impact analysis of feasible alternatives technical

September 2012

Impact Analysis of Feasible Alternatives Technical Memorandum 3MULTIMODAL TRANSIT AND MANAGED LANES FEASIBILITY EVALUATION FOR SR 54/56 CORRIDOR - US 19 TO BRUCE B. DOWNS BOULEVARD

Tampa Bay Area Regional Transportation Authority Page i Impact Analysis of Feasible Alternatives Technical Memorandum 3 September 2012

Table of Contents

1.0 Introduction ................................................................................................ 1

1.1 Background ................................................................................................................................... 1 1.2 Project Location ............................................................................................................................ 2

2.0 Right-of-Way Cost Methodology .................................................................. 4

2.1 Identify the Affected Parcels ........................................................................................................ 4 2.2 Calculate Market Value Per Square Foot of the Parcel ................................................................ 5 2.3 Calculate the Estimated Base, Low, and High Acquisition Costs .................................................. 5 2.4 Right-of-Way Impact Comparison of the Alternatives ................................................................. 5

3.0 Description of Feasible Alternatives ............................................................ 6

3.1 Alternative 1 ................................................................................................................................. 6 3.2 Alternative 2 ................................................................................................................................. 6 3.3 Alternative 4 ................................................................................................................................. 6 3.4 Alternative 6 ................................................................................................................................. 7 3.5 Alternative 8B ............................................................................................................................... 7 3.6 Alternative 8D ............................................................................................................................... 8 3.7 Description of Station Locations. .................................................................................................. 8

4.0 Affected Parcels ........................................................................................... 9

4.1 Alternative 1 ............................................................................................................................... 11 4.2 Alternative 2 ............................................................................................................................... 11 4.3 Alternative 4 ............................................................................................................................... 11 4.4 Alternative 6 ............................................................................................................................... 11 4.5 Alternative 8B ............................................................................................................................. 11 4.6 Alternative 8D ............................................................................................................................. 11

5.0 Estimates of Right-of-Way Costs ................................................................ 12

5.1 Alternative 1 ............................................................................................................................... 12 5.1.1 Highway Acquisitions ..................................................................................................... 12 5.1.2 Station Acquisitions ....................................................................................................... 12




5.5 Alternate 8B ................................................................................................................................ 14 5.5.1 Highway Acquisitions ..................................................................................................... 14 5.5.2 Station Acquisitions ....................................................................................................... 14

5.6 Alternate 8D................................................................................................................................ 14 5.6.1 Highway/Guideway Acquisitions ................................................................................... 15 5.6.2 Station Acquisitions ....................................................................................................... 15

6.0 Alternative Right-of-Way Cost Estimate Analysis ....................................... 22

Table of Contents (Continued)

Tampa Bay Area Regional Transportation Authority Page ii Impact Analysis of Feasible Alternatives Technical Memorandum 3 September 2012

6.1 Privately-Owned Parcel Impacts ................................................................................................. 22 6.1.1 Parcel Impacts ............................................................................................................... 22 6.1.2 ROW Costs ..................................................................................................................... 23

6.2 Publicly-Owned Parcel ROW Needs ............................................................................................ 23 6.2.1 Parcel Impacts ............................................................................................................... 24 6.2.2 ROW Impacts ................................................................................................................. 24

6.3 Total ROW Needs ........................................................................................................................ 24

7.0 Construction Cost Methodology ................................................................ 26

7.1 Roadway Improvements ............................................................................................................. 26 7.2 Bridge Improvements ................................................................................................................. 26 7.3 Transit Stations and Park and Ride Lots ..................................................................................... 26 7.4 Traffic Systems ............................................................................................................................ 26

8.0 Construction Cost Results .......................................................................... 27

8.1 Alternative 1 ............................................................................................................................... 27 8.2 Alternative 2 ............................................................................................................................... 27 8.3 Alternative 4 ............................................................................................................................... 27 8.4 Alternative 6 ............................................................................................................................... 27 8.5 Alternative 8B ............................................................................................................................. 28 8.6 Alternative 8D ............................................................................................................................. 28

9.0 Construction Cost Analysis ......................................................................... 32

10.0 Environmental Impacts Assessment Methodology .................................... 33

11.0 Environmental Impact Assessment Results ................................................ 33

12.0 Environmental Impacts Assessment Analysis ............................................ 36

13.0 Impact Analysis Summary ......................................................................... 36

Appendix A Summary of Right-of-Way Costs Appendix B Detailed Evaluation Matrices

List of Tables

Table Page 1 Population and Employment Projections ........................................................................................ 1 2 Segmentation ................................................................................................................................... 4 3 Station Locations .............................................................................................................................. 9 4 Affected Parcels Matrix for the Feasible Alternatives ................................................................... 10 5 Alternative 1 ROW Estimates ......................................................................................................... 16 6 Alternative 2 ROW Estimates ......................................................................................................... 17 7 Alternative 4 ROW Estimates ......................................................................................................... 18 8 Alternative 6 ROW Estimates ......................................................................................................... 19

Table of Contents (Continued)

Tampa Bay Area Regional Transportation Authority Page iii Impact Analysis of Feasible Alternatives Technical Memorandum 3 September 2012

9 Alternative 8B ROW Estimates ...................................................................................................... 20 10 Alternative 8D ROW Estimates ...................................................................................................... 21 11 Comparison of ROW Costs ............................................................................................................. 22 12 Comparison of ROW Costs Publicly-Owned Parcels ...................................................................... 23 13 Comparison of Total Estimated ROW Costs Combined Privately- and Publicly-Owned Parcels ... 24 14 Alternative 1 Construction Cost ..................................................................................................... 29 15 Alternative 2 Construction Cost ..................................................................................................... 29 16 Alternative 4 Construction Cost ..................................................................................................... 30 17 Alternative 6 Construction Cost ..................................................................................................... 30 18 Alternative 8B Construction Cost ................................................................................................... 31 19 Alternative 8D Construction Cost .................................................................................................. 31 20 Comparison of Construction Costs ................................................................................................ 32 21 Environmental Impacts Assessment Results by Segment ............................................................. 34 22 Environmental Impacts Assessment Results by Alternative .......................................................... 36 23 Impacts Analysis Evaluation Matrix ............................................................................................... 37

List of Figures

Figure Page 1 Project Location Map ....................................................................................................................... 2 2 Project Segmentation Map .............................................................................................................. 3 3 SR 54/56 Typical Section Alternative 1 ............................................................................................ 6 4 SR 54/56 Typical Section Alternative 2 ............................................................................................ 6 5 SR 54/56 Typical Section Alternative 4 ............................................................................................ 7 6 SR 54/56 Typical Section Alternative 6 ............................................................................................ 7 7 SR 54/56 Typical Section Alternative 8B .......................................................................................... 8 8 SR 54/56 Typical Section Alternative 8D .......................................................................................... 8

Tampa Bay Area Regional Transportation Authority Page 1 Impact Analysis of Feasible Alternatives Technical Memorandum 3 September 2012

1.0 INTRODUCTION

The Florida Department of Transportation (FDOT) and Tampa Bay Area Regional Transportation Authority (TBARTA) have collaborated with Pasco County to conduct a Project Concept Development

Study along the 54/56 Corridor from US 19 to Bruce B. Downs Boulevard (see Figure 1). The following Technical Memorandum provides a brief description of the process that has been conducted to date, as well as methodology and projected Right-of-Way (ROW) planning cost estimates.

1.1 BACKGROUND

Population and employment in Pasco County are projected to increase substantially over the next 25 years. Growth estimates show a population increase in the county of 101 percent and an employment increase of 179 percent from 2006 levels by the year 2035. The SR 54/56 corridor is located within the designated Urban Service Area and is targeted to support much of the projected growth within the county. See Table 1 for a summary of the projected population and employment growth within the area.

Table 1: Population and Employment Projections Area Variable 2006 2035 % Growth

SR 54/56 Corridor

Dwelling Unit 97,654 149,274 53%

Population 201,925 312,512 55%

Employment 57,019 120,091 111%

Pasco County

Dwelling Unit 212,523 402,347 89%

Population 424,400 852,200 101%

Employment 125,200 349,402 179%

Source: Gannett Fleming PowerPoint, Working Meeting September, 2011.

To accommodate the increased traffic demand associated with the projected growth in population and employment, 18 proposed preliminary alternatives were developed and studied for the incorporation of prioritized transit service and/or managed lanes along the SR 54/56 Corridor. The 18 preliminary alternatives were analyzed in Technical Memorandum 2 Definition of Feasible Alternatives resulting in the selection of six potentially-feasible alternatives. The six potentially-feasible alternatives brought forward for more detailed analysis are as follows:

Alternative 1: Bus Rapid Transit (BRT) “Light” in general use lanes with queue jumps

Alternative 2: Express Bus in general use lanes with queue jumps

Alternative 4: Express Bus/Managed Lane option 2-2 lanes grade separated

Alternative 6: Express Bus/Managed Lane option 4-4 lanes grade separated

Alternative 8B: BRT on dedicated guideway elevated in the median

Alternative 8D: BRT on dedicated guideway outside the shoulder

These alternatives are described in more detail in Section 3.0.


1.2 PROJECT LOCATION

The project is located in southern Pasco County along SR 54/56 from US 19 to SR 581/Bruce B. Downs Boulevard. The project corridor operates as an Urban Principle Arterial and spans a distance of 25.2 miles. The facility exists primarily as a six-lane divided roadway; however, a four-lane divided segment exists from SR 589/Suncoast Parkway to just west of US 41. The SR 54/56 Corridor serves as the primary east/west route in southern Pasco County. The roadway passes through a developing area of the county that is currently dominated by large master-planned residential developments, retail centers, and undeveloped farmland. The remaining farmland along SR 54/56 is being replaced with residential and commercial development. Figure 1 depicts the project location.

Figure 1: Project Location Map

During the modeling process and to facilitate analysis of the project, the project corridor was divided into 14 segments described in Table 2 and shown on the Project Segmentation map in Figure 2. The 14 roadway segments correspond with those sections of SR 54/56 that are located between each of the 15 Priority Access Points. The Priority Access Points were defined at existing major intersections along the corridor.

SOURCE: FDOT, 2010


Figure 2: Project Segmentation Map

SOURCE: FDOT, 2010


Table 2: Segmentation From To

Segment 1 US 19 Grand Blvd.

Segment 2 Grand Blvd. Rowan Rd.

Segment 3 Rowan Rd. Little Rd.

Segment 4 From Little Rd. Starkey Blvd.

Segment 5 Starkey Blvd. Trinity Blvd.

Segment 6 Trinity Blvd. Gunn Hwy.

Segment 7 Gunn Hwy Suncoast Pkwy.

Segment 8 Suncoast Pkwy. Sunlake Blvd.

Segment 9 Sunlake Blvd. US 41

Segment 10 US 41 Collier Pkwy.

Segment 11 Collier Pkwy. Cypress Creek Rd.

Segment 12 Cypress Creek Rd. Old CR 54

Segment 13 Old CR 54 I-75

Segment 14 I-75 Bruce B. Downs Blvd.

2.0 RIGHT-OF-WAY COST METHODOLOGY

The ROW costs calculated at this stage of the project are conservative approximations used to compare the acquisition costs of the various proposed alternatives. For this project, ROW estimates were calculated for the six proposed alternatives. In addition, ROW estimates were calculated for the proposed transit station and park-and-ride lot locations. These estimates are detailed in Section 5.0 of this technical memorandum.

As a starting point, the fair market values determined by the Pasco County Property Appraiser were used to ensure consistency between alternatives and parcels. Once the final alternative is selected, the actual acquisition cost for each parcel will need to be calculated including all of the various settlement costs. However, in order to approximate the total acquisition cost of a parcel, multipliers were used to account for settlement costs. Historically, it has been shown that the actual cost of acquisition will fall within a range that is between 2.5 and 3.0 times the fair market value determined by the Pasco County Property Appraiser. Therefore, these multipliers were applied to the fair market value by parcel.

The estimated ROW costs for the six proposed alternatives and the transit station and park-and-ride locations were determined using the following four-step process.

2.1 IDENTIFY THE AFFECTED PARCELS

Using Geographic Information System (GIS), a ROW map was developed for each alternative from the most current Pasco County Property Appraiser’s database (04/30/2012), the most currently available aerial photography (FDOT, 2011), and the new proposed ROW boundaries for the six alternatives. If the new project ROW overlapped the existing property boundary of a parcel it was considered to be impacted and the area of impact was calculated. Only the impacted square footage is calculated. Full parcel takes are not considered at this phase of analysis. Parcel calculations were also included for the ROW required for proposed transit park-and-ride locations. The parcel impacts were output from GIS as an Excel spreadsheet for use in completing the acquisition cost calculations.


2.2 CALCULATE MARKET VALUE PER SQUARE FOOT OF THE PARCEL

The following information was used from the output table to calculate the ROW cost:

Parcel Fair Market Value

Parcel area in square feet

Area of the ROW acquisition in square feet

The parcel market value and the parcel area were used to calculate the market value per square foot. In general, improved properties were valued higher than un-improved land by the property appraiser. Only the impacted square footage is calculated. Full parcel takes, acquisition of a property through eminent domain or other means, are not considered at this phase of analysis.

