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SR 655 (Recker Highway) PD&E Study Draft SEIR FM No.:436560-1 1 August 2017

Florida Department of Transportation STATE ENVIRONMENTAL IMPACT REPORT

1. PROJECT DESCRIPTION AND PURPOSE AND NEED:

a. Project Information:

Project Name: State Road (SR) 655 (Recker Highway) Grade Separation over CSX Railroad Project Development and Environment Study

Project Limits: East of Barton Park Road to SR 600 (US 92) (+/- 0.65 mile)

County: Polk

ETDM Project Number: 14205

Financial Project ID: 436560-1-22-01

Project Manager: Patrick Bateman, E.I.

The Florida Department of Transportation (FDOT) is conducting a Project Development and Environment (PD&E) Study to evaluate the costs and effects of constructing a new bridge overpass to carry State Road 655 (Recker Highway) over the CSX railroad (milepost 6.912, crossing #623082F) located just south of SR 600 (US 92) in Auburndale, Florida. The project location and limits of the study are shown in Figure 1.

The SR 655 (Recker Highway) study limits are from east of Barton Park Road to SR 600 (US 92). Specifically, the study limits along SR 655 (Recker Highway) begin approximately 2,600 feet south of the CSX railroad crossing, 900 feet east of Barton Park Road, and end at SR 600 (US 92), approximately 1,200 feet north of the railroad crossing and include the existing intersection at Thornhill Road. Additionally, the study limits include Thornhill Road approximately one-half mile south of SR 655 (Recker Highway). The project is located within Sections 9, 15 & 16, Township 28 South, Range 25 East, within the Auburndale United States Geological Survey (USGS) 7.5-minute (1:24,000) quad map and the USGS “Orlando” 1 x 2 degree (1:250,000) topographic map.

Within the study limits, SR 655 (Recker Highway) is a two-lane undivided north-south state road and is classified by FDOT as an urban minor arterial. As shown in Figure 2, the existing SR 655 (Recker Highway) typical section consists of two 12-foot-wide travel lanes, one lane in each direction, with 4-foot-wide paved shoulders. The existing roadway is crowned in the center, with a 2% cross slope in each direction from the centerline. The existing right-of-way (ROW) varies from a minimum width of 70 feet just north of the CSX railroad to a maximum width of 136 feet at the southern end of the Auburndale Memorial Park. The existing Thornhill Road is a two-lane undivided north-south facility owned and maintained by Polk County. This roadway has two 11-


foot-wide travel lanes, one lane in each direction, with 2-foot-wide shoulders. The existing pavement is crowned in the center with a 2% cross slope in each direction.

Existing land uses in the study area include residential, retail/office, vacant, industrial and government. The existing Access Management Classification along SR 655 (Recker Highway) is Access Class 6, an undivided facility with unrestricted access to residents and businesses along the corridor. As a County-owned facility, there is no FDOT Access Management Classification along Thornhill Road. There are connecting roads and adjacent properties with access to both SR 655 (Recker Highway) and Thornhill Road through side street intersections and driveway connections.

The existing posted speed limit along SR 655 (Recker Highway) varies from 45 miles per hour (mph) between Barton Park Road and Thornhill Road to 35 mph between Thornhill Road and SR 600 (US 92). The existing posted speed limit along Thornhill Road is 45 mph. Existing (2015) annual average daily traffic (AADT) volumes along SR 655 (Recker Highway) range from 6,900 to 14,300 vehicles per day (vpd). Existing (2015) AADT along Thornhill Road, south of SR 655 (Recker Highway), is 6,900 vpd. There are two existing traffic signals located within the study limits: SR 655 (Recker Highway) at Thornhill Road and SR 655 (Recker Highway) at SR 600 (US 92). There is a short stretch of approximately 800 feet of sidewalk on the eastern side of SR 655 (Recker Highway) approaching SR 600 (US 92). There are no structures, bicycle or lighting features within the study limit along SR 655 (Recker Highway). There are no dedicated transit routes using SR 655 (Recker Highway) or Thornhill Road; however, the Citrus Connection Route 12 (Lakeland/Winter Haven Connector) traverses the SR 600 (US 92)/SR 655 (Recker Highway) intersection as it serves east-west travel demand along SR 600 (US 92). Existing drainage consists mainly of roadside swales south of the CSX railroad crossing with some permitted treatment and attenuation ponds and a curb and gutter inlet system north of the CSX railroad crossing. Numerous utilities are located within the study limit in the vicinity of the SR 655 (Recker Highway)/CSX Railroad crossing. Approximately 21 train crossings occur each day.


Figure 1: Project Location Map


Figure 2: Existing Recker Highway Typical Section

b. Proposed Improvements

Based on the traffic analysis conducted for this project, future traffic volumes would exceed the capacity for the existing two-lane facility. Therefore, a four-lane facility was proposed in addition to safety improvements along the corridor. The proposed improvements include widening SR 655 (Recker Highway) from two to four lanes, addition of sidewalks and buffered bike lanes, as well as intersection improvements at Thornhill Road and SR 600 (US 92). The project is a 0.65-mile-long stretch along SR 655 (Recker Highway) that includes the elevation of SR 655 (Recker Highway) over the existing CSX railroad at-grade crossing. The roadway will be elevated using permanent retaining walls with a 301-foot long, two-span bridge over Derby Avenue and the existing CSX railroad. Proposed retaining walls will require the relocation of the existing signalized intersection of Thornhill Road approximately 560 feet southeast of its current location, where a modern roundabout will be constructed. In order to provide access to local businesses along Thornhill Road and maintain connectivity to Derby Avenue, access roads will be provided on the western side of SR 655 (Recker Highway). Improvements to the SR 600 (US 92) intersection are primarily operational, including exclusive right turn lanes both northbound and southbound on SR 655 (Recker Highway), extension of left turn lanes and the addition of a third eastbound through lane on SR 600 (US 92). The conceptual design of the Recommended Alternative is shown in Figure 3.

The proposed SR 655 (Recker Highway) typical section (Figure 4) consists of a four-lane divided urban typical section beginning 1,800 feet south of the existing CSX railroad at-grade crossing and extending to SR 600 (US 92). This typical section features two 11-foot-wide travel lanes in each


direction separated by a 22-foot-wide raised median, Type E curb and gutter in the median and Type F curb and gutter on the outside. Bicyclists will be accommodated on a 7-foot-wide paved shoulder (buffered bicycle lane). In addition, 6-foot-wide sidewalks will be provided on each side of the roadway for pedestrians. The proposed design speed for this typical section is 35 MPH.

As shown in Figure 5, there are two other typical sections of note: access roads and Thornhill Road. Access roads will be provided to maintain property access along the project corridor. The proposed typical section for access roads and the realigned Thornhill Road consists of a two-lane undivided urban facility with 12-foot-wide travel lanes, Type F curb and gutter and no shoulders.

The proposed bridge typical section (Figure 6) will provide four 11-foot-wide travel lanes separated by a 22-foot-wide raised median, two 7-foot-wide bike lanes with 1-foot 6-inch gutter (totaling 8.5 feet), a 32-inch F-shape Barrier (Index 420) and 6-foot-wide sidewalks with 27-inch concrete parapet (Index 820) with Curved Top Bridge Fencing (Index 811). The out-to-out bridge width will be 99 feet-7 inches. The typical section will be a normal crown at 2 percent. The minimum vertical clearance required over the CSX Railroad is 23 feet-6 inches, measured from the top of the rail to the lowest point on the bridge per the Plans Preparation Manual (PPM) Table 2.10.1. The horizontal clearance will stay outside of the existing CSX railroad ROW and will be determined by the span configuration selected in the subsequent Bridge Development Report phase (in Final Design).

Off-site stormwater management facilities (SMF), or ponds, are needed as part of the project improvements. There are two basins within the project study limits with the CSX railroad as the basin divide: Basin 1 to the south and Basin 2 to the north. Three pond sites are proposed in Basin 1 and are collectively known as SMF 1-1. These ponds utilize remnant ROW for the proposed roadway alignment (except for SMF 1-1A where ROW will be purchased); therefore, no alternate pond sites were evaluated. The first pond, SMF 1-1C, will be a dry retention pond located at the south-eastern corner of the proposed Thornhill Road and SR 655 (Recker Highway) intersection. The second pond, SMF 1-1B, will be a dry retention pond located north of the relocated Thornhill Road and access road intersection. The third pond, SMF 1-1C, will be a wet detention pond located to the west of SR 655 (Recker Highway) at the existing Thornhill Road and SR 655 (Recker Highway) intersection. The pond alternatives for Basin 2, called SMF 2-1 and SMF 2-2, are located on the adjacent properties north of the CSX railroad west and east of SR 655 (Recker Highway), respectively. Only one pond is needed for Basin 2. The western pond site, SMF 2-1 can be expanded if necessary, while SMF 2-2 to the east is constrained by a wetland.

ROW acquisition varies throughout the project study limits. South of the CSX Railroad crossing, ROW will be required along the western side of SR 655 (Recker Highway) for proposed improvements such as roadway widening, access roads and stormwater ponds. ROW will not be acquired along the eastern side of SR 655 (Recker Highway), in front of Auburndale Memorial Park. North of the CSX Railroad crossing, ROW will be required on both sides of SR 655 (Recker Highway) for proposed improvements and stormwater ponds. Approximately 10.5 acres of ROW acquisition will be needed resulting in one residential and potentially three business relocations.


