Attached hereto findthepublicportionoftheunsolicited proposal ......AECOM 232 ThirdStreet; Suite 201...

LOUISIANA DEPARTMENT OFTRANSPORTATION £ DEVELOPMENT

Office of the SecretaryPO Box94245 | Baton Rouge, LA 70804-9245ph: 225-379-1009 | fx: 225-379-1851

Bobby Jindal, GovernorSherri H. LeBas, P.E., Secretary

Honorable Karen St. Germain, ChairLouisiana Transportation AuthorityLouisiana State Capitol900 North Third Street

Baton Rouge, LA 70802

January 12,2015

Distribution via Email

RE: Proposal to Develop Project as a Public Private PartnershipBUMP (Baton Rouge Urban Renewal and Mobility Plan)

Dear Representative St. Germain:

Attached hereto find the public portionof the unsolicited proposal submitted by AECOMforBUMP (Baton Rouge Urban Renewal and Mobility Plan). Under the LTA PPP Guidelines, theproposal was delivered to LADOT with the proposal review fee. To assist the LTA, DOTD hasassigned two project managers to this matter, Jeffery Burst, P.E. and Nicholas Olivier, P.E.

The proposal will be presented and a general overview of the unsolicited proposal processdiscussed at the next LTA meeting scheduled for January 15,2015.

SHL/CLD:cd

Attachments

c: Senator AdleySenator Alario

Representative MorrisJackie Adcock

Ruth Johnson

Paul Sawyer

With kindest regards,

Sherri H. LeBas, P.E.

Louisiana Department of Transportation & Development 11201CapitolAccess Road [ BatonRouge, LA 70802 | 225-379-1232An Equal Opportunity Employer | ADrug-Free Workplace | Agencyof Louisiana.gov | dotd.la.gov

f^Mm\m\JK*m

December 29, 2014

Karen St. Germain

Chair

Louisiana Transportation Authority

Sherri LeBas, PE

Secretary

Louisiana Department of Transportation and Development1201 Caoitoi Access Road

Baton Rouee, LA 70802

AECOM

232 ThirdStreet; Suite 201 225.751.3012 te!

Baton Rouge, LA 70801 225.755.1597 faxwvvw.aecom.com

Subject: Baton Rouge Urban Renewal and Mobility Plan (BUMP) -

Proposal to Develop the Project as a Public Private Partnership.

Dear Ms. St. Germain and Ms. LeBas:

Congestion on 1-10 across the Mississippi River and through the core of Baton Rouge is perhaps Louisiana's mostpressing traffic issue, This traffic congestion not onlysignificantlyaffects the daily quality of lifefor residents but alsois a factor in the economic development of our region.The latter is particularly important giventhat we are on thecusp ofa $100 billion petrochemical industry expansion in South Louisiana and this expansion program will requiregood transportation service to reach full potential.

With a pressing need for transportation system improvements in mind, AECOM has identified a plan to help relieve1-10 congestion by providing a new free flowtollway (60-70 mph) linking the regional interstate systems on eachside of the Mississippi River. Under this proposal, the existing US 190/US 61 corridor will be utilized to connect 1-10

in West Baton Rouge Parish to 1-12 and i-10 in East Baton Rouge Parish.Traffic load will be shifted from the existingheavilycongested i-10 Mississippi River Bridgeto the existing underutilized US 190 Mississippi River Bridgejust 4.5miles upstream. Access to existingbusiness and other land uses along the corridor will be maintained through a freesystem of frontage roads using existing right of way.

We call this planthe BUMP-Baton Rouge UrbanRenewal and Mobility Plan. The BUMP, whileinspired bythe needfor improved regional mobility, also has been planned to provide an urban renewal stimulus for the older part of theUS 61/US 190 corridor north of Florida Boulevard in East Baton Rouge Parish. This corridor, once a vibrant primaryroute through our region, has not kept pace since the 1-10 system came on line in the 1960s and 1970s. We lookforward to a robust and comprehensive community engagement program to develop the plan for this renewal andother design features of the project.

How will the BUMP be accomplished? Louisiana passed legislation in 2003 (LouisianaTransportation Authority) and2006 (Public Private Partnership) with the primary purpose to facilitate the development of projects such as theBUMP. Taking advantage of this, AECOM has prepared a Public-Private Partnership (P3) proposal, attached, whichidentifies a path to finish planning then construction and operations of the BUMP. Our plan is to have the completedfacilityfullyopen to traffic in 2022. We invite you to consider our proposal and look forward to working with you tomove the BUMP forward to reality.

AECOMBaton Rouge Urban Renewal and Mobility FlanProposal to Develop the Project as a Public Private Partnership

Although significant benefits will accrue from the BUMP, our region's transportation needs cannot befullyaddressed byjust one project. Numerousother projects such as widening 1-10 through the urban core and newMississippi RiverBridges have been discussed over the previous 20 years to help relieve the 1-10 issues. The BatonRouge Loop also has been proposed.These projectsshouldcontinueto be developed as part ofa comprehensiveplan to address regional traffic issues.

In accordance with LTA P3Guidelines, AECOM has attached withits proposal a cashier's checkfor the requiredsubmittal fee. Should you have any questions about our P3 proposal, please do not hesitate to call.

Very truly yours,

AECOM

/

/Robert Schmidt, PE, PTOE

Louisiana Transportation Leader

<ri—/; MjA*--

Sia Kusha

Alternative Delivery Leader

M mmf*f\§LA Baton Rouge Urban Renewal and Mobility PlanJUL m. * JMwu Proposal toDevelop the Project asa public Private Partnership

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AECOM herewith presents an unsolicited proposal forthe BUMP project with appropriate information inaccordance with Section 3.2,1 of the LTA PPP Guidelines.

