vertical ssd design variation - florida's turnpike...bridge railing retrofit at the picos road,...

Submittal/Approval LetterTo: Patrick Muench, P.E. Date: May 1, 2017 Turnpike Design Engineer

Financial Project ID: 436517-1-52-01 & 436517-3-52-01 New Construction ( ) RRR ( )Federal Aid Number: Not ApplicableProject Name: Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM169.320State Road Number: 91 Co./Sec./Sub.: 94/470/000Begin Project MP: 15.078 End Project MP: 31.168 Full Federal Oversight: Yes ( ) No ( )Request for: Design Exception ( ), Design Variation ( )

Community Aesthetic Feature: Conceptual ( ), Final ( )Re-submittal: Yes ( ) No( ) Original Ref# - -

Requested for the following element(s):( ) Design Speed ( ) Lane Width ( ) Shoulder Width ( ) Cross Slope( ) Design Loading Structural Capacity ( ) Vertical Clearance ( ) Maximum Grade ( ) Stopping Sight Distance( ) Superelevation ( ) Horizontal Curve Radius ( ) Other

This project consists of resurfacing and safety improvements for the Florida’s Turnpike Mainline (SR 91) from MM 153.230 to MM 169.320, County Mile Post 15.078 County Mile Post 31.168, in St. Lucie County (94470-000) for a total length of 16.090 miles. The main objective of the project is to extend the life of the existing pavement through milling and resurfacing of the existing northbound and southbound travel lanes, inside and outside shoulders, and the paved median openings. Safety improvements will include construction of ground-in rumble strips, repair of all guardrail openings for maintenance access and adjustment or replacement of guardrail as necessary, cross slope correction to meet governing criteria, shoulder drop-off correction along the edge of pavement, replacement of non-compliant signing within the project limits, bridge deck repair at the L-20 and Angle Road/Belcher canal bridges, bridge railing retrofit at the Picos Road, CR 68, and Minute Maid Road overpass bridges, and repairs to the existing box culverts and farm crossings.

SR 91 is classified as a Rural Principal Arterial – Expressway and is part of the National Highway System (NHS) and the State Highway System (SHS). SR 91 is also a Strategic Intermodal System (SIS) Corridor with a Limited Access Right-of-Way of 400 feet. The corridor has a posted and design speed of 70 MPH. The existing typical section is a four-lane, divided, rural facility with two 12 ft. lanes, an 8 ft. inside shoulder with 4 ft. paved, and a 12 ft. outside shoulder with 10 ft. paved, in each direction. The northbound and southbound roadways are separated by a 40-ft. median. An existing median double-faced guardrail with rub rail, predominantly located adjacent to the southbound inside shoulder, runs along the median within the project limits. In some locations, such as the segment between the Belcher Canal and L-20 Canal bridges, standard guardrail is located adjacent to the median shoulders and the outside shoulders for the northbound and southbound directions.

There are five crest vertical curves within the project limits on mainline SR 91. These curves are located at the SR 70 overpass, the Angle Road/Belcher Canal Crossing, L-20 Canal Crossing, Farm Crossing Box Culvert 94Q013, and Farm Crossing Box Culvert 94Q017. Based on the review of the as-built plans, the vertical curves were evaluated for compliance with American Association of State Highway and Transportation Officials (AASHTO), and Florida Department of Transportation (FDOT) criteria for vertical stopping sight distance.

The crest vertical curves on SR 91 mainline meet the AASHTO requirements for stopping sight distance of 730 ft. and minimum K value of 247; however, they do not meet FDOT criteria for stopping sight distance of 820 ft. or minimum K value of 506.

The reconstruction of the roadway and bridges to achieve a compliant vertical stopping sight distance meeting the FDOT criteria will increase the construction cost significantly as well as impacting the construction duration and schedule. Furthermore, FTE’s customers would be impacted by the extended construction duration. Reconstruction will negatively impact the budget and the schedule, however, since there are no documented crashes citing stopping sight distance as the contributing cause, the benefit/cost ratio for the improvements will be zero.

No quantifiable benefit in terms of safety, operational performance, or level of service can be derived from implementing the improvements discussed in this report. Furthermore, maintaining the current stopping sight distance current will eliminate any negative impacts on environmental concerns, community considerations, budget, or schedule. Therefore, the approval of this Design Variation is requested for the existing crest vertical curves at the SR 70 overpass, the Angle Road/Belcher Canal Crossing, L-20 Canal Crossing, Farm Crossing Box Culvert 94Q013, and Farm Crossing Box Culvert 94Q017, as identified in Tables 2.1 and 2.2 of this document, to remain as existing.

Recommended by:

Date 5/1/2017Houman Assari, P.E., Responsible Professional Engineer

Approvals:

Date N/A Date Patrick Muench, P.E., Turnpike Design Engineer District Structures Design Engineer

N/A Date N/A Date Michael Shepard, P.E., State Roadway Design Engineer State Structures Design Engineer

N/A Date N/A Date State Chief Engineer FHWA Division Administrator

05/22/17

Houman Assari Digitally signed by Houman Assari Date: 2017.05.01 13:41:35 -04'00'

Patrick Muench

Digitally signed by Patrick Muench DN: cn=Patrick Muench, o=Florida Department of Transportation, ou=Florida's Turnpike Enterprise, [email protected], c=US Date: 2017.05.22 12:34:38 -04'00'

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Request for FTE Design Exceptions & Variations Checklist

Date:

BMP: EMP: EMP:

New Construction

District: Project Name: Project Section Exemption FPID: Requested Control Element(s):

Design Speed* Horizontal Curve Radius

Other __________

Lane Width Vertical Clearance** Superelevation

Shoulder Widths Maximum Grade Stopping Sight Distance

RRR

Design Loading Structural Capacity* Cross Slopes

*Requires supplementary review (i.e. Planning/Structures/etc)**Requires Utility Accommodation Manual (UAM) Exception Submittals

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Submittal/Approval Letter (independent file from report) Short description of project, applicable criteria and reason for variation requestApplicable signature fields, names, and titles listed

Design Exception/Variation Report Report Cover

Project Title, FPID, digital sign, seal and date Project description

General project information, typical section, begin/end milepost, county section number Include Work Mix, To – From, Objectives, Obstacles and Schedule.

Description of the variation element and applicable criteria (AASHTO and Department value or standard)

Detailed explanation of why the criteria or standard cannot be complied with or is not applicable Description of any proposed value for project and why it is appropriate

Amount and character of traffic using the facility Description of the anticipated impact on Operations, Adjacent Sections, Level Of Service, Safety, Long and Short Term Effects

Is the variation temporary or permanent? Description of the anticipated Cumulative Effects

A plan view or aerial photo of the variation location Showing right of way lines, and property lines of adjacent property.

