{"id":67,"date":"2025-04-22T18:17:53","date_gmt":"2025-04-22T22:17:53","guid":{"rendered":"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/?page_id=67"},"modified":"2025-05-02T14:14:15","modified_gmt":"2025-05-02T18:14:15","slug":"project-details","status":"publish","type":"page","link":"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/project-details\/","title":{"rendered":"Project Details"},"content":{"rendered":"<!-- Added by Post\/Page Specific Custom Code plugin, thank you for using! -->\n<style>.goals_objectives_wrapper table {\r\nbackground: #fff;\r\nmargin-bottom: 30px;\r\n}\r\n.goals_objectives_wrapper th, .goals_objectives_wrapper td, .goals_objectives_wrapper table {\r\n    border: 0 none; \r\n}\r\n.goals_objectives_wrapper ul {\r\n    margin-top: 0;\r\n}\r\ndiv#post-67 img {\r\n    max-width: 600px;\r\n}<\/style>\n<h3>Study Goals &amp; Objectives<\/h3>\n<p><strong>The following goals and objectives have been defined for this overall Study:<\/strong><\/p>\n<ul>\n<li>Undertake the necessary PD&amp;E Study evaluation and documentation efforts needed to secure federal approval for the planned replacement of the northbound Howard Frankland Bridge structure. The Study\u2019s outcome must accommodate the transit provision identified in the preliminary Locally Preferred Alternative.<\/li>\n<li>Complete the corridor evaluation and alternatives analysis work culminating<br \/>\nin the identification and approval of a preliminary Locally Preferred<br \/>\nAlternative (LPA).<\/li>\n<li>Identify any subsequent efforts that will be required to satisfy the NEPA<br \/>\nand other various federal environmental evaluation and documentation requirements needed to implement the preliminary Locally<br \/>\nPreferred Alternative.<\/li>\n<li>Prepare a New Starts report to be submitted to FTA for project evaluation and rating. (Optional, required only if the Study evolves into a formal New Starts Alternatives Analysis.)<\/li>\n<li>Identification of concerned public<\/li>\n<\/ul>\n<hr \/>\n<h3>Transit Evaluation Goals &amp; Objectives<\/h3>\n<p><strong>Goal 1: Maximize Regional Connectivity &#8211; Establish a feasible transit connection between Pinellas and Hillsborough Counties<\/strong><\/p>\n<div class=\"goals_objectives_wrapper\">\n<table border=\"0\" width=\"100%\" cellspacing=\"0\" cellpadding=\"0\">\n<tbody>\n<tr style=\"padding-bottom: 0px; margin-bottom: 0px; background-color: #b24800;\">\n<td><strong style=\"color: #fff;\">Objectives:<\/strong><\/td>\n<td><\/td>\n<\/tr>\n<tr>\n<td valign=\"top\" width=\"50%\">\n<ul style=\"padding-left: 15px; margin-left: 0;\">\n<li>Create linkage to allow direct (non-transfer) transit movements from St. Petersburg\/Clearwater area (proposed Gateway station) to and through Tampa\u2019s Central Business District (proposed Westshore station) and vice versa<\/li>\n<\/ul>\n<\/td>\n<td valign=\"top\" width=\"50%\">\n<ul>\n<li>Minimize travel time on the transit linkage<\/li>\n<li>Minimize adverse impacts on users of existing facility<\/li>\n<li>Maximize compatibility of connections (mode technology and transfers)<\/li>\n<\/ul>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<p><strong>Goal 2:<\/strong><strong class=\"goal_black\"> Maximize Future Transportation Facility Benefits<\/strong><\/p>\n<div class=\"goals_objectives_wrapper\">\n<table border=\"0\" width=\"100%\" cellspacing=\"0\" cellpadding=\"0\">\n<tbody>\n<tr style=\"padding-bottom: 0px; margin-bottom: 0px; background-color: #b24800;\">\n<td><strong style=\"color: #fff;\">Objectives:<\/strong><\/td>\n<td><\/td>\n<\/tr>\n<tr>\n<td valign=\"top\" width=\"50%\">\n<ul style=\"padding-left: 15px; margin-left: 0;\">\n<li>Improve reliability and service quality on HFB\/I-275 travel corridor by reducing travel times for auto and transit users<\/li>\n<li>Maximize use of and integration with regional transportation system<\/li>\n<li>Support and ensure consistency with regional plans and goals established by FDOT, TBARTA, LRTPs, HART, PSTA, and local growth management plans and policies<\/li>\n<\/ul>\n<\/td>\n<td valign=\"top\" width=\"50%\">\n<ul>\n<li>Maximize access to disadvantaged communities\/populations<\/li>\n<li>Maximize mobility benefits for passengers, freight and emergency<\/li>\n<li>Maximize opportunity for incremental phasing to provide mobility options<\/li>\n<\/ul>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<p><strong>Goal 3:<\/strong><strong class=\"goal_black\"> Minimize Adverse Environmental &amp; Community Impacts<\/strong><\/p>\n<div