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Bayou Greenway Initiative

White Oak bike trail extension: The final polish

I haven’t seen a news story or press release to say that the White Oak bike trail extension is now fully open, but what I have seen is bicyclists using the trail. So open it must be. And since the last update a month ago, there have been a couple of finishing touches. Observe:

HeightsTrailExtensionDone

HeightsTrailExtensionFullViewDone

If you zoom in, you can see bike riders in each of those photos. I have not yet had the opportunity to use the trail myself yet, but it’s on my to do list.

One more thing: All the construction equipment is gone, and I was wondering if there had been a finishing touch added to the Frasier Street entrance to the MKT Trail. Alas, that is still a no:

MKTTrailFrasierEntranceDone

Maybe I can will it into existence someday.

Since I’m sure you’re all wondering what public works project in my neighborhood I’ll obsessively chronicle now that this one is finally in the books, well, it looks like work is about to begin on 11th Street. These signs appeared about a month ago:

BigChangesComingTo11thStreet

And hopefully there will be some action on the A Tale Of Two Bridges project. So don’t you worry, there will be more pictures soon.

White Oak bike trail extension: I think we’re done now?

When we last looked about a month ago, it was clear that the construction on the White Oak Bike Trail extension was almost done, as there was just a small amount of concrete to be poured to connect the trail to the existing MKT Trail. As of last weekend, when these pictures were taken, it seems that at least the concrete work is now finished.

HeightsTrailExtensionReallyAlmostDone

You can see two things of interest in this picture. One is that the concrete trail is now farther along – more on that in a minute – and two is that there is no longer a dirt trail dug for construction equipment to access the more southern parts of the extension. What you see to the left (south) of the trail is the dirt (and eventual grass that will cover it) being smoothed back into place. This has a much more finished look to it than what we saw a month ago.

That picture was taken from the overpass on Studewood. I moved over to the MKT Trail to get a better look from the other side. Here’s the last bit of concrete that was poured:

HeightsTrailExtenaionMostRecentProgress

And as of the previous weekend, here’s the last bit that was still to be poured, at least as far as the trail itself was concerned:

HeightsTrailExtensionLastBit

The Heights Trail extension connects with the MKT Trail just west of the MKT Bridge, To my left as I took this picture there was a box about eight or ten feet square that had rebar in it and was clearly awaiting some concrete. It was not attached to either trail and it had workers all around it so I didn’t get a picture. Maybe next time. I couldn’t say offhand what that box was for, but once it’s done it may be obvious to me.

In case you’re wondering where all the construction equipment was at that time:

HeightsTrailExtensionConstructionEquipment

As you can see, that dirt path is parallel and right next to the MKT Trail, and it is curving onto Frasier Street, which we have discussed before. The fate of that connection to Frasier Street was still not clear to me at that time, but I’m a little worried:

HeightsTrailExtensionAtFrasier

Initially, and even as of a month ago, that looked like a connection from Frasier Street to the MKT Trail, which I assumed from the beginning would eventually be paved over and become a part of the trail system. Now I’m not so sure. It’s not vital – you can still get there even if you have to cross over grass or mud or whatever, and a block farther west you can access the trail directly from Oxford Street. It’s just that this is a little closer to Studewood, so if you’re coming from that side it’s more convenient. From my perspective as someone who lives on the other side of Studewood, I would just use the Heights trail extension now if I intended to get onto the MKT Trail. All I’m saying is we’re here, we have the equipment, adding just a little more concrete would make it just a little easier for some folks to access the trail, so why not do it? I’ll see what it looks like once it’s clear that the construction is officially over. I hope there will be a ribbon-cutting of some kind to celebrate the completion of this task. If not, I’ll just celebrate it here.

White Oak bike trail extension: Getting close to done

It’s been a bit more than a month since the last update, and as you can see a lot has gotten done.

WhiteOakTrailExtensionAlmostDone

WhiteOakTrailExtensionWestEnd

As you can see, the trail itself is about 90% done, with only the far west end still needing to have concrete poured. The retaining wall appears to be complete as well. I assume there will be some groundskeeping work done before they declare victory – something needs to be done with all that exposed dirt, and maybe some small trees will be planted. But the heavy construction part is nearly finished.