2.3 CALCULATE THE ESTIMATED BASE, LOW, AND HIGH ACQUISITION COSTS

The value ($/sq. ft.) was multiplied by the area of the ROW acquisition for each parcel resulting in the base parcel acquisition cost. The base cost does not include the administrative, legal, eminent domain, relocation, and other costs associated with the acquisition, which can be substantial. In order to account for these costs, multipliers were used to approximate the range of the final acquisition cost. Historical practices have shown that the final acquisition cost generally falls within a range of 2.5 to 3.0 times of the base value of the acquired property. Therefore, the base costs were each multiplied by 2.5 and 3.0 to estimate the range of low and high costs required to acquire the property. Additionally, business damages were not included as these are generally determined through the courts and these damages are outside the Scope of this task. Also not included were potential monetary damages to the commercial signage. Finally, parcels owned by the FDOT, Pasco County, Florida’s Turnpike Enterprise, and other counties were not included in the ROW costs as these parcels are assumed to be acquired through administrative transfer. ROW costs were calculated separately for both the privately-owned and publicly-owned parcels. FDOT purchased many parcels along this corridor during a previous realignment project. Therefore, the number of these properties is substantial and resulted in a significant reduction in ROW Costs.

Note, that for these initial calculations “whole parcel takes” were only considered when the entire parcel was enclosed within the proposed ROW. Parcels with small unusable remainders were not considered as “whole takes” for this analysis. If whole parcel takes are required due to unusable small remainders, these parcels will need to be identified based on set rules that will help determine which parcels will be considered whole takes. If whole takes are determined to be included, the fair market value of the entire parcel will be used as the ROW acquisition base cost and the alternative acquisition costs will have to be recalculated.

2.4 RIGHT-OF-WAY IMPACT COMPARISON OF THE ALTERNATIVES

The base, low, and high cost were summed for each of the six alternatives, and each of the proposed transit stations. The data and discussion are presented in matrixes located at the end of Section 5.0.


3.0 DESCRIPTION OF FEASIBLE ALTERNATIVES

3.1 ALTERNATIVE 1

Alternative 1 would include “BRT Light” provided within the general-use lanes of the existing six-lane divided facility as shown in Figure 3, as well as left- and right-turn lanes and queue jump lanes at the major intersections. This alternative would have enhanced amenities at bus stops, potential low-floor vehicle, off board fair collection, etc. associated with a BRT system. This typical section includes four 12-foot lanes and a 4-foot bicycle lane separating the through lanes from the right-turn and queue jump lanes in each direction. The transportation lanes of this alternative are accommodated within a minimum ROW width of 126 feet. No managed lanes or dedicated guideways are included in this alternative.

Figure 3: SR 54/56 Typical Section Alternative 1

Source: Alternative 1: BRT “Light” in general use lanes with queue jumps, RS&H Team Typical Section Schematics, Version

6/29/2010.

3.2 ALTERNATIVE 2

Alternative 2 would include “Express Bus” provided within the general use lanes of the existing six-lane divided facility as shown in Figure 4, as well as left- and right-turn lanes and queue jump lanes at the major intersections. This alternative is just limited stop without BRT amenities. This typical section includes four 12-foot lanes and a 4-foot bicycle lane separating the through lanes from the right-turn lane in each direction. The transportation lanes of this alternative are accommodated within a minimum width of 126 feet. No managed lanes or dedicated guideways are included in this alternative.


Source: Alternative 2: Express Bus in general use lanes with queue jumps, RS&H Team Typical Section Schematics, Version 6/29/2010.

3.3 ALTERNATIVE 4

Alternative 4 would include “Express Bus/Managed Lanes” accommodated on two grade-separated lanes located within the median of the existing six-lane divided facility as shown in Figure 5. The elevated lanes include one 12-foot travel lane and one 10-foot shoulder lane in each direction separated by a concrete divider. The surface roadway would include three 12-foot travel lanes and 4-foot paved


shoulders in each direction separated by a 22-foot concrete median that accommodates the elevated lanes. The minimum width required for this alternative is 104 feet.


Source: Alternative 4: Express Bus/Managed Lane Option 2-2 Lanes Grade Separated, RS&H Team Typical Section Schematics, Version 6/29/2010.

3.4 ALTERNATIVE 6

Alternative 6 would include “Express Bus/Managed Lanes” accommodated on four grade-separated lanes located within the median of the existing six-lane divided facility as shown in Figure 6. The elevated lanes would include two 12-foot travel lanes and one 10-foot shoulder lane in each direction separated by a concrete divider. The surface roadway would include three 12-foot travel lanes and 4-foot paved shoulders in each direction separated by a 22-foot concrete median that accommodates the elevated lanes. The minimum width required for this alternative is 104 feet.


Source: Alternative 6: Express Bus/Managed Lane Option 4-4 Lanes Grade Separated, RS&H Team Typical Section Schematics, Version 6/29/2010.

3.5 ALTERNATIVE 8B

Alternative 8B would include an elevated dedicated guideway located above the 22-foot median of the existing six-lane divided facility shown in Figure 7. The elevated 12-foot dedicated guideway lanes would be separated by a 14-foot median with passenger boarding platforms at the transit stops. The surface roadway includes three 12-foot lanes and 4-foot shoulders in each direction separated by a concrete median that accommodates the elevated dedicated guideway. The minimum width required for this alternative is 104 feet.


Figure 7: SR 54/56 Typical Section 8B

Source: Alternative 8B: BRT on Dedicated Guideway Elevated in the Median, RS&H Team Typical Section Schematics, Version 6/29/2010.

3.6 ALTERNATIVE 8D

Feasible Alternative 8D would include BRT on an elevated dedicated guideway located outside the shoulder of the existing six-lane divided facility as shown in Figure 8. The surface roadway would consist of three 12-foot travel lanes and 4-foot shoulders in each direction separated by a 22-foot concrete median. A concrete barrier would separate the roadway form the dedicated guideway system. The dedicated guideway would be constructed over a 22-foot concrete base. The 12-foot dedicated guideway lanes are separate by a 14-foot median with passenger boarding platforms at the transit stops. The minimum width required for this alternative would be 132 feet.

Figure 8: SR 54/56 Typical Section 8D

Source: Alternative 8D: BRT on Dedicated Guideway outside the shoulder, RS&H Team Typical Section Schematics, Version 6/29/2010.

3.7 DESCRIPTION OF STATION LOCATIONS.

Based upon the Pasco County State Road 54/56 Form-Based Transit Center Overlay Planning report, eight station locations were developed within each of the preliminary alternatives. These stations include:

US 19

Little Road

Gunn Highway

Suncoast Parkway

Sunlake Boulevard

US 41

I-75

Bruce B. Downs Boulevard

These station areas were depicted based on the methodology of station purpose. These station areas are one, two, or three acres based on the need of each station. The three types are described below.


Community Station: The Community Station would include 1-acre parcels that would allow for parking only, as well as a concrete pad within the roadway to accommodate bus acceleration and deceleration on the existing pavement. This is only related to Alternatives 1, 2, 4, and 6.

End-of-Line Station: The End-of-Line Station would include a 2-acre parcel and provide additional parking for patrons driving outside the service area. Also included would be a concrete pad within the roadway to accommodate bus acceleration and deceleration on the existing pavement.

Transfer Station: The Transfer Station would include a 3-acre parcel to provide for bus bays and transit circulation, as these would serve as major transfers between two premium transit services.

Table 3 details each station location with type, size, and number and location of platforms.

Table 3: Station Locations

Station Type Size

(acres)

Number And Location of Platforms

Alt 1 Alt 2 Alt 4 Alt 6 Alt 8B Alt 8D

1 US 19 End-of-the-Line 2 2 side 2 side 2 side 2 side 1 center 1 center

2 Little Road Community 1 2 side 2 side 2 side 2 side 1 center 1 center

3 Gunn Hwy. Community 1 2 side 2 side 2 side 2 side 1 center 1 center

4 Suncoast Parkway

Transfer 3 2 side 2 side 2 side 2 side 1 center 1 center

5 Sunlake Blvd. Community 1 2 side 2 side 2 side 2 side 1 center 1 center

6 US 41 Community 1 2 side 2 side 2 side 2 side 1 center 1 center

7 I-75 Transfer 3 2 side 2 side 2 side 2 side 1 center 1 center

8 Bruce B Downs Blvd.

Transfer 3 2 side 2 side 2 side 2 side 1 center 1 center

4.0 AFFECTED PARCELS

Table 4 shows the total number of parcels affected by potential required new ROW for each of the project segments for each feasible alternative. The various land uses were grouped into the following six categories:

Residential – Includes both single-family and multi-family units

Business – Includes commercial and industrial zoned properties

Vacant – Includes vacant parcels including residential, commercial, and agricultural

Public – Includes all publicly-owned properties including existing state- and county-owned ROW, as well as environmental land and other public properties

Community – Includes churches, hospitals, schools, etc.

The largest number of parcel impacts were found in Alternatives 1 and 2 (375) and the least number of impacts were found in Alternative 8B (270).


Table 4: Affected Parcels Matrix for the Feasible Alternatives

Feasible Alternative* Impact

1: US 19 to Grand Blvd

2: Grand Blvd to

Rowan Rd

3: Rowan Rd to Little Rd

4: Little Rd to Starkey

Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to Suncoast

Pkwy

8: Suncoast Pkwy to

Sunlake Blvd

9: Sunlake Blvd to US 41

10: US 41 to Collier Pkwy

11: Collier Pkwy to Cypress

Creek Rd

12: Cypress Creek Rd to Old CR 54

13: Old CR 54 to I-75

14: I-75 to Bruce B.

Downs Blvd Total

Number of Parcels

1

Residential 10 2 3 0 0 0 0 1 1 0 0 0 0 0 17

Business 24 48 18 3 2 0 1 1 4 14 0 0 1 1 117

Vacant 13 11 8 3 1 0 1 0 2 6 0 0 0 0 45

Public 7 24 22 16 20 20 26 8 6 7 8 5 9 11 189

Community 1 1 2 0 0 0 0 0 2 1 0 0 0 0 7

Total 55 86 51 22 23 20 28 10 15 28 8 5 10 12 375

2

Residential 10 2 3 0 0 0 0 1 1 0 0 0 0 0 17

Business 24 48 18 3 2 0 1 1 4 14 0 0 1 1 117

Vacant 13 11 8 3 1 0 1 0 2 6 0 0 0 0 45

Public 7 24 22 16 20 20 26 8 6 7 8 5 9 11 189

Community 1 1 2 0 0 0 0 0 2 1 0 0 0 0 7

Total 55 86 51 22 23 20 28 10 15 28 8 5 10 12 375

4

Residential 14 1 2 0 0 0 0 2 1 0 0 1 0 0 21

Business 29 27 11 6 0 1 2 1 4 12 0 1 1 2 97

Vacant 13 4 5 3 1 0 6 0 2 2 0 0 0 1 37

Public 7 14 20 16 17 20 26 9 6 7 8 5 9 12 176

Community 2 1 0 0 0 0 0 0 2 1 0 0 0 0 6

Total 65 47 38 25 18 21 34 12 15 22 8 7 10 15 337

6

Residential 12 1 2 0 0 0 0 2 1 0 0 1 0 0 19

Business 24 27 11 6 0 1 2 1 4 12 0 1 1 2 92

Vacant 12 4 5 3 1 0 6 0 2 2 0 0 0 1 36

Public 6 14 20 16 17 20 26 9 6 7 8 5 9 12 175

Community 2 1 0 0 0 0 0 0 2 1 0 0 0 0 6

Total 56 47 38 25 18 21 34 12 15 22 8 7 10 15 328

8B

Residential 4 1 1 0 0 0 0 1 0 0 0 0 0 0 7

Business 20 27 8 0 0 0 1 1 3 2 0 0 0 1 63

Vacant 12 4 4 2 1 0 1 0 1 2 0 0 2 0 29

Public 6 14 18 14 17 17 26 8 6 7 8 5 9 11 166

Community 2 1 0 0 0 0 0 0 1 0 0 0 1 0 5

Total 44 47 31 16 18 17 28 10 11 11 8 5 12 12 270

8D

Residential 3 1 2 0 0 0 1 1 0 0 0 0 0 0 8

Business 17 29 10 7 1 0 3 1 3 5 0 0 0 1 77

Vacant 11 5 6 3 1 0 5 0 2 8 0 0 2 0 43

Public 0 16 20 16 17 23 26 8 6 8 8 5 9 11 173

Community 1 1 1 0 0 0 0 0 1 1 0 0 1 0 6

Total 32 52 39 26 19 23 35 10 12 22 8 5 12 12 307

*Feasible Alternative Results from Technical Memorandum 2: Definition of Feasible Alternatives. See Figure 2 for Segmentation Map.


4.1 ALTERNATIVE 1

Alternative 1 affected a total of 375 parcels of which half (189) of these parcels were publicly-owned. Over 60 percent of the remaining parcels were business related. There were 17 residential impacts and seven impacts to community services. Residential impacts were located between US 19 and Little Road (15) and between the Suncoast Parkway and US 41 (2). Over 80 percent of the business related impacts were located between US 19 and Trinity Boulevard (95). There were 20 parcels located between Gunn Highway and Collier Parkway and two parcels located east of I-75.

4.2 ALTERNATIVE 2

Alternative 2 affected a total of 375 parcels of which half (189) of these parcels were publicly-owned. Over 60 percent of the remaining parcels were business related. There were 17 residential impacts and seven impacts to community services. Residential impacts were located between US 19 and Little Road (15) and between the Suncoast Parkway and US 41 (2). Over 80 percent of the business related impacts were located between US 19 and Trinity Boulevard (95). There were 20 parcels located between Gunn Highway and Collier Parkway and two parcels located east of I-75.

