i-95 and oslo road interchange design and widening project ...oslodesignproject.com/widening...

Florida Department of Transportation

RICK SCOTT

GOVERNOR 3400 West Commercial Blvd.

Fort Lauderdale, FL 33309

JIM BOXOLD

SECRETARY

PUBLIC HEARING TRANSCRIPT CERTIFICATION I hereby certify that on December 16, 2015 beginning at 5:30 p.m., I presided over a Public Hearing for the following project:

Olso Road Widening Project Development and Environment (PD&E) Study

from East of I-95 to 58th Avenue SW Indian River, Florida

Financial Management No.: 431521-1-22-01 Federal Aid Project No.: 8886-458-A

I further certify that the subject public hearing was conducted relative to the economic and social effects of the location and design concept for the subject project and its impact on the environment, that a transcript was made and the document attached herein is a full, true, and complete transcript of what was said at the hearing, and that the Florida Department of Transportation has considered the social, economic, and environmental effects of the proposed improvement and is of the opinion that it is properly located and should be constructed. ___________________________ ________________________ Ronald Wallace, P.E. Date FDOT Project Manager

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(800) 336-0050WWW.ATLANTICREPORTING.COM

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Project Development and Environment Studies Public HearingI-95 & Oslo Road Interchange at Milepost 2.369 & Oslo Road Widening from East of I-95 to 58 AvenueProject Development and Environment (PD& E) Studies Indian River County, FloridaFinancial Management Nos.: 413048-2-22-01 & 431521-1-22-01 Federal Project ID No.: 8886-458-A (Oslo Road Widening Project)

December 16, 2015 5:30 p.m.

Indian River State College Mueller Campus Richardson Center 6155 College Lane Vero Beach, Florida 32966

Present:

Richard Young, District 4 PD&E for FDOT

Ron Wallace, District 4 FDOT Project Manager

John Krane, Consultant Project Manager for Oslo RoadInterchange PD&E Study, Keith and Schnars

Carlos Rodriguez, Consultant Project Manager for Oslo RoadWidening PD&E Study, Metric Engineering

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1 AND THEREUPON:

2 MR. YOUNG: Thank you for coming for a

3 public hearing. Florida Department of

4 Transportation would like to welcome you to the

5 public hearing for the Oslo Road PD&E studies.

6 My name is Richard Young, I'm the District

7 4 Project Development Engineer for the Florida

8 Department of Transportation. The proposed

9 improvements involve an interchange at I-95 and

10 widening of Oslo Road from west of I-95 to 58th

11 Avenue. This hearing is being held to provide

12 you with the opportunity to comment on these

13 projects.

14 Here with me tonight are Mr. Ron Wallace,

15 the FDOT Project Manager with District 4.

16 Mr. John Krane, who's still at the board

17 over there, Consultant Project Manager with

18 Keith and Schnars. He's in charge of the

19 interchange project.

20 And Mr. Carlos Rodriguez, Consultant

21 Project Manager with Metric Engineering.

22 And we have many other representatives and

23 FDOT consulting teams here.

24 At this time, we'd like to recognize any

25 federal, state, county, or city officials who

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1 may be present tonight.

2 Are there any officials that would like to

3 be recognized?

4 Okay, seeing none. We've got the light

5 dimmed already. We'll begin with the

6 PowerPoint presentation. Because we're

7 presenting two projects tonight, the

8 presentation's a little long, it's about 33

9 minutes, but we will have an oral comment

10 period for both projects following the

11 presentation. Thank you.

12 POWERPOINT SLIDE PRESENTATION

13 Good evening. The Florida Department of

14 Transportation would like to welcome you to the public

15 hearing for both the I-95 and Oslo Road Interchange and the

16 Oslo Road Widening Project Development and Environment, or

17 PD&E, Studies from west of SR9/I-95 to 58th Avenue SW within

18 Indian River County. This public hearing is relative to

19 Financial Management Project Numbers 413048-22-01 and

20 431521-1-22-01 and Federal Aid Project Number 8886-458-A.

21 The Oslo Road interchange project entails a new interchange

22 at I-95 and County Road (CR) 606/Oslo Road from west of I-95

23 to east of 82nd Avenue SW. The CR 606 Oslo Road widening

24 project entails the widening from two to four lanes of Oslo

25 Road from east of I-95 to 58th Avenue SW and the

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1 implementation of a complete streets concept.

2 This hearing is being held to provide you with the

3 opportunity to comment on this project.

