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Project Name Central Florida Freight Corridor (US
27/SR 60) Multimodal Mobility Enhancement Improvements
Was a FASTLANE application for this project submitted previously?
No
If yes, what was the name of the project in the previous application?
N/A
Previously Incurred Project Cost $0
Future Eligible Project Cost $100,597,380
Total Project Cost $170,504,033
FASTLANE Request $100,597,380
Total Federal Funding (including FASTLANE) $100,597,380
Are matching funds restricted to a specific project component? If so, which one?
No
Is the project or a portion of the project currently located on National Highway Freight Network?
US 27 portions of application are awaiting FHWA approval for CRFC/CUFC designation
Is the project or a portion of the project located on the NHS?
Does the project add capacity to the Interstate system?
Is the project in a national scenic area?
Yes
Yes
No
Do the project components include a railway-highway grade crossing or grade separation project?
If so, please include the grade crossing ID.
Yes
# 625419N
Do the project components include an intermodal or freight rail project, or freight project within the boundaries of a public or private freight rail, water (including ports), or intermodal facility?
No
If answered yes to either of the two component questions above, how much of requested FASTLANE funds will be spent on each of these projects components?
$57,475,095 for grade crossing separation
State(s) in which project is located Florida
Small or large project Large
Urbanized Area in which project is located, if applicable Portion of the project (less than 50%) is in Winter Haven, FL Urbanized Area
Population of Urbanized Area 201,289
Is the project currently programmed in the:
TIP
STIP
MPO Long Range Transportation Plan
State Long Range Transportation Plan
State Freight Plan?
The project components are in Florida’s State Transportation Improvement Program (STIP), the FDOT District One Adopted Five-Year Work Program Projects, and the Polk Transportation Planning Organization’s Long-Range Transportation Plan (LRTP), the State Freight Plan (2014) and in District One Freight Needs Assessment from 2015.
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Contents
1.0 Project Description.............................................................................................. 1
1.1 Overview ............................................................................................................ 1
Significance ............................................................................................................... 5
Expected Users ......................................................................................................... 8
Transportation Challenges and Solutions .................................................................. 9
2.0 Project Location ................................................................................................ 11
3.0 Project Parties ................................................................................................... 12
4.0 Grant Funds and Sources and Uses of Project Funds ................................... 14
5.0 Merit Criteria ...................................................................................................... 16
5.1 Economic Outcomes ........................................................................................ 16
5.2 Mobility Outcomes ............................................................................................ 17
5.3 Safety Outcomes .............................................................................................. 18
5.4 Community and Environmental Outcomes ....................................................... 18
5.5 Partnership and Innovation .............................................................................. 19
5.6 Cost Share ....................................................................................................... 19
6.0 Large Project Requirements ............................................................................. 19
7.0 Cost Effectiveness ............................................................................................ 21
8.0 Project Readiness ............................................................................................. 23
8.1 Technical Feasibility ......................................................................................... 23
8.2 Project Schedule .............................................................................................. 24
8.3 Required Approvals .......................................................................................... 25
Environmental Reviews and Approvals ................................................................... 25
State and Local Planning and Approvals ................................................................. 25
8.4 Project Risks and Mitigation Strategies ............................................................ 25
9.0 Project’s FASTLANE Website .......................................................................... 25
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List of Figures
Figure 1: US 27 and SR 60 in Relation to Southeast Interstates and US Highways ....... 6
Figure 2: International Distribution of Goods through Florida Customs Districts ............. 7
Figure 3: Project Location in Relation to Annual Freight Tonnage by Mode .................... 8
Figure 4: Project Location ............................................................................................. 11
Figure 5: Article from the Lakeland Ledger with Photo of Overpass Damage ............... 18
Figure 6: Project Schedule ............................................................................................ 24
List of Tables
Table 1: Transportation Challenges and Solutions Provided by the Central Florida
Freight Corridor (US 27/SR 60) Multimodal Mobility Enhancement
Improvements ................................................................................................. 9
Table 2: Population Statistics for Central Florida MSAs .............................................. 12
Table 3: Listing of Letters of Support ........................................................................... 14
Table 4: Funding Sources and Uses for Central Florida Freight Corridor
(US 27/SR 60) Multimodal Mobility Enhancement Improvements ................. 15
Table 5: Large Project Requirements .......................................................................... 19
Table 6: Cost Effectiveness Analysis Summary Result – Full Project .......................... 21
Table 7: Overall Results of the Benefit Cost Analysis for the Full Project
(Millions of 2016 Dollars) ............................................................................... 22
Table 8: Cost Effectiveness Analysis Summary Result – US 27/SR 60 Interchange
and US 27 Widening Only ............................................................................. 22
Table 9: Cost Effectiveness Analysis Summary Result – SR 60 At-Grade
Separation Crossing Only ............................................................................. 23
1
1.0 Project Description
1.1 Overview
The Central Florida Freight Corridor Multimodal Mobility Enhancement Improvements
will upgrade a critical freight junction for the State of Florida currently hampered by
safety issues and future capacity constraints. This multi-component project enhances
and improves multimodal mobility at and around this critical freight junction by modifying
an inefficient interchange configuration to a Single Point Urban Interchange (SPUI) at
US 27/SR 60, separating the at-grade rail crossing on SR 60 four miles west of the
interchange, and widening a 5-mile section of US 27 leading into the interchange from 4
to 6 lanes so as to accommodate the significant increases in truck volume. These
improvements will facilitate more efficient movements providing for quicker and safer
truck travel, reduce crashes, eliminate train crossing delays, and increase overall
capacity where two important freight corridors cross and connect the three largest
metropolitan areas of the state, Tampa-Orlando-Miami.
The north-south US 27 and east-west SR 60 highways are integral to trade and
shipping within and outside of Florida. US 27, the #1 trucking route in the State per the
Florida Trucking Association,
is a major regional route for
goods shipment and vital link
between Miami north through
central Florida and beyond. SR
60 is one of the highest
volume coast-to-coast routes
in the State, carrying
significant amounts of freight
between two of the state’s
largest cities, Tampa and
Orlando. Both highways are
part of the State’s Strategic
Intermodal System (SIS), the state’s network of high priority transportation facilities and
are designated hurricane evacuation routes. In September 2016, US 27 was submitted
for designation as a Critical Rural/Urban Freight Corridor.
