ODOT/ACEC Partnering AwardExcellence in Highway Design

2018 Nomination Template

Project Nomination Deadline: March 5, 2018District Capital Program Administrator Final Submission Deadline:

March 23, 2018

transportation.ohio.gov www.acecohio.org

Please direct any additional questions to: Mat Mauger | Office of Consultant Services | 614-644-0623 | M at . M a u g e r @ d o t.o h i o . g ov

The nomination process has two steps:1) Consultants and/or ODOT Employees complete a draft nomination using this Word template

o Draft nominations (in MS Word format) are to be emailed to the respective ODOT District Capital Program Administrator (see the map and table below) by Monday, March 5, 2018

Please save this file using unique name(s) for your nomination(s) to avoid confusion and overwriting issues. Completed document should be no more than 25 total pages, maximum (not including the embedded picture

pages). All requested images should be included using the Picture fields available with the specific questions. Do not submit hard copies of any nomination materials, attach additional documents and do not send CD-

ROMs. Many entry fields in this form accept ‘Rich Text’ formatted material, but reformatting directly in the fields is

limited/restricted due to the templated nature of this presentation. Copying and pasting of formatted text, including bulleted text, indents, font size, etc., from other unrestricted Word files or other documents is possible and acceptable.

2) District Capital Program Administrators use this portal link (ODOT Intranet Only) to submit pre-screened/completed nomination Word format document(s) by Friday, March 23, 2018

o Please save file(s) using unique name(s) for each nomination to avoid confusion and overwriting issues.o Each district may submit a maximum of two (2) submissions per category for final review

Please direct any additional questions to: Mat Mauger | Office of Consultant Services | 614-644-0623 | M at . M a u g e r @ d o t.o h i o . g ov

ODO

T DISTRICT

D-1: Chris Hughes(419) 999-6901

chris.hughes@dot.ohio.gov

D-2: Mike Gramza(419) 373-4466

mike.gramza@dot.ohio.gov

D-3: Bob Weaver(419) 207-7158

b o b . w e a v e r@ d o t . oh i o . g ov

D-4: Gery Noirot(330) 786-2270

gery.noirot@dot.ohio.govD-5: Jason Sturgeon

(740) 323-5100j as o n .s t u r ge o n @ d o t . o h io . gov

D-6: Thom Slack(740) 833-8340

th o m .sla c k @ d o t . o h i o .g o v D-7: Matt Parrill(937) 497-6802

m a t t. par r i l l @ d o t . o h io. gov

D-8: Stefan Spinosa(513) 933-6639

st e f a n .s p i nos a @ d o t. o h i o .g o v D-9: Christopher

Pridemore(740) 774-9067

D-10: Eric Reed(740) 568-3951

eric.reed@dot.ohio.govD-11: Nick Susich

(330) 308-3996nick.susich@dot.ohio.gov

D-12: Greg Kronstain(216) 584-2166

gregory.kronstain@dot.ohio.gov

Project Nomination Form

Project Name: DEL 23 13.17 – Pennsylvania Avenue

Project PID: 94527

Consultant Agreement No.: 17723

County or Municipality: City of Delaware

ODOT District: ODOT District 6

Consultant Name: ms consultants, inc

Category for which project is being nominated Category 4: LPA - ODOT Let

Construction Value $2,198,200.41

Construction Project Number 160054

Dates of PS&E, Letting and Construction Completion

PS&E 10/19/2015Letting 01/28/2016Construction Complete 10/15/2016

Name of Organization Submitting ODOT District Six

Contact person for award-related material/submittal (Name, email, phone,

mailing address)

Thomas SlackDistrict Six CPA400 E William Street Delaware ohio 43015Thomas.Slack@dot.ohio.gov

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740.833.8340

Region Contact Person and their role NA

Project Personnel and their roles, including significant players from bureaus

(e.g. Structures), agencies, consultants, etc.