4.3 ALTERNATIVE 4

Alternative 4 affected a total of 337 parcels. Approximately half (176) of these parcels were publicly-owned. Other impacts include: 21 residential parcels, 97 business parcels, and six community services parcels. A total of 37 parcels were vacant. The majority of the business related impacts were located between US 19 and Starkey Boulevard (73). There were 20 business impacts located between Trinity Boulevard and Collier Parkway. The remainder were located East of Cypress Creek Road and Bruce B. Downs Boulevard. Residential impacts were mostly between US 19 and Little Road (17). Half of the community services impacts were between US 19 and Rowan Road (3) with the remaining half located between Sunlake Boulevard and Collier Parkway.

4.4 ALTERNATIVE 6

Alternative 6 affected a total of 328 parcels. A total of 175 of these parcels were publicly-owned. A total of 19 residential, 92 business, and six community services parcels were also affected. The majority of the business impacts were located between US 19 and Starkey Boulevard and at Collier Parkway. The residential parcel impacts were located between US 19 and Little Road and east of the Suncoast Parkway . Half of the community services impacts were located between US 19 and Little Road with the remaining half located between the Suncoast Parkway and US 41.

4.5 ALTERNATIVE 8B

Alternative 8B requires the least amount of ROW of the six alternatives and affects the fewest number of parcels. A total of 270 parcels are affected with over 60 percent of these parcels publicly-owned. Of the remaining parcels, 63 are business related. Only seven residential and five community services parcels would be affected. Nearly all of the business, residential, and community services impacts were located between US 19 and Little Road.

4.6 ALTERNATIVE 8D

Alternative 8D affected the second fewest number of parcels (307). Of these, 173 parcels were publicly-owned. The remaining impacts include eight residential, 77 business related, six community services, and 43 vacant parcels. The majority (64) of the business related impacts were located between US 19 and Trinity Boulevard. The remaining business impacts were located between Gunn Highway and Collier


Parkway. Residential impacts were located between US 19 and Little Road and between Gunn Highway and Sunlake Boulevard. Half of the community services impacts were located between US 19 and Little Road with the remaining half located between the Sunlake Boulevard and I-75.

5.0 ESTIMATES OF RIGHT-OF-WAY COSTS

The ROW costs were estimated for each of the 14 segments included in the six alternatives. The segment costs were summed to obtain the total ROW estimates for each of the alternatives and are summarized in Tables 5 through 10 located at the end of this section and discussed briefly below.

5.1 ALTERNATIVE 1

Alternative 1 included the addition of left- and right-turn lanes and queue jump lanes at major intersections to the existing six-lane typical section. The ROW costs for the roadway and the stations are shown in Table 5 at the end of this section.

5.1.1 Highway Acquisitions

The ROW for Alternative 1 ranged from $9.32 million to $11.18 million. This is due to the proposed addition of left- and right-turn lanes, as well as a queue jump lane at the intersections. Segments 1 through 4 and 6 had the highest individual ranges due to the large number of commercial properties located along the corridor. Segment 2 had the highest cost ranging from a low of $2.77 million to a high of $3.32 million. No privately-owned acquisitions were required within Segments 6, 7, 8, 11, 12, 13, and 14. All affected parcels in these segments are government-owned.

5.1.2 Station Acquisitions

ROW for the proposed station locations ranges from $10.40 million to $12.48 million. The End of the Line US 19 station and Station 1 (Little Road Transfer Station) are responsible for 83 percent of the total ROW cost for the eight proposed transit stations. The remaining stations are proposed for construction on mostly publicly-owned parcels.

5.2 ALTERNATIVE 2

Alternative 2 included the addition of left- and right-turn lanes and queue jump lanes at major intersections to the existing six-lane typical section. The ROW costs for the roadway and the stations are shown in Table 6 at the end of this section.


The new ROW acquisitions for Alternative 2 are estimated to range from $9.39 million to $11.58 million. Segments 1 through 4 (US 19 to Starkey Boulevard) and 10 (US 41 to Collier Parkway) are responsible for nearly all of the costs. The highest costs was found in Segment 2 (Grand Boulevard to Rowan Road) due to the high number of commercial properties located within this segment. All of the acquisitions within Segments 7, 8, and 11 through 14 were located on publicly-owned land.




5.3 ALTERNATIVE 4

Alternative 4 includes two elevated express bus/managed lanes (one in each direction) constructed over the median. The ROW costs for the roadway and the stations are shown in Table 7 at the end of this section. Slip ramps to and from the elevated lanes are located before and after the following 11 intersections:

Grand Boulevard

Rowan Road/Seven Springs Boulevard

Little Road

Starkey Boulevard/Trinity Boulevard

Gunn Highway

Suncoast Parkway

US 41

Collier Parkway

Cypress Creek Road

Old CR 54

I-75


ROW acquisitions for Alternative 4 are estimated to range between $14.5 million and $17.4 million. Segments 1 through 4 (US 19 to Starkey Boulevard) and 10 (US 41 to Collier Parkway) account for the majority of the new ROW cost. This alternative includes slip ramps to access the elevated express bus/managed lanes that will be constructed above the median. Segment 4 (Little Road to Starkey Boulevard) had the highest cost ($4.32 to $5.18 million). This is due to the high market value assigned by the property appraiser several commercial/office parcels in front of the new Trinity Regional Hospital. Segment 1 (US 19 to Grand Boulevard) had the second highest cost ($4.03 to $4.83 million) due to acquisition from commercial parcels. Similarly, commercial parcels in Segment 10 resulted in $2.62 to $3.15 million in ROW cost.



5.4 ALTERNATIVE 6

Alternative 6 includes four elevated express bus/managed lanes (two in each direction) constructed over the median. The ROW costs for the roadway and the stations are shown in Table 8 at the end of this section. Slip ramps to and from the elevated lanes are located before and after the following 11 intersections:

Grand Boulevard


Little Road


Gunn Highway

Suncoast Parkway


US 41

Collier Parkway

Cypress Creek Road

Old CR 54

I-75


ROW acquisitions for Alternative 6 range from $13.36 million to $15.98 million. Segments 1 through 4 (US 19 to Starkey Boulevard) and 10 (US 41 to Collier Parkway) account for the majority of the new ROW cost. This alternative includes slip ramps to access the elevated express bus/managed lanes that will be constructed above the median. Segment 4 (Little Road to Starkey Boulevard) had the highest cost ($5.18 million). This is due to the high market value assigned by the property appraiser several commercial/office parcels in front of the new Trinity Regional Hospital. Segment 1 (US 19 to Grand Boulevard) had the second highest cost ($2.91 to $3.43 million) due to acquisition from commercial parcels. Similarly, commercial parcels in Segment 10 resulted in $2.62 to $3.15 million in ROW cost.



5.5 ALTERNATE 8B

Alternative 8B includes an elevated dedicated guideway with one lane in each direction constructed over the center median. The six surface lanes are all constructed within the existing ROW. This alternative requires the least amount of additional ROW and has the lowest ROW cost. The ROW costs for the roadway and the stations are shown in Table 9 at the end of this section.


ROW acquisitions for this alternative range from $1.91 million to $2.33 million. Segment 1 (US 19 to Grand Boulevard) has the highest cost ($0.98 to $1.17 million) due to acquisitions required from commercial parcels within this segment. Segment 2 (Grand Boulevard to Rowan Road) ranging from $0.54 million to $0.65 million and Segment 3 (Rowan Road to Little Road) ranging from $0.26 million to $0.32 million are the next highest cost segments. The remaining segments result in either no private parcel acquisitions or negligible acquisitions.



5.6 ALTERNATE 8D

Alternative 8D include six surface travel lanes and an elevated dedicated guideway constructed to the outside of the existing six-lane typical section over a raised concrete median between the roadway and the pedestrian features. The ROW costs for the roadway and the stations are shown in Table 10 at the end of this section.


5.6.1 Highway/Guideway Acquisitions

ROW acquisitions for Alternative 8D range from $13.71 million to $16.47 million. Segment 4 (Little Road to Starkey Boulevard) has the highest estimated cost ($3.90 million to $4.69 million). Segments 1 through 3 and 10 account for nearly all of the remaining required ROW from privately-owned parcels. Nearly all of the remaining parcels are publicly-owned.




Table 5: Alternative 1 ROW Estimates Highway ROW Estimate Alternative 1 ($ Millions)

Feasible Alternative* Cost


2: Grand Blvd to

Rowan Rd



Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to Gunn

Hwy


Pkwy

8: Suncoast Pkwy to

Sunlake Blvd




Creek Rd


13: Old CR 54 to I-75


Downs Blvd Total ROW Cost

1

Base $0.75 $1.11 $0.75 $0.16 $0.04 $0 $0 $0 $0.09 $0.54 $0 $0 $0 $0 $3.44

Low $1.89 $2.77 $1.88 $1.11 $0.10 $0 $0 $0 $0.22 $1.35 $0 $0 $0 $0 $9.32

High $2.26 $3.32 $2.26 $1.34 $0.11 $0 $0 $0 $0.27 $1.62 $0 $0 $0 $0 $11.18

Transit Station ROW Estimate Alternative 1 ($ Millions)


End-of-Line US 19

Station 1 Little Rd

Transfer Station Station 2a Gunn Hwy

Transfer Station 2b Suncoast Pkwy

Station 3 Sunlake Blvd

Station 4 US 41

Transfer Station 5 I-75

Transfer Station 6

Wiregrass Blvd Total

ROW Cost

1

Base $1.45 $2.08 $0.03 $0.25 $0.03 $0.05 $0.25 $0.02 $4.16

Low $3.63 $5.20 $0.07 $0.61 $0.07 $0.12 $0.63 $0.05 $10.40

High $4.36 $6.24 $0.08 $0.74 $0.09 $0.15 $0.76 $0.06 $12.48

*Feasible Alternative Results from Technical Memorandum 2: Definition of Feasible Alternatives. Notes: Base Cost is the “Fair Market Value” from the Pasco Property Appraiser’s database. Low Cost is the “Base Cost” multiplied by a factor of 2.5. High Cost is the “Base Cost” multiplied by a factor of 3.0.

SR 54/56 Typical Section Alternative 1





2: Grand Blvd to

Rowan Rd



Blvd

5: Starkey Blvd to

Trinity Blvd


Hwy


Pkwy

8: Suncoast Pkwy to

Sunlake Blvd




Creek Rd


13: Old CR 54 to

I-75

14: I-75 to Bruce B. Downs

Blvd Total ROW Cost

2

Base $0.76 $1.11 $0.75 $0.45 $0.004 $0.003 $0 $0 $0.09 $0.56 $0 $0 $0 $0 $3.76

Low $1.89 $2.79 $1.88 $1.11 $0.010 $0.008 $0 $0 $0.22 $1.39 $0 $0 $0 $0 $9.39

High $2.27 $3.34 $2.26 $1.34 $0.012 $0.01 $0 $0 $0.27 $1.67 $0 $0 $0 $0 $11.58



End-of-Line US 19

Station 1 Little Rd




Station 4 US 41


Transfer Station 6


ROW Cost

2

Base $1.45 $2.08 $0.03 $0.25 $0.03 $0.05 $0.25 $0.02 $4.16

Low $3.63 $5.20 $0.07 $0.61 $0.07 $0.10 $0.63 $0.05 $10.38

High $4.36 $6.24 $0.08 $0.74 $0.09 $0.15 $0.76 $0.06 $12.48







2: Grand Blvd to

Rowan Rd



Blvd

5: Starkey Blvd to

Trinity Blvd


Hwy


Pkwy

8: Suncoast Pkwy to

Sunlake Blvd



11: Collier Pkwy to Cypress Creek

Rd


13: Old CR 54 to

I-75


Downs Blvd Total

ROW Cost

4

Base $1.61 $0.22 $0.94 $1.73 $0.004 $0.006 $0.06 $0.01 $0.13 $1.05 $0 $0.02 $0 $0.03 $5.81

Low $4.03 $0.54 $2.35 $4.32 $0.010 $0.02 $0.15 $0.03 $0.33 $2.62 $0 $0.04 $0 $0.06 $14.50

High $4.83 $0.65 $2.82 $5.18 $0.012 $0.02 $0.19 $0.04 $0.39 $3.15 $0 $0.05 $0 $0.08 $17.41



End-of-Line US 19

Station 1 Little Rd




Station 4 US 41


Transfer Station 6


ROW Cost

4

Base $1.45 $2.08 $0.03 $0.25 $0.03 $0.05 $0.25 $0.02 $4.16

Low $3.63 $5.20 $0.07 $0.61 $0.07 $0.12 $0.63 $0.05 $10.38

High $4.36 $6.24 $0.08 $0.74 $0.09 $0.15 $0.76 $0.06 $12.48




Table 8: Alternative 6 ROW Estimates

Highway ROW Estimate Alternative 6 ($ Millions)


US 19 to Grand Blvd

Grand Blvd to Rowan Rd

Rowan Rd to Little Rd

Little Rd to Starkey Blvd

Starkey Blvd to Trinity

Blvd

Trinity Blvd to Gunn

Hwy

Gunn Hwy to Suncoast

Pkwy

Suncoast Pkwy to

Sunlake Blvd

Sunlake Blvd to

US 41 US 41 to

Collier Pkwy

Collier Pkwy to Cypress Creek Rd

Cypress Creek Rd to Old CR 54

Old CR 54 to I-75

I-75 to Bruce B. Downs

Blvd Total

ROW Cost

6

Base $1.16 $0.22 $0.94 $1.73 $0.004 $0.007 $0.06 $0.01 $0.13 $1.05 $0 $0.02 $0 $0.03 $5.36