4 The purpose of this public hearing is to share

5 information with the general public about the proposed

6 improvements, their conceptual design, all alternatives

7 under study, and the potential beneficial and adverse

8 social, economic, and environmental impacts upon the

9 community. The public hearing also serves as an official

10 forum for providing an opportunity to the public to express

11 their opinions and concerns regarding the project. We will

12 utilize the comments gathered here tonight to finalize our

13 study recommendations.

14 There are three primary components to tonight's

15 hearing: First, the open house, which occurred prior to

16 this presentation, where you were invited to view the

17 project displays and to speak directly with the project team

18 and provide your comments in writing or to the court

19 reporter.

20 Second, this presentation, which will explain the

21 project purpose and need, study alternatives, potential

22 impacts, both beneficial and adverse, and proposed methods

23 to mitigate adverse project impacts.

24 And, third, a formal comment period following this

25 presentation, where you will have the opportunity to provide

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1 oral statements at the microphone, or you may continue to

2 provide your comments to the court reporter or in writing.

3 This public hearing was advertised consistent with

4 federal and state requirements. Persons wishing to express

5 their concerns about Title VI may do so by contacting either

6 the Florida Department of Transportation, District 4 office,

7 or the Tallahassee office of the Florida Department of

8 Transportation. This contact information is also provided

9 in the project brochure and on a sign displayed at this

10 hearing. Public participation at this hearing is encouraged

11 and solicited without regard to race, color, national

12 origin, age, sex, religion, disability, or family status.

13 The Project Development and Environment, or PD&E,

14 study phase for planned transportation projects provides the

15 interface between the planning and design phases to evaluate

16 and document solutions to transportation needs that are

17 compatible with the environment. Simply stated, the PD&E

18 study determines if there is an engineering and

19 environmentally feasible alternative to meet the need

20 determined in the planning phase.

21 This process is mandated by the National

22 Environmental Policy Act (or Nee-pah), Federal and State

23 law. It represents a combined effort by technical

24 professionals who analyze information and document the best

25 alternative for a community's transportation needs.

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1 A PD&E study has three main components: an

2 engineering component which entails the identification and

3 analysis of potential design solutions; an environmental

4 component to evaluate potential impacts to the natural,

5 social and physical environments; and a public involvement

6 component to inform and involve all interested parties in

7 the development of the planned transportation project.

8 PROJECT LOCATION

9 The projects are along County Road 606/Oslo Road

10 and extend from west of I-95 to 58th Avenue SW within Indian

11 River County. The I-95 and Oslo Road interchange study

12 extends from west of I-95 to east of 82nd Avenue SW, and the

13 Oslo Road Widening study limits extend from east of I-95 to

14 58th Avenue SW.

15 LOCAL PLANNING ORGANIZATION

16 Both projects are consistent with local and

17 regional plans including the Indian River County

18 Metropolitan Planning Organization (MPO), Transportation

19 Improvement Program, and Long Range Transportation Plan, as

20 well as the FDOT State Transportation Improvement Program.

21 Both projects were identified as priority projects

22 in the MPO 2015 Priority Projects Report. The MPO works

23 with the Florida Department of Transportation and local

24 governments to fund and implement critical projects. The

25 MPO is comprised of local elected officials from Indian

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1 River County, FDOT, and the Town of Orchid.

2 The following slides will discuss the design

3 alternatives that were evaluated for the I-95 at Oslo Road

4 Interchange PD&E Study.

5 PROJECT LOCATION

6 The proposed Oslo Road Interchange is located

7 between the two existing interchanges of Indrio Road in St.

8 Lucie County and SR-60 in Indian River County.

9 PROJECT DESCRIPTION

10 The Oslo Road Interchange study area runs along

11 I-95 from 3200 feet north of and 3200 feet south of Oslo

12 Road, along Oslo Road from 2400 feet west of I-95 to 1320

13 feet east of 82nd Avenue SW, and along 82nd Avenue SW from

14 Oslo Road northward to 5th Street SW.

15 The realignment of 82nd Avenue SW is necessary to

16 provide adequate separation from the proposed east-side ramp

17 locations.

18 This PD&E study was also conducted in coordination

19 with the proposed Oslo Road Widening Project to the east.

20 PURPOSE AND NEED FOR THE INTERCHANGE

21 The purpose of this project is to improve regional

22 connectivity for drivers who begin or end their trips in

23 southern Indian River County, and to improve the emergency

24 and incident response time to incidents along I-95 in

25 southern Indian River County.

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1 This project will provide direct regional access

2 to I-95 eliminating the need to travel either to SR-60 to

3 the north, or Indrio Road to the south in order to make

4 long-distance trips into and out of the area.

5 The project will also improve access for heavy

6 trucks using Oslo Road (a designated truck route).

7 With this project, response time to incidents on

8 I-95 in southern Indian River County will be improved by 43

9 percent.

