Analysis; March 2015Chapter 3; page 3-4

2013 AADT - US 160 Vehicles Per Day

24,500 US 550 South Connection to US 160: Independent Alternatives Analysis; March 2015Chapter 3; page 3-4

2035 AADT - US 550 Vehicles Per Day

21,600 US 550 South Connection to US 160: Independent Alternatives Analysis; March 2015Chapter 3; page 3-10

7 Annual Average Daily Traffic (AADT): The annual average daily traffic count for the roadway segment. (Total of all

vehicles counted in a year divided by 365 days). http://dtdapps.coloradodot.info/otis/catalog, search “Annual”

8 Note that a sensitivity analysis was done holding future traffic volumes constant for the outer years. Details can be

found in Section 9.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Variable Name Unit Value Source

2035 AADT - US 160 Vehicles Per Day

86,800 US 550 South Connection to US 160: Independent Alternatives Analysis; March 2015Chapter 3; page 3-10

% Peak Traffic

US 550 Corridor % of

Vehicles 15.40%

US 550 EA Appendix B - AM Peak Hour 6.7%, PM Peak hour 8.7%; assumed future growth same time period

US 550 at US 160 % of

Vehicles 16.62%

US 550 South Connection to US 160 Independent Alternatives Analysis, Appendix Y - Traffic Count Summary; pages 1&2

US 160 at US 550 % of

Vehicles 17.12%

US 550 South Connection to US 160 Independent Alternatives Analysis, Appendix Y - Traffic Count Summary; pages 1&2

% Truck Traffic

US 550 Corridor % of

Vehicles 10.20% CDOT OTIS; Station 105552

US 550 at US 160 % of

Vehicles 6.30%

US 550 South Connection to US 160 Independent Alternatives Analysis, Appendix Y - Traffic Count Summary; pages 1&2

US 160 at US 550 % of

Vehicles 3.10%

US 550 South Connection to US 160 Independent Alternatives Analysis, Appendix Y - Traffic Count Summary; pages 1&2

Corridor Length

US 550 Corridor Miles 5.79 Calculated from mileposts of project improvements: 7.52 to 11.17 and 12.79 to 14.88

US 550 and US 160 Connection - Existing

US 550 Miles 1.68 Distance from existing MP 14.88 to the intersection with US 160

US 160 Miles 1.5 Distance impacted by immediate interchange reconfiguration; between two CDOT traffic stations

US 550 and US 160 Connection - Build

US 550 Miles 2.15 Distance of new Connection; Preferred Alternative RM6 - SEIS Alternative Analysis Exhibit 6-26

US 160 Miles 1.50 Distance impacted by immediate interchange reconfiguration; between two CDOT traffic stations

Annualization Factor Days Per

Year 365

CDOT OTIS guidance on their estimation of AADT (the basis for data included in this analysis);

Demand Projections

The resulting projections for vehicle miles traveled (VMT) in the no-build and build conditions

are presented in the table below. It should be noted that the number of vehicles is not projected

to change in the build scenario and thus the difference in VMT reflects the change in distance

associated with the new alignment of the US 550 and US 160 Connection.

Table 3: Annual Demand Projections

In Project Opening Year (2021)

2030 2040 2050

Peak Period

Vehicle Miles Traveled - Auto, No Build

US 550 3,071,381 4,553,933 6,201,213 7,848,493

US 550 and US 160 Connection 5,513,000 8,363,029 11,529,727 14,696,426

Vehicle Miles Traveled - Truck, No Build

US 550 348,865 517,262 704,369 891,477

US 550 and US 160 Connection 219,725 329,765 452,032 574,298

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

In Project Opening Year (2021)

2030 2040 2050

Vehicle Miles Traveled - Auto, Build

US 550 3,071,381 4,553,933 6,201,213 7,848,493

US 550 and US 160 Connection 5,856,255 8,855,625 12,188,259 15,520,892

Vehicle Miles Traveled - Truck, Build

US 550 348,865 517,262 704,369 891,477

US 550 and US 160 Connection 242,804 362,885 496,309 629,732

Off-Peak

Vehicle Miles Traveled - Auto, No Build

US 550 16,872,649 25,017,059 34,066,404 43,115,749

US 550 and US 160 Connection 26,905,269 40,796,651 56,231,521 71,666,391

Vehicle Miles Traveled - Truck, No Build

US 550 1,916,492 2,841,581 3,869,458 4,897,335

US 550 and US 160 Connection 1,078,251 1,617,290 2,216,224 2,815,157

Vehicle Miles Traveled - Auto, Build

US 550 16,872,649 25,017,059 34,066,404 43,115,749

US 550 and US 160 Connection 28,627,327 43,267,933 59,535,273 75,802,613

Vehicle Miles Traveled - Truck, Build

US 550 1,916,492 2,841,581 3,869,458 4,897,335

US 550 and US 160 Connection 1,194,035 1,783,449 2,438,354 3,093,259

7. Benefits Measurement, Data and Assumptions This section describes the measurement approach used for each benefit or impact category

identified in Error! Reference source not found. (Expected Effects on Merit Outcomes and

Benefit Categories) and provides an overview of the associated methodology, assumptions, and

estimates.

Merit Criteria

ECONOMIC OUTCOMES

In addition to the qualitative economic outcomes presented in Table ES-8, the proposed

improvements will also generate some quantifiable benefits in the form of travel time and vehicle

operating cost savings for users of the roadway.

One of the main goals of the full set of improvements is to alleviate congestion along this vital

energy corridor in southwestern Colorado. The Operational and Capacity Improvements will

widen nearly six miles of roadway from two-lanes to four-lanes, which will match the

surrounding infrastructure and allow for smoother travel. The project also adds shoulders and

turn-lanes that do not currently exist, providing additional traffic smoothing in the event of a

traffic incident. The segment in question currently operates at a low level of service during peak

periods, reducing reliability and providing inefficient operations for freight traffic. The US 550

and US 160 Connection will reduce delay at the intersection by reducing the steep grade and

sharp curves and increasing the design speed at the new interchange.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Together, these improvements will increase general travel speed and reduce delay during peak

periods. The upgrade from a signalized intersection to an interchange will smooth traffic

operations and remove any delay associated with waiting for the signal, which can currently

reach 120 seconds per vehicle. The creation of the full-direction interchange will allow for

several free movements, further increasing operational efficiencies.

Methodology

The proposed US 550 Operational and Capacity Improvements and the US 550 and US 160

Connection will reduce the amount of time required for users to traverse the roadway sections in

question. The amount of travel time savings is dependent on the value of a traveler’s time (VOT)

and the reduction in the amount of time spent traveling on the roadway. Due to the limited size

of the study area, the value of time for local trips was considered, though it is possible that many

of the trips could be considered intercity, which places a higher value on each hour traveled.

The value of time for those in passenger cars is different than that for truck drivers who are

considered “on-the-clock” drivers, and whose time is thus valued at the full wage rate.

The proposed US 550 Operational and Capacity Improvements are expected to increase the

free flow speed along the corridor from 55 miles per hour to 65 miles per hour due to the

addition of a travel lane, median separation, and shoulders. The US 550 and US 160

Connection will completely restructure the roadway and interchange to increase from a design

speed of 30 miles per hour to 60 miles per hour approaching the interchange and 40 at the

interchange. This will be accomplished through the reduction of a steep grade, smoothing of

sharp curves, and replacement of a signalized intersection with a free-moving interchange. The

improvements will also alleviate peak period congestion and reduce vehicle delay along the

corridor and at the interchange. Drivers currently experience delays of up to 120 seconds at the

intersection, which will be reduced to approximately 12 seconds with the improvement.

The other quantifiable economic outcome is a change in vehicle operating costs, including fuel,

maintenance and repair, tires, depreciation and license and registration fees. The change in

operating costs result from a change in vehicle miles traveled (VMT). The cost-per-mile is from

the Automobile Association of America (AAA) for passenger cars and the American

Transportation Research Institute (ATRI) for trucks. There is no change in VMT for the US 550

Operational and Capacity Improvements and thus no change in vehicle operating costs. The US

550 and US 160 Connection will actually increase the total travel distance for roadway users,

resulting in a cost increase for both automobile and truck drivers.

This method may understate the benefit to users. The smoothing of the 6.4% grade Farmington

Hill and reduction in sharp curves approaching the Connection are likely to reduce fuel and oil

consumption rates for vehicles. Appropriate consumption rates could not be secured, so the

cost-per-mile approach was used.

Assumptions

The assumptions used in the estimation of economic outcomes, namely travel time and vehicle-

operating cost savings are summarized in the table below.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table 4: Assumptions used in the Estimation of Economic Outcomes

Variable Name

Unit Value Source

Passenger Vehicle Occupancy Rate

Persons Per Vehicle

1.6 Final Regulatory Impact Analysis Corporate Average Fuel Economy for MY 2012-MY 2016 Passenger Cars and Light Trucks, March 2010, page 385

Travel Time Cost $ per Hour $13.60

US DOT, Revised Departmental Guidance on Valuation of Travel Time in Economic Analysis, Revision 2-corrected; Note that this is a weighted average using 95.4% personal and 4.6% business; value for local travel

Real Growth Rate in Value of Time

% per Year 1.0% US DOT, Revised Departmental Guidance on Valuation of Travel Time in Economic Analysis, Revision 2-corrected, p. 14;

Average Speed

Peak Period - No Build - 2035

US 550 Corridor Miles per

Hour 36.80

HDR Calculation applying industry knowledge to available design and traffic information.

US 550 at US 160 Miles per

Hour 24.45

HDR Calculation applying industry knowledge to available design and traffic information.

Peak Period - Build - 2035

US 550 Corridor Miles per

Hour 60.00

HDR Calculation applying industry knowledge to available design and traffic information.

US 550 at US 160 Miles per

Hour 44.94

HDR Calculation applying industry knowledge to available design and traffic information.

Off-Peak - No Build - 2035

US 550 Corridor Miles per

Hour 55.00

HDR Calculation applying industry knowledge to available design and traffic information.

US 550 at US 160 Miles per

Hour 25.00

HDR Calculation applying industry knowledge to available design and traffic information.

Off-Peak - Build - 2035

US 550 Corridor Miles per

Hour 65.00

HDR Calculation applying industry knowledge to available design and traffic information.

US 550 at US 160 Miles per

Hour 55.00

HDR Calculation applying industry knowledge to available design and traffic information.

Vehicle Operating Costs

Auto $ per mile $0.40 AAA, Your Driving Costs, How much are you really paying to drive?, 2015 Edition; http://exchange.aaa.com/wp-content/uploads/2015/04/Your-Driving-Costs-2015.pdf

Truck $ per mile $0.93 American Transportation Research Institute (ATRI), An Analysis of the Operational Costs of Trucking; 2015 Update, September 2015

Benefit Estimates

The improvements along the corridor result in extensive travel time savings for existing users

during the project horizon. Table 5, below, shows the annual hours of delay savings by vehicle

type for the two project segments. Total hours saved are correlated to the vehicle miles and the

change in speeds due to the improvements. The US 550 and US 160 Connection will improve

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

travel time for all movements through the intersection and will thus have positive impacts for

users on both US 550 and US 160.

Table 5: Travel Time Savings – Annual Hours

In Project Opening Year (2021)

2030 2040 2050

US 550 88,483 131,194 178,650 226,107

Auto 79,458 117,812 160,428 203,044

Truck 9,025 13,382 18,222 23,063

US 550 and US 160 Connection 675,789 1,027,793 1,418,909 1,810,025

Auto 650,817 990,159 1,367,206 1,744,253

Truck 24,972 37,634 51,703 65,772

Table 6 below shows the benefits associated with economic outcomes for the US 550 Project.

The benefits include the annual number of hours saved due to the improvements in the selected

years, the total value of these savings, and the increase in vehicle operating costs due to the

slight increase in travel distance. The benefits show that the reduction in travel time savings

from the improvements will more than offset the slight increase in travel distance required to

accommodate the improvements. Results by calendar year for each benefit category can be

found in the Supplementary Data Tables Section.

It should be noted that these travel time savings exclude any improvements to the efficiency or

reliability of freight transport as well as any estimation associated with the value of the freight

being transported. The end result is a generally conservative estimate of the economic benefits

associated with the US 550 Project.

Table 6: Estimates of Economic Benefits – Travel Time and Vehicle Operation, Millions of 2015 Dollars

In Project Opening Year (2021)

Over the Project Life-Cycle

Constant Dollars Discounted at 7%

Travel Time Savings

Total $17.8 $1,165.4 $279.8

US 550 $2.1 $134.4 $33.3

US 550 and US 160 Connection $15.7 $1,031.0 $246.5

Vehicle Operating Cost Savings

Total -$1.0 -$49.1 -$12.5

US 550 $0.0 $0.0 $0.0

US 550 and US 160 Connection -$1.0 -$49.1 -$12.5

MOBILITY OUTCOMES

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Mobility outcomes are those that focus on improving the movement of people and goods by

maintaining infrastructure in a state of good repair, enhancing the resiliency of surface

transportation infrastructure, and reducing highway congestion and bottlenecks. The non-

monetized mobility outcomes have been discussed at length in the Executive Summary. The

primary benefit associated with alleviating congestion is travel time savings, which was counted

under the economic outcomes but is a benefit to general mobility as well. For the US 550

Project, the primary quantifiable mobility outcomes are improvements to the pavement condition

and the residual value that remains at the end of the analysis period. The proposed project will

upgrade the pavement condition to something more suitable for the volumes of freight traffic

currently serving and projected to continue to serve the corridor. The project will also create new

infrastructure, involving earthwork and other improvements that will restore the roadway to a

state of good repair and support future traffic. The useful life of this earthwork investment and

the right-of-way acquired exceed the evaluation period, and thus a residual value was

calculated to account for the remaining un-used value of the initial capital investment.

Methodology

Though the assets constructed on top of land depreciate over time and with use, the value of

the earthwork and the land itself remains far past the useful life of the roadway. For purposes of

this analysis, the benefit consists of the discounted land value at the end of the project life as

this asset remains with the government past the service life of the road.

Assumptions

The assumptions used in the estimation of mobility benefits are summarized in the table below.

Table 7: Assumptions used in the Estimation of Mobility Benefits

Variable Name Unit Value Source

Land Value for US 550 Operational & Capacity Improvements

$ $2,700,000 CDOT Project Cost Estimate for Right-of-Way; Assumes full value remains at end of useful life

Land Value for US 550 and US 160 Connection

$ $2,725,000 CDOT Project Cost Estimate for Right-of-Way; Assumes full value remains at end of useful life

Benefit Estimates

The residual value of the investments, which is accounted for at the end of the analysis period,

is $2.7 million for the US 550 Operational and Capacity Improvements and $2.725 million for the

US 550 and US 160 Connection. This results in a total value of $5.4 million before discounting,

or $0.5 million discounted at 7 percent.

Table 8: Estimates of Mobility Benefits, Millions of 2015 Dollars

In Project Opening Year (2021) Over the Project Life-Cycle

Constant Dollars Discounted at 7%

US 550 $0.0 $2.7 $0.3

US 550 and US 160 Connection $0.0 $2.7 $0.2

Total Mobility Benefits $0.0 $5.4 $0.5

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

SAFETY OUTCOMES

The proposed US 550 Project would contribute to promoting safety outcomes through a

reduction in overall accidents. Many of the components of the project are designed to increase

safety for roadway users, bicyclists, pedestrians and wildlife in the area. These safety

improvements include:

Widening to address dangerous passing conditions and lack of pull-outs. This improves

passing opportunities and travel conditions for freight vehicles with oversize loads.

Straightening of substandard curves and widening US 550, including increased

shoulder width, to improve safety for all vehicles and bicyclists.

Constructing a new pedestrian overpass to connect Sunnyside Elementary School to

the Old Homestead neighborhood on the other side of US 550.

Constructing 6 grade-separated large-animal wildlife crossings and 36 small mammal

underpasses to mitigate the high incidence rate of animal-vehicle collisions.

Alleviating steep grades and sharp curves from Farmington Hill into the existing

signalized intersection by shifting the alignment of the US 550 and US 160 Connection

and connecting to the currently underutilized Grandview Interchange.