A photo of the area. Typical section or cross‐section of variation/exception location The milepost and station location of the variation/exception Any related work programmed or in future work plans

BMP:

Florida's Turnpike Enterprise

SR 91 Mainline Resurfacing and Safety Improvements from MM 153.230 to MM 169.32015.078

05/01/2017

31.168

436517-1-52-01 & 436517-3-52-01 ✔

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The Project Schedule Management (PSM) Project Schedule Activities submitted

< Phase I Phase I – Phase II Phase II – Phase III Phase III – Phase IV > Phase IV

Letting: All mitigating efforts

An explanation of what if any associated existing or future Limitations as a result of public or legal commitments. Description and explanation of any practical alternatives, the selected treatment and why.

Comments on the most recent 5‐year crash history Including all pertinent crash reports Is the location of the variation on the High Crash List?

Description of the anticipated Cost (Social and to the Department – Benefit/Cost) Summary Conclusions

Summary description of included support documentation such as: Location map or description Typical section Aerial or Photo logs when they best illustrate the element issues Crash History and analysis Plan sheets in the area of the variation elements Profiles in the area of vertical alignment variation elements Tabulation of pole offsets for horizontal clearance variation Applicable Signed and Sealed Engineering Support Documents

For the specified conditions the following additional documentation is required: For design speed on FIHS/SIS

Provide typical sections at mid blocks and at intersections. For lane width

Provide locations of alternative routes that meet criteria Proposal for handling drainage Proposed signing and pavement markings

For shoulder width Proposal for handling stalled vehicles Proposal for handling drainage

For bridge width Plan view of the approaching roadways Existing bridge plans (these may be submitted electronically)

For a bridge with a design inventory load rating less than 1.0 Written evaluation and recommendation by the Office of Maintenance is required Load rating calculations for the affected structure

For vertical clearance Locations of alternative routes that meet criteria

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For cross‐slopeProposal for handling drainage

Details on how the cross slope impacts intersections

For conditions that may adversely affect the roadway’s capacity

Provide the comments on compatibility of the design and operation with the adjacent sections Effects on capacity (proposed criteria vs. AASHTO) using an acceptable capacity analysis procedure Calculate reduction for design year, level of service

For superelevation Provide the side friction factors for the curve for each lane of different cross‐slope at the PC of the curve, the point of maximum cross‐slope, and the PT of the curve using the following equation. f = (V2 – 15Re)/(V2e+15R)

For areas with crash histories or when a benefit to cost analysis is requested Provide a time value analysis between the benefit to society quantified in dollars and the costs to society quantified in dollars over the life of the Exception/Variation.

Roadside Safety Analysis Program (RSAP) Historical Crash Method (HCM)

N/A

N/A

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Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320

St. Lucie County, Florida

FPID Numbers 436517-1-52-01 and 436517-3-52-01 Contract Number C9R86

VERTICAL STOPPING SIGHT DISTANCE DESIGN VARIATION

Prepared For:

Florida Department of Transportation Florida’s Turnpike Enterprise

MAY 2017

Prepared By: Propel Engineering, Inc. 6685 Forest Hill Boulevard, Suite 205 Responsible Engineer:Greenacres, FL 33413 Houman Assari, PE Certification of Authorization No. 31050 State of Florida, Professional Engineer Vendor No. F463316950 License No. 49029

This item has been electronically signed and sealed by Houman Assari, PE on 05/01/2017 using a Digital Signature. Printed copies of this document are not considered signed and sealed and the signature must be verified on any electronic copies.

Houman Assari Digitally signed by Houman Assari Date: 2017.05.01 13:42:57 -04'00'

TABLE OF CONTENTS 1.0 Project Description ....................................................................................................................................................... 1

2.0 Description of the Design Variation .............................................................................................................................. 1 3.0 Design Criteria .............................................................................................................................................................. 3

3.1 American Association of State Highway and Transportation Officials (AASHTO) .................................................... 3

3.2 Florida Department of Transportation (FDOT) ....................................................................................................... 3 4.0 Proposed Criteria .......................................................................................................................................................... 3

5.1 Operational Conditions .......................................................................................................................................... 4

5.2 Crash History Analysis ............................................................................................................................................ 4

5.3 Costs ...................................................................................................................................................................... 5 5.4 Right-of-Way Impacts ............................................................................................................................................ 6

5.5 Community Impacts ............................................................................................................................................... 6

5.6 Environmental Impacts .......................................................................................................................................... 6 5.7 Mitigation .............................................................................................................................................................. 6

6.0 Summary Conclusions ................................................................................................................................................... 7

APPENDICES

Appendix A: Location Map Appendix B: Typical Sections Appendix C: As-Built Plans Appendix D: Photo Log Appendix E: Existing Stopping Sight Distance Calculations Appendix F: Existing K Value Calculations Appendix G: Crash History Appendix H: Traffic Data Appendix I: Cost Estimate Appendix j: Project Schedule

Vertical Stopping Sight Distance Design Variation FPID Nos: 436517-1-52-01 & 436517-3-52-01

Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from MM 153.230 to MM 169.320 1

1.0 Project Description This project consists of resurfacing and safety improvements for the Florida’s Turnpike Mainline (SR 91) from MM 153.230 to MM 169.320, County Mile Post 15.078 County Mile Post 31.168, in St. Lucie County (94470-000) for a total length of 16.090 miles. The main objective of the project is to extend the life of the existing pavement through milling and resurfacing of the existing northbound and southbound travel lanes, inside and outside shoulders, and the paved median openings. Safety improvements will include construction of ground-in rumble strips, repair of all guardrail openings for maintenance access and adjustment or replacement of guardrail as necessary, cross slope correction to meet governing criteria, shoulder drop-off correction along the edge of pavement, replacement of non-compliant signing within the project limits, bridge deck repair at the L-20 and Angle Road/Belcher canal bridges, bridge railing retrofit at the Picos Road, CR 68, and Minute Maid Road overpass bridges, and repairs to the existing box culverts and farm crossings. SR 91 is classified as a Rural Principal Arterial – Expressway and is part of the National Highway System (NHS) and the State Highway System (SHS). SR 91 is also a Strategic Intermodal System (SIS) Corridor with a Limited Access Right-of-Way of 400 feet. The corridor has a posted and design speed of 70 MPH. The existing typical section is a four-lane, divided, rural facility with two 12 ft. lanes, an 8 ft. inside shoulder with 4 ft. paved, and a 12 ft. outside shoulder with 10 ft. paved, in each direction. The northbound and southbound roadways are separated by a 40-ft. median. An existing median double-faced guardrail with rub rail, predominantly located adjacent to the southbound inside shoulder, runs along the median within the project limits. In some locations, such as the segment between the Belcher Canal and L-20 Canal bridges, standard guardrail is located adjacent to the median shoulders and the outside shoulders for the northbound and southbound directions. The project is currently scheduled for letting on 01/09/2018, with a production date of 10/06/2017. There are currently no major obstacles to meeting this schedule. The project schedule is included in Appendix J of this document. 2.0 Description of the Design Variation Stopping sight distance (SSD) is the length required for a driver to observe an object on the roadway and to bring their vehicles to a safe stop prior to colliding with the object. This distance is based on the brake reaction distance and the braking distance. Stopping sight distance is dependent on several factors including, but not limited to, design speed, weather conditions, and the geometric characteristics of the roadway. Vertical alignment components such as vertical curves may affect the stopping sight distance along a corridor. There are five crest vertical curves within the project limits on mainline SR 91. These curves are located at the SR 70 overpass, the Angle Road/Belcher Canal Crossing, L-20 Canal Crossing, Farm Crossing Box Culvert 94Q013, and Farm Crossing Box Culvert 94Q017. Based on the review of the as-built plans, the vertical curves were evaluated for compliance with American Association of State Highway and Transportation Officials (AASHTO), and Florida Department of Transportation (FDOT) criteria for vertical stopping sight distance. The results of the evaluation have been summarized in Table 2.1.



