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Revised 7/15/15
US 36 Express Lanes Project Key Message Book
August 2014
2
Table of Contents
Active Traffic Management (ATM) ............................................................................................................... 3
Ames Granite Joint Venture ........................................................................................................................... 4 Bikeway ................................................................................................................................................................ 5
Bridges .................................................................................................................................................................. 6
Bus On Shoulder ................................................................................................................................................. 7 Bus Rapid Transit .............................................................................................................................................. 8
Commercial Vehicle Surcharges ................................................................................................................... 9 Design-‐Build ..................................................................................................................................................... 10
Diverging Diamond Interchange ............................................................................................................... 11
Express Lanes .................................................................................................................................................. 12 Funding .............................................................................................................................................................. 13
High Performance Tolling Enterprise (HPTE) ...................................................................................... 14 HOV 3 .................................................................................................................................................................. 15
License Plate Tolls (LPT) ............................................................................................................................. 16
Noise Walls ....................................................................................................................................................... 17 Northwest Area Mobility Study .................................................................................................................. 18
Northwest Rail Line ....................................................................................................................................... 19
Phase 1 ............................................................................................................................................................... 20 Phase 2 ............................................................................................................................................................... 21
Plenary Roads Denver .................................................................................................................................. 22 Public Private Partnership (P3) ................................................................................................................ 23
Schedule ............................................................................................................................................................. 24
Tolling ................................................................................................................................................................ 25 Transponder .................................................................................................................................................... 26
Workforce Development .............................................................................................................................. 27
3
Active Traffic Management (ATM)
• Active Traffic Management (ATM) uses input from devices installed on the roadway, such as cameras and vehicle detectors, to collect and process information about current traffic conditions.
• ATM is designed to smooth stop-‐and-‐go traffic; therefore, preventing secondary accidents.
• Drivers are notified in real time of changing conditions through messaging on overhead structures and roadside digital signs, and through Cotrip.com.
• The digital signs will display whether the lane is open or closed, or provide an advisory speed limit.
• Advisory speed limits will be used to incrementally slow drivers down as they approach congestion.
• If a lane is closed, the status signs will direct drivers to merge into an open lane in advance of the closure.
• The lowest advisory speed will be 35 mph, even if traffic is moving slower. Just like a static speed limit sign on the side of the roadway, adverse traffic conditions may require you to drive slower than the posted speed.
• ATM will be implemented on at least two corridors in Colorado by 2016 – US 36 between I-‐25 and Boulder, and on southbound I-‐25 between US 36 and 120th Avenue.
o These corridors were selected because they experience routine congestion and accidents relating to congestion. Similar projects are under consideration for additional locations; however, they will not be implemented for several more years.
o Funding for these ATM projects was secured from a combination of local, state and federal sources.
• In the U.S., similar systems are successful in Washington state, Minneapolis and Virginia/Metro DC, where collisions were reduced and reliable travel times were improved.
• The system will be operated by CDOT staff 24 hours a day, seven days a week.
• CDOT will use statistics such as travel time, number and types of crashes, and volume counts to measure the success of these projects.
• The posted temporary speed limit changes will be advisory for both US 36 and I-‐25. The CCTV cameras will only be used for monitoring traffic conditions and will not be used for speed limit enforcement.
• At this time, it is not anticipated that non-‐travel related messages, including Amber Alerts, will be displayed.
4
Ames Granite Joint Venture
• Ames Granite Joint Venture is the Design-‐Build team on both phases of the US 36 Express Lanes Project.
• The Ames Granite Joint Venture is made up of Ames Construction, Inc. and Granite Construction Company.
o Ames Construction, Inc. was established in 1961. Based out of Minnesota, Ames is a national
highway, heavy civil and design-‐build contractor with an annual volume exceeding $700 million.
o Ames opened a regional office in Denver in 1983 and has worked extensively in Colorado and the surrounding states since that time.
o Ames’ design-‐build experience includes E-‐470 Segments II and III, the Central City South Access Road, SR-‐51 for ADOT, ROC 52 and TH 212 for MnDOT, and three projects valued at more than $1.4 billion in Utah.
o Granite Construction Company is based out of California and was established in 1922. It is one of the oldest and largest heavy civil contractors in the United States.
o Granite serves both public and private sector clients as a national contractor and construction materials producer, with a demonstrated annual capacity of $3 billion.
o Granite is best known for heavy civil transportation infrastructure projects, including highways, tunnels, bridges, mass transit facilities and airports.
o Granite’s design-‐build experience in the past five years includes major projects such as the New I-‐64 reconstruction for MoDOT, I-‐15 NOW for UDOT, SR-‐22 for CalTrans, I-‐494 for MnDOT, and the US-‐90 Bridge Replacement for MsDOT.