10 Secondary reasons for this project are: To

11 provide an additional evacuation route for area residents;

12 to accommodate planned economic development in this part of

13 the county; and to facilitate the county's planned vision

14 for this area as a Regional Workplace District.

15 INTERCHANGE JUSTIFICATION REPORT

16 A necessary first step in this process was the

17 development of an Interchange Justification Report, or IJR,

18 to assess the need and operational acceptance of an

19 interchange at the Oslo Road location. In addition to a new

20 interchange, the analysis included alternatives such as

21 minor operational improvements (known as Transportation

22 System Management and Operations, or TSM&O), and

23 improvements to the two existing interchanges.

24 The IJR was accepted by the Federal Highway

25 Administration (FHWA) on September 18, 2014.

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1 Two preliminary interchange concepts were

2 developed and accepted during the IJR process. One was the

3 Wide Diamond or rural diamond.... (north is to the right),

4 and the other was a partial cloverleaf with a loop-ramp in

5 the northwest quadrant.

6 KEY ISSUES

7 There are numerous issues that affect the

8 alternative development and analysis process. The key

9 issues associated with developing an interchange at this

10 location are the need to acquire right of way for the ramps;

11 impacts to 86th and 82nd Avenues SW because of their

12 proximity to the interchange ramps and right of way;

13 potential impacts to the Aerodrome community; wetland

14 impacts in the southeast and southwest quadrants; and an

15 eagle's nest on the east side of Oslo Road, north of 5th

16 Street SW.

17 Building on the information from the IJR, three

18 alternatives were analyzed further as part of this PD&E

19 Study.

20 Alternative 1, a diamond interchange that is

21 similar to the diamond concept from the IJR would have a

22 right-of-way cost of 9.4 million dollars, and a construction

23 cost of 21.9 million dollars.

24 Alternative 2, a partial cloverleaf with a

25 loop-ramp in the northwest quadrant that is similar to the

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1 partial cloverleaf concept from the IJR, would have a

2 right-of-way cost of 9.6 million dollars and a construction

3 cost of 24.0 million dollars.

4 And Alternative 3, a partial cloverleaf

5 interchange with loop-ramps in both the northwest and

6 southeast quadrants would have a right-of-way cost of 9.0

7 million dollars and a construction cost of 24.6 million

8 dollars.

9 RESULTS OF ANALYSIS

10 Key results from the alternatives analysis are

11 that overall right-of-way impact from the interchange ramps

12 will be similar regardless of the alternative, because there

13 are two tracts of land in the southeast quadrant that become

14 landlocked (there would be no access to or from Oslo Road)

15 due to the interchange Limited Access Right-of-Way

16 requirements.

17 Impacts to right of way, wetlands, and the eagle's

18 nest associated with the realignment of 82nd Avenue could be

19 minimized by shortening the length of the realignment.

20 Impacts to access associated with closing 86th

21 Avenue SW can be offset by constructing a shell rock road

22 within the existing right of way of 13th Street SW between

23 86th Avenue SW and 90th Avenue SW.

24 Right of way associated with a diamond ramp in the

25 northeast quadrant (as in Alternatives 1 and 2) would

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1 directly impact the three southwest-most parcels in the

2 Aerodrome and bring potential noise impacts closest to the

3 community.

4 Constructing a loop-ramp in the northwest quadrant

5 (as in Alternatives 2 and 3) will eliminate the need for a

6 signal at the west side ramps.

7 Constructing a loop-ramp in the southeast quadrant

8 (as in Alternative 3) eliminates impacts to the residential

9 parcels and the associated noise is kept further away from

10 the community.

11 The existing noise wall along I-95 is effective in

12 shielding the Aerodrome community from traffic noise.

13 Based on the results of the noise study,

14 lengthening the wall 80 feet southward is recommended.

15 Potential impacts to the Aerodrome access off of

16 82nd Avenue SW can be minimized by revising the design

17 concept to create a new T-intersection from "old" 82nd SW to

18 "realigned" 82nd Avenue SW.

19 During design, the placement of interchange

20 lighting will be coordinated with the Aerodrome community to

21 ensure there are no impacts to airplane take-off and landing

22 patterns; and drainage ponds (all located within the

23 interchange right of way) will be designed as dry retention

24 to avoid attracting birds that could impact airplane

25 takeoffs and landings.

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1 ALTERNATIVES EVALUATION CRITERIA

2 In order to choose a recommended alternative, a

3 series of criteria were developed associated with the key

4 issues identified for the project in terms of the project's

5 social and economic effects, environmental effects,

6 engineering considerations, project costs, and public

7 comments received during the Alternatives Workshop and

8 Aerodrome Community Meeting.

9 Five criteria were developed to assess social and

10 economic effects. These are Planning Consistency, Improved

11 Emergency Evacuation, Improved Emergency Response Time,

12 Improved Regional Connectivity and the potential relocation

13 of residences and businesses.