Low $2.91 $0.54 $2.35 $4.32 $0.010 $0.02 $0.15 $0.02 $0.32 $2.62 $0 $0.04 $0 $0.06 $13.36

High $3.43 $0.65 $2.82 $5.18 $0.013 $0.02 $0.19 $0.02 $0.38 $3.15 $0 $0.05 $0 $0.08 $15.98



End-of-Line US 19

Station 1 Little Rd




Station 4 US 41


Transfer Station 6


ROW Cost

6

Base $1.48 $2.08 $0.03 $0.25 $0.03 $0.05 $0.25 $0.02 $4.19

Low $3.70 $5.20 $0.07 $0.61 $0.07 $0.12 $0.63 $0.05 $10.45

High $4.43 $6.24 $0.08 $0.74 $0.09 $0.15 $0.76 $0.06 $12.55




Table 9: Alternative 8B ROW Estimates

Highway ROW Estimate Alternative 8B ($ Millions)



2: Grand Blvd to

Rowan Rd



Blvd

5: Starkey Blvd to

Trinity Blvd


Hwy


Pkwy

8: Suncoast Pkwy to

Sunlake Blvd



11: Collier Pkwy to Cypress Creek Rd


13: Old CR 54 to I-75


Downs Blvd Total

ROW Cost

8B

Base $0.39 $0.22 $0.11 $0.01 $0.004 $0 $0 $0 $0.004 $0.04 $0 $0 $0 $0 $0.78

Low $0.98 $0.54 $0.26 $0.01 $0.01 $0 $0 $0 $0.01 $0.10 $0 $0 $0 $0 $1.91

High $1.17 $0.65 $0.32 $0.02 $0.01 $0 $0 $0 $0.01 $0.15 $0 $0 $0 $0 $2.33

Transit Station ROW Estimate Alternative 8B ($ Millions)


End-of-Line US 19

Station 1 Little Rd




Station 4 US 41


Transfer Station 6


ROW Cost

8B

Base $1.46 $2.08 $0.03 $0.25 $0.03 $0.05 $0.002 $0.02 $3.92

Low $3.64 $5.20 $0.07 $0.61 $0.07 $0.12 $0.006 $0.05 $9.77

High $4.37 $6.24 $0.08 $0.74 $0.09 $0.15 $0.007 $0.06 $11.74


SR 54/56 Typical Section Alternative 8B


Table 10: Alternative 8D ROW Estimates Highway ROW Estimate Alternative 8D ($ Millions)



2: Grand Blvd to

Rowan Rd



Blvd

5: Starkey Blvd to

Trinity Blvd


Hwy


Pkwy

8: Suncoast Pkwy to

Sunlake Blvd



11: Collier Pkwy to Cypress Creek Rd


13: Old CR 54 to

I-75


Downs Blvd Total

ROW Cost

8D

Base $0.85 $1.06 $0.93 $1.56 $0.02 $0 $0.05 $0 $0.15 $0.86 $0 $0 $0 $0 $5.48

Low $2.13 $2.64 $2.33 $3.90 $0.06 $0 $0.12 $0 $0.38 $2.15 $0 $0 $0 $0 $13.71

High $2.56 $3.17 $2.80 $4.69 $0.07 $0 $0.14 $0 $0.46 $2.58 $0 $0 $0 $0 $16.47

Transit Station ROW Estimate Alternative 8D ($ Millions)


End-of-Line US 19

Station 1 Little Rd




Station 4 US 41


Transfer Station 6


ROW Cost

8D

Base $1.46 $2.08 $0.03 $0.25 $0.03 $0.05 $0.002 $0.02 $3.92

Low $3.64 $5.19 $0.07 $0.61 $0.07 $0.12 $0.006 $0.05 $9.76

High $4.37 $6.23 $0.09 $0.74 $0.09 $0.15 $0.007 $0.06 $11.74


SR 54/56 Typical Section Alternative 8D

Tampa Bay Area Regional Transportation Authority Page 22 Impact Analysis of Feasible Alternatives Technical Memorandum 3 September 2012 Draft July 2012

6.0 ALTERNATIVE RIGHT-OF-WAY COST ESTIMATE ANALYSIS

6.1 PRIVATELY-OWNED PARCEL IMPACTS

Table 11 compares the total ROW costs of privately-owned parcels for the highway and proposed transit/managed lanes and ROW cost for the proposed transit stations and parking. A complete summary of the ROW costs for the proposed alternatives and the transit stations by corridor segment can be found in Appendix A.

Table 11: Comparison of ROW Costs

Feasible Alternative

Total Affected Parcels

1

Affected Parcels with

Structure Impacts

2

Affected Parcels with

Parking Impacts Cost Type

Highway ROW

($ million)

Station ROW

($ million) Total ROW ($ Million)

1 186 19 41 Low $9.31 $10.39 $19.70

High $11.18 $12.47 $23.65

2 186 18 41 Low $9.38 $10.39 $19.77

High $11.26 $12.47 $23.73

4 161 39 40 Low $14.5 $10.39 $24.89

High $17.4 $12.47 $29.87

6 153 32 38 Low $13.36 $10.45 $23.81

High $16.04 $12.54 $28.58

8B 104 12 21 Low $1.92 $9.78 $11.70

High $2.31 $11.73 $14.04

8D 134 16 28 Low $13.72 $9.77 $23.49

High $16.46 $11.72 $28.18

1 Privately-owned parcels only.

2 Includes parcels with both structure and parking impacts.

6.1.1 Parcel Impacts

As shown in Table 11, Alternative 8B affected the fewest total number of privately-owned parcels (104) and Alternatives 1 and 2 affected the highest total number of parcels (186). The significant reduction in parcel impacts is due to the location of the elevated dedicated transit lanes directly above the median of the existing roadway in Alternative 8B while Alternatives 1 and 2 include additional surface lanes in each direction at the intersections to accommodate right turns and queue jumps.

Alternatives 4 and 6 affected the next highest number of parcels (161 and 153, respectively) due to the inclusion of slip ramps to reach the managed lanes elevated above the center median. Alternative 8D affected the second lowest number of parcels (134). This alternative included the elevated dedicated transit corridor located to one side of the roadway.


6.1.2 ROW Costs

Alternative 8B had the lowest total ROW cost by a wide margin over the next lowest cost Alternative 1. Alternative 8B had a total cost range of $11.70 million to $14.04 million, while Alternative 1 had a cost range of $19.70 million to $23.65 million. This was due to low cost range of the ROW required for the roadway alignment of $1.92 million to $2.31 million compared to $9.31 million to $11.18 million. There was also a $0.61 million to $0.74 million dollar reduction in station ROW cost between these two alternatives.

Alternative 4 had the highest ROW cost of the six feasible alternatives. The total cost ranged between $24.89 million and $29.87 million. The roadway alignment ROW resulted in a cost of $14.5 million to $17.4 million. However, the station costs remained approximately the same as Alternatives 1, 2, and 6.

6.2 PUBLICLY-OWNED PARCEL ROW NEEDS

Table 12 compares the total ROW costs of publicly-owned parcels for the highway and proposed transit/managed lanes and ROW cost for the proposed transit stations and parking. Examples of publicly-owned parcels include existing ROW owned by FDOT due to the previous realignment of SR 54 and other FDOT-owned parcels, State of Florida-owned parcels, Pasco County-owned parcels, and parcels owned by the water management district. A complete summary of the ROW costs for the proposed alternatives and the transit stations by corridor segment can be found in Appendix A, Tables A3 (Highway ROW) and A4 (Station ROW). It is anticipated that all ROW required from publicly-owned parcels would be acquired through administrative transfer to the FDOT.

Table 12: Comparison of ROW Costs Publicly-Owned Parcels ($Millions)



1

Affected Parcels

with Structure Impacts

Affected Parcels

with Parking Impacts

Cost Range

Highway ROW

Station ROW

Total Publicly-Owned ROW

1 189 0 0 Low $5.03 $0.008 $5.03

High $6.03 $0.01 $6.04

2 189 0 0 Low $4.98 $0.004 $4.98

High $5.97 $0.005 $5.98

4 176 0 0 Low $4.95 $0.004 $4.95

High $5.94 $0.004 $5.94

6 175 0 0 Low $5.00 $0.008 $5.00

High $6.00 $0.009 $6.01

8B 166 0 0 Low $4.20 $0.006 $4.21

High $5.04 $0.007 $5.05

8D 173 0 0 Low $5.32 $0.007 $5.33

High $6.39 $0.008 $6.40

1 Publicly-owned only (State of Florida, FDOT, Pasco County, Other County).


6.2.1 Parcel Impacts

As shown in Table 12, Alternative 8B affected the fewest (166) publicly-owned parcels, while Alternatives 1 and 2 affected the most parcels (189). Segments 1 and 2 included additional ROW needs due the addition of left- and right-turn lanes, as well as a separate queue jump lane at the intersections. Alternative 8B has the fewest impacts because the dedicated elevated transit lanes located directly above the median.

Alternatives 4 and 6 affected the next highest number of parcels (176 and 175, respectively) due to the inclusion of slip ramps to reach the managed lanes located above the center median. Alternative 8D affected the second lowest number of parcels (173). This alternative included the elevated dedicated transit corridor located to one side of the roadway.

6.2.2 ROW Impacts

ROW impacts to publicly-owned parcels were nearly all due to the highway ROW needs. The highway ROW ranged from a low of $4.20 million (Alternative 8B-Low estimate) to a high of $6.39 million (Alternative 8D-high estimate). The highest estimated ROW costs occurred in Segment 13 (I-75 to Bruce B. Downs Boulevard) for all six alternatives. The Bureau of Right-of-Way owns all of this property. The lowest public impacts were located in Segment 6 (Trinity Boulevard to Gunn Highway) for Alternatives 1, 2, 4, 6, and 8B, as well as Segment 3 (Rowan Road to Little Road) for Alternatives 4 and 6. Alternative 8D, Segment 1 (US 19 to Grand Boulevard) had no public parcel impacts.

By comparison, the publicly-owned ROW required for the transit stations was minimal, affecting only Segments 8 (Suncoast Parkway Transfer Station), 10 (US 41 Station), and 13 (I-75 Transfer Station). As shown in Table 12, the estimated ROW costs were under $10,000 for each of the six alternatives.

6.3 TOTAL ROW NEEDS

Table 13 is the combined totals from Tables 11 and 12 above. It includes all the highway and station ROW needs from both privately- and publicly-owned parcels. The estimates shown in Table 13 are for illustrative purposes only since, as stated previously, the publicly-owned portion of the ROW would be acquired through administrative transfer.

Table 13: Comparison of Total Estimated ROW Costs Combined Privately- and Publicly-Owned Parcels ($Millions)



1

Affected Parcels

with Structure Impacts

2

Affected Parcels

with Parking Impacts

Cost Range

Privately-Owned Parcels ROW

Publicly-Owned Parcels ROW

Total ROW

1 375 18 41 Low $19.70 $5.03 $24.73

High $23.65 $6.04 $29.69

2 375 18 41 Low $19.77 $4.98 $24.75

High $23.73 $5.98 $29.71

4 337 39 40 Low $24.89 $4.95 $29.84

High $29.87 $5.94 $35.81

6 328 32 38 Low $23.81 $5.00 $28.81

High $28.58 $6.01 $34.59


8B 270 12 21 Low $11.70 $4.21 $15.91

High $14.04 $5.05 $19.09

8D 307 16 28 Low $23.49 $5.33 $28.82

High $28.18 $6.40 $34.58

1 Total privately- and publicly-owned parcels.

2 Includes parcels with both structure and parking impacts.


7.0 CONSTRUCTION COST METHODOLOGY

The construction costs calculated at this stage of the project are conservative estimates used to compare the construction costs of the various proposed alternatives in 2011 dollars. For this project, construction cost estimates were calculated for the six proposed alternatives. In addition, construction estimates were calculated for each of the proposed transit stations and park-and-ride lot locations.

The estimated construction costs for the six proposed alternatives and the transit station and park-and-ride locations were determined using the following process.

7.1 ROADWAY IMPROVEMENTS

Both low and high range construction costs for the roadway improvements were calculated. For the low range, it was assumed that SR 54/56 would remain as is, with existing median widths. The queue jump lanes would be added at certain intersections only. Milling and resurfacing of SR 54/56 would be required at certain intersections along with new construction of queue jump lanes. For the high range, it was assumed that SR 54/56 would be reconstructed east of Gunn Highway to the east end of the project in order to match the proposed typical section with a 22 foot median.

The costs for the roadway improvements were derived from FDOT’s “Roadway Cost per Centerline Mile”. These were based on the costs of new construction or milling and resurfacing a six lane urban arterial. Also the cost of adding a 300’ exclusive right turn lane was used to calculate the cost of the queue jump lanes, right turn lanes and left turn lanes. The cost for 300’ of exclusive right turn was calculated on a per foot basis and applied to the total length of the proposed queue jump lanes. Certain portions of sidewalks, west of Gunn Highway would need to be reconstructed. The costs for construction of the sidewalks was derived from FDOT’s “Other Roadway Related Costs”.

7.2 BRIDGE IMPROVEMENTS

The existing bridges were reviewed to determine the type of bridge, low level, medium level, high level, or overpass (over roadway). This determined the cost per square foot for widening of the bridges. The costs were derived from FDOT’s “Bridge Cost per Square Foot”. The width of bridge widening for each bridge was determined. The width of widening required and the length of the existing bridge was multiplied to determine the square foot of widening required.