• Each of the partners has a 50 percent share in the joint venture, and Ames serves as the managing partner.
• The Joint Venture is the Design-‐Build prime contractor and has full responsibility for the design and
construction of this project.
• Each of the partners will have joint liability for completion of the contract.
5
Bikeway
• As part of the US 36 Express Lanes Project, a 12-‐foot wide bikeway is being built.
• Because the US 36 corridor is intended to provide travelers with safe and effective choices on how they get where they need to go, the bikeway will be built with comfort and safety in mind.
• The bike path is completely separate from the highway, and will have 2-‐foot-‐wide shoulders and 6-‐
inch thick concrete for a smooth, comfortable ride.
• Bikeway runs adjacent to US 36 between 80th Avenue in Westminster all the way to Table Mesa Drive in Boulder.
• In areas where the bikeway is directly adjacent to the highway, barrier will be installed to protect bicyclists and motorists alike.
• The bikeway is designed to tie into existing trail system along the corridor, making access easy.
• New wayfinding signage will be installed to direct bicyclists.
• At-‐grade crossings at major intersections were eliminated, where possible, during design. The only at-‐grade crossings are at Sheridan Boulevard and Church Ranch Boulevard.
• Grade-‐separated bikeway crossings will be at: o 92nd Avenue o Westminster Boulevard o BNSF Railroad o Uptown Avenue o 120th Avenue o Wadsworth Parkway o East Flatiron Circle o West Flatiron Circle o Interlocken Loop
o 88th Street o Coal Creek o McCaslin Boulevard o Cherryvale Road o Avista Hospital o East of Davidson Mesa o South Boulder Creek
• It will be maintained by the local jurisdictions and will adhere to their standards, including sweeping, striping, snow and ice removal.
• The bikeway will be constructed in phases throughout the corridor, and will open to the public at the same time as the highway – Phase 1 in 2015 and Phase 2 in 2016
6
Bridges
• There are 11 bridges being either replaced or widened as part of Phase 1 and 2 of the Project. o There are eight bridges on Phase 1 and three on Phase 2.
• Full replacements:
o Wadsworth Parkway o Uptown Avenue (112th Avenue) o Sheridan Boulevard o US 36 bridge over the Burlington Northern Santa Fe Railway o US 36 bridge over Lowell Boulevard o Coal Creek bridge (Phase 2)
• Widening and/or rehabilitated:
o Westminster Promenade o East Flatiron o West Flatiron o McCaslin Boulevard (Phase 2) o South Boulder Creek (Phase 2)
• McCaslin Boulevard is being replaced with a Diverging Diamond Interchange, at the request and
payment from the Louisville and Superior communities. RTD also contributed funding to the DDI.
• Two bridges in Phase 1 (Wadsworth Parkway and Uptown Avenue/112th Avenue) were funded by the Colorado Bridge Enterprise, which replaces bridges throughout the state that are designated as structurally deficient or functionally obsolete and rated “poor.”
• The CBE was formed in 2009 as part of the FASTER (Funding Advancement for Surface Transportation and Economic Recovery) legislation.
7
Bus On Shoulder
• As part of the US 36 Express Lanes Project, 12-‐foot shoulders are being built on the inside and outside of the highway.
• To take advantage of this wide shoulder, the Regional Transportation District (RTD) and the Colorado Department of Transportation (CDOT) are implementing a new Bus On Shoulder (BOS) program that allows the local buses to operate on the outside shoulders on US 36.
• Local buses will be allowed to use the shoulders once the US 36 Express Lanes Project is complete in January 2015. Express buses will use the Express Lane.
• The BOS program is successful in many cities throughout the United States, but this is the first time for Colorado. CDOT and RTD have researched other agencies that are using this program to develop the most effective and safest program for Colorado.
• RTD and CDOT see this as an additional way to make the corridor more efficient for drivers and bus riders.