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Baton Rouge Urban Renewal and Mobility PlanProposal to Develop the Project as a Public Private Partnership

Table of Contents:

0. Introduction 1

a. Project Need 1b. BUMP Design Concept 3

1. Topographic Map 4

2. Description of Project 5a. Project Vision 5

b. Design Concept , 6i. Project Limits and Description 6ii. Project Segmentation and Independent Utility 7iii. SlU 1 Typical Section 8iv. Interchange Locations and Types 8

c. Operations 9i. Traffic Flow 9

ii. Toll System 10

d. SlU 1 Cost 10

3. Project Schedule 11

4. Property Acquisition Plan 12

5. Local Transportation Plans 13

6. Needed Permits and Approvals 15

7. Utilities 16

8. Project Finance, Delivery, and Operations 17

9. Points of Contact 18

10. Public Purpose 19

11. Proposal Review Fee 21

12. Additional Material 22

Figures and Tables:

Figure B-0. Existing Issues on the 1-10System 2

Figure B-1. BUMP Project 4

Figure B-2. BUMP Project Limits 6

Figure B-3. BUMP Segments of Independent Utility 7

Figure B-4. BUMP Typical Section 8

Figure B-5. BUMP SlU 1 Interchange Locations and Types.,.9

Figure B-6. Dallas North ToUway and Existing US 61(Airline Highway) Baton Rouge 10

Figure B-7. Project Development and Delivery Schedule... 11

Figure B-8. BUMP in Relationship to ProposedBaton Rouge Loop 14

MCOM

a. Project NeedBaton Rouge has two Mississippi

River Bridges. One is the "old bridge"on US 190, built duringthe Huey Longera, and the other is the "new bridge"on i-10, built in the 1960s. 1-10 hasbecome the nation's most highlytraveled coast-to-coast interstate. Its

significance as a national, freightcorridor and importance to theeconomy are documented in theNational 1-10 Freight Corridor Study. Atthe same time, 1-10 also has become

the Baton Rouge region's most pressingtraffic issue and possibly Louisiana'smost significant traffic concern giventhe importance of the 1-10system andthe level of congestion on the 1-10Mississippi River Bridge and approachfreeway sections on either side of theriver.

As congestion has grown on the1-10 system it has significantly affected


the quality of life of Baton Rouge andLouisiana residents, and is becomingmore and more recognized as an issueholding back economic growth of theCapital Region and Louisiana. A primeexample of both quality of life andgrowth impacts is on LA 1 south of 1-10.Residents of West Baton Rouge andIberville Parishes as well as employeesof the numerous petro-chemicalindustry plants along LA1 are faceddaily with overbearing trafficcongestion as they try to enter theoverloaded 1-10 system and cross theriver. There has been a notable lack of

development over time in theseParishes. Now, with the recently begun$100 billion proposed capital expansionof the petrochemical industry along theMississippi River between Baton Rougeand New Orleans plus other areas ofSouth Louisiana, there is concern that

the highway infrastructure may not beable to fully support and encouragethis growth, potentially foregoing some

of the economic benefits. With anylevel of expansion, congestion isexpected to increase with the influx ofadditional plant workers for near termconstruction activities and ongoingindustry operations.

The traffic numbers are telling:average daily traffic (Afisyonthe MOMississippi River Bridge has beenObserved recently to be 132,000vehicles per day (vpd) based onyear-long traffic counts from a 2012DOTD 1-10 study. This volume is beingfunneted by the 1-10 freewayapproaches onto a 4-lane bridge with 2auxiliary lanes. Neither the bridge itselfnor the approach freeway system,especially on the east side of the riverwhich has two ramp lanes in eachdirection through the 1-10/1-110interchange, has enough capacity toserve the demand. A typical mainlinefreeway segment of two lanes in eachdirection with typical peak hour and

AICOAfBaton Rouge Urban Renewal and Mobility PlanProposal to Develop the Project as a Public Private Partnership

directional flow percentages can beexpected to have a capacity ofapproximately 75,000 vpd. In the caseof 1-10 in Baton Rouge the capacity issignificantly less than this given the1-10/1-110 interchange and constrictedramp geometry.

Significant traffic queues occurdaily in both the eastbound andwestbound directions on 1-10. Many

times in the peak afternoon hourseastbound traffic will queue back asfar as the Gross Tete interchange, adistance of approximately 10 milesfrom the Mississippi River Bridge.

When traffic incidents occur on

1-10, which happens frequently, trafficcongestion is compounded greatlygiven there are no freeway alternativesto cross the river and the arterial

network in Baton Rouge is not designedto serve traffic diversions.

1-10 and 1-12 in the eastern suburbs

formerly served as metering sections

with regard to the amount and rate oftraffic that flows into the heart of the

urban area. Recent capacityimprovements to i-10 and 1-12 in the

eastern suburbs relieve congestion inthe suburbs but now deliver more

traffic to the heart of the urban area,thus exacerbating the trafficcongestion on 1-10 and across theMississippi River.

The 1-10traffic congestionchallenge has been recognized formany years. Helpful initiatives such asMotorist Assistance Patrols and

re-striping of existing lanes haveprovided some benefit. Nonethelessmajor traffic congestion remains.Numerous capacity improvementproposals have been considered to

help relieve the congestion, including:

• Widening i-10 and otherimprovements to 1-10through theheart of Baton Rouge from the bridgeto the 1-10/1-12 split

• Building a Baton Rouge Loop withnew Mississippi River Bridges bothnorth and south of !-10

• Improving surface streets on theeast side of the river to encourageless usage of 1-10 by local traffic

The utility of these projects withregard to providing 1-10traffic reliefacross the Mississippi River andthrough the heart of Baton Rougevaries and in some cases is verylimited. These proposals generally havenot been realized for various reasons

including lack of political and/orcommunity support, lack of funding,project right of way impacts,environmental impacts, etc. Whileagency leaders and others may nothave given up on these potentialimprovements, there is no relief seenon the near-term horizon.