Table 2.1 – Summary of Stopping Sight Distance for the Crest Vertical Curves

Crest Vertical Curve

Location

PVC Mile

Marker

PVT Mile

Marker

Design Speed (mph)

AASHTO Min. SSD (ft.) (1)

Existing SSD

(2’ object) (ft.) (3)

FDOT Min. SSD

(ft.) (2)

Existing SSD (0.5’ object)

(ft.) (3) Recommendation

SR 70 Overpass 153.035 157.357 70 730 820.55 820 643.93 Design Variation Belcher Canal 157.792 158.095 70 730 866.44 820 679.94 Design Variation

L-20 Canal 158.516 158.838 70 730 856.63 820 672.24 Design VariationFC - 94Q013 160.563 160.790 70 730 872.78 820 684.92 Design VariationFC - 94Q017 162.845 163.073 70 730 872.78 820 684.92 Design Variation

(1) AASHTO – A Policy on Geometric Design of Highways and Streets (2011), Section 3.2.2, Table 3-1 (2) FDOT – Plans Preparation Manual, Volume 1, Section 2.7, Table 2.7.1 (3) Appendix E - Existing Vertical Stopping Sight Distance Calculations

The existing vertical stopping sight distance for the crest vertical curves was calculated for object heights of 2 ft. and 0.5 ft. to determine whether the minimum respective requirements for AASHTO and FDOT were met. The methodology and the calculations have been included in Appendix E of this document. The minimum length of vertical curves as set forth by AASHTO and FDOT criteria is directly related to stopping sight distance. The required rates of Vertical Curvature (K values), which are a design speed dependent constant, are based on stopping sight distance, and when multiplied by the algebraic difference in intersecting grades, provide the minimum required vertical curve lengths. The crest vertical curves were further evaluated against AASHTO and FDOT criteria for compliance with K value requirements. The methodology and the calculations have been included in Appendix F of this document. The results of the evaluation have been summarized in Table 2.2.

Table 2.2 – Summary of Existing K Values for the Crest Vertical Curves

Crest Vertical Curve

Location

PVC Mile

Marker

PVT Mile

Marker

Design Speed (mph)

AASHTO Min.

K Value (1)

FDOT Min.

K Value (2)

Existing K Value

(3) Recommendation

SR 70 Overpass 153.035 157.357 70 247 506 311.96 Design Variation Belcher Canal 157.792 158.095 70 247 506 347.83 Design Variation

L-20 Canal 158.516 158.838 70 247 506 340.00 Design VariationFC - 94Q013 160.563 160.790 70 247 506 352.94 Design VariationFC - 94Q017 162.845 163.073 70 247 506 352.94 Design Variation

(1) AASHTO – A Policy on Geometric Design of Highways and Streets (2011), Section 3.4.6, Table 3-34 (2) FDOT – Plans Preparation Manual, Volume 1, Section 2.8.2, Table 2.8.5 (3) Appendix F - Existing K Value Calculations

The crest vertical curves on SR 91 mainline meet the AASHTO requirements, however they do not meet FDOT criteria. Since there is a deficiency in stopping sight distance, which is one of the Federal Highway Administration’s (FHWA) 10 Controlling Design elements, as per Table 25.5.1 of Volume I of the Turnpike Plans Preparation and Practices Handbook (TPPPH), a design variation for stopping sight distance will be required for the vertical curves to remain as they are without any improvements. The Design Variation locations have been included in Appendix A of this document.



3.0 Design Criteria 3.1 American Association of State Highway and Transportation Officials (AASHTO)

A Policy on Geometric Design of Highways and Streets (2011)

Section 3.2.2, Stopping Sight Distance, Table 3-1:

The minimum stopping sight distance for a facility with a design speed of 70 mph is 730 feet, based on an Eye Height of 3.5 feet and Object Height of 2.0 feet above the road surface.

Section 3.4.6, Vertical Curves, Table 3-34: The Rate of Vertical Curvature, K, for Crest Vertical Curves on a facility with a design speed of 70 mph is 247.

3.2 Florida Department of Transportation (FDOT) Plans Preparation Manual (PPM) (January 2017)

Volume 1, Section 2.7, Table 2.7.1: The minimum stopping sight distance for an Interstate facility with a design speed of 70 mph is 820 feet, based on an Eye Height of 3.5 feet and Object Height of 0.5 feet above the road surface. Volume 1, Section 2.8.2, Table 2.8.5:

The Rate of Vertical Curvature, K, for Crest Vertical Curves on a facility with a design speed of 70 mph is 506.

Turnpike Plans Preparation and Practices Handbook (TPPPH) (March 3, 2017)

Volume 1 of the TPPPH does not provide any additional criteria regarding Stopping Sight Distance or K Values for mainline crest vertical curves.

4.0 Proposed Criteria The proposed design is to allow the existing crest vertical curves at the SR 70 overpass, the Angle Road/Belcher Canal Crossing, L-20 Canal Crossing, Farm Crossing Box Culvert 94Q013, and Farm Crossing Box Culvert 94Q017, as identified in Tables 2.1 and 2.2 of this document, to remain.



5.0 Justification The main objective of the project is to extend the service life of the existing asphalt pavement and improve safety related features along the corridor. The proposed design provides a balance between pavement improvements and vehicular traffic operation while maintaining the safety of the traveling public.

