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doc16843 PER_-_BPC_-_444843-1_-_2026-06-23_-_S_26S.pdf_sa_U_ved_2ahUKEwii6cyv9vCXAxU_TDABHSKtM3sQFnoECAYQAg_usg_AOvVaw1wzlTuawVJ7MU4sONdK_gz_fexp_122108196,121847799,122108195.pdf
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"text": "5.4.21 Perimeter Walls ..... 59\n5.4.22 Transportation Management Plan ..... 59\n5.4.23 Constructability ..... 60\n5.4.24 Construction Impacts ..... 60\n5.5 COMPARATIVE ALTERNATIVES EVALUATION ..... 60\n5.6 SELECTION OF THE PREFERRED ALTERNATIVE ..... 63\n6.0 AGENCY COORDINATION & PUBLIC INVOLVEMENT ..... 64\n6.1 AGENCY COORDINATION ..... 64\n6.2 PUBLIC INVOLVEMENT ..... 66\n6.3 PUBLIC WORKSHOP ..... 66\n6.4 PUBLIC HEARING ..... 67\n6.5 PUBLIC COMMENTS AND OUTSTANDING ISSUES ..... 67\n7.0 PREFERRED ALTERNATIVE ..... 69\n7.1 ENGINEERING DETAILS OF THE PREFERRED ALTERNATIVE ..... 69\n7.1.1 Typical Sections ..... 69\n7.1.2 Access Management ..... 71\n7.1.3 Right-of-Way ..... 71\n7.1.4 Horizontal and Vertical Geometry ..... 73\n7.1.5 Design Variations and Design Exceptions ..... 73\n7.1.6 Multimodal Accommodations ..... 73\n7.1.7 Intersection/ Interchange Concepts and Signal Analysis ..... 73\n7.1.8 Tolled Projects ..... 74\n7.1.9 Intelligent Transportation System (ITS) and TSM&O Strategies ..... 74\n7.1.10 Landscape ..... 74\n7.1.11 Lighting ..... 74\n7.1.12 Wildlife Crossings ..... 74\n7.1.13 Permits ..... 74\n7.1.14 Drainage and Stormwater Management Facilities ..... 75\n7.1.15 Floodplain Analysis ..... 75\n7.1.16 Bridge and Structure Analysis ..... 76\n7.1.17 Bridge Environmental Classification ..... 81\n7.1.18 Transportation Management Plan ..... 83\n7.1.19 Constructability ..... 84\n7.1.20 Construction Impacts ..... 84\n7.1.21 Special Features ..... 86",
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Page 7
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"text": "7.1.22 Utilities .....86\n7.1.23 Project Costs .....87\n7.2 SUMMARY OF ENVIRONMENTAL IMPACTS .....87\n7.2.1 Future Land Use .....87\n7.2.2 Section 4(f) .....88\n7.2.3 Cultural Resources .....88\n7.2.4 Wetlands .....88\n7.2.5 Protected Species and Habitat .....90\n7.2.6 Essential Fish Habitat .....91\n7.2.7 Highway Traffic Noise .....91\n7.2.8 Contamination .....92\nAPPENDIX .....94",
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Page 8
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"text": "Figure 1-1 โ Project Location Map ..... 2\nFigure 1-2 โ Preferred Alternative and Interim Improvements ..... 4\nFigure 2-1 โ Existing Roadway โ US 301 West of 9th Street East ..... 16\nFigure 2-2 โ Existing Roadway โ South of 13th Avenue to 9th Avenue ..... 17\nFigure 2-3 โ Existing Roadway South of DeSoto Bridge ..... 17\nFigure 2-4 โ Existing Roadway North of DeSoto Bridge ..... 18\nFigure 2-5 โ Existing Land Use ..... 22\nFigure 2-6 โ Manatee County Area Transit (MCAT) Routes ..... 26\nFigure 2-7 โ Corridor Crash Locations (2021 - 2025) ..... 29\nFigure 2-8 โ US 301 over US 41/S Tamiami Trail ..... 38\nFigure 2-9 DeSoto Bridge ..... 39\nFigure 2-10 โ US 41 over US 301/SR 43/10th St West ..... 39\nFigure 2-11 US 41 CSX Railway Short Line ..... 40\nFigure 5-1 โ MCAT Transit Service ..... 49\nFigure 5-2 โ Proposed Express Lanes and Travel Lanes South of Manatee River ..... 50\nFigure 5-3 โ Proposed Express Lanes and Travel Lanes on DeSoto Bridge ..... 51\nFigure 5-4 โ Proposed Express Lanes and Travel Lanes North of Manatee River ..... 52\nFigure 5-5 โ Existing Bicycle and Pedestrian Infrastructure ..... 53\nFigure 7-1 โ Interim Improvements South of Manatee River ..... 70\nFigure 7-2 โ Interim Improvements DeSoto Bridge ..... 70\nFigure 7-3 โ Interim Improvements North of Manatee River ..... 71\nFigure 7-4 โ Preferred Alternative South of Desoto Bridge ..... 77\nFigure 7-5 โ Preferred Alternative US 301/1st Street W over US 41/S Tamiami Trail ..... 77\nFigure 7-6 โ Preferred Alternative Desoto Bridge over the Manatee River ..... 78\nFigure 7-7 โ Preferred Alternative North of DeSoto Bridge to CSX RR Short Line ..... 79\nFigure 7-8 โ Preferred Alternative US 41 over US 301/10th St ..... 79\nFigure 7-9 โ Preferred Alternative US 41 over CSX RR Short Line ..... 80\nFigure 7-10 โ Interim Improvements Desoto Bridge ..... 80",
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"text": "Figure 2-2 โ Existing Roadway โ South of 13 Avenue to 9 Avenue .......................................17 th th",
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Page 9
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"text": "Table 1-1 โ 2024 Traffic Volumes and Level of Service Conditions.....6\nTable 1-2 โ 2045 Traffic Volumes and LOS Conditions.....7\nTable 1-3 โ Historic Population Growth (1980 โ 2020).....7\nTable 1-4 โ Population Growth (2023 โ 2050).....8\nTable 1-5 โ Crash Statistics.....9\nTable 1-6 โ Crash Rates.....9\nTable 2-1 โ FDOT Arterial Access Classifications.....20\nTable 2-2 โ Right-of-Way Widths.....20\nTable 2-3 โ Existing Pavement Conditions.....23\nTable 2-4 โ Existing Horizontal Alignment.....23\nTable 2-5 โ Average Annual Daily Traffic.....27\nTable 2-6 โ Crash Types (2021 - 2025).....28\nTable 2-7 โ Crash Severity (2021 - 2025).....28\nTable 2-8 โ List of Study Area Utilities.....31\nTable 2-9 โ NRCS Soil Classifications.....33\nTable 2-10 โ US 41-Existing Sign Structures.....34\nTable 2-11 โ Existing Bridges and Structures.....37\nTable 3-1 โ D1RPM AADT Forecasts.....42\nTable 3-2 โ Growth Trends.....43\nTable 4-1 โ Design Criteria.....45\nTable 5-1 โ Access Management Changes.....55\nTable 5-2 โ Anticipated Permits.....56\nTable 5-3 โ Alternative Evaluation Matrix.....62\nTable 6-1 โ Summary Degree of Effect.....65\nTable 6-2 โ Public and Agency Meetings.....67\nTable 7-1 โ Potential Residential Relocations.....72\nTable 7-2 โ Potential Business Relocations.....72\nTable 7-3 โ Utilities List.....86\nTable 7-4 โ Estimated Costs for the Preferred Alternative.....87\nTable 7-5 โ Wetland and Surface Water.....89\nTable 7-6 โ Number of Contamination Sites per Risk Rating.....92\nTable 7-7 โ Number of Ponds per Risk Rating.....93",
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"text": "APPENDIX A: TYPICAL SECTION PACKAGE โ PREFERRED ALTERNATIVE .....95\nAPPENDIX B: TYPICAL SECTION PACKAGE โ INTERIM IMPROVEMENTS .....96\nAPPENDIX C: CONCEPT PLANS - PREFERRED ALTERNATIVE .....97\nAPPENDIX D: CONCEPT PLANS - INTERIM IMPROVEMENTS .....98\nAPPENDIX E: LONG RANGE ESTIMATES โ PREFERRED ALTERNATIVE .....99\nAPPENDIX F: LONG RANGE ESTIMATES โ INTERIM IMPROVEMENTS .....100",
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"text": "The Florida Department of Transportation (FDOT), Di[p11.3.1]rict One (D1) is conducting a Project Development and Environment (PD&E) study, known as [p11.3.2]e Bradenton-Palmetto Connector (BPC), to evaluate capacity and mobility improvements to United States (US) 41/State Road (SR) 55/1 st Street (St)/Tamiami Trail (Trl) and US 301/SR 683 including roadway widening, bridge reconstruction, new stormwater management facilities (SMF), new floodplain compensation (FPC) sites, and bicycle and pedestrian accommodations. The study limits begin at US 301/SR 683 from 9[p11.3.3] St East, north of the City of Bradenton, Florida, and continues along US 41 to north of 25 th St East, north of the City of Palmetto, Florida. The project also crosses the Manatee River. The study limits extend approximately 4.5 miles, all within Manatee County. The project location and study limits are shown in Figure 1-1.",
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"text": "In 2025, FDOT D1 completed a PD&E study for the Hernando DeSoto Bridge (structure #130053) Replacement from westbound SR 64 to Haben Boulevard (Blvd) in Manatee County, Florida (FPID 442630-1-22-01, ETDM 14510). That study evaluated replacing the existing four-lane DeSoto Bridge with a new four-lane bridge that included wider shoulders, upgraded pedestrian facilities and other safety features. The DeSoto Bridge Replacement PD&E study limits fall within the BPC PD&E study limits; however, it did not include adding lanes for capacity improvements. This BPC PD&E study does include adding additional lanes both on the roadway and the DeSoto Bridge to accommodate capacity needed within the project study area."
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"text": "The proposed improvements associated with the Preferred Alternative include widening the roadway from four to six general purpose lanes and adding two elevated proposed express lanes supported by median piers. Additional improvements include drainage upgrades and enhanced bicycle and pedestrian facilities, including sidewalks south of the DeSoto Bridge and shared use paths north of the DeSoto Bridge. In addition to the Preferred Alternative, due to funding constraints and the potential need for the elevated lanes of the Preferred Alternative to be tolled, an Interim Improvement is proposed between westbound SR 64 and US 301. This Interim Improvement would widen the roadway from four to six lanes and remove and replace the DeSoto Bridge with six travel lanes and a shared use path on both sides. The Interim Improvements are 1.7 miles of the total project length and do not include the elevated proposed express lanes."
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"text": "The purpose of the project is to provide additional capacity and accommodate transportation demand across the Manatee River, specifically between the cities of Bradenton, Palmetto, and the numerous communities in western Manatee County, as part of the regional transportation system. Another project goal is to enhance safety. The need for the project is based on the following criteria:"
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"text": "The geography of Manatee County, particularly surrounding the Manatee River, creates a challenge to transportation infrastructure. The Manatee River divides the western half of Manatee County, separating the City of Bradenton (to the south) and the City of Palmetto (to the north). The roadway network of both cities consists of a grid system that helps distribute traffic across the network on each side of the river. However, only three crossings of the Manatee River exist that connect the Cities of Bradenton and Palmetto and facilitate north-south travel. These three river crossings include:"
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"text": "To better understand travel patterns of the project study area, particularly north-south traffic patterns across the Manatee River, an origin-destination analysis was conducted in May 2025 and compared to the 2014 origin-destination analysis performed as part of the Central Manatee Network Alternatives Analysis (CMNAA) Study. The analysis revealed that the percentage of through trips [defined as trips that start and end outside of the project study area as described above] increased from 31% - 33% in 2014 to 47% in 2025, with most of the area traffic utilizing the DeSoto Bridge to cross the Manatee River. Specifically, 43% of the northbound trips on the DeSoto Bridge and 42% of the southbound trips on the DeSoto Bridge are through trips. Ultimately, north-south area traffic is funneled through the three river crossings and collected and distributed via the local street grid systems on each side of the river. As a result, the capacity of the three river crossings constrains traffic traveling north-south in western Manatee County."
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"text": "According to FDOT 2024 Florida Traffic Online data, the three river crossings operate at Level of Service (LOS) F indicating that the Annual Average Daily Traffic (AADT) volumes for the three crossings exceed the FDOT target standard of LOS D for State Highway System facilities in urban areas during peak travel hours (Highway Capacity Manual 7th Edition | FDOT Topic No. 000-525-"
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"text": "006-c). These constrained conditions are echoed through the Volume to Capacity (V/C) ratios ranging from 1.501 to 2.5 as identified through the Sarasota/Manatee Metropolitan Planning Organization (MPO) 2050 Long Range Transportation Plan (LRTP) and presented in Table 1-1.",
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"text": "Sources/Notes:(1) FDOT 2024 Florida Traffic Online(2) FDOT 2023 Multimodal Quality/Level of Service (Q/LOS) Handbook(3) Based on 2024 AADT volumes applied to Sarasota/Manatee MPO 2050 LRTP - Existing and Committed (E+C) network, which encompasses roadway network improvements made up to Fiscal Year 2023/2024.",
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"text": "A V/C ratio of greater than 1.0 means that the volume of vehicles on the roadway segment is greater than the volume that the roadway was designed to accommodate when it was con[p16.4.1]ructed. The Sarasota/Manatee MPO 2050 LRTP identified US 41 (SR 55)/US 301 (SR 683)/DeSoto Bridge from 21 st Avenue to 10[p16.4.2] Street and US 41 Business (SR 45)/Green Bridge from westbound SR 64 to Riverside Drive as two of the top ten most congested corridor segments within the region (ranked #1 and #6, respectively).",
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"text": "Results of the FDOT District One Regional Planning Model (D1RPM) are presented in Table 1-2. Two of the three river crossings will continue to operate at LOS F in 2045 under the No-Build scenario, as conditions will only be exacerbated with the increase in traffic volumes by 2045. Traffic volumes on the Green Bridge and DeSoto Bridge are anticipated to increase by 27.85% and 27.69%, respectively.",
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"text": "Historic Population Growth (1980 โ 2020)",
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"text": "Region\nCity of Bradenton\nCity of Palmetto\nManatee County\nSource: Sarasota/Manatee MPO 2050 LRTP.",
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"text": "2050\n61,937\n14,248\n632,125",
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"text": "Net Change\n6,058\n1,048\n210,279",
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"text": "The 2050 LRTP forecast also anticipates approximately 80,000 new jobs within Manatee County by 2050. In addition, Manatee County and the City of Bradenton are popular tourist destinations. The Business Observer reported that Manatee County hosted 3.8 million visitors in 2023."
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"text": "While the street grid systems within the Cities of Bradenton and Palmetto offer more travel and circulation choices, all travelers crossing the Manatee River are limited to using the three existing bridges."
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"text": "According to the Signal Four Analytics crash database (S4), all three river crossings (roadway segment with bridge) are experiencing a higher number of crashes compared to similar FDOT District One and statewide roadway facilities for the 2020 to 2024 five-year period. Of these crashes, a total of eight fatal and 64 serious injury crashes were reported. Rear-end and sideswipe collisions were identified as the most frequent crash types, indicating network congestion. Table 1-5 presents the crash statistics for all three river crossings.",
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"text": "Predominant Crash Type (% of Crashes)\nRear End (26%); Sideswipe (24%)\nRear End (47%)",
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"text": "The five-year crash rates for all three facilities exceed both the FDOT District One and statewide average cash rates for similar facilities, as shown in Table 1-6."