Some of the existing 1-10issues arepresented on Figure B-0.

Routine incident

ManagementGridlock Region-wide

s J

#."& Existing Drtily%^ Interne

CongestionZones

* *

•t V -. \•% t -;

No Alternative •'.

Freeway/Sys ternRoutes Across River

Figure B-0. Existing Issues on the HO System,

'<BP^».

1-10 inner CityImprovementsPostponed

#

Additional A.M.

Peal Traffic Queues

"A

New Peak

Hour influx

Due to

i-IO Widening

New Peak

Hour influx

Due to

t-12 Widening

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While 1-10 is congested on a dailybasis the old bridge on US 190 parallelto i-10just4.5 miles upstream is vastlyunderutilized. ADT is just 25,000-30,000 vpd, based on DOTD's web-based published traffic counts, whilethe capacity is approximately 75,000vpd for a 4-tane free flow highway withtypical peak hour and directional splitfactors. A primary reason the trafficvolumes are so low relative to 1-10 is

that the US 190 bridge is not connectedto the freeway system and is not easilyaccessible from 1-10 or 1-12. In the

mid-afternoon hours on a typicalweekday, the average speed on the US61 arterial between the 1-110

interchange and 1-12 in Baton Rouge,which includes 18 traffic signals in adistance of 8 miles, has been measured

by AECOM to be 13 mph. As strange asit seems, it is easierto be stuck in

traffic on i-10 than it is to use the US

190 bridge and its congested signalizedarterial highway approaches.


b. BUMP Design ConceptGiven the extreme congestion on

1-10(with no relief in sight} and theunder-utilized old bridge just 4.5 milesupstream, AECOM conceived and has

provided development of the BatonRouge Urban Renewal and MobilityPlan (BUMP) as a means to use-existinghighway assets (including the existingUS 190 Mississippi River Bridge,existing interchanges, and existingright of way), improving them asappropriate, to provide near term reliefto existing congestion on the 1-10/1-12system and the US 61 corridor in East

Baton Rouge Parish. The BUMP will givedrivers an attractive free flow option toi-10 when crossing the MississippiRiver in Baton Rouge. In its simplestform, the BUMP project provides a newfree flow 60-70 mph toll road systemconnection from 1-10 en the west side

of the river, goes across the old bridge,and then ties to 1-110,1-12, and 1-10 on

the east side of the river. It providesthis new system, proposed to operateas all-electronic tolling, non-stop,while maintaining the existing "free"signalized arterial system in the US190/US61 corridor. Because it uses

available existing right of way, noresidential or business displacementsare anticipated.

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Figure B-1. BUMP Project.

The project is located in WestBaton Rouge and East Baton RougeParishes, as shown on Figure B-1,above.


AZCOMBaton Rouge Urban Renewal and Mobility PlanProposal to Develop the Project as a Public Private Partnership

if\

a. Project VisionThe BUMP vision is to improve the quality of life and

economic prospects of the residents of Baton Rouge byoffering fast, reliable travel around the region. This isaccomplished through a new route to connect East and WestBaton Rouge Parishes, both allowing 1-10 traffic to avoid thecongestion through the core urban area and across theMississippi River as well as relieving severe congestion onexisting US 61 in East Baton Rouge Parish.

The proposed project makes more efficient use of theexisting old Mississippi River Bridge and other infrastructureby providing and upgrading key connections to the regionalsystem. The BUMP provides a long-term alternative to thechallenge of congestion on the 1-10bridge including thepotential of congestion pricing use of the new capacity tomaintain fast and reliable travel, while maintaining theexisting "free" arterial.

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b. Design Concepti. Project Limits andDescription

The proposed BUMP project beginson 1-10 approximately 4 miles west ofthe LA415 interchange in West BatonRouge Parish and ends at 1-10 nearPecue Lane in East Baton Rouge Parish(or at another connection point to 1-10as may be identified during theplanning process). It is designed toprovide a second freeflow networkacross the river, providing analternative to the 1-10/1-12 systemthrough the Baton Rouge region. It tiestogether 1-10 and US 190 west of theriver with 1-110,1-12, and i-10 east of

the river. To gain perspective, theBUMP is approximately the same

distance from the Baton Rouge centralbusiness district (CBD) as is the 1-610

iooo from the Houston CBD.

2 Freeway SystemsAcross River

Figure B-2. BUMP Project Limits.


A proposed central feature of theBUMP is an Urban Renewal Zone (URZ)

in the older portions of the corridornorth of Florida Boulevard in East

Baton Rouge Parish. The URZ offersopportunities to help revitalize andstimulate redevelopment of the olderpart of the US 61 corridor andsurrounding neighborhood areas, inaddition, this part of the BUMP corridorwill offer excellent retail, distribution,

and other business opportunities thatare dependent on traffic counts andhigh type regional networkconnections. Potential opportunitiesfor the URZ within and adjacent to theright-of-way include:

• Enclosed drainage system (no openditches)

• Overhead utilities relocated

underground• Improved roadway lighting

• Continuous path along the corridor• Context sensitive features built into

the design of the new facility• Highest level of maintenance of the

corridor compatible with similar tollfunded roads

• A special district or districts createdby ordinance to cover the areasadjacent to the corridor that couldprovide tax incentives, zoningmodifications, enable bundling ofproperties, or other items toencourage redevelopment

The project is compatible with theproposed Baton Rouge Loop that woutdtie to 1-12 east of Walker when

constructed.

Refer to Figure B-2.

•• Proposed Baton Rouge Loop

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K"-oposed Baton Ftoiige Lo

mm a. ExistingUS1907US6i

( J ExistingRiver Bridge

Figure B-3, BUMP Segments of Independent Utility.