14 Four criteria were developed to assess

15 environmental effects. These are the Aerodrome community,

16 the Aerodrome airport, acreage of uplands affected, and

17 acreage of wetlands affected.

18 Two criteria were developed to assess engineering

19 considerations. These are improved traffic operations to

20 area roadways and intersections, and the operational design

21 life or anticipated performance over time.

22 Project costs were compared in terms of

23 right-of-away and construction costs, and public input was

24 assessed in terms of how many individuals expressed a

25 preference for a specific alternative.

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1 The three build alternatives and the no-build

2 alternative, which remains a viable alternative until the

3 end of the project, were then ranked 1 to 4, with 1 being

4 the best performing and 4 being the worst performing, for a

5 given criteria.

6 In terms of social and economic effects, each of

7 the build alternatives are equal in their ability to meet

8 the criteria and were given a ranking of 1. The No-Build

9 Alternative received a ranking of 4 for planning

10 consistency, improved emergency evacuation, improved

11 emergency response time and improved regional connectivity

12 because no interchange would be constructed.

13 There are no relocations anticipated as a result

14 of this project; therefore, all build alternatives and the

15 no-build alternative received a ranking of 1 for this

16 criteria.

17 In terms of environmental effects, the No-Build

18 Alternative received a ranking of 1 in each criteria because

19 no interchange would be constructed, and therefore no

20 impacts would be anticipated for these criteria.

21 For community effects to Aerodrome, Alternative 3

22 received the next highest ranking of 2 because the ramp in

23 the northeast quadrant is furthest from the community for

24 this alternative. Alternatives 1 and 2 are closer in the

25 northeast quadrant and therefore were each ranked 3 for this

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1 criteria.

2 For the Aerodrome Airport, none of the

3 alternatives would encroach into the glide slope of

4 aircraft, and therefore all alternatives were given a

5 ranking of 1 for this criteria.

6 For uplands, Alternative 1 ranked second with

7 59.350 acres affected, followed by Alternative 2 with 69.172

8 acres affected and, lastly, Alternative 3 with 76.438 acres

9 affected.

10 For wetlands, each build alternative will affect

11 the same 4.73 acres of wetlands in the southwest and

12 southeast quadrants. Overall, all build alternatives are

13 essentially the same and have been given a ranking of 2.

14 For improved traffic operations, each of the build

15 alternatives has the same positive effect (reduced delay and

16 traffic queues) at the existing SR-60 interchange (a key

17 State Strategic Intermodal System roadway), and has received

18 a ranking of 1. The No-Build Alternative received a ranking

19 of 4 because no interchange would be constructed and

20 therefore no benefit to SR-60 would result for this

21 criteria.

22 For operational design life, Alternative 3

23 received a ranking of 1 since it removes all left-turn

24 movements from Oslo Road using loop-ramps instead of in the

25 northwest and southeast quadrants. Alternative 2 received a

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1 ranking of 2 since eastbound to northbound left turns would

2 still be required from Oslo Road. Alternative 1 received a

3 ranking of 3 since it would require a signal to handle the

4 westbound to southbound left-turn movement. The No-Build

5 Alternative received a ranking of 4 because no interchange

6 would be constructed; and, therefore, no regional connection

7 would be created requiring more circuitous travel for trucks

8 and vehicles along 82nd Avenue SW and SR-60.

9 For project costs, the No-Build Alternative

10 received a ranking of 1 because no interchange would be

11 constructed and therefore no dollars would be expended for

12 this project. Alternative 1 received a ranking of 2 with a

13 cost of 31.3 million dollars in right-of-way and

14 construction costs. Alternatives 2 and 3 each received a

15 ranking of 3 and have a cost of 33.6 million dollars in

16 right-of-way and construction costs.

17 For public input, Alternative 3 received a ranking

18 of 1 because it received the largest number of comments in

19 favor, with 5 specific comments and 6 general comments in

20 favor of any alternative. Alternative 2 received a ranking

21 of 2 because it had one specific comment in favor and six

22 general comments in favor. Alternative 1 received a ranking

23 of 3 because it received six general comments in favor, and

24 the No-Build Alternative received a ranking of 4 because it

25 received three specific comments recommending against

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1 building any interchange.

2 RECOMMENDED ALTERNATIVE

3 The rankings were then summed for each

4 alternative, and the lowest sum total was ranked the

5 highest.