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"text": "Sources/Notes:(1) Crashes per Million Vehicle Miles Traveled - calculated using 2020-2024 five-year crash totals and AADT volumes.(2) Average Number of Crashes per MVMT on Similar FDOT District One Facilities.(3) Average Number of Crashes per MVMT on Similar Statowide Facilities",
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"text": "The project is identified in the Sarasota/Manatee MPO 2050 LRTP as a Tier 2 Roadway Capacity Program Project (unfunded). While it is noted in the Sarasota/Manatee MPO Fiscal Years (FY) 2025/26 - 2029/30 Transportation Improvement Program (TIP) as a regional bridge priority and part of the 2024 List of Project Priorities, no funding is identified. It is additionally identified as part of the Sarasota/Manatee MPO 2025 List of Project Priorities. The project is also included in the current FDOT State Transportation Improvement Program (STIP) as well as the FDOT 2026 - 2030 Five-Year Work Program with funding allocated for the PD&E phase in FY 2026. As the project advances, FDOT District One will coordinate with the Sarasota/Manatee MPO to ensure"
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"text": "that the project and funding per phase/future phases are consistent across the Sarasota/Manatee MPO LRTP, the Sarasota/Manatee MPO TIP, the FDOT STIP, and the FDOT Work Program."
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"text": "The most recent version of the USFWS Standard Protection Measures for the Eastern Indigo Snake will be adhered to during construction of the proposed project;",
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"text": "Updated surveys for Submerged Aquatic Vegetation (SAV) will be conducted during the design phase of the project. The seagrass beds adjacent to the existing bridge in the project's northwest and northeast quadrants will be delineated with buoys to prevent adverse impacts from barges and small work boats during new bridge construction and existing bridge demolition;",
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"text": "If the monarch butterfly is listed by USFWS as threatened or endangered and the project may affect the species, FDOT commits to reinitiating consultation with USFWS to determine appropriate avoidance and minimization measures for protection of the newly listed species;",
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"text": "Upon listing of the tricolored bat, if the project contains suitable habitat and requires tree trimming and/or clearing, FDOT will not conduct tree trimming/clearing activities during the tricolored bat pup season (May 1 to July 15) and when bats may be in torpor (when temperatures are below 45 degrees Fahrenheit);",
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"text": "Upon listing of the tricolored bat, if the project contains suitable habitat and FDOT needs to trim or clear trees or perform work on bridges/culverts during the maternity season and/or when the temperature is below 45 degrees Fahrenheit, then FDOT will survey the study area for evidence of the tricolored bat. The Indiana Bat and Northern Long-eared Bat Survey Guidance (USFWS), appendix J acoustic survey protocol in the year-round range (mist netting is not being conducted in Florida at this time), will be used for areas with tree trimming/clearing. For bridges and culverts, the Indiana Bat and Northern Long-eared Bat Survey Guidance (USFWS), appendix J acoustic survey protocol in the year-round range (mist netting is not being conducted in Florida at this time), will be used for areas with tree trimming/clearing. For bridges and culverts, the Indiana Bat and Northern Long-eared Bat Survey Guidance (USFWS), appendix J acoustic survey protocol in the year-round range (mist netting is not being conducted in Florida at this time), will be used for areas with tree trimming/clearing. For bridges and culverts, the Indiana Bat and Northern Long-eared Bat Survey Guidance (USFWS), appendix J acoustic survey protocol in the year-round range (mist netting is not being conducted in Florida at this time), will be used for areas with tree trimming/clearing. For bridges and culverts, the Indiana Bat and",
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"text": "If the surveys result in no tricolored bats detected, then FDOT can proceed with the project activities. Negative results from bridge/culvert surveys are valid for 2 years. Negative results for acoustic surveys are valid for 5 years. However, negative results for either survey may be invalidated if additional tricolored bat survey data is submitted to USFWS showing the presence of the species within the vicinity of the study area. Additional survey work by FDOT, or application of avoidance and minimization measures, including not conducting tree trimming/clearing activities during the tricolored bat pup season (May 1 to July 15) or when bats may be in torpor (when temperatures are below 45 degrees Fahrenheit), may be required if updated detections are reported, and may result in reinitiation of consultation with USFWS.",
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"text": "An alternatives analysis process consists of developing, evaluating, and eliminating project alternatives based on the project's purpose and need. This process also considers engineering and environmental factors, along with public and stakeholder input. This document presents the No-Build Alternative and the Build Alternative: a roadway widening from 4 to 6 at-grade lanes, with the addition of two proposed express lanes, elevated on a viaduct."
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"text": "Under the provisions of the National Environmental Policy Act (NEPA), the effects of not implementing the proposed action must be considered in the decision-making process. The No-Build (or No-Action) Alternative also serves as the baseline for comparing the impacts of the Build Alternative."
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"text": "The No-Build alternative does not provide additional capacity nor improved mobility over the Manatee River, specifically between the cities of Bradenton and Palmetto. The existing conditions do not accommodate the projected future growth in the region. US 41 has two of the region's top 10 most congested corridor segments. The roadway corridor operates at LOS F, indicating higher congestion and longer travel times. There is also a higher number of crashes compared to similar FDOT District One and statewide roadway facilities. The No-Build Alternative does not meet the"
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"text": "The Build Alternative would include the DeSoto Bridge Replacement to a wider bridge, widening the roadway from four to six general purpose through lanes, and adding two elevated proposed express lanes on a viaduct supported by median piers. Additional improvements include drainage upgrades and enhanced bicycle and pedestrian facilities, including sidewalks south of the DeSoto Bridge and shared use paths to north of the DeSoto Bridge."
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"text": "The Build Alternative addresses forecasted north-south travel demand by providing additional roadway capacity on US 301 in Bradenton and on US 41 in Bradenton and Palmetto. Given the prevailing urban and suburban land use characteristics surrounding the project area, achieving a balance between the competing needs of capacity enhancement versus access to adjacent land use presents challenges. In response to those challenges, roadway capacity improvements were identified in conjunction with project stakeholders to maximize north-south traffic flow efficiency while minimizing impacts to abutting properties and environmentally sensitive areas. The resulting Build Alternative provides two new uninterrupted travel lanes, or proposed express lanes, separate from the existing travel lanes, or general-use lanes. In Bradenton south of westbound SR 64, roadway capacity enhancement is provided exclusively by proposed express lanes located in the roadway median on an elevated structure above the at-grade lanes. From north of westbound SR 64 to the northern project limit, capacity enhancements are provided via a combination of the two proposed express lanes plus expansion of the general-use lanes from four to six."
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"text": "The Preferred Alternative is the Build Alternative as described in Section 7.0. It provides two new proposed express lanes and expands the general-use lanes to facilitate the movement of motorists, emergency responders, and freight handlers. It also addresses pedestrian and bicyclist needs by implementing shared use paths along US 41 from the DeSoto Bridge to 17th Street East, thereby enhancing connectivity to the existing and planned trails in the Manatee County Greenway Trail System. It also closes existing sidewalk gaps in Bradenton from westbound SR 64 to the DeSoto Bridge. It addresses safety enhancements by reducing congestion along US 41, which reduces the potential for both the number and severity of vehicular crashes. The Preferred",
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"text": "Existing conditions along US 301 and US 41 in the project area were identified from GIS data, as-built construction plans, FDOT Roadway Characteristics Inventory, Straight-Line Diagrams, right-of-way maps, field reviews, survey information, and supporting technical studies and reports."
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"text": "In 2025, FDOT District One (D1) completed a PD&E study for the Hernando DeSoto (DeSoto) Bridge (structure #130053) Replacement from westbound SR 64 (Manatee Avenue) to Haben Boulevard in Manatee County, Florida (FPID 442630-1-22-01, ETDM 14510). That study evaluated an in-kind bridge replacement only and did not include capacity improvements. The DeSoto Bridge Replacement limits are encompassed within this current PD&E study, the Bradenton-Palmetto Connector, which evaluates the bridge's replacement to accommodate the capacity needed within the project study area."
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"text": "segment with a high vehicle queue. Details on the existing roadway conditions, typical sections, and access management classification are provided in the subsections below."
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"text": "At the southern project limit, west of the[p26.3.2] Street East intersection, US 301 is a four-lane divided facility with two 12-foot travel lanes in each direction, outside paved shoulders, and a grass median. Drainage for roadway runoff is conveyed via swales and open ditches. There are no sidewalks or bicycle lanes. The roadway right-of-way width varies from 260 feet to 320 feet. A representation of the typical section is shown in Figure 2-1.",
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"text": "North of the US 301 junction with US 41, from the CSX Railroad at-grade crossing to westbound SR 64, the US 41/US 301 roadway consists of seven travel lanes separated by an 18-foot grass median. The four northbound lanes and three southbound lanes include curb and gutter to channel roadway runoff into a closed drainage system. There is a sidewalk along both sides of the roadway, but there are no bicycle paths. Exclusive right- and left-turn lanes are used at select intersections, including all signalized intersections at[p26.7.2] Ave,[p26.7.3] Ave, eastbound SR[p26.7.4] Ave, and westbound SR 64. Although the roadway right-of-way width varies, it is generally 125 feet wide. A representation of the lane arrangements is shown in Figure 2-2.",
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"text": "Figure 2-2 โ Existing Roadway โ South of[p27.2.1] Avenue to[p27.2.2] Avenue",
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"text": "From north of westbound SR 64 to the DeSoto Bridge, the US 41 roadway is a four-lane, divided facility with three 12-foot lanes in each direction, separated by a concrete barrier median. There are intermittent sidewalks along west side of this segment and no and no bicycle lanes. The roadway right-of-way width varies from 106 feet to 173 feet. A representation of the lane arrangements is shown in Figure 2-3.",
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"text": "North of the DeSoto Bridge to the US 41 interchange with US 301 ([p27.6.2] St W), the typical roadway section consists of two 12-foot travel lanes in each direction separated by a 22-foot grass median. The outside shoulders of five feet are paved, except where they are replaced by exclusive right-turn lanes. There is a limited sidewalk along the east side of the roadway near Haben Boulevard, but there are no bicycle lanes. The roadway right-of-way width varies, but it is generally 120 feet. A representation of the lane arrangements is shown in Figure 2-4.",
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"text": "Refer to Section 2.3 for further discussion of existing bridges at the US 301 junction with US 41, DeSoto Bridge, US 41 interchange with US 301, and US 41 over the CSX Railroad Short Line.",
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"text": "Both US 41 and US 301 are classified as Urban Principal Arterials. The context classification varies from C3R โ Suburban Residential to C3C โ Suburban Commercial to C4 โ Urban General. The location where the respective context classifications are applied are shown below:"
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"text": "โ C3C โ Suburban Commercial",
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"text": "From US 301 at 9^{th} St (13121000, MP 7.077) to Railroad (RR) Crossing #624712-B (13121000, MP 7.908)"
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"text": "From $1^{st}$ St East (13130000, MP 3.372) to south of $17^{th}$ St East (13130000, MP 4.564)"
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"text": "(RR) Crossing #624712-B (13130000, MP 1.661) to[p28.11.1] St East (13130000, MP 3.372)",
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"text": "From south of 17^{th} St East (13130000, MP 4.564) to north of 25^{th} St East (13130000, MP 5.342)"
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"text": "Both US 41 and US 301 are designated Florida Department of Emergency Management and Manatee County Evacuation Routes, FDOT District One Regional Freight Mobility Corridors, and Sarasota/Manatee MPO 2045 LRTP Regional Freight Mobility Corridors."
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"text": "Existing access management along US 301 and US 41 is designated as:"
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"text": "Access Class 3 โ from US 301 at S[p29.1.1.1]t to RR Crossing #624712-B and from westbound SR 64/Manatee Ave E to N of A[p29.1.1.2]ve E",
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Table integrity:
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r6c0 (5%): โNotes:1) "Restrictive" physically prevents vehicle crossingโฆโ
r7c0 (21%): โInterchange Ramp Areas:Connections within the interchange rโฆโ
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"text": "Interchange Ramp Areas:Connections within the interchange ramp area require the following spacing from the end of the ramp taper:โข 440 feet โค 45 mphโข 660 feet > 45 mphโข 1,320 feet on Access Class 2 Facilities > 45 mphMedian openings within the interchange ramp area require the following standard distance from the end of the ramp taper:โข 2,640 feet for full median openingโข 1,320 feet for directional median openingSource: 2026 FDOT Design Manual",
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"text": "The area south of the DeSoto Bridge contains a mixture of commercial retail, residential, and institutional land uses, as shown in Figure 2-5. There is a large area of industrial land just to the east of the study area's termini at[p30.8.2] St East. Manatee Memorial Hospital, Bradenton Riverwalk, and the Bradenton Riverwalk Skatepark are all prominent land uses south of the DeSoto Bridge.",
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"text": "The area surrounding the existing corridor north of the DeSoto Bridge comprises a mix of environmental preserves, recreational, vacant, governmental, residential, and industrial land uses. Prominent land uses include the Palmetto Estuary Preservation Project, Bradenton Area Convention Center, Lincoln Park and Aquatic Center, Lincoln Middle School, and a School District of Manatee County office."
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Page 33
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"text": "Along US 301, from[p33.7.1] St East to[p33.7.2] St, where US 301 follows a sweeping curve to merge with US 41, the posted speed is 45 mph. However, along the sweeping curve, a posted speed advisory of 40 mph is in effect on US 301. Along US 41, north of the US 301 junction, the design and posted speed from[p33.7.3] Ave to westbound SR 64 is 40 mph. North of westbound SR 64, the design and posted speed along US 41 changes from 40 mph to 50 mph and remains 50 mph through the northern project limits.",
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Page 34
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"text": "Alignment Data\nUS 301 (9 th Street East to US 41)\nBegin MP 7.077",
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"text": "Degree = 4ยฐ00โฒ / Delta = 30ยฐ38โฒ22.84โณ\nDegree = 4ยฐ00โฒ / Delta = 30ยฐ38โฒ22.84โณ\nDegree = 8ยฐ30โฒ / Delta = 91ยฐ10โฒ51.22โณ",
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"text": "Curve 7 โ MP 5.112 to MP 5.188\nCurve 8 โ MP 5.188 to MP 5.264\nEnd MP 5.342\nSource: FDOT Straight Line Diagram of Roadway Inventory, US 301 (9/10/2021) and US 41/US 301/US 19/I-275 (6/27/2025)",
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"text": "At the DeSoto Bridge, the roadway/bridge profile has a gradual slope on both the south and north approaches, with an elevation of about 5 feet above sea level. The original as-built bridge plans show a downgrade of 0.71%, then a 200-foot vertical curve leading to a flat 0% grade, increasing to a 3% grade over the river, and a 3% downgrade to a 0% grade. The crest vertical curve length over the Manatee River is 1,000 feet, with the sag vertical curves of 400 feet at both ends of the 3% grade. The K values are 167 for the crest curve and 133 for the sag vertical curves. The characteristics of the vertical curve are consistent with the posted and design speed of 45 mph."
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"text": "Characteristics of the vertical curves along US 301 where it joins US 41 and where US 41 crosses over US 301 ([p34.5.1] Street) will be provided in a later version of this document.",
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"text": "Manatee Memorial Hospital as the roadway approaches the DeSoto Bridge. There are no pedestrian facilities on the DeSoto Bridge or along the segment of US 41 immediately north of the bridge until the intersection with $ 17^{th} $ St East, where sidewalks resume on both sides of the roadway to $ 25^{th} $ Street East."
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"text": "The Port Manatee ConneXion Shuttle is a mobility on-demand/call-ahead service available within a defined area of northern Manatee County. This new service was designed specifically for residents, visitors and those who work in the Port Manatee area. The Port Manatee ConneXion transfer points include the Palmetto Transit Station (Routes 1, 13, 201, and 203), the Palmetto Walmart (Routes 1, 13, and 201), and the Rubonia area (Route 201)."
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"text": "Existing and planned trails that intersect the project limits include the Bradenton Riverwalk Trail and the Palmetto Trails Network, which are part of the Florida Greenways and Trails System Plan."
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"text": "Along US 301, there are two signalized intersections at $ 15^{th} $ St East and $ 9^{th} $ St East, and one at-grade railroad crossing. Along US 41, there are eight signalized intersections: $ 13^{th} $ Ave, Martin Luther King Jr Ave, $ 6^{th} $ Ave, Manatee Ave, Haben Boulevard, $ 7^{th} $ St, $ 17^{th} $ St East, and $ 23^{rd} $ St. There are also several unsignalized (minor street stop-controlled) intersections and driveways throughout the corridor."