The quantifiable and monetizable safety outcomes associated with the US 550 project are due

to a reduction in the number of overall accidents. The planned improvements will decrease the

overall likelihood of traffic incidents. Details of the estimated safety benefits that were consulted

for this analysis can be found in Chapter 4 of the US 550 South Connection to US 160:

Independent Alternatives Analysis, summarized on page 4-19.

Methodology

The curve and grade smoothing, intersection upgrade, highway widening, and animal crossings

are all expected to reduce the overall rate of accidents. These accident reduction factors are

considered based on the average number of annual accidents as noted using data from the

Colorado Department of Transportation for the five-year period from July 2010 to July 2015 for

the study area. These values were then converted to the number of incidents per crash to

account for the injury and fatality costs associated with the number of traffic events. The total

safety benefits are calculated as the difference in the number of crashes under the build

scenario as compared to that under the no-build scenario, multiplied by the costs of the

associated incidents and events.

Assumptions

The expected change in the number of crashes due to the roadway improvements are

estimated using the information presented in the Independent Alternatives Analysis noted

above. The valuation of these accident costs are taken from the US DOT Guidance on

Treatment of the Economic Value of a Statistical Life in U.S. Department of Transportation

Analyses (2016). The assumptions used in the estimation of safety benefits are summarized in

the table below.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table 9: Assumptions used in the Estimation of Safety Benefits

Variable Name Unit Value Source

Annual Average Crashes

US 550 Corridor

Fatal Crashes Per Year

0.0 CDOT - 5 year period July 2010 to July 2015; 1.5 mile segment of US 550; Average per year

Injury Crashes Per Year

3.0 CDOT - 5 year period July 2010 to July 2015; 1.5 mile segment of US 550; Average per year

Property Damage Only Crashes Per Year

9.6 CDOT - 5 year period July 2010 to July 2015; 1.5 mile segment of US 550; Average per year

US 550 and US 160 Connection

Fatal Crashes Per Year

0.0 CDOT – Annual average for 5 year period July 2010 to July 2015; 1000' buffer of the existing intersection;

Injury Crashes Per Year

3.8 CDOT - 5 year period July 2010 to July 2015; 1000' to either side of the existing intersection; Average per year

Property Damage Only Crashes Per Year

6.6 CDOT - 5 year period July 2010 to July 2015; 1000' to either side of the existing intersection; Average per year

Change in Annual Crashes %

Reduction 79.4%

Reduction from 34 to 7 incidents per year; US 550 South Connection to US 160 Independent Alternatives Analysis, Chapter 4; page 4-19

Incidents Per Event

Fatalities Per Fatal Crash Persons 1.09 CDOT Safety & Traffic Engineering Branch, Accident Data Management Unit; "Crashes & Rates on State Highways 2012"; p. vii

Injuries Per Fatal Crash Persons 1.00 Data not available, so conservatively assumed 1

Injuries Per Injury Crash Persons 1.27 CDOT Safety & Traffic Engineering Branch, Accident Data Management Unit; "Crashes & Rates on State Highways 2012"; p. vii

Vehicles Damaged Per Fatal Crash

Vehicles 1.30 Conservative assumption based on data from California Department of Transportation TASAS Unit for 2007 to 2009

Vehicles Damaged Per Injury Crash

Vehicles 1.50 Conservative assumption based on data from California Department of Transportation TASAS Unit for 2007 to 2009

Vehicles Damaged Per Non-Injury Crash

Vehicles 1.50 Conservative assumption based on data from California Department of Transportation TASAS Unit for 2007 to 2009

Crash Costs

Fatality $ $9,600,000 US DOT, Guidance on Treatment of the Economic Value of a Statistical Life in U.S. Department of Transportation Analyses (2016)

Injured - Severity Unknown $ $174,030 US DOT, Guidance on Treatment of the Economic Value of a Statistical Life in U.S. Department of Transportation Analyses (2016)

Property Damage Only $ $4,198 US DOT, TIGER BCA Resource Guide and The Economic and Societal Impact of Motor Vehicle Crashes, (2010)

Annual Growth in Value of Statistical Life

% Per Year

1.0%

Assumed consistent with wage growth for value of time; US DOT, Revised Departmental Guidance on Valuation of Travel Time in Economic Analysis, Revision 2-corrected, p. 14;

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Benefit Estimates

The estimated safety benefits associated with the US 550 Project will generate over $13.8

million in discounted safety benefits over the 30 year analysis period. A summary of the results

is presented below with annual detail provided in the Supplementary Data Tables section.

Table 10: Estimates of Safety Benefits, Millions of 2015 Dollars

In Project Opening Year (2021) Over the Project Life-Cycle

Constant Dollars Discounted at 7%

US 550 $0.6 $21.9 $6.4

Fatalities $0.0 $0.0 $0.0

Injuries $0.6 $19.9 $5.8

Damaged Vehicles $0.1 $2.0 $0.6

US 550 and US 160 Connection $0.8 $26.1 $7.4

Fatalities $0.0 $0.0 $0.0

Injuries $0.7 $24.5 $6.9

Damaged Vehicles $0.1 $1.6 $0.5

Total Safety Benefits $1.4 $48.0 $13.8

COMMUNITY AND ENVIRONMENTAL OUTCOMES

The US 550 project will mitigate harm to communities and the human and natural environment

through multiple avenues. Among other qualitative benefits noted in Table ES-8 the previously

mentioned pedestrian bridge will remove the barrier between the Sunnyside Elementary School

and the Old Homestead neighborhood. The project will also reduce harm to animal species

living in the area with the introduction of large and small mammal crossings. The primary

quantifiable community benefit is a change in environmental air quality due to a reduction in air

pollution. This is achieved through a reduction in overall emissions due to the change in traffic

speeds and the reduction in low-speed movements due to congestion. Two types of emissions

are measured – greenhouse gas emissions and air pollutants. Greenhouse gases include

carbon dioxide (CO2) equivalent and air pollutants (or indirect greenhouse gases) include

volatile organic compounds (VOC), carbon monoxide (CO), nitrogen oxides (NOx), sulfur

dioxide (SO2), and fine particulate matter (PM2.5).

Methodology

The Environmental Protection Agency (EPA) MOVES model was used to generate emissions

rates at various speeds for passenger cars and trucks in La Plata County, Colorado. Emissions

rates were estimated in grams per mile. The per-unit monetary social values for each emission

type are then applied to the change in overall emissions following US DOT guidelines.

Assumptions

The assumptions used in the valuation of community and environmental benefits are

summarized in the table below. A detailed time-series of emissions reduction can be found in

the Supplementary Data Tables Section.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table 11: Assumptions used in the Estimation of Community and Environmental Benefits

Variable Name Unit Value Source

Carbon Monoxide (CO) $ per

metric ton Negligible

US DOT; Corporate Average Fuel Economy for MY2017-MY2025 Passenger Cars and Light Trucks (August 2012), p. 922, Table VIII-16,"Economic Values Used for Benefits Computations (2010 Dollars)"; Updated to 2015

Volatile Organic Compounds (VOC)

$ per metric ton

$2,032

US DOT; Corporate Average Fuel Economy for MY2017-MY2025 Passenger Cars and Light Trucks (August 2012), p. 922, Table VIII-16,"Economic Values Used for Benefits Computations (2010 Dollars)"; Updated to 2015

Nitrogen Oxides (NOx) $ per

metric ton $8,010

US DOT; Corporate Average Fuel Economy for MY2017-MY2025 Passenger Cars and Light Trucks (August 2012), p. 922, Table VIII-16,"Economic Values Used for Benefits Computations (2010 Dollars)"; Updated to 2015

Fine Particulate Matter (PM2.5)

$ per metric ton

$366,414

US DOT; Corporate Average Fuel Economy for MY2017-MY2025 Passenger Cars and Light Trucks (August 2012), p. 922, Table VIII-16,"Economic Values Used for Benefits Computations (2010 Dollars)"; Updated to 2015

Sulfur Dioxide (SO2) $ per

metric ton $47,341

US DOT; Corporate Average Fuel Economy for MY2017-MY2025 Passenger Cars and Light Trucks (August 2012), p. 922, Table VIII-16,"Economic Values Used for Benefits Computations (2010 Dollars)"; Updated to 2015

Carbon Dioxide (CO2) $ per

metric ton $56

Technical Support Document: Technical Update of the Social Cost of Carbon for Regulatory Impact Analysis Under Executive Order 12866 (May 2013; revised July 2015), page 18; Sample value for 2030

Benefit Estimates

Table 12 below presents the net expected emissions reductions, in metric tons, due to the

improvements associated with the US 550 Project. The anticipated speed improvements result

in a slight increase in greenhouse gas emissions but an overall decrease in total air pollutants.

Table 13 presents the monetized value of the emissions reduction for the total project.

Table 12: Metric Tons of Emissions Reduction

Pollutant Opening Year (2021) Project Lifecycle

Carbon Monoxide (CO) -20.0 -1,153.3

Volatile Organic Compounds (VOC) -0.1 -12.8

Nitrogen Oxides (NOx) -0.8 -55.1

Fine Particulate Matter (PM2.5) 0.0 -4.8

Sulfur Dioxide (SO2) 0.0 1.5

Carbon Dioxide (CO2) 1,870.7 101,353.3

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table 13: Estimates of Community and Environmental Benefits, Millions of 2015 Dollars

In Project Opening Year (2021) Over the Project Life-Cycle

Constant Dollars Discounted at 7%*

Carbon Monoxide (CO) $0.00 $0.00 $0.00

Volatile Organic Compounds (VOC) $0.00 -$0.03 -$0.01

Nitrogen Oxides (NOx) -$0.01 -$0.44 -$0.11

Fine Particulate Matter (PM2.5) $0.00 -$1.74 -$0.38

Sulfur Dioxide (SO2) $0.00 $0.07 $0.02

Carbon Dioxide (CO2) $0.09 $6.59 $3.34

Total Environmental Benefits $0.08 $4.45 $2.87

*Note that Carbon emissions are discounted at 3% in accordance with US DOT Guidance on the

valuation for social cost of carbon.9

Cost-Effectiveness

Overall, the monetized benefits of the US 550 Project exceed the overall capital investment

required for implementation. The analysis was completed using the most conservative

assumptions available to highlight the minimal requirements necessary for this project to be

considered cost-effective. The benefits were isolated to the specific project area, foregoing the

inclusion of the broader benefits of improved accessibility, efficiency, and reliability on the wider

freight network in the southwestern United States. The analysis also excluded any valuation of

the freight efficiency even on this localized corridor, which has large impacts for just-in-time

delivery of agricultural products. In general the US 550 Projects present a valuable opportunity

to improve the National Highway System and better serve the region’s energy distribution and

agricultural needs. The following table highlights the quantitative benefits of each of the program

alternatives according to the merit criteria outlined in the FASTLANE Notice of Funding

Opportunity.

9 Technical Support Document: Technical Update of the Social Cost of Carbon for Regulatory Impact Analysis Under

Executive Order 12866 (May 2013; revised July 2015), page 17, Table A1 “Annual SCC Values: 2010-2050

(2007$/Metric ton CO2);” values for 3% discount rate. https://www.whitehouse.gov/sites/default/files/omb/inforeg/scc-

tsd-final-july-2015.pdf

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

Table 14: Benefit Estimates by Merit Criteria for the All Project Alternatives, Millions of 2015 Dollars

Merit Criteria Benefit or

Impact Categories

Full US 550 Project US 550 Operational

& Capacity Improvements

US 550 and US 160 Connection

7% Discount

Rate

3% Discount

Rate

7% Discount

Rate

3% Discount

Rate

7% Discount

Rate

3% Discount

Rate

Economic

Travel Time Savings

$279.8 $599.9 $33.3 $69.9 $246.5 $530.0

Vehicle Operating Cost Savings

-$12.5 -$26.0 $0.0 $0.0 -$12.5 -$26.0

Mobility Residual Value

$0.5 $1.9 $0.2 $0.9 $0.2 $0.9

Safety Crash Reduction

$13.8 $26.7 $6.4 $12.3 $7.4 $14.4

Community and Environmental

Emissions Reduction

$2.9 $2.3 $0.2 $0.3 $2.6 $2.0

Total Benefit Estimates $284.4 $604.8 $40.2 $83.5 $244.2 $521.3

8. Summary of Findings and BCA Outcomes The tables below summarize the BCA findings. Annual costs and benefits are computed over

the lifecycle of the project (35 years). As stated earlier, construction is expected to be fully

completed for all project components by 2021. Benefits accrue during the full operation of the

project.

Table 15: Overall Results of the Benefit Cost Analysis for the Full US 550 Project, Millions of 2015 Dollars

Project Evaluation Metric 7% Discount Rate 3% Discount Rate

Total Discounted Benefits $284.4 $604.8

Total Discounted Costs $159.7 $181.9

Net Present Value $124.7 $422.9

Benefit / Cost Ratio 1.8 3.3

Internal Rate of Return (%) 11.5%

Payback Period (years) 17

Considering all monetized benefits and costs, the estimated internal rate of return of the project

is 11.5 percent. With a 7 percent real discount rate, the $159.7 million investment would result in

$284.4 million in total benefits and a Benefit/Cost ratio of approximately 1.8. With a 3 percent

real discount rate, the Net Present Value of the project would increase to $422.9 million, for a

Benefit/Cost ratio of 3.3.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

For illustrative purposes, and to demonstrate independent utility, separate analyses of the US

550 Operational and Capacity Improvements and the US 550 and US 160 Connection were

conducted. The summary results are presented in the following two tables with full time-series

details of the calculations presented in the Supplementary Data Tables section.

Table 16: Overall Results of the Benefit Cost Analysis for the US 550 Operational and Capacity Improvements, Millions of 2015 Dollars

Project Evaluation Metric 7% Discount Rate 3% Discount Rate

Total Discounted Benefits $40.2 $83.5

Total Discounted Costs $85.7 $96.5

Net Present Value -$45.5 -$13.1

Benefit / Cost Ratio 0.5 0.9

Internal Rate of Return (%) 2.2%

Payback Period (years) N/A

Table 17: Overall Results of the Benefit Cost Analysis for the US 550 and US 160 Connection, Millions of 2015 Dollars

Project Evaluation Metric 7% Discount Rate 3% Discount Rate

Total Discounted Benefits $244.2 $521.3

Total Discounted Costs $74.0 $85.4

Net Present Value $170.2 $436.0

Benefit / Cost Ratio 3.3 6.1

Internal Rate of Return (%) 18.2%

Payback Period (years) 11

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

9. BCA Sensitivity Analysis The BCA outcomes presented in the previous sections rely on a large number of assumptions

and long-term projections; both of which are subject to considerable uncertainty.

The primary purpose of the sensitivity analysis is to help identify the variables and model

parameters whose variations have the greatest impact on the BCA outcomes: the “critical

variables.” The sensitivity analysis can also be used to:

Evaluate the impact of changes in individual critical variables – how much the final results would vary with reasonable departures from the “preferred” or most likely value for the variable; and

Assess the robustness of the BCA and evaluate, in particular, whether the conclusions reached under the “preferred” set of input values are significantly altered by reasonable departures from those values.

The outcomes of the quantitative analysis for the Full US 550 Project, the US 550 Operational

and Capacity Improvements, and the US 550 and US 160 Connection, using a 7 percent

discount rate are summarized in the table below. The table provides the percentage changes in

project NPV associated with variations in variables or parameters (listed in row), as indicated in

the column headers.

For example, a 30 percent reduction in the value of time leads to a 63.8 percent reduction in the

Full US 550 Project NPV. A 20 percent increase in value of time raises the project NPV by 45.5

percent.