7.3 TRANSIT STATIONS AND PARK AND RIDE LOTS

The construction costs for station platforms, park and ride lots and other transit related items were taken from the Pinellas Alternatives Analysis that was completed in 2011. The Pinellas Alternatives Analysis Study used Federal Transit Administration (FTA) Guidance and and standard cost categories, along with national examples and industry best practices to determine unit costs. This study included an at-grade station located on each side of the roadway, as well as an elevated station located in the median of the elevated guideway. Any elevated stations also included an elevator and/or a pedestrian overpass for access.

7.4 TRAFFIC SYSTEMS

The construction costs for traffic systems (i.e., new traffic signals, communication lines, and fare collections) were obtained from FDOT’s “Other Roadway Related Costs” and the Pinellas Alternatives Analysis. New signals were assumed for all existing signalized intersections. The new signals would be a


six lane roadway (SR 54/56) intersecting a two lane, four lane or six lane roadway (cross streets). The cost for a six lane roadway intersecting a six lane roadway was assumed for all new signals. The communication line runs the length of the project . One fare collection system per platform was assumed for the transit stations.

8.0 CONSTRUCTION COST RESULTS

The low and high costs were summed for each of the six alternatives. The data and discussion are presented in Tables 14 through 19 below.

8.1 ALTERNATIVE 1

Alternative 1 includes the addition of queue jump lanes at certain intersections. It also included at-grade stations either along the roadway or within the transfer station area. The construction costs for roadway, bridges, transit elements and traffic systems are shown in Table 14.

8.2 ALTERNATIVE 2

Alternative 2 includes the addition of queue jump lanes at certain intersections. It also included at-grade platforms either along the roadway or within the transfer station area. The construction costs for roadway, bridges, transit elements and traffic systems are shown in Tables 15.

8.3 ALTERNATIVE 4

Alternative 4 includes two elevated managed lanes (one in each direction) constructed over the median. It also included at-grade stations either along the roadway or within the transfer station area. The construction costs for roadway, bridges, transit elements and traffic systems are shown in Table 16. Slip ramps to and from the elevated lanes are located before and after the following 11 intersections:

Grand Boulevard


Little Road


Gunn Highway

Suncoast Parkway

US 41

Collier Parkway

Cypress Creek Road

Old CR 54

I-75

8.4 ALTERNATIVE 6

Alternative 6 includes four elevated managed lanes (two in each direction) constructed over the median. It also included at-grade stations either along the roadway or within the transfer station area. The construction costs for roadway, bridges, transit elements and traffic systems are shown in Table 17. Slip ramps to and from the elevated lanes are located before and after the following 11 intersections:

Grand Boulevard



Little Road


Gunn Highway

Suncoast Parkway

US 41

Collier Parkway

Cypress Creek Road

Old CR 54

I-75

8.5 ALTERNATIVE 8B

Alternative 8B includes an elevated dedicated BRT guideway with one lane in each direction constructed over the median. It also included elevated stations in the median. The construction costs for roadway, bridges, transit elements and traffic systems are shown in Table 18.

8.6 ALTERNATIVE 8D

Alternative 8D includes an elevated dedicated BRT guideway with one lane in each direction constructed outside the roadway. It also included elevated stations in the median. The construction costs for roadway, bridges, transit elements and traffic systems are shown in Table 19.


Table 14: Alternative 1 Construction Cost ($ Millions)

Alternative 1 Infrastructure

Cost


2: Grand Blvd to

Rowan Rd

3: Rowan Rd to Little

Rd


Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to

Suncoast Pkwy

8: Suncoast Pkwy to Sunlake

Blvd




Creek Rd


13: Old CR 54 to I-75


Downs Blvd Total Cost

Roadway Low $3.62 $6.73 $7.91 $5.25 $5.49 $4.46 $6.63 $6.33 $6.12 $5.89 $4.25 $1.80 $4.68 $10.67 $79.83

High $5.05 $10.57 $11.69 $7.81 $10.15 $7.07 $43.16 $33.46 $36.19 $25.78 $28.50 $7.22 $14.13 $39.60 $280.38

Bridge/Structures Low $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.57 $0.70 $2.60 $3.86

High $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.57 $0.70 $2.60 $3.86

Stations/Platforms Low $4.02 $0.00 $1.32 $2.01 $0.00 $1.32 $2.01 $8.66 $3.33 $2.01 $0.00 $0.00 $7.34 $7.34 $39.35

High $4.02 $0.00 $1.32 $2.01 $0.00 $1.32 $2.01 $8.66 $3.33 $2.01 $0.00 $0.00 $7.34 $7.34 $39.35

Traffic Systems Low $0.98 $1.14 $1.31 $0.82 $1.02 $0.78 $1.92 $1.97 $1.64 $1.10 $1.19 $0.35 $1.17 $2.44 $17.83

High $0.98 $1.14 $1.31 $0.82 $1.02 $0.78 $1.92 $1.97 $1.64 $1.10 $1.19 $0.35 $1.17 $2.44 $17.83

Total Low $8.61 $7.87 $10.54 $8.08 $6.51 $6.56 $10.56 $16.96 $11.09 $9.00 $5.45 $2.71 $13.89 $23.04 $140.87

High $10.04 $11.71 $14.32 $10.64 $11.17 $9.17 $47.09 $44.09 $41.15 $28.89 $29.69 $8.14 $23.35 $51.97 $341.43



Cost Type


2: Grand Blvd to

Rowan Rd


Rd


Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to

Suncoast Pkwy


Blvd




Creek Rd


13: Old CR 54 to I-75



Roadway Low $3.62 $6.73 $7.91 $5.25 $5.49 $4.46 $6.63 $6.33 $6.12 $5.89 $4.25 $1.80 $4.68 $10.67 $79.83

High $5.05 $10.57 $11.69 $7.81 $10.15 $7.07 $43.16 $33.46 $36.19 $25.78 $28.50 $7.22 $14.13 $39.60 $280.38


High $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.00 $0.57 $0.70 $2.60 $3.86


High $4.02 $0.00 $1.32 $2.01 $0.00 $1.32 $2.01 $8.66 $3.33 $2.01 $0.00 $0.00 $7.34 $7.34 $39.35


High $0.98 $1.14 $1.31 $0.82 $1.02 $0.78 $1.92 $1.97 $1.64 $1.10 $1.19 $0.35 $1.17 $2.44 $17.83

Total Low $8.61 $7.87 $10.54 $8.08 $6.51 $6.56 $10.56 $16.96 $11.09 $9.00 $5.45 $2.71 $13.89 $23.04 $140.87

High $10.04 $11.71 $14.32 $10.64 $11.17 $9.17 $47.09 $44.09 $41.15 $28.89 $29.69 $8.14 $23.35 $51.97 $341.43




Cost Type


2: Grand Blvd to

Rowan Rd


Rd


Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to

Suncoast Pkwy


Blvd




Creek Rd


13: Old CR 54 to I-75



Roadway Low $11.91 $5.16 $14.52 $12.25 $4.46 $11.59 $27.99 $26.62 $20.46 $12.59 $3.44 $1.08 $19.73 $38.01 $209.81

High $13.35 $9.00 $18.31 $14.81 $9.11 $14.20 $64.51 $53.87 $50.53 $32.48 $27.69 $6.51 $29.19 $66.94 $410.48

Bridge/Structures Low $16.26 $64.04 $82.37 $63.62 $76.05 $59.82 $134.90 $112.21 $112.77 $71.62 $73.10 $26.04 $33.48 $79.27 $1,005.56

High $16.26 $64.04 $82.37 $63.62 $76.05 $59.82 $134.90 $112.21 $112.77 $71.62 $73.10 $26.04 $33.48 $79.27 $1,005.56


High $4.02 $0.00 $1.32 $2.01 $0.00 $1.32 $4.65 $6.02 $3.33 $2.01 $0.00 $2.64 $4.70 $7.34 $39.35


High $0.98 $1.35 $1.52 $0.93 $1.33 $0.78 $2.31 $2.00 $1.84 $1.10 $1.60 $0.53 $0.99 $2.64 $19.88

Total Low $33.16 $70.55 $99.73 $78.80 $81.83 $73.51 $169.84 $146.85 $138.40 $87.32 $78.14 $30.29 $58.91 $127.26 $1,274.61

High $34.60 $74.39 $103.51 $81.36 $86.49 $76.12 $206.37 $174.10 $168.47 $107.21 $102.39 $35.72 $68.37 $156.19 $1,475.28



Cost Type


2: Grand Blvd to

Rowan Rd


Rd


Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to

Suncoast Pkwy


Blvd




Creek Rd


13: Old CR 54 to I-75



Roadway Low $14.20 $5.16 $16.73 $14.45 $4.46 $13.69 $33.96 $32.44 $24.50 $14.69 $3.44 $1.08 $24.27 $46.17 $249.24

High $15.63 $9.00 $20.52 $17.02 $9.11 $16.30 $70.49 $59.69 $54.57 $34.57 $27.69 $6.51 $33.72 $75.10 $449.92

Bridge/Structures Low $20.30 $94.78 $118.45 $89.23 $112.55 $84.78 $193.50 $158.86 $160.67 $103.05 $108.19 $36.17 $48.26 $109.63 $1,438.44

High $20.30 $94.78 $118.45 $89.23 $112.55 $84.78 $193.50 $158.86 $160.67 $103.05 $108.19 $36.17 $48.26 $109.63 $1,438.44


High $4.02 $0.00 $1.32 $2.01 $0.00 $1.32 $4.65 $6.02 $3.33 $2.01 $0.00 $2.64 $4.70 $7.34 $39.35


High $0.98 $1.35 $1.52 $0.93 $1.33 $0.78 $2.31 $2.00 $1.84 $1.10 $1.60 $0.53 $0.99 $2.64 $19.88

Total Low $39.49 $101.29 $138.02 $106.62 $118.33 $100.57 $234.42 $199.33 $190.34 $120.85 $113.23 $40.42 $78.23 $165.79 $1,746.92

High $40.92 $105.13 $141.81 $109.18 $122.99 $103.17 $270.94 $226.58 $220.41 $140.74 $137.48 $45.85 $87.68 $194.72 $1,947.59

Table 18: Alternative 8B Construction Cost ($ Millions)


Alternative 8B Infrastructure

Cost Type


2: Grand Blvd to

Rowan Rd


Rd


Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to

Suncoast Pkwy


Blvd




Creek Rd


13: Old CR 54 to I-75



Roadway Low $5.22 $5.16 $5.61 $3.34 $4.46 $3.14 $4.48 $3.72 $4.19 $4.18 $3.44 $1.08 $2.13 $8.96 $59.11

High $6.65 $9.00 $9.40 $5.90 $9.11 $5.74 $41.01 $30.97 $34.26 $24.06 $27.69 $6.51 $11.59 $37.89 $259.79


High $17.09 $52.52 $58.29 $38.00 $62.36 $38.40 $93.56 $71.40 $75.27 $50.67 $59.94 $14.48 $25.94 $71.19 $729.13


High $2.94 $0.00 $0.00 $12.85 $0.00 $0.00 $13.04 $14.46 $13.20 $12.77 $0.00 $0.00 $14.84 $3.62 $87.73


High $0.89 $1.35 $1.43 $0.93 $1.33 $0.69 $2.13 $1.82 $1.75 $1.10 $1.60 $0.35 $0.90 $2.37 $18.63

Total Low $26.13 $59.02 $65.33 $55.12 $68.14 $42.22 $113.22 $91.40 $94.42 $68.72 $64.98 $15.91 $43.82 $86.15 $894.59

High $27.57 $62.86 $69.11 $57.68 $72.80 $44.83 $149.75 $118.65 $124.48 $88.61 $89.23 $21.34 $53.28 $115.08 $1,095.27

Table 19: Alternative 8D Construction Cost ($ Millions)

Alternative 8D Infrastructure

Cost Type


2: Grand Blvd to

Rowan Rd


Rd


Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to

Suncoast Pkwy


Blvd




Creek Rd


13: Old CR 54 to I-75



Roadway Low $5.22 $5.16 $5.61 $3.34 $4.46 $3.14 $4.48 $3.72 $4.19 $4.18 $3.44 $1.08 $2.13 $8.96 $59.11

High $6.65 $9.00 $9.40 $5.90 $9.11 $5.74 $41.01 $30.97 $34.26 $24.06 $27.69 $6.51 $11.59 $37.89 $259.79


High $17.09 $52.52 $58.29 $38.00 $62.36 $38.40 $93.56 $71.40 $75.27 $50.67 $59.94 $14.48 $25.94 $71.19 $729.13


High $2.94 $0.00 $0.00 $12.47 $0.00 $0.00 $12.47 $15.27 $12.58 $12.43 $0.00 $0.00 $14.15 $3.62 $85.92


High $0.89 $1.35 $1.43 $0.93 $1.33 $0.69 $2.13 $1.82 $1.75 $1.10 $1.60 $0.35 $0.90 $2.37 $18.63

Total Low $26.13 $59.02 $65.33 $54.73 $68.14 $42.22 $112.64 $92.21 $93.80 $68.38 $64.98 $15.91 $43.13 $86.15 $892.78

High $27.57 $62.86 $69.11 $57.29 $72.80 $44.83 $149.17 $119.46 $123.87 $88.26 $89.23 $21.34 $52.58 $115.08 $1,093.46


9.0 CONSTRUCTION COST ANALYSIS

Table 20 compares the total construction costs (low and high end) for the six alternatives.