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"text": "As of 2024, the average Annual Average Daily Traffic (AADT) of vehicles in the study area ranges from 31,000 to 65,500 AADT. The truck volume in the study area ranges from 1,660 to 4,888 AADT. A summary of AADT volumes is provided in Table 2-5.",
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"text": "Serious Injury\n9\n6\n7\n6\n9\n37",
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"text": "Total\n362\n297\n390\n370\n299\n1718",
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"text": "As Shown in Figure 2-7, a heat map showing the areas of crash concentrations along the US 41 and US 301 corridors. The highest densities are at or near major signalized intersections. Notable hotspots include the US 41 and westbound SR 64/Manatee Avenue intersection, the US 41 and 7th St West intersection, the US 41 and 17th St East intersection, and the US 41 and 21st St East intersection. These areas show clusters of high crash intensity, suggesting recurring conflict points. The area with the highest crash density is just south of the DeSoto Bridge.",
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"text": "More details regarding the crashes, contributing causes, and traffic patterns can be found in the PTAR."
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"text": "The CSX Railroad mainline track runs near the project area and intersects with the project limits. To the west of[p40.2.1] Street East, there is a bridge where the railroad crosses underneath to connect to the Tropicana factory. Traveling west and onto US 41, there is an at-grade crossing south of[p40.2.2] Ave East, RR#624712-B. The railroad continues a parallel route north until the track diverges south of[p40.2.3] St West. One track continues north, while the other travels east, crossing under US 41 near[p40.2.4] St Court West.",
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"text": "The railroad passes beneath Bridge 130008. Bridge 130008 is located where US 41 is carried over the CSX Railroad track, or the Florida Power & Light Company (short line track)."
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"text": "Stormwater runoff along the project limits is collected through a combination of grass medians and swales, ditches, culverts, and a concrete gutter system with curb and pavement inlets. Cross drains are intermittently located along the project. The collected stormwater runoff is discharged and conveyed to surrounding stormwater ponds/retention areas as well as to nearby ditches, canals, and tributaries associated with the City of Bradenton Watershed, including the Manatee River, Braden River, Terra Ceia Bay, and Gap Creek. Stormwater on the existing bridge structure is discharged directly into the Manatee River."
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"text": "There is consistent lighting throughout the corridor, including the DeSoto Bridge. The light poles are Drop Glass GPS GE Cobra Head and are owned by FDOT District 1."
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"text": "A maintenance agreement between FDOT and Manatee County, executed in June 2020, gives Manatee County, as a maintaining agency, the responsibility to maintain the State highway lighting. The lighting within the project study area is covered under this agreement."
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"text": "Several utilities are located within the project limits, including aerial power lines, underground fiber optic cable, water distribution, sanitary and storm sewers, and natural gas distribution. The subaqueous waterline (owned and operated by Manatee County) is a critical part of the County's potable water distribution system, runs parallel to the bridge, and will be replaced. It is anticipated that utility relocations will be required based on location and depth. Coordination with utility owners will occur during the design phase to finalize relocation agreements and schedules. A Utilities Assessment Package (UAP) dated May 2025 is included in the project file. Existing utilities are listed in Table 2-8."
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Table integrity:
9 of 40 cells don't match the text layer at their coordinates.
r1c2 (30%): โCity of Bradenton has a 20" ductile iron potable water lineโฆโ
r2c1 (43%): โCity of Bradenton Street Lights and Trafficโ
r3c2 (34%): โThe City of Palmetto has an 8" FM running along the west siโฆโ
r4c2 (31%): โComcast has underground facilities that enter the project aโฆโ
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"text": "Reimbursable: Yes or No",
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"text": "The City of Palmetto has an 8\" FM running along the west side of US-41 and an 8\" WM along the east side of US-41. They begin at 1^{{st}} St E and end at 7^{{th}} St W. City of Palmetto also has a 12\" PVC FM that crosses US-41 at 10^{{th}} St W.",
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"text": "Comcast has underground facilities that enter the project at 17^{{th}} Ave W and run north along the west side of US-41 before crossing to the east side at 13^{{th}} Ave E and exiting the project limits at 12^{{th}} Ave E. Comcast has two underground crossings south of the bridge (Martin Luther King Ave E and 6^{{th}} Ave W).",
"attrs": {
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},
{
"id": "p41.2.20",
"order": 22,
"type": "table_cell",
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"t": 457.344,
"r": 546.72,
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"text": "No (Unless UAO proves facilities were installed 7 or less years ago)",
"attrs": {
"row": 4,
"col": 3,
"rowspan": 1,
"colspan": 1
}
},
{
"id": "p41.2.21",
"order": 23,
"type": "table_cell",
"bbox": {
"l": 77.4,
"t": 377.20704,
"r": 82.99728,
"b": 362.43552
},
"text": "5",
"attrs": {
"row": 5,
"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p41.2.22",
"order": 24,
"type": "table_cell",
"bbox": {
"l": 185.1,
"t": 394.56,
"r": 305.64,
"b": 331.776
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"text": "Crown Castle Fiber, LLC",
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"row": 5,
"col": 1,
"rowspan": 1,
"colspan": 1
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},
{
"id": "p41.2.23",
"order": 25,
"type": "table_cell",
"bbox": {
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"r": 426.18,
"b": 331.776
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"text": "Crown Castle has an overhead line crossing US-41 along the north side of 6^{{th}} Ave W. Crown Castle has an underground (2) 1.25\" HDPE that crosses US-41 along the south side of Manatee Ave E and continues north along the west side of US-41 before going aerial just north of the bridge. The facilities continue ending just south of 10^{{th}} St W.",
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"colspan": 1
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},
{
"id": "p41.2.24",
"order": 26,
"type": "table_cell",
"bbox": {
"l": 426.18,
"t": 394.56,
"r": 546.72,
"b": 331.776
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"text": "No (Unless UAO proves facilities were installed 7 or less years ago)",
"attrs": {
"row": 5,
"col": 3,
"rowspan": 1,
"colspan": 1
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},
{
"id": "p41.2.25",
"order": 27,
"type": "table_cell",
"bbox": {
"l": 77.4,
"t": 314.56704,
"r": 82.99728,
"b": 299.79552
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"text": "6",
"attrs": {
"row": 6,
"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p41.2.26",
"order": 28,
"type": "table_cell",
"bbox": {
"l": 97.92,
"t": 328.00704,
"r": 159.963696,
"b": 286.35552
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"text": "Florida Power & Light Distribution",
"attrs": {
"row": 6,
"col": 1,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p41.2.27",
"order": 29,
"type": "table_cell",
"bbox": {
"l": 204.96,
"t": 314.56704,
"r": 414.25632,
"b": 299.79552
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"text": "did not provide greenline markups or as-builts.",
"attrs": {
"row": 6,
"col": 2,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p41.2.28",
"order": 30,
"type": "table_cell",
"bbox": {
"l": 458.52,
"t": 286.96704,
"r": 536.852112,
"b": 258.75552000000005
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"text": "No (No Easement Provided)",
"attrs": {
"row": 6,
"col": 3,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p41.2.29",
"order": 31,
"type": "table_cell",
"bbox": {
"l": 77.4,
"t": 273.52704000000006,
"r": 82.99728,
"b": 258.75552000000005
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"text": "7",
"attrs": {
"row": 7,
"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p41.2.30",
"order": 32,
"type": "table_cell",
"bbox": {
"l": 97.92,
"t": 286.96704,
"r": 159.963696,
"b": 245.31552
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"text": "Florida Power & Light Transmission",
"attrs": {
"row": 7,
"col": 1,
"rowspan": 1,
"colspan": 1,
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},
{
"id": "p41.2.31",
"order": 33,
"type": "table_cell",
"bbox": {
"l": 176.4,
"t": 280.96704,
"r": 442.64616,
"b": 266.19552
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"text": "FPL Transmission has a 138 kV line crossing US-41 along the north side of 6^{{th}} Ave E.",
"attrs": {
"row": 7,
"col": 2,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p41.2.32",
"order": 34,
"type": "table_cell",
"bbox": {
"l": 458.52,
"t": 137.80704000000003,
"r": 536.852112,
"b": 109.59551999999996
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"text": "No (No Easement Provided)",
"attrs": {
"row": 7,
"col": 3,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p41.2.33",
"order": 35,
"type": "table_cell",
"bbox": {
"l": 77.4,
"t": 199.00703999999996,
"r": 82.99728,
"b": 184.23551999999995
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"text": "8",
"attrs": {
"row": 8,
"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p41.2.34",
"order": 36,
"type": "table_cell",
"bbox": {
"l": 185.1,
"t": 206.208,
"r": 305.64,
"b": 143.424
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"text": "Frontier Florida, LLC",
"attrs": {
"row": 8,
"col": 1,
"rowspan": 1,
"colspan": 1
}
},
{
"id": "p41.2.35",
"order": 37,
"type": "table_cell",
"bbox": {
"l": 305.64,
"t": 206.208,
"r": 426.18,
"b": 143.424
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"text": "Frontier has 5 buried 4\" PVC with fiber north of Haben Blvd running south along the east side of US 41 to a 3' ร 5' handhole just north of the Desoto Bridge, where the lines go subaqueous to cross to the south side of the bridge and cross to a handhole on the south side of Riverfront Blvd. Frontier has 2 buried 4\" PVC with fiber running east and west along the south side of Riverfront Blvd that cross US 41 and exit the project limits in both directions.",
"attrs": {
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"rowspan": 1,
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},
{
"id": "p41.2.36",
"order": 38,
"type": "table_cell",
"bbox": {
"l": 426.18,
"t": 206.208,
"r": 546.72,
"b": 143.424
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"text": "No (Unless UAO proves facilities were installed 7 or less years ago)",
"attrs": {
"row": 8,
"col": 3,
"rowspan": 1,
"colspan": 1
}
},
{
"id": "p41.2.37",
"order": 39,
"type": "table_cell",
"bbox": {
"l": 77.4,
"t": 116.92704000000003,
"r": 82.99728,
"b": 102.15552000000002
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"text": "9",
"attrs": {
"row": 9,
"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p41.2.38",
"order": 40,
"type": "table_cell",
"bbox": {
"l": 97.92,
"t": 116.92704000000003,
"r": 252.672432,
"b": 81.27552000000003
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"text": "Manatee County โ Utility Operations",
"attrs": {
"row": 9,
"col": 1,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p41.2.39",
"order": 41,
"type": "table_cell",
"bbox": {
"l": 169.92,
"t": 137.80704000000003,
"r": 449.103936,
"b": 94.71551999999997
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"text": "Manatee County Utilities has a 16\" DIP water main starting at the north end of the project, running south along the east side of US 41, eventually becoming subaqueous to cross to 1^{{st}} St E. Manatee County Utilities has a 16\" DIP water main running",
"attrs": {
"row": 9,
"col": 2,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p41.2.40",
"order": 42,
"type": "table_cell",
"bbox": {
"l": 426.18,
"t": 143.424,
"r": 546.72,
"b": 80.64
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"text": "No (No Easement Provided)",
"attrs": {
"row": 9,
"col": 3,
"rowspan": 1,
"colspan": 1
}
}
]
},
{
"id": "p41.3",
"order": 43,
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"text": "Page | 31",
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"excluded_furniture": {
"first": [],
"last": []
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}
Page 42
42 item(s)
JSON
footer (1)
footnote (1)
header (1)
table (1)
table_cell (36)
text (2)
1 ยท HEADER
2 ยท TABLE
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39 ยท TEXT
40
41 ยท FOOTER
42 ยท FOOTNOTE
Table integrity:
7 of 29 cells don't match the text layer at their coordinates.
r0c2 (41%): โsouth east of 1^{{st}} St E before ending at the northeast โฆโ
r2c2 (21%): โMCI has 2 x 2" HDPE conduit with FOC just south of 3^{{rd}}โฆโ
r2c3 (0%): โNo (Unless UAO proves facilities were installed 7 or less yโฆโ
r5c1 (0%): โSpectrum Sunshine State, LLCโ
Page 42 JSON
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"text": "south east of 1^{{st}} St E before ending at the northeast โฆ"
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"row": 2,
"col": 2,
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"text": "MCI has 2 x 2\" HDPE conduit with FOC just south of 3^{{rd}}โฆ"
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"text": "Unitii Fiber LLC (Windstream)"
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"text": "Unitii has underground facilities north of Haben Blvd runniโฆ"
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"text": "south east of 1^{{st}} St E before ending at the northeast corner of the 3^{{rd}} Ave W and 1^{{st}} St E intersection.",
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"type": "table_cell",
"bbox": {
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"r": 85.87872,
"b": 661.59552
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"text": "10",
"attrs": {
"row": 1,
"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p42.2.6",
"order": 8,
"type": "table_cell",
"bbox": {
"l": 97.92,
"t": 689.80704,
"r": 160.775136,
"b": 648.15552
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"text": "Manatee County Traffic Operations",
"attrs": {
"row": 1,
"col": 1,
"rowspan": 1,
"colspan": 1,
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},
{
"id": "p42.2.7",
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"type": "table_cell",
"bbox": {
"l": 282.6,
"t": 676.36704,
"r": 336.58008,
"b": 661.59552
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"text": "No Facilities",
"attrs": {
"row": 1,
"col": 2,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p42.2.8",
"order": 10,
"type": "table_cell",
"bbox": {
"l": 462,
"t": 648.76704,
"r": 474.898032,
"b": 633.9955199999999
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"text": "No",
"attrs": {
"row": 1,
"col": 3,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p42.2.9",
"order": 11,
"type": "table_cell",
"bbox": {
"l": 74.64,
"t": 600.2870399999999,
"r": 85.87872,
"b": 585.51552
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"text": "11",
"attrs": {
"row": 2,
"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p42.2.10",
"order": 12,
"type": "table_cell",
"bbox": {
"l": 97.92336,
"t": 620.4460799999999,
"r": 156.636288,
"b": 565.36752
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"text": "MCI Metro Access Transmission Services, LLC",
"attrs": {
"row": 2,
"col": 1,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p42.2.11",
"order": 13,
"type": "table_cell",
"bbox": {
"l": 305.28,
"t": 595.1733,
"r": 425.88,
"b": 532.16
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"text": "MCI has 2 x 2\" HDPE conduit with FOC just south of 3^{{rd}} Ave W that runs north along the west side of US 41, where it goes subaqueous to cross along the west side of the bridge, eventually exiting the project limits to the north. MCI has 2 x 2\" HDPE conduit with FOC just south of 3^{{rd}} Ave W that runs north along the east side of US 41 where it goes subaqueous to cross along the east side of the bridge eventually exiting the project limits to the north.",
"attrs": {
"row": 2,
"col": 2,
"rowspan": 1,
"colspan": 1
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},
{
"id": "p42.2.12",
"order": 14,
"type": "table_cell",
"bbox": {
"l": 425.88,
"t": 595.1733,
"r": 546.48,
"b": 532.16
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"text": "No (Unless UAO proves facilities were installed 7 or less years ago)",
"attrs": {
"row": 2,
"col": 3,
"rowspan": 1,
"colspan": 1
}
},
{
"id": "p42.2.13",
"order": 15,
"type": "table_cell",
"bbox": {
"l": 74.64,
"t": 517.60704,
"r": 85.87872,
"b": 502.83552
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"text": "12",
"attrs": {
"row": 3,
"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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{
"id": "p42.2.14",
"order": 16,
"type": "table_cell",
"bbox": {
"l": 97.92,
"t": 537.76704,
"r": 155.279424,
"b": 482.67552
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"text": "Peace River Electric Cooperative, Inc.",
"attrs": {
"row": 3,
"col": 1,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p42.2.15",
"order": 17,
"type": "table_cell",
"bbox": {
"l": 282.6,
"t": 517.60704,
"r": 336.58008,
"b": 502.83552
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"text": "No Facilities",
"attrs": {
"row": 3,
"col": 2,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p42.2.16",
"order": 18,
"type": "table_cell",
"bbox": {
"l": 491.16,
"t": 537.76704,
"r": 504.058032,
"b": 522.9955199999999
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"text": "No",
"attrs": {
"row": 3,
"col": 3,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p42.2.17",
"order": 19,
"type": "table_cell",
"bbox": {
"l": 74.64,
"t": 469.84704,
"r": 85.87872,
"b": 455.07552
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"text": "13",
"attrs": {
"row": 4,
"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p42.2.18",
"order": 20,
"type": "table_cell",
"bbox": {
"l": 97.92336,
"t": 476.5704,
"r": 152.031504,
"b": 448.3632
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"text": "Peoples Gas System, Inc.",
"attrs": {
"row": 4,
"col": 1,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p42.2.19",
"order": 21,
"type": "table_cell",
"bbox": {
"l": 173.52,
"t": 483.28704,
"r": 445.546704,
"b": 441.63552
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"text": "TECO Peoples Gas has an 8\" gas main just south of the southern point of the bridge that runs north along the east side of the bridge, eventually ending just north of the bridge.",
"attrs": {
"row": 4,
"col": 2,
"rowspan": 1,
"colspan": 1,
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},
{
"id": "p42.2.20",
"order": 22,
"type": "table_cell",
"bbox": {
"l": 458.52,
"t": 483.28704,
"r": 536.852112,
"b": 455.07552
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"text": "No (No Easement Provided)",
"attrs": {
"row": 4,
"col": 3,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p42.2.21",
"order": 23,
"type": "table_cell",
"bbox": {
"l": 74.64,
"t": 401.92704,
"r": 85.87872,
"b": 387.15552
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"text": "14",
"attrs": {
"row": 5,
"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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},
{
"id": "p42.2.22",
"order": 24,
"type": "table_cell",
"bbox": {
"l": 184.68,
"t": 406.1333,
"r": 305.28,
"b": 343.12
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"text": "Spectrum Sunshine State, LLC",
"attrs": {
"row": 5,
"col": 1,
"rowspan": 1,
"colspan": 1
}
},
{
"id": "p42.2.23",
"order": 25,
"type": "table_cell",
"bbox": {
"l": 172.68,
"t": 442.24704,
"r": 446.348352,
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"text": "Unitii Fiber LLC (Windstream)",
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"text": "Unitii has underground facilities north of Haben Blvd running south along the west side of US 41, attaching to the bridge to continue south along the west side.",
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"text": "Zayo has a buried fiber line at the southwest corner of the Manatee Ave and US 41 intersection that runs north before going subaqueous and crossing to the north end of the bridge. Zayo has a buried fiber line just north of the bridge that runs north along the west side of US 41 to the southwest corner of the Haben Blvd and US 41 intersection. Zayo has a buried fiber line at the southwest corner of the Haben Blvd and US 41 intersection that crosses to the southeast corner and then runs north, exiting the project limits",
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"text": "There is one exiting CSX at-grade railroad crossing, RR#624712-B, located north of[p42.3.1] Ave West. [DA4] [AY5] [CF6] The Preferred Alternative will construct a two-lane viaduct that will span the railroad with a minimum vertical clearance of 23 feet. No piers will be",
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"text": "Railroads within the Study Area:",
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"text": "placed within the railroad right-of-way. Around the railroad, the roadway will be widened without adjusting the sidewalks with no additional horizontal encroachment into the railroad right-of-way."