Both highways are integral to the State’s economy, mobility, and residents’ safety. But
their efficiency is currently hampered by an inefficient partial cloverleaf interchange
configuration with an accident rate higher than the state average for similar facilities, an
overpass which is too low for some trucks, and a nearby at-grade rail crossing with
more than a dozen train crossings per day.
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To address these issues, The Central Florida Freight Corridor Multimodal Mobility
Enhancement Improvements will:
• Modify the current interchange configuration to a Single Point Urban Interchange
(SPUI) at US 27/SR 60;
• Separate the at-grade rail crossing on SR 60;
• Widen the existing US 27 highway leading into US 27/SR 60 Interchange from 4
to 6 lanes to accommodate the expected significant increases in truck volume.
While all parts of Central Florida Freight Corridor Multimodal Mobility Enhancement
Improvements Project are critical needs for the state and the region, the need
interchange improvements are the most immediately pressing, followed by the rail
crossing separation.
US 27 / SR 60 Interchange and US 27 Widening
US 27 is one of the state’s most important freight routes and is considered the spine of
Florida’s freight transportation. Significant increases in traffic volumes are forecasted
along US 27 in Polk County, and it is
projected to reach or exceed capacity by
2040 (US 27 Transportation Alternatives, US
27 Purpose and Need Technical
Memorandum, February 2016, Florida
Department of Transportation District One,
at http://www.US 27polk.com/images/reports/US
27_Purp-n-Need_TM_FHWA_Responses.pdf .)
Currently, the US 27 / SR 60 Interchange is
a partial cloverleaf. It experiences a high
percentage of truck traffic, which causes
congestion on the interchange ramps; it has
no traffic signals for the ramps; and,
experiences a higher crash rate than the
national average (US 27 Purpose and Need
Technical Memorandum).
The interchange’s on and off ramps are
currently inadequate to meet the current
demand. The US 27 northbound and the SR
60 eastbound on ramps are currently operating at Level of Service (LOS) F in both am
and pm. The US 27 southbound and the SR 60 eastbound off ramps are currently
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operating at LOS F in am and at LOS D in pm. Both are projected to operate at LOS F
with significant delays by 2040 (US 27 Purpose and Need Technical Memorandum).
The Central Florida Freight Corridor Multimodal Mobility Enhancement Improvements
will replace this inadequate interchange with a single point interchange, similar to a
diamond interchange except the two ramp intersections at US 27 are combined into a
single signalized intersection.
Additional improvements to US 27 will specifically cater to the high percentage of heavy
truck traffic on the highways (upwards of 20% trucks) by creating “truck loons” (paved
areas beside the road that allow for wide turns at crossovers) and ramps that allow for a
wide turning radius on US 27, enabling less restrictive turning movements. In addition,
concrete will be used extensively in the improved interchange due to the high volume of
trucks through this location, and will extend the life cycle of the interchange. The project
will also create more clearance under the overpass to mitigate trucks hitting the bridge,
and, thus, facilitate improved traffic flow.
To support traffic as it passes through the interchange, this project will also expand a
portion of US 27 from south of Presidents Drive to north of SR 60 in Lake Wales, a
distance of approximately 5.25 miles. The expansion will create three 12-foot lanes in
each direction separated by a 40-foot grass median, paved outside shoulders to
accommodate bicyclists, and five-foot sidewalks on both sides near the outside travel
lanes. These improvements will increase traffic capacity of the road, improve safety,
and provide for future transportation demand. The Polk Transportation Planning
Organization (TPO) includes six-laning this portion of US 27 as a feasible project in the
county’s LRTP.
4
SR 60/At-Grade Rail Crossing Separation
Currently, SR 60 is a four-lane divided roadway with a posted speed of 65 mph and a
40-foot depressed grass median. SR 60 intersects CSX Railroad at grade crossing #
625419-N at Roadway Milepost 25.544 and Railway Milepost SX 834.53, approximately
four miles west of the US 27/ SR 60 Interchange in Lake Wales, FL. In 2015, existing
traffic volumes reached over 23,000 daily vehicles near this crossing.
The grade separation for
SR 60 comprises three pairs of
bridges, one carrying the
SR 60 roadway over the Peace
Creek Drainage Canal, one for
a driveway and gas line, and
one for the CSX Railroad. The
planned roadway includes two
12-foot lanes in each direction with retaining walls approaching the bridges over the
railroad. The lanes will be separated by a 24-foot median that includes 10-foot paved
shoulders and a barrier wall. Ten-foot paved outside shoulders will include seven-foot
buffered bicycle lanes and sidewalks. Additional pavement will be constructed to
accommodate future widening of SR 60 to six lanes. Two-way, two-lane frontage roads
will also be provided in the northwest, southwest, and northeast quadrants of SR 60 and
the CSX Railroad to restore access to the properties and businesses disconnected from
grade separating SR 60.
The grade separation is needed to improve safety for trucks, cars, school buses and
trains by separating train and vehicle traffic (PD&E study of SR 60 and At-grade Rail
Crossing). The project will improve safety not only during train crossings, but whenever
schools buses or trucks carrying hazardous materials pass, since they must all stop at
the crossing and wait at least 3 seconds, regardless of a train’s presence. These stops
can lead to rear-end collisions from other vehicles traveling on this 65-mph roadway.
5
Additional benefits of this component are reductions in travel delays, train/vehicle
conflicts, and vehicle/vehicle conflicts by removing the need to stop traffic for trains, and
safely accommodating future traffic growth. Future benefits of this improvement would
be the ability to expand the rail line from one to two tracks, when the nearby Central
Florida Intermodal Logistics Center (ILC) in Winter Haven expands.
Implementing these improvements to the interchange, multimodal crossing, and
highway facilitates safer and more efficient truck travel, reduces crashes, eliminates
train crossing delays, and increases the overall capacity of this integral freight junction
along the spine of Florida serving the three largest metropolitan areas of the State,
Tampa-Orlando-Miami.