• Buses on US 36 can drive on the shoulders under these conditions: o The traffic speed on the general purpose lanes is less than 35 mph, which can include any
time there is congestion -‐-‐ not just during morning and afternoon peak travel times. o While using the shoulder, the bus cannot exceed the speed of general purpose traffic by
more than 15 mph, with the maximum speed being 35 mph. o If general purpose traffic is stopped, the bus speed cannot exceed 15 mph. o Drivers must exercise best judgment in considering the safety of other motorists as well as
bus passengers. o Bus speeds may be reduced if there is water, snow or ice present. o Bus drivers must yield to any vehicle entering the shoulder as well as any vehicle merging
or exiting at an interchange.
• Buses will be allowed to remain on the shoulder and bypass certain interchanges and ramps that do not have transit stops. This approach is safely practiced in Minnesota and other cities with much success.
• All RTD drivers operating buses on a corridor with BOS will be required to take mandatory training for BOS operations before driving on the shoulder.
• Static signage will be installed on the sides of US 36 and on-‐ramps to inform the general public and help direct buses.
• If there is an obstruction (e.g. cars, debris, accident, snow) on the side of the highway that blocks the shoulder, the bus will need to re-‐enter general purpose traffic to go around the obstruction.
• Static signage will be installed on the sides of US 36 and on-‐ramps to inform the general public and help direct buses.
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Bus Rapid Transit
• Bus Rapid Transit (BRT) along US 36 and the Northwest Rail Line to Longmont are part of the Regional Transportation District’s FasTracks' 2004 voter-‐approved plan.
• The BRT service on US 36 is designed to improve overall efficiency of the transit network and provide reliable bus travel times for users.
• BRT combines the quality of rail transit and the flexibility of buses.
• The US 36 Express Lanes Project is a collaboration between the Colorado Department of Transportation (CDOT) and RTD.
• • BRT is part of the US 36 Express Lanes Project and will run in the Express Lanes.
• The line encompasses 18 miles of express and high frequency bus service between Denver Union
Station and Boulder, passing through Westminster, Broomfield, Superior and Louisville.
• The line's six stations include U.S. 36•Westminster Center; U.S. 36•Church Ranch; U.S. 36•Broomfield; U.S. 36•Flatiron; U.S. 36•McCaslin; and U.S. 36•Table Mesa.
• BRT elements at the stations include enhanced shelters with canopies, ticket vending machines and programmable information displays.
• BRT will have a 4-‐12 minute service frequency in the a.m. and p.m. peak periods, and 15-‐20 minute frequency in the off-‐peak periods.
• BRT project began in 2001 as part of the U.S. 36 Major Investment Study on BRT and commuter rail technologies.
• The project's first phase was the first element of the FasTracks program to be completed in May 2010, and included new bus pullouts and a pedestrian bridge at U.S. 36•McCaslin; a new Park-‐n-‐Ride and bus pullouts at U.S. 36•Church Ranch; and a new Park-‐n-‐Ride, bus pullouts and pedestrian bridge at U.S. 36•Broomfield.
• The project also includes the Table Mesa pedestrian bridge; bus bypass lanes at Sheridan, Church Ranch, McCaslin and Interlocken & 96th; transit signal priority at intersections; and branded BRT vehicles.
• RTD committed $120 million for managed lanes to 88th Street and $15 million for managed lanes to the U.S. 36•Table Mesa Park-‐n-‐Ride in Boulder.
• The BRT service will provide an additional modal choice for the residents in the northwest region.
• RTD’s BRT service will travel at highway speeds—or above travel speed in the general purpose lanes—for most of the route.
9
Commercial Vehicle Surcharges
• A surcharge will be added to the toll price of all commercial vehicles with more than four axles who are traveling in the Express Lane.
• The $25 surcharge will be charged at each toll point.
• There are eight toll points between Table Mesa Drive in Boulder and downtown Denver, which can total $200 for the entire distance.
• This surcharge is applied to all commercial vehicles with more than four axles, no matter how many passengers are in the vehicle.
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Design-‐Build • Design-‐Build is a project delivery method where construction and design are being done
simultaneously.
• Design-‐Build is an alternative to design-‐bid-‐build. Under the latter approach, design and construction are split -‐-‐ separate entities, separate contracts, separate work.
• After completion, the agency operates and maintains the facility/system.
• Owner/agency benefits to using Design-‐Build: o Faster delivery — collaborative project management means work is completed faster with
fewer problems. o Cost savings — an integrated team is geared toward efficiency and innovation. o Better quality — design-‐builders meet performance needs, not minimum design
requirements, often developing innovations to deliver a better project than initially imagined.
o Singular responsibility — one entity is held accountable for cost, schedule and performance. o Decreased administrative burden — owners can focus on the project rather than managing
disparate contracts. o Reduced risk — the Design-‐Build team assumes additional risk. o Reduced litigation claims — by closing warranty gaps owners virtually eliminate litigation
claims.