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"text": "The railroad also passes beneath US 41 bridge 130008. Bridge 130008 is located north of the US 301 10^{th} St W interchange. Bridge 130008 will be reconstructed to accommodate six travel lanes, two proposed express lanes, one northbound ramp lane, and a shared use path on both sides of the road."
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"text": "According to the Natural Resources Conservation Service (NRCS) Soil Survey of Manatee County (1983), there are seventeen (17) soil types and one water classification present within the study area. The two most prevalent features in the study area are Eaugallie-Eaugallie Wet, Fine Sand, 0-2 percent slopes and Wabasso-Wabasso, Wet, Fine Sand, 0-2 percent Slopes. Nine of the 17 soil types within the study area are classified as hydric. The most prevalent features are the Waters of the Gulf of Mexico. All soils documented within the project study area and their relative acreages are in Table 2-9. The NRCS soil types map within the study area is found in the Natural Resources Evaluation (NRE) and is kept in the project file.",
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"text": "NRCS Code\n5\n7\n9\n12\n13\n14\n16\n20\n21",
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"text": "NRCS Soil Description\nBradenton Fine Sand, Limestone Substratum\nCanova, Anclote, and Okeelanta Soils\nCanaveral Sand, Filled\nCassia Fine Sand, Moderately Well Drained\nChobee Loamy fine Sand, Frequently Ponded,\\n0-1 Percent Slopes\nChobee Variant Sandy Clay Loam\nDelray Complex\nEaugallie-Eaugallie Wet, Fine Sand, 0-2 Percent Slopes\nEstero Muck, Tidal, 0-1 Percent Slopes",
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"text": "Hydric Status\nHydric\nHydric\nNon-Hydric\nNon-Hydric\nHydric\nHydric\nHydric\nNon-Hydric\nHydric",
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"text": "Acres\n35.99\n1.14\n53.13\n34.30\n15.36\n4.75\n3.33\n145.71\n22.83",
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"text": "Percent of Total\n7.9\n0.2\n11.4\n7.4\n3.3\n1.0\n0.7\n31.2\n4.9",
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r2c1 (0%): โCantilever Sign StructureUS 41/US 301 at 13th AveLooking Soโฆโ
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"text": "Floridana Fine Sand, 0-2 Percent Slopes\nOrlando Fine Sand, Moderately Wet, 0-2 Percent Slopes\nOrsino Fine Sand, 0-5 Percent Slopes\nParkwood Variant-Chobee, Limestone Substratum-Parkwood Complex\nTavares Fine Sand, 0-5 Percent Slopes\nTomoka Muck, Frequently Ponded, 0-1 Percent Slopes",
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"text": "Visual aesthetics include views of the Manatee River from the DeSoto Bridge, the Palmetto Estuary Preserve from multiple locations, and the Manatee River from properties adjacent to the US 41 roadway right-of-way. Views of the Manatee River are considered a unique visual resource in the project area. Stakeholders with a particular interest in the project's aesthetic effects may include property owners abutting the roadway right-of-way and recreational users of the Manatee River Palmetto Estuary Preserve."
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"text": "Cantilever Sign StructureUS 41/US 301 north of $ 7^{th} $ StLooking North",
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"text": "Cantilever Sign StructureUS 41 at US 301 ( $ 10^{th} $ St)Looking South",
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"text": "A Noise Study Report (NSR) will be prepared using methodologies established by the FDOT in the PD&E Manual. The NSR should be completed in June 2026, and more information will be added upon its completion. Refer to Section 1.6 for the list of technical documents.",
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"text": "Existing ITS-related features in the project limits include traffic cameras mounted on posts along US 41 from the junction with US 301 to the DeSoto Bridge. North of the bridge, there are intermittent traffic cameras at intersections with US 41 up to[p46.6.1] St East.",
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"text": "The corridor crosses the Manatee River, a navigable waterway, via the DeSoto Bridge (130053). In addition to the DeSoto Bridge (#130053), three other bridges are located within the project's study area. Bridge #130083 is located where US 301 is carried over US 41 NB, and Bridge #130002 is located where US 41 is carried over US 301 as part of the US 41 and US 301 interchange. Bridge #130008 is located where US 41 is carried over the CSX Railroad track, also known as the Florida Power & Light Company's short-line track."
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"text": "Structure No.\n130083\n130053\n130002\n130008\n(1) Based on Overall National Bridge Inventory Ratings",
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"text": "Sufficiency Rating (1)\n94.6\n74.4\n97.1\n92.9",
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"text": "Bridge #130083 was constructed in 1986 and carries US 301 over US 41/S Tamiami Trail. It is a single-span (94 ft) prestressed concrete AASHTO beam bridge comprised of two 12-ft travel lanes in each direction, 10-ft outside shoulders, 8-ft inside shoulders, and a median concrete barrier. The structure has wrap around MSE wall approaches on pile supported end bents. The structure is 89-ft wide, 84.5-ft long and the typical section is shown in Figure 2-8.",
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"text": "The DeSoto Bridge (#130053) was constructed in 1957 and carries US 41/US 301/Tamiami Trail over the Manatee River. The existing structure spans 2,225 feet and consists of a three-span main channel unit (70-feet-105-feet-70-feet continuous steel girders) and fifteen approach spans (66-foot pre-AASHTO post-tensioned (PT) concrete beams) on both sides. The superstructure is supported on concrete multi-column piers. The main channel piers are founded on mudline footings with steel h-piles, and all the approach piers in the water are founded on waterline footings, and the last three approach piers on the south side are founded on buried footings using both battered and plumb composite concrete and steel h-piles."
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"text": "The project study area was evaluated for Critical Habitat (CH) as defined by Congress 50 CFR Chapter IV, Subchapter A, Part 424, and it was determined that the project area falls within USFWS-designated CH for the West Indian manatee (Trichechus manatus latirostris) and NMFS proposed CH for the green sea turtle (Chelonia mydas)."
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"text": "Based on literature and field reviews, fifty-two (52) protected plant and wildlife species are known to occur in Manatee County. Seventeen (17) of the species are federally listed endangered or threatened. Thirty-one (31) species are state-listed endangered or threatened. Two species (bald eagle [Haliaeetus leucocephalus] and whooping crane [Grus americana]) are not federal or state listed but are fully protected. The bald eagle was delisted from protection under the Endangered Species Act (ESA) in 2007; however, the species is still protected under the Bald and Golden Eagle Protection Act (BGEPA), the Migratory Bird Treaty Act (MBTA), and State law (Florida Administrative Code [F.A.C.] 68A-16.002). Within Central Florida, an experimental (Non-essential), non-migratory population of whooping cranes was reintroduced from 1993 to 2005. Non-essential experimental populations are treated as threatened species on National Wildlife Refuge and National Park land (require consultation under 7(a)(2) of the ESA) and as a proposed species on private land (no section 7(a)(2) requirements, but Federal agencies must not jeopardize their existence (section 7(a)(4)). Multiple species of bats are state-protected by F.A.C. 68A-4.001 General Prohibitions and 68A-9.010 Taking Nuisance Wildlife. Additionally, two species proposed for listing under the ESA (monarch butterfly [Danaus plexippus] and tricolored bat [Perimyotis subflavus]), have the potential to occur in Manatee County."
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"text": "PUBHx [Palustrine, Unconsolidated Bottom, Permanently Flooded, Excavated]), bays and estuaries (FLUCFCS: 5400/USFWS: E1UB2 [Estuarine, Subtidal, Unconsolidated Bottom, Sand]), mangrove swamps (FLUCFCS: 6120/USFWS: E2FO3N [Estuarine, Intertidal, Forested, Broad-Leaved Evergreen, Regularly Flooded]), and seagrass, sparse to medium (FLUCFCS: 9111/USFWS: E1AB3L [Estuarine, Intertidal, Aquatic Bed, Rooted Vascular, Subtidal])."
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"text": "Six Section 4(f) resources occur within the project area, including multiple public parks, the Manatee River Blueway, and the Mid County Trail priority corridor. The identified parks include Bradenton Riverwalk, Coach Eddie Shannon Park (Formerly Lincoln Community Park), Palmetto Estuary Preserve, and Donal L. Courtney Veterans Monuments Park. Portions of these sites, including the Bradenton Riverwalk facilities and Palmetto Estuary parcels, are also protected under Section 6(f) of the Land and Water Conservation Fund Act."
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"text": "The study area was evaluated for compliance with Section 106 of the National Historic Preservation Act (NHPA) standards. The archaeological Area of Potential Effects (APE) was defined as the construction footprint within the existing right-of-way (ROW), except for minor proposed areas of land. The historical or architectural APE was set based on the alternatives."
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r2c0 (57%): โNorth of Desoto Bridge ( 17th St E)โ
r4c0 (57%): โSouth of Desoto Bridge ( 13th Ave E)โ
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"text": "A Project Traffic Analysis Report (PTAR) was created to identify the future conditions of the study area. The population projections show that Manatee County's population is projected to grow at a compound annual rate of 1.22% from 2025 to 2050, representing an increase of approximately 165,000 residents. To understand the overall growth in the county and the study area, population projections for Manatee County were studied. As of 2025, Manatee County was estimated to have a population of 467,000."
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"text": "This increase in population will result in more traffic on local and state roads. The historic traffic growth rate showed a 0.6% growth rate while the D1RPM showed a compound annual growth rate of 1.26%. Since the D1RPM corresponds closely with population growth, the D1RPM was chosen to forecast traffic along the Build Alternative."
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"text": "To determine the most appropriate method for developing traffic projections along the study area, two different approaches were analyzed. The first approach utilized the D1RPM. Daily traffic forecasts for the 2015 base year and 2045 horizon year were extracted to determine the growth rate along the US 41 corridor using the D1RPM."
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"text": "The second approach used historical traffic counts from six portable traffic monitoring sites within the project study area. These include 135023, 135022, 130031, 135026, 135081, 135091. Linear, exponential, and decaying exponential trend analyses were performed using historical AADTs from FTO for 2015 through 2024, and the results are shown in Table 3-2."
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"text": "All the R-squared values were below the 75% threshold set by the FDOT Project Traffic Forecasting Handbook (2024). It should be noted that the historic year analysis includes years in which Florida and the United States experienced the COVID health crisis and traffic patterns were severely disrupted due to stay-at-home restrictions. These fluctuations in traffic patterns may explain the"
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Page 54
32 item(s)
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form_field (3)
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1 ยท HEADING
2 ยท HEADING
3 ยท TEXT
4 ยท LIST
5
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8 ยท TEXT
9 ยท TEXT
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12 ยท TEXT
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14 ยท TEXT
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16 ยท TEXT
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19 ยท LIST
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31
32 ยท FOOTER
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"text": "From US 301 at 9^{th} St (13121000, MP 7.077) to Railroad (RR) Crossing #624712-B (13121000, MP 7.908)"
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"text": "From[p54.6.1] St East (13130000, MP 3.372) to south of[p54.6.2] St East (13130000, MP 4.564)",
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"text": "โ C4 โ Urban General",
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"text": "(RR) Crossing #624712-B (13130000, MP 1.661) to[p54.8.1] St East (13130000, MP 3.372)",
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"text": "โ C3R- Suburban Residential",
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"text": "From south of 17^{th} St East (13130000, MP 4.564) to north of 25^{th} St East (13130000, MP 5.342)"
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"text": "Target Speed: 35 mph - 45 mph"
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"text": "Design vehicle โ WB-62FL",
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"text": "Pedestrian and bicycle requirements โ Yes",
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"text": "Physical constraints โ Existing right-of-way including close proximity to existing buildings, aerial utilities, school facilities and parks, and existing railroad crossings."