5.1 Operational Conditions A project Traffic Data Report was provided by FTE. The Traffic Data results were as follows:

Table 5.1.1 – SR 91 Traffic Data

Two-Way AADT Trucks (DDHV) Traffic Factors

2016 2018 2038 2016 2018 2028 KSTD (%) D (%) T24 (%) DHT (%)

32,500 33,900 45,200 145 151 202 10.5 60.7 14.0 7.0 The design and posted speed within the project limits is 70 mph. The Traffic Data is included in Appendix H of this document. The substandard design elements referenced in this variation are limited to five locations where there are crest vertical curves at the SR 70 overpass, the Angle Road/Belcher Canal Crossing, L-20 Canal Crossing, Farm Crossing Box Culvert 94Q013, and Farm Crossing Box Culvert 94Q017. As indicated in the as-built plans, and illustrated in the stopping sight distance and K value calculations, included as Appendices C, E and F in this document, the grades on the vertical curves are generally at 3%, or lower, which would provide for a relatively minor safety risk, as outlined in Federal Highway Administration (FHWA) Publication Mitigation Strategies For Design Exceptions, dated July 2007. Since the vertical curves are an existing condition, no adverse impacts on the existing capacity and operation of the facility are anticipated if the curves are maintained. There are additional design elements that are not in compliance with AASHTO and FDOT criteria, namely shoulder width and superelevation, that fall within the limits of the areas established for this design variation. However, no cumulative effects impacting the operation of the facility are expected. The capacity of roadway is dependent on the number of lanes and the posted speed limit along the corridor. The scope of this project is limited to milling and resurfacing, therefore these elements will remain the same. Based on the analysis performed, no long or short term adverse impacts are anticipated on operations, Level of Service, or adjacent roadway sections for the areas identified in this Design Variation which is expected to be in place throughout the design life of the project. SR 91 from MM 152 to MM 193 has been identified for widening to by year 2035 which may ultimately impact the SR 91 Mainline Bridges as well as the Farm Crossings. A Project Development and Environment (PD&E) study would be required, which will address the vertical clearance deficiency, prior to design and construction.

5.2 Crash History Analysis Safety considerations associated with a limited stopping sight distance on a freeway are collisions with objects or stopped vehicles on the roadway. The most recent 5-year crash history from the years 2011 through 2015 was reviewed. The crash data is included in Appendix G of this document. This report covers crash data, field investigations, and assessments of the existing conditions along the corridor. The data provided includes the location of each crash, the type of crash, the date, and the existing conditions.



The analysis of the crash history revealed a total of 376 crashes within the project limits. There have been 52 crashes that have occurred within the limits established for this design variation, including one with a fatality. Four of the crashes have been rear end collisions, and two have involved collisions with objects on the roadway. The long form crash reports were available for five of the six crashes. The reports were reviewed to determine whether stopping sight distance was a contributing factor to any of the crashes. Based on the available information, no correlation between the crashes and stopping sight distance or vertical alignment could be determined. The analysis further revealed the crest vertical curve locations, as identified in this Design Variation, are not on the FTE’s Top 30 Crash List. In addition, the long form crash report for the accident with the fatality was reviewed to ensure that stopping sight distance was not involved in the crash in any way. A summary of the crash is provided below:

Table 5.2.1 - Summary of Crash Report

From the foregoing information presented, it is reasonable to conclude that the crashes would not be mitigated by reconstruction of the bridges and the farm crossing box culverts, and safety is not compromised 5.3 Costs A cost estimate has been prepared for the improvements required to eliminate the deficient stopping sight distance condition. To meet the FDOT required minimum stopping sight distance and K values, the existing crest vertical curves would have to be extended by 1,120 ft. at the SR 70 overpass, 730 ft. at the Angle Road/Belcher Canal Crossing, 830 ft. at the L-20 Canal Crossing, and 525 ft. at each Farm Crossing. The sag vertical curves at either end of the curves will also have to be reconstructed to accommodate this extension. The total length of roadway reconstruction required will be 18,210 feet. Additional improvements also required would be the reconstruction of the existing bridges at SR 70, the Angle Road/Belcher Canal crossing, and the L-20 Canal crossing, as well as, drainage improvements, embankment, and replacement of guardrail. The placement of the required embankment may have impacts on the environmentally sensitive areas adjacent to the roadway. Furthermore, the additional work will impact the maintenance of traffic by increasing the cost and extending the construction duration and disturbance to the FTE consumers. The estimated cost to construct these improvements is $33,216,143.25 which is included in Appendix I of this document.

Year Crash ID Summary

2013 83183054

Vehicle 1 was traveling southbound on State Road 91 in the inside lane. For an unknown reason, Vehicle 1 traveled onto the eastern shoulder and Driver 1 steered the Vehicle 1 back to the right, overcorrected, and subsequently lost control of Vehicle 1. Vehicle 1 traveled across both southbound lanes and onto the western shoulder of southbound State Road 91. Vehicle 1 then rotated counterclockwise and traveled back across both southbound lanes and struck the center median guardrail with the left side of Vehicle 1. Occupant 2 was ejected from Vehicle 1 through the left side window and struck the metal guardrail. Occupant 2 came to final rest in the inside lane facing north. Vehicle 1 continued to rotate counterclockwise and struck the center median guardrail a second and third time before traveling across both southbound lanes and struck the metal guardrail on the western shoulder. Vehicle 1 came to final rest on the western shoulder of southbound State Road 91 facing north. Occupant 2 was pronounced deceased on the scene. The Crash was not attributed to Stopping Sight Distance.



There are no anticipated social costs associated with the Stopping Sight Distance deficiency. A Benefit/Cost analysis would result in a B/C ratio of zero since there were no crashes found to be attributed to the deficient stopping sight distance in the analysis of the most recent 5-year crash history. 5.4 Right-of-Way Impacts Whether any of the Improvements to correct the stopping sight distance deficiency are implemented or the existing condition is allowed to remain in place, no right-of-way impacts are anticipated. 5.5 Community Impacts Since the substandard stopping sight distances are an existing condition, no adverse community impacts are expected if the existing conditions are maintained. However, if any of the Improvements to correct the stopping sight distance deficiency are implemented, the additional work will impact the maintenance of traffic on SR 91, thereby increasing the cost and extending the construction duration of the project. This will ultimately result in additional disturbance to the FTE consumers, and the local community. 5.6 Environmental Impacts With the implementation of the Improvements to correct the stopping sight distance deficiency, there may be impacts on the environmentally sensitive areas adjacent to the roadway as a result of placement of required embankment. Furthermore, evidence of bats was found at the bridges over Angle Road/Belcher Canal during our field review. Our research indicates the most common bat living in bridges in St. Lucie County is the Brazilian free-tailed bat. This bat is not a listed species but intentionally destroying roosting bats is illegal. Coordination with Florida Fish and Wildlife Conservation Commission (FWC) will be necessary if the bridge reconstruction is implemented. Additionally, Gopher tortoise burrows were observed during our field visits which will also require coordination with Florida Fish and Wildlife Conservation Commission (FWC). The appropriate habitats must be surveyed during design to confirm whether the burrows are active. If the burrows are impacted, a relocation permit will be required prior to moving the tortoise. Relocation permitting does not typically occur until approximately 90 days prior to the start of construction in the area. Since the substandard stopping sight distances are an existing condition, no adverse environmental impacts are expected if the existing conditions are maintained. 5.7 Mitigation Mitigation strategies for deficient stopping sight distance, as outlined in the FHWA Mitigation Strategies publication, include advance warning signage, managing speeds through cross sectional constraints, or improving crash avoidance through shoulder widening and roadside improvements are either infeasible for application on this type of facility, or impractical based on the scope of this resurfacing project.