••-reject ^segmentation and

independent UtilityIt is proposed thatthe BUMP be

broken into two segments ofindependent utility (SlU). StU 1 will bethe first segment for implementationand is the focus of AECOM's P3

proposal. SlU 1 is from 1-10 in WestBaton Rouge Parish to just south ofJefferson Highway in East Baton RougeParish, a length of approximately 21mites. SlU 1, a functional stand-alone

project, is considered to have the most

immediate impact in relieving the 1-10Mississippi River Bridge, connecting1-10 west of the river to 1-110 and 1-12

east of the river, and also relievingexisting severe traffic congestion alongUS 61 in East Baton Rouge Parish.

SHJ-2as currently conceived wouldconnect from US 61 just south ofJefferson Highway to i-10 between theHighland Road interchange and PecueLane overpass. During the planningphase for SiU 2, other locations could

be identified to connect 1-10 to the

US61/BUMP corridor. SIU 2 woutd be

the second segment forimplementation after initiation of SIU 1.

See Figure B-3 BUMP Segments ofIndependent Utility.

AECOM

. biu "s iVDicat becticn

The primary proposed typicalsection forthe BUMP is shown in FigureB-4, representing the 200' wide SIU 1right of way section that exists fromCoursey Boulevard to the old bridge,about 10 miles. South of CourseyBoulevard to south of Jefferson

Highway, about 2 miles, the existingright of way is a minimum of 300' wide.

See Figure B-4 BUMP TypicalSection.

In West Baton Rouge Parish (SIU 1typical sections not shown) existingright of way will be used along 3 milesof US 190 immediately west of the oldbridge while new right of way withminimum 300' width is proposed to beacquired in open farmland to connect

i-10 to US 190, a distance of

approximately 3 miles.

Baton Rouge Urban Renewal and Mobility PlanProposal to Develop the Project as a Public Privat Partnership

-ocations ci no

1VHPQ

Both System Interchanges andService Interchanges will be providedalong the BUMP corridor. SystemInterchanges are considered freeway-to-freeway (or tollway) connections orother major regional networkinterchanges SIU1 System Interchangelocations are indicated below:

• I-10/BUMP West Baton Rouge (newdirectional interchange)

• US 190/BUMP West Baton Rouge(new free flow interchange)

• l-110/BUMP East Baton Rouge(existing4-level directionalinterchange)

• i-12/BUMP East Baton Rouge(existing cloverleaf interchange to beimproved)

When SIU 2 is implemented thiswould include the following additionalSystem Interchanges:

• US 61 South/BUMP (new free flow

interchange)• l-10/BUMP East Baton Rouge or other

location (new directional

interchange)

Service interchanges will provideconnections from the free flow tollwayto the parallel signalized frontageroads or directly to the crossing streetsas appropriate. Service interchangesprovide access to surroundingbusinesses and other land uses. Theywill be located periodically throughoutthe corridor as deemed appropriate asan outcome of the NEPA and

preliminary design process.Approximately 8 to 10 ServiceInterchanges are anticipated for theBUMP SIU 1 project.

Use Existing Right of Way (200' to 300')

34' 42'

NEW CAPACITY

TOLLLANES

I

42'

NEW CAPACITY

TOLLLANES

t t

jfa$$fpifflffi}Sfffi -idpifff^fefi^

34'

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figure B-4. BUMP Typical Section.

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Baton Rcuge Urban Renewal and Mobility PlanProposal to Develop the Project as a Public Private Partnership

New link (3 miles)Use existing US 190 old bridge- 2 miles

- $100 millic-i maintenance

project in progress-by DOTD

E& NewSystem Interchange

•p Existing 1-110 &1-12 System Interchanges

£•* New ServiceInterchange(Potential locations shown)

& Existing Service interchange -Modified

Figure B-5. BUMPSiU 1 Interchange Locations and Types.

Figure B-5 shows the SystemInterchange and potential ServiceInterchange locations, as well as otherfeatures of the BUMP SIU 1 project.Many of the Service Interchanges are inplace today (for example, JeffersonHighway north, Florida Boulevard,Greenwell Springs Road) and will beincorporated into the project. NewService Interchanges will be "slipramp" type interchanges connectingthe free flow tollway to the parallelsignalized arterial frontage roads,providing circulation and access toadjacent businesses and cross streets.

c. Operations

i. iratnc hlow

The BUMP concept is similar to

successful projects seen in Dallas-FortWorth, Houston, Los Angeles, andNorthern Virginia and increasinglyadopted by DOTs nationwide.

The BUMP will operate as twodifferent roadways in the samecorridor. One of the roadways will befree flow, with speeds of 60 to 70 mph,while the other roadway will be asignalized arterial with speed limitexpected to be 40 mph (effective speedlower than this due to signalizedintersections throughout the corridor).The signalized arterial portion of theBUMP is essentially the same type ofroadway that exists in the existing US61/US 190 corridor on the east side of

the river, but will be improvedoperationally due to the widerseparation of directional roadways,

Improve existingcorridor US 190tol-l2

- 13mile5 ^excludes old bridge.

improve existing1-12 interchange

V

ImproveAirline South

of 1-12

(3 miles)

new signal systems, and otherfeatures. The basic capacity of thecorridor will increase from

approximately 42,000 vpd (4 lanesignalized arterial) to approximately120,000 vpd (4 lane freeway plus 4 lanesignalized arterial.)These capacitiesare estimated using using typical peakhour, directional split, and cycle splitfactors.

interface from the free flow tollway

to surrounding land uses will be one oftwo ways; utilization of existinginterchanges such as Florida Boulevardor Greenwell Springs Road to accesscross streets (similar to today); or new"slip ramps" that deliver traffic fromthe free flow tollway to the parallelarterial road and then to adjacentbusinesses and other land uses.