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"text": "Environmental constraints โ Palmetto Estuary Preservation Project NW of DeSoto Bridge",
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"text": "Type of stormwater management facilities โ Closed drainage system and detention ponds"
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Page 55
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8 ยท TABLE
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r2c1 (17%): โC3C โ Suburban Commercial\n- From US 301 at 9^{{th}} St to โฆโ
r11c3 (0%): โL= (W ร S^{{2}})/60โ
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"text": "Design criteria for the proposed improvements are based on the FDOT Design Manual, effective January 2026. A summary of the design criteria used to evaluate existing conditions and develop proposed improvements is listed in Table 4-1 on the following pages.",
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"text": "Table 210.2.1, 211.2.1\nTable 210.4.1, 211.4.1",
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}
},
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"bbox": {
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"t": 317.922,
"r": 192.8226,
"b": 290.541
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"text": "Median Width โ Left Turn Lane + Elev Lanes",
"attrs": {
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"col": 0,
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"attrs": {
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"colspan": 1,
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},
{
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"type": "table_cell",
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"t": 368.112,
"r": 382.32,
"b": 349.2672
},
"text": "--",
"attrs": {
"row": 6,
"col": 2,
"rowspan": 1,
"colspan": 1
}
},
{
"id": "p55.4.27",
"order": 35,
"type": "table_cell",
"bbox": {
"l": 382.32,
"t": 368.112,
"r": 486.24,
"b": 349.2672
},
"text": "--",
"attrs": {
"row": 6,
"col": 3,
"rowspan": 1,
"colspan": 1
}
},
{
"id": "p55.4.28",
"order": 36,
"type": "table_cell",
"bbox": {
"l": 504.96,
"t": 305.922,
"r": 556.9629,
"b": 290.541
},
"text": "Table 215.2.2",
"attrs": {
"row": 6,
"col": 4,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
"id": "p55.4.29",
"order": 37,
"type": "table_cell",
"bbox": {
"l": 84.96,
"t": 293.922,
"r": 207.456,
"b": 278.54100000000005
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"text": "โ No Left Turn Lane + Elev Lanes",
"attrs": {
"row": 7,
"col": 0,
"rowspan": 1,
"colspan": 1,
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"r": 265.605,
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},
"text": "22 ft",
"attrs": {
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"col": 1,
"rowspan": 1,
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"bbox_refit": true
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},
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"type": "table_cell",
"bbox": {
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"t": 349.2672,
"r": 382.32,
"b": 330.4224
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"text": "--",
"attrs": {
"row": 7,
"col": 2,
"rowspan": 1,
"colspan": 1
}
},
{
"id": "p55.4.32",
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"type": "table_cell",
"bbox": {
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"t": 349.2672,
"r": 486.24,
"b": 330.4224
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"text": "--",
"attrs": {
"row": 7,
"col": 3,
"rowspan": 1,
"colspan": 1
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},
{
"id": "p55.4.33",
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"type": "table_cell",
"bbox": {
"l": 504.96,
"t": 293.922,
"r": 556.965,
"b": 278.54100000000005
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"text": "Table 210.3.1",
"attrs": {
"row": 7,
"col": 4,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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{
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"order": 42,
"type": "table_cell",
"bbox": {
"l": 77.88,
"t": 280.242,
"r": 352.9497,
"b": 205.16099999999994
},
"text": "Border Width\nClear Zone\nLateral Offset to Bridge Pier\nCross Slope (inside to out)\nHorizontal",
"attrs": {
"row": 8,
"col": 0,
"rowspan": 1,
"colspan": 1,
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{
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"type": "table_cell",
"bbox": {
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"t": 280.242,
"r": 273.039,
"b": 220.221
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"text": "14 ft\n24 ft\n16 ft\n2% - 3%",
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"col": 1,
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"bbox": {
"l": 313.2,
"t": 280.242,
"r": 334.851,
"b": 220.221
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"text": "14 ft\n14 ft\n4-6 ft\n2%",
"attrs": {
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"col": 2,
"rowspan": 1,
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"bbox_refit": true,
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"t": 280.242,
"r": 424.851,
"b": 220.221
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"text": "12 ft\n14 ft\n4-6 ft\n2%",
"attrs": {
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"col": 3,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true,
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},
{
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"order": 46,
"type": "table_cell",
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"l": 503.28,
"t": 280.242,
"r": 558.6444,
"b": 220.221
},
"text": "Table 210.7.1\nTable 215.2.1\nTable 215.2.2\nFigure 210.2.1",
"attrs": {
"row": 8,
"col": 4,
"rowspan": 1,
"colspan": 1,
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"type": "table_cell",
"bbox": {
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"r": 202.9845,
"b": 190.461
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"text": "Deflection Without Curve (Max)",
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"col": 0,
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"type": "table_cell",
"bbox": {
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"t": 236.1984,
"r": 382.32,
"b": 217.3536
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"text": "--",
"attrs": {
"row": 9,
"col": 2,
"rowspan": 1,
"colspan": 1
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},
{
"id": "p55.4.42",
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"t": 236.1984,
"r": 486.24,
"b": 217.3536
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"text": "--",
"attrs": {
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"col": 3,
"rowspan": 1,
"colspan": 1
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},
{
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"r": 560.9187,
"b": 190.461
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"text": "Section 210.8.1",
"attrs": {
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"col": 4,
"rowspan": 1,
"colspan": 1,
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"r": 208.0257,
"b": 130.82100000000003
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"col": 0,
"rowspan": 1,
"colspan": 1,
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"t": 190.84199999999998,
"r": 282.5259,
"b": 130.82100000000003
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"text": "400-675 ft\n559 ft\n1:200 โ 1:160\n100 ft",
"attrs": {
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"col": 1,
"rowspan": 1,
"colspan": 1,
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"l": 303.48,
"t": 190.84199999999998,
"r": 344.5653,
"b": 130.82100000000003
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"text": "400-675 ft\n559 ft\n1:200\n100 ft",
"attrs": {
"row": 10,
"col": 2,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true,
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"r": 434.5653,
"b": 130.82100000000003
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"text": "400-450 ft\n231 ft\n1:175\n100 ft",
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"col": 3,
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"colspan": 1,
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"r": 557.4423,
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"text": "Table 210.8.1\nTable 210.8.2\nTable 210.9.3\nSection 210.9",
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"r": 346.7184,
"b": 100.88099999999997
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"text": "Taper Rate (Min)\nVertical",
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"bbox": {
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"r": 261.489,
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},
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"col": 1,
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"attrs": {
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"text": "Section 210.2.5",
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Page 56
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1 ยท TABLE
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51 ยท HEADING
52 ยท LIST
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55 ยท TEXT
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58 ยท FOOTER
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"colspan": 1,
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"col": 2,
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"col": 3,
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"text": "Table 211.13.1",
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"text": "",
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"col": 0,
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{
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"type": "table_cell",
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"t": 595.482,
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"b": 568.101
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"text": "Proposed Express Lanes",
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{
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"t": 569.802,
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"b": 516.741
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"text": "Travel Lane Width\nShoulder Width โ Median\\nโ Outside\\nโ Buffer",
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"text": "15 ft\n6 ft\\n6 ft\\n--",
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"text": "11-12 ft\n8 ft\\n8 ft\\n4 ft",
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"text": "11-12 ft\n8 ft\\n8 ft\\n4 ft",
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"text": "Figure 260.1.1, 260.1.4\nFigure 260.1.4\\nSection 260.3\\nSection 211.3.3",
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"text": "Min Clearance โ Over Roadway\\nโ Over Railroad\\nโ Over Waterway\n^{{*}} Other bridges: SR 55 over US 301 and SR 55 over CSX RR (immediately north of US 301)\nSidewalk / Shared use Path",
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"text": "16.5\\n23.5\\n--",
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"text": "Table 260.6.1\\nTable 260.6.1\\nSection 260.8.1",
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"text": "Width\nOffset From Roadway (Min)\nVertical Clearance\nLongitudinal Grade (Max)\nHorizontal Clearance",
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"text": "6 ft\n5 ft ^{{*}}\n7 ft\n5%\n1-2 ft",
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"text": "12 ft\n5 ft\n12 ft\n5%\n4 ft",
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"rowspan": 1,
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"text": "Table 222.2.1, Section 224.4\nSection 222.2.1.1, 224.12\nSection 222.2.1.2, 224.8\nSection 222.2.1.3, 224.6\nSection 222.2.1.3, 224.7",
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"text": "Design Speed",
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"type": "table_cell",
"bbox": {
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"r": 478.8645,
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"text": "Horizontal Curve (Min Radius)\n^{{*}} Offset applies if plantings and street furniture are considered. Offset is measured from back of curb.",
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"b": 335.7818
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"text": "--",
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"text": "74 ft",
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"text": "Structural Design Criteria:",
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"text": "American Association of State Highway and Transportation Officials (AASHTO) LRFD Bridge Design Specifications, 9th Edition, 2020, U.S. Customary Units",
"marker": "-"
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"text": "FDOT Structures Manual, January 2025",
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"text": "Note: During the Speed Selection process with District 1 early 2026, it was agreed that the target and design speed for the Preferred Alternative is 45 mph (except for the at-grade portion between[p56.4.1] Ave East and westbound SR 64 where the design speed will be 40mph). This is consistent with the existing design speed from[p56.4.2] Street East to westbound SR 64, however it reduces the current 50 mph design speed by 5 mph north of westbound SR 64.",
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Page 57
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"text": "5.0 ALTERNATIVES ANALYSIS",
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"text": "NEPA requires that the impacts of not implementing a proposed action be considered in the decision-making process. The No-Build Alternative proposes no capacity or operational improvements along US 301 or US 41; only routine roadway and bridge maintenance would be performed throughout the project limits. The No-Build Alternative avoids impacts on the right-of-way, the environment, and other areas. However, it does not satisfy the project's purpose and need to provide additional roadway capacity, accommodate transportation demand across the Manatee River, or enhance safety."
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"text": "The existing conditions do not accommodate the projected future growth in the region. US 41 has two of the region's top 10 most congested corridor segments. The roadway corridor operates at LOS F, indicating higher congestion and longer travel times. There is also a higher number of crashes compared to similar FDOT District One and statewide roadway facilities."
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"text": "No impacts on surrounding natural, physical, or social environments"
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"text": "No inconvenience to the traveling public associated with construction staging"
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"text": "- FDOT Project 444807-2 | US 41 (Tamiami Trail) Traffic Operations Improvement\nUpgrades US 41 between $ 6^{th} $ Avenue and Manatee Avenue to improve mobility and reduce congestion. Provides three lanes in each direction by eliminating northbound left-turns at the US 41 intersection with Manatee Avenue and southbound left-turns at the US 41 intersection with 6th Avenue."
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"text": "Study for proposed shared use pathway in the City of Palmetto that will identify alignments and alternative facilities to improve access to schools, parks, public transportation, jobs, and health services. It will evaluate connections near Lincoln Park, Lincoln Middle School, and Washington Park, as well as connections to the area's future regional trail network."
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"text": "The objective of Transportation Systems Management and Operations (TSM&O) is to identify strategies that reduce traffic congestion and prevent its occurrence in areas that are currently congested. These strategies are designed to modify travel behavior and increase system efficiency without costly infrastructure improvements. TSM&O options generally include traffic signal and intersection improvements, access management, and transit improvements."
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"text": "The potential for multimodal alternatives was addressed by reviewing the Sarasota/Manatee Metropolitan Planning Organization (MPO) 2050 Long Range Transportation Plan regarding trips by transit riders, bicyclists, and pedestrians. Manatee County Area Transit (MCAT) serves transit riders within and adjacent to the project limits. MCAT's north-south transit service in Bradenton and Palmetto utilizes US 41 Business (Green Bridge) rather than US 41 (DeSoto Bridge) to cross the Manatee River, as shown in Figure 5-1 below.",
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"text": "Review of current and forecasted trips within the project area by transit riders, bicyclists, and pedestrians concluded that the project's purpose and need would be best met by improvements that do not rely solely on multimodal alternatives. Therefore, multimodal alternatives are not considered for further evaluation. However, proposed improvements under the Build Alternative accommodate transit riders via MCAT routes, enhance bicycle trips by adding shared use paths to improve connectivity to the Florida Greenways and Trails System, and benefits pedestrians by closing sidewalk gaps where they exist."
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"text": "As a result of the ACER and the ETDM screening, improvements to only corridor A are being evaluated in this study and is studied as the Build Alternative in this PD&E study. During the public workshop in February 2026, the department eliminated corridor B and corridor D from further analysis due to traffic analysis, cultural impacts, environmental impacts, and relocation impacts resulted. The build Alternative reduces impacts while accomplishing the study's purpose & need. The Build Alternative includes adding two uninterrupted travel lanes to US 301 and US 41 between 9th St East in Bradenton and north of 25th St East in Palmetto. The uninterrupted travel lanes, or proposed express lanes, are entirely separate from the existing general-use lanes and do not intersect with any roadways within the project limits. By restricting access to the proposed express lanes only at the project endpoints, they can provide maximum roadway capacity and north-south traffic flow efficiency."
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"text": "Two proposed express are provided in the US 301 median via an elevated structure that begins just west of[p60.3.2] St East. The elevated structure follows US 301 through a sweeping curve near[p60.3.3] St, where US 301 joins US 41. North of the curve, the elevated structure carrying the proposed express lanes remains in the roadway median to westbound SR 64. The number and arrangement of existing general-use lanes does not change; however, US 41 north of the US 301 junction would be reconstructed with a wider median to accommodate the elevated structure carrying the proposed express lanes. The proposed design speed for the at-grade roadway varies from 40 mph to 45 mph. Along US 301 the design speed is 45 mph for both the at-grade and elevated proposed express lanes. The proposed design speed decreases to 40 mph for the at-grade and elevated US 41 from[p60.3.4] Ave East to westbound SR 64. North of the westbound SR 64, the design speed returns to 45 mph to north of[p60.3.5] St East. The proposed design speed for the elevated proposed express lanes is 45 mph throughout the project limits. A conceptual view of the proposed express lanes elevated over the general-use lanes is shown in Figure 5-2.",
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"text": "The Build Alternative includes a new, 12-foot shared use path along both sides of US 41 from the south end of the DeSoto Bridge to[p64.2.1] St East. At the south end of the DeSoto Bridge, the shared use paths connect to the existing Bradenton Riverwalk. North of the DeSoto Bridge, the shared use paths extend to[p64.2.2] St East adjacent to riverfront access points, the Palmetto Estuary Preserve, Bradenton Area Convention Center, and bordering businesses and residential areas. At[p64.2.3] St East, just west of US 41, a connection to a potential extension of the SUN Trail network could be provided; however, this connection is not included as part of the project.",
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"text": "In Bradenton, near the south end of the project limits, the Build Alternative maintains the existing grade separation of SR 683 (US 301) over SR 55 (US 41), however, it includes proposed express lanes in the roadway median. The Build Alternative does not change the existing access pattern between SR 683 (US 301) and SR 55 (US 41). During the project's design phase, which will occur after evaluation of potential tolling options for the proposed express lanes (Section 7.1.8), the existing grade separation configuration may be revised. At that time, the appropriate interchange report will be prepared."
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"text": "The U.S. Army Corps of Engineers (USACE) and SWFWMD regulate impacts to wetlands within the project limits. Other agencies, including the USFWS, U.S. Environmental Protection Agency, and the Florida Fish and Wildlife Conservation Commission, review and comment on wetland permit applications. The Fish and Wildlife Commission has the authority to issue permits for gopher tortoise relocation activities and protected bird nest takes. No gopher tortoise burrows or nests were recorded within the project study area (refer to the Natural Resources Evaluation (NRE)). Additional surveys and coordination may be required during the permitting phase. In addition, the FDEP regulates stormwater discharges from construction sites. The U.S. Coast Guard (USCG) reviews permit applications for new bridges over navigable waters. The anticipated permits required for this project are listed in Table 5-2.",
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"text": "The preferred floodplain pond sites for the Build Alternative are FPC 1 Alt 1, FPC 2 Alt 1, and FPC 3 Alt 1. These alternatives were then compared based on relocations and community impacts; environmental impacts, including wetlands, upland habitat, and protected species involvement; petroleum and hazardous materials contamination; and economic factors, including right-of-way costs. Maps showing the alternative SMF and FPC sites are provided in the PSR, which is available in the project file."
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"text": "The FDOT-required straight-line regression rate for this station is 4.22 millimeters per year, referenced to the NOAA Mean Sea Level (MSL) datum for the 1983โ2001 tidal epoch. In accordance with FDOT guidance, sea-level rise was calculated from the midpoint of the tidal epoch (1992) and projected through the end of the proposed bridge's service life, which assumes a 75-"
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"text": "year design life with construction completion in 2035. Applying these parameters results in a projected sea-level rise of approximately 0.92 feet in 2040 and 2.17 feet in 2060. An additional 2-foot allowance per FDOT's resilience planning criteria, has been incorporated into the hydraulic and elevation design of the Preferred Alternative to ensure long-term resiliency. A SLIP study was conducted in March 2026 and submitted to FDEP. A copy of the SLIP study is available in the project file."
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"text": "A Water Quality Impact Evaluation (WQIE) Checklist, Form No. 650-050-37, was prepared for this project. The WQIE focuses on surface water and groundwater. The surface water evaluation identified and documented water quality issues to produce designs that comply with the goals of the Clean Water Act (CWA), as amended."
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"text": "Water Quality Treatment: The alternative SMFs have been evaluated to provide treatment for the entire project limit in accordance with the following State standards based on the ERP Applicant's Handbook Volume I. For the impaired basins, BMP Trains was used to show a total of 80% nitrogen and 80% phosphorus removal for the proposed project due to the impairment of waterbodies. A higher rate of nutrient removal of 95% on nitrogen and phosphorus will be evaluated for the Interim Condition in the future phase to accommodate the encroachment of OFW's boundaries at the watershed downstream end."