Matt Weber P E, City of Delaware Project ManagerValerie Croasmun, PE, AICP, ms consultants, inc, Consultant Design Project ManagerThomas Hibbard PE, ms consultants inc, Construction Engineering Project MangerRyan Bard, ODOT District Six, Construction Project ManagerHolly Grimes, ODOT District Six, Project Manager

Award Ceremony Information:

Person(s) accepting award at ceremony (Name, Email, phone)

Valerie Croasmun PE, HYPERLINK "mailto:vcroasmun@msconsultants.com"vcroasmun@msconsultants.com, 614.898.7100 Ext. 10951 Holly Grimes, Holly.Grimes@dot.ohio.gov,740.833.8370

Names to show on certificate, up to 6 persons and their

companies or roles

Matt Weber P E, City of Delaware, Project ManagerValerie Croasmun, PE, AICP, ms consultants, inc, Consultant Design Project ManagerThomas Hibbard PE, ms consultants inc, Construction Engineering Project MangerRyan Bard, ODOT District Six, Construction Project ManagerHolly Grimes, ODOT District Six, Project Manager

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One JPG image to be used on certificate

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Executive Summary:

Overall purpose, goals, and design methodology

The City of Delaware and ODOT District 6 and ms consultants worked as partners on the US 23 / Pennsylvania Avenue Improvement Project (DEL-23-13.17) to plan, design and construct a cost effective, low impact solution to provide a safer, more direct access from and to US 23 for north Delaware.

More traditional alternatives of constructing a full interchange would have impacted to the adjacent Historic Northwest District and the Olentangy River floodplain, and would have cost $8 million more to build than this $2.2 million project. By designing and building this less costly, innovative solution, the City was able to take advantage of available funding and accelerate the implementation of a safer, more efficient access to the north side of Delaware. And, the project does not preclude the construction of a full movement interchange if needed in the future.The project was completed in October 2016 and included the construction of:

The Sandusky Street extension - a 1,040 foot long, 3-lane street with sidewalks The widening of 1,170 feet of US 23 for new turn lanes A new traffic signal at the Sandusky Street – US 23 intersection

The new, two-way Sandusky Street extension replaced the southbound exit ramp and now accommodates the missing turning movements at what was an undesirable partial interchange. This project improves the circulation in the City by eliminating traffic that trickled through the local streets, south of Pennsylvania Avenue to access US 23 via William Street. Drivers used to use the ramps at William Street to head southbound on US 23 or travel from northbound US 23. Northbound US 23 traffic can now safely get to Pennsylvania Avenue by using a new turn lane in the US 23 median to make a left turn at the signalized Sandusky Street intersection. Traffic from Pennsylvania Avenue uses this new Sandusky Street to make a right turn at the US 23 intersection to go southbound.

Southbound US 23 traffic exiting at Pennsylvania Avenue uses the new right turn lane and turns right onto this new street. The existing ramp continues to serve traffic traveling from Pennsylvania Avenue to northbound US 23, bypassing the new US23 – Sandusky Street intersection and allowing this traffic to bypass the intersection. This permitted the use of an efficient, two-phase traffic signal operation. Northbound US 23 through traffic has a continuous green indication. The northbound left turn movement from US 23 and the right

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turn movement from Sandusky Street operate in a common signal phase, minimizing delays to southbound US 23 traffic. To serve the projected 10,600 vehicles per day, the Sandusky Street extension is 36 feet wide with one lane in each direction and a center left turn lane for driveway access. The project also accommodates pedestrians with a 5 foot wide sidewalk along the west side of the street.

Highlight any unique aspects of the project

The traditional solution to provide better access would have been to construct new ramps and create a full interchange. But the non-traditional concept of modifying the southbound exit ramp to create a two-way street with an intersection at US 23 had less impacts to the adjacent Historic Northwest District and Olentangy River floodplain, and cost $8 million less to build. Additionally, as the Sandusky Street extension would be a two-way street and no longer a ramp, the residential properties north of Pennsylvania Avenue were not impacted and were able retain their driveway access to the Sandusky Street extension. This alternative provides safe access to and from US 23 at Pennsylvania Avenue with acceptable traffic operations - level of service D for all intersections. The total construction cost for the project was $2.2 million.