• Practitioner benefits to using Design-‐Build: o Higher profit margin — an integrated team is fully and equally committed to controlling
costs. o Decreased administrative burden — Design-‐Build streamlines communication between
designers and builders. o Reduced litigation — a Victor O. Schinnerer benchmarking and claims study shows that
from 1995-‐2004, only 1.3% of claims against A/E firms were made by Design-‐Build contractors.
o Increased market share— more and more owners choose Design-‐Build.
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Diverging Diamond Interchange
• As part of the US 36 Express Lanes Phase 2 Project, a Diverging Diamond Interchange is being built and will replace the current McCaslin Boulevard intersection.
• A Diverging Diamond Interchange (DDI) crosses traffic to the opposite side of the road across an interchange so vehicles have unimpeded movement onto the freeway ramps.
• The DDI maximizes the use of the existing infrastructure (including the McCaslin bridge structure
over US 36) to accommodate bicycle and pedestrian mobility, maintain transit connectivity and foreseeable demand.
• Other benefits of a DDI include:
o Left-‐turn movements, which are a typical challenge with standard four-‐way interchanges, are eliminated with a DDI.
o Reduces delays using a two-‐phase signal as opposed to traffic signals. o Requires fewer lanes but can handle more traffic capacity. o Reduces conflict points at intersections. o Shortens pedestrian crossings. o Increases left-‐turn capacity. o Eliminates wrong-‐way entry to ramps. o Costs less than a typical free-‐flow interchange.
• Based on the projected capacity of the McCaslin interchange, these improvements are necessary to
extend the operational life of the interchange.
• The DDI will be paid for by the City of Louisville, the Town of Superior and the Regional Transportation District (RTD).
• The McCaslin DDI will be the third DDI in Colorado, and as of May 2014, there are 34 DDIs in the
country.
• The McCaslin Boulevard DDI will be complete in early 2016.
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Express Lanes
• Express Lanes are multi-‐purpose lanes used by Bus Rapid Transit (BRT), High Occupancy Vehicles (HOV 3) and tolled vehicles.
• If you are riding the bus or are in a car with three or more people, you can use the Express Lane for
free.
• If you are riding in a car with less than three people, you can either choose to stay in the general purpose lane for free, or pay a toll to use the Express Lane.
• By allowing only BRT, HOV 3, and tolled motorists to use the Express Lanes, travel time will be
more reliable as less people will use that lane than if solo and HOV 2 drivers were also allowed to use it for free.
• RTD has been guaranteed that its buses will be able to maintain a minimum average speed of 50-‐55
mph within the corridor.
• Toll collection on US 36 will be similar to what already exists on I-‐25 near downtown Denver. Drivers will have transponders attached to their windshields, which will be scanned and charged every time they use the Express Lanes, unless they have three or more people in their car.
• If they have three or more people (HOV3), they will be required to switch their Switchable HOV
Transponder to show “HOV” before getting into the Express Lane to avoid being charged for using the lanes.
• Toll amounts will rise and fall with traffic volume, depending on the time of day.
• The exact range of toll prices for US 36 has not yet been established but they will be between $4 and
$6 each way between Denver and Boulder, for transponder users.
• Should you decide not to use the Express Lane, there are still two general purpose lanes available for use free of charge.
• Express Lanes are currently in place on I-‐25 and are being built in each direction of US 36 between
Denver and Boulder.
• Express Lanes are also being built in each direction on I-‐25, between US 36 and 120th Avenue. The I-‐25 project will be complete by early 2016.
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Funding
• The US 36 Express Lanes Project is a $497 million project.
• Phase 1 is $317 million and Phase 2 is $180 million.
• Funding is provided through a variety of sources, including the Regional Transportation District (RTD), Denver Regional Council of Government (DRCOG), Colorado Bridge Enterprise, Transportation Investment Generating Economic Recovery (TIGER) grants, High Performance Transportation Enterprise (HPTE), Transportation Infrastructure Finance and Innovation Act (TIFIA) loans, local government and through the private partner.