6 Alternative 3 ranked number 1 with a score of 20;

7 Alternatives 1 and 2 tied and were ranked number 2, each

8 with a score of 22; and the No-Build Alternative was ranked

9 number 4 with a score of 34.

10 Based on this assessment, Alternative 3 was

11 selected as the recommended alternative.

12 PROJECT SCHEDULE

13 After the public record closes on December 28th,

14 we will address the public comments received and incorporate

15 them into the final documents. Then we will forward the

16 recommended alternative to FHWA for consideration and

17 concurrence. This is anticipated in the first quarter of

18 2016. If a build alternative is selected, design of the

19 interchange is ready to start upon approval. Funding for

20 right of way and construction have been included in the

21 Approved Second Five-Year Plan of the FDOT Strategic

22 Intermodal System Funding Strategy (Fiscal Year 2020/2021

23 through Fiscal Year 2024/2025). If a build alternative is

24 selected, the interchange could be open to traffic in 2025

25 or 2026.

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1 OSLO ROAD WIDENING PD&E STUDY

2 The following slides will discuss the design

3 alternatives that were evaluated for the Oslo Road Widening

4 PD&E Study.

5 PROJECT LOCATION

6 The Oslo Road Widening study limits extend from

7 east of I-95 to 58th Avenue SW. The project lies within the

8 designated regional workplace district, which encompasses

9 the land uses north and south of Oslo Road from east of I-95

10 to 74th Avenue SW.

11 PROJECT PURPOSES & NEED

12 Some of the key project needs are as follows:

13 Support planned social/economic development by providing

14 improved regional access to the land uses north and south of

15 Oslo Road from east of I-95 to 74th Avenue SW that have been

16 designated as a regional workplace district.

17 Widening of the project corridor would accommodate

18 the planned future travel demand and maintain a level of

19 service C for the segments of Oslo Road as per FDOT level of

20 service standards.

21 Oslo Road is designated as a primary truck route

22 per the Indian River County Metropolitan Planning

23 Organization Truck Traffic Routing Plan. In addition, the

24 MPO Bicycle/Pedestrian Plan Update has identified Oslo Road

25 as having a need for bicycle lanes and sidewalks.

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1 EXISTING CONDITIONS

2 Within the limits of the study, Oslo Road is

3 classified as an undivided rural minor arterial which

4 features one 12-foot lane in each direction with a posted

5 speed of 55 miles per hour. The existing right-of-way width

6 varies from 60 feet to 130 feet, and the approximate project

7 length is 3.24 miles.

8 PROJECT SEGMENTATION

9 The project was divided into three distinct

10 segments having similar characteristics. Each segment has

11 rather unique characteristics as well as potential

12 differences in right of way, operational and geometric

13 features. The breakdown is as follows: Segment 1 is from

14 east of I-95 to 74th Avenue SW; Segment 2 is from 74th

15 Avenue SW to 0.62 miles east of 66th Avenue SW; and, Segment

16 3 is from 0.62 miles east of 66th Avenue SW to 58th Avenue

17 SW.

18 TRAFFIC ANALYSIS

19 A comprehensive traffic analysis was performed for

20 existing conditions as well as for projected vehicular

21 volumes for the years 2020, 2030 and 2040. One of the

22 study's goals is to develop design alternatives that would

23 efficiently accommodate traffic volumes that are projected

24 to occur in 2040, the design year. Traffic efficiency is

25 generally measured in terms of "level of service", which

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1 ranges from "A" (or free flowing conditions), to "F" (or

2 highly congested).

3 The results of the future traffic analysis

4 indicate that in order for Oslo Road to properly accommodate

5 projected 2040 traffic volumes, the existing two-lane

6 facility between the project limits would have to be widened

7 to four lanes.

8 ENGINEERING ANALYSIS

9 Data collection, traffic and safety analysis,

10 analysis of existing roadway and alternative development and

11 evaluation were performed in this PD&E Study. A "No-Build"

12 alternative, several Transportation System Management and

13 Operations, or TSM&O Improvements, and over three distinct

14 build alternatives were developed for Oslo Road. Both the

15 "No-Build" option, which maintains the existing facilities

16 "as is" and the TSM&O alternatives, which entail minor

17 improvements, such as improving signage, and/or providing

18 operational improvements, would not effectively address the

19 safety and capacity needs associated with the corridor.