By design and building this less costly, innovative solution to this regional access problem, the City was able to take advantage of available funding more quickly than what could have been done with a more traditional and expensive full interchange alternative. This approach accelerated the implementation of safe and efficient access to the north side Delaware.

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Judging Criteria:

A. Project Development Process

1 Project development schedule maintained

a. Consultant completion schedule, scoped vs. actual

The project schedule was advanced and the project was able to be awarded two months earlier than the original proposed schedule. By awarding early the contactor was able to clear the trees within the project limit so the utilities could relocate, the contractor was then able to begin construction on the project early in the construction season and complete the project in one season.

2 Effective comment and conflict resolution process

The City of Delaware, Consultant design team and District worked very effectively together. Particularly to advance the project by leveraging available federal funds to award early due to the additional environmental concerns with tree clearing when the long eared bat was added to the endangered list.

3 Cooperative and effective project management

The City of Delaware, ODOT District Six and ms consultants met on a quarterly schedule to discuss, scope, schedule and budget with an emphasis on utility, right of way and environmental clearance coordination.

4 CES Score for project 77

5 Consultant Contract Historya. Prime Agreement – Scope and Fee Original Agreement for Preliminary Engineering thru Pre-bid, including Geotechnical

Services and Maintenance of Traffic Investigations. Maximum Prime compensation to be $300,095.00

b. Modifications – Scope and Fee Modification 1 for landscaping and water line relocation, modification 2 to remove the Maintenance of Traffic Investigation, modification 3 for extra work needed due to driveway and review of private utility relocation plans brought the total

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maximum prime compensation to $366,548.00.

B. Plan and Contract Quality

1 Project bid cost relative to budget estimates as a measure of fiscal planning

Preliminary project estimate was $2,826,500.00 , Final Engineering estimate $2,447,000.00, Award bid $2,198,200.41

2 Quantity variationsa. Total number of bid items on

project(s)194

b. Number of items for which the final quantity was within 2% of the quantity as let

121

3 Contract Change Ordersa. Number and value of change orders.

Explain why changes were needed PLN 9000 $13,431 The former Delaware Children’s Home was located in the

project site. Debris from the building was visible on the surface in the excavation area. The former basement was filled with brick rubble. 542 cy of material was trucked to disposal.

PLN 9001, $32 City of Delaware called for 400W HPS lighting in design phase, final plans sold with 250W MH lighting.

PLN 9004 $1,079 The existing sanitary structure near CB-3#1 was in the proposed flow line of 12” storm. Grade of storm changed and CB structure modified.

PLN 9005 $225 Existing concrete encasement in swale 6” above proposed finish elevation. Believed to be abandoned force main. Adjusted swale elevation.

PLN 9006 $1,252 existing 16” sanitary in flow line of proposed storm run D12. Changed grade on storm run.

PLN 9007 $5,883 frontier communications utility pole in line with proposed

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storm pipe. Relocated proposed pipe run. PLN 9002 $3,310 Dozer was cutting excavation when encountered valve

stem not in plan not visible from surface. Valve stem was for 16” water main and required emergency repair.

PLN 9003 $1,286 Permanent repair to valve damaged above. PLN 9008 $1,081 Large sandstone formations found in the excavation

required removal. PLN 9009 $51,978 The plans included a stack cast concrete stone retaining

wall. Engineering was not performed on the proposed wall, responsibility for engineering the wall could not be determined. Designer provided a global stability analysis and the contractor provided additional granular backfill and added a 3’ pony wall.

PLN 8005 ($3,043) 301 Base gradation issue. CO 007 $17,837.85 over and under adjustments PLN 9011 $61,510 Added rock swale around retaining wall and catch basins. PLN 9012 $760.32 mowing the project area to establish turf PLN 9013 $1,288.48 Wiring in plans for signal was incorrect and re-wiring

was required. PLN 9014 $186.88 Aid in construction for power service for street lighting. PLN 9015 $772.20 Signal heads were too high, cost to lower with brackets.

Designer thought the grade for signal foundation would be lower but no elevation was given for foundations.