One traffic circulation pattern that

will be different is the elimination of

median openings along Airline Drive.Vehicles will not be able to make direct

AECOMBaton Rouge Urban Renewal and Mobility PlanProposal to Develop the Project as a Public Private Partnership

Wife1' "Cr, pLFronU'te

gure B-S. Dallas North ToUway and Existing US61 (Airline Highway)Baton Rouge.

left turns across opposing traffic into adriveway, but instead will use the freeflow arterial u-turns provided inadvance of the signalized cross streetintersections. The effect for motorists

is that the distance traveled sometimes

will be farther, but the travel times will

be less due to the free flow nature of the

system (eliminates waiting in a left turnqueue at a traffic signal or for gaps inopposing traffic stream). The measuredmid-afternoon travel times in the

existing US 61 signalized corridor northof 1-12 are approximately 13 mph. Thefree flow nature of the new system

{60-70 mph) plus the adjacentsignalized arterials will providesignificant improvement to this.

This traffic circulation plan iscommonly employed in other urbanareas. An example of this type ofsystem is the Dallas North Tollway(DNT), shown in Figure B-6 alongsidethe existing US 61/Airline Highway inBaton Rouge. The DNThas many similarfeatures to the BUMP including itstypical section that fits within a 200'right of way, the same as the minimumavailable for the BUMP.

ii.Toll SystemToll system studies will be

performed to determine systemdetails. It is expected that the system

will operate as all-electronic tollcollection, allowing full-speed travelthroughout the corridor withoutstopping at a toll barrier. Payments areproposed to be made with pre-paidtransponders and/or invoice and pay bymail. This system will offer the optionof providing high level of service tocustomers at all times of day throughthe use of real-time traffic and travel

speed information to adjust toll pricesto. demand. Interoperabilityagreements with other states will beexercised.

d. SIU 1 Cost

Detailed cost estimates have not

yet been performed for the BUMPproject. Planning level estimates havebeen made based on the utilization of

existing assets plus cost-per-mile andcost-per-interchange approaches fornew construction.

Significant existing assets in thecorridor will be incorporated into SIU 1

of the BUMP project, reducing cost.These include the existing MississippiRiver Bridge, existing US 61/1-110directional interchange, severalexisting overpasses/interchangesalong US 61 and US 190, existingpavement, and existing right of way.

Major new assets for SIU 1 that willbe needed for the project, in additionto utilization of the existing assets,include the following:

• New or improved system interchanges on 1-10 in West Baton RougeParish and 1-12 in East Baton RougeParish

• Other system and/or serviceinterchanges

• New alignment section in West BatonRouge Parish from 1-10 to US 190

• New, repaired, and reconstructedmainline and frontage road pavement from US 190 in West Baton

Rouge Parish to south of JeffersonHighway in East Baton Rouge Parish

• Utility adjustments

The planning level estimatesindicate that these new features of the

BUMP represent approximately $700million to $800 million of

implementation cost.

10

AECOMBaton Rouge Urban Renewal and Mobility PlanProposal to Dsvelop the Project as a Public Private Partnership

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Majorsteps of project development and delivery include procurement, planning, and delivery. These are shown onFigure B-7 below.

Design and Construction OperaMorts

FigureB-7. Project Development and DeliverySchedule.

AECOM

.•.-*

As shown on Figure B-4, the typicalsection for the east side of the river fits

within existing right of way and thereare no anticipated right of wayrequirements. Apossible exception,not yet fully determined, is that sliversof 15'-20' width may be needed in theflare out area for the slip rampinterchanges in the section of thecorridor that has 200' of existing rightof way width (perhaps one to threelocations). If these slivers of right ofway turn out to be needed, the slipramp interchanges will be selectedcarefully with the goal that acquisitionwill not adversely impact any existingbusiness operations in the corridor.


Also on the east side of the river, the

design treatment of the frontage roadsas they approach and diverge from theold bridge will be considered forpotential right of way requirements.Field observation of the corridor in this

area does not indicate that anydisplacements or other unmanageableimpacts will occur.

On the west side of the river, new

right-of-way will need to be acquired inthe 3-mile section from 1-10 to US 190,

across open farmland. It is likely thatthis new right of way will be 300' wide.Planning efforts to date indicate thatno residential or business

displacements will be necessary.

An additional right-of-wayfootprint for the BUMP/US 190interchange will be determined duringthe planning process. Preliminarydesign concepts indicate that thisinterchange can be configured to avoidresidential or business displacements.

it is proposed that right-of-wayacquisitions be performed by the LTA(or DOTD) under existing state law andstandard acquisition procedures. Thecosts of the needed right-of-wayacquisitions will be borne through thefinancing plan established for theBUMP project.

12

AECOM

The proposed BUMP project is amajor capacity and safetyimprovement to the existing US 190/US61 arterial corridors. In the last decade,

in recognition of severe congestion inthe corridor, US 61 within the limits ofthe BUMPhas undergone capacityimprovements at the US 61/SiegenLane/Jefferson Highway intersectionarea (about 1 mile) and from CourseyBoulevard to Florida Boulevard (about 3

miles). Prior to construction, thesecapacity improvement projects wereadopted into the MPOTransportationimprovement Plan as called for underthe planning process. Although nofunding is identified, in 2013approximately $27 million of pavementwidening and signal improvementswere proposed for the arterial sectionfrom Florida Boulevard to Greenwell

Springs Road. From Cedarcrest Aveproceeding south to Ascension Parishapproximately $77 million ofimprovements were proposed. Theportion of these improvements and


costs north of Jefferson Highway(estimated $40 million) would not beneeded after the BUMP project isimplemented. These projects, eitherpreviously constructed or proposed,have been funded or are proposed to befunded from traditional state/federal

sources.

The BUMP project as described inthis proposal is included in the DOTD'sdraft Statewide Transportation PlanUpdate, released April 2014. The STPUidentifies the statewide set of mega-projects that are needed to solvecapacity or other issues. The final STPUincluding the BUMP project wilt beissued by DOTD in 2015.