LaPlata County | US 550 Project Cost Effectiveness Analysis Supplementary Documentation

37

Table 18: Assessment of BCA Sensitivity, Summary

Parameters Change in Parameter Value

Full US 550 Project US 550 Operational & Capacity

Improvements US 550 and US 160 Connection

New NPV

% Change in NPV

New B/C

Ratio

New NPV

% Change in NPV

New B/C

Ratio

New NPV

% Change in NPV

New B/C

Ratio

Value of Travel Time

Lower Bound of Range Recommended by US DOT

$45.2 -63.8% 1.3 -$54.8 20.3% 0.4 $100.0 41.3% 2.4

Upper Bound of Range Recommended by US DOT

$181.5 45.5% 2.1 -$38.8 -14.8% 0.5 $220.3 -29.4% 4.0

Value of Statistical Life

Lower Bound of Range Recommended by US DOT

($5.4 million) $119.1 -4.5% 1.7 -$48.1 5.6% 0.4 $167.2 1.8% 3.3

Upper Bound of Range Recommended by US DOT

($13.6 million) $130.0 4.3% 1.8 -$43.1 -5.3% 0.5 $173.1 -1.7% 3.3

Traffic Volumes (AADT)

20% Decrease $70.8 -43.2% 1.4 -$52.2 14.7% 0.4 $123.1 27.7% 2.7

10% Increase $151.7 21.7% 1.9 -$42.2 -7.4% 0.5 $193.9 -13.9% 3.6

No Growth after 2035 $105.5 -15.4% 1.7 -$47.8 5.0% 0.4 $153.3 9.9% 3.1

% Truck Traffic Lower (8%) $123.7 -0.8% 1.8 -$45.7 0.3% 0.5 $169.4 0.5% 3.3

Higher (12%) $126.3 1.3% 1.8 -$45.4 -0.3% 0.5 $171.8 -0.9% 3.3

Analysis Period 20 Years $54.9 -55.9% 1.3 -$54.1 18.7% 0.4 $109.0 36.0% 2.5

Capital Cost Estimate

25% Reduction $164.2 31.7% 2.4 -$24.4 -46.4% 0.6 $188.7 -10.8% 4.4

25% Increase $85.1 -31.7% 1.4 -$66.6 46.4% 0.4 $151.8 10.8% 2.6

Annual O&M Cost Estimate

25% Reduction $125.1 0.3% 1.8 -$45.2 -0.7% 0.5 $170.3 0.0% 3.3

25% Increase $124.3 -0.3% 1.8 -$45.9 0.7% 0.5 $170.2 0.0% 3.3

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

38

10. Supplementary Data Tables

This section breaks down all benefits associated with the four merit criteria (Economic, Mobility,

Safety, Community & Environmental) in annual form for the Full US 550 Project, the US 550

Operational and Capacity Improvements, and the US 550 and US 160 Connection.

Supplementary data tables are also provided for some specific benefit categories. For example,

tables providing estimates of annual emission reductions (in metric tons) are provided under

Annual Community and Environmental Outcomes.

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

39

Annual Monetized Estimates of Total Project Benefits and Costs – Full US 550 Project

Calendar Year

Project Year

Total Benefits (2015$) Total Costs (2015$) Undiscounted Net Benefits

(2015$) Discounted Net Benefits at

7% Discounted Net Benefits at

3%

2017 1 $0 $31,235,741 -$31,235,741 -$27,282,506 -$29,442,682

2018 2 $0 $94,113,423 -$94,113,423 -$76,824,587 -$86,127,114

2019 3 $0 $54,085,691 -$54,085,691 -$41,261,715 -$48,054,436

2020 4 $2,588,385 $18,174,114 -$15,585,729 -$11,109,041 -$13,440,826

2021 5 $18,331,953 $155,134 $18,176,818 $12,130,079 $15,226,633

2022 6 $19,510,777 $155,134 $19,355,643 $12,074,697 $15,741,874

2023 7 $20,713,932 $155,134 $20,558,798 $11,989,626 $16,233,267

2024 8 $21,937,754 $155,134 $21,782,620 $11,875,307 $16,698,375

2025 9 $23,187,161 $155,134 $23,032,027 $11,738,459 $17,141,925

2026 10 $24,460,054 $155,134 $24,304,920 $11,580,353 $17,562,390

2027 11 $25,778,829 $155,134 $25,623,694 $11,425,834 $17,986,660

2028 12 $27,035,761 $155,134 $26,880,627 $11,187,587 $18,308,365

2029 13 $28,420,494 $155,134 $28,265,360 $11,003,454 $18,690,590

2030 14 $29,793,386 $155,134 $29,638,251 $10,787,123 $19,027,630

2031 15 $31,194,506 $155,134 $31,039,371 $10,562,942 $19,346,779

2032 16 $32,618,726 $155,134 $32,463,592 $10,329,137 $19,645,144

2033 17 $34,018,222 $155,134 $33,863,087 $10,064,997 $19,895,181

2034 18 $35,546,042 $155,134 $35,390,907 $9,844,039 $20,187,158

2035 19 $37,193,086 $155,134 $37,037,951 $9,670,090 $20,511,349

2036 20 $38,583,676 $155,134 $38,428,542 $9,345,302 $20,661,673

2037 21 $40,143,961 $155,134 $39,988,826 $9,093,285 $20,874,401

2038 22 $41,732,415 $155,134 $41,577,280 $8,840,778 $21,071,483

2039 23 $43,351,300 $155,134 $43,196,166 $8,588,667 $21,252,891

2040 24 $44,999,776 $155,134 $44,844,641 $8,339,477 $21,422,878

2041 25 $46,675,927 $155,134 $46,520,792 $8,090,273 $21,576,375

2042 26 $48,376,275 $155,134 $48,221,140 $7,839,867 $21,712,048

2043 27 $50,114,138 $155,134 $49,959,004 $7,597,524 $21,841,003

2044 28 $51,880,960 $155,134 $51,725,826 $7,356,727 $21,954,830

2045 29 $53,677,276 $155,134 $53,522,142 $7,117,887 $22,053,982

2046 30 $55,508,587 $155,134 $55,353,453 $6,886,476 $22,145,975

2047 31 $57,370,182 $155,134 $57,215,047 $6,657,626 $22,224,089

2048 32 $59,267,030 $155,134 $59,111,895 $6,433,305 $22,290,433

2049 33 $61,218,946 $155,134 $61,063,812 $6,238,549 $22,378,376

2050 34 $63,151,744 $155,134 $62,996,609 $5,996,195 $22,387,949

2051 35 $5,425,000 $0 $5,425,000 $474,880 $1,871,801

Total $1,173,806,258 $202,263,000 $971,543,258 $124,682,694 $422,858,453

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

40

Annual Monetized Estimates of Total Project Benefits and Costs – US 550 Operational and Capacity Improvements

Calendar Year

Project Year

Total Benefits (2015$)

Total Costs (2015$)

Undiscounted Net Benefits (2015$)

Discounted Net Benefits at 7%

Discounted Net Benefits at 3%

2017 1 $0 $29,554,491 -$29,554,491 -$25,814,037 -$27,857,942

2018 2 $0 $54,988,473 -$54,988,473 -$44,886,974 -$50,322,242

2019 3 $0 $18,004,491 -$18,004,491 -$13,735,540 -$15,996,757

2020 4 $2,588,385 $133,514 $2,454,871 $1,753,658 $2,121,154

2021 5 $2,724,725 $133,514 $2,591,210 $1,730,182 $2,173,931

2022 6 $2,863,609 $133,514 $2,730,095 $1,703,781 $2,223,782

2023 7 $3,005,084 $133,514 $2,871,569 $1,674,869 $2,270,806

2024 8 $3,149,092 $133,514 $3,015,577 $1,643,719 $2,315,000

2025 9 $3,296,328 $133,514 $3,162,814 $1,611,325 $2,357,365

2026 10 $3,446,214 $133,514 $3,312,700 $1,577,374 $2,397,164

2027 11 $3,620,844 $133,514 $3,487,330 $1,564,197 $2,460,660

2028 12 $3,754,097 $133,514 $3,620,583 $1,505,887 $2,469,407

2029 13 $3,912,127 $133,514 $3,778,613 $1,468,783 $2,501,965

2030 14 $4,073,261 $133,514 $3,939,747 $1,431,376 $2,532,738

2031 15 $4,237,287 $133,514 $4,103,772 $1,393,597 $2,561,405

2032 16 $4,404,147 $133,514 $4,270,633 $1,355,513 $2,587,940

2033 17 $4,573,933 $133,514 $4,440,419 $1,317,322 $2,612,465

2034 18 $4,746,687 $133,514 $4,613,173 $1,279,156 $2,635,046

2035 19 $4,922,522 $133,514 $4,789,008 $1,241,204 $2,655,891

2036 20 $5,101,407 $133,514 $4,967,892 $1,203,494 $2,674,925

2037 21 $5,283,384 $133,514 $5,149,870 $1,166,120 $2,692,211

2038 22 $5,468,498 $133,514 $5,334,984 $1,129,162 $2,707,810

2039 23 $5,655,099 $133,514 $5,521,585 $1,090,996 $2,719,494

2040 24 $5,848,387 $133,514 $5,714,873 $1,056,838 $2,734,283

2041 25 $6,043,202 $133,514 $5,909,688 $1,021,537 $2,745,220

2042 26 $6,239,564 $133,514 $6,106,049 $985,111 $2,752,295

2043 27 $6,442,786 $133,514 $6,309,271 $952,865 $2,762,720

2044 28 $6,647,696 $133,514 $6,514,182 $919,612 $2,769,434

2045 29 $6,854,348 $133,514 $6,720,834 $885,384 $2,772,463

2046 30 $7,067,948 $133,514 $6,934,433 $855,358 $2,778,990

2047 31 $7,283,387 $133,514 $7,149,872 $824,393 $2,781,927

2048 32 $7,500,753 $133,514 $7,367,239 $792,541 $2,781,339

2049 33 $7,748,322 $133,514 $7,614,808 $788,033 $2,813,641

2050 34 $7,947,116 $133,514 $7,813,601 $731,845 $2,776,824

2051 35 $2,700,000 $0 $2,700,000 $236,346 $931,588

Total $159,150,239 $106,686,400 $52,463,839 -$45,544,974 -$13,105,060

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

41

Annual Monetized Estimates of Total Project Benefits and Costs – US 550 and US 160 Connection

Calendar Year

Project Year

Total Benefits (2015$)

Total Costs (2015$)

Undiscounted Net Benefits (2015$)

Discounted Net Benefits at 7%

Discounted Net Benefits at 3%

2017 1 $0 $1,681,250 -$1,681,250 -$1,468,469 -$1,584,739

2018 2 $0 $39,124,950 -$39,124,950 -$31,937,614 -$35,804,872

2019 3 $0 $36,081,200 -$36,081,200 -$27,526,175 -$32,057,679

2020 4 $0 $18,040,600 -$18,040,600 -$12,862,698 -$15,561,980

2021 5 $15,607,228 $21,620 $15,585,608 $10,399,897 $13,052,701

2022 6 $16,647,168 $21,620 $16,625,548 $10,370,916 $13,518,092

2023 7 $17,708,848 $21,620 $17,687,228 $10,314,757 $13,962,461

2024 8 $18,788,663 $21,620 $18,767,043 $10,231,588 $14,383,375

2025 9 $19,890,833 $21,620 $19,869,213 $10,127,134 $14,784,560

2026 10 $21,013,840 $21,620 $20,992,220 $10,002,980 $15,165,226

2027 11 $22,157,985 $21,620 $22,136,365 $9,861,637 $15,526,001

2028 12 $23,281,664 $21,620 $23,260,044 $9,681,700 $15,838,958

2029 13 $24,508,367 $21,620 $24,486,747 $9,534,671 $16,188,624

2030 14 $25,720,124 $21,620 $25,698,504 $9,355,747 $16,494,892

2031 15 $26,957,219 $21,620 $26,935,599 $9,169,346 $16,785,375

2032 16 $28,214,579 $21,620 $28,192,959 $8,973,624 $17,057,204

2033 17 $29,444,289 $21,620 $29,422,669 $8,747,675 $17,282,717

2034 18 $30,799,355 $21,620 $30,777,735 $8,564,883 $17,552,112

2035 19 $32,270,564 $21,620 $32,248,944 $8,428,886 $17,855,458

2036 20 $33,482,270 $21,620 $33,460,650 $8,141,808 $17,986,748

2037 21 $34,860,577 $21,620 $34,838,957 $7,927,165 $18,182,190

2038 22 $36,263,916 $21,620 $36,242,296 $7,711,616 $18,363,672

2039 23 $37,696,201 $21,620 $37,674,581 $7,497,672 $18,533,397

2040 24 $39,151,389 $21,620 $39,129,769 $7,282,639 $18,688,595

2041 25 $40,632,724 $21,620 $40,611,104 $7,068,735 $18,831,155

2042 26 $42,136,711 $21,620 $42,115,091 $6,854,756 $18,959,753

2043 27 $43,671,352 $21,620 $43,649,732 $6,644,659 $19,078,283

2044 28 $45,233,264 $21,620 $45,211,644 $6,437,115 $19,185,397

2045 29 $46,822,928 $21,620 $46,801,308 $6,232,503 $19,281,519

2046 30 $48,440,640 $21,620 $48,419,020 $6,031,118 $19,366,985

2047 31 $50,086,795 $21,620 $50,065,175 $5,833,232 $19,442,162

2048 32 $51,766,277 $21,620 $51,744,657 $5,640,765 $19,509,094

2049 33 $53,470,624 $21,620 $53,449,004 $5,450,517 $19,564,735

2050 34 $55,204,628 $21,620 $55,183,008 $5,264,350 $19,611,125

2051 35 $2,725,000 $0 $2,725,000 $238,534 $940,213

Total $1,014,656,019 $95,576,600 $919,079,419 $170,227,669 $435,963,512

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

42

Annual Demand Projections – Full US 550 Project

Calendar Year

Project Year

No Build VMT Build VMT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total No Build VMT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total Build VMT

2020 4 8,102,983 537,653 41,329,496 2,832,062 52,802,194 8,102,983 537,653 41,329,496 2,832,062 52,802,194

2021 5 8,584,381 568,590 43,777,918 2,994,743 55,925,632 8,927,636 591,669 45,499,976 3,110,527 58,129,808

2022 6 9,065,779 599,528 46,226,339 3,157,424 59,049,070 9,425,627 623,722 48,031,645 3,278,805 61,359,800

2023 7 9,547,177 630,465 48,674,761 3,320,105 62,172,507 9,923,619 655,776 50,563,313 3,447,083 64,589,791

2024 8 10,028,574 661,403 51,123,182 3,482,786 65,295,945 10,421,610 687,829 53,094,982 3,615,362 67,819,782

2025 9 10,509,972 692,340 53,571,604 3,645,467 68,419,383 10,919,601 719,882 55,626,650 3,783,640 71,049,773

2026 10 10,991,370 723,277 56,020,025 3,808,148 71,542,820 11,417,593 751,935 58,158,318 3,951,918 74,279,764

2027 11 11,472,768 754,215 58,468,446 3,970,829 74,666,258 11,915,584 783,988 60,689,987 4,120,196 77,509,755

2028 12 11,954,166 785,152 60,916,868 4,133,510 77,789,696 12,413,575 816,041 63,221,655 4,288,474 80,739,746

2029 13 12,435,564 816,090 63,365,289 4,296,191 80,913,134 12,911,567 848,094 65,753,324 4,456,752 83,969,737

2030 14 12,916,962 847,027 65,813,711 4,458,872 84,036,571 13,409,558 880,147 68,284,992 4,625,031 87,199,728

2031 15 13,398,360 877,964 68,262,132 4,621,553 87,160,009 13,907,550 912,200 70,816,661 4,793,309 90,429,719

2032 16 13,879,757 908,902 70,710,554 4,784,234 90,283,447 14,405,541 944,253 73,348,329 4,961,587 93,659,710

2033 17 14,361,155 939,839 73,158,975 4,946,915 93,406,885 14,903,532 976,306 75,879,998 5,129,865 96,889,701

2034 18 14,842,553 970,777 75,607,397 5,109,596 96,530,322 15,401,524 1,008,360 78,411,666 5,298,143 100,119,693

2035 19 15,323,951 1,001,714 78,055,818 5,272,277 99,653,760 15,899,515 1,040,413 80,943,335 5,466,421 103,349,684

2036 20 15,805,349 1,032,651 80,504,240 5,434,958 102,777,198 16,397,506 1,072,466 83,475,003 5,634,700 106,579,675

2037 21 16,286,747 1,063,589 82,952,661 5,597,639 105,900,635 16,895,498 1,104,519 86,006,671 5,802,978 109,809,666

2038 22 16,768,145 1,094,526 85,401,082 5,760,320 109,024,073 17,393,489 1,136,572 88,538,340 5,971,256 113,039,657

2039 23 17,249,543 1,125,464 87,849,504 5,923,001 112,147,511 17,891,480 1,168,625 91,070,008 6,139,534 116,269,648