CO 010 $16,454 over and under adjustments PLN 8000 ($7,5134) Bituminous adjustment PLN 8001 $1,350.29 Fuel adjustment PLN 8002 $5,372 104.02 decreases PLN 8003 $257 104.02 increases PLN 9016 $5,979 Trench drain in US 23 median had white cure compound.

Painted with black traffic paint to reduce confusion with lane markings.

b. Number of design related changes. 10 of the 15 outlined above (italicized) for a total of $137,546.00

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Explain why changes were needed

c. Dollar change from “as let” cost due to CCO's and quantity revisions

$150,497.00

d. Cost change as percentage of as let cost

6.8%

4 Addendaa. Number of addenda issued prior to

letting2

b. General nature and change in construction cost for each addenda

Addendum A updated utility note no cost change, Addendum B added pay item for pavement removal and revised excavation quantities at one station minimal cost change.

C. Alignment and Location Design

1 Alternativesa.

Number and general nature of alternative alignments including relationship to location of existing roadway

The US 23 and Pennsylvania Avenue interchange was a partial interchange with only two ramps connecting Pennsylvania Avenue to and from the north on US 23 – a southbound exit ramp from US 23 and an entrance ramp to northbound US 23. This previous partial interchange was the northern end of the freeway system constructed through the City of Delaware over forty years ago to reroute non-local US 23 traffic from its original alignment along Sandusky Street though downtown Delaware. At the time, it was believed to be most practical to only provide ramps to and from the north on US 23. A similar partial interchange at the southern terminus of the Delaware freeway was converted to a full movement junction in 2001.

As City of Delaware and the region continued to grow, the need for improved access for all movements at this interchange grew in importance. Many motorists familiar with the area traveled just a bit north of Pennsylvania Avenue to make a U-turn from the US 23 two-way turn lane and then use the southbound exit ramp to access

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the north section of the City - - an unsafe movement not anticipated by drivers southbound on US 23. Traffic on Pennsylvania Avenue traveled through a circuitous route via local roads to access southbound US 23.

The goal of the project was to determine a design alternative that will provide an acceptable level-of-service (LOS) at all locations throughout the study area, meet all current roadway design standards, and provide good connectivity for area residents and businesses. Seven different configurations were evaluated for potential use at this location:

No-Build solutionAt-Grade Intersection replacing the existing interchange ramps at US 23Tight Diamond interchange configurationDiamond with Offset Southbound Ramps interchange configurationSPUI (Single Point Urban Interchange) configurationSandusky Street ExtensionPennsylvania Street Extension.

Creating an at-grade intersection on US 23 and Sandusky Street to replace the existing partial interchange did not meet an operationally acceptable level of service and planning level costs were estimated at approximately $14 million. The more traditional alternatives of constructing a full interchange would have impacted to the adjacent Historic Northwest District and the Olentangy River floodplain, and would have cost $8 million more to build than this $2.2 million project. By designing and building this less costly, innovative solution, the City was able to take advantage of available funding and accelerate the implementation of a safer, more efficient access to the north side of Delaware. The project did not preclude the construction of a full movement interchange if desired in the future.

2 Alignment fita.

Efforts to fit to topography thereby minimizing cuts and fills, allowing flatter backslopes, more gradual driveway slopes, etc.

Most of the project was constructed inside existing right of way without impacting any businesses, homes or the historic district. To avoid impacts to four properties within the historic district, a design exception was approved for a 20 mph horizontal curve as opposed to a 35 mph curve on Sandusky Street just west of US 23. The design exception allowed the use of a sharper curve to provide a reasonable access

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without impacting the Historic District properties.

It was necessary to purchase 1.7 acres of new permanent right of way for the proposed roadway, most of this in an area where a 20 foot deep cut was required, west of the Sandusky Street – US 23 intersection. The design minimized as much as possible the impact to the slope of the Paykoff driveway which is located on the curve on the Sandusky Street extension in this cut area. Landscaping, which included a decorative retaining wall, minimized impacts to the existing slope along the west side of the new Sandusky Street extension to the south of the P. D. Paykoff property. The project placed the new roadway further away to the east of the existing homes along Sandusky Street and their driveways were improved and extended to access the new Sandusky Street extension

3 Design practicesa.

Safety and maintenance-related considerations incorporated into design. (Improving vision, raising grade through marshes, etc.)