Table 20: Comparison of Construction Costs ($ Millions)

Alternatives 1 and 2 have the lowest construction costs because the improvements are limited to new queue jump lanes and transit stations at certain intersections along the project. Alternatives 4, 6, 8B and 8D have significantly higher construction costs because they involve constructing an elevated roadway for the length of the project, approximately 25.2 miles. As seen in Tables 16 and 17, the bridge portion of these four alternatives are significantly higher than roadway, station, and traffic systems portions. Alternatives 4 and 6 have the highest cost because the width of the elevated structures provides one to two 12-foot lanes plus a 10-foot shoulder in each direction of traffic. Alternatives 8B and 8D provide two 12-foot lanes and a 14-foot median.


Cost Type

Roadway Bridge/Structures Stations/Platforms Traffic

Systems Total

1 Low $79.80 $3.90 $39.40 $17.80 $140.90

High $280.40 $3.90 $39.40 $17.80 $341.40

2 Low $79.80 $3.90 $39.40 $17.80 $140.90

High $280.40 $3.90 $39.40 $17.80 $341.40

4 Low $209.80 $1,005.60 $39.40 $19.90 $1,274.60

High $410.50 $1,005.60 $39.40 $19.90 $1,475.30

6 Low $249.20 $1,438.40 $39.40 $19.90 $1,746.90

High $449.90 $1,438.40 $39.40 $19.90 $1,947.60

8B Low $59.10 $729.10 $87.70 $18.60 $894.60

High $259.80 $729.10 $87.70 $18.60 $1,095.30

8D Low $59.10 $729.10 $85.90 $18.60 $892.80

High $259.80 $729.10 $85.90 $18.60 $1,093.50


10.0 ENVIRONMENTAL IMPACTS ASSESSMENT METHODOLOGY

The environmental impacts assessment included an evaluation of the natural, cultural, and physical effects of each of the six feasible alternatives by segment using the best, most recent data readily available for the project area. The assessment was made using GIS to overlay spatial data on the location and attributes of environmentally sensitive areas to determine potential impacts. Data sets were collected for the area within ¼ mile of SR 54/56 to provide the number and size of potential archaeological sites, contamination sites, floodplains, priority wildlife habitats, potential historic sites, potential Section 4(f) resources, and wetlands. Data sources include both state and local agency data. A brief description of the datasets, their units, and their sources are provided below:

1. Potential Archaeological Sites (Number) – potential archaeological site locations provided by

State Historic Preservation Office’s (SHPO) Florida Master Site File

2. Contamination Sites (Number) – areas designated by the Florida Department of Environmental

Protection (FDEP) for documented sources of contamination

3. Floodplains (Number of Acres) – areas designated by the Federal Emergency Management

Agency (FEMA) as susceptible to flooding

4. Priority Habitats (Number of Acres) – areas designated by the Florida Natural Areas Inventory

(FNAI) as priority habitat for conservation for the protection of Florida’s rarest species

5. Potential Historic Sites (Number) – potential historic sites as designated by SHPO’s Florida

Master Site File

6. Potential Section 4(f) Resources (Number) – federal, state, county, and city parks and

conservation areas as identified by Pasco County

7. Wetlands (Number of Acres) – wetland areas derived from the Southwest Florida Water

Management District (SWFWMD) and outlined by Pasco County

The GIS spatial data sets listed above were compiled and layered on top of each other, and intersected with the proposed right-of-way area for each of the six alternatives, which were divided into the same 14 segments described in Section 1.2. The assumption was made that any of the features in any of the data sets located within the proposed right-of-way for each alternative would be considered impacted for the purposes of this study. The area of intersect between the proposed right-of-way and the features of the seven data sets was calculated, and these areas were used to represent the areas of impact.

11.0 ENVIRONMENTAL IMPACT ASSESSMENT RESULTS

The results of the environmental impacts assessment results summarized for all of the alternatives detailed by segment are presented in Table 21.


Table 21: Environmental Impacts Assessment Results by Feasible Alternative Segments


Impact

1: US 19 to Grand

Blvd

2: Grand Blvd to

Rowan Rd


Rd


Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to

Gunn Hwy


Pkwy

8: Suncoast Pkwy to

Sunlake Blvd


10: US 41 to Collier

Pkwy

11: Collier Pkwy to

Cypress Creek Rd


13: Old CR 54 to

I-75


Downs Blvd Alternative

US 41 Total

Impact

1

Archaeological Sites (#)

0 2 1 5 2 0 11 1 4 2 3 9 3 10 53

Contamination Sites (#)

3 6 1 0 0 0 2 0 0 4 0 0 0 0 16

Floodplains (Acres)

0.00 9.51 17.27 0.00 0.52 2.10 14.56 10.47 29.81 31.37 10.48 3.41 6.71 20.56 156.79

FNAI Priority Habitat (Acres)

0.00 0.00 5.21 13.16 17.57 20.18 14.76 4.08 2.00 0.03 0.72 0.06 2.88 3.30 83.95

Historic Sites (#) 2 1 0 0 0 0 0 2 1 0 0 0 0 0 6

Section 4(f) Resources (#)

0 0 0 0 0 0 1 0 0 0 0 0 0 0 1

Wetlands (Acres) 0.00 0.10 2.82 0.06 1.93 20.18 5.91 3.63 5.93 5.49 6.81 0.86 0.94 12.36 67.01

2


0 2 1 5 2 0 11 1 4 2 3 9 3 10 53


3 6 1 0 0 0 2 0 0 4 0 0 0 0 16

Floodplains (Acres)

0.00 9.51 17.27 0.00 0.52 2.10 14.56 10.47 29.78 31.46 10.48 3.41 6.71 20.56 156.84


0.00 0.00 5.21 13.16 17.56 20.18 14.76 4.07 2.00 0.03 0.72 0.06 2.88 3.30 83.94

Historic Sites (#) 2 1 0 0 0 0 0 2 1 0 0 0 0 0 6


0 0 0 0 0 0 1 0 0 0 0 0 0 0 1

Wetlands (Acres) 0.00 0.10 2.82 0.06 1.93 0.00 5.91 3.63 5.93 5.48 6.81 0.86 0.94 12.36 46.84

4


0 1 1 5 2 0 10 1 4 2 3 11 3 11 54


3 3 1 0 0 0 2 0 0 6 0 0 0 0 15

Floodplains (Acres)

0.00 8.03 15.86 0.00 0.36 1.84 14.27 10.09 29.07 31.16 8.81 4.23 6.56 20.86 151.13


0.00 0.00 5.74 12.55 14.89 19.61 16.35 4.84 3.56 0.15 0.40 0.87 2.84 4.79 86.58

Historic Sites (#) 1 1 0 0 0 0 0 2 1 0 0 0 0 0 5


0 0 0 0 0 0 1 0 0 0 0 0 0 0 1

Wetlands (Acres) 0.00 0.03 2.48 0.08 1.38 0.00 5.89 4.11 7.18 4.48 5.82 1.24 0.93 12.73 46.36


Table 21 (Continued): Environmental Impacts Assessment Results by Feasible Alternative Segment


Impact

1: US 19 to Grand

Blvd

2: Grand Blvd to

Rowan Rd


Rd


Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to

Gunn Hwy


Pkwy

8: Suncoast Pkwy to

Sunlake Blvd



Pkwy

11: Collier Pkwy to

Cypress Creek Rd


13: Old CR 54 to

I-75


Downs Blvd

Alternative

Total Impact

6


0 1 1 5 2 0 10 1 4 2 3 11 3 11 54


3 3 1 0 0 0 9 0 0 6 0 0 0 0 22

Floodplains (Acres)

0.00 8.03 15.87 0.00 0.35 1.84 14.27 10.24 29.07 31.17 8.81 4.23 6.60 21.21 151.69


0.00 0.00 5.75 12.55 14.89 19.62 16.36 4.91 3.56 0.15 0.40 0.88 2.84 4.92 86.82

Historic Sites (#) 2 1 0 0 0 0 0 2 1 0 0 0 0 0 6


0 0 0 0 0 0 1 0 0 0 0 0 0 0 1

Wetlands (Acres) 0.00 0.03 2.48 0.08 1.38 0.00 5.89 4.15 7.18 4.48 5.82 1.24 0.93 13.07 46.75

8B


0 1 1 5 2 0 10 1 4 2 3 7 2 9 47


3 3 1 0 0 0 2 0 0 1 0 0 0 0 10

Floodplains (Acres)

0.00 8.03 14.58 0.00 14.89 1.84 12.66 8.88 1.37 26.53 8.81 2.90 4.92 18.07 123.48


0.00 0.00 3.25 11.24 0.00 17.10 12.18 3.54 0.14 0.01 0.40 0.00 3.00 3.10 53.96

Historic Sites (#) 2 1 0 0 0 0 0 2 1 0 0 0 0 0 6


0 0 0 0 0 0 1 0 0 0 0 0 0 0 1

Wetlands (Acres) 0.00 0.03 2.24 0.02 1.38 0.00 4.86 2.94 4.92 4.21 5.82 0.71 0.81 11.27 39.21

8D


0 3 1 5 2 0 13 1 4 2 3 8 3 9 54


1 3 1 0 0 0 4 0 0 1 0 0 0 0 10

Floodplains (Acres)

0.00 9.60 17.50 0.00 0.36 1.84 14.40 10.37 29.42 31.44 10.39 3.41 6.23 21.11 156.08


0.00 0.00 6.65 14.39 17.80 19.71 15.46 4.06 2.15 0.09 0.78 0.01 3.28 3.36 87.73

Historic Sites (#) 2 1 0 0 0 0 0 2 1 0 0 0 0 0 6


0 0 0 0 0 0 1 0 0 0 0 0 0 0 1

Wetlands (Acres) 0.00 0.19 2.57 0.15 2.35 0.00 5.73 4.46 5.88 5.53 6.55 0.85 0.93 12.90 48.09


12.0 ENVIRONMENTAL IMPACTS ASSESSMENT ANALYSIS

In general, environmental impacts for the six alternatives did not show significant variation between alternatives due to only minor variations in right-of-way required for each alternative. Overall, Alternative 8B had the lowest environmental impacts as compared to the others, and Alternative 1 had the highest overall environmental impacts. The greatest variation in impacts between alternatives was in the amount of wetlands impacted by each. Environmental impacts for the six feasible alternatives are summarized in Table 22 below. Across all of the alternatives, the segment between Grand Boulevard and US 19 had the lowest amount environmental impacts, and the portion between Gunn Highway and the Suncoast Parkway had the highest amount of impacts.

Table 22: Environmental Impacts Assessment Results by Feasible Alternative


Environmental Factor



Floodplains (Acres)


Historic Sites (#)

Section 4(f)

Resources (#)

Wetlands (Acres)

1 53 16 156.79 83.95 6 1 67.01

2 53 16 156.84 83.94 6 1 46.84

4 54 15 151.13 86.58 5 1 46.36

6 54 22 151.69 86.82 6 1 46.75

8B 47 10 123.48 53.96 6 1 39.21

8D 54 10 156.08 87.73 6 1 48.09

13.0 IMPACT ANALYSIS SUMMARY

The results of the right-of-way, construction cost estimates, and environmental impacts assessments are summarized in an evaluation matrix included as Table 23. The matrix shows the overall costs and impacts associated with each of the six feasible alternatives. Based on right-of-way and construction costs, Alternatives 1 and 2 are the least expensive, and Alternative 6 is the most expensive.


Table 23: Impacts Analysis Evaluation Matrix

EVALUATION FACTORS


1 2 4 6 8B 8D

POTENTIAL BUSINESS AND RESIDENTIAL IMPACTS

NUMBER OF BUSINESS IMPACTS (PARCELS) 117 117 97 92 63 77

NUMBER OF AFFECTED PARCELS WITH STRUCTURE IMPACTS (NUMBER) 18 18 39 32 12 16

NUMBER OF RESIDENTIAL IMPACTS (PARCELS) 17 17 21 19 7 8

NUMBER OF AFFECTED PARCELS WITH PARKING IMPACTS (NUMBER) 41 41 40 38 21 28

NATURAL/CULTURAL/PHYSICAL ENVIRONMENTAL EFFECTS

ARCHAEOLOGICAL SITES (NUMBER) 53 53 54 54 47 54

HISTORICAL SITES (NUMBER) 6 6 5 6 6 6

POTENTIAL SECTION 4(F) SITES (NUMBER) 1 1 1 1 1 1

WETLANDS (ACRES) 67.02 46.84 46.36 46.75 39.21 48.09

FLOODPLAINS (ACRES) 156.77 156.84 151.13 151.69 123.48 156.08

PRIORITY HABITATS (ACRES) 83.95 83.94 86.58 86.82 53.96 87.73

CONTAMINATED SITES (NUMBER) 16 16 15 22 10 10

ESTIMATES PRESENT DAY COSTS ($ MILLIONS)

CONSTRUCTION (High) $341.40 $341.40 $1,471.80 $1,944.10 $1,094.60 $1,092.80

CONSTRUCTION (Low) $140.90 $140.90 $1,274.60 $1,746.90 $894.60 $892.80

RIGHT OF WAY (High) $23.65 $23.73 $29.87 $28.58 $14.04 $28.18

RIGHT OF WAY (Low) $19.70 $19.77 $24.89 $23.81 $11.70 $23.49

TOTAL COSTS ($ MILLIONS)