Figure 3: Recommended Alternative Concept Plan

SMF 1‐1B

SMF 1‐1A

SMF 2‐1

SMF 2‐2


Figure 4: Proposed Typical Sections for SR 655 (Recker Highway)

Figure 5: Proposed Typical Section for Thornhill Road and Access Roads

Figure 6: Proposed Typical Section for Structures


c. Purpose and Need

The purpose of the project is to replace the SR 655 (Recker Highway) at-grade railroad crossing with a grade separation. The need for the project was initially based on safety and operational improvements by providing a bridge over the CSX railroad crossing to separate vehicle and pedestrian traffic from train traffic, reduce traffic congestion delays and provide multi-modal accommodations such as sidewalks and buffered bike lanes. Early in the study process, traffic analysis determined future traffic volumes along SR 655 (Recker Highway), from Thornhill Road to SR 600 (US 92), would exceed the capacity for the existing two-lane facility. Therefore, the need for a four-lane capacity improvement was considered in addition to safety improvements along the corridor. The proposed improvements will reduce travel delays by removing the need for vehicle traffic to stop for trains. The purpose of the PD&E Study is to provide documented environmental and engineering analyses to assist the FDOT in reaching a decision on the location and conceptual design of the new railroad overpass and associated improvements in order to accommodate future traffic demand in a safe and efficient manner. This PD&E study satisfies the FDOT requirements and follows the process outlined in the FDOT PD&E Manual Part 1 Chapter 10 (State, Local, or Privately Funded Project Delivery).

This PD&E study documents the need for the improvements and presents the procedures utilized to develop and evaluate the overpass concept. Information relating to the engineering, environmental and social characteristics essential for development of the railroad overpass concept was collected. Design criteria were established and preliminary alternatives were developed. The evaluation of the overpass concept was based on a variety of parameters utilizing a comparative matrix format. This process identified the Recommended Alternative that minimizes sociocultural, economic, natural, and physical impacts while providing the necessary future transportation improvements. The study also solicits input from the community and users of the facility. The design year for the analysis is 2040.

d. Project Planning Consistency

Currently Adopted CFP-LRTP

COMMENTS

Y This project is shown in the Cost Feasible Plan of the Polk Transportation Planning

Organization’s (TPO) Momentum 2040 Long Range Transportation Plan (LRTP) as adopted December 10, 2015.

PHASE Currently Approved

TIP*

Currently Approved

STIP**

TIP/STIP $

TIP/STIP

FY COMMENTS

PE (Final Design) Y Y TIP: $2,725,000

STIP: $2,725,000 TIP: 2018

STIP: 2018 State funds

ROW Y Y TIP: $4,928,074

STIP: $4,928,074 TIP: 2020

STIP: 2020 State funds

CONSTRUCTION N N TIP: N/A

STIP: N/A TIP: N/A

STIP: N/A State funds

* TIP = Transportation Improvement Plan **STIP = State Transportation Improvement Plan


2. ENVIRONMENTAL ANALYSIS Substantial Impacts?* Issues/Resources **Supporting Information Yes No Enhance NoInv

A. SOCIAL and ECONOMIC 1 Social [ ] [X] [ ] [ ] See Attachment A.1 2. Economic [ ] [ ] [X] [ ] See Attachment A.2 3. Land Use Changes [ ] [X] [ ] [ ] See Attachment A.3 4. Mobility [ ] [ ] [X] [ ] See Attachment A.4 5. Aesthetic Effects [ ] [X] [ ] [ ] See Attachment A.5 6. Relocation Potential [ ] [X] [ ] [ ] See Attachment A.6

B. CULTURAL

1. Historic Sites/Districts [ ] [X] [ ] [ ] See Attachment B.1 2. Archaeological Sites [ ] [X] [ ] [ ] See Attachment B.2 3. Recreation Areas [ ] [ ] [ ] [X] None Present

C. NATURAL

1. Wetlands and Other Surface [ ] [X] [ ] [ ] See Attachment C.1 Waters 2. Aquatic Preserves and [ ] [ ] [ ] [X] None Present Outstanding FL Waters 3. Water Quality and Water [ ] [X] [ ] [ ] See Attachment C.3 Quantity 4. Wild and Scenic Rivers [ ] [ ] [ ] [X] None Present 5. Floodplains [ ] [X] [ ] [ ] See Attachment C.5 6. Coastal Barrier Resources [ ] [ ] [ ] [X] None Present 7. Protected Species and Habitat [ ] [X] [ ] [ ] See Attachment C.7 8. Essential Fish Habitat [ ] [ ] [ ] [X] None Present

D. PHYSICAL

1. Highway Traffic Noise [ ] [X] [ ] [ ] See Attachment D.1 2. Air Quality [ ] [ ] [X] [ ] See Attachment D.2 3. Contamination [ ] [X] [ ] [ ] See Attachment D.3 4. Utilities and Railroads [ ] [X] [ ] [ ] See Attachment D.4 5. Construction [ ] [X] [ ] [ ] See Attachment D.5 6. Bicycles and Pedestrians [ ] [ ] [X] [ ] See Attachment D.6 7. Navigation [ ] [ ] [ ] [X] Not Applicable

*Substantial Impacts?: Yes = Substantial Impact; No = No Substantial Impact; Enhance = Enhancement; NoInv = Issue Absent, No Involvement.

**Supporting information is documented in the referenced attachment(s).


3. ANTICIPATED PERMITS

Individual Dredge and Fill Permit - USACE Nationwide Permit - USACE Bridge Permit - USCG

X Environmental Resource Permit - Southwest Florida Water Management District (SWFWMD)

Other - Florida Fish and Wildlife Conservation Commission (FWC) Gopher Tortoise Relocation Permit

X Other - Florida Department of Environmental Protection (FDEP) Generic Permit for Stormwater Discharge from Large and Small Construction Activities

4. ENGINEERING ANALYSIS During the SR 655 (Recker Highway) PD&E study, two (2) Build Alternatives and a No Build Alternative were considered. The No-Build Alternative would not construct the SR 655 (Recker Highway) grade separation and includes no changes to SR 655 (Recker Highway) within the study area other than routine maintenance. The No-Build Alternative requires no additional expenditure of funds and has no additional environmental impacts. Although the No-Build Alternative does not meet the purpose and need for the project and offers no future capacity, operational or safety improvements, it was considered as a viable alternative throughout the study process and served as the basis of comparison for the build alternatives. Alternative 1 consists of a 3-span bridge over the CSX Railroad with the centerline of SR 655 (Recker Highway) shifted approximately 30 feet to the west. This shift in alignment allows access to be maintained under the bridge for Derby Avenue and businesses north of the CSX crossing via access roads. Alternative 1 reduces the skew through the SR 600 (US 92) intersection. Alternative 1 would require the relocation of one business and one resident. Alternative 2 is a single span bridge that impacts access to residences and businesses along SR 655 (Recker Highway). Residences along Derby Avenue would utilize Chambers Road or another facility to access SR 655 (Recker Highway). Residences along Hillcrest Road would have access to Aldi via the access road and would utilize Neptune Road and SR 600 (US 92) to access SR 655 (Recker Highway). Access to businesses on the northeast side of the CSX railroad would be removed, requiring the relocation of two businesses and one resident. Businesses on the southwest side of the CSX railroad will utilize access roads to get to Thornhill Road. Alternative 2 holds the existing centerline of SR 655(Recker Highway), reconstructs the corridor to the west and requires a cul-de-sac on Derby Avenue.


Additionally, two options were developed and evaluated for the relocated Thornhill Road/SR 655 (Recker Highway) intersection: a conventional signalized intersection and a modern roundabout. Both intersection options were evaluated as part of Build Alternatives 1 and 2.

Horizontal and Vertical Alignment

Since the improvements are proposed to an existing facility, the Build Alternatives will generally follow the existing horizontal alignment. Alternative 1 provides a western alignment shift of approximately 30 feet to realign the intersection of SR 655 (Recker Highway) at SR 600 (US 92)Alternative 2 maintains the existing SR 655 (Recker Highway) alignment for the northbound direction and widens to the west.

The vertical profile for the SR 655 (Recker Highway) bridge over the CSX Railroad for both alternatives begins south of the existing Thornhill Road/SR 655 (Recker Highway) intersection and continues to a point just south of SR 600 (US 92), utilizing a maximum grade of 5% for both the southern and northern approaches. This requires the relocation of the existing Thornhill Road/SR 655 (Recker Highway) intersection to provide proper tie down. Thornhill Road would be relocated south of its existing location and would tie into SR 655 (Recker Highway) at a point between Barton Park Road and the existing intersection. An access road would be provided from the relocated Thornhill Road alignment to provide property access in the southwest quadrant of the CSX/SR 655 (Recker Highway) crossing.

Access Management

SR 655 (Recker Highway) currently is an undivided (non-restricted median) arterial with a planned improvement for a raised, restrictive median. Therefore, the Access Classification for SR 655 (Recker Highway) will change from Access Class 6 to Access Class 5. An Access Management Reclassification Public Hearing is required and will be held as part of the SR 655 (Recker Highway) Public Hearing.

Access management will require significant coordination throughout the design process. In large part due to the proposed grade separation over the CSX Railroad, a majority of businesses along the corridor will lose direct access to SR 655 (Recker Highway) and will need to utilize access roads or alternative routes. Further coordination will be required with property owners during final design to determine the location of driveways for vacant parcels as well as any proposed modification of existing driveways.