2040 24 17,730,940 1,156,401 90,297,925 6,085,682 115,270,949 18,389,472 1,200,678 93,601,677 6,307,812 119,499,639

2041 25 18,212,338 1,187,339 92,746,347 6,248,363 118,394,386 18,887,463 1,232,731 96,133,345 6,476,090 122,729,630

2042 26 18,693,736 1,218,276 95,194,768 6,411,044 121,517,824 19,385,455 1,264,784 98,665,014 6,644,369 125,959,621

2043 27 19,175,134 1,249,213 97,643,190 6,573,725 124,641,262 19,883,446 1,296,837 101,196,682 6,812,647 129,189,612

2044 28 19,656,532 1,280,151 100,091,611 6,736,406 127,764,700 20,381,437 1,328,890 103,728,351 6,980,925 132,419,603

2045 29 20,137,930 1,311,088 102,540,033 6,899,087 130,888,137 20,879,429 1,360,943 106,260,019 7,149,203 135,649,594

2046 30 20,619,328 1,342,026 104,988,454 7,061,768 134,011,575 21,377,420 1,392,997 108,791,688 7,317,481 138,879,586

2047 31 21,100,726 1,372,963 107,436,876 7,224,449 137,135,013 21,875,411 1,425,050 111,323,356 7,485,759 142,109,577

2048 32 21,582,123 1,403,900 109,885,297 7,387,130 140,258,450 22,373,403 1,457,103 113,855,025 7,654,038 145,339,568

2049 33 22,063,521 1,434,838 112,333,718 7,549,811 143,381,888 22,871,394 1,489,156 116,386,693 7,822,316 148,569,559

2050 34 22,544,919 1,465,775 114,782,140 7,712,492 146,505,326 23,369,386 1,521,209 118,918,361 7,990,594 151,799,550

2051 35 23,026,317 1,496,713 117,230,561 7,875,173 149,628,764 23,867,377 1,553,262 121,450,030 8,158,872 155,029,541

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Demand Projections – US 550 Operational and Capacity Improvements

Calendar Year

Project Year

No Build VMT Build VMT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total No Build VMT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total Build VMT

2020 4 2,906,653 330,154 15,967,715 1,813,705 21,018,226 2,906,653 330,154 15,967,715 1,813,705 21,018,226

2021 5 3,071,381 348,865 16,872,649 1,916,492 22,209,387 3,071,381 348,865 16,872,649 1,916,492 22,209,387

2022 6 3,236,109 367,576 17,777,584 2,019,280 23,400,548 3,236,109 367,576 17,777,584 2,019,280 23,400,548

2023 7 3,400,837 386,287 18,682,518 2,122,068 24,591,709 3,400,837 386,287 18,682,518 2,122,068 24,591,709

2024 8 3,565,565 404,997 19,587,453 2,224,855 25,782,870 3,565,565 404,997 19,587,453 2,224,855 25,782,870

2025 9 3,730,293 423,708 20,492,387 2,327,643 26,974,031 3,730,293 423,708 20,492,387 2,327,643 26,974,031

2026 10 3,895,021 442,419 21,397,322 2,430,431 28,165,192 3,895,021 442,419 21,397,322 2,430,431 28,165,192

2027 11 4,059,749 461,130 22,302,256 2,533,218 29,356,353 4,059,749 461,130 22,302,256 2,533,218 29,356,353

2028 12 4,224,477 479,840 23,207,190 2,636,006 30,547,514 4,224,477 479,840 23,207,190 2,636,006 30,547,514

2029 13 4,389,205 498,551 24,112,125 2,738,794 31,738,675 4,389,205 498,551 24,112,125 2,738,794 31,738,675

2030 14 4,553,933 517,262 25,017,059 2,841,581 32,929,835 4,553,933 517,262 25,017,059 2,841,581 32,929,835

2031 15 4,718,661 535,973 25,921,994 2,944,369 34,120,996 4,718,661 535,973 25,921,994 2,944,369 34,120,996

2032 16 4,883,389 554,683 26,826,928 3,047,157 35,312,157 4,883,389 554,683 26,826,928 3,047,157 35,312,157

2033 17 5,048,117 573,394 27,731,863 3,149,944 36,503,318 5,048,117 573,394 27,731,863 3,149,944 36,503,318

2034 18 5,212,845 592,105 28,636,797 3,252,732 37,694,479 5,212,845 592,105 28,636,797 3,252,732 37,694,479

2035 19 5,377,573 610,816 29,541,732 3,355,520 38,885,640 5,377,573 610,816 29,541,732 3,355,520 38,885,640

2036 20 5,542,301 629,526 30,446,666 3,458,307 40,076,801 5,542,301 629,526 30,446,666 3,458,307 40,076,801

2037 21 5,707,029 648,237 31,351,601 3,561,095 41,267,962 5,707,029 648,237 31,351,601 3,561,095 41,267,962

2038 22 5,871,757 666,948 32,256,535 3,663,883 42,459,123 5,871,757 666,948 32,256,535 3,663,883 42,459,123

2039 23 6,036,485 685,659 33,161,470 3,766,670 43,650,284 6,036,485 685,659 33,161,470 3,766,670 43,650,284

2040 24 6,201,213 704,369 34,066,404 3,869,458 44,841,445 6,201,213 704,369 34,066,404 3,869,458 44,841,445

2041 25 6,365,941 723,080 34,971,339 3,972,246 46,032,605 6,365,941 723,080 34,971,339 3,972,246 46,032,605

2042 26 6,530,669 741,791 35,876,273 4,075,033 47,223,766 6,530,669 741,791 35,876,273 4,075,033 47,223,766

2043 27 6,695,397 760,502 36,781,208 4,177,821 48,414,927 6,695,397 760,502 36,781,208 4,177,821 48,414,927

2044 28 6,860,125 779,212 37,686,142 4,280,609 49,606,088 6,860,125 779,212 37,686,142 4,280,609 49,606,088

2045 29 7,024,853 797,923 38,591,077 4,383,396 50,797,249 7,024,853 797,923 38,591,077 4,383,396 50,797,249

2046 30 7,189,581 816,634 39,496,011 4,486,184 51,988,410 7,189,581 816,634 39,496,011 4,486,184 51,988,410

2047 31 7,354,309 835,345 40,400,945 4,588,972 53,179,571 7,354,309 835,345 40,400,945 4,588,972 53,179,571

2048 32 7,519,037 854,055 41,305,880 4,691,759 54,370,732 7,519,037 854,055 41,305,880 4,691,759 54,370,732

2049 33 7,683,765 872,766 42,210,814 4,794,547 55,561,893 7,683,765 872,766 42,210,814 4,794,547 55,561,893

2050 34 7,848,493 891,477 43,115,749 4,897,335 56,753,054 7,848,493 891,477 43,115,749 4,897,335 56,753,054

2051 35 8,013,221 910,188 44,020,683 5,000,122 57,944,215 8,013,221 910,188 44,020,683 5,000,122 57,944,215

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

44

Annual Demand Projections – US 550 and US 160 Connection

Calendar Year

Project Year

No Build VMT Build VMT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total No Build VMT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total Build VMT

2020 4 5,196,330 207,499 25,361,782 1,018,357 31,783,968 5,196,330 207,499 25,361,782 1,018,357 31,783,968

2021 5 5,513,000 219,725 26,905,269 1,078,251 33,716,245 5,856,255 242,804 28,627,327 1,194,035 35,920,421

2022 6 5,829,670 231,952 28,448,756 1,138,144 35,648,521 6,189,519 256,147 30,254,061 1,259,525 37,959,251

2023 7 6,146,340 244,179 29,992,243 1,198,037 37,580,798 6,522,782 269,489 31,880,795 1,325,016 39,998,082

2024 8 6,463,010 256,405 31,535,730 1,257,931 39,513,075 6,856,045 282,831 33,507,529 1,390,506 42,036,912

2025 9 6,779,680 268,632 33,079,217 1,317,824 41,445,352 7,189,309 296,174 35,134,263 1,455,997 44,075,742

2026 10 7,096,349 280,859 34,622,703 1,377,717 43,377,629 7,522,572 309,516 36,760,997 1,521,487 46,114,572

2027 11 7,413,019 293,085 36,166,190 1,437,611 45,309,905 7,855,835 322,858 38,387,731 1,586,978 48,153,402

2028 12 7,729,689 305,312 37,709,677 1,497,504 47,242,182 8,189,099 336,201 40,014,465 1,652,468 50,192,232

2029 13 8,046,359 317,538 39,253,164 1,557,397 49,174,459 8,522,362 349,543 41,641,199 1,717,959 52,231,063

2030 14 8,363,029 329,765 40,796,651 1,617,290 51,106,736 8,855,625 362,885 43,267,933 1,783,449 54,269,893

2031 15 8,679,699 341,992 42,340,138 1,677,184 53,039,013 9,188,889 376,228 44,894,667 1,848,940 56,308,723

2032 16 8,996,369 354,218 43,883,625 1,737,077 54,971,290 9,522,152 389,570 46,521,401 1,914,430 58,347,553

2033 17 9,313,038 366,445 45,427,112 1,796,970 56,903,566 9,855,415 402,912 48,148,135 1,979,921 60,386,383

2034 18 9,629,708 378,672 46,970,599 1,856,864 58,835,843 10,188,679 416,255 49,774,869 2,045,411 62,425,213

2035 19 9,946,378 390,898 48,514,086 1,916,757 60,768,120 10,521,942 429,597 51,401,603 2,110,902 64,464,044

2036 20 10,263,048 403,125 50,057,573 1,976,650 62,700,397 10,855,205 442,939 53,028,337 2,176,392 66,502,874

2037 21 10,579,718 415,352 51,601,060 2,036,544 64,632,674 11,188,469 456,282 54,655,071 2,241,883 68,541,704

2038 22 10,896,388 427,578 53,144,547 2,096,437 66,564,950 11,521,732 469,624 56,281,805 2,307,373 70,580,534

2039 23 11,213,058 439,805 54,688,034 2,156,330 68,497,227 11,854,995 482,966 57,908,539 2,372,864 72,619,364

2040 24 11,529,727 452,032 56,231,521 2,216,224 70,429,504 12,188,259 496,309 59,535,273 2,438,354 74,658,194

2041 25 11,846,397 464,258 57,775,008 2,276,117 72,361,781 12,521,522 509,651 61,162,007 2,503,845 76,697,025

2042 26 12,163,067 476,485 59,318,495 2,336,010 74,294,058 12,854,785 522,993 62,788,741 2,569,335 78,735,855

2043 27 12,479,737 488,712 60,861,982 2,395,904 76,226,335 13,188,049 536,336 64,415,475 2,634,826 80,774,685

2044 28 12,796,407 500,938 62,405,469 2,455,797 78,158,611 13,521,312 549,678 66,042,209 2,700,316 82,813,515

2045 29 13,113,077 513,165 63,948,956 2,515,690 80,090,888 13,854,576 563,020 67,668,943 2,765,807 84,852,345

2046 30 13,429,747 525,392 65,492,443 2,575,584 82,023,165 14,187,839 576,363 69,295,677 2,831,297 86,891,176

2047 31 13,746,416 537,618 67,035,930 2,635,477 83,955,442 14,521,102 589,705 70,922,411 2,896,788 88,930,006

2048 32 14,063,086 549,845 68,579,417 2,695,370 85,887,719 14,854,366 603,047 72,549,145 2,962,278 90,968,836

2049 33 14,379,756 562,072 70,122,904 2,755,264 87,819,995 15,187,629 616,390 74,175,879 3,027,769 93,007,666

2050 34 14,696,426 574,298 71,666,391 2,815,157 89,752,272 15,520,892 629,732 75,802,613 3,093,259 95,046,496

2051 35 15,013,096 586,525 73,209,878 2,875,050 91,684,549 15,854,156 643,074 77,429,347 3,158,750 97,085,326

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

45

Annual Vehicle Hours Traveled – Full US 550 Project

Calendar Year

Project Year

No Build VHT Build VHT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total No Build VHT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total Build VHT

2020 4 291,419 17,424 1,304,793 73,711 1,687,347 260,888 13,956 1,260,128 68,637 1,603,610

2021 5 308,852 18,431 1,382,986 77,975 1,788,245 181,487 11,215 780,076 51,194 1,023,973

2022 6 326,286 19,438 1,461,179 82,240 1,889,143 191,648 11,824 823,575 53,966 1,081,013

2023 7 343,719 20,445 1,539,372 86,505 1,990,041 201,809 12,432 867,074 56,738 1,138,054

2024 8 361,152 21,452 1,617,565 90,769 2,090,939 211,970 13,041 910,573 59,510 1,195,095

2025 9 378,586 22,460 1,695,758 95,034 2,191,836 222,131 13,650 954,072 62,283 1,252,135

2026 10 396,019 23,467 1,773,950 99,298 2,292,734 232,292 14,258 997,571 65,055 1,309,176

2027 11 413,452 24,474 1,852,143 103,563 2,393,632 242,452 14,867 1,041,070 67,827 1,366,217

2028 12 430,886 25,481 1,930,336 107,828 2,494,530 252,613 15,476 1,084,569 70,599 1,423,257

2029 13 448,319 26,488 2,008,529 112,092 2,595,428 262,774 16,084 1,128,068 73,371 1,480,298

2030 14 465,752 27,495 2,086,722 116,357 2,696,326 272,935 16,693 1,171,568 76,143 1,537,338

2031 15 483,185 28,502 2,164,915 120,621 2,797,223 283,096 17,302 1,215,067 78,915 1,594,379

2032 16 500,619 29,509 2,243,107 124,886 2,898,121 293,257 17,910 1,258,566 81,687 1,651,420

2033 17 518,052 30,516 2,321,300 129,151 2,999,019 303,417 18,519 1,302,065 84,459 1,708,460

2034 18 535,485 31,523 2,399,493 133,415 3,099,917 313,578 19,128 1,345,564 87,231 1,765,501

2035 19 552,919 32,530 2,477,686 137,680 3,200,815 323,739 19,736 1,389,063 90,003 1,822,542

2036 20 570,352 33,538 2,555,879 141,944 3,301,713 333,900 20,345 1,432,562 92,775 1,879,582

2037 21 587,785 34,545 2,634,072 146,209 3,402,610 344,061 20,953 1,476,061 95,548 1,936,623

2038 22 605,219 35,552 2,712,264 150,474 3,503,508 354,222 21,562 1,519,560 98,320 1,993,663

2039 23 622,652 36,559 2,790,457 154,738 3,604,406 364,383 22,171 1,563,059 101,092 2,050,704

2040 24 640,085 37,566 2,868,650 159,003 3,705,304 374,543 22,779 1,606,558 103,864 2,107,745

2041 25 657,519 38,573 2,946,843 163,267 3,806,202 384,704 23,388 1,650,057 106,636 2,164,785

2042 26 674,952 39,580 3,025,036 167,532 3,907,100 394,865 23,997 1,693,556 109,408 2,221,826

2043 27 692,385 40,587 3,103,229 171,797 4,007,998 405,026 24,605 1,737,055 112,180 2,278,867

2044 28 709,819 41,594 3,181,421 176,061 4,108,895 415,187 25,214 1,780,554 114,952 2,335,907

2045 29 727,252 42,601 3,259,614 180,326 4,209,793 425,348 25,823 1,824,053 117,724 2,392,948

2046 30 744,685 43,609 3,337,807 184,590 4,310,691 435,508 26,431 1,867,552 120,496 2,449,988

2047 31 762,119 44,616 3,416,000 188,855 4,411,589 445,669 27,040 1,911,051 123,268 2,507,029

2048 32 779,552 45,623 3,494,193 193,120 4,512,487 455,830 27,649 1,954,550 126,041 2,564,070

2049 33 796,985 46,630 3,572,386 197,384 4,613,385 465,991 28,257 1,998,049 128,813 2,621,110

2050 34 814,419 47,637 3,650,578 201,649 4,714,282 476,152 28,866 2,041,549 131,585 2,678,151

2051 35 831,852 48,644 3,728,771 205,913 4,815,180 486,313 29,475 2,085,048 134,357 2,735,192

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

46

Annual Vehicle Hours Traveled – US 550 Operational and Capacity Improvements

Calendar Year

Project Year

No Build VHT Build VHT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total No Build VHT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total Build VHT