TOTAL HIGH COST $365.05 $365.13 $1,501.67 $1,972.68 $1,108.64 $1,120.98

TOTAL LOW COST $160.60 $160.67 $1,299.49 $1,770.71 $906.30 $916.29

Tampa Bay Area Regional Transportation Authority Page A-1 Impact Analysis of Feasible Alternatives Technical Memorandum 3 September 2012 Draft July 2012

Appendix A

Summary of Right-of-Way Costs

Page A-2

Table A-1: Right-of-Way Estimates for the Feasible Alternatives ($ Millions)



2: Grand Blvd to

Rowan Rd



Blvd

5: Starkey Blvd to

Trinity Blvd


Hwy


Pkwy

8: Suncoast Pkwy to

Sunlake Blvd




Creek Rd


13: Old CR 54 to I-75


Downs Blvd Total ROW Cost

1

Base $0.75 $1.11 $0.75 $0.16 $0.04 $0 $0 $0 $0.09 $0.54 $0 $0 $0 $0 $3.44

Low $1.89 $2.77 $1.88 $1.11 $0.10 $0 $0 $0 $0.22 $1.35 $0 $0 $0 $0 $9.32

High $2.26 $3.32 $2.26 $1.34 $0.11 $0 $0 $0 $0.27 $1.62 $0 $0 $0 $0 $11.18

2

Base $0.76 $1.11 $0.75 $0.45 $0.004 $0.003 $0 $0 $0.09 $0.56 $0 $0 $0 $0 $3.76

Low $1.89 $2.79 $1.88 $1.11 $0.010 $0.008 $0 $0 $0.22 $1.39 $0 $0 $0 $0 $9.39

High $2.27 $3.34 $2.26 $1.34 $0.012 $0.01 $0 $0 $0.27 $1.67 $0 $0 $0 $0 $11.58

4

Base $1.61 $0.22 $0.94 $1.73 $0.004 $0.006 $0.06 $0.01 $0.13 $1.05 $0 $0.02 $0 $0.03 $5.81

Low $4.03 $0.54 $2.35 $4.32 $0.010 $0.02 $0.15 $0.03 $0.33 $2.62 $0 $0.04 $0 $0.06 $14.5

High $4.83 $0.65 $2.82 $5.18 $0.012 $0.02 $0.19 $0.04 $0.39 $3.15 $0 $0.05 $0 $0.08 $17.412

6

Base $1.16 $0.22 $0.94 $1.73 $0.004 $0.007 $0.06 $0.01 $0.13 $1.05 $0 $0.02 $0 $0.03 $5.361

Low $2.91 $0.54 $2.35 $4.32 $0.010 $0.02 $0.15 $0.02 $0.32 $2.62 $0 $0.04 $0 $0.06 $13.36

High $3.43 $0.65 $2.82 $5.18 $0.013 $0.02 $0.19 $0.02 $0.38 $3.15 $0 $0.05 $0 $0.08 $15.983

8B

Base $0.39 $0.22 $0.11 $0.01 $0.004 $0 $0 $0 $0.004 $0.04 $0 $0 $0 $0 $0.778

Low $0.98 $0.54 $0.26 $0.01 $0.01 $0 $0 $0 $0.01 $0.10 $0 $0 $0 $0 $1.91

High $1.17 $0.65 $0.32 $0.02 $0.01 $0 $0 $0 $0.01 $0.15 $0 $0 $0 $0 $2.33

8D

Base $0.85 $1.06 $0.93 $1.56 $0.02 $0 $0.05 $0 $0.15 $0.86 $0 $0 $0 $0 $5.48

Low $2.13 $2.64 $2.33 $3.90 $0.06 $0 $0.12 $0 $0.38 $2.15 $0 $0 $0 $0 $13.71

High $2.56 $3.17 $2.80 $4.69 $0.07 $0 $0.14 $0 $0.46 $2.58 $0 $0 $0 $0 $16.47 *Feasible Alternative Results from Technical Memorandum 2: Definition of Feasible Alternatives. Notes: Base Cost is the “Fair Market Value” from the Pasco Property Appraiser’s database Low Cost is the “Base Cost” multiplied by a factor of 2.5 High Cost is the “Base Cost” multiplied by a factor of 3.0 See Sections 2.0 and 5.0 for details. See Figure 2 for Segmentation Map.

Page A-3

Table A-2: Right-of-Way Estimates For Transit Stations ($ millions)


End of Line US 19

Station 1 Western Hub

Little Rd Station 2a Gunn Hwy

Station 2b Suncoast Pkwy


Station 4 US 41

Station 5 I-75

Station 6 Wiregrass Blvd

Total ROW Cost

1

Base $1.45 $2.08 $0.03 $0.25 $0.03 $0.05 $0.25 $0.02 $4.16

Low $3.63 $5.20 $0.07 $0.61 $0.07 $0.12 $0.63 $0.05 $10.40

High $4.36 $6.24 $0.08 $0.74 $0.09 $0.15 $0.76 $0.06 $12.48

2

Base $1.45 $2.08 $0.03 $0.25 $0.03 $0.05 $0.25 $0.02 $4.16

Low $3.63 $5.20 $0.07 $0.61 $0.07 $0.10 $0.63 $0.05 $10.38

High $4.36 $6.24 $0.08 $0.74 $0.09 $0.15 $0.76 $0.06 $12.48

4

Base $1.45 $2.08 $0.03 $0.25 $0.03 $0.05 $0.25 $0.02 $4.16

Low $3.63 $5.20 $0.07 $0.61 $0.07 $0.12 $0.63 $0.05 $10.38

High $4.36 $6.24 $0.08 $0.74 $0.09 $0.15 $0.76 $0.06 $12.48

6

Base $1.48 $2.08 $0.03 $0.25 $0.03 $0.05 $0.25 $0.02 $4.19

Low $3.70 $5.20 $0.07 $0.61 $0.07 $0.12 $0.63 $0.05 $10.45

High $4.43 $6.24 $0.08 $0.74 $0.09 $0.15 $0.76 $0.06 $12.55

8B

Base $1.46 $2.08 $0.03 $0.25 $0.03 $0.05 $0.002 $0.02 $3.922

Low $3.64 $5.20 $0.07 $0.61 $0.07 $0.12 $0.006 $0.05 $9.766

High $4.37 $6.24 $0.08 $0.74 $0.09 $0.15 $0.007 $0.06 $11.737

8D

Base $1.46 $2.08 $0.03 $0.25 $0.03 $0.05 $0.002 $0.02 $3.922

Low $3.64 $5.19 $0.07 $0.61 $0.07 $0.12 $0.006 $0.05 $9.756

High $4.37 $6.23 $0.09 $0.74 $0.09 $0.15 $0.007 $0.06 $11.737 *Feasible Alternative Results from Technical Memorandum 2: Definition of Feasible Alternatives. Notes: Base Cost is the “Fair Market Value” from the Pasco Property Appraiser’s database Low Cost is the “Base Cost” multiplied by a factor of 2.5 High Cost is the “Base Cost” multiplied by a factor of 3.0 See Sections 2.0 and 5.0 for details. See Figure 2 for Segmentation Map.

Page A-4

Table A-3: Right-of-Way Estimates for the Feasible Alternatives (Publicly-Owned Parcels) ($ Millions)



2: Grand Blvd to

Rowan Rd


4: Little Rd to Starkey Blvd

5: Starkey Blvd to

Trinity Blvd


Hwy


Pkwy

8: Suncoast Pkwy to

Sunlake Blvd




Creek Rd


13: Old CR 54 to I-75


Downs Blvd Total

Right-of-Way Cost

1

Base $0.11 $0.10 $0.09 $0.13 $0.17 $0.07 $0.21 $0.13 $0.09 $0.11 $0.23 $0.08 $0.28 $0.20 $2.01

Low $0.29 $0.26 $0.21 $0.32 $0.42 $0.17 $0.53 $0.32 $0.23 $0.28 $0.58 $0.20 $0.71 $0.49 $5.03

High $0.34 $0.31 $0.26 $0.39 $0.50 $0.20 $0.64 $0.39 $0.27 $0.34 $0.70 $0.25 $0.85 $0.59 $6.03

2

Base $0.11 $0.10 $0.09 $0.13 $0.17 $0.07 $0.21 $0.13 $0.09 $0.10 $0.23 $0.08 $0.28 $0.20 $2.00

Low $0.29 $0.26 $0.21 $0.32 $0.42 $0.17 $0.53 $0.32 $0.23 $0.24 $0.58 $0.20 $0.71 $0.49 $5.00

High $0.34 $0.31 $0.26 $0.39 $0.50 $0.20 $0.64 $0.39 $0.27 $0.29 $0.70 $0.25 $0.85 $0.59 $6.00

4

Base $0.12 $0.09 $0.08 $0.12 $0.13 $0.08 $0.21 $0.13 $0.09 $0.14 $0.20 $0.09 $0.28 $0.23 $1.98

Low $0.29 $0.22 $0.20 $0.30 $0.34 $0.20 $0.52 $0.32 $0.22 $0.35 $0.49 $0.23 $0.69 $0.58 $4.95

High $0.35 $0.26 $0.24 $0.36 $0.40 $0.24 $0.62 $0.39 $0.27 $0.42 $0.59 $0.28 $0.83 $0.69 $5.94

6

Base $0.12 $0.09 $0.80 $0.12 $0.13 $0.08 $0.21 $0.13 $0.09 $0.14 $0.20 $0.09 $0.28 $0.25 $2.00

Low $0.29 $0.22 $0.20 $0.30 $0.34 $0.20 $0.52 $0.32 $0.23 $0.35 $0.49 $0.23 $0.69 $0.62 $5.00

High $0.35 $0.26 $0.24 $0.36 $0.40 $0.24 $0.62 $0.39 $0.28 $0.42 $0.59 $0.28 $0.83 $0.74 $6.00

8B

Base $0.11 $0.09 $0.08 $0.10 $0.13 $0.06 $0.18 $0.10 $0.08 $0.07 $0.19 $0.07 $0.24 $0.18 $1.68

Low $0.28 $0.22 $0.19 $0.26 $0.34 $0.15 $0.44 $0.26 $0.20 $0.17 $0.49 $0.17 $0.59 $0.46 $4.20

High $0.33 $0.26 $0.23 $0.31 $0.40 $0.18 $0.53 $0.31 $0.23 $0.21 $0.58 $0.21 $0.71 $0.55 $5.04

8D

Base $0.00 $0.11 $0.09 $0.14 $0.18 $0.17 $0.21 $0.12 $0.09 $0.18 $0.24 $0.08 $0.29 $0.23 $2.13

Low $0.00 $0.26 $0.21 $0.36 $0.45 $0.44 $0.53 $0.30 $0.22 $0.45 $0.59 $0.21 $0.72 $0.59 $5.32

High $0.00 $0.32 $0.26 $0.43 $0.54 $0.52 $0.64 $0.36 $0.27 $0.54 $0.71 $0.25 $0.86 $0.70 $6.39 *Feasible Alternative Results from Technical Memorandum 2: Definition of Feasible Alternatives Notes: Base Cost is the “Fair Market Value” from the Pasco Property Appraiser’s database Low Cost is the “Base Cost” multiplied by a factor of 2.5 High Cost is the “Base Cost” multiplied by a factor of 3.0

Page A-5

Table A-4: Right-of-Way Estimates For Transit Stations (Publicly-Owned Parcels) ($ millions)


End of Line US 19

Station 1 Western Hub

Little Rd Station 2a Gunn Hwy

Station 2b Suncoast Pkwy


Station 4 US 41

Station 5 I-75

Station 6 Wiregrass Blvd

Total Right-of-Way

Cost

1

Base $0 $0 $0 $0.000 $0 $0.002 $0.001 $0 $0.003

Low $0 $0 $0 $0.001 $0 $0.005 $0.002 $0 $0.008

High $0 $0 $0 $0.001 $0 $0.006 $0.003 $0 $0.010

2

Base $0 $0 $0 $0.000 $0 $0.001 $0.001 $0 $0.002

Low $0 $0 $0 $0.001 $0 $0.001 $0.002 $0 $0.004

High $0 $0 $0 $0.001 $0 $0.002 $0.003 $0 $0.006

4

Base $0 $0 $0 $0.000 $0 $0.000 $0.001 $0 $0.001

Low $0 $0 $0 $0.001 $0 $0.001 $0.002 $0 $0.004

High $0 $0 $0 $0.001 $0 $0.001 $0.003 $0 $0.005

6

Base $0 $0 $0 $0.000 $0 $0.002 $0.001 $0 $0.003

Low $0 $0 $0 $0.001 $0 $0.005 $0.002 $0 $0.008

High $0 $0 $0 $0.001 $0 $0.006 $0.003 $0 $0.010

8B

Base $0 $0 $0 $0.000 $0 $0.002 $0.001 $0 $0.003

Low $0 $0 $0 $0.001 $0 $0.004 $0.002 $0 $0.007

High $0 $0 $0 $0.001 $0 $0.005 $0.002 $0 $0.008

8D

Base $0 $0 $0 $0.000 $0 $0.002 $0.001 $0 $0.003

Low $0 $0 $0 $0.001 $0 $0.005 $0.002 $0 $0.008

High $0 $0 $0 $0.001 $0 $0.006 $0.002 $0 $0.009 *Feasible Alternative Results from Technical Memorandum 2: Definition of Feasible Alternatives Notes: Base Cost is the “Fair Market Value” from the Pasco Property Appraiser’s database Low Cost is the “Base Cost” multiplied by a factor of 2.5 High Cost is the “Base Cost” multiplied by a factor of 3.0

Tampa Bay Area Regional Transportation Authority Page B-1 Impact Analysis of Feasible Alternatives Technical Memorandum 3 September 2012

