ES-1. Central Florida Freight Corridor (US 27/SR 60) Multimodal Mobility Enhancement Improvements. Project Name

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? 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? Do the project components include a railway-highway grade crossing or grade separation project? If so, please include the grade crossing ID. 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? 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? State(s) in which project is located Small or large project US 27 portions of application are awaiting FHWA approval for CRFC/CUFC designation Yes Yes No Yes # 625419N No $57,475,095 for grade crossing separation Florida Large Portion of the project (less than 50%) is in Urbanized Area in which project is located, if applicable 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. ES-1

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 i

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 ii

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. 1

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 2

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. 3

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. 4

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; 5

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). Figure 1: US 27 and SR 60 in Relation to Southeast Interstates and US Highways 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 6

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 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 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. Figure 2: International Distribution of Goods through Florida Customs Districts 7

Figure 3: Project Location in Relation to Annual Freight Tonnage by Mode 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. 8

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 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 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 US 27 projected to reach capacity limits by 2040 o Future congestion and travel delays 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 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 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 Additional lanes for 5 miles along one of most heavily traveled sections of US 27 o Reduces congestion and travel delays in future 9

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 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 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 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 Potential train/vehicles collisions Potential collisions with: o School buses (21 crossings a day) o Trucks carrying hazardous materials 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 Grade separation of CSX Crossing at SR 60 Eliminates the need for vehicles to stop and wait for trains o Improves travel time o Improves reliability 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 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 Separating vehicle and rail traffic reduces train/vehicle conflicts 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 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 10

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: Figure 4: Project Location 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. 11

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 nonurbanized 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 nonurbanized 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. 12

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 3 rd 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 13

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 US Senator Bill Nelson US Congressman Thomas J. Rooney US Congressman Dennis Ross Florida Representative Ben Albritton Florida Representative Neil Combee Florida Representative Mike La Rosa Florida Representative Sam Killebrew Florida Representative Colleen Burton Florida Senator Denise Grimsley Florida Senator Kelli Stargel Mayor of Winter Haven, Bradley T. Dantzler Governmental Agencies Central Florida Regional Planning Council Florida Citrus Commission Heartland Regional Transportation Planning Organization Lake Wales Economic Development Council Winter Haven Economic Development Council Central Florida Development Council Polk Transportation Planning Organization Businesses and Trade Associations CSX Transportation Oakley Transport Florida s Natural Saddle Creek Transportation Statewide Harvesting & Hauling Florida Trucking Association 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 14

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). 15

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. 16

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 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 atgrade 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. 17

interactions between roadway users along this segment of US 27, resulting in safe and efficient operations between transportation modes in this area. Figure 5: Article from the Lakeland 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. 18

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. Table 5: Large Project Requirements Large Project Question Does the project generate national or regional economic, mobility, safety benefits? Response and Referral Yes; see Sections 5.1, and 5.2. Is the project cost effective? Yes; see Section 7.0 19

Large Project Question 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 Federalaid 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. Is the project based on the results of preliminary engineering? 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? 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? Is the project reasonably expected to begin construction not later than 18 months after the date of obligation of funds for the project? Response and Referral Yes, particularly (1), (2), (5), and (7). See Sections 2.0, 4.0, 5.2, and 5.1. Yes. Preliminary engineering and related documents are available at: http://www.us27polk.com/ http://www.swflroads.com/ sr60/over-csx/ Yes. State funds are committed in the FDOT District One Adopted Five- Year Work Program Projects. Yes, contingencies are included. See Section 4.0. Funds are available for part of the project, but not for all of it. See Section 4.0 Yes. See detailed schedule in Section 8.2. 20

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 Merit Criteria Economic Outcomes Benefits Estimates by Merit Criteria for the Full Project (Millions of 2016 Dollars) Benefit Categories Avoided Congestion Related Costs from Accidents Vehicle Operating Cost Savings 7% Discount Rate $0.3 $0.6 $0.9 $2.1 Mobility Outcomes Travel Time Savings ($1.7) $9.8 3% Discount Rate Safety Outcomes Community and Environmental Outcomes Injury Cost Reduction Fatality Cost Reduction $150.3 $325.6 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 21

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 Mobility Outcomes Economic Outcomes Injury Cost Reduction Fatality Cost Reduction Travel Time Savings (losses due to lower speed limit) Avoided Congestion -Related Costs from Crashes $130.4 $282.7 ($14.7) ($18.0) $0.3 $0.6 Improved Reliability not quantified not quantified 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 22

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 Mobility Outcomes Injury Cost Reduction Fatality Cost Reduction $19.9 $42.9 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 23

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-ofway 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. 24