There are no associated existing or future limitations as a result of legal or public commitments are known for this project.



6.0 Summary Conclusions The main objective of the project is to extend the life of the existing pavement through milling and resurfacing of the existing northbound and southbound travel lanes, inside and outside shoulders and the paved median openings. Additional Safety related improvements will also be provided along the corridor. The proposed design provides a balance between pavement improvements and vehicular traffic operation while maintaining the safety of the traveling public. The reconstruction of the roadway and bridges to achieve a compliant vertical stopping sight distance meeting the FDOT criteria will increase the construction cost significantly as well as impacting the construction duration and schedule. Furthermore, FTE’s customers would be impacted by the extended construction duration. Reconstruction will negatively impact the budget and the schedule, however, since there are no documented crashes citing stopping sight distance as the contributing cause, the benefit/cost ratio for the improvements will be zero. No quantifiable benefit in terms of safety, operational performance, or level of service can be derived from implementing the improvements discussed in this report. Furthermore, maintaining the current stopping sight distance will eliminate any negative impacts on environmental concerns, community considerations, budget, or schedule. Therefore, the approval of this Design Variation is requested for the existing crest vertical curves at the SR 70 overpass, the Angle Road/Belcher Canal Crossing, L-20 Canal Crossing, Farm Crossing Box Culvert 94Q013, and Farm Crossing Box Culvert 94Q017, as identified in Tables 2.1 and 2.2 of this document, to remain as existing.



Appendix A Location Map



Appendix B Typical Sections



Appendix C As-Built Plans



Appendix D Photo Log


Turnpike Mainline (SR 91) Resurfacing and Safety Improvements from 153.230 to 169.320

Figure 1 – NB Angle Road/Belcher Canal Crossing

Figure 3 - SB Angle Road/Belcher Canal Crossing

Figure 2 - NB Angle Road/Belcher Canal Crossing

Figure 4 - SB Angle Road/Belcher Canal Crossing



Figure 5 – NB L-20 Canal Crossing

Figure 7 - SB L-20 Canal Crossing

Figure 6 - NB L-20 Canal Crossing

Figure 8 - SB L-20 Canal Crossing



Figure 9 – NB Farm Crossing (94Q013)

Figure 11 - SB Farm Crossing (94Q013)

Figure 10 - NB Farm Crossing (94Q013)




Appendix E Existing Stopping Sight Distance Calculations



Appendix F Existing K Value Calculations



Appendix G Crash History

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lved

In

Acc

. Co

de

Veh

#1

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ful

Even

t Seq

01

Cd

Veh

#1

Poin

t Of

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ct

Veh

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Mov

emen

t Co

de

Veh

#1

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ctio

n O

f Tra

vel

Veh

#1

Firs

t Dr

iver

Ac

tion

Cd

Veh

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t Of

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ct

Veh

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emen

t Co

de

Veh

#2

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ctio

n O

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vel

Tota

l Nu

mbe

r O

f Veh

icle

Tota

l Nu

mbe

r O

f Fat

ality

Tota

l of

Inju

ries

Num

ber

2011

8198

4049

01/

2/20

1118

.869

157.

019

141

L1

11

21

10

1414

1S

18

14S

40

081

9861

510

1/2/

2011

18.8

6915

7.01

99

77R

21

51

11

09

21

N1

10

281

9784

110

1/5/

2011

30.8

8416

9.03

427

1R

S1

12

11

027

11

N77

10

081

9636

970

1/6/

2011

20.8

7115

9.02

127

77R

S1

51

11

027

1415

N17

10

081

9748

190

1/6/

2011

20.8

7115

9.02

127

77L

S2

51

11

027

715

S12

10

081

9748

200

1/6/

2011

20.8

7115

9.02

115

3L

22

51

11

01 4

148

E2

1S

20

081

9636

990

1/13

/201

121

.876

160.

026

777

R2

11

11

10

90

1N

115

1N

20

081

9829

250

1/20

/201

124

.878

163.

028

274

RS

15

41

10

2714

1N

771

00

8197

5263

01/

30/2

011

26.8

8116

5.03

113

77L

11

51

11

013

141

S1

10

081

9973

390

2/13

/201

118

.876

157.

026

274

RS

11

11

10

273

1N

171

00

8200

1260

02/

18/2

011

19.9

0115

8.05

114

4L

11

51

11

014

211

S21

6S

20

081

9752

650

2/21

/201

115

.863

154.

013

144

L2

15

11

10

142

11S

2521

1S

20

082

0431

780

2/27

/201

122

.875

161.

025

293

RS

15

21

10

2914

6N

11

00

8199

9008

03/

5/20

1127

.88

166.

030

144

L1

11

21

10

1412

14S

773

14S

20

081

9861

570

3/9/

2011

16.5

5815

4.70

827

3L

S1

51

11

027

101

S2

10

182

0431

790

3/9/

2011

21.8

7616

0.02

627

3L

S1

51

11

027

141

S26

10

281

9829

280

3/14

/201

116

.058

154.

208

141

R1

11

11

10

147

14N

214

1N

30

082

0172

360

3/16

/201

129

.323

167.

473

188

RS

11

11

10

119

1N

251

01

8201

7237

03/

17/2

011

19.9

0115

8.05

127

4M

M1

11

11

027

141

S26

211

S2

03

8202

2051

03/

17/2

011

21.8

7616

0.02

614

1R

21

51

11

018

11

N12

81

N2

03

8206

4726

03/

22/2

011

27.8

816

6.03

027

4M

M1

54

11

027

141

S25

10

081

9752

710

4/10

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128

.88

167.

030

141

L2

11

11

10

1 40

1S

71

S2

02

8198

2933

04/

15/2

011

18.8

6915

7.01

927

77L

11

12

177

027

141

S77

10

081

9748

290

4/27

/201

118

.869

157.

019

2977

LS

11

11

10

292

1S

21

00

8197

4830

05/

1/20

1123

.931

162.

081

2777

RS

11

11

10

2710

1N

11

01

8198

2937

05/

7/20

1117

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156.

014

2777

RS

11

11

10

273

1N

11

00

8198

2938

05/

13/2

011

19.9

0115

8.05

114

1R

21

11

11

014

11

N77

81

N2

00

8 199

7349

05/

22/2

011

30.8

8416

9.03

41

77R

11

11

11

042

191

N17

10

482

0650

250

5/24

/201

120

.852

159.