Recommended Alternative

A combination of Alternative 1 and 2 has been chosen as the “Recommended Alternative” to be presented at the Public Hearing. Based on feedback to date from local government partners, the public, and other agencies; majority of input received was strongly in favor of Alternative 1. The primary reason was maintaining access to Derby Avenue. Several business owners voiced concerns over access and mentioned business damages were highly likely, regardless of the alternative. Based on this input, the recommended alternative will use Alternative 1’s access road along Derby Avenue while reducing the 3-span bridge structure to 2-spans. The horizontal alignment from Alternative 2 will be used to minimize ROW impacts along the western side of SR


8. A PUBLIC HEARING WILL BE HELD ON: 09 / 19 / 2017 Date This draft document is publicly available and comments can be submitted to FDOT until 09/29/2017. Send comments to:

Patrick Bateman, E.I. Project Manager Florida Department of Transportation P.O. Box 1249 Bartow, FL 33831 Phone: (863) 519-2792 [email protected]

9. APPROVAL OF FINAL DOCUMENT (AFTER PUBLIC HEARING)

This project has been developed without regard to race, color, national origin, age, sex, religion, disability, or family status. The final SEIR reflects consideration of the PD&E study and the public hearing. ________________________________ ____ / ____ / ____

District One Secretary or Designee Date 10. SUPPORTING INFORMATION: SEE ATTACHMENTS A THROUGH D


ATTACHMENT A SOCIAL AND ECONOMIC IMPACTS

A.1. Social Community Cohesion The Recommended Alternative generally involves the reconstruction of SR 655 (Recker Highway) to provide grade-separation over the CSX railroad. Proposed improvements include widening from two to four lanes, the addition of sidewalks and buffered bike lanes, and the replacement and relocation of the existing Thornhill Road signalized intersection with a modern roundabout. The Recommended Alternative requires the use of existing FDOT (ROW) as well as the acquisition of property. Additional ROW is needed for the SR 655 (Recker Highway) re-alignment over the CSX railroad, the relocation of the Thornhill Road intersection and new access road underneath the proposed grade separation in order to maintain access to Derby Avenue and adjacent properties on both sides of SR 655 (Recker Highway). This project does not adversely affect existing neighborhoods or cause splitting or isolation of any neighborhoods. The proposed access road will enhance connections to adjacent properties. The Recommended Alternative is not anticipated to adversely impact elderly persons, handicapped individuals, non-drivers and transit-dependent individuals, or minorities. It is expected that the Recommended Alternative will have no substantial impacts to community cohesion. Community Services Community services typically serve the needs of the surrounding area and provide a focal point for adjacent neighborhoods and communities. Community services include churches, cemeteries, schools, parks, recreational facilities, and public buildings and facilities. There are no cultural centers, parks, recreational facilities, fire/emergency medical services (EMS)/police stations, or medical facilities in the vicinity of the project. One church (Wayfare Baptist Church) and one cemetery (Auburndale Memorial Park) is located within the study area. The Recommended Alternative will require the relocation of the cemetery’s primary entrance to the south-eastern side of the property. Access to adjacent properties and community services will be maintained along SR 655 (Recker Highway) and Thornhill Road during construction, particularly for Florida Highway Patrol, Polk County Sheriff’s and fire/EMS vehicles. Therefore, it is expected that the Recommended Alternative will not result in substantial impacts to community services. Title VI Considerations In February 1994, the President of the United States issued Executive Order 12898 (Environmental Justice) requiring federal agencies to analyze and address, as appropriate, disproportionately high


adverse human health and environmental effects of federal actions on ethnic and cultural minority populations and low-income populations, when such analysis is required by the National Environmental Policy Act of 1969 (NEPA). An adverse effect on minority and/or low-income populations occurs when: (1) the adverse effect occurs primarily to a minority and/or low-income population; or, (2) the adverse effect suffered by the minority and/or low-income population is more severe or greater in magnitude than the adverse effect suffered by the non-minority and/or non-low-income populations. An evaluation of environmental, public health and interrelated social and economic effects of proposed projects on minority and/or low-income populations is required. All proposed projects should include measures to avoid, minimize, and/or mitigate disproportionately high and adverse impacts and provide off-setting benefits and opportunities to enhance communities, neighborhoods, and individuals affected by these activities. The 17 Environmental Justice criteria identified in Executive Order 12898 are: (1) air pollution; (2) noise; (3) water pollution; (4) soil contamination; (5) destruction of manmade resources; (6) destruction of natural resources; (7) diminution of aesthetic values; (8) detriment to community cohesion; (9) diminution of economic viability; (10) detriment to facilities access - public and private; (11) detriment to services access - public and private; (12) vibration; (13) diminution of employment opportunities; (14) displacement; (15) traffic congestion and impairment to mobility; (16) exclusion, isolation, or separation; and, (17) diminution of US Department of Transportation (USDOT) benefits. In addition to compliance with Executive Order 12898, any proposed federal project must comply with the provisions of Title VI of the Civil Rights Act of 1964, as amended by Title VIII of the Civil Rights Act of 1968. Title VI and related nondiscrimination regulations provide that no person shall, on the grounds of race, color, religion, sex, national origin, marital status, disability, or family composition be excluded from participation in, be denied the benefits of, or be otherwise subject to discrimination under any program of the federal, state, or local government. Title VIII guarantees each person equal opportunity in housing. In August 2000, the President of the United States issued Executive Order 13166 (Improving Access to Service for Persons with Limited English Proficiency), to clarify Title VI of the Civil Rights Act of 1964. Its purpose was to ensure accessibility to programs and services to eligible persons who are not proficient in the English language. The Preliminary Environmental Discussion (PED) of the FDOT’s Efficient Transportation Decision-Making (ETDM) Environmental Screening Tool (EST) was used in compiling demographic data for the area in the vicinity of the SR 655 (Recker Highway) project area. The demographic characteristics within a quarter-mile buffer vary with the overall demographics of Polk County. The demographic profile within the project buffer area contains a stronger presence of White (88.37%) and Hispanic (27.91%) populations as compared to Polk County (78.73% and 17.72%, respectively). The median family income within the quarter-mile buffer ($37,054) is


significantly lower than the County ($51,239). Households without access to a car in the buffer area is roughly three times higher (18.75%) than the County (6.54%), which suggests a demand for multimodal improvements in coordination with the railroad overpass construction. According to 2010 US Census block data, two of the seven census blocks intersecting a 500-foot project buffer have a minority population greater than 40 percent. By comparison, the countywide minority population is 21.27 percent. Both census blocks within the 500-foot project buffer have a minority population percentage that exceeds the countywide minority population percentage by more than ten percentage points, the threshold for determining the presence of an environmental justice population. For this project, six persons within the 500-foot project buffer do not speak English well or not at all. Limited English Proficiency (LEP) accommodations were provided during public outreach efforts and included providing newsletters and other written materials in both English and Spanish as well as providing Spanish translation services at the Alternatives Public Meeting and Public Hearing. The purpose of this project is to provide enhancements to the mobility and safety for vehicle traffic on SR 655 (Recker Highway) and trains using the CSX railroad (regardless of status or classification). Therefore, FDOT does not anticipate that the proposed project will result in any disproportionate adverse impacts to any minority, ethnic, elderly or handicapped groups, and/or low-income populations in accordance with the provisions of Executive Order 12898 and FHWA Order 6640.23a. No further Environmental Justice analysis is required. Title VI information will be made available at the Public Hearing. This project has been developed in accordance with Title VI of the Civil Rights Act of 1964, as amended by Title VIII of the Civil Rights Act of 1968, and in accordance with Executive Order 12898 (Environmental Justice). This project has been developed without regard to race, color, national origin, age, sex, religion, disability, or family status. Controversy Potential FDOT prepared a Public Involvement Program (PIP) for SR 655 (Recker Highway) PD&E study. The PIP was developed in compliance with the FDOT PD&E Manual, Section 339.155, Florida Statutes; Executive Orders 11990 and 11988; Council on Environmental Quality Regulations for implementing the procedural provisions of the National Environmental Policy Act (NEPA); and 23 CFR 771. In September 2015, the FDOT mailed a newsletter to property owners and sent e-mails to elected and appointed officials about the study. The newsletter included a project location map, proposed typical section and FDOT work program schedule.