20 TYPICAL SECTION EVALUATION

21 In order to determine the typical section or

22 sections that will most adequately meet the needs of the

23 project, various options ranging in design from the most

24 ample rural sections to the most restricted urban sections

25 were developed and evaluated. The results indicate that two

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1 suburban typical sections with design speed of 55 miles per

2 hour are the most suitable options. One typical section

3 features four 12-foot lanes, an inside and outside curb and

4 gutter, and has 173 feet of right of way. The second

5 typical section features four 12-foot lanes with an inside

6 curb and a gutter and an outside flush shoulder, and has 190

7 feet of right of way. In order to fully evaluate potential

8 differences, two distinct Alternatives 1 and 2 were

9 generated and are described as follows:

10 Alternative 1 within Segment 1 (from 82nd Avenue

11 SW to 74th Avenue SW), features a four-lane divided typical

12 section with 12-foot travel lanes, 7-foot bicycle lanes,

13 curb and gutters, and 5-foot sidewalks, along with a 30-foot

14 median. The total proposed right of way for this section is

15 173 feet.

16 Along Segment 2 (from 74th Avenue SW to 0.62 miles

17 east of 66th Avenue SW), this alternative also requires 173

18 feet of right of way; however, in order to avoid impacting

19 an existing abutting commercial land use (Jordan Landscape &

20 Irrigation located just east of the 66th Avenue SW

21 intersection), this section was reduced by 25 feet through

22 the provision of guardrail along the south side. This new

23 reduced or "modified" section would extend from just west of

24 the 66th Avenue SW intersection to 1200 feet west of the

25 58th Avenue SW intersection.

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1 The short easternmost project segment (Segment 3)

2 essentially involves a transition between the previous

3 "modified" typical section and the existing urban 45-mile

4 per hour typical section east of the 58th Avenue SW

5 intersection. In order to provide an adequate transition

6 within this segment, a slight alignment shift is necessary.

7 This shift would infringe on a portion of the existing canal

8 and thus would require its piping within the immediate

9 vicinity of the 58th Avenue SW intersection.

10 Alternative 2 within Segment 1 (from 82nd Avenue

11 SW to 74th Avenue SW) features a four-lane divided typical

12 section with 12-foot travel lanes, 7-foot bicycle lanes,

13 flush shoulders, 5-foot sidewalks, along with a 30-foot

14 divided median. The total proposed right of way for this

15 section is 190 feet. The location and characteristics of

16 all proposed median openings along this alternative are

17 similar to Alternative 1. This option was also modified to

18 reduce potential right-of-way impacts to the Jordan

19 Landscaping and Irrigation site located just east of the

20 66th Avenue SW intersection. The new "modified" or reduced

21 typical sections strives to minimize the distance to the

22 sub-lateral B-7 canal by providing guardrail protection.

23 This new "modified" typical section would extend from just

24 west of the 66th Avenue SW intersection to 1200 feet west of

25 the 58th Avenue SW intersection.

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1 As was the case for the previous alternative, the

2 easternmost segment involves the provision of the most

3 effective transition to the recently constructed west

4 approach of the 58th Avenue SW intersection. This

5 transition also involves an alignment shift and the piping

6 of the existing canal within the immediate vicinity of the

7 58th Avenue SW intersection.

8 ALTERNATIVES EVALUATION

9 In order to determine the alternative that will

10 most adequately meet the needs of the project, a

11 comprehensive evaluation utilizing a numerical/descriptive

12 matrix approach was used. Important considerations such as

13 traffic service, right-of-way impacts, cost, as well as

14 impacts to the social, physical, and natural environment,

15 were carefully considered. The results indicate that

16 Alternative 1 offers the best potential to address the

17 project's purpose and need while minimizing right-of-way

18 impacts.

19 ACCESS MANAGEMENT

20 Access Management is the practice of managing the

21 location, number and spacing of driveway connections, median

22 openings and traffic signals. The evaluation and

23 implementation of proper access management techniques can

24 result in improved movement of traffic, fewer vehicle

25 conflicts, and reduced crashes. After a comprehensive

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1 analysis, it was determined that the most effective typical

2 section includes the provision of a 30-foot raised median

3 along Oslo Road. With a raised median, full and directional

4 median openings are recommended at different locations along

5 the corridor. All proposed median openings are displayed on

6 the aerials available here tonight and follow the access

7 management standards for an access class 3 facility.

8 Access class 3 facilities are controlled access

9 facilities where direct access to abutting land will be

10 controlled to maximize the operation of the through traffic

11 movement with directional or full median opening spacing of

12 1320 feet and 2640 feet respectively.

13 PROPOSED POND LOCATIONS

14 A Preliminary Pond Siting Report was prepared.

15 The objective of the report was to determine the type and

16 potential locations for the construction of stormwater

17 facilities to manage the stormwater runoff from the proposed

18 improvements. Oslo Road was divided into three distinct

19 drainage basins. The report identified three potential wet

20 detention pond sites in each basin that will be further

21 analyzed during the design phase.