002

2788

LS

11

11

12

272

1S

21

01

8197

4804

05/

30/2

011

28.8

5316

7.00

327

77L

S1

11

11

027

21

S2

10

181

9748

050

6/3/

2011

23.9

3116

2.08

127

77L

S1

31

11

027

21

S1

10

082

0012

750

6/5/

2011

20.8

7115

9.02

127

77M

M1

12

11

027

121

S25

131

N2

00

8197

4806

06/

12/2

011

26.8

8116

5.03

128

77R

S1

11

11

028

415

N2

10

181

9829

220

6/23

/201

127

.88

166.

030

2777

MM

21

31

770

2714

1S

771

00

8197

5275

06/

26/2

011

21.8

7616

0.02

614

4L

21

12

111

014

131

S12

413

S2

01

8204

3181

06/

26/2

011

20.8

7115

9.02

127

77L

S1

12

11

027

141

S1

10

181

9829

350

6/30

/201

117

.864

156.

014

2977

LS

11

11

10

299

1S

771

00

8197

4825

07/

21/2

011

16.8

3815

4.98

814

1R

21

11

11

01 4

11

N2

211

N2

00

8199

7341

07/

22/2

011

31.8

8617

0.03

614

4L

21

11

11

014

31

S1

101

S2

00

8198

4048

07/

24/2

011

15.0

1515

3.16

514

4L

11

11

11

014

41

S1

101

S2

00

8206

5031

08/

4/20

1121

.876

160.

026

2777

LS

11

11

10

4314

1S

301

00

8198

2944

08/

7/20

1129

.881

168.

031

2977

LS

25

31

10

292

1S

291

00

Exem

ptio

n fro

m F

lorid

a Pu

blic

Rec

ords

Sec

tion

119,

Flo

rida

Stat

utes

: Th

e in

form

atio

n co

ntai

ned

in th

e C

rash

Ana

lysi

s R

epor

ting

(C.A

.R.)

syst

em h

as b

een

com

pile

d fro

m in

form

atio

n co

llect

ed fo

r the

pur

pose

of i

dent

ifyin

g, e

valu

atin

g, o

r pla

nnin

g sa

fety

en

hanc

emen

ts.

This

sys

tem

and

its

prod

ucts

iden

tify

info

rmat

ion

used

for t

he p

urpo

se o

f dev

elop

ing

high

way

saf

ety

cons

truct

ion

impr

ovem

ent p

roje

cts

whi

ch m

ay b

e im

plem

ente

d ut

ilizi

ng F

eder

al-a

id h

ighw

ay fu

nds.

Sin

ce th

is in

form

atio

n is

col

lect

ed fo

r the

ab

ove-

men

tione

d pu

rpos

e it

is e

xem

pt fr

om d

iscl

osur

e as

a p

ublic

reco

rd p

ursu

ant t

o Fe

dera

l law

. Any

doc

umen

t dis

play

ing

this

ex

empt

ion

from

pub

lic re

cord

s sh

all b

e us

ed o

nly

for t

hose

pur

pose

s de

emed

app

ropr

iate

by

the

Dep

artm

ent.

See

Title

23

Uni

ted

Stat

es C

ode

Sect

ion

409.

Cras

h Nu

mbe

rEv

ent C

rash

Da

te

Crsh

Loc

Fina

l MP

On

Road

way

Turn

pike

M

M

Firs

t Ha

rmfu

l Ev

ent

Code

Impa

ct

Type

Cod

e

Acci

dent

Si

de O

f Ro

ad

Lane

Of

Acci

dent

Co

de

Road

Su

rfac

e Co

nditi

on

Code

Light

ing

Cond

ition

Co

de

Even

t W

eath

er

Cond

ition

Co

de

Wor

k Zo

ne

Rela

ted

Code

Firs

t Roa

d Co

nditi

on

Code

Alco

hol

Invo

lved

In

Acc

. Co

de

Veh

#1

Harm

ful

Even

t Seq

01

Cd

Veh

#1

Poin

t Of

Impa

ct

Veh

#1

Mov

emen

t Co

de

Veh

#1

Dire

ctio

n O

f Tra

vel

Veh

#1

Firs

t Dr

iver

Ac

tion

Cd

Veh

#2

Poin

t Of

Impa

ct

Veh

#2

Mov

emen

t Co

de

Veh

#2

Dire

ctio

n O

f Tra

vel

Tota

l Nu

mbe

r O

f Veh

icle

Tota

l Nu

mbe

r O

f Fat

ality

Tota

l of

Inju

ries

Num

ber

8200

1282

08/

13/2

011

29.3

2316

7.47

318

77R

11

21

11

040

01

N1

11

N6

00

8197

5279

08/

25/2

011

28.0

816

6.23

01

77M

M2

12

11

01

41

N12

10

182

0172

510

9/2/

2011

27.8

816

6.03

027

77M

M1

11

11

027

41

N26

10

082

0012

850

9/16

/201

128

.88

167.

030

141

L2

15

11

10

141

6N

221

1S

20

081

9840

620

9/22

/201

114

.862

153.

012

141

R2

15

11

10

141

1N

221

1N

30

281

9829

490

9/26

/201

128

.88

167.

030

2777

LS

11

11

10

2714

11S

11

00

8204

3188

010

/1/2

011

26.8

8116

5.03

127

77M

M1

12

11

02 7

11

N1

10

281

9844

310

10/6

/201

119

.058

157.

208

1477

R1

11

21

10

148

4N

41

8N

20

081

9748

370

10/8

/201

131

.807

169.

957

2777

R1

21

31

10

271

1N

121

00

8198

4066

010

/13/

2011

17.1

2115

5.27

123

77L

S1

11

11

023

161

S2

10

081

9829

530

10/1

5/20

1126

.881

165.

031

2777

LS

12

11

10

2714

1S

291

00

8198

6174

010

/18/

2011

18.8

6915

7.01

929

77L

S2

13

110

09

21

S30

10

081

9861

750

10/2

2/20

1119

.901

158.

051

977

RS

11

11

10

403

1N

21

01

8204

3191

010

/31/

2011

26.8

8116

5.03

127

77M

M2

53

11

027

131

S12

10

081

9840

670

11/3

/201

120

.871

159.

021

2777

LS

11

21

10

277

15S

21

00

8198

6177

011

/16/

2011

24.8

7816

3.02

89

3L

S1

11

11

042

1477

S2

121

S2

01

8201

7263

011

/16/

2011

27.8

816

6.03

018

77R

21

51

11

040

61

N1

11

N2

00

8200

1290

011

/27/

2011

17.3

671 5

5.51

727

77L

S1

11

11

027

141

S25

10

081

9829

610

12/5

/201

124

.878

163.