The BUMP is compatible with andcomplementarytothe north part of theBaton Rouge Loop, a section thatbegins on US 61 (BUMP) at Plank Roadand extends to 1-12 east of Watker, a

distance of about 25 miles. This section

of the overall Loop project, whichcurrently is in a Tier 1 EIS phase, has

been identified as the potential firstproject to move forward. The nextsteps for this would be a potential Tier2 EIS and identification of funding.Refer to Figure B-8 which shows therelationship of the BUMP projectto theproposed Baton Rouge Loop. TheLoop's north section of first priority isshown in yellow.

The proposed West SideExpressway (WSE) is a new facilityparalleling the Mississippi River on itswest side between Baton Rouge and

New Orleans. The WSE is included in

the DOTD's Statewide Transportation

Plan Update and has been identified inthe 2014 session of the Louisiana

Legislature for Capital Outlay fundingto begin the planning process. TheBUMP is compatible with andcomplementary to the WSE in that theBUMP directional interchange on 1-10inWest Baton Rouge Parish will serve in adual role as the beginning point of theWest Side Expressway and help tofacilitate its implementation.

AECOM

When the planning process iscompleted forthe BUMP SIU 1 inapproximately three years, includingthe NEPA phase, the project will needto be adopted into the MPOTransportation Improvement Plan priorto construction.

Completion of the BUMP SIU 1 willopen potential opportunities for anExpanded BUMP concept utilizing theexisting Florida Boulevard (US 190) andAirline Highway (US 61) corridors. TheExpanded BUMP concept has potentialto help improve regional mobility andreduce congestion. The ExpandedBUMP corridors, if pursued by DOTD,LTA, the Parishes, or other interests,

would need to be adopted into the MPOTransportation Improvement Planbefore they could be constructed.


Figure B-8. BUMP in Relationship to Proposed Baton Rouge Loop.Source: Baton Rouge Loop Tier 1 EIS Studies.

AECOM

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Below is a preliminary list of permits and approvalsneeded for the BUMP project, in accordance with Louisiana'sP3 process and federal planning requirements:

• Public Hearing: House and Senate Committees onTransportation, Highways, and Public Works - LTAresponsibility

• Contractual agreements for project delivery - LTA/AECOM• Finding of NoSignificant Impact (F0NS1) or Record of

Decision (ROD)as a result of the NEPA process - FHWA/

LTA

• Interchange Justification Report (IJR)and/or InterchangeModification Report (IMR) - FHWA/LTA

• Adoption of BUMP into the Baton Rouge RegionTransportation Improvement Plan during or at completionof project planning and prior to construction -- MPO

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AECOMBaton Rouge Urban Renewal and Mobility PlanProposal to Develop the Project as a Public Private Partnership

Field observations indicate there are no major utilitiesobserved within the existing right-of-way that would impedeconstruction of the project. Needed utility relocations wiltbe performed in coordination with the utility companies inaccordance with existing utility permits, state taw, and/or asotherwise required.

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AECOM

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Project funding will come throughvehicle tolls collected on the free flow

tollway part of the BUMPsystem (othersources of funding such as rait crossingfees at the Mississippi River Bridge or aTIF district along the corridor, forexample, could be considered as well).The arterial part of the system will notbe tolled and remain free for users, the

same as today. US 61 and US 190, withobserved existing traffic volumes,present more toll revenue certaintywith less risk than a greenfield projectgiven that the existing traffic demandcan be observed and latent demand is

known to exist. AECOM has used

industry standard approaches toconfirm the general reasonableness ofinitial toll revenue assumptions.

The cost ofthe BUMP is

significantly reduced due toincorporation of significant existingassets such as the US 190 MississippiRiver Bridge. Current planningestimates are $700 million to $800

Baton Rouge Urban Renewal and Mobility PlanProposal to Dpvelop the Project as a Public Private Partnership

million of new construction for

implementation of S!U 1.

AECOM's project financing planwill follow established practice in thefinancing of transportationinfrastructure under a P3 model in the

United States and include

consideration of bank debt, equities,TIFIA loans, Private Activity Bonds, andother sources of financing asappropriate. Details of the financingplan will be crafted during and at theconclusion ofthe planning phase whenhard details of the adopted project areknown (such as cost, revenue,

availability of federal loans and taxcredits, prevailing market conditions,etc.). Traditional public fundingsupplements through availabilitypayments or other means are notexpected to be required based on

information available at this time, and

wilt be proposed for incorporation intothe financing plan only if necessarybased on final design features, detailed

cost estimates, adopted toll rateschedule, and other decisions built intothe project as determined jointly by theLTA and AECOM.

Delivery ofthe project will be inaccordance with Louisiana's P3

legislation by AECOM through a longterm concession agreement with LTAdeveloped at the end ofthe planningphase. Specific details andresponsibilities for operations andmaintenance of the system will bedetermined at the appropriate time andbuilt into the long term concession.This includes such items as toll rate

schedules and maintenance standards.

The long term concession is expectedto have a duration of between 40 and

75 years. At no time will the LTA releaseownership of the project. At the end ofthe concession term, operations andmaintenance responsibility for theBUMP project will revert back to theLTA.

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AECOM

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AECOM Louisiana

Robert Schmidt

232 3rd Street

Baton Rouge, LA 70802225-202-6287

[email protected]


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AECOM Alternative Delivery

Sia Kusha

605 3rd Ave.

New York, NY 10158813-240-6190

[email protected]

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AECOM

LA R.S. 48:2084 D.(1) states: "Theauthority may approve the proposal of aprivate entity to develop or operate aqualifying transportation facility uponfinding that the proposal serves a publicpurpose. Theauthority shall considerthe following factors to determine if aprivate entity proposal serves a publicpurpose." Below AECOM has listed thefactors from the legislation andresponded to each to demonstrateclear public purpose for the BUMPproject.