Significance
Freight continues to grow in Florida, increasing the demand for transportation
infrastructure improvements. Currently, over 762 million tons of freight moves
throughout Florida annually. By 2040, FHWA estimates that Florida’s transportation
system will be moving an estimated $2.5 trillion worth of cargo, predominantly freight by
truck through and out of the state.
As noted previously, both US 27 and SR 60 are designated as SIS Highways. Florida’s
SIS program, established in 2003, is a high priority network of those transportation
facilities in the state which are most significant for interregional, interstate, and
international travel. These significant corridors connect all of Florida's economic regions,
including economic markets beyond Florida. Within the state, they facilitate the
movement of passengers and goods between the major airports, seaports, rail facilities,
and notable intermodal hubs. Figure 1 illustrates the significance of both roadways.
US 27 is a major corridor from Miami up through the central Florida, west to
Tallahassee and further north through Chattanooga, Tennessee; Lexington, Kentucky;
6
Cincinnati, Ohio; and ending at Fort Wayne, Indiana. In 2015, US 27 carried an
estimated 3,100 to 3,700 trucks per day south and north of the interchange with SR 60,
which is approximately 13% of total traffic. Overall traffic along US 27 just south of the
interchange is expected to increase from 29,000 in 2015 to 52,800 in 2040. SR 60 is
one of Florida’s major east-west corridors, and carries even more trucks than US 27 at
their crossing. In 2015, approximately 4,200 trucks per day traveled on SR 60 west of
the interchange with US 27, which was more than 20% of total traffic on the roadway.
Both highways are critical to local industry and freight. Manufacturing, warehousing,
distribution, and Third Party Logistics (3PL) are key industries in the region. Polk
County is home to
19,800,000 sq. feet of
manufacturing and
50,300,000 sq. feet of
warehousing and
distribution (Florida
Department of
Transportation District One,
Freight Mobility & Trade
Plan 2016).
US 27 and SR 60 are
located in the heart of
Florida’s $10.7 billion citrus
industry – Florida’s Natural,
Minute Maid, and Simply
Orange package their juice
at one of Polk County’s five
citrus processing plants
before shipping them out
across the country. Almost
all of the citrus harvested in
Polk, Hardee, Highlands,
Okeechobee, and Glades
Counties and nearly half of
the citrus harvested in Hendry and Collier Counties is shipped into Polk County for
processing. During the 2014-2015 harvest year, an estimated 99,000 citrus truck
shipments traveled to the citrus processing plants in Polk County, all of them traveling
on US 27 and many using SR 60 as well. Other agriculture also flourishes in the area,
including cattle, vegetables, and other fruits. Approximately 25 miles to the northwest of
Figure 1: US 27 and SR 60 in Relation to Southeast Interstates and
US Highways
7
the US 27/SR 60 Interchange is the Cattlemen's Livestock Auction in Lakeland.
Together with the livestock markets in Okeechobee (in neighboring Okeechobee
County) and Arcadia (in DeSoto County), approximately 220,000 head of cattle were
sold at auction in the area during 2015, valued at $212.3 million. Much of the cattle
going to or from these markets traveled on US 27 and SR 60.
The Central Florida ILC, managed by CSX Transportation, is a centralized hub for
transportation, logistics, and distribution serving
Tampa, Orlando, and Southern Florida, and is
situated just 2 miles off SR 60, west of the US 27
Interchange. It is jointly served by SR 60 and US 27,
which provide the vital transportation links necessary
to ensure the efficient movement of goods and
services through the state and nation-wide
multimodal network. The Central Florida ILC is the
largest master-planned inland port in Florida,
surrounded by 930 acres being developed for
manufacturing and distribution facilities. Freight flows
to and from this facility towards Atlanta, New York, Chicago, Detroit, San Francisco, and
Los Angeles, and other major metropolitan regions in the US.
As the Florida Chamber of Commerce notes, Florida is a crossroad for international
trade, not just domestic shipments. Figure 2 indicates the distribution of international
goods through Florida. Figure 3 shows that US 27 and SR 60 are on key routes for
freight traveling from southern and central Florida north to the rest of the nation. With
the widening of the Panama
Canal and development of
South American and
Caribbean economies, Florida
can expect to see continued
increases in freight activity at
major ports, including Tampa,
Orlando, and Miami – three
corners of the US 27 and SR
60 freight corridors that
converge in the project area.
“Today, nearly all of the trucks accessing
the ILC for inbound and outbound trips
use SR60 and US27. Seamless
connectivity between these
transportation facilities is critical to
economic development and freight
mobility throughout Florida.”
Louis Renjel, Jr., Vice President, Strategic
Infrastructure Initiatives, CSX
Transportation
Figure 2: International Distribution of Goods through
Florida Customs Districts
8
Expected Users
Direct beneficiaries of the Central Florida Freight Corridor Multimodal Mobility
Enhancement Improvements will be the businesses and communities on or near these
segments of US 27 and SR 60. Currently, approximately 29,000 vehicles per day travel
along US 27 in the vicinity of SR 60, with approximately 13% trucks. Future 2040 traffic
volumes along US 27 are forecasted to increase significantly throughout the corridor,
with the largest absolute increases located near SR 60. On SR 60, existing traffic
volumes near the CSX crossing averaged approximately 23,000 vehicles per day.
Among other potential beneficiaries, CSX will benefit from the improved reliability and
safety on the roadways just outside its ILC facility at its crossing with SR 60. In
addition, many businesses in the area, including growers, shippers, and other industry
will benefit from more reliable shipping and potential reductions in shipping costs.
Figure 3: Project Location in Relation to Annual Freight Tonnage by Mode
9
Transportation Challenges and Solutions
US 27 and SR 60 are important freight corridors for central Florida, facilitating the
transportation of goods through and out of the state. Currently, the movement of goods
and people along the two corridors and at their intersection are hampered by an
inefficient interchange and an at-grade crossing which are causing significant number of
crashes and creating inefficiencies and reducing the reliability of transportation in the
region. These challenges, and how the Central Florida Freight Corridor (US 27/SR 60)
Multimodal Mobility Enhancement Improvements address them, are presented in
greater detail in Table 1 below.