• Funding is broken down in the table below. Phase 1
(in millions) Phase 2
(in millions) Total
(in millions) RTD $124.0 $18.5 $142.5 DRCOG $46.6 $15.0 $61.6 CDOT (including Bridge Enterprise)
$77.7 $15.0 $92.7
HPTE (including TIGER Grant)
$10.0 -‐-‐ $10.0
Plenary Debt & Equity (including TIFIA 1 & 2)
$54.0 $120.0 $174.0
Local Government $5.6 $11.0 $16.6 Total $317.9 $179.5 $497.4
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High Performance Tolling Enterprise (HPTE)
• In 2009, the High Performance Transportation Enterprise (HPTE) was formed to aggressively pursue innovative ways of more efficiently financing important transportation projects.
• The HPTE operates as a government-‐owned, independent business within CDOT.
• HPTE helps CDOT determine the best ways to pay for transportation and infrastructure, whether that is by traditional means or innovative solutions like public-‐private partnerships.
• Innovative means of financing projects include, but are not limited to, public-‐private partnerships, operating concession agreements, user fee-‐based project financing, and availability payment and design-‐build contracting.
• HPTE helps evaluate the pros and cons of each financial arrangement and the financial impacts of maintaining what is built.
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HOV 3
• Currently, Express Lanes and High Occupancy Vehicle (HOV) lanes in Colorado allow free access for carpools with just one passenger.
• By no later than 2017, all Express Lanes will require two passengers along with the driver. This
requirement is referred to as HOV 3.
• One of the triggers for determining HOV 3 prior to 2017 is the traffic capacity in these lanes.
• HOV 3 has been implemented in other cities throughout the country and will become the standard in Colorado.
• HOV 3 is necessary to ensure the Express Lanes do not become overly congested and to provide reliable travel times for carpoolers, buses and drivers who choose to pay a toll.
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License Plate Tolls (LPT)
• Instead of using a Switchable HOV Transponder, ExpressToll Sticker Tag or Transponder, Express Lane users can choose to be charged via the License Plate Toll.
• Anyone without a Switchable HOV Transponder, or without the Switchable HOV Transponder in the correct “HOV” position, will be tolled even if there are three people in the vehicle. The toll can come through their existing online account or through License Plate Toll if an ExpressToll account is not established.
• The License Plate Toll bill will be sent to the registered owner of the vehicle.
• If you choose to be tolled through your license plate, you will incur a higher toll rate than transponder users, adding an additional $2.50 to $20 to the toll price to your trip, depending on how far you travel in the Express Lane.
• The surcharge will be $2.50 per each toll gantry – eight total along US 36 and I-‐25 between Table Mesa Drive in Boulder and downtown Denver.
• License Plate Tolls can be avoided by using the ExpressToll Sticker Tag or Transponder, or the Switchable HOV Transponder.
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Noise Walls
• Noise walls are the most common barrier used to reduce highway noise, not eliminate it altogether. They reduce noise by blocking the direct travel of sound waves from a highway to adjacent homes, forcing the waves over the top or around the wall.
• The US 36 Express Lanes Project is building concrete noise walls where noise impacts can be effectively reduced.
• A noise wall must provide a noise decrease of at least five decibels. As noise levels at three decibels
or less are generally not perceivable, it is not necessary to construct a noise wall that gives only a one or two decibel benefit to adjacent properties.
• The noise walls that are being constructed on the US 36 Express Lanes Project are not being built as
one continuous wall, but will be built in segments in the following locations: o Federal Boulevard to 80th Avenue o 80th Avenue to Sheridan Boulevard o Sheridan Boulevard to Church Ranch Boulevard o West Flatiron Crossing
• To begin construction on the permanent concrete noise walls, crews first had to remove the old wooden noise walls in the spring 2013.
• The new concrete noise walls will be complete by winter 2014.
• In some of the areas where new noise walls are being built, temporary wooden noise walls were provided to reduce some noise during the construction period.
• However, due to utility conflicts or a lack of CDOT right-‐of-‐way, not all areas near the project have
been provided with temporary noise walls.
• In areas where temporary wooden noise walls has not been possible, the contractor has made constructing new permanent concrete noise walls a priority.
• The new noise walls on the US 36 Express Lanes project will be concrete, and color and finishes of
the walls vary throughout the corridor depending on the city.
• It is important to note that as noise levels decrease with distance, there is a point at which noise barriers are no longer effective.
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Northwest Area Mobility Study
• In partnership with the Colorado Department of Transportation (CDOT) and local jurisdictions, the Northwest Area Mobility Study was tasked with developing a list of mobility improvements for the Northwest area of the Regional Transportation District's (RTD) service area.