(a) There is a public need for atransportation facility or facilities ofthetype the private entity proposes todevelop or operate as a transportationfacility.

The BUMP serves a clear need to

help relieve traffic congestion on 1-10across the Mississippi River, along 1-10through the heart of Baton Rouge, and


alongthe US 61 corridor in East BatonRouge Parish.

(b) The transportation facility orfacilities and the proposedinterconnections with existingtransportation facilities, and the privateentity's plans for operation of thequalifying transportation facility orfacilities are reasonable and not

incompatible with the statetransportation plan and with the localgovernmental entity's comprehensiveplan or plans.

The BUMP interconnections with

existing 1-10, US 190,1-110,1-12, and US61 provide free flow linkage in thefreeway and regional primary arterialsystems that currently does not exist,offering motorists options andflexibility in the way they travelthroughout the region. This will improvethe quality of life in general, including

highway safety, and help relievecongestion on the 1-10 and US 61corridors in particular. Operations ofthe facility will be in accordance withindustry standards fortolt roads in theUnited States and based on the longterm concession that is agreed to priorto implementation ofthe project. TheBUMP project is compatible with thestate transportation plan in that it is apart ofthe Statewide TransportationPlan Update currently being finalizedby DOTD. It also is compatible withCapital Region Legislative Delegation(CRLD) plans for improving trafficissues in the Baton Rouge region,having been listed as the CRLD number1 priority in both the 2013 and 2014legislative sessions. The Governorsupports the initiation of planning forthe BUMP as indicated by his publiccall to fund this project through theCapitat Outlay process in the 2014

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AECOM

session ofthe legislature. In the 2014session the Legislature and Governorauthorized Capital Outlay funds forinitiating the planning process for theBUMP. As conceived, the BUMP will

eliminate the need for an estimated

$40 million of public funding that wasproposed in 2013 to widen two sectionsofthe US 61 corridor north of Jefferson

Highway.

Before BUMP construction can

proceed (beginning approximatelythree to four years from now), theproject must be adopted into theTransportation Improvement Plan ofthe Baton Rouge MPO.

(c) The estimated cost ofthetransportation facility or facilities isreasonable in relation to other similar

facilities.

Baton Rcugs Urban Renewal and Mobility PlanProposal to Develop the Project as a Public Private Partnership

The BUMP SIU 1 is approximately21 miles in length with an estimatedimplementation cost of $700 million to$800 million. This cost is manageddown significantly by incorporating andleveraging existing assets such as theUS 190 Mississippi River Bridge,existing interchanges, and existingright-of-way into the project. Due tothis the cost of the BUMP project isextremely reasonable when compared

to simitar projects.

(d) The private entity's proposal willresult in the timely development or moreefficient operation of the transportationfacility.

By their nature P3 projects, withprivate investment, stewardship, andfocus, many times will put pressure onthe project delivery process which is

expected to result in a greater chanceof success for required clearance toimplement the project as well asexpedited delivery of the project. Thepositive impact of P3s on deliveryschedules is welt-established, when

compared to traditional methods.Operations and maintenance ofthefacility will be funded bytoll revenues,foil funded projects generally are ableto support a high standard ofoperations and maintenance.

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AECOM

AECOM has submitted a cashier's

check for the required submittal fee tothe LouisianaTransportation Authorityto meet section 3.2.3 of the LTA P3

Guidelines. The unsolicited proposalhas been submitted to the followingaddress as directed:

Secretary of TransportationLouisiana Department ofTransportation and Development1201 Capitol Access RoadBaton Rouge, LA 70802


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AECOM

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AECOM has nearly 100,000employees — including architects,engineers, designers, planners,scientists and management andconstruction services professionals— serving clients in more than 150countries around the world. Followingthe acquisition of URS, AECOM is apremier, fully integrated infrastructureand support services firm. AECOM isranked as the #1 engineering designfirm by revenue in Engineering News-Record magazine's annual industryrankings. The company is a leader in altof the key markets that it serves,including transportation, facilities,


environmental, energy, oil and gas,water, high-rise buitdings, andgovernment.

AECOM provides a blend of globalreach, local knowledge, innovation andtechnical excellence in deliveringsolutions that create, enhance and

sustain the world's built, natural, andsocial environments. A Fortune 500

company, AECOM companies, includingURS Corporation and HuntConstruction Group, had revenue ofapproximately $19.5 billion duringthe12 months ended Sept. 30, 2014.

A leader in P3 servicesA leader in P3 services, AECOM

regularly works with contractors,developers, tenders, concessionairesand grantors to deliver P3 projects, inaddition, we have helped design morethan 50 major design-buitd projectstotaling over $18 billion in constructioncosts. These projects help to shape theneighborhoods we live in, roads that wedrive on, the airports that we fly from,and the trains we ride on.

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AECOM

AECOM brings the experienceneeded to provide superior P3 services:

• Bridge engineering

• Highway engineering

• Civil engineering

• Intelligent transportation systems

• Transportation economics andplanning

• Traffic management planning

• Environmental studies

• Hydrology and drainage design

• Utilities engineering

• Tolling

• Urban design

• Geotechnical

In addition to our strength intransportation engineering services,AECOM also provides the followingservices on P3 projects throughout theworld:

• Planning studies

• Toll and revenue forecasting

• Value engineering

• Owner advisory services

• Program management, constructionengineering and management

• Project financing

Due Diligence, Asset ConditionSurveys, O&M and Asset ManagementStrategies, Bid Management, StrategicAdvisory, Technology, TransitionServices, and Program Management.AECOM was one of the first firms to

acknowledge that these services werevital to the development and

continuation of P3s. Today we arestaffed with advisors and specialists ineach of these areas fully equipped totackle any questions or challenges thatour clients have.