2020 4 78,976 8,970 290,322 32,976 411,245 48,444 5,503 245,657 27,903 327,507

2021 5 83,451 9,479 306,775 34,845 434,551 51,190 5,814 259,579 29,484 346,068

2022 6 87,927 9,987 323,229 36,714 457,857 53,935 6,126 273,501 31,066 364,629

2023 7 92,403 10,496 339,682 38,583 481,164 56,681 6,438 287,423 32,647 383,189

2024 8 96,879 11,004 356,136 40,452 504,470 59,426 6,750 301,345 34,229 401,750

2025 9 101,354 11,512 372,589 42,321 527,776 62,172 7,062 315,267 35,810 420,311

2026 10 105,830 12,021 389,042 44,190 551,083 64,917 7,374 329,190 37,391 438,871

2027 11 110,306 12,529 405,496 46,059 574,389 67,662 7,685 343,112 38,973 457,432

2028 12 114,782 13,038 421,949 47,927 597,696 70,408 7,997 357,034 40,554 475,993

2029 13 119,257 13,546 438,402 49,796 621,002 73,153 8,309 370,956 42,135 494,554

2030 14 123,733 14,054 454,856 51,665 644,308 75,899 8,621 384,878 43,717 513,114

2031 15 128,209 14,563 471,309 53,534 667,615 78,644 8,933 398,800 45,298 531,675

2032 16 132,685 15,071 487,762 55,403 690,921 81,390 9,245 412,722 46,879 550,236

2033 17 137,160 15,579 504,216 57,272 714,227 84,135 9,557 426,644 48,461 568,797

2034 18 141,636 16,088 520,669 59,141 737,534 86,881 9,868 440,566 50,042 587,357

2035 19 146,112 16,596 537,122 61,009 760,840 89,626 10,180 454,488 51,623 605,918

2036 20 150,588 17,105 553,576 62,878 784,146 92,372 10,492 468,410 53,205 624,479

2037 21 155,064 17,613 570,029 64,747 807,453 95,117 10,804 482,332 54,786 643,039

2038 22 159,539 18,121 586,482 66,616 830,759 97,863 11,116 496,254 56,367 661,600

2039 23 164,015 18,630 602,936 68,485 854,066 100,608 11,428 510,176 57,949 680,161

2040 24 168,491 19,138 619,389 70,354 877,372 103,354 11,739 524,099 59,530 698,722

2041 25 172,967 19,647 635,843 72,223 900,678 106,099 12,051 538,021 61,111 717,282

2042 26 177,442 20,155 652,296 74,092 923,985 108,844 12,363 551,943 62,693 735,843

2043 27 181,918 20,663 668,749 75,960 947,291 111,590 12,675 565,865 64,274 754,404

2044 28 186,394 21,172 685,203 77,829 970,597 114,335 12,987 579,787 65,856 772,965

2045 29 190,870 21,680 701,656 79,698 993,904 117,081 13,299 593,709 67,437 791,525

2046 30 195,345 22,188 718,109 81,567 1,017,210 119,826 13,611 607,631 69,018 810,086

2047 31 199,821 22,697 734,563 83,436 1,040,516 122,572 13,922 621,553 70,600 828,647

2048 32 204,297 23,205 751,016 85,305 1,063,823 125,317 14,234 635,475 72,181 847,208

2049 33 208,773 23,714 767,469 87,174 1,087,129 128,063 14,546 649,397 73,762 865,768

2050 34 213,248 24,222 783,923 89,042 1,110,436 130,808 14,858 663,319 75,344 884,329

2051 35 217,724 24,730 800,376 90,911 1,133,742 133,554 15,170 677,241 76,925 902,890

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

47

Annual Vehicle Hours Traveled – US 550 and US 160 Connection

Calendar Year

Project Year

No Build VHT Build VHT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total No Build VHT

Peak Period Auto

Peak Period Truck

Off-Peak Auto

Off-Peak Truck

Total Build VHT

2020 4 212,443 8,454 1,014,471 40,734 1,276,103 212,443 8,454 1,014,471 40,734 1,276,103

2021 5 225,401 8,952 1,076,211 43,130 1,353,694 130,298 5,401 520,497 21,710 677,905

2022 6 238,359 9,451 1,137,950 45,526 1,431,285 137,713 5,698 550,074 22,900 716,385

2023 7 251,316 9,950 1,199,690 47,921 1,508,877 145,128 5,994 579,651 24,091 754,865

2024 8 264,274 10,448 1,261,429 50,317 1,586,468 152,544 6,291 609,228 25,282 793,345

2025 9 277,231 10,947 1,323,169 52,713 1,664,060 159,959 6,588 638,805 26,473 831,825

2026 10 290,189 11,446 1,384,908 55,109 1,741,651 167,375 6,885 668,382 27,663 870,304

2027 11 303,146 11,945 1,446,648 57,504 1,819,243 174,790 7,182 697,959 28,854 908,784

2028 12 316,104 12,443 1,508,387 59,900 1,896,834 182,205 7,478 727,536 30,045 947,264

2029 13 329,061 12,942 1,570,127 62,296 1,974,426 189,621 7,775 757,113 31,236 985,744

2030 14 342,019 13,441 1,631,866 64,692 2,052,017 197,036 8,072 786,690 32,426 1,024,224

2031 15 354,977 13,939 1,693,606 67,087 2,129,609 204,451 8,369 816,267 33,617 1,062,704

2032 16 367,934 14,438 1,755,345 69,483 2,207,200 211,867 8,666 845,844 34,808 1,101,184

2033 17 380,892 14,937 1,817,084 71,879 2,284,792 219,282 8,962 875,421 35,999 1,139,664

2034 18 393,849 15,436 1,878,824 74,275 2,362,383 226,698 9,259 904,998 37,189 1,178,144

2035 19 406,807 15,934 1,940,563 76,670 2,439,975 234,113 9,556 934,575 38,380 1,216,623

2036 20 419,764 16,433 2,002,303 79,066 2,517,566 241,528 9,853 964,152 39,571 1,255,103

2037 21 432,722 16,932 2,064,042 81,462 2,595,158 248,944 10,150 993,729 40,762 1,293,583

2038 22 445,679 17,430 2,125,782 83,857 2,672,749 256,359 10,446 1,023,306 41,952 1,332,063

2039 23 458,637 17,929 2,187,521 86,253 2,750,341 263,774 10,743 1,052,883 43,143 1,370,543

2040 24 471,595 18,428 2,249,261 88,649 2,827,932 271,190 11,040 1,082,460 44,334 1,409,023

2041 25 484,552 18,926 2,311,000 91,045 2,905,524 278,605 11,337 1,112,036 45,524 1,447,503

2042 26 497,510 19,425 2,372,740 93,440 2,983,115 286,021 11,634 1,141,613 46,715 1,485,983

2043 27 510,467 19,924 2,434,479 95,836 3,060,707 293,436 11,930 1,171,190 47,906 1,524,463

2044 28 523,425 20,423 2,496,219 98,232 3,138,298 300,851 12,227 1,200,767 49,097 1,562,943

2045 29 536,382 20,921 2,557,958 100,628 3,215,890 308,267 12,524 1,230,344 50,287 1,601,422

2046 30 549,340 21,420 2,619,698 103,023 3,293,481 315,682 12,821 1,259,921 51,478 1,639,902

2047 31 562,297 21,919 2,681,437 105,419 3,371,072 323,097 13,118 1,289,498 52,669 1,678,382

2048 32 575,255 22,417 2,743,177 107,815 3,448,664 330,513 13,414 1,319,075 53,860 1,716,862

2049 33 588,213 22,916 2,804,916 110,211 3,526,255 337,928 13,711 1,348,652 55,050 1,755,342

2050 34 601,170 23,415 2,866,656 112,606 3,603,847 345,344 14,008 1,378,229 56,241 1,793,822

2051 35 614,128 23,914 2,928,395 115,002 3,681,438 352,759 14,305 1,407,806 57,432 1,832,302

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

48

Annual Economic Outcome Benefits – Full US 550 Project

Calendar Year

Project Year

Travel Time Savings - Auto

Travel Time Savings - Truck

Total Travel Time Savings

Vehicle Operating Costs - Auto

Vehicle Operating Costs - Truck

Total Vehicle Operating Costs

2020 4 $1,719,815 $242,186 $1,962,001 $0 $0 $0

2021 5 $16,869,153 $973,627 $17,842,779 -$833,646 -$128,947 -$962,593

2022 6 $18,016,947 $1,038,059 $19,055,006 -$873,946 -$135,180 -$1,009,126

2023 7 $19,186,010 $1,103,682 $20,289,693 -$914,246 -$141,414 -$1,055,659

2024 8 $20,376,654 $1,170,514 $21,547,168 -$954,545 -$147,647 -$1,102,193

2025 9 $21,589,191 $1,238,573 $22,827,763 -$994,845 -$153,881 -$1,148,726

2026 10 $22,823,941 $1,307,875 $24,131,816 -$1,035,145 -$160,114 -$1,195,259

2027 11 $24,081,228 $1,378,440 $25,459,667 -$1,075,445 -$166,348 -$1,241,792

2028 12 $25,361,378 $1,450,285 $26,811,662 -$1,115,744 -$172,581 -$1,288,325

2029 13 $26,664,722 $1,523,429 $28,188,151 -$1,156,044 -$178,815 -$1,334,859

2030 14 $27,991,598 $1,597,891 $29,589,489 -$1,196,344 -$185,048 -$1,381,392

2031 15 $29,342,344 $1,673,690 $31,016,034 -$1,236,644 -$191,281 -$1,427,925

2032 16 $30,717,306 $1,750,845 $32,468,152 -$1,276,943 -$197,515 -$1,474,458

2033 17 $32,116,834 $1,829,376 $33,946,210 -$1,317,243 -$203,748 -$1,520,992

2034 18 $33,541,280 $1,909,303 $35,450,582 -$1,357,543 -$209,982 -$1,567,525

2035 19 $34,991,003 $1,990,645 $36,981,648 -$1,397,843 -$216,215 -$1,614,058

2036 20 $36,466,367 $2,073,423 $38,539,789 -$1,438,143 -$222,449 -$1,660,591

2037 21 $37,967,739 $2,157,657 $40,125,396 -$1,478,442 -$228,682 -$1,707,125

2038 22 $39,495,491 $2,243,369 $41,738,860 -$1,518,742 -$234,916 -$1,753,658

2039 23 $41,050,002 $2,330,579 $43,380,581 -$1,559,042 -$241,149 -$1,800,191

2040 24 $42,631,654 $2,419,309 $45,050,963 -$1,599,342 -$247,383 -$1,846,724

2041 25 $44,240,833 $2,509,581 $46,750,414 -$1,639,641 -$253,616 -$1,893,258

2042 26 $45,877,933 $2,601,416 $48,479,349 -$1,679,941 -$259,850 -$1,939,791

2043 27 $47,543,351 $2,694,837 $50,238,188 -$1,720,241 -$266,083 -$1,986,324

2044 28 $49,237,490 $2,789,866 $52,027,356 -$1,760,541 -$272,317 -$2,032,857

2045 29 $50,960,757 $2,886,526 $53,847,283 -$1,800,840 -$278,550 -$2,079,391

2046 30 $52,713,565 $2,984,841 $55,698,406 -$1,841,140 -$284,784 -$2,125,924

2047 31 $54,496,334 $3,084,833 $57,581,167 -$1,881,440 -$291,017 -$2,172,457

2048 32 $56,309,486 $3,186,526 $59,496,013 -$1,921,740 -$297,251 -$2,218,990

2049 33 $58,153,453 $3,289,945 $61,443,398 -$1,962,039 -$303,484 -$2,265,524

2050 34 $60,028,667 $3,395,114 $63,423,781 -$2,002,339 -$309,718 -$2,312,057

2051 35 $0 $0 $0 $0 $0 $0

Total $1,102,562,524 $62,826,241 $1,165,388,765 -$42,539,780 -$6,579,965 -$49,119,744

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Economic Outcome Benefits – US 550 Operational and Capacity Improvements

Calendar Year

Project Year

Travel Time Savings - Auto

Travel Time Savings - Truck

Total Travel Time Savings

Vehicle Operating Costs - Auto

Vehicle Operating Costs - Truck

Total Vehicle Operating Costs

2020 4 $1,719,815 $242,186 $1,962,001 $0 $0 $0

2021 5 $1,835,455 $258,471 $2,093,925 $0 $0 $0

2022 6 $1,953,235 $275,056 $2,228,291 $0 $0 $0

2023 7 $2,073,187 $291,948 $2,365,135 $0 $0 $0

2024 8 $2,195,343 $309,150 $2,504,494 $0 $0 $0

2025 9 $2,319,735 $326,667 $2,646,403 $0 $0 $0

2026 10 $2,446,395 $344,504 $2,790,899 $0 $0 $0

2027 11 $2,575,357 $362,664 $2,938,021 $0 $0 $0

2028 12 $2,706,653 $381,154 $3,087,806 $0 $0 $0

2029 13 $2,840,317 $399,976 $3,240,293 $0 $0 $0

2030 14 $2,976,384 $419,137 $3,395,521 $0 $0 $0

2031 15 $3,114,888 $438,642 $3,553,530 $0 $0 $0

2032 16 $3,255,865 $458,494 $3,714,359 $0 $0 $0

2033 17 $3,399,350 $478,700 $3,878,050 $0 $0 $0

2034 18 $3,545,379 $499,264 $4,044,643 $0 $0 $0

2035 19 $3,693,988 $520,191 $4,214,180 $0 $0 $0

2036 20 $3,845,216 $541,487 $4,386,703 $0 $0 $0

2037 21 $3,999,098 $563,157 $4,562,255 $0 $0 $0

2038 22 $4,155,674 $585,206 $4,740,880 $0 $0 $0

2039 23 $4,314,981 $607,640 $4,922,620 $0 $0 $0

2040 24 $4,477,058 $630,464 $5,107,522 $0 $0 $0

2041 25 $4,641,946 $653,683 $5,295,629 $0 $0 $0

2042 26 $4,809,684 $677,304 $5,486,988 $0 $0 $0

2043 27 $4,980,312 $701,332 $5,681,645 $0 $0 $0

2044 28 $5,153,872 $725,773 $5,879,645 $0 $0 $0

2045 29 $5,330,405 $750,633 $6,081,038 $0 $0 $0

2046 30 $5,509,954 $775,917 $6,285,871 $0 $0 $0

2047 31 $5,692,560 $801,632 $6,494,192 $0 $0 $0

2048 32 $5,878,267 $827,783 $6,706,051 $0 $0 $0

2049 33 $6,067,120 $854,378 $6,921,497 $0 $0 $0

2050 34 $6,259,161 $881,421 $7,140,582 $0 $0 $0

2051 35 $0 $0 $0 $0 $0 $0

Total $117,766,654 $16,584,017 $134,350,670 $0 $0 $0

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Economic Outcome Benefits – US 550 and US 160 Connection