22 ENVIRONMENTAL ANALYSIS

23 The recommended alternative was evaluated in terms

24 of its impacts to the natural, physical, cultural and social

25 environments. A Categorical Exclusion Type II Report, which

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Page 24

1 summarizes the environmental impacts associated with the

2 recommended alternative was prepared and is available for

3 review. No significant impacts are anticipated to any

4 environmental categories.

5 No adverse impacts to wildlife are anticipated

6 with the proposed project.

7 Potential for impacts to the undeveloped rural

8 farmlands surrounding the project is minimal. No prime

9 and/or locally important farmlands have been identified

10 within the project limits.

11 There are several potential sources of

12 contamination in the vicinity including petroleum fuel

13 storage tanks, hazardous waste facilities and landfills.

14 Further assessment during the design phase is recommended

15 for these sites.

16 In accordance with the Code of Federal Regulation

17 Part 772, a comprehensive noise analysis on the selected

18 recommended alternative was conducted.

19 One residence along the north side of the project

20 corridor is expected to be impacted by traffic noise due to

21 the planned improvements. No other residences are predicted

22 to be impacted along this project. FDOT policy requires at

23 least two impacted sites in order for a noise barrier to be

24 evaluated. Therefore, noise abatement is not considered

25 feasible.

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1 CONCLUSION & RECOMMENDATIONS

2 In conclusion, Alternative 1 is the recommended

3 build option for the Oslo Road Widening PD&E Study, and

4 consists of widening the existing two-lane roadway to a

5 divided four-lane curb and gutter typical section along all

6 three segments of the project with the canal piped along

7 segment 3, and classified as a controlled access facility

8 (access class 3).

9 PROJECT COST

10 Twenty properties will require partial acquisition

11 in order to implement the recommended improvements. We do

12 not anticipate the relocation of any families or businesses.

13 The right-of-way acquisition cost is estimated to be

14 approximately 5.86 million dollars. Construction cost for

15 Oslo Road is estimated at 16.3 million dollars.

16 REAL ESTATE ACQUISITION PROCESS

17 While one of the unavoidable consequences of many

18 transportation projects is the necessary relocation of

19 families or businesses, we do not anticipate the relocation

20 of any families or businesses for either of these projects.

21 All right-of-way acquisition will be conducted in accordance

22 with the Federal Uniform Relocation Assistance and Real

23 Property Acquisition Policies Act of 1970, commonly known as

24 the Uniform Act.

25 If you are required to make any type of move as a

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1 result of a Department of Transportation project, you can

2 expect to be treated in a fair and helpful manner and in

3 compliance with the Uniform Relocation Assistance Act. If a

4 move is required, you will be contacted by an appraiser who

5 will inspect your property. We encourage you to be present

6 during the inspection and provide the information about the

7 value of your property.

8 You may also be eligible for relocation advisory

9 services and payment benefits. If you are being moved and

10 you are unsatisfied with the department's determination of

11 your eligibility for payment or the amount of that payment,

12 you may appeal that determination. You will be promptly

13 furnished necessary forms and notified of the procedures to

14 be followed in making that appeal.

15 A special word of caution - if you move before you

16 receive notification of the relocation benefits that you

17 might be entitled to, your benefits may be jeopardized.

18 Relocation specialists are available here tonight. They

19 will happy to answer your questions and will also furnish

20 you with copies of relocation assistance brochures.

21 PROJECT SCHEDULE

22 This project is currently in the Project

23 Development and Environment (PD&E) phase. The funds for the

24 final design have been programmed to commence in 2016. The

25 right-of-way acquisition and construction phases of the

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1 project are currently unfunded.

2 PROJECT DOCUMENTS

3 The proposed improvements were documented in the

4 engineering and environmental studies conducted for these

5 projects. These documents and preliminary plans showing the

6 proposed interchange and roadway construction improvements

7 are available here tonight for anyone who wishes to examine

8 them. Project information will also be available for review

9 at the FDOT District 4 office located at 3400 West

10 Commercial Boulevard, Fort Lauderdale, Florida 33309, at the

11 Indian River State College - Mueller Campus Brackett Library

12 located at 6155 College Lane, Vero Beach, Florida 32966, and

13 on the study website, www.oslopde.com.

14 WRITTEN STATEMENTS

15 There have been various opportunities for the

16 public to provide input on this project. Several public

17 meetings have been held dating from October 2014 until

18 tonight. We welcome any oral or written comments you might

19 have that will help us make this important decision. At the

20 conclusion of this presentation, our personnel will

21 distribute speaker cards to those in the audience who have

22 not received one and would like to make a statement. A

23 court reporter will record your statement and a verbatim

24 transcript will be made of all oral proceedings at this

25 hearing. If you do not wish to speak at the microphone, you

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1 may present your comments in writing or directly to the

2 court reporter at the comment table. Each method of

3 submitting a comment carries equal weight. Written comments

4 received or postmarked no later than ten days following the

5 date of this public hearing will become a part of the public

6 record for this public hearing.