An Alternatives Public Meeting was held on Tuesday, March 21, 2017 from 5 p.m. to 7 p.m. at the Auburndale Civic Center. FDOT mailed a newsletter to property owners and sent e-mails to elected and appointed officials inviting them to the meeting. In addition, newsletters were hand delivered throughout the study area. A total of 31 people attended the meeting to review preliminary design plans and discuss the project with Department representatives. FDOT received 13 written comments or e-mail comments during the comment period ending March 31, 2017. A majority of the comments received were in favor of the project. Specific comments were related to potential impacts to existing businesses and the need to provide access to the adjacent roadway network such as Derby Avenue. On May 15, 2017, FDOT representatives provided a project update to the City of Auburndale City Commission. The results of the study were presented including a summary of the Alternatives Public Meeting and the identification of the Recommended Alternative. The City Commission endorsed the project and subsequently concurred with the Recommended Alternative. On July 27, 2017, FDOT representatives provided a project update to the Polk Transportation Planning Organization (TPO) Technical Advisory Committee (TAC). The results of the study were presented, including a summary of the Alternatives Public Meeting and the identification of the updated Recommended Alternative. An announcement was made regarding the scheduled Public Hearing date. Specific comments included questions about crash history relative to the existing railroad crossing, opportunities to provide sidewalks along Thornhill Road and confirmation of the public hearing date and time. The City of Auburndale representative, Amy Palmer, mentioned the City of Auburndale City Commission has endorsed the Recommended Alternative. On August 10, 2017, FDOT representatives provided a project update to the Polk TPO Board. The results of the study were presented including a summary of the Alternatives Public Meeting and the identification of the Recommended Alternative. An announcement was made regarding the scheduled Public Hearing date. FDOT has scheduled a Public Hearing on September 19, 2017 at the Auburndale Community Center in Auburndale. This section will be completed after the Public Hearing. A.2. Economic The project is located within the Auburndale Freight Activity Center, as defined in the Tampa Bay Regional Strategic Freight Plan. This Freight Activity Center is an existing, high-intensity industrial area that spans approximately 2,200 acres (1,620 developed acres) and supports companies such as Cargill, Inc.; Cutrale Citrus Juices; Bennett Trucking; Bynum Transport; Vulcan Materials; Florida Distilleries; and Osprey Energy Center. The project will reduce the


amount of time heavy trucks spend idling in traffic at the existing at-grade CSX railroad crossing at SR 655 (Recker Highway); thereby, improving freight shipping times. Additionally, the project will relieve traffic congestion by widening to four lanes and facilitate more efficient and safer rail movement through the industrial area, as trains would no longer have conflicts with vehicular traffic. By facilitating a more efficient movement of both rail and vehicular traffic, a net economic enhancement is expected from the Recommended Alternative. A.3. Land Use Changes Existing and Future Land Use Current land uses in the corridor primarily consist of public/semi-public, industrial, agricultural, government and vacant non-residential with a limited amount of residential and commercial/office type uses. Future land uses in the area suggest a shift to primarily mixed-use, commercial/office with public/semi-public, industrial, and medium residential making up the remainder. One brownfield (Auburndale Walmart) and four planned unit developments were identified within the quarter-mile (1,320-foot) project buffer. Changes in Land Use Patterns As discussed previously, the project will require approximately 10.5 acres of new ROW. This acquisition will not result in changes in adjacent land uses beyond existing allowable or subject to revision requirements and guidelines for planning, zoning, and land development review within the City of Auburndale and Polk County. There are no anticipated effects on the area's character resulting from the Recommended Alternative and the proposed improvements are consistent with the Polk County 2030 Comprehensive Plan. The project is also consistent with the Polk TPO's Momentum 2040 (LRTP) plan. The Recommended Alternative is expected to result in no substantial changes in land use. A.4. Mobility SR 655 (Recker Highway) is defined as a Regional Freight Mobility Corridor in the Tampa Bay Regional Strategic Freight Plan due to its important function in providing truck access to major industrial, manufacturing and distribution facilities. Currently existing sidewalks or bicycle lanes are lacking along SR 655 (Recker Highway), with only an 800 foot stretch of sidewalk on the north-eastern side of the CSX railroad crossing. The annual average daily truck traffic ranges from 756 to 1,320 along SR 655 (Recker Highway), equal to 11% of all vehicle traffic. Providing a four-lane facility will relieve congestion and improve efficiency and safety for both rail movements as well as vehicular traffic, as there would no longer be conflicts between the two modes of transportation. The project would also limit the amount of time heavy trucks spend idling in traffic


at the existing at-grade CSX railroad crossing and help improve freight shipment times for businesses in the area. The railroad crossing averages approximately 21 CSX trains daily. As discussed previously under Section A.2., by facilitating a more efficient movement of both rail and vehicular traffic, as well as providing limited enhancements to bicycle and pedestrian facilities, a net enhancement to mobility is expected. A.5. Aesthetic Effects The proposed reconstruction of SR 655 (Recker Highway) to a grade-separated roadway where none currently exists involves an easterly shift in the SR 655 (Recker Highway) alignment, the construction of a roundabout for the relocated Thornhill Road intersection and the construction of access roads. These improvements may result in minor aesthetic impacts to the surrounding area. The SR 655 (Recker Highway) bridge over the CSX railroad will have an approximate minimum vertical clearance of 23 feet-6-inches over the CSX Railroad and a minimum16 feet-6 inches over Derby Avenue. The aesthetic character at SR 655 (Recker Highway) and the CSX railroad crossing primarily includes industrial and non-residential land uses. Based on the predominate industrial land uses adjacent to the project limits, no substantial impacts are anticipated. A.6. Relocation Potential The project will affect a total of nine parcels and will require the relocation of three (3) businesses and one (1) owner-occupied residence. A Conceptual Stage Relocation Plan was prepared in accordance with the provisions set forth in 49 CFR, Part 24.4 of the Uniform Relocation Assistance and Acquisition Act of 1970, to address potential residential and/or business relocations anticipated for this project. In order to minimize the unavoidable effects of ROW acquisition and displacement of people, FDOT will carry out a Right-of-Way and Relocation Program in accordance with Florida Statute 339.09 and the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (Public Law 91-646 as amended by Public Law 100-17). The impacted residence is a single-family dwelling located at 129 Recker Highway. There is an abundance of decent, safe and sanitary housing available for relocation needs. There have been no special cases identified for this project such as handicapped, low income, racial, or ethnic populations or disabled persons displacements that might warrant special assistance. Comparable replacement housing for sale and rent is available in Auburndale. However, the single residential displacement may result in a last resort replacement housing payment. A last resort housing payment would be used in order to place the relocatee in decent, safe, and sanitary housing, if necessary. There are numerous comparable single family residential properties available in the Auburndale area. Similar type properties are listed, for sale, in the range of $100,000 to $200,000.


The three business relocations are Jessie’s Auto Glass, Northwest Motorcars and America’s #1 RV Center. One outdoor advertising sign (billboard) would require relocation and/or acquisition and 10 on-premises signs are anticipated to require relocation. Significant negative impacts on the local economy are not anticipated as a result of this project as the relocatees are few in number and do not provide specialized services that are difficult to duplicate nearby. The FDOT provides advance notification of impending ROW acquisition. Before acquiring ROW, all properties are appraised on the basis of comparable sales and land use values in the area. Owners of property to be acquired will be offered and paid fair market value for their property rights. No person lawfully occupying real property will be required to move without at least 90 days written notice of the intended vacation date, and no occupant of a residential property will be required to move until decent safe and sanitary replacement housing is made available. “Made available” means that the affected person has either by himself obtained and has the right of possession of replacement housing, or that the FDOT has offered the relocatee decent, safe and sanitary housing which is within his financial means and available for immediate occupancy. At least one relocation specialist is assigned to each highway project to carry out the Relocation Assistance and Payments program. A relocation specialist will contact each person to be relocated to determine individual needs and desires, and to provide information, answer questions, and give help in finding replacement property. Relocation services and payments are provided without regard to race, color, religion, sex, or national origin. All tenants and owner-occupant displacees will receive an explanation regarding all options available to them, such as (1) varying methods of claiming reimbursement for moving expenses; (2) rental replacement housing, whether private or publicly subsidized; (3) purchase of replacement housing; and (4) moving owner-occupied housing to another location. Financial assistance is available to the eligible relocatee to:

Reimburse the relocatee for the actual reasonable costs of moving from homes, businesses, and farm operations acquired for a highway project.

Make up the difference, if any, between the amount paid for the acquired dwelling and the cost of a comparable decent, safe and sanitary dwelling available on the private market, as determined by the department.

Provide reimbursement of expenses, incidental to the purchase of a replacement dwelling.

Make payment for eligible increased interest cost resulting from having to get another mortgage at a higher interest rate. Replacement housing payments, increased interest payments, and closing costs are limited to $31,000 combined total.

A displaced tenant may be eligible to receive a payment, not to exceed $7,200, to rent a replacement dwelling or room, or to use as down payment, including closing costs on the purchase


of a replacement dwelling. If decent, safe and sanitary housing cannot be provided to either an owner-occupant or tenant for the stated limits, the displacee will be considered eligible for last resort housing relocation assistance. The brochures that describe in detail the FDOT’s Relocation Assistance Program and Right-of-Way acquisition program are “Residential Relocation Under the Florida Relocation Assistance Program”, “Relocation Assistance Business, Farms and Non-profit Organizations”, “Sign Relocation Under the Florida Relocation Assistance Program”, “Mobile Home Relocation Assistance”, and “Relocation Assistance Program Personal Property Moves”. All of these brochures are made available at the Public Hearing and upon request to any interested persons. The Recommended Alternative is expected to result in no substantial impacts associated with ROW acquisition and relocations.