Table 1: Transportation Challenges and Solutions Provided by the Central Florida Freight Corridor
(US 27/SR 60) Multimodal Mobility Enhancement Improvements
The Transportation Challenges
The Solutions
Central Florida Freight Corridor (US 27/SR 60) Multimodal Mobility
Enhancement Improvements
US 27/SR 60 Interchange & US 27 widening
� High accident rates and reliability problems � Replace partial cloverleaf with Single Point Urban Interchange (SPUI) at US 27/SR 60
� Widen 5.25-mile section of US 27 leading into the interchange
Interchange bridge too low, trucks periodically hit it o Such collisions have required repairs averaging
$11,000 per year o Travel delays for other vehicles due to closures
from initial collisions and repairs
New interchange will have more clearance under SR 60 bridge over US 27
o Eliminates repairs from trucks hitting overpass o Eliminates delays to other vehicles associated
with trucks hitting overpass
Interchange ramp curves are too small for trucks, causing accidents and turnovers; notably higher crash rate than state average for similar facilities.
Ramps are currently at LOS F
o Injuries, fatalities, economic losses o Travel delays for other vehicles created by
crashes
Improvements to the interchange ramps and truck loons will allow for wide turns
o Decreases Injuries, fatalities, economic costs o Reduces travel delays associated with crashes
for other vehicles o Reduced congestion and delays at interchange
due to greater capacity
US 27 projected to reach capacity limits by 2040 o Future congestion and travel delays
Additional lanes for 5 miles along one of most heavily traveled sections of US 27
o Reduces congestion and travel delays in future
10
The Transportation Challenges
The Solutions
Central Florida Freight Corridor (US 27/SR 60) Multimodal Mobility
Enhancement Improvements
CSX Crossing at SR 60
� Safety, travel efficiency and reliability problems
� Limits to future growth of Central Florida ILC and nearby development
� Grade separation of CSX Crossing at SR 60
Trucks and cars must wait for trains to cross 12 – 14 times a day
o Increases travel time for some truck and cars o Reduces reliability for trucks and cars
Eliminates the need for vehicles to stop and wait for trains
o Improves travel time o Improves reliability
Car and truck collisions (when stopped for trains) – almost one each year
o Injuries, fatalities, economic losses o Travel delays for other vehicles as respond to
crashes
Removing need to stop at crossing when trains pass will reduce vehicle collisions
o Decreases Injuries, fatalities, economic costs o Reduces travel delays associated with crashes
for other vehicles
All school buses and trucks carrying hazardous materials must stop at crossing regardless of train presence
o Increases travel time for school buses and some trucks
o Injuries, fatalities, economic losses
Removing need school buses and trucks carrying hazardous materials to always stop at crossing
o Improves travel time o Decreases risk of crashes and related injuries,
fatalities, economic costs
Potential train/vehicles collisions Separating vehicle and rail traffic reduces train/vehicle conflicts
Potential collisions with: o School buses (21 crossings a day) o Trucks carrying hazardous materials
Removes possibility of train collisions with school buses/trucks carrying hazardous materials; reduces risk of vehicle collisions with school buses/trucks carrying hazardous materials when stopped at the crossing
Single rail with at-grade crossing for trains leaving ILC.
o Limits expansion of ILC once it reaches capacity o Limit to ILC expansion and crash risk at crossing
may stifle future development plans at large nearby parcels
SR 60 will be built over rail line leaving room for future expansion with second parallel line
o ILC can be expanded to handle more intermodal freight, creating additional shipping efficiencies
o Possibility of added rail capacity together with safer roads can encourage development of large nearby parcels
11
2.0 Project Location The Central Florida Freight Corridor (US 27/SR 60) Multimodal Mobility Enhancement
Improvements project is located in Polk County, in the heart Florida as shown in Figure
4.
US 27 runs up the
length of Florida from
Miami through the
interchange with SR 60,
connecting Miami to
central Florida and
beyond. The US 27/SR
60 Interchange near the
at-grade rail crossing is
situated partway
between three of the
biggest metropolitan
areas in Florida,
Tampa-Orlando-Miami.
The project’s specific
geospatial coordinates
are:
• US 27/SR 60 Interchange (middle of bridge, middle of median)
o 27°53'51.3"N 81°35'59.5"W
• SR 60 Railroad Crossing (middle of crossing between roads)
o 27°54'11.2"N 81°39'32.8"W
• US 27 and Presidents Drive (middle of intersection)
o 27°49'33.0"N 81°35'35.3"W
As shown in Table 2, Central Florida has experienced consistent population growth
over the last decade in the metropolitan areas of Tampa, Orlando, and Polk County,
indicating that highway usage will only increase. The surrounding metropolitan areas
have grown by approximately 12% to 24% during the last 10 years.
Figure 4: Project Location
12
Table 2: Population Statistics for Central Florida MSAs
2005 2010 2015 Percent
(%) change 2005-2015
Tampa-St Petersburg-Clearwater MSA 2,647,658 2,783,243 2,975,225 12.4%
Orlando-Kissimmee-Sanford MSA 1,933,255 2,134,411 2,387,138 23.5%
Lakeland-Winter Haven MSA (Polk County) 542,912 602,095 650,092 19.7%
Note: MSA Populations for 2005 & 2015 are July 1 Census population estimates, populations for 2010 are Census
counts.
Significant portions of the project are in both rural and urban areas of the state. A
portion of this project is in the southern end of the Winter Haven urbanized area
(population 201,289). Based upon USDOT guidance on using project costs to
determine whether a project is urban or rural, the Florida Department of Transportation
concludes that this is a rural project under FASTLANE guidelines. Specifically:
• The US 27/SR 60 Interchange Improvements are located entirely in the Winter
Haven urbanized area. Total cost of the component is $64,629,798.
• The SR 60/At-Grade Rail Crossing Separation is located entirely in a non-
urbanized area of the state. Its total cost is $57,475,095.
• The Widening of US 27 south of the interchange is in the Winter Haven
urbanized area for 0.876 miles, and outside that urbanized area for 3.9 miles.
Total cost of the widening is $48,399,140, with $39,521,910 of those costs in a
non-urbanized area and $8,877,229 in an urbanized area.
• Thus, $96,997,006 of the total $170,504,033 project costs, or 57%, are in a non-
urbanized area and $73,507,027, or 43% of total costs, are in an urbanized area.