class=\"goals_objectives_wrapper\">\n<table border=\"0\" width=\"100%\" cellspacing=\"0\" cellpadding=\"0\">\n<tbody>\n<tr style=\"padding-bottom: 0px; margin-bottom: 0px; background-color: #b24800;\">\n<td><strong style=\"color: #fff;\">Objectives:<\/strong><\/td>\n<td><\/td>\n<\/tr>\n<tr>\n<td valign=\"top\" width=\"50%\">\n<ul style=\"padding-left: 15px; margin-left: 0;\">\n<li>Ensure all applicable air quality standards are met<\/li>\n<li>Avoid \/ minimize adverse impacts to wetlands, floodplains, and critical habitats<\/li>\n<li>Minimize operating noise and vibration<\/li>\n<li>Avoid \/ minimize impacts to sensitive land uses<\/li>\n<li>Minimize adverse socioeconomic impacts<\/li>\n<\/ul>\n<\/td>\n<td valign=\"top\" width=\"50%\">\n<ul>\n<li>Minimize negative impacts on environmental justice communities\/populations<\/li>\n<li>Minimize land acquisition and displacements<\/li>\n<li>Minimize adverse\/visual impacts<\/li>\n<li>Minimize loss of existing roadway capacity and parking<\/li>\n<\/ul>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<p><strong>Goal 4:<\/strong><strong class=\"goal_black\"> Maximize Engineering Feasibility and Public Safety<\/strong><\/p>\n<div class=\"goals_objectives_wrapper\">\n<table border=\"0\" width=\"100%\" cellspacing=\"0\" cellpadding=\"0\">\n<tbody>\n<tr style=\"padding-bottom: 0px; margin-bottom: 0px; background-color: #b24800;\">\n<td><strong style=\"color: #fff;\">Objectives:<\/strong><\/td>\n<td><\/td>\n<\/tr>\n<tr>\n<td valign=\"top\" width=\"50%\">\n<ul style=\"padding-left: 15px; margin-left: 0;\">\n<li>Optimize alignment routings and physical feasibility of station connections<\/li>\n<li>Provide adequate operating clearances for vehicles<\/li>\n<\/ul>\n<\/td>\n<td valign=\"top\" width=\"50%\">\n<ul>\n<li>Maximize vehicular safety<\/li>\n<\/ul>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<p><strong>Goal 5:<\/strong><strong class=\"goal_black\"> Maximize Transit Service Efficiency and Integration<\/strong><\/p>\n<div class=\"goals_objectives_wrapper\">\n<table border=\"0\" width=\"100%\" cellspacing=\"0\" cellpadding=\"0\">\n<tbody>\n<tr style=\"padding-bottom: 0px; margin-bottom: 0px; background-color: #b24800;\">\n<td><strong style=\"color: #fff;\">Objectives:<\/strong><\/td>\n<td><\/td>\n<\/tr>\n<tr>\n<td valign=\"top\" width=\"50%\">\n<ul style=\"padding-left: 15px; margin-left: 0;\">\n<li>Maximize regional transit system integration<\/li>\n<li>Ensure reliable operations<\/li>\n<\/ul>\n<\/td>\n<td valign=\"top\" width=\"50%\">\n<ul>\n<li>Maximize potential transit ridership<\/li>\n<li>Provide optimal service speeds, comfort, convenience, and quality of ride<\/li>\n<\/ul>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<p><strong>Goal 6:<\/strong><strong class=\"goal_black\"> Maximize Financial Feasibility<\/strong><\/p>\n<div class=\"goals_objectives_wrapper\">\n<table border=\"0\" width=\"100%\" cellspacing=\"0\" cellpadding=\"0\">\n<tbody>\n<tr style=\"padding-bottom: 0px; margin-bottom: 0px; background-color: #b24800;\">\n<td><strong style=\"color: #fff;\">Objectives:<\/strong><\/td>\n<td><\/td>\n<\/tr>\n<tr>\n<td valign=\"top\" width=\"50%\">\n<ul style=\"padding-left: 15px; margin-left: 0;\">\n<li>Minimize project facility\/capital costs (construction, land, permits, etc.)<\/li>\n<li>Maximize potential revenue sources<\/li>\n<\/ul>\n<\/td>\n<td valign=\"top\" width=\"50%\">\n<ul>\n<li>Ensure compatibility with existing, local, state, and federal funding sources<\/li>\n<\/ul>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<hr \/>\n<h3>Howard Frankland Bridge Proposed Improvements<\/h3>\n<p>The Recommended Alternative consists of replacing the existing northbound bridge with a wider four-lane bridge (4 southbound general use lanes, plus 2 tolled express lanes in each direction) that will be constructed to the west of the existing bridges, as shown below. This proposed alignment will have minimal impact to seagrass and other environmental resources. Construction of the new bridge will not impact existing traffic flow.<\/p>\n<p>The new bridge will be constructed approximately 8 feet higher than the existing southbound bridge. This will minimize the chance of damage from waves during an extreme weather event. The proposed new bridge will include a 12-foot shared use path (&#8220;bike-ped trail&#8221;) on the west side of the bridge.<\/p>\n<p>Once the new bridge is constructed, the older existing northbound structure will be removed. The estimated cost of the improvements, including the roadway transitions at either end of the bridge, is approximately $785 million in 2017 dollars.