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"text": "Southwest Florida Water Management District โ The District's design storm event for construction activity is the 25-year/24-hour storm for open basins (40D-40, F.A.C.). It will be necessary to demonstrate that the post-development peak discharge from the design storm does not exceed the pre-development peak discharge for the same storm event for open basins."
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"text": "For the Floodplain impacts for Interim Improvements impact 0.013 acer foot (ac-ft) of floodplains and compensates those impacts with 0.017 ac-ft of compensation. For the Preferred Alternative 0.675 ac-ft of floodplain impact and 1.123 ac-ft of compensation are provided. Nine cross drains (CD) were evaluated throughout the corridor; CD-1 will be replaced with a[p68.10.1] box culvert, CD-",
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"text": "2 will be upsized to a 42-inch pipe, and several cross drains will be extended to accommodate roadway widening; Peak stages are reduced or maintained under proposed conditions, and no roadway overtopping is anticipated for the 50-year design storm. In conclusion, the proposed drainage, floodplain compensation, and cross drain improvements adequately support the Interim Improvements and Preferred Alternative widening of US 41 and the replacement of the DeSoto Bridge. The evaluation demonstrates compliance with applicable FDOT, FEMA, and Southwest Florida Water Management District (SWFWMD) criteria while minimizing floodplain impacts, maintaining hydraulic performance, and supporting the project's transportation and safety objectives."
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"text": "The Preferred Alternative and Interim Improvements will require the acquisition of additional right-of-way from parts of property parcels. The Build Alternative will have anticipated potential relocations of business or residential. Right-of-Way Impacts and Relocations are described in detail in Section 7.1.3."
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"text": "Refer to discussion under Section 7.1.16."
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"text": "There are no existing perimeter walls within the project limits. The Build Alternative is not anticipated to include perimeter walls."
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"text": "The objectives of the Transportation Management Plan are to ensure that existing traffic along US 41 and US 301 experiences minimal disruptions. Construction activities on US 41, particularly in sections of the existing roadway, are expected to be conducted in phases to maintain four lanes."
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"text": "of traffic (two in each direction) during peak travel hours, with lane closures occurring at night during off-peak hours. These lane closure schedules will be coordinated with Manatee County and the Cities of Bradenton and Palmetto. Thrie beam will be added to provide more protection so a vehicle crossing the bridge won't crash into the river."
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"text": "Further coordination will be necessary with Manatee Memorial Hospital and Manatee County Emergency Services during the final design phase to ensure uninterrupted access to the hospital is maintained throughout the construction period. Coordinating with local emergency service providers is critical for facilitating accommodation and planning for emergency vehicle routes during construction. It is anticipated that detours via US 41 Business (Green Bridge) instead of US 41 and the DeSoto Bridge could result in additional travel time of approximately 12 to 30 minutes, depending on the time of day. More details on the phasing can be found in Section 7.1.17."
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"text": "Construction of the northbound half of the DeSoto Bridge will begin independently of the existing bridge, with a shift of approximately 41 feet to the east. This adjustment creates a 10-foot space between the new northbound section and the existing bridge, allowing traffic to flow normally on the existing bridge and roadway while the new bridge is built without any disruption. Once the northbound half is completed, temporary striping will be applied to provide four lanes โ two in each direction โ enabling traffic to move to the new bridge. Subsequently, the old DeSoto Bridge will be dismantled, and the southbound half of the new bridge will be constructed and connected to the northbound section."
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"text": "Traffic shifts and temporary pavement with an overbuild will be used to construct and maintain landside traffic patterns. Construction of the shared-use paths and sidewalks will be incorporated in the phasing plans. More details on the phasing can be found in Section 7.1.18."
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"text": "Construction of the Build Alternative is expected to have moderate impacts related to property access. Construction is not anticipated to adversely impact listed species so long as adherence to project commitments, construction precautions, and conservation measures is maintained. Also, construction is not expected to have any significant impact on water quality, noise, or air quality. The project will adhere to the FDOT Standard Specifications for Road and Bridge Construction, along with the implementation of a Stormwater Runoff Control Concept and Best Management Practices to minimize or eliminate potential construction impact."
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"text": "The matrix includes potential environmental impacts and estimated costs. The construction costs were prepared using the FDOT Long Range Estimate system on March 31, 2026, located in Appendix E. Right-of-way costs were estimated in April of 2026. Design and Construction Engineering and Inspection costs were calculated to be 10% of the construction cost. Table 5-3 shows that the No-Build Alternative does not meet the project purpose and need but is included as a baseline for comparison.",
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"text": "A Public Involvement Plan (PIP) was developed and approved in June 2023 and updated in June 2026. The PIP was implemented in compliance with Part 1, Chapter 11 of the FDOT Project Development and Environment Manual (PD&E Manual); Florida Statute 339.155; Executive Orders 11990 and 11988; Council on Environmental Quality Regulations for Implementing the Procedural Provisions of the NEPA and 23 CFR 771."
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"text": "FDOT utilized the PIP to obtain input and involvement from the public, key stakeholder groups, and others who could be affected by, benefit from, and/or have an interest in the proposed project. Most of the public involvement resources have been directed toward communicating with people who live, work, or have an interest in the Bradenton-Palmetto Connector PD&E Study. One of the primary goals was to provide affected communities with clear, consistent, accurate, and current information about the project throughout the NEPA process, including the alternatives being examined. The Comments and Coordination Report will document the outreach activities the FDOT has conducted and the comments submitted."
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"text": "A Public Workshop was held on February 3, 2026, and a virtual meeting was held on February 5, 2026. At the in-person meeting, attendees could leave written comments. All other comments were submitted either by email, website, or by mail. During the in-person meeting, 23 comments were received. Three comments were received during the 10-day comment period following the meeting, which ended on February 16, 2026. Most commenters expressed support for Corridor A, favoring the \"Ultimate\" elevated concept, and eliminating Corridors B and D. The comments emphasized operations and safety needs, better management of aggressive drivers merging near the hospital, and safer access to businesses. Several comments urged that any Ultimate elevated solution be four lanes at build-out to ensure long-term capacity and reliability. Multimodal improvements were emphasized, including dedicated and separated pedestrian and bike facilities. Environmental protection was a concern in the public comments, especially the potential effects on wetlands, floodplains, and habitats north of the river. Some comments included questions about stormwater, flood risk, and the role of the U.S. Army Corps of Engineers in review. Several comments emphasized the need for coordinated signal timing during construction, stronger speed management and enforcement on neighborhood streets, and clearer traveler information to reduce congestion due to crashes. Finally, stakeholders highlighted the importance and the need for securing state and federal funding to deliver the preferred alternative and other related connectivity improvements projects in the area."
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"text": "The feedback regarding the Bradenton-Palmetto Connector Project Development and Environment (PD&E) Study highlights a proactive community eager for effective traffic solutions. Comments received at meetings generally outlined questions about specific corridor routes, potential right-of-way acquisitions, and the potential for flyover lanes."
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"text": "Community Preservation: There is strong support for preserving the character of local neighborhoods, historical sites, and reducing impacts on minority neighborhoods with calls for careful planning to minimize impacts."
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"text": "Date\n3/13/2025\n3/13/2025\n3/13/2025\n3/13/2025\n3/18/2025\n3/24/2025\n3/26/2025",
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"text": "Meeting\nCity of Bradenton โ Mayor Gene Brown\nCity of Bradenton โ Councilwoman Lisa Gonzalez Moore\nCity of Palmetto โ Mayor Dan West and Commissioner Scott Whitaker\nCity of Palmetto โ Commissioner Brian Williams\nManatee County โ Commissioner Pam Coachman\nManatee County โ Commissioner George Kruse\nLakewood Ranch Business Alliance",
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"text": "The access management classifications for the Build Alternative include class 3, class 6, and class 7, and for the Interim Improvements, class 3. The barrier median included with the proposed express lanes under the Preferred Alternative with the raised median and Interim Improvements provides a safety measure that is consistent with the project's purpose and need by reducing the potential for head-on crashes, and thereby the severity of crashes, and confining turning movement conflicts to intersection locations and at separate turn lanes. The Preferred Alternative does not change access to abutting properties or to existing roadways."
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r7c0 (0%): โ115 10^{{th}} St W, Palmetto, FL 34221-3952โ
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"text": "institutional, and hospital properties. It would require approximately 27 acres of additional right-of-way, including approximately 4.5 acres for roadway and 22.7 acres for stormwater management ponds. A Conceptual State Relocation Plan (June 2026) was prepared to support the PD&E (See attached); of the 100 parcels identified as potentially impacted, six residential relocations and one business relocation are anticipated. The remaining parcels are expected to incur minor impacts affecting limited portions of the parcel and, therefore, are not anticipated to result in relocations."
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"text": "A total of six potential residential and one potential business relocation are associated with the proposed improvements to US 41. The identified properties would be impacted by the proposed Wet Pond 9D, Dry Pond 9F, VB-9D, Swale 5S, FPC 2 and Dry Pond 2. A Right of Way and Relocation Assistance Program will be carried out in accordance with Section 421.55, Florida Statutes, Relocation of displaced persons, and the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (Public Law 91-646 as amended by Public Law 100-17)."
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"text": "Water Quality Treatment: The alternative SMFs have been evaluated to provide treatment for the entire project limit in accordance with the following State standards based on the ERP Applicant's Handbook Volume I. For the impaired basins, BMP Trains was used to show a total of 80% nitrogen and 80% phosphorus removal for proposed project due to the impairment of waterbodies. A higher rate of nutrient removal of 95% on nitrogen and phosphorus will be evaluated for the Interim Improvements condition in the future phase to accommodate the encroachment of OFW's boundaries at the watershed downstream end."
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"text": "Water Quantity: SWFWMD has water quantity criteria for open basins that must be satisfied."
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"text": "Southwest Florida Water Management District โ The District's design storm event for construction activity is the 25-year/24-hour storm for open basins (40D-40, F.A.C.). It will be necessary to demonstrate that the post-development peak discharge from the design storm does not exceed the pre-development peak discharge for the same storm event for open basins."
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"text": "The projectโs drainage design is to provide floodplain compensation in compliance with FEMA, SWFWMD, and FDOT guidelines. No net encroachment shall occur as a result of the proposed activity."
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"text": "All floodplain within the right-of-way is assumed to be completely impacted. This includes both existing right-of-way as well as areas where additional right-of-way has been proposed for roadway or use as stormwater management facilities."
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"text": "The following floodplain information for the project area was reviewed:"
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"text": "FEMA Flood Maps โ The Flood Insurance Rate Map (FIRM) Community-Panel Number that includes the project area is 12081C0168F, 12081C0164F, 12081C0306F, 12081C0302F, effective August 28, 2008. Please refer to the project FEMA FIRMs included in Appendix A.",
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"text": "City of Bradenton Watershed Study โ The City of Bradenton Watershed model was used for floodplain evaluations and impacts for US 41, South of the DeSoto Bridge. Please refer to Appendix A."
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"text": "The project traverses through two FEMA floodplains, including Zone AE on land and Zone VE over the Manatee River (North American Vertical Datum 88 (NAVD88)). The DeSoto Bridge is located over the Zone VE, but this should not impact the project. Roadway widening may impact the floodplain, and compensation will be accounted for in the pond design. Floodplain compensation"
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"text": "storage is provided for all impacts due to the roadway improvements or proposed Stormwater Management Facilities (SMFs). Cup-for-cup method is utilized for sizing Floodplain Compensation (FPC) sites. No portions of the project lie within a regulated floodway."
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"text": "The preferred floodplain pond sites for the Build Alternative are FPC 1 Alt 1, FPC 2 Alt 1, and FPC 3 Alt 1. These alternatives were then compared based on relocations and community impacts; environmental impacts, including wetlands, upland habitat, and protected species involvement; petroleum and hazardous materials contamination; and economic factors, including right-of-way costs. Maps showing the alternative SMF and FPC sites are provided in the PSR, which is available in the project file."
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"text": "The Preferred Alternative consists of multiple structures and bridges. Six typical sections are described below to describe the differences in bridges proposed for this project. For geometrical details, please refer to the Typical Section package in Appendix A, and the Concept plans in Appendix B."
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"text": "Two proposed express lanes are provided in the US 301 median via an elevated structure beginning just west of[p86.6.1] Street East and continuing through the US 301/US 41 junction to westbound SR 64. While the number and arrangement of existing general-use lanes remain unchanged, US 41 north of the junction would be reconstructed with a wider median to accommodate the elevated structure. The proposed typical section is a six-lane roadway with three 11-foot travel lanes and 6-foot sidewalks on both sides with curb and gutter and two elevated proposed express lanes on a structure. The proposed ROW is approximately 120 feet for this section, as conceptually shown in Figure 7-4. Additional details are provided in Section 5.4",
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"text": "The proposed typical section for US 301/1[p87.4.2] Street West over US 41 consists of a four-lane bridge with two 12-foot travel lanes in each direction, 10-foot outside shoulders, and an 18-foot median separating opposing traffic. The total bridge width is approximately 90 feet, as conceptually shown in Figure 7-5.",
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"text": "The new bridge over the Manatee River replaces the existing, aging bridge, which has only four travel lanes and does not accommodate pedestrians or bicyclists. The new DeSoto Bridge consists of six 11-foot travel lanes and two 12-foot proposed express lanes, plus a 12-foot shared use path on each side, physically separated from the travel lanes by a barrier. In addition, the new bridge separates the proposed express lanes from the general-use lanes via a buffer, as shown in Figure 7-6. Additional details are provided in Section 5.4.",
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"text": "Beginning just south of US 301, the proposed express lanes in the US 41 median transition from an elevated structure to at-grade to facilitate crossings over US 301 and the CSX Railroad Short Line, allowing shared bridge use and reducing construction costs. North of the DeSoto Bridge, the proposed typical section extends approximately two miles from[p88.8.3] Street East and consists of a six-lane divided roadway with three 11-foot travel lanes in each direction, 12-foot shared use paths on both sides, and two elevated proposed express lanes within the median. The proposed right-of-way is approximately 176 feet, as conceptually shown in Figure 7-7, with additional details provided in Section 5.4.",
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"text": "US 41 over US 301/10^{th} St Tamiami Trail",
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"text": "The proposed typical section for US 41 over US 301/10[p89.5.2] Street consists of six 11-foot travel lanes and two 12-foot proposed express lanes, plus an eight-foot shoulder on each side, physically separated from the travel lanes by a barrier. In addition, the new bridge separates the proposed express lanes from the general-use lanes via a four-foot buffer, resulting in a total bridge width of approximately 140 feet as shown in Figure 7-8.",
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"text": "Bridge Width 164 Feet โ 8 Inches",
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"text": "Figure 7-8 โ Preferred Alternative US 41 over US 301/10[p89.8.1] St",
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"text": "The proposed typical section for US 41 over the CSX Railroad Short Line consists of a multi-lane bridge facility accommodating both proposed express and travel lanes. The section includes three 11-foot general-use travel lanes in each direction, separated by buffers from 12-foot proposed express lanes in each direction. The typical section also includes shared use paths on both sides,"
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"text": "shoulders, and a ramp connection, resulting in a total bridge width of approximately 186 feet and eight inches, as conceptually shown in Figure 7-9.",
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"text": "Bridge Width 186 Feet โ 8 Inches",
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"text": "The Interim Improvements includes a full replacement of the DeSoto Bridge. Under this improvements, the proposed typical section consists of a six-lane bridge facility with three 11-foot travel lanes in each direction, separated by a barrier. The section also includes eight-foot outside shoulders on both sides and 12-foot shared use paths on each side of the bridge. The bridge is designed to accommodate future widening to add proposed express lanes as part of the Build Alternative. The total bridge width is approximately 128 feet and eight inches. The lane arrangements on the DeSoto Bridge under the Interim Improvements are shown in Figure 7-10 below.",
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"text": "Figure 7-10 โ Interim Improvements Desoto Bridge",
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"text": "The DeSoto bridge is in an area classified as a marine environment and is anticipated to be classified as โextremely aggressiveโ for both the substructure and superstructure. The other bridges are located outside of a marine environment are anticipated to be classified as โmoderately aggressiveโ for both the superstructure and substructure."