3.0 Project Parties The Central Florida Freight Corridor (US 27/SR 60) Multimodal Mobility Enhancement
Improvements project is supported by local, regional, and State partnerships. The
Florida Department of Transportation is collaborating with the Polk TPO, the local
transportation planning organization, and CSX Transportation, a large Class I railroad
owner and operator. Together, these public and private entities represent the vested
interest in the improvements to the local and regional highway and railway infrastructure
in this area.
13
Florida Department of Transportation
This project is sponsored by the Florida Department of Transportation (FDOT) and will
be managed out of FDOT’s District One Office. FDOT’s primary statutory responsibility
is to coordinate the planning and development of a safe, viable, and balanced state
transportation system serving all regions of the state, and to assure the compatibility of
all components, including multimodal facilities. FDOT oversees the transportation
system for the 3rd most populous state, including 122,392 highway miles, 3,842 railway
miles, 20 commercial airports, 31 urban transit systems, 15 seaports, and 2 spaceports.
District One, with a land area of nearly 12,000 square miles, represents 12 counties in
Southwestern Florida. Its 1.8 million residents contribute to the 21 million miles traveled
daily on its state highways.
FDOT is known nationally for efficient and innovative transportation projects. Over the
last seven years, the FDOT has received six prizes in the America's Transportation
Awards competition: two Grand Prize awards and four People’s Choice awards. These
awards attest to the FDOT’s ability to deliver on project schedules, budgets, and
innovative solutions for transportation problems.
All FDOT Districts have a District Freight Coordinator who serves as the primary contact
for their district in coordinating matters of freight mobility with public agencies and
private businesses. District One’s Freight Mobility & Trade Plan, released earlier this
year, is designed to help the District and its freight stakeholders: i) increase operational
efficiency of goods movement; ii) align public and private efforts for trade and logistics;
iii) raise awareness and support for freight movement investments; and iv) transform
organizational culture to consider supply chain and freight movement issues.
Additionally, the FDOT’s Highway Safety Plan exemplifies their collaboration and
partnership input on safety priorities and activities. The compilation of these efforts
means that the FDOT partners with thousands of people to work toward their goal of
zero fatalities on Florida’s highways.
Polk County and the Polk TPO
Polk County is centrally located north-south and east-west on the Florida peninsula, and
is home to the Lakeland-Winter Haven MSA. The Polk TPO provides a forum for
cooperative decision-making regarding countywide transportation issues. As the lead
transportation planning agency for the area, it develops transportation plans and
programs designed to meet the community’s short and long term travel needs. The Polk
TPO collaborates with FDOT, transportation operators, and local governments on a
variety of transportation projects that serve the community, supported by federal and
14
state funding. The policy board is comprised of local elected officials, staff, and advisory
committees that include representatives from cities and towns in the county.
Another critical party to this project, CSX Transportation, based in Jacksonville, Fla., is
one of the nation’s leading transportation companies, providing rail, intermodal, and
transload services. The company’s rail transportation network spans approximately
21,000 miles, with service to 23 eastern states and the District of Columbia, and
connects to more than 70 ocean, river, and lake ports. The Central Florida ILC is one of
only 3 intermodal terminals of its kind across CSX’s network.
FDOT received many letters of support for the Central Florida Freight Corridor (US
27/SR 60) Multimodal Mobility Enhancement Improvements project (included on the
project’s FASTLANE website) as shown in Table 3 below.
Table 3: Listing of Letters of Support
Elected Officials Governmental Agencies Businesses and Trade
Associations
US Senator Bill Nelson Central Florida Regional Planning Council
CSX Transportation
US Congressman Thomas J. Rooney
Florida Citrus Commission Oakley Transport
US Congressman Dennis Ross Heartland Regional Transportation Planning Organization
Florida’s Natural
Florida Representative Ben Albritton
Lake Wales Economic Development Council
Saddle Creek Transportation
Florida Representative Neil Combee
Winter Haven Economic Development Council
Statewide Harvesting & Hauling
Florida Representative Mike La Rosa
Central Florida Development Council
Florida Trucking Association
Florida Representative Sam Killebrew
Polk Transportation Planning Organization
Florida Representative Colleen Burton
Florida Senator Denise Grimsley
Florida Senator Kelli Stargel
Mayor of Winter Haven,
Bradley T. Dantzler
4.0 Grant Funds and Sources and Uses of Project Funds
Should FDOT be awarded a FASTLANE grant for the Central Florida Freight Corridor
(US 27/SR 60) Multimodal Mobility Enhancement Improvements, the project will be
15
funded with a combination of Florida state funds and the FASTLANE grant. The Florida
state funds for this project are committed and total approximately 41% of the total
project costs, as shown in Table 4 below. No other federal funding for this project is
anticipated at the time of application.
A FASTLANE grant would allow FDOT to complete the US 27/SR 60 Interchange
improvements, separate the at-grade rail grade crossing on SR 60 over the CSX tracks
which carry trains from the nearby ILC, and widen approximately five miles of US 27
leading into the US 27/SR 60 interchange. Currently, FDOT does not have sufficient
funds to complete the entire project.
Table 4: Funding Sources and Uses for Central Florida Freight Corridor (US 27/SR 60) Multimodal
Mobility Enhancement Improvements
Project Components
& Cost Categories
FASTLANE Amount
% of Total
Project Cost
FDOT Amount
% of Total
Project Cost
Total
% of Total
Project Cost
US 27/SR 60 Interchange Improvements - FM#419243-4 $64,629,798 37.9%
Construction 38,131,581 22% 15,715,517 9% 53,847,098 32%
ROW 3,620,852 2% 3,620,852 2%
Professional Services 7,161,848 4% 7,161,848 4%
SR 60/At-Grade Rail Crossing Separation - FM#436559-1 $57,475,095 33.7%
Construction 33,910,306 20% 19,006,748 11% 52,917,054 31%
ROW 1,160,000 1% 1,160,000 1%
Professional Services 3,398,041 2% 3,398,041 2%
US 27 Widening - FM#419243-5 $48,399,140 28.4%
Construction 28,555,493 17% 19,843,647 12% 48,399,140 28%
ROW
Professional Services
Total $100,597,379 59% $69,906,654 41% $170,504,033
Table 4 also presents costs for the Central Florida Freight Corridor (US 27/SR 60)
Multimodal Mobility Enhancement Improvements separated by each component of the
project: the interchange improvements (approximately $64.6 million, which is 37.9% of
the entire project cost), the rail crossing separation (approximately $57.5 million, which
is 33.7% of the entire project cost), and the widening portion of US 27 (approximately
$48.4 million, which is 28.4% of the entire project cost).