<\/p>\n<p><strong>The typical sections for the proposed improvements are shown below:<\/strong><\/p>\n<p><a href=\"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/proposed-improvements-typicals-large.jpg\"><img loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-80 alignnone\" src=\"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/proposed-improvements-typicals-large.jpg\" alt=\"Howard Frankland Bridge Proposed Improvements\" width=\"1080\" height=\"1218\" srcset=\"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/proposed-improvements-typicals-large.jpg 1080w, https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/proposed-improvements-typicals-large-266x300.jpg 266w, https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/proposed-improvements-typicals-large-908x1024.jpg 908w, https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/proposed-improvements-typicals-large-768x866.jpg 768w\" sizes=\"(max-width: 1080px) 100vw, 1080px\" \/><\/a><\/p>\n<h3>Transit Accommodations<\/h3>\n<p>In addition to the bridge replacement, a separate but related study is ongoing to evaluate the feasibility of including accommodations for premium transit services within the Howard Frankland Bridge corridor. The Department, in coordination with its agency partners on both sides of the Bay, is working to set aside space for a transit connection across the Howard Frankland Bridge that will link Pinellas and Hillsborough Counties via transit stations. Structural enhancements will need to be made in order to carry loading for future transit vehicles, which will cost approximately $25 million.<\/p>\n<p><a href=\"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/transit-typical-section-large.jpg\"><img loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-84 alignnone\" src=\"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/transit-typical-section-large.jpg\" alt=\"Transit Accommodations \" width=\"1080\" height=\"612\" srcset=\"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/transit-typical-section-large.jpg 1080w, https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/transit-typical-section-large-300x170.jpg 300w, https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/transit-typical-section-large-1024x580.jpg 1024w, https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/transit-typical-section-large-768x435.jpg 768w\" sizes=\"(max-width: 1080px) 100vw, 1080px\" \/><\/a><\/p>\n<h3>Other Bridge Replacement Alternatives Considered<\/h3>\n<p><strong>2013 Recommended Build Alternative<\/strong><\/p>\n<p>During the study, anticipated growth and future transportation needs were analyzed. This evaluation led to the development of several previously proposed alternatives.<\/p>\n<p>The alternative presented in 2013 included building a new bridge between the existing bridges, and removing the older northbound structure. That new bridge would then carry northbound traffic.<\/p>\n<p>After that public hearing the FDOT reevaluated the construction issues related to building in the center of the two existing bridges and began to look at adding express lanes as well.<\/p>\n<p><strong>2016 Recommended Build Alternative<\/strong><\/p>\n<p>This led to proposing a recommended alternative for the new bridge to be on the west side of the southbound bridge. In addition, the alternative included the adding one express lane in each direction. This alternative was made available to the public in 2016. Just prior to the public hearing based on public input the FDOT decided to reevaluate this option.<\/p>\n<h3>Initial Transit Alternatives Concepts<\/h3>\n<p>All initial transit Build Alternatives concepts include connection to the Westshore Regional Multimodal Center in Hillsborough and the proposed transit station in Pinellas County (Pinellas Alternatives Analysis Study). The alternatives to connect to the Pinellas County station are named with a \u201cP\u201d and alternatives to connect to the Hillsborough County Westshore Regional Multimodal Center are named with a \u201cH\u201d. The overall alternative between Pinellas and Hillsborough will be a combination of a Pinellas \u201cP\u201d alternative and a Hillsborough \u201cH\u201d alternative. The number that follows the county designator in the alternative number relates to the option for transit to cross Old Tampa Bay in the HFB corridor. The letter and sub-letters (i.e., I, ii, iii, etc.) following that HFB option number relates to the route leading from the HFB corridor to the potential station. Below is an alternative numbering key and the draft initial transit alternatives concepts under review for the study.