ATTACHMENT B CULTURAL IMPACTS

B.1. Historic Sites/Districts In accordance with the requirements set forth in the National Historic Preservation Act of 1966, as amended, and Chapter 267, Florida Statutes (FS) a cultural resource assessment survey (CRAS) was conducted in May 2016 for this project. The purpose of the CRAS was to locate and identify any cultural resources within the Area of Potential Effect (APE) and to assess their significance in terms of eligibility for listing in the National Register of Historic Places (NRHP). The CRAS was carried out in conformity with Part 2, Chapter 8 (Archaeological and Historical Resources) of the FDOT PD&E Manual, and the standards contained in the Florida Division of Historical Resources’ (FDHR) Cultural Resource Management Standards and Operational Manual (FDOT 1999; FDHR 2003). In addition, the CRAS meets the specifications set forth in Chapter 1A-46, Florida Administrative Code (FAC). The APE is comprised of the existing ROW. However, due to the irregular trajectory of the undertaking and proposed bridge improvement, the historical APE was set at 350 feet on both sides of SR 655 (Recker Highway) from its intersection with SR 600 (US 92) to the north to Chambers Road to the southeast in order to account for any potential viewshed impacts. An additional 350 feet on both sides of Thornhill Road was also included in the historic APE from its convergence with SR 655 (Recker Highway) to the north to its intersection with Barton Park Road to the south to ensure that there were no significant resources that could be affected by the proposed undertaking. A review of the Florida Master Site File (FMSF) indicated an absence of archaeological sites recorded within the archaeological APE. Archaeological field survey entailed ground surface reconnaissance and the excavation of subsurface shovel tests. As a result, no new archaeological sites were identified. Background research, including a review of the FMSF and NRHP, indicated that one historic resource (50 years of age or older) had been previously recorded within the project APE, the South Florida (CSX) Railroad (8PO07219). Previously recorded sections of this resource have not been evaluated due to insufficient information or have been evaluated as ineligible for listing in the NRHP and FMSF. Field survey confirmed the existence of a small segment (500 feet long) of this resource within the APE. Due to the fact that the segment reflects modern improvements in construction, including the replacement of tracks, railroad ties and other material which have diminished its integrity and changes to the surrounding landscape over time, it is not considered potentially eligible for listing in the NRHP. As a result of field survey, nine new historic resources (8PO07119, 8PO08030-8037) were identified and evaluated. These resources include eight buildings and one cemetery. All eight


buildings represent commonly occurring styles, and some have been altered with replacement materials and additions. Furthermore, limited research did not indicate any significant historic associations. In addition, although located in proximity to one another, they do not form a cohesive group of buildings that could be considered a historic district. As a result, given their commonality of type, loss of integrity, and lack of significant historical associations, none is considered potentially eligible for the NRHP, either individually or as part of a historic district. The cemetery, Auburndale Memorial Park, does not derive its primary significance from graves of important persons, from age, from distinctive design features, or from association with historic events and therefore does not meet National Register Criteria Consideration D. As a result, 8PO07119 does not appear eligible for listing in the NRHP, either individually or as part of an historic district. Based on these findings, the proposed improvements to SR 655 (Recker Highway) will have no involvement with any archaeological sites or historic resources that are listed, determined eligible, or considered potentially eligible for listing in the NRHP. The CRAS was sent to the SHPO for approval on September 12, 2016. SHPO concurrence with the finding that this project will have no effect on historic resources that are listed or potentially eligible for listing in the NRHP was provided on October 5, 2016. In March 2017, an addendum to the CRAS was performed within the APE for five proposed stormwater management facilities (SMF) located along SR 655 (Recker Highway). The archaeological APE is defined as the area contained within each of the five SMF sites; the historical APE includes the archaeological APE and properties immediately adjacent. This survey was performed to locate and identify any prehistoric and historic period archaeological sites and historic structures located within the APE to assess site significance in terms of eligibility for listing in the National Register of Historic Places (NRHP).

As a result of field work, one previously recorded building was observed in SMF 2-2. This building (8PO08030) was previously recorded during the CRAS of SR 655 (Recker Highway) (ACI 2016) and determined by the State Historic Preservation Officer (SHPO) not to be eligible for listing in the NRHP (Parsons 2016). Four other historic resources (8PO08031-08033, -08037, and -07219) were recorded adjacent to 1-1A, 2-1, and 2-2. These were also determined not eligible for the NRHP by the SHPO. In addition, no previously unrecorded historic or prehistoric archaeological sites were found and no unrecorded historic resources were discovered within the APE. Thus, no sites listed or eligible for listing in the NRHP will be affected by this project.

The CRAS addendum was sent to the SHPO for approval on May 25, 2017. SHPO concurrence with the finding that this project will have no effect on historic resources that are listed or potentially eligible for listing in the NRHP was provided on June 14, 2017.

The Recommended Alternative is expected to result in no substantial impacts to historical resources.


B.2. Archaeological Sites As discussed in the previous section, a Cultural Resource Assessment Survey (CRAS) Technical Memorandum was prepared in May 2016, with an additional addendum in March 2017. As part of these efforts, surveys were performed to locate and identify any prehistoric and historic period archaeological sites occurring within the project APE and to assess their significance in terms of their potential eligibility for listing in the NRHP. The archaeological APE for this project is defined as the SR 655 (Recker Highway) ROW, proposed pond locations as well as ingress/infall and egress/outfall areas. A review of the FMSF indicated an absence of archaeological sites recorded within the archaeological APE. Archaeological field survey entailed ground surface reconnaissance and the excavation of subsurface shovel tests. As a result, no new archaeological sites were identified. Based on the results of the CRAS and SHPO coordination discussed in the previous section, no impacts to any prehistoric and historic period archaeological sites listed, eligible or potentially eligible for listing are expected from this project. The Recommended Alternative is expected to result in no substantial impacts to archaeological resources.


ATTACHMENT C NATURAL ENVIRONMENT

C.1. Wetlands and Other Surface Waters Pursuant to Presidential Executive Order 11990 entitled “Protection of Wetlands,” (May 23, 1977) the United States Department of Transportation (USDOT) has developed a policy, (DOT Order 5660.1A), Preservation of the Nation’s Wetlands (USDOT Order 5660.1A), dated August 24, 1978, In accordance with this policy, as well as Part 2, Chapter 9 (Wetlands and Other Surface Waters) of the FDOT PD&E Manual, the study area was evaluated for wetlands and surface waters that have potential involvement with the proposed improvements.

Pursuant to Presidential Executive Order 11990 entitled “Protection of Wetlands,” (May 23, 1977) the United States Department of Transportation (USDOT) developed a policy, Preservation of the Nation’s Wetlands (USDOT Order 5660.1A), dated August 24, 1978, which requires all federally funded or permitted highway projects to protect wetlands to the fullest extent possible. In accordance with this policy, as well as Part 2, Chapter 9 (Wetlands and Other Surface Waters) of the FDOT PD&E Manual, two project alternatives were assessed to determine potential wetland impacts associated with the construction of each alternative. A Draft Wetland Evaluation and Biological Assessment Report (WEBAR), dated August 2016, was prepared for this project. On December 16, 2015, 0.22 acres of surface waters were identified and mapped within the project corridor. No wetlands were identified within the project build alternatives’ ROW. These surface waters, which are proposed for impact in both project alternatives are jurisdictional per the Southwest Florida Water Management District (SWFMWD) and consist of dry ditches that are located within the existing ROW. These ditches are dry, vegetated with grass, and have side slopes steeper than 4-feet horizontal and 1-foot vertical. They are not jurisdictional as per U.S. Army Corps of Engineers (USACE) criteria. As no wetlands were identified within the project ROW, the Uniform Mitigation Assessment Methodology (UMAM) analysis was not necessary. Final determination of jurisdictional boundaries, in addition to mitigation requirements, will be coordinated between the FDOT and permitting agencies during the final design stage of the project. The results of wetland evaluation for the SR 655 (Recker Highway) project indicate there are no practicable alternatives to the anticipated impacts due to the need to improve safety and reduce travel delays. Furthermore, all wetland impacts have been avoided; therefore, the Recommended Alternative is expected to result in no substantial impacts to wetlands or surface waters. C.3. Water Quality and Water Quantity A Location Hydraulic Report, dated March 2017, and Pond Siting Report, dated April 2017, were completed in accordance with 23 CFR 650 Subpart A, Section 650.111. These reports utilized the


National Flood Insurance Program maps to determine highway location encroachments, evaluated risks associated with the implementation of the project, impacts on natural and beneficial floodplain values, support of incompatible floodplain development, and measures to minimize floodplain impacts. Local, state, and federal water resources and floodplain management agencies were consulted to determine that the proposed project is consistent with existing floodplain management programs. The stormwater runoff from the project limits would be collected and conveyed in roadside ditches or closed drainage systems to offsite wet detention and dry retention ponds. The ponds would discharge at or near the same cross drains that carry the roadway runoff in the existing condition. The water quality treatment and water quantity attenuation would be achieved through the construction of offsite wet detention and dry retention ponds, which would require the acquisition of additional ROW. Required Pond ROW acreages have been calculated. Approximately 2.80 acres are required for stormwater. The analysis estimates ROW needs using a volumetric analysis, which accounts for water quality treatment and water quantity for runoff attenuation. The recommendations were based on pond sizes determined from preliminary data calculations, reasonable engineering judgment, and assumptions. Pond sizes and configurations may change during final design as more detailed information becomes available. The Recommended Alternative’s stormwater management facilities have been developed in accordance with the water quality and quantity requirements of the SWFWMD under Rule 40D-4, F.A.C. Further coordination between the FDOT and SWFWMD will continue during the upcoming final design, environmental permitting and construction phases. The Recommended Alternative is expected to result in no substantial impacts to water quality. C.5. Floodplains The existing drainage condition for SR 655 (Recker Highway) is comprised mostly of roadside swales with some permitted treatment and attenuation ponds, along with a curb and gutter inlet system. From Barton Park Road to the CSX Railroad, SR 655 (Recker Highway) drains to roadside swales on either side of the road. The swales drain south then east, the runoff then continues further south via a cross drain approximately 500 feet east of Barton Park Road. The runoff goes south towards a wetland that joins Lake Lena Run. The study area can be found on Federal Emergency Management Agency (FEMA) Flood Insurance Rate Map (FIRM) panels 12105C0340G and 12105C0345G. The effective date of these maps is December 22, 2016. There are no portions of the project area located within FEMA floodplain boundaries and cross drains are not proposed to be extended, therefore, no impacts are anticipated and floodplain compensation will not be required as part of the project improvements.