• The goal was to determine if there is a more cost-‐effective way to improve mobility in the area that could be implemented sooner than current projections for when RTD could complete the Northwest Rail Line to Longmont.
• The study looked at five key areas: o Phased construction of the Northwest Rail Line from Denver to Longmont – Evaluate phased
construction segments and/or operational plans. o Feasibility of extending the North Metro Rail Line to Longmont – Determine whether
extending the North Metro commuter rail line to Longmont is better than serving Longmont via Northwest Rail
o US 36 Bus Rapid Transit Commitments – Evaluate how new arterial BRT routes could improve mobility and connect to the phased construction of commuter rail and US 36 BRT.
o Feasibility of new arterial BRT lines – The study is evaluating potential Bus Rapid Transit (BRT) routes on arterial streets in the northwest area.
o Analysis of the reverse commute between Denver Union Station and US 36 – The study includes a high-‐level analysis of the current and future reverse-‐commute (Denver to Boulder in the a.m., Boulder to Denver in the p.m.) challenges on I-‐25 between US 36 and Denver Union Station and identification of potential improvements.
• Entities participating in the study were 36 Commuting Solutions and North Area Transportation Alliance; the cities of Arvada, Boulder, Broomfield, Lafayette, Longmont, Louisville, Superior and Westminster; Boulder County; Colorado Department of Transportation, the Denver Regional Council of Governments and the University of Colorado–Boulder.
• The study began in spring 2013 and was completed in June 2014.
• RTD staff recommended the following to the RTD Board of Directors: o US 36 Bus Rapid Transit (BRT) – Complete remaining FasTracks-‐funded US 36 BRT
commitments. o Two Priority Arterial BRT Corridors: Conduct advanced planning and design of arterial BRT
on Colorado 119 and US 287. New funding must be identified for these and other arterial BRT corridors.
o I-‐25 Reverse Commute Solutions – Work with the Colorado Department of Transportation to evaluate I-‐25 reverse commute solutions between Denver Union Station and Pecos Street.
o Northwest Rail – Annually evaluate strategies to accelerate implementation of Northwest Rail, while recognizing it is a longer term goal.
o Additional Arterial BRT – Consider implementing additional arterial BRT/enhanced bus corridors (Colorado 7, South Boulder Road, 120th Avenue, Colorado 42/95th Street and 28th Street/Broadway).
• The RTD Board of Directors adopted the recommendations of the Northwest Area Mobility Study June 24, 2014.
19
Northwest Rail Line
• The Northwest Rail Line is the Regional Transportation District’s 41-‐mile commuter rail project from Denver Union Station to Longmont.
• The project is part of the 2004 voter-‐approved FasTracks program.
• The Northwest Rail Line has always been part of the FasTracks plan, along with the US 36 Bus Rapid Transit Project. They are separate projects and were always intended to be so.
• The diesel commuter rail corridor that would operate between Denver Union Station and Longmont, passing through north Denver, Adams County, Westminster, Broomfield, Louisville, Boulder and Boulder County.
• Through an Environmental Evaluation (EE), that was completed in 2010, the Northwest Rail Line was identified as the best way to provide high-‐quality, reliable transit service to the area while improving travel times and enhancing access to jobs, recreation and entertainment.
• The line's seven proposed stations are: Westminster (under construction), Church Ranch, Flatiron, Louisville, Boulder Junction at Depot Square, Gunbarrel and Downtown Longmont.
• In 2012, construction of first 6.2-‐mile electrified segment between Denver Union and Westminster stations began as part of the Eagle P3 project set to open in 2016.
• A total of 4,393 new parking spaces will be built as part of the project.
• Service frequency will be 60 minutes in off-‐peak times and 30 minutes in peak travel times.
20
Phase 1
• The US 36 Express Lanes Project is a multi-‐modal, two-‐phase project led by the Colorado Department of Transportation (CDOT), Colorado High Performance Transportation Enterprise (HPTE), and Regional Transportation District (RTD).
• Phase 1 reconstructs 11 miles of US 36 from Federal Boulevard in Westminster to 88th Street in Louisville/Superior.
• CDOT selected the Ames Granite Joint Venture team as the design-‐build contractor for the $317 million project in April 2012.
• Construction began on the project in July 2012.