<\/p>\n<h3>Alternative Numbering Key<\/h3>\n<p>Highlighted items below are still under consideration based on bridge replacement alternative.<\/p>\n<p><strong>Howard Frankland Bridge corridor transit locations:<\/strong><\/p>\n<ul>\n<li><strong>1:<\/strong> West (North) Side (Pinellas) <i class=\"fa-solid fa-circle-xmark\" style=\"color: #AD5100;padding-left:5px;\"><\/i><\/li>\n<li><strong>2:<\/strong> East (South) Side<\/li>\n<li><strong>3:<\/strong> Outside\/Bifurcated lanes<\/li>\n<li><strong>4:<\/strong> Inside\/Center lanes (Hillsborough and Bay Crossing) <i class=\"fa-solid fa-circle-xmark\" style=\"color: #AD5100;padding-left:5px;\"><\/i><\/li>\n<li><strong>5:<\/strong> Stacked \u2013 Transit guideway over I-275 Mainline<\/li>\n<li><strong>6:<\/strong> Stacked \u2013 Transit guideway under I-275 Mainline<\/li>\n<\/ul>\n<p><strong>P: Pinellas County Alternatives \u2013 Gateway Station Connection:<\/strong><\/p>\n<ul>\n<li><strong>A:<\/strong> Ulmerton Road exit <i class=\"fa-solid fa-circle-xmark\" style=\"color: #AD5100;padding-left:5px;\"><\/i><\/li>\n<li><strong>B:<\/strong> Roosevelt Boulevard exit<\/li>\n<li><strong>&#8220;i&#8221;<\/strong> are other options of that alternative<\/li>\n<\/ul>\n<p><strong>H: Hillsborough County Alternatives \u2013 Westshore Regional Multimodal Center Station Connection:<\/strong><\/p>\n<ul>\n<li><strong>A:<\/strong> Kennedy Boulevard exit<\/li>\n<li><strong>B:<\/strong> Reo Street\/Cypress Street exit<\/li>\n<li><strong>C:<\/strong> I-275 Center Lane exit at Westshore station platform <i class=\"fa-solid fa-circle-check\" style=\"color: #008100;padding-left:5px;\"><\/i><\/li>\n<li><strong>&#8220;i&#8221;<\/strong> are other options of that alternative<\/li>\n<\/ul>\n<p><a href=\"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/DisplayBoard_Alts_03_Large.jpg\"><img loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-88 alignnone\" src=\"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/DisplayBoard_Alts_03_Large.jpg\" alt=\"Initial Transit Alternatives Concepts\" width=\"1980\" height=\"3060\" srcset=\"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/DisplayBoard_Alts_03_Large.jpg 1980w, https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/DisplayBoard_Alts_03_Large-194x300.jpg 194w, https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/DisplayBoard_Alts_03_Large-663x1024.jpg 663w, https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/DisplayBoard_Alts_03_Large-768x1187.jpg 768w, https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/DisplayBoard_Alts_03_Large-994x1536.jpg 994w, https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-content\/uploads\/sites\/133\/2025\/04\/DisplayBoard_Alts_03_Large-1325x2048.jpg 1325w\" sizes=\"(max-width: 1980px) 100vw, 1980px\" \/><\/a><\/p>\n","protected":false},"excerpt":{"rendered":"<p>Study Goals &amp; Objectives The following goals and objectives have been defined for this overall Study: Undertake the necessary PD&amp;E Study evaluation and documentation efforts needed to secure federal approval for the planned replacement of the northbound Howard Frankland Bridge<span class=\"ellipsis\">&hellip;<\/span><\/p>\n<div class=\"read-more\"><a href=\"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/project-details\/\">Read more &#8250;<\/a><\/div>\n<p><!-- end of .read-more --><\/p>\n","protected":false},"author":1,"featured_media":0,"parent":0,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_acf_changed":false,"footnotes":""},"acf":[],"_links":{"self":[{"href":"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-json\/wp\/v2\/pages\/67"}],"collection":[{"href":"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-json\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-json\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-json\/wp\/v2\/comments?post=67"}],"version-history":[{"count":25,"href":"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-json\/wp\/v2\/pages\/67\/revisions"}],"predecessor-version":[{"id":97,"href":"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-json\/wp\/v2\/pages\/67\/revisions\/97"}],"wp:attachment":[{"href":"https:\/\/www.fdotd7studies.com\/projects\/hfbs\/wp-json\/wp\/v2\/media?parent=67"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}