7 Thank you, this concludes our presentation.

8 MR. YOUNG: Okay. At this time, anyone

9 desiring to make a statement, represent written

10 views and/or exhibits relative to the location,

11 conceptual design, socioeconomic effects or

12 impacts on the environment as a result of these

13 projects, will have an opportunity to do so.

14 This is an opportunity for you to formally

15 present your comments, opinions and ideas about

16 the project for the permanent record. We ask

17 that you limit your comments to three minutes,

18 and if you have additional comments you may

19 continue after everyone else has had the

20 opportunity to comment. We'll have staff

21 available after the comment period to address

22 any specific questions one-on-one.

23 If you're holding speaker's cards, please

24 pass your card to the aisle and our staff will

25 collect them. And if you have not received a

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Page 29

1 card and wish to speak, please raise your hand

2 and our staff will provide you with one.

3 Are there any public officials who'd like

4 to make a statement?

5 Okay. We'll now call on those who have

6 turned in cards. When we call your name,

7 please raise your hand and one of our staff

8 will bring you the microphone. Please state

9 your name and address. And if you represent an

10 organization, municipality or other public

11 entity, we'd appreciate that information as

12 well.

13 We have any cards?

14 UNIDENTIFIED SPEAKER 1: I have a

15 question. Is the PowerPoint Presentation

16 available anywhere?

17 MR. YOUNG: Yes, it'll be on the website.

18 UNIDENTIFIED SPEAKER 1: On the county

19 website. Thank you.

20 MR. YOUNG: Does anyone want to make a

21 statement? You can make a statement and we can

22 get a card afterwards.

23 Okay. I guess --

24 UNIDENTIFIED SPEAKER 2: Can we ask a

25 question?

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1 MR. YOUNG: Sure, go ahead.

2 UNIDENTIFIED SPEAKER 2: Did I understand

3 the slide that the construction period is five

4 years?

5 MR. YOUNG: It'll be about five years.

6 UNIDENTIFIED SPEAKER 2: 2025?

7 MR. YOUNG: It'll be about five years

8 until the funding and the design and the

9 right-of-way's complete before construction

10 will begin.

11 UNIDENTIFIED SPEAKER 2: No. But once

12 construction begins, the construction period --

13 MR. YOUNG: Construction's about a year

14 and a half, two years. So if the funding stays

15 as it is, by 2025 or 2026 the interchange will

16 be open. It may be sooner. We try to get

17 these things moved up if we can.

18 So if no one else wants to make a comment,

19 we'll go on. I have to make a few closing

20 statements.

21 Written statements may be sent to the

22 attention of Mr. Ron Wallace at the Florida

23 Department of Transportation, District Four,

24 3400 West Commercial Boulevard, Fort

25 Lauderdale, Florida 33309.

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1 If written statements are postmarked

2 within ten days after the day of this hearing,

3 they will be included as part of the public

4 record for this hearing. The verbatim

5 transcript of this hearing's oral proceedings,

6 together with all written material received as

7 part of the hearing record and all studies,

8 displays and informational material provided at

9 the hearing, will be made a part of the project

10 decision-making process and will be available

11 at the District Office for public review upon

12 request. It should also be available on the

13 website.

14 And at 6:39, I officially close the public

15 hearing for the Oslo Road PD&E studies.

16 Thank you and good night. Thank you very

17 much for coming.

18 (Proceedings concluded at 6:39 p.m.)

19

20

21

22

23

24

25

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1 STATE OF FLORIDA ) : SS

2 COUNTY OF MARTIN )

3

4 CERTIFICATE OF REPORTER

5 I, VANESSA G. ARCHER, Registered Professional

6 Reporter, a Machine Shorthand Reporter and Notary Public of

7 the State of Florida at Large, certify that the foregoing

8 proceedings were stenographically reported by me and is a

9 true and accurate transcription of said proceedings.

10

11 I certify further I am neither attorney nor

12 counsel for, nor related to, nor employed by any of the

13 parties to the action in which the deposition is taken and,

14 further, that I am not a relative or an employee of any

15 attorney or counsel employed in this case, nor am I

16 financially interested in the outcome of this action.

17 DATED this 4th day of January, 2016.

18

19 ________________________ VANESSA G. ARCHER, FPR

20

21

22

23

24

25



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