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Each of these components can be constructed separately and have independent utility.
The widening of US 27 presented here is a section of a larger planned expansion of US
27 further south to the Highlands County Line. The interchange improvements and the
widening of this section of US 27 were modeled together in the cost-effectiveness
analysis because of the contiguous relationship of the two projects.
Table 4 details the portions of the total budget that will be spent on major cost
categories: construction, right-of-way, and professional services (including design and
engineering), and how the requested FASTLANE grant will be distributed among the
project components. FDOT plans for the entire FASTLANE grant to be spent on
construction activities.
FDOT has set aside contingencies in the budgeting for these projects, which are
included in FDOT District One Adopted Five-Year Work Program. Contingencies for the
project total $12,557,952, which is 7.4 percent of the total estimated project costs.
As previously stated, FDOT is the project sponsor and will be responsible for managing
the project funds, delivery and schedule. FDOT has a history of excellent project
delivery, public management and responsibility with public funds. The department has
surpassed its 80% on-time completion target for the past 7 years; this year completing
87.2% of projects on-time. FDOT also met its target to complete at least 90% of projects
within budget for the past 3 years, and have achieved over 80% for the last 6 years.
The FDOT also received good (Aa) credit ratings for all of its projects reviewed by
Moody’s in the last 10 years.
5.0 Merit Criteria
5.1 Economic Outcomes
Considering the significant percentage of truck
traffic on US 27, SR 60, and their interchange,
and the expected increases in traffic volumes,
the interchange improvement and the associated
roadway expansion will reduce travel delays and
improve reliability for a significant number of
trucks shipping goods in central Florida.
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This project improves the connections between
the ILC and US 27, the #1 trucking route in the
state. Currently over 800 trucks per day leave
the ILC, carrying regional, national, and
international cargo on their ‘last mile.’ The vast
majority of these trucks use SR 60 and US 27
on their outbound and inbound trips. Removing
the delays through the interchange and the at-
grade rail crossing and reducing crashes in this
area will increase road capacity and cater to the high level of freight through the area,
which will reduce shipping costs for many international and domestic goods passing
through the ILC.
In addition, the Rail Crossing Separation will be built large enough to accommodate
additional rail and vehicle travel lanes and thus will allow for the expansion of the
Central Florida ILC. Together, these transportation investments will encourage
economic development, including the use of large nearby parcels for additional freight
and distribution facilities.
The improvements will generate an estimated $0.9 million in vehicle operating cost
savings and another $0.3 million in savings from avoided congestion generated by
crashes on US 27 (calculated using a 7% discount rate). Additional benefits that were
not estimated include long-term efficiencies in freight shipments due to more reliable
transportation and long-term regional economic growth.
5.2 Mobility Outcomes
US 27 near SR 60 is already heavily traveled. The interchange improvements provide
reductions in congestion and enable better traffic flow, which will improve system
performance and better facilitate trucks moving goods through the ILC. Additionally, the
grade-separation for the rail crossing will provide uninterrupted traffic flow for both
vehicle and rail modes of transportation. These
improvements will enhance interregional connectivity
between Florida's economic regions.
Further, the bridge taking SR 60 over US 27 is too low.
In recent years, more than one truck has hit the bridge’s
bottom edges, causing damage and substantial traffic
delays as shown in Figure 5. Improving the interchange
layout and adding lanes to the south will reduce
congestion, leading to fewer crashes, and improve
“Florida’s Natural Growers is located
on US27 and less than half a mile from
SR60. With the combination of Fruit
trailers and Product trailers we have
over 200 loads per day that travel
these roads.”
Carson Weeks, Director of Global Supply
Chain, Citrus World, Inc.
“This project is critical to our community
for several reasons including the correction
of current safety and functional deficiencies
of the freight corridor and the economic
opportunity that will be realized upon
completion.”
Bruce Lyon, President, Winter Haven Economic
Development Council
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interactions between roadway users along this
segment of US 27, resulting in safe and efficient
operations between transportation modes in this area.
Both the lane widening along US 27 and the grade
crossing improvement on SR 60 will add lanes for
bicycle travel, enhancing local residents’ ability to
utilize active transportation options.
5.3 Safety Outcomes
The interchange has a high crash rate.
According to the Project Traffic Report
(PTR): US 27 from the Highlands County Line to
North of SR 60 PD&E Study, prepared for Polk County in 2016, the US 27/SR 60
Interchange crash rate exceeds the FDOT average for similar facilities. Between 2007
and 2011, the US 27/SR 60 Interchange had 105 crashes, more than any of the other
major intersection studied along that section of US 27.
The principle purpose behind improving the SR 60 at-grade crossing is to improve
safety. The 1-mile segment of SR 60, including the at-grade crossing, has an average
crash rate 6 times higher than the statewide average. A grade-separation crossing
alleviates vehicle-rail conflicts and reduces crashes that cause delays at this critical
location.
This project will lead to an estimated $150.3 million is safety benefits from fewer motor
vehicle accidents at the US 27/SR 60 interchange, the grade crossing, and on US 27.
5.4 Community and Environmental Outcomes
Replacing the at-grade crossing
removes a temporary barrier to local traffic which
will significantly benefit the local community
through reduced vehicle travel times, crashes on
SR 60, emissions, and noise generated by vehicle
idling. It will also enhance transportation
alternatives for the region’s population and
support growth in the Central Florida area.
Figure 5: Article from the Lakeland
Ledger w ith Photo of Overpass
Damage
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Both roads are hurricane evacuation routes in Central Florida. Implementing the
improvements will help ensure Florida's Transportation Systems can meet national
defense, emergency response, and evacuation needs, while providing adequate
capacity for the efficient movement of freight, goods and services for all users of the
transportation system.
.