• Project elements include:
o Adding an express lane in each direction of US 36 for Bus Rapid Transit (BRT), High Occupancy Vehicles (HOV) and tolled Single Occupancy Vehicles (SOV);
o Reconstructing existing pavement on US 36 and widen the highway to accommodate 12-‐foot wide inside and outside shoulders;
o Replacing the Wadsworth Parkway, Wadsworth Boulevard (at 112th Avenue), Lowell Boulevard and Sheridan Boulevard bridges, and the US 36 bridge over the Burlington Northern Santa Fe Railway.
o Making improvements to the Westminster Promenade, and East and West Flatiron bridges; o Adding Bus Rapid Transit (BRT) improvements, including new electronic display signage at
stations and bus priority improvements at ramps. The improvements also will allow buses to operate on the shoulders of US 36 between interchanges to decrease bus travel time;
o Installing Intelligent Transportation Systems (ITS) for tolling, transit and traveler information, and incident management;
o Installing a separate commuter bikeway along much of the corridor; and o Improving RTD stations along the corridor, including new canopies with enhanced weather
protection.
• Phase 1 of the project will open to the public in 2015.
21
Phase 2
• The US 36 Express Lanes Project is a multi-‐modal, two-‐phase project led by the Colorado Department of Transportation (CDOT), Colorado High Performance Transportation Enterprise (HPTE), and Regional Transportation District (RTD).
• Phase 2 completes improvements to five miles of US 36 from 88th Street in Louisville/Superior to Table Mesa/Foothills Parkway in Boulder.
• CDOT selected Plenary Roads Denver in April 2013 as the concessionaire for Phase 2 of the US 36 Express Lanes Project.
• CDOT and HPTE entered into a 50-‐year agreement with Plenary Roads Denver who will construct
Phase 2 of the US 36 corridor.
• Phase 2 includes:
o Constructing an Express Lane in each direction of US 36 between 88th Street and Table Mesa for Bus Rapid Transit (BRT), High Occupancy Vehicles (HOV) and tolled Single Occupancy Vehicles (SOV);
o Reconstructing two general purpose lanes in each direction between 88th Street and Table Mesa;
o Widening the highway to accommodate 12-‐foot-‐wide inside and outside shoulders;
o Replacing the Coal Creek Bridge and rehabilitating and widening the South Boulder Creek bridge and widening the McCaslin Boulevard bridge to accommodate a diverging diamond interchange (DDI);
o Adding Bus Rapid Transit (BRT) improvements, including new electronic display signage at stations and bus priority improvements at ramps. The improvements also will allow buses to operate on the shoulders of US 36 between interchanges to decrease bus travel time;
o Installing Intelligent Transportation Systems (ITS) for tolling, transit and traveler information, and incident management;
o Installing a separate commuter bikeway along the rest of the corridor; and
o Improving the RTD station at McCaslin Boulevard.
• Plenary Roads Denver will also operate and maintain the entire US 36 corridor between I-‐25 and Table Mesa for the next 50 years, as well as the I-‐25 Express Lanes between Downtown Denver and US 36.
• Phase 2 of the project will open to the public in 2016.
22
Plenary Roads Denver
• Plenary Roads Denver is led by Plenary Group, an international infrastructure business with expertise with public-‐private partnerships, with partners Ames Construction and Granite Construction, HDR Engineering and Transfield Services for maintenance.
• Plenary Group is the developer and consortium/equity lead for the project. As consortium lead, their role is to guarantee on-‐time and on-‐budget delivery of the project, as well as guaranteeing performance of the roadways and service levels over the 50-‐year concession.
• In 2013, they were selected to design, build and finance Phase 2 of US 36, and to operate and maintain Phase 1 and 2 and the I-‐25 Express Lanes to Denver.
23
Public Private Partnership (P3)
• Public-‐Private Partnerships (P3s) are one of the financing tools that the High Performance Transportation Enterprise (HPTE) looks at to help fund important transportation alternatives.
• A P3 partner may participate in financing, designing, building, operating and/or maintaining a proposed transportation project in return for toll revenue or annual performance payments.
• All P3 partnerships include secure long-‐term performance guarantees for fixed price.
• A few of the benefits to P3s are accelerated construction schedules, larger scopes, more innovation, less risk for taxpayers and guaranteed performance over time. That’s because the private entity invests over the whole life of the project, including all infrastructure upgrades needed and with long-‐term performance requirements.
• Private partners invest in public transportation alternatives in return for toll revenue or annual performance payments, which guarantee they will maintain the roadway over time to meet specific performance standards.
• In a P3 agreement, the state retains all ownership.