Calendar Year

Project Year

Travel Time Savings - Auto

Travel Time Savings - Truck

Total Travel Time Savings

Vehicle Operating Costs - Auto

Vehicle Operating Costs - Truck

Total Vehicle Operating Costs

2020 4 $0 $0 $0 $0 $0 $0

2021 5 $15,033,698 $715,156 $15,748,854 -$833,646 -$128,947 -$962,593

2022 6 $16,063,712 $763,002 $16,826,715 -$873,946 -$135,180 -$1,009,126

2023 7 $17,112,823 $811,734 $17,924,557 -$914,246 -$141,414 -$1,055,659

2024 8 $18,181,310 $861,364 $19,042,674 -$954,545 -$147,647 -$1,102,193

2025 9 $19,269,456 $911,905 $20,181,361 -$994,845 -$153,881 -$1,148,726

2026 10 $20,377,546 $963,371 $21,340,917 -$1,035,145 -$160,114 -$1,195,259

2027 11 $21,505,871 $1,015,775 $22,521,646 -$1,075,445 -$166,348 -$1,241,792

2028 12 $22,654,725 $1,069,131 $23,723,856 -$1,115,744 -$172,581 -$1,288,325

2029 13 $23,824,405 $1,123,453 $24,947,858 -$1,156,044 -$178,815 -$1,334,859

2030 14 $25,015,214 $1,178,754 $26,193,967 -$1,196,344 -$185,048 -$1,381,392

2031 15 $26,227,456 $1,235,048 $27,462,504 -$1,236,644 -$191,281 -$1,427,925

2032 16 $27,461,441 $1,292,351 $28,753,792 -$1,276,943 -$197,515 -$1,474,458

2033 17 $28,717,484 $1,350,676 $30,068,160 -$1,317,243 -$203,748 -$1,520,992

2034 18 $29,995,901 $1,410,039 $31,405,940 -$1,357,543 -$209,982 -$1,567,525

2035 19 $31,297,015 $1,470,454 $32,767,468 -$1,397,843 -$216,215 -$1,614,058

2036 20 $32,621,151 $1,531,936 $34,153,086 -$1,438,143 -$222,449 -$1,660,591

2037 21 $33,968,640 $1,594,500 $35,563,141 -$1,478,442 -$228,682 -$1,707,125

2038 22 $35,339,818 $1,658,163 $36,997,980 -$1,518,742 -$234,916 -$1,753,658

2039 23 $36,735,021 $1,722,939 $38,457,961 -$1,559,042 -$241,149 -$1,800,191

2040 24 $38,154,595 $1,788,845 $39,943,441 -$1,599,342 -$247,383 -$1,846,724

2041 25 $39,598,887 $1,855,897 $41,454,785 -$1,639,641 -$253,616 -$1,893,258

2042 26 $41,068,249 $1,924,112 $42,992,361 -$1,679,941 -$259,850 -$1,939,791

2043 27 $42,563,039 $1,993,504 $44,556,543 -$1,720,241 -$266,083 -$1,986,324

2044 28 $44,083,618 $2,064,093 $46,147,710 -$1,760,541 -$272,317 -$2,032,857

2045 29 $45,630,352 $2,135,893 $47,766,245 -$1,800,840 -$278,550 -$2,079,391

2046 30 $47,203,612 $2,208,924 $49,412,535 -$1,841,140 -$284,784 -$2,125,924

2047 31 $48,803,774 $2,283,201 $51,086,975 -$1,881,440 -$291,017 -$2,172,457

2048 32 $50,431,219 $2,358,743 $52,789,962 -$1,921,740 -$297,251 -$2,218,990

2049 33 $52,086,333 $2,435,568 $54,521,901 -$1,962,039 -$303,484 -$2,265,524

2050 34 $53,769,506 $2,513,693 $56,283,199 -$2,002,339 -$309,718 -$2,312,057

2051 35 $0 $0 $0 $0 $0 $0

Total $984,795,870 $46,242,225 $1,031,038,095 -$42,539,780 -$6,579,965 -$49,119,744

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Safety Outcomes – Full US 550 Project

Calendar Year Project Year Annual Crashes Avoided Annual Crash Cost Savings

Fatal Injury Property Damage Only Total Fatal Injury Property Damage Only Total

2020 4 0 3 15 18 $0 $551,639 $63,007 $614,646

2021 5 0 7 27 34 $0 $1,262,886 $115,013 $1,377,899

2022 6 0 7 27 34 $0 $1,275,515 $115,013 $1,390,528

2023 7 0 7 27 34 $0 $1,288,270 $115,013 $1,403,283

2024 8 0 7 27 34 $0 $1,301,153 $115,013 $1,416,166

2025 9 0 7 27 34 $0 $1,314,164 $115,013 $1,429,177

2026 10 0 7 27 34 $0 $1,327,306 $115,013 $1,442,319

2027 11 0 7 27 34 $0 $1,340,579 $115,013 $1,455,592

2028 12 0 7 27 34 $0 $1,353,985 $115,013 $1,468,998

2029 13 0 7 27 34 $0 $1,367,525 $115,013 $1,482,537

2030 14 0 7 27 34 $0 $1,381,200 $115,013 $1,496,213

2031 15 0 7 27 34 $0 $1,395,012 $115,013 $1,510,025

2032 16 0 7 27 34 $0 $1,408,962 $115,013 $1,523,975

2033 17 0 7 27 34 $0 $1,423,052 $115,013 $1,538,064

2034 18 0 7 27 34 $0 $1,437,282 $115,013 $1,552,295

2035 19 0 7 27 34 $0 $1,451,655 $115,013 $1,566,668

2036 20 0 7 27 34 $0 $1,466,171 $115,013 $1,581,184

2037 21 0 7 27 34 $0 $1,480,833 $115,013 $1,595,846

2038 22 0 7 27 34 $0 $1,495,641 $115,013 $1,610,654

2039 23 0 7 27 34 $0 $1,510,598 $115,013 $1,625,611

2040 24 0 7 27 34 $0 $1,525,704 $115,013 $1,640,717

2041 25 0 7 27 34 $0 $1,540,961 $115,013 $1,655,974

2042 26 0 7 27 34 $0 $1,556,371 $115,013 $1,671,383

2043 27 0 7 27 34 $0 $1,571,934 $115,013 $1,686,947

2044 28 0 7 27 34 $0 $1,587,654 $115,013 $1,702,666

2045 29 0 7 27 34 $0 $1,603,530 $115,013 $1,718,543

2046 30 0 7 27 34 $0 $1,619,565 $115,013 $1,734,578

2047 31 0 7 27 34 $0 $1,635,761 $115,013 $1,750,774

2048 32 0 7 27 34 $0 $1,652,119 $115,013 $1,767,132

2049 33 0 7 27 34 $0 $1,668,640 $115,013 $1,783,653

2050 34 0 7 27 34 $0 $1,685,326 $115,013 $1,800,339

2051 35 0 7 27 34 $0 $0 $0 $0

Total 0 215 864 1,079 $0 $44,480,992 $3,513,393 $47,994,385

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Safety Outcomes – US 550 Operational and Capacity Improvements

Calendar Year

Project Year

Annual Crashes Avoided Annual Crash Cost Savings

Fatal Injury Property

Damage Only Total Fatal Injury

Property Damage Only

Total

2020 4 0 3 15 18 $0 $551,639 $63,007 $614,646

2021 5 0 3 15 18 $0 $557,156 $63,007 $620,163

2022 6 0 3 15 18 $0 $562,727 $63,007 $625,734

2023 7 0 3 15 18 $0 $568,354 $63,007 $631,361

2024 8 0 3 15 18 $0 $574,038 $63,007 $637,045

2025 9 0 3 15 18 $0 $579,778 $63,007 $642,785

2026 10 0 3 15 18 $0 $585,576 $63,007 $648,583

2027 11 0 3 15 18 $0 $591,432 $63,007 $654,439

2028 12 0 3 15 18 $0 $597,346 $63,007 $660,353

2029 13 0 3 15 18 $0 $603,320 $63,007 $666,327

2030 14 0 3 15 18 $0 $609,353 $63,007 $672,360

2031 15 0 3 15 18 $0 $615,446 $63,007 $678,453

2032 16 0 3 15 18 $0 $621,601 $63,007 $684,608

2033 17 0 3 15 18 $0 $627,817 $63,007 $690,824

2034 18 0 3 15 18 $0 $634,095 $63,007 $697,102

2035 19 0 3 15 18 $0 $640,436 $63,007 $703,443

2036 20 0 3 15 18 $0 $646,840 $63,007 $709,847

2037 21 0 3 15 18 $0 $653,309 $63,007 $716,316

2038 22 0 3 15 18 $0 $659,842 $63,007 $722,849

2039 23 0 3 15 18 $0 $666,440 $63,007 $729,447

2040 24 0 3 15 18 $0 $673,105 $63,007 $736,112

2041 25 0 3 15 18 $0 $679,836 $63,007 $742,843

2042 26 0 3 15 18 $0 $686,634 $63,007 $749,641

2043 27 0 3 15 18 $0 $693,500 $63,007 $756,507

2044 28 0 3 15 18 $0 $700,435 $63,007 $763,442

2045 29 0 3 15 18 $0 $707,440 $63,007 $770,447

2046 30 0 3 15 18 $0 $714,514 $63,007 $777,521

2047 31 0 3 15 18 $0 $721,659 $63,007 $784,666

2048 32 0 3 15 18 $0 $728,876 $63,007 $791,883

2049 33 0 3 15 18 $0 $736,165 $63,007 $799,172

2050 34 0 3 15 18 $0 $743,526 $63,007 $806,533

2051 35 0 3 15 18 $0 $0 $0 $0

Total 0 97 480 577 $0 $19,932,236 $1,953,218 $21,885,454

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Safety Outcomes – US 550 and US 160 Connection

Calendar Year

Project Year

Annual Crashes Avoided Annual Crash Cost Savings

Fatal Injury Property

Damage Only Total Fatal Injury

Property Damage Only

Total

2020 4 0 0 0 0 $0 $0 $0 $0

2021 5 0 4 12 16 $0 $705,730 $52,006 $757,736

2022 6 0 4 12 16 $0 $712,788 $52,006 $764,794

2023 7 0 4 12 16 $0 $719,916 $52,006 $771,921

2024 8 0 4 12 16 $0 $727,115 $52,006 $779,121

2025 9 0 4 12 16 $0 $734,386 $52,006 $786,392

2026 10 0 4 12 16 $0 $741,730 $52,006 $793,736

2027 11 0 4 12 16 $0 $749,147 $52,006 $801,153

2028 12 0 4 12 16 $0 $756,639 $52,006 $808,644

2029 13 0 4 12 16 $0 $764,205 $52,006 $816,211

2030 14 0 4 12 16 $0 $771,847 $52,006 $823,853

2031 15 0 4 12 16 $0 $779,565 $52,006 $831,571

2032 16 0 4 12 16 $0 $787,361 $52,006 $839,367

2033 17 0 4 12 16 $0 $795,235 $52,006 $847,241

2034 18 0 4 12 16 $0 $803,187 $52,006 $855,193

2035 19 0 4 12 16 $0 $811,219 $52,006 $863,225

2036 20 0 4 12 16 $0 $819,331 $52,006 $871,337

2037 21 0 4 12 16 $0 $827,524 $52,006 $879,530

2038 22 0 4 12 16 $0 $835,800 $52,006 $887,805

2039 23 0 4 12 16 $0 $844,158 $52,006 $896,163

2040 24 0 4 12 16 $0 $852,599 $52,006 $904,605

2041 25 0 4 12 16 $0 $861,125 $52,006 $913,131

2042 26 0 4 12 16 $0 $869,736 $52,006 $921,742

2043 27 0 4 12 16 $0 $878,434 $52,006 $930,440

2044 28 0 4 12 16 $0 $887,218 $52,006 $939,224

2045 29 0 4 12 16 $0 $896,090 $52,006 $948,096

2046 30 0 4 12 16 $0 $905,051 $52,006 $957,057

2047 31 0 4 12 16 $0 $914,102 $52,006 $966,108

2048 32 0 4 12 16 $0 $923,243 $52,006 $975,249

2049 33 0 4 12 16 $0 $932,475 $52,006 $984,481

2050 34 0 4 12 16 $0 $941,800 $52,006 $993,806

2051 35 0 4 12 16 $0 $0 $0 $0

Total 0 118 384 502 $0 $24,548,756 $1,560,174 $26,108,930

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Community and Environmental Outcomes: Metric Tons of Emissions Reduced – Full US 550 Project

Calendar Year Project Year NOX CO2 VOC PM SO2 CO

2020 4 -0.30 60.56 0.02 0.04 0.00 0.93

2021 5 -0.75 1,870.74 -0.09 -0.01 0.03 -19.96

2022 6 -0.83 1,963.38 -0.13 -0.03 0.03 -21.34

2023 7 -0.90 2,053.67 -0.16 -0.04 0.03 -22.75

2024 8 -0.99 2,141.63 -0.21 -0.06 0.03 -24.19

2025 9 -1.07 2,239.75 -0.23 -0.07 0.03 -25.47

2026 10 -1.15 2,336.74 -0.25 -0.08 0.03 -26.75

2027 11 -1.04 2,827.14 -0.25 -0.05 0.04 -25.27

2028 12 -1.44 2,096.18 -0.33 -0.15 0.03 -34.28

2029 13 -1.41 2,620.99 -0.33 -0.12 0.04 -30.67

2030 14 -1.48 2,723.68 -0.34 -0.13 0.04 -31.91

2031 15 -1.56 2,826.05 -0.36 -0.14 0.04 -33.15

2032 16 -1.63 2,928.10 -0.38 -0.14 0.04 -34.40

2033 17 -1.82 2,516.75 -0.44 -0.21 0.04 -41.64

2034 18 -1.78 3,131.22 -0.43 -0.16 0.05 -36.91

2035 19 -1.64 5,285.58 -0.40 -0.14 0.08 -31.97

2036 20 -1.92 3,341.12 -0.46 -0.18 0.05 -39.34

2037 21 -1.99 3,445.96 -0.48 -0.18 0.05 -40.56

2038 22 -2.06 3,550.74 -0.49 -0.19 0.05 -41.78

2039 23 -2.14 3,614.59 -0.51 -0.20 0.05 -43.38

2040 24 -2.19 3,761.06 -0.52 -0.20 0.06 -44.21

2041 25 -2.25 3,866.65 -0.54 -0.21 0.06 -45.42

2042 26 -2.32 3,928.02 -0.56 -0.22 0.06 -47.03

2043 27 -2.38 4,077.79 -0.57 -0.22 0.06 -47.83

2044 28 -2.44 4,183.34 -0.58 -0.23 0.06 -49.04

2045 29 -2.50 4,241.57 -0.60 -0.24 0.06 -50.67

2046 30 -2.56 4,394.89 -0.61 -0.24 0.06 -51.44

2047 31 -2.62 4,500.66 -0.63 -0.24 0.07 -52.64

2048 32 -2.68 4,555.55 -0.64 -0.26 0.07 -54.30

2049 33 -2.46 5,451.24 -0.62 -0.20 0.08 -49.69

2050 34 -2.80 4,817.97 -0.67 -0.26 0.07 -56.24

2051 35 0.00 0.00 0.00 0.00 0.00 0.00

Total -55.09 101,353.31 -12.80 -4.76 1.49 -1,153.28

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Community and Environmental Outcomes: Metric Tons of Emissions Reduced – US 550 Operational and Capacity

Improvements

Calendar Year Project Year NOX CO2 VOC PM SO2 CO

2020 4 -0.30 60.56 0.02 0.04 0.00 0.93

2021 5 -0.29 62.04 0.02 0.04 0.00 0.94

2022 6 -0.29 63.31 0.01 0.04 0.00 0.95

2023 7 -0.29 64.37 0.00 0.03 0.00 0.95

2024 8 -0.28 65.23 0.00 0.03 0.00 0.94

2025 9 -0.29 67.13 -0.01 0.03 0.00 0.98

2026 10 -0.29 68.93 -0.01 0.03 0.00 1.02

2027 11 -0.10 465.16 0.01 0.07 0.01 3.83

2028 12 -0.30 72.25 -0.01 0.03 0.00 1.09

2029 13 -0.31 73.76 -0.02 0.03 0.00 1.12

2030 14 -0.32 76.14 -0.02 0.03 0.00 1.16

2031 15 -0.33 78.50 -0.02 0.03 0.00 1.20

2032 16 -0.34 80.82 -0.03 0.03 0.00 1.25

2033 17 -0.35 83.12 -0.03 0.03 0.00 1.29

2034 18 -0.35 85.39 -0.03 0.03 0.00 1.33

2035 19 -0.37 87.99 -0.03 0.03 0.00 1.37

2036 20 -0.38 90.59 -0.03 0.03 0.00 1.42

2037 21 -0.39 93.18 -0.03 0.03 0.00 1.46

2038 22 -0.40 95.77 -0.04 0.03 0.00 1.51

2039 23 -0.42 57.49 -0.04 0.02 0.00 1.18

2040 24 -0.43 101.01 -0.04 0.03 0.00 1.60

2041 25 -0.44 103.67 -0.04 0.03 0.00 1.64

2042 26 -0.45 62.13 -0.04 0.03 0.00 1.28

2043 27 -0.46 108.99 -0.04 0.03 0.00 1.73

2044 28 -0.47 111.65 -0.04 0.03 0.00 1.78

2045 29 -0.49 66.79 -0.05 0.03 0.00 1.38

2046 30 -0.50 117.01 -0.04 0.04 0.00 1.86

2047 31 -0.51 119.69 -0.05 0.04 0.00 1.91

2048 32 -0.52 71.48 -0.05 0.03 0.00 1.48

2049 33 -0.25 864.08 -0.01 0.09 0.01 7.34

2050 34 -0.54 127.72 -0.05 0.04 0.00 2.04

2051 35 0.00 0.00 0.00 0.00 0.00 0.00

Total -11.46 3,745.98 -0.73 1.06 0.10 49.97

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Community and Environmental Outcomes: Metric Tons of Emissions Reduced – US 550 and US 160 Connection

