Project Description

In order to accommodate projected traffic increases along SR 50, the FDOT conducted a PD&E study to evaluate alternative capacity and operational improvements from the Brooksville Bypass to west of I-75.

The study area extends from the Brooksville Bypass on the west end to Lockhart Road on the east end of the project for a length of 7.2 miles. The section along SR 50 to the east of Lockhart Road was studied as a part of a separate Federal Highway Administration (FHWA) approved PD&E study (2014) – SR 50 (Cortez Boulevard) from west of I-75 to US 301 (SR 35/Treiman Boulevard), Work Program Item (WPI) Segment No. 416732-2, with the I-75 interchange area excepted out under WPI Segment No. 411014-1.  Improvements for the Lockhart Road intersection were included in WPI Segment No. 416732-2. The preferred alternative for this project is the build alternative for this project is the build alternative presented at the project public hearing which includes widening the existing four-lane divided rural highway to a six-lane divided highway with sidewalks on both sides of the road. No additional right-of-way (ROW) is required for the expanded roadway typical section along SR 50. A small amount of additional ROW is anticipated at various intersection corners at Griffin Road, Dorsey Smith Road, Clayton Road, Spring Lake Highway, and High Corner Road. Additional ROW is proposed for off-site stormwater management facility and floodplain compensation sites. This project is eligible to proceed to the next phase of development when the funds have been programmed.

Existing Facility

SR 50 is currently a four-lane rural highway with 4-ft paved outside shoulders and 40 – 46-ft grassed median. The existing right-of-way (ROW) is 200 feet wide. The posted speed limits vary from 45 mph to 60 mph.  Major intersections within the project limits occur at Cortez Boulevard/Jasmine Drive, County Road (CR) 484/Spring Lake Highway and Lockhart Road (west of I-75).  There is a short segment with existing sidewalk located near the west end of the project.  There is a bridge culvert within the project limits located over the Bystream Overflow. This 53-ft bridge culvert was constructed in 1997 and has a sufficiency rating of 80 and a health index of 65.72 (inspected January 22, 2019).

Description of the Preferred Alternative

Based on input received, there were three access management changes following the public hearing: the directional median opening west of Brooksville Wesleyan Church was shifted 200 feet to the west to provide improved access for vehicles exiting the church; the directional median opening at Cammie Street was changed to a full opening, as it exists today; and at Dels Trail the eastbound left/u-turn was removed due to lack of sight distance. Other changes based on comments at the hearing include extending the westbound right turn lane at Goodway Drive to accommodate large trucks and shifting the sidewalk closer to SR 50 at Hadley Drive to avoid conflicts and maintain Hadley Drive as it currently exists.

Following the public hearing, the Preferred Build Alternative with the concept plan changes noted above was selected. The selection was based on a determination that the No-Build Alternative did not meet the purpose and need of the project.

The project was divided into two segments (west and east) based on context classification. The west segment limits are from the Brooksville Bypass to east of Spring Lake Highway/Mondon Hill Road and the east segment from east of Spring Lake Highway/Mondon Hill Road to Lockhart Road.

The west study segment preferred typical section (Figure 1) is a six-lane rural typical section with a 40-foot flush median, consistent with FDOT Context Classification C2-Rural. This portion is from the Brooksville Bypass through the Spring Lake Highway/Mondon Hill Road intersection. This will provide a 65 miles per hour (mph) design speed. Sidewalks will be extended on both sides of the road within this segment, 5-feet wide on the north side and a wider 10-foot sidewalk on the south side as requested by the Hernando-Citrus Metropolitan Planning Organization (MPO).

For the east study segment the preferred typical section (Figure 2) is a six-lane suburban typical section with a 30-foot curbed median, consistent with Context Classification C3R-Suburban Residential. This portion is from east of Spring Lake Highway/Mondon Hill Road to Lockhart Road. This will provide a 50 mph design speed to be consistent with C3R, which is lower than the existing posted speed of 60 mph throughout much of this segment. Sidewalks will be constructed on both sides of the road within this segment, 6-feet wide on the north side and a wider 10-foot sidewalk on the south side.

The proposed improvements will also include construction of stormwater management facilities and floodplain compensation sites and intersection improvements.

Typical Sections

Figure 1: West Study Segment: 6-Lane Rural Typical Section

Below is an example of rural typical section, which will be used from the Brooksville Bypass to east of the Spring Lake Highway/Mondon Hill Road.

Figure 2: East Study Segment: 6-Lane Suburban Typical Section

Below is an example of a suburban typical section, which will be used from east of Spring Lake Highway/Mondon Hill Road to Lockhart Road.