P3 and Design-Build. AECOM hasbeen involved and played importantroles in not only Design-Build, but alsoother delivery methods such asDesign-Build-Operate-Maintain,Design-Build-Operate-Maintain-Finance and Build-Operate-Transfer.We understand the different needs and


requirements our clients have todeliver projects using different P3vehicles. We offer affordable solutions

to exceed the goals of contractors,developers, lenders, concessionaires,and grantors.

We Understand what Best Value

Means. As designers on major P3 anddesign-build projects our goal is toprovide the best value possible at thelowest cost for our clients. From a

complex corridor design to a tunnelfacility design, we strive to develop thebest technical solution usinginnovation ideas and the latest

technology.

AECOM in Louisiana

In Louisiana, AECOM has almost 40

years of successful history providingmulti-disciplined professionalengineering services to local, state,and federal agencies. With longstanding, permanent offices in BatonRouge and New Orleans, AECOM cansuccessfully blend our local presenceand extensive knowledge with ournational and international expertise inP3 and alternate delivery projects.

The AECOM team members

combine innovation and technical

expertise, and bring national thoughtleadership and local grounding. We area multi-disciplinary team that believesin creating community-driven,technically sound solutions to thetransformational issues facing ourmarkets.

Our clients in Louisiana include the

following:

• Louisiana Department ofTransportation and Development(DOTD)

• Louisiana Department of NaturalResources (DNR)

» City of Baton Rouge/Parish of EastBaton Rouge

• US Army Corps of Engineers, NewOrleans District (USACE)

• Federal Emergency ManagementAgency (FEMA)

• New Orleans Regional PlanningCommission (RPC)

• New Orleans Regional TransitAuthority (RTA)

• Port of New Orleans

• Louisiana Stadium and ExpositionDistrict

• City of New Orleans Department ofPublic Works (DPW)

AECOM's Louisiana offices are

committed to serving the needs oftheDOTD, as demonstrated by our years ofsuccessful work on high profileinterstate projects, complex planningstudies, structures design, anddesign-build. Including thecombination of our local leaders and

international expertise, the key factorsthat set AECOM apart are:

• Our local experience in Louisianaproject understanding and planningstudies,

• Our team's depth of qualifiedplanners, designers, and P3 experts,

• Our resume of successfullycompleted complex, large-scaletransportation P3 projectsthroughout the US and across theglobe,

• Our past performance record onDOTDprojects.

We look forward to partnering withthe Louisiana Transportation Authorityand DOTDon this challenging project.

AECOM is proud of its performancein Louisiana and is confident that we

can meet the challenge of this uniqueand exciting project. Our expertise onP3 projects, our knowledge of theregulatory framework, and ourunderstanding of Baton Rouge'andLouisiana requirements enablesAECOM to provide a solution to ourcross-river and US 61 traffic

challenges. We are excited for thisopportunity.

AECOM will be pleased to submitadditional material and/or meet with

the LTA and DOTD as requested.

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AECOMBaton Rouge Urban RenewaSand Mobility PlanProposal to Develop the Project as a Public Private Partnership

AECOM's Selected P3 ExperienceAECOM has extensive recent experience delivering P3 planning, design, advisory, finance, and construction services.

Below are examples of some of our projects.

North Tarrant Express P3, TarrantCounty, Texas• Engineering design, planning and

advisory services for $1.45B project• Traffic and Revenue forcasts and

support through financial close• Tolled managed lanes• Urban construction/limited ROW,

MOT in highly congested area• ITS implementation strategy• Complex interstate interchange design

I-595 Express Corridor ImprovementsP3, Broward County, Florida• Lead engineer for $1.3 billion

(construction) project« Major urban construction with

limited ROW; more than 180,000

vehicles daily• Complex interchanges and MOT

phasing• Managed / reversible lanes

Northwest Anthony Henday Drive P3,

Edmonton, Canada• Lead design firm for $1.36 billion

(construction) project• Complex, multi-level interstate

interchange design• 13 mites of divided highway, includ

ing eight interchanges with a total of29 structures

• Technical Innovation Award for

Transportation Innovation

Northeast Anthony Henday Drive P3,Edmonton, Alberta• Lead design firm for $1.7 billion

(construction) project• Sophisticated traffic control

strategies• 11 miles of reconstructed freeway,

5.6 miles of new greenfield freeway,9 interchanges, and 46 structuresincluding twin river bridge structures

Northeast Stoney Trail/Calgary RingRoad P3, Calgary, Canada• Lead design firm for $633 million

(construction) project• Complex, multi-level interstate

interchange design• Awards: Top Civil Project from the

Alberta Construction Magazine andProcess Innovation Award from the

Alberta Transportation's Minister forTransportation Innovation

New North Terminal at Louis Armstrong

New Orleans International AirportConstruction Manager at Risk (CMAR)• Hunt Construction, an AECOM Company,

is lead joint venture partner for this$546.5 million CMAR project

• Construction of a 650,000-square-footterminal complex featuring two concourses with 30 gates and a 2,000 spaceparking garage

• Pre-construction services during design

Port of Miami Tunnel P3, Miami, Florida• Comprehensive technical due diligence of

alt risks for consortium and construction

• Review of full contract documents, with

the grantor as well as the variouscontracts with the design/build and O&Msubcontractors

• Design subconsultant for structures andcivil works

• ITS design and systems engineering• Construction project management

Goethals Bridge Replacement P3, NewYork and New Jersey• AECOM conducted Operational

Expenditure and Capital Expenditureforecasts to help the client to designits offer and a payment mechanismreview

• The Consortium was selected

preferred bidder but was notawarded for the transaction

Attached hereto findthepublicportionoftheunsolicited proposal ......AECOM 232 ThirdStreet; Suite 201...

Documents

Transcript of Attached hereto findthepublicportionoftheunsolicited proposal ......AECOM 232 ThirdStreet; Suite 201...