028

2777

RS

25

21

10

271

1N

11

00

8201

7267

012

/10/

2011

14.8

6215

3.01

215

2R

22

12

11

014

13

N2

81

N2

00

8198

6185

012

/15/

2011

29.3

2316

7.47

39

77L

X1

52

11

040

141

S2

10

082

0012

910

12/1

6/20

1129

.996

168.

146

153

L1

15

21

10

1413

77S

2914

1S

20

181

9861

860

12/2

2/20

1120

.871

159.

021

1877

RS

15

11

10

1 818

1N

11

00

8206

4754

012

/24/

2011

21.8

7116

0.02

11

77R

S1

51

11

027

11

N2

10

282

0650

410

12/2

7/20

1116

.871

155.

021

3477

LS

21

31

10

421

5S

11

00

8197

5289

01/

1/20

1219

.901

158.

051

2788

LS

14

11

10

271

1S

311

00

8201

7274

01/

2/20

1229

.881

168.

031

141

R1

11

11

10

141

1N

28

1N

30

181

9861

880

1/8/

2012

17.0

1515

5.16

59

3M

M1

11

11

09

010

N6

11

N2

00

8206

4760

01/

14/2

012

17.0

5815

5.20

81

88L

S1

51

11

02

191

S1

10

181

9752

900

1/15

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225

.68

163.

830

1377

R2

15

11

10

131

1N

11

00

8197

8432

02/

11/2

012

14.9

1515

3.06

514

4L

11

21

11

01 8

577

S13

1S

30

182

0647

630

2/15

/201

216

.058

154.

208

977

RS

13

11

110

119

77N

301

01

8204

3196

02/

17/2

012

15.1

5815

3.30

814

4R

21

42

11

014

106

N3

1N

20

081

9973

680

3/1/

2012

28.8

816

7.03

09

77L

22

12

11

040

31

S1

10

081

9829

670

3/2/

2012

17.8

6415

6.01

417

77R

21

11

11

05

01

N77

21

N2

00

8198

2968

03/

6/20

1214

.935

153.

085

2777

RS

11

21

10

271

6N

777

1N

20

08 2

0201

060

3/29

/201

226

.058

164.

208

2777

LS

11

11

10

2719

1S

771

11

8204

3198

03/

29/2

012

25.2

2316

3.37

327

77L

S1

11

11

027

141

S77

10

381

9555

620

4/16

/201

219

.901

158.

051

274

RS

11

21

10

90

1N

41

N2

00

8197

8446

04/

22/2

012

28.8

816

7.03

018

77L

11

12

11

040

131

S77

31

S2

01

8200

1305

04/

27/2

012

30.3

2316

8.47

327

77M

M1

21

11

027

21

S1

10

282

0432

020

4/27

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216

.681

154.

831

2777

RS

11

11

770

273

1N

771

01

8201

7285

05/

9/20

1217

.878

156.

028

273

L1

11

21

10

271

1N

11

1S

20

081

9973

720

5/14

/201

227

.996

166.

146

141

R1

21

31

100

1413

1N

127

1N

20

081

9748

480

5/15

/201

216

.058

154.

208

2777

MM

11

11

10

2714

1N

291

00

8197

5295

05/

26/2

012

27.1

8116

5.33

129

77L

S1

12

11

029

21

S17

10

381

9748

500

5/29

/201

226

.323

164.

473

1777

R2

11

11

10

50

1N

11

1N

20

08 2

0647

760

5/31

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217

.058

155.

208

144

L1

25

21

10

142

77S

29

1S

20

082

0201

130

6/15

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222

.875

161.

025

2977

RS

25

21

10

292

1N

11

00

2012

Cras

h Nu

mbe

rEv

ent C

rash

Da

te

Crsh

Loc

Fina

l MP

On

Road

way

Turn

pike

M

M

Firs

t Ha

rmfu

l Ev

ent

Code

Impa

ct

Type

Cod

e

Acci

dent

Si

de O

f Ro

ad

Lane

Of

Acci

dent

Co

de

Road

Su

rfac

e Co

nditi

on

Code

Light

ing

Cond

ition

Co

de

Even

t W

eath

er

Cond

ition

Co

de

Wor

k Zo

ne

Rela

ted

Code

Firs

t Roa

d Co

nditi

on

Code

Alco

hol

Invo

lved

In

Acc

. Co

de

Veh

#1

Harm

ful

Even

t Seq

01

Cd

Veh

#1

Poin

t Of

Impa

ct

Veh

#1

Mov

emen

t Co

de

Veh

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Dire

ctio

n O

f Tra

vel

Veh

#1

Firs

t Dr

iver

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tion

Cd

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t Of

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ct

Veh

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Mov

emen

t Co

de

Veh

#2

Dire

ctio

n O

f Tra

vel

Tota

l Nu

mbe

r O

f Veh

icle

Tota

l Nu

mbe

r O

f Fat

ality

Tota

l of

Inju

ries

Num

ber

8197

8454

06/

28/2

012

28.8

816

7.03

014

77R

11

11

11

09

077

N11

1N

30

082

0013

110

7/2/

2012

30.9

9616

9.14

61

77R

S1

12

11

01

191

N1

10

281

9784

560

7/4/

2012

28.8

816

7.03

014

1L

22

13

110

014

11

S10

81

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2014

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15S

20

1



Appendix H Traffic Data

Traffic and Revenue ConsultantFlorida’s Turnpike Enterprise

Florida Department of Transportation

AECOM P.O. Box 613069 Florida’s Turnpike Milepost 263, Building 5315 Ocoee, Florida 34761-3069 Tel: 407-532-3999 www.aecom.com

MEMORANDUM Date:

To:

From:

Copies:

Subject: Typical Section Traffic Data and Equivalent Single Axle Loading (ESAL) Calculations_Update

FPN:

State Road:

Counties:

FY 2016 Turnpike Annual Traffic Trends Report

Lane Closure Traffic Data Page 2

AECOM P.O. Box 613069 Florida’s Turnpike Milepost 263, Building 5315 Ocoee, Florida 34761-3069 Tel: 407-532-3999 www.aecom.com

U.S. DOT Mitigation Strategies for Design Expectations

Typical Section Traffic Data and Trucks Directional Design Hour Volume

2016 2018 2038 KSTD D T24 (%) DHT (%) 2016 2018 2038

South of Fort Drum Service Plaza (MP 184)

32,500 33,900 45,200 10.5% 60.7% 14.0 7.0 145 151 202

Trucks (DDHV)Segment

Two-Way AADT Traffic Factors

Year AADT Lane Factor ESAL (1000S)

CUM-ESAL(1000S)