Appendix B

Detailed Evaluation Matrices

Page B-2

Table B-1: Alternative 1 Evaluation Matrix by Segment

EVALUATION FACTORS

ALTERNATIVE 1


2: Grand Blvd to

Rowan Rd


Rd


Blvd

5: Starkey Blvd to Trinity Blvd

6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to

Suncoast Pkwy


Blvd



Pkwy


Creek Rd

12: Cypress

Creek Rd to Old CR

54

13: Old CR 54 to I-75


Blvd

Total


NUMBER OF BUSINESS IMPACTS (PARCELS) 24 48 18 3 2 0 1 1 4 14 0 0 1 1 117

NUMBER OF AFFECTED PARCELS WITH STRUCTURE IMPACTS (NUMBER) 13 4 1 0 0 0 0 0 0 0 0 0 0 0 18

NUMBER OF RESIDENTIAL IMPACTS (PARCELS) 10 2 3 0 0 0 0 1 1 0 0 0 0 0 17

NUMBER OF AFFECTED PARCELS WITH PARKING IMPACTS (NUMBER) 10 19 4 0 0 0 0 0 3 6 0 0 0 0 42


ARCHAEOLOGICAL SITES (NUMBER) 0 2 1 5 2 0 11 1 4 2 3 9 3 10 53

HISTORICAL SITES (NUMBER) 2 1 0 0 0 0 0 2 1 0 0 0 0 0 6

POTENTIAL SECTION 4(F) SITES (NUMBER) 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1

WETLANDS (ACRES) 0.00 0.10 2.82 0.06 1.93 20.18 5.91 3.63 5.93 5.49 6.81 0.86 0.94 12.36 67.02

FLOODPLAINS (ACRES) 0.00 9.51 17.27 0.00 0.52 2.10 14.56 10.47 29.81 31.37 10.48 3.41 6.71 20.56 156.77

PRIORITY HABITATS (ACRES) 0.00 0.00 5.21 13.16 17.57 20.18 14.76 4.08 2.00 0.03 0.72 0.06 2.88 3.30 83.95

CONTAMINATED SITES (NUMBER) 3 6 1 0 0 0 2 0 0 0 4 0 0 0 16

ESTIMATES PRESENT DAY 2011 COSTS ($ MILLIONS)

CONSTRUCTION (High) $10.04 $11.71 $14.32 $10.64 $11.17 $9.17 $47.09 $44.09 $41.15 $28.89 $29.69 $8.14 $23.35 $51.97 $341

CONSTRUCTION (Low) $8.61 $7.87 $10.54 $8.08 $6.51 $6.56 $10.56 $16.96 $11.09 $9.00 $5.45 $2.71 $13.89 $23.04 $141

RIGHT OF WAY (High) $6.62 $3.32 $2.26 $7.58 $0.11 $0.00 $0.08 $0.74 $0.36 $1.77 $0.00 $0.00 $0.76 $0.06 $23.66

RIGHT OF WAY (Low) $5.52 $2.77 $1.88 $6.31 $0.10 $0.00 $0.07 $0.61 $0.29 $1.47 $0.00 $0.00 $0.63 $0.05 $19.70

TOTAL COSTS ($ MILLIONS) BY SEGMENT

TOTAL HIGH COST $16.66 $15.03 $16.58 $18.22 $11.28 $9.17 $47.17 $44.83 $41.51 $30.66 $29.69 $8.14 $24.11 $52.03 $365.09

TOTAL LOW COST $14.13 $10.64 $12.42 $14.39 $6.61 $6.56 $10.63 $17.57 $11.38 $10.47 $5.45 $2.71 $14.52 $23.09 $160.57

Page B-3


EVALUATION FACTORS

ALTERNATIVE 2


2: Grand Blvd to

Rowan Rd


Rd


Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to

Gunn Hwy


Pkwy

8: Suncoast Pkwy to

Sunlake Blvd



Pkwy

11: Collier Pkwy to

Cypress Creek Rd


13: Old CR 54 to

I-75


Downs Blvd Total


NUMBER OF BUSINESS IMPACTS (PARCELS)

24 48 18 3 2 0 1 1 4 14 0 0 1 1 117

NUMBER OF AFFECTED PARCELS WITH STRUCTURE IMPACTS (NUMBER)

13 4 1 0 0 0 0 0 0 0 0 0 0 0 18

NUMBER OF RESIDENTIAL IMPACTS (PARCELS)

10 2 3 0 0 0 0 1 1 0 0 0 0 0 17

NUMBER OF AFFECTED PARCELS WITH PARKING IMPACTS (NUMBER)

10 19 4 0 0 0 0 0 3 6 0 0 0 0 42




POTENTIAL SECTION 4(F) SITES (NUMBER)

0 0 0 0 0 0 1 0 0 0 0 0 0 0 1

WETLANDS (ACRES) 0.00 0.10 2.82 0.06 1.93 0.00 5.91 3.63 5.93 5.48 6.81 0.86 0.94 12.36 46.84





CONSTRUCTION (High) $10.04 $11.71 $14.32 $10.64 $11.17 $9.17 $47.09 $44.09 $41.15 $28.89 $29.69 $8.14 $23.35 $51.97 $341.43

CONSTRUCTION (Low) $8.61 $7.87 $10.54 $8.08 $6.51 $6.56 $10.56 $16.96 $11.09 $9.00 $5.45 $2.71 $13.89 $23.04 $140.87

RIGHT OF WAY (High) $6.63 $3.34 $2.26 $7.59 $0.01 $0.01 $0.08 $0.74 $0.36 $1.82 $0.00 $0.00 $0.76 $0.06 $23.66

RIGHT OF WAY (Low) $5.52 $2.79 $1.88 $6.31 $0.01 $0.01 $0.07 $0.61 $0.29 $1.49 $0.00 $0.00 $0.63 $0.05 $19.66


TOTAL HIGH COST $16.67 $15.05 $16.58 $18.23 $11.18 $9.17 $47.17 $44.83 $41.51 $30.71 $29.69 $8.14 $24.11 $52.03 $365.09

TOTAL LOW COST $14.13 $10.66 $12.42 $14.39 $6.52 $6.57 $10.63 $17.57 $11.38 $10.49 $5.45 $2.71 $14.52 $23.09 $160.53

Page B-4


EVALUATION FACTORS

ALTERNATIVE 4 1: US 19 to Grand Blvd

2: Grand Blvd to

Rowan Rd


Rd


Blvd

5: Starkey Blvd to

Trinity Blvd

6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to

Suncoast Pkwy


Blvd



Pkwy


Creek Rd


13: Old CR 54 to I-75


Blvd

Alternative Total Impact




34 3 2 0 0 0 0 0 0 0 0 0 0 0 39

NUMBER OF RESIDENTIAL IMPACTS (PARCELS)

14 1 2 0 0 0 2 1 0 0 0 1 0 0 21


8 13 5 2 0 0 0 0 3 9 0 0 0 0 40





WETLANDS (ACRES) 0.00 0.03 2.48 0.08 1.38 0.00 5.89 4.11 7.18 4.48 5.82 1.24 0.93 12.73 46.36





CONSTRUCTION (High) $34.28 $74.39 $103.17 $81.02 $86.49 $75.84 $205.85 $173.60 $167.95 $106.96 $102.39 $35.72 $68.14 $155.97 $1,471.76

CONSTRUCTION (Low) $33.16 $70.55 $99.73 $78.80 $81.83 $73.51 $169.84 $146.85 $138.40 $87.32 $78.14 $30.29 $58.91 $127.26 $1,274.61

RIGHT OF WAY (High) $9.19 $0.65 $2.82 $11.42 $0.01 $0.02 $0.27 $0.78 $0.48 $3.30 $0.00 $0.05 $0.76 $0.14 $29.89

RIGHT OF WAY (Low) $7.66 $0.54 $2.35 $9.52 $0.01 $0.02 $0.22 $0.64 $0.40 $2.74 $0.00 $0.04 $0.63 $0.11 $24.88


TOTAL HIGH COST $43.47 $75.04 $105.99 $92.44 $86.50 $75.86 $206.12 $174.38 $168.43 $110.26 $102.39 $35.77 $68.90 $156.11 $1,501.65

TOTAL LOW COST $40.82 $71.09 $102.08 $88.32 $81.84 $73.53 $170.06 $147.49 $138.80 $90.06 $78.14 $30.33 $59.54 $127.37 $1,299.49

Page B-5


EVALUATION FACTORS

ALTERNATIVE 6 1: US 19 to Grand Blvd

2: Grand Blvd to

Rowan Rd


Rd


Blvd


6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to

Suncoast Pkwy


Blvd



Pkwy


Creek Rd

12: Cypress

Creek Rd to Old CR

54

13: Old CR 54 to I-75


Blvd





27 2 2 0 0 0 0 0 0 1 0 0 0 0 32



10 11 5 2 0 0 0 0 3 7 0 0 0 0 38





WETLANDS (ACRES) 0.00 0.03 2.48 0.08 1.38 0.00 5.89 4.15 7.18 4.48 5.82 1.24 0.93 13.07 46.75






CONSTRUCTION (Low) $39.49 $101.29 $138.02 $106.62 $118.33 $100.57 $234.42 $199.33 $190.34 $120.85 $113.23 $40.42 $78.23 $165.79 $1,746.92

RIGHT OF WAY (High) $7.86 $0.65 $2.82 $11.42 $0.01 $0.02 $0.27 $0.76 $0.47 $3.15 $0.00 $0.05 $0.76 $0.14 $28.38

RIGHT OF WAY (Low) $6.61 $0.54 $2.35 $9.52 $0.01 $0.02 $0.22 $0.63 $0.39 $2.74 $0.00 $0.04 $0.63 $0.11 $23.81


TOTAL HIGH COST $48.47 $105.78 $144.29 $120.26 $123.00 $102.92 $270.70 $226.83 $220.36 $143.63 $137.48 $45.90 $88.21 $194.63 $1,972.45

TOTAL LOW COST $46.10 $101.83 $140.37 $116.14 $118.34 $100.59 $234.64 $199.96 $190.73 $123.59 $113.23 $40.46 $78.86 $165.90 $1,770.73

Page B-6

Table B-5: Alternative 8B Evaluation Matrix by Segment

EVALUATION FACTORS

ALTERNATIVE 8B 1: US 19 to Grand Blvd

2: Grand Blvd to

Rowan Rd


Rd


Blvd


6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to

Suncoast Pkwy


Blvd



Pkwy


Creek Rd

12: Cypress

Creek Rd to Old CR

54

13: Old CR 54 to I-75


Blvd





8 3 1 0 0 0 0 0 0 0 0 0 0 0 12



7 12 2 0 0 0 0 0 0 0 0 0 0 0 21





WETLANDS (ACRES) 0.00 0.03 2.24 0.02 1.38 0.00 4.86 2.94 4.92 4.21 5.82 0.71 0.81 11.27 39.21







RIGHT OF WAY (High) $5.54 $0.65 $0.32 $6.26 $0.01 $0.00 $0.08 $0.74 $0.10 $0.30 $0.00 $0.00 $0.01 $0.06 $14.07

RIGHT OF WAY (Low) $4.62 $0.54 $0.26 $5.21 $0.01 $0.00 $0.07 $0.61 $0.08 $0.22 $0.00 $0.00 $0.01 $0.05 $11.62


TOTAL HIGH COST $32.79 $63.51 $69.43 $63.94 $72.81 $44.83 $149.83 $119.39 $124.58 $88.91 $89.23 $21.34 $53.28 $114.83 $1,108.70

TOTAL LOW COST $30.75 $59.56 $65.59 $60.33 $68.15 $42.22 $113.29 $92.01 $94.50 $68.94 $64.98 $15.91 $43.83 $86.20 $906.21

Page B-7

Table B-6: Alternative 8D Evaluation Matrix by Segment

EVALUATION FACTORS

ALTERNATIVE 8D 1: US 19 to Grand Blvd

2: Grand Blvd to

Rowan Rd


Rd


Blvd


6: Trinity Blvd to

Gunn Hwy

7: Gunn Hwy to

Suncoast Pkwy


Blvd



Pkwy


Creek Rd

12: Cypress

Creek Rd to Old CR

54

13: Old CR 54 to I-75


Blvd





12 3 1 0 0 0 0 0 0 0 0 0 0 0 16



7 13 2 3 0 0 0 0 0 3 0 0 0 0 28





WETLANDS (ACRES) 0.00 0.19 2.57 0.15 2.35 0.00 5.73 4.46 5.88 5.53 6.55 0.85 0.93 12.90 48.09







RIGHT OF WAY (High) $6.93 $3.17 $2.80 $10.92 $0.07 $0.00 $0.23 $0.74 $0.55 $2.73 $0.00 $0.00 $0.01 $0.06 $28.21

RIGHT OF WAY (Low) $5.77 $2.64 $2.33 $9.09 $0.06 $0.00 $0.19 $0.61 $0.45 $2.27 $0.00 $0.00 $0.01 $0.05 $23.47


TOTAL HIGH COST $34.18 $66.03 $71.91 $68.21 $72.87 $44.83 $149.40 $120.20 $124.42 $90.99 $89.23 $21.34 $52.59 $114.83 $1,121.04

TOTAL LOW COST $31.90 $61.66 $67.66 $63.82 $68.20 $42.22 $112.83 $92.82 $94.25 $70.65 $64.98 $15.91 $43.13 $86.20 $916.25

impact analysis of feasible alternatives technical

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