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"text": "It is anticipated that the DeSoto bridge will utilize a superstructure consisting of approximately 150-foot to 170-foot spans that use FIB-72 or FIB-78 girders. The US 301 bridge over US 41 NB is anticipated to have a superstructure consisting of FIB 54 or FIB 63 girders for a 140-foot span. The US 41 bridge over US 301 is anticipated to have a superstructure consisting of FIB 63 or FIB 72 girders for 150-foot spans. The US 41 bridge over the CSX RR Short Line is anticipated to have a superstructure consisting of FIB 54 or FIB 63 girders for a 140-foot span. The majority of the elevated viaduct structure is anticipated to have varying spans from 100-foot to over 200-foot that utilize FIB 36 to FIB 96 girders. There is the potential for the elevated viaduct structure to utilize steel plate girders for spans longer than 200-foot and for areas where the roadway geometries require curved spans. Other superstructure alternatives for the elevated viaduct include post-tensioned segmental box girders and steel box girders."
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"text": "These span lengths are considered reasonable for standard construction and delivery methods and routes, and the weight of these beams is not expected to require special coordination with FDOT's Permit Office for Over-Weight/Over-Dimension vehicles. The arrangement of the spans and the type of superstructure will be further evaluated during the design phase and documented in the Bridge Development Report (BDR)."
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"text": "It is anticipated that the DeSoto Bridge and the US 41 over US 301 Bridge will utilize multi-column piers and that the elevated viaduct structure will utilize single column piers. Both pier types may potentially have flared or tapered caps and/or columns to produce a visually appealing structure. Some of the elevated viaduct structure piers may have to utilize non-flared or non-tapered columns and/or caps to meet the minimum vertical clearance requirements. It is anticipated that the mechanically-stabilized earth (MSE) walls can have an aesthetic finish applied to enhance the visual appeal if desired."
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"text": "Aesthetics will be further evaluated during the design phase and documented in the BDR."
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"text": "It is anticipated for the DeSoto Bridge will have a substructure consisting of two multi-column piers that can be independently constructed during the two construction phases. All piers are"
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"text": "anticipated to be in the water and utilize waterline footings, except the first pier on the south side, which will have a buried footing. It is anticipated for the US 41 bridge over US 301 will have a substructure consisting of two multi-column piers that can be independently constructed during two construction phases. It is anticipated that the elevated viaduct bridge will have single column piers with the potential for inverted-tee caps to help meet vertical clearance requirements. Post-tensioning for some of the elevated structure pier caps may be required. It is anticipated that all bridges will utilize standard end bents."
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"text": "Repetitive details could be utilized to reduce costs, increase constructability, and enhance the feasibility of using precast elements for the footings and columns if desired. The substructure type will be further evaluated during the design phase and documented in the BDR."
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"text": "Based on limited available project geotechnical data, it is anticipated that 24-inch precast concrete piles could be utilized for the bridge replacements. Installation of the proposed piles without impacting the existing piles appears possible since the majority of the proposed piers can be located away from existing foundations. This minimizes the potential for vibration impacts during the construction of proposed pilings and avoids potential conflicts with the existing piles, allowing them to remain in place and be cut off a minimum of two (2) feet below the groundline. Therefore, removing the existing piles may be required, but will be avoided if possible by carefully evaluating footing locations. It is anticipated that either 24-inch precast concrete piles or single large diameter drilled shafts could be utilized for the elevated viaduct bridges. The use of single large diameter drilled shafts may reduce the area required for the foundations in the median and allow for a smaller work zone. The foundation types and location will be further evaluated during the design phase and documented in the BDR."
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"text": "The proposed span arrangement of the DeSoto Bridge was based on maintaining a 75-foot horizontal clearance between bridge fenders to match the existing navigational channel. This can be accomplished with an approximate 170-foot main channel span and varying approach span lengths on both sides. The preliminary span arrangement was chosen to maximize the distance to existing bridge foundations and to minimize bridge hydraulics impacts. It is anticipated that piers may need to be placed near Riverside Boulevard and in the Bradenton Waterfront Riverwalk near existing pier locations. The proposed 140-foot span for US 301 over US 41 NB was estimated to provide a clear span to allow for the roadway typical section of US 41 NB to be improved to meet current standards. The proposed 150-foot spans for US 41 over US 301 were estimated to provide clear spans to allow for the roadway typical section of US 301 to be improved to meet current standards. The proposed 140-foot span for US 41 over CSX RR Short Line was estimated to provide"
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"text": "a clear span over the RR ROW. The elevated viaduct structure is proposed to have 100-foot to 200-foot typical spans with potential for 250-foot spans at major intersections."
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"text": "MSE retaining walls are anticipated to be utilized to eliminate the use of embankment slopes and limit the need for additional right-of-way. The span arrangement and wall layout will be further evaluated during the design phase and documented in the BDR."
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"text": "The horizontal alignment of the roadway mirrors that of the existing road. The DeSoto Bridge shifts the centerline of the new bridge to the east of the existing bridge to facilitate phased construction of the bridge."
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"text": "The vertical alignment of the bridges are based on a vertical clearance evaluation that considers the purpose and need for the project, impacts on both the north and south, channel location (if applicable) and topography, surrounding resources, maintenance, and connectivity. For the DeSoto Bridge the preliminary clearance determination received from our USCG coordination meeting in February 2024 noted that a minimum vertical clearance of 40 feet above MHW for a fixed bridge would meet the reasonable needs of navigation for this bridge crossing. The other bridges will have a vertical clearance that meet the FDOT FDM."
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"text": "The Transportation Management Plan outlines a phased construction approach designed to maximize the number of lanes open to traffic at all times minimizing disruptions to motorists, adjacent properties, and overall corridor operations. Phase I will keep the existing two-lane traffic on its current alignment while crews widen the roadway and sidewalk to the outside to provide one operational southbound travel lane and associated shoulders for use in Phase II; this strategy ensures that early construction activities proceed without affecting current traffic operations. In Phase II, southbound traffic will be shifted onto the newly built southbound lane and bridge, allowing construction to advance on the remaining elements of the proposed bridge structure as well as the northbound roadway improvements. Phase III will then transition traffic onto the newly completed roadway and bridge to facilitate completion of the remaining northbound roadway work and the demolition and removal of the existing bascule bridge. Finally, Phase IV will focus on applying the final roadway friction course and installing the permanent pavement markings, completing the corridor's operational and safety enhancements. Further coordination will be necessary with Manatee Memorial Hospital and Manatee County Emergency Services during the final design phase to ensure uninterrupted access to the hospital is maintained throughout the construction period. Coordinating with local emergency service providers is critical for facilitating accommodation and planning for emergency vehicle routes during construction. It is anticipated"
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"text": "that detours via US 41 Business (Green Bridge) instead of US 41 and the DeSoto Bridge could result in additional travel times ranging from approximately 12 to 30 minutes, depending on the time of day."
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"text": "The construction of the northbound half of the DeSoto Bridge will start independently from the existing bridge, with a shift of approximately 44 feet to the east. This adjustment creates a 10-foot space between the new northbound section and the existing bridge, allowing traffic to flow normally on the existing bridge and roadway while the new bridge is built without any disruption. Once the northbound half is completed, temporary striping will be applied to provide four lanes โ two in each direction โ enabling traffic to move to the new bridge. Subsequently, the old DeSoto Bridge will be dismantled, and the southbound half of the new bridge will be constructed and connected to the northbound section."
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"text": "It is anticipated that top-down construction techniques will be utilized for the elevated viaduct structure in order to minimize the total width of the required median work zones. Traffic can be shifted as necessary away from the median area while maintaining the flow of traffic."
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"text": "Traffic shifts and temporary pavement, with overbuild, will be utilized to construct and maintain landside traffic patterns. Construction of the shared use paths and sidewalks will be incorporated in the phasing plans."
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"text": "Phase I: Keep traffic on existing lanes while widening US 41 to the outside from the at-grade CSX railway to south of DeSoto bridge and also from north of DeSoto bridge the project end at structure #130009.",
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"text": "Construction of the Build Alternative is expected to have moderate impacts related to property access. Construction is not anticipated to adversely impact listed species so long as adherence to project commitments, construction precautions, and conservation measures is maintained. Also, construction is not expected to have any significant impact on water quality, noise, or air quality. The project will adhere to the FDOT Standard Specifications for Road and Bridge Construction, along with implementing a Stormwater Runoff Control Concept and Best Management Practices to minimize or eliminate potential construction impacts."
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"text": "Construction activities for the proposed project may cause minor short-term impacts on noise, air quality, water quality, traffic congestion, and visual impacts within the immediate vicinity of the project."
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"text": "For residents living along the project area, some of the construction equipment and materials stored for the project may be displeasing visually; however, this will be a temporary condition and should pose no substantial problem."
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"text": "Dust from earthwork and unpaved areas may impact air quality. Adherence to applicable state regulations and to applicable sections of the FDOT's Standard Specifications for Road and Bridge Construction will minimize these impacts."
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"text": "Maintenance of traffic (MOT) and sequencing of construction activities will be planned and scheduled to minimize traffic delays throughout the project. There will be no bridge closures during construction. Signage will be used as appropriate to provide pertinent information to the traveling public. A sign providing the name, address, and telephone number of an FDOT contact person will be displayed on-site to assist the public in obtaining immediate answers to questions about project activity."
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"text": "Special features of the Build Alternative include the implementation of proposed express lanes throughout the project limits. Further, the proposed express lanes transition from an elevated structure to the same elevation as the general-use lanes not only at the project end points, but also at the US 41 bridges over the Manatee River, US 301, and the CSX Railroad Short Line. The transition areas include mechanically stabilized earth (MSE) retaining walls to minimize the roadway footprint on adjacent parcels and environmentally sensitive areas such as the Palmetto Estuary Preserve."
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"text": "Several utilities are located within the project limits including aerial power lines, underground electric lines, underground fiber optic cable, water distribution, sanitary and storm sewers, and gas distribution. For the Preferred Alternative, it is anticipated that utility relocations will be required based on location and depth. Coordination with utility owners will take place during the design phase for relocation agreements and schedules. A Utilities Assessment Package (UAP) is included as part of the project."
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"text": "Given the potential for initial implementation of the Build Alternative under the Interim Improvements, particular attention has been given to the utilities in this area. surrounding the DeSoto Bridge. A subaqueous waterline owned and operated by Manatee County, which is a critical part of the County's potable water distribution system, runs parallel to the bridge and will be replaced. Existing utilities are listed in Table 7-3.",
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"text": "Utility Name\nCity of Bradenton\nCity of Bradenton Street Lights and Traffic\nCity of Palmetto\nComcast\nCrown Castle Fiber, LLC\nFlorida Power & Light Distribution\nFlorida Power & Light Transmission\nFrontier Florida, LLC\nManatee County โ Utility Operations",
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"text": "Utilities List\nManatee County Traffic Operations\nMCI Metro Access Transmission Services, LLC\nPeace River Electric Cooperative, Inc.\nPeoples Gas System, Inc.\nSpectrum Sunshine State, LLC\nUniti Fiber LLC (Windstream)\nZayo Group LLC",
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"text": "Preliminary cost estimates for the Preferred Alternative are included in Table 7-44. Construction costs are based on FDOT's Long Range Estimates (LRE) cost estimating system which includes temporary traffic control, mobilization, project unknowns and contingency. The LRE estimate is included in Appendix C. Estimated costs are subject to revision as the design phase progresses.",
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"text": "Component\nDesign (10% of Construction)\nRight-of-Way\nConstruction Engineering & Inspection (10% of Construction)\nConstruction\nTotal Estimated Cost",
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"text": "Preferred Alternative (rounded to $0.10 million)\n$73.20\n$45.00\n$73.20\n$732.10\n$923.50",
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"text": "Interim Improvements\n$22.05\n$15.00\n$22.05\n$220.50\n$279.60",
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"text": "The proposed improvements associated with the Preferred Alternative are compatible with both the Bradenton and Palmetto Comprehensive Plans and support their respective plans' Future Land Use Elements. According to the City of Bradenton 2030 Comprehensive Plan Future Land Use Map and the City of Palmetto Future Land Use Map, the project area will remain urbanized, with predominantly commercial, retail, institutional, community recreational, high-density residential,"
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"text": "Page | 87",
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"text": "1) Estimated Construction cost based on LRE system dated April 2026",
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"text": "and undeveloped/open land uses. The City of Bradenton designates the areas between the Desoto bridge and[p98.1.1] Ave East as Urban Central Business District according to the 2010-2030 Future Land Use Map and the study area south of the Business District is designated as Urban Commercial Corridor.",
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"text": "The portion of the project within the City of Palmetto designates areas within the study area as Public Use, General Commercial, and Planned Community, making the Preferred Alternative compatible with the intent and purpose of the local jurisdiction's Comprehensive Plans, specifically the Land Use and Transportation Elements."
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"text": "A Cultural Resource Assessment Survey (CRAS), conducted in accordance with 36 CFR Part 800, was performed for the project (June 2026), and the resources listed below were identified within the project Area of Potential Effect (APE). FDOT found that these resources do not meet the eligibility criteria for inclusion in the National Register of Historic Places (NRHP), and State Historic Preservation Officer (SHPO) concurred with this determination on 02/20/2024. Therefore, FDOT, in consultation with SHPO, has determined that the preferred alternative has no Adverse Effects to Historic properties or Archeological resources."
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"text": "A total of 1.833 acres of mangrove swamps (FLUCFCS 6120) will be impacted by the Preferred Alternative. The total functional loss for this wetland system is 0.89 units. Compensatory mitigation options for wetland impacts will be addressed in future phases of this project, but at this time, Mangrove Point Mitigation Bank has a service area that overlaps the project and has the appropriate credits available."
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"text": "The proposed project will have no significant short-term or long-term adverse impacts to wetlands, there is no practicable alternative to construction in wetlands, and measures have been taken to minimize harm to wetlands. FDOT will employ various strategies to fulfill mitigation needs, which may include using approved mitigation banks or restoration, enhancement, preservation, and/or creation of wetlands, either on or off-site."
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"text": "A Natural Resource Evaluation (NRE) was completed in June 2026 to document and present the findings of potential protected species and habitat involvement associated with the Preferred Alternative and is located in the project file."
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"text": "Fifty-two (52) protected plants and wildlife species are known to occur in Manatee County. Seventeen (17) of the species are federally listed endangered or threatened. Thirty-one (31) species are state-listed endangered or threatened. Two species (bald eagle and whooping crane) are not federal or state listed but are protected. Multiple species of bats are state-protected by F.A.C. 68A-4.001 General Prohibitions and 68A-9.010 Taking Nuisance Wildlife. Additionally, two species proposed for listing under the ESA (monarch butterfly and tricolored bat) have the potential to occur in Manatee County."
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"text": "Compensatory mitigation and conservation measures implemented during construction will offset negative impacts to federally protected species. The tricolored bat is not likely to roost within the bridge structure. FDOT will continue coordination with USFWS to determine the potential effect on the tricolored bat once a final listing decision has been made. No impacts are anticipated to state or federally protected bats due to the proposed project."
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"text": "No bald eagle nests are located within the secondary protection zone (660-foot) of the study area. Therefore, no impacts are anticipated on the species."
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"text": "Multiple avenues of protection will be employed to negate and minimize any potential effects on federal and state listed species. Some of the measures employed may include detailed surveys and agency coordination during the project design phase, including providing appropriate mitigation to offset impacts. During construction, BMPs, adherence to FDOT's \"Standard Specification for Road and Bridge Construction\", and use of preconstruction surveys are strategies that will be considered, as needed, for protection of listed species."
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"text": "The study area occurs within areas of CH for the West Indian manatee. The proposed project will include the replacement of an existing overwater structure and minor impacts to mangroves and surface waters (Manatee River), which provides a suitable habitat utilized by manatees. Impacts to mangroves are minor, given the small size of the impact to mangroves relative to the available habitat in the region. Additionally, compensatory mitigation to offset the loss of similar habitat will be provided. No impact on seagrass is proposed, which is a main food source for manatees."