The Thornhill Road and SR 655 (Recker Highway) intersection was reconstructed in 2009. SWFWMD ERP permit No. 44033600.000 was obtained for this project. In this project, a linear double swale system that runs along the north side of SR 655 (Recker Highway), called out as SMF 2, was permitted to provide treatment and attenuation. The swale directly adjacent to SR 655 (Recker Highway) provides treatment while the northern swale provides attenuation for offsite runoff coming from the north that compensates for onsite increase in runoff. Both swales are connected to each other and subsequently to the eastern roadside swales via control structures in the form of ditch blocks. At the Thornhill Road and SR 655 (Recker Highway) intersection there are two small ponds on the north and south side of Thornhill Road. They are connected by an 18-inch cross drain crossing under Thornhill Road. The southern pond is controlled by a Type D ditch bottom inlet that is connected to a manhole, pipe and mitered end section that discharges to the southern swale of SR 655 (Recker Highway) where the runoff continues to the east. The remaining southern portion of Thornhill Road drains to roadside swales that flow south and eventually join wetlands to the east and west. The wetland to the west is part of the Saddle Creek Basin while the wetland to the east joins Lake Lena Run. A cross drain, located approximately one-half mile south of the SR 655 (Recker Highway) and Thornhill Road intersection, joins these two wetlands under Thornhill Road. From the CSX railroad to Hillcrest Road, SR 655 (Recker Highway) drains offsite to areas immediately adjacent to the roadway. From Hillcrest Road to SR 600 (US 92), SR 655 (Recker Highway) has a curb and gutter system that collects runoff via inlets and is connected to the SR 600 (US 92) roadside swales going westward and discharging into the Saddle Creek Basin. The water quality treatment and water quantity attenuation would be achieved through the construction of offsite wet detention and dry retention ponds, which would require the acquisition of additional ROW. The stormwater runoff from the project limits would be collected and conveyed in roadside ditches or closed drainage systems to offsite wet detention and dry retention ponds. The ponds would discharge at or near the same cross drains that carry the roadway runoff in the existing condition. Required Pond ROW acreages have been calculated. Approximately 2.80 acres are required for stormwater quality and quantity. The analysis estimates ROW needs using a volumetric analysis, which accounts for water quality treatment and water quantity for runoff attenuation. The recommendations were based on pond sizes determined from preliminary data calculations, reasonable engineering judgment, and assumptions. Pond sizes and configurations may change during final design as more detailed information becomes available. The Recommended Alternative is expected to result in no substantial impacts to existing drainage patterns or floodplains.


C.7. Protected Species and Habitat A Draft Wetland Evaluation and Biological Assessment Report (WEBAR), dated August 2016, was prepared for this project. This project was evaluated for impacts to wildlife and habitat resources, including protected species, in accordance with 50 Code of Federal Regulations (CFR) Part 402 of the Endangered Species Act (ESA) of 1973, as amended, Chapters 5B- 40: Preservation of Native Flora of Florida and 68A-27 Florida Administrative Code (FAC) Rules Relating to Endangered or Threatened Species, and Part 2, Chapter 16 (Protected Species and Habitat) of the FDOT PD&E Manual. Protected Wildlife Species and Habitat Field surveys and database searches for protected species were conducted in December 2015 and February 2016. The FDOT has detailed commitments to protect the federally threatened eastern indigo snake (Drymarchon corais couperi), and state-threatened gopher tortoise (Gopherus polyphemus) which were both determined to have a low probability of occurrence within project habitats. Protected Species with Both Federal and State Designations: “May Affect, Not Likely to Adversely Affect” Determinations The eastern indigo snake is designated as threatened by the U.S. Fish and Wildlife Service (USFWS). This species typically inhabits a variety of natural areas including forested uplands and wetlands as well as wet and dry prairies. There is limited suitable habitat for this species near the urbanized project corridor and the FDOT will commit to USFWS’ Standard Protection Measures for the Eastern Indigo Snake. Based on the limited suitable habitat present within the project corridor and the implementation of the Standard Protection Measures for the Eastern Indigo Snake, a determination of may affect but is not likely to adversely affect this species. Protected Species with Both Federal and State Designations: “No Effect” Determinations The sand skink (Neoseps reynoldsi) and bluetail mole skink (Plestiodon egregius lividus) are designated as threatened by the USFWS. These species inhabit xeric sandy soils in interior central Florida at elevations higher than 82 feet. Preferred habitat types are generally scrub and shrubby oak systems with sparse vegetative cover. A field review with NRCS was conducted in February of 2016 specifically to evaluate the suitability of project soils for the skinks. The result of this review, as well as review of the NRCS Soil Survey for Polk County, concluded there is minimal chance of a viable skink population within this urban land use mosaic. The results indicate the project will have no effect. The wood stork (Mycteria americana) is designated as threatened by the USFWS. The project corridor is located within the Core Foraging Area (CFA) of five documented wood stork colonies


(Lone Palm, 612316 Lake John, 616117, 616114, and NE Mulberry). As defined by the USFWS, CFA includes wetlands and surface waters which have areas of water that are relatively calm, uncluttered by dense thickets of aquatic vegetation, and have permanent or seasonal water depth between two and 15 inches. No wood storks were observed during field reviews and the roadside ditches proposed to be impacted do not constitute suitable foraging habitat for the wood stork as they lack sufficient hydroperiod. Surface waters will be reevaluated during final permitting of the project. It is anticipated that the project will have no effect on this species. The Florida scrub-jay (Aphelocoma coerulescens) is designated as threatened by the USFWS. The project area falls within the USFWS Consultation Area (CA) for the species. However, the Florida scrub-jay requires low scrub ecosystems which are absent from the project area, therefore, the project is anticipated to have no effect on this species. The crested caracara (Caracara cheriway) is designated as threatened by the USFWS. The project area falls within the northern limits of the caracara’s USFWS CA, however there is no suitable nesting habitat within or near the project footprint. There are also no suitable nesting trees and the surrounding area is developed. Therefore, the project is anticipated to have no effect this species. The Florida grasshopper sparrow (Ammodramus savannarum floridanus) is a subspecies of grasshopper sparrow which is designated by the USFWS as endangered. It is endemic to the dry prairies of central and southern Florida. The Everglade Snail Kite (Rostrhamus sociabilis plumbeus) is a subspecies of snail kite which is designated by the USFWS as endangered. Their diet consists almost exclusively of apple snails (Pomacea paludosa) and they require habitat consisting of freshwater marshes and shallow vegetated lake edges where these snails are found. The red-cockaded woodpecker (Picoides borealis) is designated as endangered by the USFWS. The species is highly specialized to inhabit mature pine forests containing living longleaf pine (Pinus palustris) trees. Habitat for these three species is completely absent from the project area. The Florida bonneted bat (Eumops floridanus) inhabits forests, wetlands, open water areas, and both natural and manmade structures. Relatively little is known regarding the habitat requirements and range of the Florida bonneted bat. However, the project does not fall within the CA for the species and does not provide what would be considered ideal habitat. The project is anticipated to have no effect on the Florida grasshopper sparrow, Everglade snail kite, red-cockaded woodpecker, and Florida bonneted bat. Protected Species with State Designation Only: “May Affect, Not Likely to Adversely Affect” Determinations The gopher tortoise is listed as threatened by the Florida Fish and Wildlife Conservation Commission (FWC) and is a candidate species for listing by the USFWS. Gopher tortoises thrive in xeric areas with sandy soils and open canopy with low groundcover. This habitat is largely absent from the project area. The FDOT will commit to conducting comprehensive surveys for gopher tortoises and their burrows during the project’s final design phase. Until field surveys


indicate otherwise, it has been determined that the project may affect but is not likely to adversely affect the gopher tortoise. The Florida sandhill crane (Grus canadensis pratensis) is listed as threatened by the FWC. No nesting habitat exists in the project corridor; however, foraging habitat is present. No Florida sandhill cranes were observed during field surveys and no impacts to potential nesting habitat are proposed; therefore, the project may affect but is not likely to adversely affect this species. Protected Species with State Designation Only: “No Effect” Determinations The FWC lists both the short-tailed snake (Lampropeltis extenuata) and the pine snake (Pituophis melanoleucus mugitus) as threatened. Both snake species inhabit scrubby, xeric habitats which are largely absent from the project area. The project, therefore, is anticipated to have no effect on the short-tailed snake and the pine snake. Wading birds such as the little blue heron (Egretta caerulea), tricolored heron (Egretta tricolor) and roseate spoonbill (Platalea ajaja), are listed by the FWC as threatened and are afforded some levels of federal protection by the Migratory Bird Treaty Act (MBTA) (16 U.S.C. 703-712). Because these species require wetland habitats and none will be impacted by the project, the project is anticipated to have no effect on wading birds. Likewise, the project does not contain habitat for shorebirds, such as the black skimmer (Rynchops niger) and the least tern (Sternula antillarum) which are coastal species that occasionally inhabit inland sandy areas. It is anticipated that the project will have no effect on shorebirds. The Florida burrowing owl (Athene cunicularia floridana) is designated by the FWC as threatened. The species creates subterranean burrows in native prairies and cleared pastures but is also known to utilize undeveloped parcels within urban areas. Though small undeveloped parcels are adjacent to the project, no burrows were identified. The project is anticipated to have no effect on the Florida burrowing owl. The southeastern American kestrel (Falco sparverius paulus) is listed by the FWC as threatened. The species inhabits sandhills, mesic flatwoods, and open pastures. As these habitat types are largely absent from the project area and the surrounding land is developed, the project is anticipated to have no effect on the southeastern American kestrel. The Sherman’s fox squirrel (Sciurus niger shermani) is listed by the FWC as an SSC. The species inhabits mature pine forests, cypress domes, and pastures. These habitats are largely absent from the project area, therefore, the project is anticipated to have no effect on the Sherman’s fox squirrel.