2018 33,900 0.763 694 6942019 34,600 0.761 706 1,4002020 35,400 0.759 721 2,1212021 35,900 0.758 730 2,8512022 36,600 0.756 743 3,5942023 37,300 0.755 755 4,3492024 37,900 0.753 766 5,1152025 38,500 0.752 777 5,8922026 39,000 0.751 786 6,6782027 39,600 0.750 797 7,4752028 40,100 0.749 806 8,2812029 40,700 0.748 816 9,0972030 41,200 0.747 825 9,9222031 41,700 0.746 834 10,7562032 42,200 0.745 843 11,5992033 42,700 0.744 852 12,4512034 43,200 0.743 861 13,3122035 43,700 0.742 869 14,1812036 44,200 0.741 878 15,0592037 44,700 0.740 887 15,9462038 45,200 0.739 896 16,842

14.0%

0.5

(1.567 - 0.0826 x Ln(One-Way AADT)-0.12368 x LV)

1.050 *Freeway - Urban - Flexible Pavement

LV = 0.000

ESAL = AADT x T24 x DF x LF x EF x 365

Opening to Mid-Design Year (2025) ESAL Accumulation: 5,198

Opening to Design Year (2032) ESAL Accumulation: 10,905

Opening to Mid-Design Year (2028) ESAL Accumulation: 7,587

Opening to Design Year (2038) ESAL Accumulation: 16,14820-year design

(Years 2018-2038)

14-year design (Years 2018-2032)

Florida's Turnpike - Ticket System

FPN 436517-1 Mainline Resurfacing from MP 153.2 to MP 169.3

Mainline - South of Fort Drum Service Plaza

Two (2) Lanes

(Daily Truck Factor) T24 =

(Directional Distribution Factor) DF =

(Lane Factor) LF =

(Load Equivalency Factor) EF* =



Appendix I Cost Estimate

PAY

ITEM

NUM

BER

ITEM

DES

CRIP

TIO

NUN

ITUN

IT P

RICE

QUA

NTIT

YCO

ST11

0-1-

1CL

EARI

NG

AND

GRUB

BIN

GAC

5,25

0.00

$

74

.00

388,

500.

00$

120-

6EM

BAN

KMEN

TCY

6.25

$

156,

000.

0097

5,00

0.00

$

16

0-4

TYPE

B S

TABI

LIZA

TIO

NSY

3.25

$

178,

500.

0058

0,12

5.00

$

28

5-70

1O

PTIO

NAL

BAS

E GR

OUP

1SY

7.50

$

56,8

00.0

042

6,00

0.00

$

28

5-71

1O

PTIO

NAL

BAS

E GR

OUP

11

SY20

.00

$

97

,400

.00

1,94

8,00

0.00

$

33

4-1-

14SU

PERP

AVE

ASPH

ALTI

C CO

NC,

TRA

FFIC

DTN

85.0

0$

24,6

00.0

02,

091,

000.

00$

337-

7-22

ASPH

CO

NC

FRIC

TIO

N CO

URSE

, FC-

5TN

130.

00$

3,

900.

0050

7,00

0.00

$

33

9-1

MIS

CELL

AEO

US A

SPHA

LT P

AVEM

ENT

TN21

0.00

$

2,12

5.00

446,

250.

00$

521-

1M

EDIA

N C

ONC

RETE

BAR

RIER

WAL

LLF

150.

00$

1,

800.

0027

0,00

0.00

$

53

6-1-

1GU

ARDR

AIL

LF18

.00

$

69

,420

.00

1,24

9,56

0.00

$

57

0-1-

2PE

RFO

RMAN

CE T

URF,

SO

DSY

2.

50$

17

7,50

0.00

443,

750.

00$

BRID

GE R

EPLA

CEM

ENT

SF15

0.00

$

90,5

50.0

013

,582

,500

.00

$

101-

1M

OBI

LIZA

TIO

N10

2-1

MAI

NTE

NAN

CE O

F TR

AFFI

C

P.E.

C.E.

I.15

%3,

436,

152.

75$

CO

NTI

NGE

NCY

Cons

truc

tion

Cost

Est

imat

e fo

r Ver

tical

Sto

ppin

g Si

ght D

istan

ce im

prov

emen

tsTu

rnpi

ke M

ainl

ine

(SR

91) R

esur

faci

ng a

nd S

afet

y Im

prov

emen

ts

from

MP

153.

230

to M

P 16

9.32

0St

. Luc

ie C

ount

y, F

lorid

a FP

ID N

umbe

rs 4

3651

7-1-

52-0

1 an

d 43

6517

-3-5

2-01

Cont

ract

Num

ber C

9R86

Tota

l Cos

t $

33,

216,

143.

25

Subt

otal

$

2

2,90

7,68

5.00

10

%

UTIL

ITY

IMPA

CTS

2,29

0,76

8.50

$

10%

10%

10%

2,29

0,76

8.50

$

-$

2,

290,

768.

50$



Appendix J Project Schedule

Activ

ity ID

PSM

Activ

ity N

ame

Orig Dur

Rem Dur

Star

tFi

nish

Dur

atio

n %

Com

plet

eC

alen

dar

Tota

lFl

oat

Free

Floa

t

4365

17-1

RES

4365

17-1

RES

UR

FAC

4365

17-1

RES

UR

FAC

E TP

K M

AIN

LIN

E IN

ST

LUC

IE C

OU

NTY

, (M

P 15

3.23

- 16

9.32

)71

933

605

-Sep

-15

A01

-Jul

-18

53.2

7%0

0

RESU

RFAC

E TP

RESU

RFAC

E TP

K M

AIRE

SURF

ACE

TPK

MAI

NLIN

E IN

ST.

LUC

IE C

OUN

TY, M

P 15

3.23

- 16

9.32

719

336

05-S

ep-1

5 A

01-J

ul-1

853

.27%

00

PE -

DES

IGN

PE -

DES

IGN

PE -

DES

IGN

534

151

05-S

ep-1

5 A

09-O

ct-1

771

.72%

185

0

PUB

LIC

INVO

LVPU

BLI

C IN

VOLV

EMEN

PUB

LIC

INVO

LVEM

ENT

66

24-A

pr-1

701

-May

-17

0%5-

Day

293

0R

3610

020

610

CO

OR

DIN

ATE

W/ E

MO

REG

ARD

ING

PU

BLIC

INVO

LVEM

ENT

55

24-A

pr-1

7*28

-Apr

-17

0%5-

Day

293

0R

3610

030

610

DO

CU

MEN

T PR

OPO

SED

PU

BLIC

INVO

LVEM

ENT

ACTI

VITI

ES1

101

-May

-17

01-M

ay-1

70%

5-D

ay29

329

3

FIN

AL D

ESIG

N

FIN

AL D

ESIG

N -

SCO

PFI

NAL

DES

IGN

- SC

OPE

OF

SER

VIC

ES &

MH

EST

IMAT

E67

005

-Sep

-15

A10

-Dec

-15

A10

0%0

R31

6400

016

4PR

EPAR

E D

RAF

T SC

OPE

OF

SER

VIC

ES -

Obt

ain

Scop

e Te

mpl

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