• On US 36, Plenary Roads Denver is the public-‐private partner, or concessionaire. They will design, build and finance Phase 2 of US 36 Express Lanes, and operate and maintain Phase 1 and 2 of US 36, and the I-‐25 Express Lanes for 50 years.
• Types of P3s: o Design-‐Build-‐Maintain (DBM)
§ This is similar to Design-‐Build except the private sector also maintains the facility/system. The public agency retains operation of the facility.
o Design-‐Build-‐Operate (DBO) § This is similar to Design-‐Build. Upon completion, the title to the facility/system is
transferred to the public agency while the private sector operates the facility for a specified period of time.
o Design-‐Build-‐Operate-‐Maintain (DBOM) § The public agency contracts with the private sector to design, build, operate and
maintain the facility/system for a specific period of time. At the end of that period, the operation and maintenance are transferred back to the public agency.
o Design-‐Build-‐Finance-‐Operate-‐Maintain (DBFOM) § The public agency contracts with the private sector to design, build, finance, operate
and maintain a facility/system under a long-‐term lease agreement. At the end of that timeframe, operations and maintenance will be provided by the public agency.
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Schedule
• The US 36 Express Lanes Project broke ground in July 2012 on Phase 1 and on Phase 2 in October 2013.
• Phase 1 will be complete in May 2015, and Phase 2 in early 2016.
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Tolling
• On US 36, the Express Lanes will have a toll option so cars with one or two people can choose to pay a toll to use the lanes.
• Toll prices will fluctuate depending on the time of day. For example, there will be increased toll prices during peak morning or evening traffic to ensure the lane remains a free-‐flowing alternative for travelers.
• Overhead signs will tell you exactly how much you will pay for your trip.
• No one will be forced to pay a toll. Two general purpose lanes will always be available for free.
• Tolls can only be raised with approval of the High Performance Transportation Enterprise (HPTE).
• All tolls will be collected via transponders installed in vehicles, or by license plate recognition.
• The exact range of toll prices for US 36 has not yet been established but they will be between $4 and $6 each way between Denver and Boulder, for transponder users.
• A surcharge will be added to the toll rate for use of the license plate recognition system.
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Transponder
• On the US 36 Express Lanes, HOV drivers will need a new Switchable HOV Transponder to avoid paying a toll. If cars are carrying three or more people and switch their new transponder to the red “HOV” position, they will be able to use the Express Lanes for free.
• Drivers will also be able to use a Switchable HOV Transponder, or the current Express Toll Transponder, to pay a discounted toll for using the lanes with fewer than three people in the car. The Switchable HOV Transponder would have to be switched to the green “TOLL” Position.
• The Switchable HOV Transponder can be used on I-‐25, US 36 and E-‐470, however there is not a free option on E-‐470 since the entire highway is a toll road.
• If you choose not to use the transponder options, you will be tolled through License Plate Toll at a higher rate. A bill will be sent to the registered owner of the vehicle. The License Plate Toll surcharge could add $2.50 to $20 to your trip, depending on how far you travel in the Express Lane. See License Plate Toll for more information.
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Workforce Development
• The Workforce Development Program is a federal program that helps train general craft field
employees and professional service employees who are just beginning careers in the construction and transportation industry.
• Ames Granite Joint Venture, with the US 36 Express Lanes Project, has a goal of 14 percent of Workforce Development Program participants on Phase 1 and nine percent of Workforce Development Program participants on Phase 2.
• Applicants who qualify for the program are at a beginning stage and can train as either professional
service employees or general craft employees. o The professional service employee program can take anywhere from 2,000 to 8,000 hours
to complete. These employees support the project in a variety of tasks such as quality assurance, inspection, materials testing, accounting, document control, public information, computer aided drafting and engineering.
o The general craft program takes about 2,000 hours to complete. General craft employees include equipment operators, drivers, carpenters, and other workers that aid with operations in the field.
• Some applicants who qualify for Workforce Development are pulled from the Regional Transportation District’s (RTD) Workforce Initiative Now (WIN) program, which similarly helps job seekers, companies and local communities through the creation of career opportunities in the transportation and construction industries.
o Other applicants are recruited through the Colorado Contractor’s Association or through local job fairs
• Through this program, the US 36 Express Lanes Project has put nearly 250 people to work in the
Denver-‐metro region.
• To date, the US 36 Express Lanes Project has graduated 18 employees from the program who have completed all of their training hours.