Protected, Non-Listed Species: “No Effect” Determination A bald eagle (Haliaeetus leucocephalus) and its nest, which receive protection under the MBTA and the Bald and Golden Eagle Protection Act (BGEPA), were identified near the project limits. The nest, PO240, has been previously identified by the FWC. Bald eagle nests require a 330-foot primary protective buffer, and a 660-foot secondary protective buffer from construction activities. Because the project activities will take place outside of the secondary protective buffer, the project is anticipated to have no effect on the bald eagle. The osprey (Pandion haliaetus), which receives protection under the MBTA also has the potential to occur within the project area. Ospreys predate fish in open wetlands. No ospreys or their nests were observed during field surveys and no habitats within the project limits provide suitable habitat for prey-fish. The project is anticipated to have no effect on the osprey. Protected Floral Species The project area falls within the 2011 CA for Lake Wales Ridge plants. In addition to faunal surveys, appropriate habitats were surveyed for protected flora. No federal or state-listed plant species were observed within the project area. This project proposes no impacts to undisturbed natural habitat and the FDOT is committed to coordination with the Florida Department of Agricultural and Consumer Services (FDACS) if protected plant species are observed within the proposed impact areas during the design phase; therefore, the project is not anticipated to adversely affect protected plant species. The following implementation measures will be considered to avoid and minimize impacts to protected species:

1. Eastern indigo snake: The standard FDOT Construction Precautions for the Eastern Indigo Snake will be adhered to during construction of the project.

2. Wood stork: Impacts to potential wood stork suitable foraging habitat will be evaluated again during the design phase. If necessary, mitigation for unavoidable impacts will be provided as appropriate.

3. Gopher tortoise: Surveys will be conducted prior to construction, and permits to relocate tortoises and commensals will be obtained from the FWC if necessary.

4. Osprey: Surveys to update locations of active osprey nest sites will be conducted prior to construction, and permits will be acquired if impacts during construction are unavoidable. Coordination with FWC will take place, and a replacement nesting structure will be located in the immediate vicinity as appropriate.


5. Bald eagle: Prior to construction, the FDOT will determine the status of nest and confirm that no new or alternate nests have been established within or adjacent to the proposed corridor. Should PO240 or any new eagle nests be identified within 660 feet of the project, the FDOT will coordinate with FWS and FWC.

Through adherence to these commitments, the Recommended Alternative is expected to result in no substantial impacts to protected species or their habitats.


ATTACHMENT D PHYSICAL ENVIRONMENT

D.1. Highway Traffic Noise

A traffic noise study was performed in accordance with the Code of Federal Regulations Title 23 Part 772 (23 CFR 772), Procedures for Abatement of Highway Traffic Noise and Construction Noise and Florida Statute 335.17, State Highway Construction; Means of Noise Abatement, following policy established by FDOT in the PD&E Manual, Part 2, Chapter 18 (Highway Traffic Noise). The purpose of the traffic noise study is to identify noise sensitive land uses, predict existing and future traffic noise levels with and without the proposed improvements, and determine if future build traffic noise levels approach, meet or exceed the Federal Highway Administration (FHWA) Noise Abatement Criteria (NAC), which would result in the consideration of noise abatement. The proposed project is considered a Type I project as defined in 23 CFR 772 since it will increase capacity on SR 655 (Recker Highway) by the addition of through traffic lanes and will also include a grade-separated interchange along SR 655 (Recker Highway) over the CSX railroad. As required by 23 CFR 772, existing and future traffic noise levels were predicted using the FHWA Traffic Noise Model (TNM), Version 2.5. The TNM was validated using traffic noise levels measured in the field. Since a CSX rail line exists within the project corridor, the contribution of rail noise was considered cumulatively with traffic noise levels. Rail noise was evaluated consistent with methodology and calculations contained in Table 5-2 of the Federal Transit Administration (FTA) document Transit Noise and Vibration Impact Assessment and considered the contribution from locomotives, rail cars, and train horns used at the at-grade crossing of SR 655 (Recker Highway) and the CSX rail line. Notably, since the proposed project aims to create a grade-separated crossing for SR 655 (Recker Highway) over the CSX facility, train horns were only considered for the existing and future no-build conditions as it was assumed they would not exist in the future build condition. The contribution of the rail noise sources for the existing, future no-build and future build conditions was logarithmically added to the predicted traffic noise levels for those same scenarios to obtain one noise level inclusive of both motor vehicle and rail sources. Noise Analysis Results Within the project limits, seven residences (evaluated as Activity Category B), one cemetery (evaluated as Activity Category C) and one place of worship (evaluated as Activity Category D) were considered as part of the traffic noise analysis. For the Recommended Alternative, which includes a grade separated interchange with SR 655 (Recker Highway) and the CSX railroad, exterior noise levels are predicted to approach, meet or exceed the Noise Abatement Criteria (NAC) Activity Category B during the design year (2040) at


one noise sensitive site (a residence) within the project limits. Compared to the existing condition, a maximum traffic noise level increase of 4.2 dB(A) was predicted, while a maximum increase of 3.7 dB(A) was predicted when considering both motor vehicle and rail sources. As such, none of the sites evaluated are predicted to experience a substantial increase in traffic noise (15 dB(A) or greater when compared existing conditions) as a direct result of the proposed project. Evaluation of Abatement Measures Noise abatement measures were not considered for the single noise sensitive site (a residence) predicted to be impacted by the proposed improvements to SR 655 (Recker Highway). The FDOT’s traffic noise policy states that in order to be considered feasible, a noise abatement measure must benefit a minimum of two impacted receptors. Since there is only one impacted receptor to benefit, any noise abatement measure evaluated (including noise barriers) would not meet the minimum feasibility requirements. There does not appear to be any other methods of reducing predicted traffic noise impacts at the single residence predicted to be impacted by the proposed project. Noise abatement measures are not recommended for further consideration during the design phase of the proposed improvements. Noise buffer zones can be an effective abatement measure when used in conjunction with local land use planning and zoning. Noise contours were developed for the proposed improvements to SR 655 (Recker Highway) and are discussed further in the Noise Study Report for the project. Construction Noise and Vibration Land uses adjacent to SR 655 (Recker Highway) (e.g., residences) are identified in the FDOT listing of noise and vibration-sensitive sites. Construction of the proposed roadway improvements is not expected to have any significant noise or vibration impact. It is anticipated that the application of the most recent version of the FDOT’s Standard Specifications for Road and Bridge Construction will minimize or eliminate potential construction noise and vibration impacts. However, should unanticipated noise or vibration issues arise during the construction process, the Project Engineer, in coordination with the District Noise Specialist and the Contractor, will investigate additional methods of controlling these impacts. Date of Public Knowledge Based on the latest land-use field review conducted August 10th 2017, the existing land-uses within the study area have not changed. Most property adjacent to SR 655 (Recker Highway) is developed; however, there are some existing vacant parcels. In addition, surplus parcel remainders resulting from ROW acquisition may be re-developed in the future. No on-going construction activity was observed during field reviews conducted during the study indicating the probability of additional noise sensitive sites receiving a building permit prior to the project’s Date of Public Knowledge. The date the State Environmental Impact Report is approved will be the Date of Public Knowledge.


The Recommended Alternative is expected to result in no substantial impacts associated with highway traffic noise. D.2. Air Quality Construction activities for the project may have short-term air quality for those residents and travelers within the immediate vicinity of the project. The air quality effect will be temporary and will primarily be in the form of emissions from diesel-powered construction equipment and dust from embankment and haul road areas. Air pollution associated with the creation of airborne particles will be effectively controlled through the use of watering or the application of other controlled materials in accordance with FDOT’s Standard Specifications for Road and Bridge Construction. As discussed previously in this document, the need for the project is based on improving safety, reducing congestion and increasing capacity by providing a grade separation of the railroad crossing to separate vehicle traffic from the train traffic. The project will reduce travel delays caused from congestion by widening to four lanes and removing the need to stop traffic for trains, which will in turn reduce the concentrated discharge of exhaust emissions from these vehicles. Reducing vehicle exhaust emissions will serve to have a net enhancement for air quality. D.3. Contamination A contamination screening was performed in accordance with the FDOT PD&E Manual, Part 2, Chapter 20 (Contamination) to determine potential contamination concerns from properties or operations located within and the vicinity of the SR 655 (Recker Highway) project area. Level I contamination screenings of the project corridor and proposed stormwater pond locations were conducted to determine the potential for contamination of the ROW from adjacent properties, rail and business operations. A Draft Level I Contamination Screening Evaluation Report (CSER) (dated July 2016) was prepared for the proposed SR 655 (Recker Highway) grade separation alternatives (Mainline CSER) and a Draft Level 1 CSER (dated November 2016) was prepared for the proposed stormwater pond locations. The full detail of sites evaluated and observations noted are provided in these documents. Twenty-eight (28) mainline locations were investigated that may present the potential for finding petroleum contamination or hazardous materials, and therefore may impact the proposed improvements for this project. Of the twenty-eight (28) mainline sites investigated, the following risk rankings have been applied: zero (0) “High” ranking sites; seven (7) “Medium” ranking sites, fourteen (14) “Low” ranking sites, and seven (7) sites ranked "No" for potential contamination concerns. For the sites ranked “No” for potential contamination, no further action is planned. These sites have been evaluated and determined not to have any potential environmental risk to the study area.