Calendar Year Project Year NOX CO2 VOC PM SO2 CO

2020 4 0.00 0.00 0.00 0.00 0.00 0.00

2021 5 -0.46 1,808.70 -0.11 -0.05 0.03 -20.90

2022 6 -0.53 1,900.07 -0.14 -0.06 0.03 -22.29

2023 7 -0.62 1,989.30 -0.17 -0.08 0.03 -23.70

2024 8 -0.71 2,076.41 -0.21 -0.09 0.03 -25.14

2025 9 -0.78 2,172.62 -0.22 -0.10 0.03 -26.45

2026 10 -0.85 2,267.81 -0.24 -0.11 0.03 -27.77

2027 11 -0.93 2,361.97 -0.26 -0.12 0.03 -29.10

2028 12 -1.13 2,023.93 -0.32 -0.18 0.03 -35.37

2029 13 -1.10 2,547.23 -0.31 -0.15 0.04 -31.79

2030 14 -1.17 2,647.54 -0.32 -0.15 0.04 -33.07

2031 15 -1.23 2,747.56 -0.34 -0.16 0.04 -34.35

2032 16 -1.29 2,847.28 -0.36 -0.17 0.04 -35.64

2033 17 -1.48 2,433.63 -0.42 -0.23 0.03 -42.92

2034 18 -1.43 3,045.83 -0.40 -0.19 0.04 -38.24

2035 19 -1.27 5,197.59 -0.37 -0.17 0.08 -33.34

2036 20 -1.54 3,250.53 -0.43 -0.21 0.05 -40.76

2037 21 -1.60 3,352.78 -0.44 -0.21 0.05 -42.03

2038 22 -1.66 3,454.97 -0.46 -0.22 0.05 -43.29

2039 23 -1.72 3,557.11 -0.47 -0.23 0.05 -44.56

2040 24 -1.77 3,660.05 -0.49 -0.24 0.05 -45.81

2041 25 -1.82 3,762.97 -0.50 -0.24 0.05 -47.06

2042 26 -1.87 3,865.89 -0.51 -0.25 0.05 -48.31

2043 27 -1.92 3,968.79 -0.53 -0.25 0.06 -49.56

2044 28 -1.97 4,071.68 -0.54 -0.26 0.06 -50.81

2045 29 -2.01 4,174.78 -0.55 -0.27 0.06 -52.06

2046 30 -2.06 4,277.88 -0.57 -0.27 0.06 -53.30

2047 31 -2.11 4,380.97 -0.58 -0.28 0.06 -54.54

2048 32 -2.16 4,484.07 -0.59 -0.29 0.06 -55.79

2049 33 -2.21 4,587.16 -0.61 -0.29 0.07 -57.03

2050 34 -2.25 4,690.25 -0.62 -0.30 0.07 -58.27

2051 35 0.00 0.00 0.00 0.00 0.00 0.00

Total -43.63 97,607.33 -12.07 -5.82 1.39 -1,203.25

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Community and Environmental Outcomes: Emission Cost Savings – Full US 550 Project

Calendar Year

Project Year

NOX CO2 VOC PM SO2 CO TOTAL

2020 4 -$2,366 $2,846 $44 $15,254 $86 $0 $15,865

2021 5 -$6,023 $87,925 -$183 -$4,590 $1,316 $0 $78,445

2022 6 -$6,613 $94,242 -$256 -$9,505 $1,379 $0 $79,247

2023 7 -$7,242 $102,684 -$335 -$14,911 $1,440 $0 $81,636

2024 8 -$7,908 $109,223 -$421 -$20,808 $1,499 $0 $81,585

2025 9 -$8,533 $116,467 -$465 -$24,801 $1,566 $0 $84,233

2026 10 -$9,185 $123,847 -$511 -$29,070 $1,633 $0 $86,714

2027 11 -$8,310 $152,665 -$510 -$19,404 $1,903 $0 $126,344

2028 12 -$11,500 $115,290 -$675 -$55,349 $1,486 $0 $49,251

2029 13 -$11,299 $144,154 -$662 -$43,522 $1,826 $0 $90,498

2030 14 -$11,873 $152,526 -$701 -$46,598 $1,897 $0 $95,252

2031 15 -$12,458 $163,911 -$741 -$49,778 $1,968 $0 $102,902

2032 16 -$13,055 $172,758 -$781 -$53,064 $2,039 $0 $107,896

2033 17 -$14,613 $151,005 -$900 -$75,206 $1,780 $0 $62,066

2034 18 -$14,283 $191,004 -$866 -$59,949 $2,179 $0 $118,086

2035 19 -$13,125 $327,706 -$815 -$50,906 $3,794 $0 $266,655

2036 20 -$15,383 $210,490 -$933 -$64,950 $2,325 $0 $131,550

2037 21 -$15,942 $220,542 -$966 -$67,502 $2,398 $0 $138,529

2038 22 -$16,507 $230,798 -$1,000 -$70,090 $2,471 $0 $145,672

2039 23 -$17,106 $242,178 -$1,039 -$74,664 $2,517 $0 $151,885

2040 24 -$17,568 $255,752 -$1,065 -$74,808 $2,617 $0 $164,928

2041 25 -$18,060 $266,799 -$1,095 -$76,908 $2,691 $0 $173,426

2042 26 -$18,583 $271,033 -$1,129 -$81,129 $2,735 $0 $172,927

2043 27 -$19,046 $285,445 -$1,155 -$81,122 $2,838 $0 $186,959

2044 28 -$19,541 $297,017 -$1,186 -$83,236 $2,911 $0 $195,965

2045 29 -$20,051 $305,393 -$1,220 -$87,573 $2,953 $0 $199,503

2046 30 -$20,497 $320,827 -$1,244 -$87,352 $3,058 $0 $214,791

2047 31 -$20,976 $333,049 -$1,274 -$89,413 $3,132 $0 $224,519

2048 32 -$21,489 $346,222 -$1,308 -$93,916 $3,172 $0 $232,680

2049 33 -$19,690 $419,745 -$1,251 -$73,252 $3,660 $0 $329,212

2050 34 -$22,413 $375,802 -$1,362 -$95,603 $3,353 $0 $259,777

2051 35 $0 $0 $0 $0 $0 $0 $0

Total -$441,239 $6,589,346 -$26,003 -$1,743,725 $70,624 $0 $4,449,003

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Community and Environmental Outcomes: Emission Cost Savings – US 550 Operational and Capacity

Improvements

Calendar Year

Project Year

NOX CO2 VOC PM SO2 CO TOTAL

2020 4 -$2,366 $2,846 $44 $15,254 $86 $0 $15,865

2021 5 -$2,360 $2,916 $34 $14,535 $90 $0 $15,214

2022 6 -$2,339 $3,039 $23 $13,646 $93 $0 $14,461

2023 7 -$2,303 $3,219 $10 $12,586 $96 $0 $13,607

2024 8 -$2,253 $3,327 -$5 $11,357 $99 $0 $12,525

2025 9 -$2,303 $3,491 -$10 $11,148 $102 $0 $12,428

2026 10 -$2,349 $3,654 -$17 $10,874 $106 $0 $12,268

2027 11 -$836 $25,119 $26 $24,744 $314 $0 $49,367

2028 12 -$2,426 $3,974 -$30 $10,132 $113 $0 $11,762

2029 13 -$2,457 $4,057 -$38 $9,664 $116 $0 $11,341

2030 14 -$2,536 $4,264 -$42 $9,750 $120 $0 $11,556

2031 15 -$2,613 $4,553 -$46 $9,816 $124 $0 $11,833

2032 16 -$2,690 $4,768 -$51 $9,862 $128 $0 $12,018

2033 17 -$2,765 $4,987 -$56 $9,888 $132 $0 $12,187

2034 18 -$2,840 $5,209 -$60 $9,895 $136 $0 $12,339

2035 19 -$2,937 $5,456 -$63 $10,131 $140 $0 $12,726

2036 20 -$3,035 $5,707 -$66 $10,362 $144 $0 $13,112

2037 21 -$3,133 $5,964 -$69 $10,589 $148 $0 $13,498

2038 22 -$3,232 $6,225 -$73 $10,811 $153 $0 $13,884

2039 23 -$3,360 $3,852 -$80 $9,076 $130 $0 $9,618

2040 24 -$3,425 $6,869 -$78 $11,334 $161 $0 $14,861

2041 25 -$3,519 $7,154 -$80 $11,640 $165 $0 $15,360

2042 26 -$3,642 $4,287 -$87 $9,830 $140 $0 $10,528

2043 27 -$3,706 $7,630 -$85 $12,253 $174 $0 $16,266

2044 28 -$3,800 $7,927 -$87 $12,559 $178 $0 $16,778

2045 29 -$3,924 $4,809 -$94 $10,583 $151 $0 $11,526

2046 30 -$3,984 $8,542 -$91 $13,166 $187 $0 $17,820

2047 31 -$4,076 $8,857 -$93 $13,470 $191 $0 $18,349

2048 32 -$4,202 $5,433 -$101 $11,333 $162 $0 $12,624

2049 33 -$2,016 $66,534 -$16 $34,364 $580 $0 $99,446

2050 34 -$4,352 $9,962 -$100 $14,382 $204 $0 $20,097

2051 35 $0 $0 $0 $0 $0 $0 $0

Total -$91,777 $244,628 -$1,482 $389,037 $4,860 $0 $545,265

La Plata County | US 550 Projectt Cost Effectiveness Analysis Supplementary Documentation

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Annual Community and Environmental Outcomes: Emission Cost Savings – US 550 and US 160 Connection

Calendar Year

Project Year

NOX CO2 VOC PM SO2 CO TOTAL

2020 4 $0 $0 $0 $0 $0 $0 $0

2021 5 -$3,663 $85,009 -$217 -$19,125 $1,227 $0 $63,230

2022 6 -$4,274 $91,203 -$278 -$23,151 $1,286 $0 $64,786

2023 7 -$4,938 $99,465 -$345 -$27,498 $1,344 $0 $68,029

2024 8 -$5,655 $105,897 -$417 -$32,165 $1,400 $0 $69,060

2025 9 -$6,230 $112,976 -$455 -$35,950 $1,464 $0 $71,806

2026 10 -$6,836 $120,194 -$494 -$39,944 $1,527 $0 $74,446

2027 11 -$7,474 $127,546 -$536 -$44,148 $1,589 $0 $76,978

2028 12 -$9,075 $111,316 -$645 -$65,481 $1,373 $0 $37,489

2029 13 -$8,842 $140,098 -$624 -$53,185 $1,710 $0 $79,157

2030 14 -$9,338 $148,262 -$659 -$56,348 $1,778 $0 $83,696

2031 15 -$9,845 $159,358 -$694 -$59,595 $1,844 $0 $91,069

2032 16 -$10,365 $167,989 -$731 -$62,926 $1,911 $0 $95,878

2033 17 -$11,848 $146,018 -$844 -$85,094 $1,649 $0 $49,880

2034 18 -$11,443 $185,796 -$806 -$69,843 $2,043 $0 $105,747

2035 19 -$10,188 $322,250 -$751 -$61,036 $3,654 $0 $253,929

2036 20 -$12,348 $204,783 -$866 -$75,312 $2,181 $0 $118,438

2037 21 -$12,809 $214,578 -$897 -$78,091 $2,250 $0 $125,031

2038 22 -$13,275 $224,573 -$928 -$80,901 $2,318 $0 $131,788

2039 23 -$13,746 $238,326 -$959 -$83,740 $2,387 $0 $142,268

2040 24 -$14,143 $248,883 -$987 -$86,142 $2,456 $0 $150,067

2041 25 -$14,541 $259,645 -$1,015 -$88,548 $2,525 $0 $158,066

2042 26 -$14,940 $266,746 -$1,043 -$90,959 $2,595 $0 $162,399

2043 27 -$15,340 $277,815 -$1,071 -$93,375 $2,664 $0 $170,693

2044 28 -$15,741 $289,089 -$1,099 -$95,795 $2,733 $0 $179,187

2045 29 -$16,127 $300,584 -$1,126 -$98,156 $2,802 $0 $187,977

2046 30 -$16,514 $312,285 -$1,153 -$100,519 $2,872 $0 $196,971

2047 31 -$16,900 $324,192 -$1,180 -$102,883 $2,941 $0 $206,169

2048 32 -$17,287 $340,789 -$1,208 -$105,249 $3,011 $0 $220,056

2049 33 -$17,674 $353,211 -$1,235 -$107,616 $3,080 $0 $229,766

2050 34 -$18,061 $365,840 -$1,262 -$109,985 $3,149 $0 $239,680

2051 35 $0 $0 $0 $0 $0 $0 $0

Total -$349,462 $6,344,719 -$24,521 -$2,132,762 $65,764 $0 $3,903,738

Appendix C

APPENDIX C. LETTERS OF SUPPORT

Mayor Dean Brookie

Mayor Pro Tem Christina Rinderle

Councilors Sweetie Marbury Keith Brant Dick White

City Manager Ron LeBlanc

April 14, 2016

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

Dear Secretary Foxx:

The City of Durango is pleased to support this application for improvements to US 550 for consideration for the Fostering Advancement in Shipping and Transportation for the Long-term Achievement of National Efficiencies program.

US 550 is the only direct, continuous north-south route in western Colorado. It is critically important for freight travel because it serves the San Juan Energy Basin, which is the second largest natural gas reserve in the United States. US 550 also serves the rich agricultural area of Florida Mesa. Heavy truck usage from these critical activities drastically impacts the surface quality and operational efficiency of US 550.

Improvements to US 550 and its connection to US 160 provide travel time savings, vehicle operations savings, emissions reductions, and savings in costs of crashes. The Project improves a designated freight corridor that is vital to national energy security, improves the infrastructure state of good repair and resiliency, supports the region's land use and economic development goals, and enhances freight connections with the Durango-La Plata County airport. Additionally, the Project capitalizes on previous investments made at the Grandview Interchange on US 160. ·

La Plata County is requesting $113 million in FASTLANE grant funds (57% of the total project cost) to complete the funding package for this $198 million project. This investment is expected to yield between $183.5 million and $388.2 million in benefits, at 7% and 3% discount rates, respectively.

Please feel free to contact me at [email protected] if you have any questions or would like more information.

City Manager

949 E. 2"d Avenue • Durango, CO 8130 I • (970) 375-5000 • www.DurangoGov.org

12 April 2016 

Mike McVaugh Colorado Department of Transportation  Region 5, Regional Transportation Director 3803 N. Main Avenue Suite 306 Durango, CO 81301  Dear Mr. McVaugh,  The Southwest Transportation Planning Region (SWTPR) has received your request for a support letter regarding a FASTLANE grant application prepared by CDOT Region 5  that would  request  significant  funding  to assist  in  the continued improvement to U.S. Highway 550 between the New Mexico State Line and U.S. Hwy 160 in Durango.  While the SWTPR has not had the opportunity to meet as a group to discuss this request,  improvement of U.S. Highway 550  is  identified as a priority  in the Regional and State Transportation Plan, and as such, the SWTPR  is supportive of Region 5’s effort to find funding for this priority project.  US 550 is the transportation backbone for north‐south travel in Western Colorado. The highway runs from I‐25 in Albuquerque north to Montrose, Colorado; spanning about 320 miles across the two states. US 550 carries much of  the  goods  and  services  into  the  SWTPR  region. Over  ten  percent  of  the  traffic  on  the  roadway  is  trucks, including heavy and oversized equipment,  freight, and agricultural  loads. Further,  the highway  is  the critical  to more than 20,000 natural gas and oil wells in the San Juan Basin. The equipment used to develop and operate the oil and gas wells, which provide energy for the nation, takes a  large toll on the highway. The  impact of a semi‐trailer truck  is 15,000 to 46,000 times that of a passenger vehicle; many of these are oversized  loads and create additional safety issues on an already narrow roadway. To develop just a single well, it takes an average of 2,000 vehicle trips, including 750 heavy truck trips.   The area proposed for  improvements  is currently a narrow two  lane highway with minimal to no shoulders. The improvements would be aimed at  improving safety for all road users,  including cyclists, passenger vehicles, and trucks.  Improvements necessary  for  increasing safety are  intersection development, shoulder widening, wildlife mitigation, and pavement  improvements. Collisions  involving animals and vehicles comprise between 30 and 50 percent of the accidents in the project area. Improvement to the highway will also lower response times for first responders.   In light of the importance of US Highway 550 to the Region and State, the Southwest Transportation Region fully supports CDOT Region 5’s request.   Sincerely,  

  Kevin Hall Southwest Transportation Planning Region Chair 

APPENDIX D. DETAILED STATEMENT OF WORK, PROJECT COST, AND SCHEDULE

Appendix D

Introduction The US 550 project was derived from the 2005 US 550 Environmental Assessment and Finding of No Significant Impact and the 2006 US Highway 160 from Durango to Bayfield and Record of Decision. The objectives of the proposed US 550 highway improvements include:

• Reduce roadway deficiencies and bring up to current design standards. • Improve safety for the traveling public by reducing the number and severity of accidents. • Increase travel efficiency and capacity to meet future needs. • Reduce access deficiencies that indirectly affect both safety and travel efficiency/capacity.