5.5 Partnership and Innovation
The Central Florida Freight Corridor (US 27/SR 60) Multimodal Mobility Enhancement
Improvements is composed of improvements that are promoted by state, local, and
private stakeholders and it facilitates multi-jurisdictional and multimodal collaboration
and solutions for multiple public and private stakeholders across the State of Florida.
All elements of the project are in Polk TPO’s LRTP and have strong support from the
Winter Haven business community, as well as CSX Corporation. Multiple letters of
support for the project can be found on the project website (see Section 9.0).
5.6 Cost Share
FDOT is planning to use $69,906,654 of state funds to cover 41% match of the
total $170,504,033 project cost, as discussed in Section 4.0 Grant Funds and Sources
and Uses of Project Funds. These funds are State DOT funds and are programmed
within the current District One Work Program for construction by 2020.
6.0 Large Project Requirements As a large project, Central Florida Freight Corridor (US 27/SR 60) Multimodal Mobility
Enhancement Improvements must meet certain criteria as specified in the FASTLANE
Notice of Funding Opportunity (NOFO) for FY 2017. The applicable questions from the
NOFO are listed below in Table 5, with references to the appropriate sections of this
application in which the information can be found, with additional notations.
Large Project Question Response and Referral
Does the project generate national or regional economic, mobility, safety benefits?
Yes; see Sections 5.1, and 5.2.
Is the project cost effective? Yes; see Section 7.0
Table 5: Large Project Requirements
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Large Project Question Response and Referral
Does the project contribute to one or more of the Goals listed under 23 USC 150 (and shown below)? (b) National Goals.—It is in the interest of the United States to focus the Federal-
aid highway program on the following national goals:
(1) Safety.—To achieve a significant reduction in traffic fatalities and serious injuries on all public roads.
(2) Infrastructure condition.—To maintain the highway infrastructure asset system in a state of good repair.
(3) Congestion reduction.—To achieve a significant reduction in congestion on the NHS.
(4) System reliability.—To improve the efficiency of the surface transportation system.
(5) Freight movement and economic vitality.—To improve the national freight network, strengthen the ability of rural communities to access national and international trade markets, and support regional economic development.
(6) Environmental sustainability.—To enhance the performance of the transportation system while protecting and enhancing the natural environment.
(7) Reduced project delivery delays.—To reduce project costs, promote jobs and the economy, and expedite the movement of people and goods by accelerating project completion through eliminating delays in the project development and delivery process, including reducing regulatory burdens and improving agencies’ work practices.
Yes, particularly (1), (2), (5), and (7). See Sections 2.0, 4.0, 5.2, and 5.1.
Is the project based on the results of preliminary engineering?
Yes. Preliminary engineering and related documents are available at:
http://www.us27polk.com/
http://www.swflroads.com/sr60/over-csx/
a) With respect to non-federal financial commitments, does the project have one or more stable and dependable funding or financing sources to construct, maintain, and operate the project?
b) Are contingency amounts available to cover unanticipated cost increases?
Yes. State funds are committed in the FDOT District One Adopted Five-Year Work Program Projects.
Yes, contingencies are included. See Section 4.0.
Is it the case that the project cannot be easily and efficiently completed without other federal funding or financial assistance available to the project sponsor?
Funds are available for part of the project, but not for all of it. See Section 4.0
Is the project reasonably expected to begin construction not later than 18 months after the date of obligation of funds for the project?
Yes. See detailed schedule in Section 8.2.
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7.0 Cost Effectiveness The cost effectiveness of the Central Florida Freight Corridor (US 27/SR 60) Multimodal
Mobility Enhancement Improvements was estimated through a complete Benefit-Cost
Analysis (BCA) to monetize, as thoroughly as possible, benefits generated under each
of the merit criteria defined in the FASTLANE program and compare them against the
project’s cost. Benefits that are not easily monetized, but important to understand, are
discussed in other sections of this application. The BCA shows that the project has a
net overall positive impact on the nation’s economy. For every $1 invested in the
project, $1.17 to $2.12 (using a 7% and 3% discount rate, respectively) in public
benefits are likely to be generated.
A 33-year period of analysis was used in the estimation of the project’s benefits and
costs. This includes 3 years of construction taking place in 2020 through 2022 and 30
years of full operation with annual costs and benefits being estimated through 2052.
Table 6 below summarizes the monetization of the main benefits for proposed
improvements, categorized under the main criteria established in the FASTLANE
program. The benefits are discounted by 7% and 3%, as per USDOT guidance. The
largest benefits are obtained from improved safety, totaling $150.3 million when using a
7% discount rate and $325.6 million using a 3% discount rate.
Table 6: Cost Effectiveness Analysis Summary Result – Full Project
Benefits Estimates by Merit Criteria for the Full Project (Millions of 2016 Dollars)
Merit Criteria Benefit Categories 7% Discount
Rate 3% Discount
Rate
Economic Outcomes
Avoided Congestion Related Costs from Accidents
$0.3 $0.6
Vehicle Operating Cost Savings
$0.9 $2.1
Mobility Outcomes Travel Time Savings ($1.7) $9.8
Safety Outcomes Injury Cost Reduction
Fatality Cost Reduction $150.3 $325.6
Community and Environmental Outcomes
Emission Cost Reduction $0.2 $0.2
Overall benefits and costs are presented in Table 7. Benefits total $150.1 million over
the 33-year benefit accrual period when using a 7% discount rate, and $338.4 million
when using a 3% discount rate. With a 7% discount rate, the project is expected to
result in a net present value of nearly $22.2 million and a benefit-cost ratio of 1.17. With
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a 3% discount rate, the expected net present value of the project increases to $179.1
million, and the benefit-cost ratio to 2.12.
Table 7: Overall Results of the Benefit Cost Analysis for the Full Project (Millions of 2016 Dollars)
Project Evaluation Metric 7% Discount Rate 3% Discount Rate
Total Discounted Benefits $150.1 $338.4
Total Discounted Costs $127.9 $159.3
Net Present Value $22.2 $179.1
Benefit/Cost Ratio 1.17 2.12
When considering only the US 27/SR 60 Interchange and US 27 Widening components,
the largest benefits are safety related and total $130.4 million (using a 7% discount
rate). Overall benefits and costs of this portion of the project are presented in Table 8.