The previous partial interchange configuration at US 23 and Pennsylvania Avenue provided only for northbound entry to US 23 from Pennsylvania Avenue and a southbound exit from US 23 to Pennsylvania Avenue. There were no ramps to accommodate northbound traffic to Pennsylvania Avenue or southbound traffic from Pennsylvania Avenue. The lack of northbound access to Pennsylvania Avenue encouraged undesirable practices. Northbound US 23 motorists often attempted to make a U-turn north of Pennsylvania Avenue to access Pennsylvania Avenue via the southbound US 23 exit ramp. An average of over sixty vehicles made this U-turn movement during the peak hour every day. U-turn movements violate driver expectations, particularly on a high-speed freeway facility like US 23, and are not considered as a desirable method for accommodating movements at an interchange. Prior to this project, motorists attempting to access southbound US 23 from Pennsylvania Avenue in the northern portion of the City of Delaware had to choose one of several streets to travel south toward downtown, travel through the downtown business district, and then enter US 23 via William Street. This added approximately five minutes to their travel time. Most of these north-south streets are residential in nature and are not designed to serve large volumes of through traffic. According to the Delaware Thoroughfare Plan, North Sandusky Street, south of Pennsylvania, carried over 1,000 vehicles per day that were cut-through volumes to/from US 23 to/from the south. Without improvements, cut-through traffic would

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have continued to increase as the northern and western portions of the City continued growing, aggravating a safety concern for local residents.

The completed project improves safety and community access to northern Delaware.

No widening would be needed at the Pennsylvania Avenue/Sandusky Street intersection. Many of the roadway design issues that would arise in other build alternatives, such as tight intersection spacing on Pennsylvania Avenue, would not occur in this alternative. The geometric deficiencies associated with the existing southbound exit ramp were eliminated because the Sandusky Street extension would be a two-way street and no longer a ramp. The residential properties north of Pennsylvania Avenue could retain their driveway access to the Sandusky Street extension.

The vegetated biofilter constructed between the Sandusky Street extension and US 23 consists of low maintenance plantings that improve water quality for runoff flowing into the adjacent Olentangy

D. Cost-Effective Design

1 Safety and maintenance-related considerations. Identify this impact in terms of ODOT construction cost, cost to traveling public, or cost to entire public

Implementing the Sandusky Street Extension project rather than constructing a full movement interchange saved over $8 million dollars in construction costs when compared with what a construction of a full movement interchange would cost. It improved safety and reduced congestion by lowering the volume of traffic using a circuitous route through lower speed City streets to access the northern region of City of Delaware and shaved off approximately five minutes from motorist travel time. The landscaping and aesthetic features included in the project now provide an attractive northern gateway to the City of Delaware. The vegetated biofilter include in the design along US 23 serves a dual role as a low cost maintenance and acts as a filter to clean stormwater runoff.

2 Project Maintainability

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Because this intersection serves as the northern gateway into the City of Delaware, inviting aesthetics was an important part of the project. Special landscaping, decorative, modular block walls and a monolith were built with the project to create a northern gateway into the City. The stone patterns on the walls and the monolith element were designed to reflect the southern gateway in order to create a common entryway treatment for Delaware. For this project, more than 2,000 square feet of decorative walls were constructed and 27 trees were planted along with shrubs, perennials and ground cover. Decorative post-top street lighting was constructed along the Sandusky Street extension, matching Delaware’s historic period fixtures in other parts of the City.To provide accommodations for pedestrians, a sidewalk was incorporated as part of the design, along the west side of the Sandusky Street extension. Share the road signage was also included with the project for bicycle accommodation along the new Sandusky Street extension, between Pennsylvania Avenue and US 23. The signage will alert drivers to the potential presence of bicyclists along the street. These features extend the City’s accommodation of alternate modes of transportation in the community and encourages a healthier lifestyle.The vegetated biofilter constructed between the Sandusky Street extension and US 23 will improve water quality for runoff flowing into the adjacent Olentangy River, complying with the Ohio EPA Olentangy River Watershed Alternative General Construction Stormwater Permit.