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"text": "Seagrasses in the vicinity of the bridge will be unaffected by construction. Water depths are shallow around the mangrove swamps but deepen under the main stretch of the bridge, where pilings will be added. Boat traffic is common within the channel/Manatee River. Impacts on surface waters considered critical habitat will result from the pilings; however, these impacts will be minimal. Impacts on water quality during construction may occur due to pile driving and other in-water work; however, these will be temporary, and BMPs will be implemented. For these reasons, it was determined that the Preferred Alternative will not result in the destruction or adverse modification of critical habitat for the West Indian manatee."
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"text": "A Noise Study Report (NSR) was completed in June 2026 to document and present the findings of the proposed project's traffic noise levels. Land uses within the project limits are identified in the FDOT listing of noise and vibration-sensitive sites (e.g., residences, hospitals, and parks). Construction of the proposed bridge replacement is not expected to have any significant noise or vibration impact. It is anticipated that the application of the FDOT \"Standard Specifications for Road and Bridge Construction\" will minimize or eliminate potential construction noise and vibration impacts. However, should unanticipated noise or vibration issues arise during construction, the Project Engineer, in coordination with the District Noise Specialist and the Contractor, will investigate additional methods to control these impacts."
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"text": "A Contamination Screening Evaluation Report (CSER) was developed to evaluate the potential and existing contamination sources within the study area with a buffer of 500 feet, 1,000 feet and half a mile from the project limits. Seventy contamination sites were identified within or near the project Right of Way. A contamination risk rating was assigned to each site to describe the potential for a contaminated site to impact the project area. The risk rating distribution for these identified sites/facilities is presented in . The sites with Medium and High contamination risk ratings will be reevaluated during the project design phase by performing a Level 2 Impact to Construction Assessment (ICA) if deemed necessary. The ICA effort will be coordinated through the District Contamination Impact Coordinator (DCIC)."
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"text": "On behalf of the Florida Department of Transportation, this Level I Contamination Screening Evaluation Report (CSER) was prepared to evaluate the Bradenton-Palmetto Connector US 41/SR 55 from US 301/SR 683 at 9th Street East to North of 25th Street East Project, located in Manatee County, Florida. This contamination evaluation was performed in accordance with the FDOT's Project Development and Environment Study (PD&E) Manual. The CSER was performed for the project limits shown on report figures and described as existing and proposed right-of-way necessary to accommodate the proposed project improvements. The study area includes a search buffer from the project limits of 500 feet for petroleum, drycleaners, and non-petroleum sites; 1,000 feet for non-landfill solid waste sites; and ยฝ mile for Comprehensive Environmental Response, Compensation and Liability Act (CERCLA), National Priorities list (NPL) Superfund sites, or Landfill sites."
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"text": "This PD&E study evaluates the Preferred Alternative and the Interim Improvements within the project study limits. The overall corridor improvements (Preferred Alternative) begin at US 301/SR 683 at 9th St East in the City of Bradenton, Florida and continues north to US 41 north of[p102.7.1] St East in the City of Palmetto, Florida. The limits of the Interim Improvements are inside the Preferred Alternative from westbound SR 64 to US 301. The Preferred Alternative and Interim Improvement limits are shown in Figure 1-2.",
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r1c1 (0%): โR/Iโ
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r3c1 (40%): โC2 : RURAL ( ) C4 : URBAN GENERALโ
r8c1 (0%): โINTERSTATE ( ) MAJOR COLLECTORโ
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r0c0 (38%): โTRAFFIC DATA: AT-GRADE MP. 1.661 TO MP. 1.765โ
r2c2 (0%): โESTIMATED OPENING YEAR = 2030 AADT = 43,600โ
r3c2 (0%): โESTIMATED DESIGN YEAR = 2050 AADT = 49,600โ
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1 ยท TABLE
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r5c0 (0%): โ() C3R : SUBURBAN RES. () C6 : URBAN COREโ
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r25c1 (0%): โSR 55 (US 301 / US 41) BRIDGE #130053 MP. 2.617 TO MP. 3.253โ
r31c0 (41%): โCURRENT YEAR = 2024 AADT = 65,000 ESTIMATED OPENING YEAR = โฆโ
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Page 112
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Table integrity:
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r2c0 (0%): โC1 : NATURAL (X) C3C : SUBURBAN COMM.โ
r3c0 (40%): โC2 : RURAL ( ) C4 : URBAN GENERALโ
Page 112 JSON
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1 ยท TABLE
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Page 119
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1 ยท TABLE
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86 ยท FOOTER
Table integrity:
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r31c1 (0%): โCURRENT YEAR = 2024 AADT = 65,000 ESTIMATED OPENING YEAR = โฆโ
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Page 121
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1 ยท HEADER
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r3c0 (40%): โ( ) C2 : RURAL ( ) C4 : URBAN GENERALโ
r5c0 (0%): โ(X) C3R : SUBURBAN RES. ( ) C6 : URBAN COREโ
r8c0 (0%): โ( ) INTERSTATE ( ) MAJOR COLLECTORโ
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1 ยท FIGURE
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r0c4 (0%): โSHEETNO.โ
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r0c4 (0%): โSHEETNO.โ
r1c4 (55%): โCRAIG FOX, P.E.LICENSE NUMBER: 83544GFT INFRASTRUCTURE, INCโฆโ
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Page 182
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Page 185
135 item(s)
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Page 186
108 item(s)
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Page 187
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Page 188
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89 ยท TABLE
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Page 189
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Page 192
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89 ยท CAPTION
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Page 195
112 item(s)
JSON
caption (1)
table (2)
table_cell (109)
1 ยท TABLE
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48 ยท CAPTION
49 ยท TABLE
50
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Table integrity:
1 of 46 cells don't match the text layer at their coordinates.
r5c4 (0%): โExtended Amountโ
Table integrity:
2 of 63 cells don't match the text layer at their coordinates.
r3c4 (0%): โExtended Amountโ
r12c1 (40%): โSTAKED TURBIDITY BARRIER-NYL REINF PVCโ
Page 195 JSON
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Page 196
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Page 197
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}
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72 item(s)
JSON
caption (6)
table (6)
table_cell (60)
1 ยท TABLE
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Page 198 JSON
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"text": "Sequence: 3 NDU - New Construction, Divided, Urban",
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"text": "Net Length:",
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"text": "0.492 MI",
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"text": "Reconstruction from Bridge to Haben Blvd, includes Access Roads (1340 LF) and 2210 LF of aux lanes as X-items",
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"text": "2,600 LF",
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"text": "EARTHWORK COMPONENT",
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"text": "Description\nStandard Clearing and Grubbing Limits L/R\nIncidental Clearing and Grubbing Area",
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"text": "Value\n105.00 / 105.00\n0.00",
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"text": "Alignment Number\nDistance\nTop of Structural Course For Begin Section\nTop of Structural Course For End Section",
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"text": "1\n0.492\n105.00\n105.00",
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"text": "Horizontal Elevation For Begin Section",
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"text": "100.00",
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"text": "6 to 1 / 6 to 1\n4.00 % / 4.00 %",
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"text": "Outside Shoulder Cross Slope L/R",
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"text": "2.00 % / 2.00 %",
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"col": 1,
"rowspan": 1,
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},
{
"id": "p198.3.14",
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"l": 108.487495,
"t": 539.982725,
"r": 203.480558,
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"text": "Roadway Cross Slope L/R",
"attrs": {
"row": 7,
"col": 0,
"rowspan": 1,
"colspan": 4,
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},
{
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"r": 487.361555,
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"text": "2.00 % / 2.00 %",
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"row": 7,
"col": 1,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
}
},
{
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"type": "table_cell",
"bbox": {
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"r": 145.634906,
"b": 505.958508
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"text": "Pay Items",
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"col": 0,
"rowspan": 1,
"colspan": 5,
"bbox_refit": true
}
},
{
"id": "p198.3.17",
"order": 27,
"type": "table_cell",
"bbox": {
"l": 107.812496,
"t": 502.857727,
"r": 155.0414,
"b": 469.50851
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"text": "Pay item\n110-1-1\n120-6",
"attrs": {
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"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true,
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},
{
"id": "p198.3.18",
"order": 28,
"type": "table_cell",
"bbox": {
"l": 171.663274,
"t": 502.857727,
"r": 266.181727,
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"text": "Description\nCLEARING & GRUBBING\nEMBANKMENT",
"attrs": {
"row": 9,
"col": 1,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true,
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}
},
{
"id": "p198.3.19",
"order": 29,
"type": "table_cell",
"bbox": {
"l": 326.744518,
"t": 502.857727,
"r": 381.228357,
"b": 469.50851
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"text": "Quantity Unit\n12.52 AC\n61,125.29 CY",
"attrs": {
"row": 9,
"col": 2,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true,
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},
{
"id": "p198.3.20",
"order": 30,
"type": "table_cell",
"bbox": {
"l": 386.144515,
"t": 502.857727,
"r": 426.686704,
"b": 469.50851
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"text": "Unit Price\n$36,990.22\n$18.14",
"attrs": {
"row": 9,
"col": 3,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true,
"merged_continuation": true
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},
{
"id": "p198.3.21",
"order": 31,
"type": "table_cell",
"bbox": {
"l": 435.704282,
"t": 502.857727,
"r": 504.71116,
"b": 469.50851
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"text": "Extended Amount\n$463,117.55\n$1,108,812.76",
"attrs": {
"row": 9,
"col": 4,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true,
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},
{
"id": "p198.3.22",
"order": 32,
"type": "table_cell",
"bbox": {
"l": 171.663274,
"t": 454.257729,
"r": 279.514295,
"b": 445.208511
},
"text": "Earthwork Component Total",
"attrs": {
"row": 10,
"col": 0,
"rowspan": 1,
"colspan": 4,
"bbox_refit": true
}
},
{
"id": "p198.3.23",
"order": 33,
"type": "table_cell",
"bbox": {
"l": 452.906231,
"t": 454.257729,
"r": 504.705887,
"b": 445.208511
},
"text": "$1,571,930.31",
"attrs": {
"row": 10,
"col": 1,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true
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}
]
},
{
"id": "p198.4",
"order": 34,
"type": "caption",
"bbox": {
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"t": 420,
"r": 355.92,
"b": 408
},
"text": "ROADWAY COMPONENT",
"attrs": {
"block_label": "figure_title"
}
},
{
"id": "p198.5",
"order": 35,
"type": "caption",
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"t": 406.32,
"r": 169.2,
"b": 395.52
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"text": "User Input Data",
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{
"id": "p198.6",
"order": 36,
"type": "table",
"bbox": {
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"t": 405.657731,
"r": 392.64,
"b": 338.88
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"text": "",
"attrs": {
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"type": "table_cell",
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"text": "User Input Data",
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"rowspan": 1,
"colspan": 2,
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{
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"type": "table_cell",
"bbox": {
"l": 108.487495,
"t": 392.832731,
"r": 218.786709,
"b": 340.583515
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"text": "Description\nNumber of Lanes\nRoadway Pavement Width L/R\nStructural Spread Rate\nFriction Course Spread Rate",
"attrs": {
"row": 1,
"col": 0,
"rowspan": 1,
"colspan": 1,
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"type": "table_cell",
"bbox": {
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"t": 392.832731,
"r": 388.927571,
"b": 340.583515
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"text": "Value\n6\n33.00 / 33.00\n330\n165",
"attrs": {
"row": 1,
"col": 1,
"rowspan": 1,
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"bbox_refit": true,
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"id": "p198.7",
"order": 40,
"type": "caption",
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"text": "Pay Items",
"attrs": {
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},
{
"id": "p198.8",
"order": 41,
"type": "table",
"bbox": {
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"r": 506.4,
"b": 236.16
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"text": "",
"attrs": {
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"children": [
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"id": "p198.8.1",
"order": 42,
"type": "table_cell",
"bbox": {
"l": 107.812496,
"t": 312.507735,
"r": 155.0414,
"b": 262.28351799999996
},
"text": "Pay item\n160-4\n285-709\n334-1-13",
"attrs": {
"row": 0,
"col": 0,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true,
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},
{
"id": "p198.8.2",
"order": 43,
"type": "table_cell",
"bbox": {
"l": 171.663274,
"t": 312.507735,
"r": 303.11029,
"b": 257.55851800000005
},
"text": "Description\nTYPE B STABILIZATION\nOPTIONAL BASE,BASE GROUP 09\nSUPERPAVE ASPHALTIC CONC, TRAFFIC C",
"attrs": {
"row": 0,
"col": 1,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true,
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},
{
"id": "p198.8.3",
"order": 44,
"type": "table_cell",
"bbox": {
"l": 326.744518,
"t": 312.507735,
"r": 381.228357,
"b": 262.28351799999996
},
"text": "Quantity Unit\n22,046.91 SY\n19,065.73 SY\n3,145.85 TN",
"attrs": {
"row": 0,
"col": 2,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true,
"merged_continuation": true
}
},
{
"id": "p198.8.4",
"order": 45,
"type": "table_cell",
"bbox": {
"l": 388.876159,
"t": 312.507735,
"r": 426.686704,
"b": 262.28351799999996
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"text": "Unit Price\n$5.52\n$18.79\n$178.48",
"attrs": {
"row": 0,
"col": 3,
"rowspan": 1,
"colspan": 1,
"bbox_refit": true,
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},
{
"id": "p198.8.5",
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"type": "table_cell",
"bbox": {
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"r": 504.711164,
"b": 262.28351799999996
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"text": "Extended Amount\n$121,698.94\n$358,245.07\n$561,471.31",
"attrs": {
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"rowspan": 1,
"colspan": 1,
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{
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"text": "337-7-83",
"attrs": {
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{
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"text": "ASPH CONC FC,TRAFFIC C,FC-12.5,PG 76-22",
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"text": "1,572.92 TN",
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Page 199
106 item(s)
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1 ยท HEADER
2 ยท HEADER
3 ยท TABLE
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5 ยท TABLE
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Table integrity:
1 of 97 cells don't match the text layer at their coordinates.
r26c1 (40%): โCONCRETE CURB & GUTTER, TYPE Fโ
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Page 200
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Page 202
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1 ยท TABLE
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100 ยท HEADING
101 ยท CAPTION
102 ยท TABLE
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Table integrity:
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r1c1 (50%): โELECTRICAL SERVICE WIRE, F&IPREST CNC POLE,F&I,TYP P-IISRV โฆโ
r3c1 (17%): โPREST CNC POLE,F&I,TYP P-VALUMINUM SIGNALS POLE,PEDESTALโ
r5c1 (14%): โVEH TRAF SIGNAL,F&IALUMINUM, 3 S 1 Wโ
r6c1 (57%): โVEH TRAF SIGNAL,F&IALUMINUM, 4 S 1 Wโ
Table integrity:
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r0c0 (0%): โA Nameโ
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Page 203
49 item(s)
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Page 204
82 item(s)
JSON
caption (7)
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1 ยท TABLE
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9
10
11
12 ยท CAPTION
13 ยท CAPTION
14 ยท TABLE
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16
17
18
19 ยท CAPTION
20 ยท TABLE
21
22
23
24
25
26
27
28
29
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31 ยท TABLE
32
33
34 ยท CAPTION
35 ยท CAPTION
36 ยท TABLE
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38
39 ยท CAPTION
40 ยท TABLE
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42
43
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66 ยท CAPTION
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69
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73
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79
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82
Table integrity:
1 of 6 cells don't match the text layer at their coordinates.
r0c2 (50%): โ0.530 MLโ
Page 204 JSON
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Page 205
122 item(s)
JSON
caption (1)
table (2)
table_cell (119)
1 ยท TABLE
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46 ยท CAPTION
47 ยท TABLE
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Table integrity:
1 of 44 cells don't match the text layer at their coordinates.
r7c4 (0%): โExtended Amountโ
Table integrity:
4 of 75 cells don't match the text layer at their coordinates.
r5c0 (0%): โRumble Strips i 1/2No. of Sidesโ
r7c4 (0%): โExtended Amountโ
r13c4 (0%): โExtended Amountโ
r16c1 (0%): โSTAKED TURBIDITY BARRIER-NYL REINF PVCโ
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Page 206
92 item(s)
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1 ยท HEADER
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Table integrity:
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r1c4 (0%): โExtended Amountโ
r6c4 (0%): โExtended Amountโ
r10c4 (0%): โExtended Amountโ
r18c4 (0%): โExtended Amountโ
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Page 207
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1 ยท HEADER
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