Table 8: Cost Effectiveness Analysis Summary Result – US 27/SR 60 Interchange and US 27
Widening Only
Benefits Estimates by Merit Criteria for the US 27/SR 60 Interchange and US 27 Widening (Millions of 2016 Dollars)
Merit Criteria Benefit Categories 7% Discount
Rate 3% Discount
Rate
Total Discounted Benefits $116.1 $265.3
Safety Outcomes Injury Cost Reduction
Fatality Cost Reduction $130.4 $282.7
Mobility Outcomes
Travel Time Savings (losses due to lower speed limit)
($14.7) ($18.0)
Avoided Congestion -Related Costs from Crashes
$0.3 $0.6
Improved Reliability not quantified not quantified
Economic Outcomes Inventory cost saving from reduced recurring delays
not quantified not quantified
Total Discounted Costs $81.6 $99.4
Net Present Value $34.4 $165.9
Benefit/Cost Ratio 1.42 2.67
For this US 27/SR 60 Interchange and US 27 Widening only, the project would result in
a net present value of nearly $34.4 million and a benefit-cost ratio of 1.42, when using a
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7% discount rate. When using a 3% discount rate, the project would result in net
present value of nearly $165.9 million and a benefit-cost ratio of 2.67.
For the SR 60 At-Grade Separation alone, the largest benefits are also safety related,
totaling $19.9 million with a 7% discount rate. Overall benefits and costs of just this
portion of the project are presented in Table 9. For this portion of the project only, when
using a 3% discount rate, the project would result in a net present value of nearly $13.2
million and a benefit-cost ratio of 1.22.
Table 9: Cost Effectiveness Analysis Summary Result – SR 60 At-Grade Separation Crossing Only
Benefits Estimates by Merit Criteria for the SR 60 At-Grade Crossing Separation (Millions of 2016 Dollars)
Merit Criteria Benefit Categories 7% Discount
Rate 3% Discount
Rate
Total Discounted Benefits $34.0 $73.1
Safety Outcomes Injury Cost Reduction
Fatality Cost Reduction $19.9 $42.9
Mobility Outcomes Travel Time Savings $13.0 $27.9
Improved Reliability not quantified not quantified
Economic Outcomes Vehicle Operating Cost Savings $0.9 $2.1
Total Discounted Costs $46.3 $59.9
Net Present Value ($12.3) $13.2
Benefit/Cost Ratio 0.73 1.22
8.0 Project Readiness The improvements to the US 27/SR 60 Interchange and widening of all of US 27 in Polk
County have completed the initial preliminary design and engineering, the NEPA
package has been submitted, and the project is included in relevant state and local
planning documents. The SR 60 at-grade rail crossing separation preliminary design
and engineering is nearing completion. The Project is ready to advance upon receipt of
FASTLANE funding.
8.1 Technical Feasibility
The Central Florida Freight Corridor (US 27/SR 60) Multimodal Mobility Enhancement
Improvements project has initiated and advanced work activities associated with
environmental analysis and design as well as a highly coordinated planning and review
process to vet potential technical issues. The project is ready to advance upon receipt
of additional funding. The technical feasibility assessment included advanced design
24
work and an in-depth public involvement process that has allowed for meaningful input
from the general public and affected stakeholders. The planning and review process
was undertaken to maximize the benefits of the proposed improvements while
minimizing impacts to the adjacent property owners and the road users (motorized and
non-motorized). In particular, consideration to the type of vehicles traversing through
the project was accounted for, with heavy vehicles (i.e. freight-related) being a major
emphasis. To improve high crash areas, those locations were vetted to establish proper
sight distances, which are critical to improve safety. In addition, preliminary design
aspects were evaluated by traffic and roadway engineers so all project elements will
function safely and efficiently.
The FASTLANE grant award will allow the project to finalize design, commence right-of-
way acquisition, and initiate construction activities for all three components.
8.2 Project Schedule
The project schedule is illustrated in Figure 6 below.
Figure 6: Project Schedule
Final environmental approvals are expected in mid-2017. Construction of the SR 60 rail
crossing separation is expected to begin in June of 2019. Construction of the US 27/SR
60 Interchange and the widening of the portion of US 27 into the interchange are
planned to begin in March 2020.
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8.3 Required Approvals
Environmental Reviews and Approvals
In cooperation with Federal Highway Administration (FHWA), FDOT District One staff is
working through the NEPA process to obtain appropriate approvals. As part of this
process, FDOT completed the necessary technical reports to address any potential
environmental impacts during the planning phase. A NEPA package for the widening of
all of US 27 in Polk County, as well as improving the US 27/SR 60 Interchange, was
submitted and the NEPA assignment for FDOT Office of Environmental Management
became effective on December 14, 2016.
This advanced environmental work addressed any potential significant impacts and will
streamline the project delivery process, and, thus, eliminate potential surprises.
State and Local Planning and Approvals
All portions of the Central Florida Freight Corridor (US 27/SR 60) Multimodal Mobility
Enhancement Improvements project are included in the state and local planning
documents. The project components are in the FDOT District One Adopted Five-Year
Work Program Projects, and the Polk TPO LRTP.
8.4 Project Risks and Mitigation Strategies
The three components of the project are considered together because the risks for
implementation are similar and minimal. As preliminary design is completed in the near
term and environmental approvals are obtained, the greatest risk to implementation is
funding. Due to funding limitations, this project will experience delays in delivering
needed upgrades to the project area, particularly hampering efficient freight movement.
FDOT will continue to pursue alternative funding options to complete these projects.
As stated previously, FDOT has set aside contingencies the project totaling
$12,557,952, which is 7.4 percent of the total estimated project costs (construction,
right-of-way, and design and engineering).
9.0 Project’s FASTLANE Website FDOT has prepared a Website for the Central Florida Freight Corridor (US 27/SR 60)
Multimodal Mobility Enhancement Improvements project which contains copies of this
application, the Technical Appendix for the BCA, a Wage Rate Certification Letter,
Letters of Support, and other documents for USDOT as it reviews this application. The
Website location is: www.swflroads.com/us27sr60/fastlanegrantapplication. The BCA
model is also available on the website with a password to access it of: FASTLANE2.
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