E. Complexity of Design

1 Unusual, non-standard, or innovative design features and practices

In order to develop a successful project that would provide better, safer access to the community, it had to be done at an affordable cost. As with many agencies, infrastructure needs of the City exceed the amount of dollars available. At a fraction of the cost, the City was able to advance this $2.2 million project much sooner than a full interchange ever could have been, and it doesn’t preclude the development of a full interchange in the future should there be a need.But available funding was not the only challenge faced by this project

The project was located along the west bank of the Olentangy River. Potential floodplain impacts and impacts to the river itself had to be

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evaluated during the development of alternatives. The completed project was selected, in part, due to it having minimal impacts to the waterway.

The project lies along the west bank of the Olentangy River and had to meet the requirements of the Ohio EPA Olentangy River Watershed Alternative General Construction Stormwater Permit. This was accomplished by constructing a 500 foot long vegetated biofilter along the west side of US Route 23 to meet the post-construction BMP requirements of the permit.

The Historic Northwest District is located immediately south and west of the Sandusky Street extension. Impacts to this national register historic district was a big concern during the development of alternatives for this project. More than just maintaining access to homes that used to be located along the southbound exit ramp, this project actually improved the neighborhood by constructing a true, two-way street in front of these houses. With a new sidewalk, tree lawn, period post-top street lighting, street trees and landscaping, the character of this part of the district is much improved.

2 New technology and products used Not Applicable

3 Degree of coordination and timing Extensive coordination, both during design and construction, was required with the local residents living along the old Sandusky Street ramp along with the businesses on the west side of US 23 just north of Sandusky Street as they were directly impacted by the project. Driveways were extended or rebuilt as part of the project and required understanding of the individual property owner’s needs. City of Delaware and ODOT District 6 partnered on this project and coordinated during the design and construction to improve access to the north side of the City of Delaware. Coordination with Delaware County was also required as the north section of the new US 23 and Sandusky Street intersection was not yet incorporated into the City of Delaware. Regular coordination meetings with City of Delaware and ODOT District 6 kept the project on track. In particular, due to the number of utilities requiring relocation due to the project, coordination meetings with the utilities started early in the design process. Columbia gas already had plans to upgrade their gas facility and completed their relocation early by July 2015. Frontier, AEP, Time Warner Cable, co-located on new poles. Coordination was

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required with the City of Delaware Public Utilities as a relocated waterline was added to the design plans and construction included in the project to save costs.

The City and ODOT worked together to make sure the Sandusky Street Extension was open to southbound traffic to provide access to Pennsylvania Avenue in time for the 2016 Delaware County Fair. Pennsylvania Avenue serves as an important access to hundreds s of vehicles heading to the annual Fair every year. Successfully opening the road to traffic prevented disruption to this important regional event.

4 Number and type of controls governing While ODOT standards were used for the design and construction specifications for work on US 23, it was necessary to use City of Delaware design standards and construction specifications for work along the new Sandusky Street extension which would now become a City Street and any work on Pennsylvania Avenue, which would now become a City Street. As part of the design development, meetings were held with City of Delaware Public Utilities to incorporate a relocated waterline into the design per their standards and specifications.

5 Number of traffic control stages There were 3 phases of traffic control for US 23 and Sandusky Street during construction. Two-way traffic was maintained in each direction along US 23 throughout the project construction and access to the existing driveways along Sandusky Street were maintained by use of a temporary roadway along the western edge of the new Sandusky Street extension.