The north project limit of US 550 milepost (MP) 15.4 terminates at the interchange connection with US160. The south project limit of US 550 milepost (MP) 7.5 terminates at the southern end of Sunnyside at Kirby Lane.

April 14, 2016 D-1

US 550 Widening Component The proposed typical section for the widening of US 550 will have:

• 10-foot outside (right) shoulders • 4-foot inside (left) shoulders • Two 12-foot travel lanes in each direction • 46-foot-wide median and barrier-separated median

A divided median will generally be used where topography and geometry allow. A barrier-separated median will be used to minimize environmental and right-of-way impacts where needed.

Pavement Structure The Project will incorporate full-depth construction of a new pavement section consisting of 14 inches of Class 2 aggregate base course, 6 inches of Class 6 aggregate base course, and 6 inches of new hot mix asphalt pavement.

New Interchange Connection Component The Project will connect directly to a previously constructed US 160/US 550 (south) grade-separated interchange (Grandview interchange). This new connection point provides the best option to address the reconnection of US 160 and US 550 due to terrain and traffic volumes. The current alignment of US 550 (Farmington Hill), does not meet current AASHTO and CDOT design

April 14, 2016 D-2

standards for both vertical and horizontal alignment. The current design standards for a 60-mph highway in rolling terrain call for a maximum grade of 5 percent. Grades between 4 and 6 percent comprise approximately 17 percent of the existing alignment in the US 550 corridor. Steep grades slow trucks and larger vehicles, resulting in increased traffic congestion on the highway. These grades also present a safety hazard in winter months when roads are snow-packed or icy. This is of particular concern at Farmington Hill, where vehicles traveling north on US 550 descend on a 6 percent grade for approximately 1 mile to the intersection with US 160. The last 2,000 feet of this 6 percent grade just before entering the intersection is on a north-facing slope prone to icing, making it difficult to stop.

Bridges and Walls Five bridges are required over various drainages to complete the construction of the Project. Two will serve as large mammal crossings.

Retaining walls are required to retain fill and provide support to rock and soil cuts. Mechanically Stabilized Earth (MSE) walls with concrete panel facing will be used to retain embankment fill at three locations. MSE wall heights will range from about 15 to about 20 feet. Walls supporting rock and soil cuts will have concrete panel facing and would be tiered to increase global stability, improve constructability, and reduce visual impacts. The maximum tier height cut walls will be 30 feet, and the minimum setback between tiers will be 15 feet.

Access Management/Intersection Improvements Access control is incorporated into the design to systematically control the location, spacing, design, and operation of driveways and roadway connections and provides vehicular entry to adjacent land use in a safe and orderly manner. Intersection improvements were considered at each of the nine county road intersections. These intersection improvements will be minor improvements designed to improve traffic flow and safety of the existing intersections. Right-turn lanes, left-turn lanes, and the approach will be reconstructed to improve grades and geometry.

Wildlife Mitigation To reduce animal-vehicle collisions, the Project will include six large wildlife crossing structures that are designed for use by multiple species, which will pass under the highway from adjacent wildlife habitats. The structures are bottomless concrete box culverts with a minimum width of 24 feet and height of 8 feet. The culverts will have a natural substrate bottom, such as soil, sand, or pea gravel. Fencing will be erected along the corridor (MP 5.5 to MP 15.4) and deer guards will be installed at intersections and access points to prevent deer from entering the highway right-of-way. Additional jump-outs will be placed at strategic locations to allow wildlife safe passage in the event they stray into the highway right-of-way.

Noise Walls and Pedestrian Overpass A noise wall will be constructed at the Old Homestead Mobile Home Park (MP 8.5) to prevent noise levels within the homes from exceeding federal noise limits. The proposed wall is 8 feet high and 1,800 feet long. Per federal requirements, an assessment of cost per impacted receiver per decibel was calculated, and it was determined to be reasonable to construct a noise wall at this

April 14, 2016 D-3

location. The location of the wall will require that the current driveway opening be relocated to the roadway south of the site. A pedestrian bridge or underpass will be built as part of the design to provide safe access between a local Elementary School and a Mobile Home Park.

Drainage and Irrigation Off-site cross drainage will be passed through the developed roadway section, and developed runoff from the Project will be directed through a system of culverts and ditches to water quality/detention facilities. Stormwater will be kept separated from existing irrigation facilities that are located throughout the corridor. Irrigation ditches will be replaced in-kind and located outside the clear zone and piped where crossing roads or accesses, and where grading conditions warrant.

Water Quality To control stormwater discharges and reduce water quality impacts, permanent best management practices (BMP) will be used to prevent an increase in pollutant discharge. Permanent BMPs must be constructed to comply with the Colorado Department of Transportation (CDOT) Municipal Separate Storm Sewer System (also known as MS4) issued by the Colorado Department of Public Health and Environment (CDPHE) in accordance with Section 402 of the Clean Water Act (CWA). This permit program, which is generally geared towards municipalities, also requires CDOT to comply for new highway construction projects. As part of the design, CDOT would install permanent BMPs adequate to remove at least 80 percent of the annual Total Suspended Solids (TSS) loading, and 100 percent of the required Water Quality Capture Volume (WQCV).

A minimum of eight sediment ponds have been strategically placed along the corridor in locations that maximize capture area, and, like the inlet basins, have been designed for annual maintenance access.

Safety Enhancements—Oil/Gas Infrastructure Relocations An existing gas line located within a middle school property will be relocated west of the highway to eliminate a potential hazard. Other gas lines and facilities are to be relocated to easements outside the proposed right-of-way and out of the clear zone.

Traffic Control During Construction To accommodate the improvements listed above, traffic controls, along with construction phasing and sequencing can be accomplished in a logical manner to limit delays to through travelers along US 550. While no adjacent road corridors exist to accommodate detours, phasing can be

Culvert requiring replacement.

Example of proposed water quality pond.

April 14, 2016 D-4

accomplished by constructing two new lanes parallel to existing US 550 for the ultimate northbound configuration. Upon completion of the new northbound roadway, two-way traffic will be detoured onto it, allowing reconstruction of the existing roadway to form the ultimate southbound configuration. Traffic control will be required at locations where trucks enter and exit the site, involving minimum stops for through traffic.

All traffic control during construction will be provided in conjunction with CDOT’s traffic control policies for the corridor.

Project Delivery and Procurement Because of the complexity, schedule, and budget, the Project will be delivered through a design-build procurement. The Project is currently broken into four segments, which are currently at different levels of completion:

• MP 7.52 to 9.5—Design and right-of-way acquisition 90% complete • MP 9.5 to 11.17—Design and right-of-way acquisition 90% complete • MP 11.17 to MP 12.79—All project phases complete • MP 12.79 to 14.88—Design 30% complete • MP X14.88 to US 160—Design 30% complete

A detailed schedule outlining these phases of work is included in the following pages.

April 14, 2016 D-5

April 14, 2016 D-6

Construction Cost The total construction cost anticipated for the Project is estimated at $197 million and is comprised of the following project components and associates costs:

April 14, 2016 D-7

Appendix E

APPENDIX E. TRAFFIC AND SAFETY TECHNICAL ASSUMPTIONS

April 14, 2016 E-1

Traffic Volumes, Speeds, and Travel Times Existing Traffic Existing traffic volumes along US 550 and US 160 were obtained from CDOT’s Online Transportation Information System (OTIS): http://dtdapps.coloradodot.info/otis/TrafficData.

Daily traffic counts from OTIS from 2014 are:

6,800 on US 550 immediately south of US 160

32,000 on US 160 west of US 550

22,000 on US 160 east of US 550.

Peak period data from OTIS along US 550 is illustrated in the table below:

US 550 Traffic Data

US 550 Segment Count Year AADT DHV as % of AADT

DD (Peak Dir %)

MP 0 - 4.478 2014 7600 10.5% 76%

MP 4.478 – 12.192 2014 6000 12.5% 65%

MP 12.192 – 15.682 2014 6500 11% 62%

MP 15.682 – 16.561 2014 6800 11% 62% Note: DHV = Design Hourly Volume. DD = % of DHV flowing in the peak direction.

Seasonal data for US 550 south of US 160 was unavailable. There is seasonal data along US 160 approximately 3.5 miles west of US 550A. The seasonal factor for June, July, August (summer peak) is a factor of approximately 1.09 of AADT, maxing out at 1.098 in August.

Future Traffic Traffic forecasts for the US 550 grant application were obtained from multiple sources. 2035 Traffic forecasts for the Connection were prepared in March 2015 for the US 550 South Connection to US 160: Independent Alternatives Analysis (IAA) and can be found here: https://www.codot.gov/content/projects/US550atUS160_SFEIS_Record_of_Decision_2015/ROD%20Appendix%20F_AMEC%20IAA_Rev%20Final%20March%202015/REPORT/3%20Traffic.pdf

The IAA projects daily traffic volumes of 21,600 vehicles along US 550 immediately south of US 160 in 2035. Peak hour turning movements and mainline volumes from the IAA were used to develop projected daily volumes of along US 160 east and west of US 550, respectively.

2025 Traffic forecasts for US 550 were prepared for the US 550 Environmental Assessment in 2002 and can be found here: https://www.codot.gov/projects/us-550-environmental-assessment-finding-of-no-significant-impact/us-550-ea-appendix-b.pdf/view

To update US 550 volumes to 2035, the IAA forecast volumes were used to estimate volumes for 2035 along the project segments of US 550. The result is an estimate of 18,400 daily vehicles traveling along US 550 south of CR 302 in 2035.

April 14, 2016 E-2

Future Roadway Performance US 550 performance projections for year 2035 were available for the Connection from the IAA, prepared in March 2015, and located here: https://www.codot.gov/content/projects/US550atUS160_SFEIS_Record_of_Decision_2015/ROD%20Appendix%20F_AMEC%20IAA_Rev%20Final%20March%202015/REPORT/3%20Traffic.pdf

In the No-Action Alternative under 2035 traffic conditions, US 550 north of CR 220 would operate at LOS E during both peak periods due to overcapacity conditions (page 3-14). Under the Off-Alignment Build Alternative, US 550 would perform at LOS A/A in the northbound direction and LOS A/B in the southbound direction in 2035.

For US-550 south of the Connection, highway performance was not available from the Environmental Assessment. It was assumed that along US 550, highway performance would be the same as along the Connection with No Action (two-lane highway) LOS E/E and Build (four-lane highway) LOS A/A in the northbound direction and A/B in the southbound direction during the peak hours.

Travel times and/or delay and the calculation assumptions for the US 550/ US 160 intersection, the US 550 Connection, and US 550 from MP 7.5-11.2 and 12.8-14.9 are illustrated on the next page. Delay data at the US 550/US 160 intersection are from the IAA. HCM 2010 for Uninterrupted Flow Facilities (Chapter 11 Basic Freeway) was used to estimate travel times along US 550 based on the above LOS.

US 550/US 160 Intersection/Interchange

Peak HourAve Delay

per Veh

AM 0.2

PM 0.2

AM 6.7

PM 5.1

Note: WB thru vehicles not included at existing intersection (free flow).

Source: US 550 South Connection to US 160: IAA ‐ March 2015.

US 550 Connector (South of US 160)

Terrain Build (mi)Free Flow 

Speed (mph)

Travel Speed 

(mph)

Build TT 

(min)

No Action TT 

(min)

Build (AM & PM) new algnmnt 1.1 60 60 1.1

No Action (AM & PM) steep hill 0.87 30 25 2.1

Source: HDR

US 550 ‐ MP 7.5‐11.2 & 12.8‐14.9

Peak Hour Build (mi)Free Flow 

Speed (mph)

Travel Speed 

(mph)

Build TT 

(min)

No Action TT 

(min)

AM 5.7 60 60 5.7

PM 5.7 60 60 5.7

AM 5.7 60 42 8.1

PM 5.7 60 37 9.2

Source: HCS Analysis.

Build interchange

No Action Intersection

Build

No Action

April 14, 2016 E-3

Improvements expected in travel time along the US 550 Connector just south of US 160 are based on travel time improvements from the new alignment. The existing alignment, steep and windy in sections, results in slower travel speeds. It is assumed the new alignment would have travel speeds of 60 mph.

For US 550 south of the Connection, under the No Build scenario the 2-lane roadway, at 60 mph for 5.7 miles, would have a free-flow travel time of 5.7 minutes. Using forecasted AADT of 18,400 vpd, HCM 2010 results show speeds decreasing to 42 and 37 mph during the AM and PM peak hours, respectively. Travel time during the AM and PM peak hours along the 5.7 miles of 2-lane roadway would be 8.1 and 9.2 minutes, respectively.

Under the Build scenario, roadway widening to 4-lanes would occur along 5.7 miles of roadway, increasing free flow travel speed to 60 mph. Using forecasted AADT of 18,400 vpd, HCM 2010 results show no delay, LOS A, along the 5.7 miles. Travel time therefore, assuming a free flow speed of 60 mph, would be 5.7 minutes through the improved section of US 550 south of the Connection.

Travel times along US 550 were converted to delay (congested versus free-flow conditions). The total delay for the No Action and Build scenarios were then totaled with the Build scenario improving delay per vehicle by over ten minutes in both AM and PM scenarios.

Crash Data References The IAA predicts 34 crashes per year under existing conditions and 7 crashes per year under the Build scenario of the Connection. These predictions are based upon CDOT’s Safety Analysis Report dated April 2014. Along US 550 south of the Connection, CDOT’s Highway Segment Safety Performance Functions (SPF) were used to estimate future crashes under the No Build (two-lane configuration) and Build (four-lane configuration) scenarios. The average number of crashes per year were calculated under both scenarios and totaled for the 5.7-mile segment.

Source: CDOT Highway Segment Safety Performance Functions (SPF.) CDOT’s Safety Performance Functions are located here: Rural Flat & Rolling 2-Lane Highways:https://www.codot.gov/library/traffic/safety-crash-data/safety-analysis-information/highway-segment-spfs/RFR2H

Rural Flat & Rolling 4-Lane Divided Highways:https://www.codot.gov/library/traffic/safety-crash-data/safety-analysis-information/highway-segment-spfs/RFRR4DH_Total.pdf/view

Crash Reduction

2‐Ln 4‐Ln 2‐Ln 4‐Ln 4‐Ln vs 2‐Ln

New 

CONNECTION1.7 21600 3.65 3.44 6.205 5.848 0.36

North Section (MP 

12.79 ‐ 14.88)2.09 21600 3.65 3.44 7.6285 7.1896 0.44

South Section (MP 

7.5 ‐ 11.1)3.6 18400 3.45 2.8 12.42 10.08 2.34

US 550 South of 

Connection Total5.69 ‐ ‐ ‐ ‐ ‐ 2.78

Project Total 7.39 ‐ ‐ ‐ ‐ ‐ 3.14

Crashes per Mile per Yr Crashes per YrDistance Future AADT

Appendix F

APPENDIX F. CDOT LETTER OF FUNDING COMMITMENT