For sites ranked “Low” for potential contamination, no further action is required at this time. These sites/facilities have the potential to impact the project, but based on select variables have been determined to have low risk. Variables that may change the risk ranking include a facility’s non-compliance to environmental regulations, new discharges to the soil or groundwater, and modifications to current permits. Should any of these variables change, additional assessment of the facilities will be conducted. For those locations with a risk ranking of “Medium”, Level 2 field screening will be conducted to further determine the effect construction activities could have on these sites. During the Level I assessment, these sites have been determined to have potential contaminants, which may impact the proposed SR 655 (Recker Highway) improvement project. A soil and groundwater sampling plan would be developed for each site as part of the Level II assessment. The sampling plan would provide sufficient detail as to the number of soil and groundwater samples to be obtained and the specific analytical test to be performed. A site location sketch for each facility showing all proposed boring locations and groundwater monitoring wells would also be prepared. A total of five (5) alternative stormwater pond site locations were investigated that may present the potential for finding petroleum contamination or hazardous materials, and therefore may impact the proposed improvements for this project. The contamination screening evaluation for these sites resulted in the initial risk ratings of “Low” for all five (5) sites. All preferred pond alternatives selected for final design regardless of risk ratings will require limited field screening, which will include at a minimum, soil screening for arsenic concentrations in shallow soils, and potential buried debris to the pond bottom design depth. For “Low” rated preferred pond alternatives selected for final design, should a facility’s permitting or regulatory status change between now and the time roadway construction begins, additional screening should be conducted. The District Contamination Impact Coordinator (DCIC) should be consulted regarding the field screening scope of work for all pond alternatives selected for final design. Proposed improvements associated with the SR 655 (Recker Highway) grade separation are expected to avoid most of the potential contamination involvement from adjacent/off-site properties. Based on the results of the Level I assessments, the level of effects is not expected to be substantial. D.4. Utilities and Railroads Utilities

In order to evaluate potential surface and subsurface utility conflicts associated with the proposed project, information was obtained concerning the location and characteristics of existing utilities within the SR 655 (Recker Highway) corridor. A list of the utility providers in the vicinity of the project was obtained by calling Call Sunshine (1-800-432-4770, design ticket # 050603105). Base maps were sent to utility providers in accordance with Part 2, Chapter 21(Utilities and Railroads) of the FDOT PD&E Manual with a request to provide information on the location and type of any


facilities owned, leased, maintained or planned and estimated relocation cost. Utility providers and contacts are provided in Table 1. A separate Utility Assessment Package has been prepared for this study and is located in the project file. The SR 655 (Recker Highway) crossing of CSX is a major utility corridor. The City of Auburndale has major facilities (force main and reclaimed water main) that cannot be interrupted due to the nature of their use. Disruption of service in the 12” force main could shut down the Coca-Cola facility and disruption of the 16” reclaimed water main impacts the operation of the Calpine Osprey Energy Center Power plant and the City’s Wastewater Treatment Facility (Allred). Overhead electric lines on either side of the existing corridor cross SR 655 (Recker Highway) just south of the railroad crossing. These lines may be required to be raised or relocated in the vicinity of the proposed grade separation over CSX Railroad. Kinder Morgan (Central Florida Pipeline) owns, operates and maintains a 10” Steel Diesel/Jet Fuel Pipeline that runs from west to east through the project along the north side of CSX Railroad ROW. When designing the CSX Railroad bridge supports, Kinder Morgan has requested as much distance as possible between the bridge components and their high-pressure petroleum pipeline. If necessary, Kinder Morgan can arrange for a field representative to meet on site to help locate (vertically and horizontally) their facility. During construction, any excavation within 50 feet of the Kinder Morgan pipeline needs to have an 811-call ticket processed. Any construction activity within 25 feet of their pipeline, Kinder Morgan will have a representative determine if the pipeline will require additional protection. Any excavation within 10 feet of the pipeline, Kinder Morgan will have a representative on site during the construction to ensure that the pipeline is being protected. Table 1: Utilities Within and Adjacent to the SR 655 (Recker Highway) at CSX Railroad Grade Separation Project Area

Utility Provider Contact Utility Type

Brighthouse Networks Tom Sansing (863) 288-2340 x 84264

CATV and Fiber

Central Florida Gas Tim O’Connor (863) 292-2933

Gas

City of Auburndale (Water and Sewer)

John Dickson (863) 965-5500

Water and Sewer

Gulfstream Natural Gas Fred Deloach (941) 723-7108

Gas

Kinder Morgan (Central Florida Pipeline)

Mark Clark (813) 781-1718

Gas Pipeline

Level 3 Communications Network Relations (877) 366-8344 x 2

Fiber Optic


Tampa Electric Company (Transmission and Distribution)

Jason Cooper (813) 275-3037

Electric

Tampa Electric Company (TECO) Fiber

Jason Cooper (813) 275-3037

Fiber

Verizon Florida Inc. David Wynns (813) 978-2164

Cable/Fiber/Phone

Verizon MCI Bryan Lantz (813) 740-1231

Communications/Fiber Optic

The FDOT’s coordination with potentially affected utility owners will continue as necessary throughout the future project Design and Construction phases. Project design will seek to avoid and minimize impacts to existing utilities to the extent feasible within FDOT’s ROW. Any unavoidable relocation of utilities will be done in accordance with the respective ROW/easement agreements for all applicable parties. The Recommended Alternative is expected to require the relocation of several existing utilities within the project corridor. However, these relocations are not expected to result in substantial impacts.

Railroads The CSX Railroad crosses SR 655 (Recker Highway) within the project limits. The purpose of the Recommended Alternative is to provide a grade-separated overpass for SR 655 (Recker Highway) over the existing CSX Railroad. USDOT Crossing Inventory information indicates there are approximately 21 trains crossing each day. The CSX railroad at this location is currently one set of tracks; however, the Recommended Alternative has been designed to accommodate a future two-track configuration with the full required 23 feet-6 inch minimum vertical clearance. The Recommended Alternative is expected to result in minor impacts to the CSX railroad corridor during construction within the project corridor. The FDOT will continue to coordinate further with CSX during the project Design and Construction phases to ensure that associated impacts/service disruption is not substantial. Ultimately, this project will serve as a net enhancement to rail service by minimizing potential train delays and train/vehicle conflicts. D.5. Construction Construction activities for the Recommended Alternative will have minimal, temporary, yet unavoidable, air, noise, water quality, traffic flow, and visual impacts for those residents and travelers within the immediate vicinity of the project. The air quality effect will be temporary and will primarily be in the form of emissions from diesel-powered construction equipment and dust from construction activities. Air pollution associated


with the creation of airborne particles will be effectively controlled through the use of watering or the application of other control materials in accordance with FDOT’s Standard Specifications for Road and Bridge Construction. Water quality effects resulting from erosion and sedimentation during construction will be controlled in accordance with FDOT’s Standard Specifications for Road and Bridge Construction, implementation of regulatory permit conditions and through the use of industry-standard Best Management Practices (BMPs). Short term construction-related wetland impacts will be minimized during project construction by adherence to FDOT’s Standard Specifications for Road and Bridge Construction Measures and applicable agency permit conditions. These specifications include, but are not limited to the use of siltation barriers, dewatering structures, and containment devices that will be implemented for controlling turbid water discharges outside of construction limits. Maintenance of Traffic (MOT) and sequencing of construction will be planned and scheduled to minimize traffic delays throughout the project. Signs will be used to provide notice of road closures and other pertinent information to the traveling public. The local news media will be notified in advance of construction-related activities so that motorists, residents, and business persons can make accommodations. All provisions of FDOT’s Standard Specifications for Road and Bridge Construction will be followed. Construction of the project may require excavation of unsuitable material (muck), placement of embankments, and use of materials, such as limerock, asphaltic concrete, and Portland cement concrete. Demucking, if needed, will be controlled by Section 120 of FDOT’s Standard Specifications for Road and Bridge Construction. The removal of structures and debris will be in accordance with state regulatory agencies permitting this operation. The contractor is responsible for his methods of controlling pollution on haul roads and in areas used for disposal of waste materials from the project. Temporary erosion control features, as specified in FDOT’s Standard Specifications for Road and Bridge Construction, could consist of temporary grassing, sodding, mulching, sandbagging, slope drains, sediment basins, sediment checks, artificial coverings, and berms. For the residents living in the project area, some of the materials stored for the project may be displeasing visually; however, this will be a temporary condition and should pose no substantial, long term problem. Therefore, no substantial construction impacts are expected. D.6. Bicycles and Pedestrians Currently, there are no dedicated bicycle or pedestrian facilities along this portion of SR 655 (Recker Highway). The Recommended Alternative will result in improved accommodations for


bicyclists and pedestrians with the addition of 7-foot wide buffered bike lanes in both directions and 6-foot wide sidewalks in each direction throughout the project. The at-grade crossing of the railroad tracks, which can be dangerous for bicyclists and pedestrians, will be removed. As discussed previously under Section A.4., by facilitating a more efficient movement of both rail and vehicular traffic, as well as providing limited enhancements to bicycle and pedestrian facilities, a net enhancement is expected.

SR 655 (Recker Highway) PD&E Study Draft SEIR FM No.:436560-1 August 2017

APPENDIX A LRTP/TIP/STIP PLANNING

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