F. Community Sensitive Design

1 Mitigation of Adverse Impact on Public During Construction

Maintaining traffic and mitigating impacts to both the motoring public and the local businesses and residents abutting the project was an important part of the planning, design and construction. Two lanes of traffic had to be maintained in each direction along the busy US 23 corridor throughout the project construction. This was accomplished by shifting southbound lanes while building the southbound right turn

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lane and shifting southbound and northbound lanes while building the northbound left turn lane. At times during construction, it was necessary to restrict business access to properties along the west side of US 23 to right in right out. The maintenance of traffic plan was developed to ensure that these property owners were notified at least 48 hours before implementing any temporary traffic control that limits left turns in and out from their sites. Residential driveway access along the Sandusky Street extension had to be maintained during all the phases of construction. This was accomplished with use of a temporary roadway along the west edge of the new roadway. The contractor were required to also notify the property owners 48 hours before performing any driveway or walkway work. Also, to minimize construction noise impacts, power operated construction type devices were prohibited during the hours from 7 am to 7 pm. The Delaware County Fair and the Little Brown Jug Race are important and well attended events and the County Fairgrounds are located immediately adjacent to the project area. All lanes of traffic were kept open and construction was prohibited during these special events.

2 Preservation of Natural Areas The Olentangy River is located along the east side of US 23 in the project area. The project did not impact either the floodplain or the riparian buffer along the river as there was no roadway widening along the river side of US 23. This was one of the benefits of choosing the Sandusky Street extension as the preferred design alternative. There were no wetlands in the project area or work limits. As part of the project, landscaping included a vegetated biofilter constructed between the Sandusky Street extension and US 23 will improve water quality for runoff flowing into the adjacent Olentangy River, complying with the Ohio EPA Olentangy River Watershed Alternative General Construction Stormwater Permit. Because no new right-of-way will be acquired from within the boundary of the Historic Northwest District, the project had no adverse effect on the historic district.

3 Reestablishment of Natural Vegetation or Wetlands

Not applicable

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4 Preservation of Historical and Archeological Features

The traditional solution to provide better access would have been to construct new ramps and create a full interchange. But the non-traditional concept of modifying the southbound exit ramp to create a two-way street with an intersection at US 23 had less impacts to the adjacent Historic Northwest District and Olentangy River floodplain, and cost $8 million less to build. Because no new right-of-way will be acquired from within the boundary of the Historic Northwest District, the project had no adverse effect on the historic district

5 Enhancement of Cultural Resources Not Applicable

6 Community Sensitive Design Because this intersection serves as the northern gateway into the City of Delaware, inviting aesthetics was an important part of the project. Special landscaping, decorative, modular block walls and a monolith were built with the project to create a northern gateway into the City. The stone patterns on the walls and the monolith element were designed to reflect the southern gateway in order to create a common entryway treatment for Delaware. For this project, more than 2,000 square feet of decorative walls were constructed and 27 trees were planted along with shrubs, perennials and ground cover.

7 Overall Aesthetic Appeal This project has received numerous awards since the 2017 completion: 2017 Outstanding Engineering Achievement Award – Franklin County

Chapter of the Ohio Society of Professional Engineers 2017 Outstanding Engineering Achievement Award – Ohio Society of

Professional Engineers 2017 Project of the Year Award, Under $5 Million – American Society

of Highway Engineers 2017 Peer’s Choice Award, Outstanding Highway Project – American

Society of Highway Engineers 2018 Honor Award - American Council of Engineering Companies of

Ohio

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Location Map(s)

At least one high-level location map. Please attach an IMAGE FILE of your map here (take and upload a snapshot or screen capture image if the original map is only available as a PDF or other non-compatible image file format)

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Photographs

Use the Picture boxes below to add up to 10 digital photos (.JPG or other compatible format) suitable for large-screen display. Before-and-after photos are encouraged. Please use the caption field to provide details on each image.

Aerial Before

(photo - 20)

(photo - 21)

Car making a U-turn from northbound US-23 to exit ramp before project.

(photo - 22)

Aerial After

(photo - 23)

New two-way Sandusky Street Extension with Gateway.

(photo - 24)

View of wall and new sidewalk and period lighting along Sandusky Street

(photo - 25)

New signalized intersection from Sandusky Street

(photo - 26)

Landscaping and new sidewalk along Sandusky Street

(photo - 27)

Photo 8 Caption.

(photo - 28)

Photo 9 Caption.

(photo - 29)

Photo 10 Caption.

(photo - 30)