Here’s a closer look at that western end:

WhiteOakTrailExtensionWestEnding

As you can see from the other pictures, all of the big excavation machines are gone. I’m not sure if they’re supposed to come back, but one way or another there will be more concrete poured. You can see a bike rider on the finished part of the trail already. I’ve seen some people walking the trail, and I did so myself a few days ago. Had to trudge through some mud at the end of it, but it was otherwise usable. The question I have at this point is how this trail extension is actually going to connect to the existing Heights Bike Trail. This is how it looks from where you can hop onto the Heights trail from Frasier Street:

MKTTrailFrasierEntrance

MKTTrailHeightsTrailJunction

I’ve shown a version of that first picture before. At the time, the stones connected to the existing trail, and I had assumed that was a planned piece of the project. I still think it is, but I’m not sure what will be done with that extended mud trail that now runs parallel to the bike trail. Obviously, that was used to get equipment on and off of the construction site, and I assume something will be done with it before the work is completed. The sensible thing would be for the White Oak extension to connect to the Heights trail at the closest location, and for that bit of path from Frasier Street to the trail to be filled in with concrete. Hopefully we’ll see the answers to those questions in the next couple of weeks. I will of course let you know.

White Oak Bike Trail extension: Look! Concrete!

A few days after the Fourth of July, I saw this on the White Oak Bike Trail extension:

WhiteOakTrailExtension_NewBuild1_070922

See here for the previous update. That’s the view from where the current trail had ended. I actually saw this bit of progress from above on Studewood, but wanted to get a closer picture to put it into some context. Since then, there’s been quite a bit more progress, as you can see from the Studewood perspective:

WhiteOakTrailExtensionViewFromStudewood_071622

You can also see where the next batch of concrete will be poured on the west side of the culvert, up against the retaining wall. Turns out that the project plan diagram was pretty accurate and this path will be mostly straight, with the curve happening on the west side. Here’s a closer view of the coming attraction:

WhiteOakTrailExtensionZoomedViewFromStudewood_071622

I’m keeping an eager eye on this because they’re clearly moving along, and the last word was that they should be finishing up about now. I’m thinking it’ll be more like late July or early August, but at this point you can see it from here. And I can’t wait to take a picture on this new piece of the trail from my bike. Stay tuned!

White Oak Bike Trail extension: Over the culvert we go

We have a bridge from one side of the construction to the other:

WhiteOakTrailExtensionCulvertOverpass062622

You can see the outline of the overpass in my previous photos; you can also see how quickly an expanse of blank concrete can get graffitied. I assume we’ll start to see more work on the east (closer to Studewood) side of the extension, though there’s still a lot of work to be done on the west side, where that retaining wall has to be finished. So does the overpass itself – one presumes there will be railings and probably some lights installed before all is said and done.

You can now begin to see the path of the trail on the east side:

WhiteOakTrailExtensionEastSide1_062622

That looks a bit curvier than the project plan diagram would suggest, but whatever. I suppose it’s possible the plan is to excavate more into the hill on the north side, to make the trail more of a straight path, but it may also be that that is unsound from an engineering perspective. The tenants at the 401 Studewood building might have some questions about that.

A closer look right at the east end of the overpass:

WhiteOakTrailExtensionEastSide2_062622

It’s hard to judge from these photos how much room there is to dig into the hill. I will of course continue to keep an eye on it.

OK, now I know what the White Oak Bike Trail extension will look like

In my last post about the construction of the White Oak Bike Trail extension, I said that I couldn’t quite envision what the finished product would look like. That was partly because there were three things that looked like they might be part of that finished product, partly because it wasn’t yet clear how the trail was going to get across the little bayou culvert that separated the construction area, and partly because there hadn’t been any construction on one side of that culvert yet. Without any further information, I was just going to have to wait until later in the process, when hopefully the final shape would become clear to me.

Turns out I needn’t wait that long. I was tipped off by Alex Bunin via email about the project plans online. The best view is from this document, which is labeled “Rendering” under the “Exhibits” folder. Here’s a screenshot:

I actually took that from this PowerPoint presentation of the full project, which is the “PowerPoint Presentation” link under “Meeting Materials”. From this, it’s clear that what I had interpreted as a stairway/pedestrian path on the north side is actually the start of a retaining wall, and what I had seen as the path itself closest to the bayou is just a path for the construction equipment, with the actual trail-to-be in between the two. There will be a bridge over the culvert, but it will be farther away from the bayou, over an area that wasn’t originally dug out – if you look at this Construction Phasing Map, you can see that the bridge will be over an extension of that culvert that has been excavated as part of the first phase. You can see the pictures I took of that from April.

Just driving past the construction this week, I see what looks like the beginning of the bridge over that culvert extension. I suspect that when I take the next batch of pictures, it will be much more apparent. And that’s exciting! It’s both real progress, and it should be easier to gauge how much left there is to do once that is in place. Indeed, if you look at the feedback to questions about the project, the official word is that they expect to be finished in mid-July. I’ll keep you up to date as we go.

I don’t really know what the White Oak Bike Trail extension is going to look like

There’s not a whole lot of change since the last update a month ago, at least in terms of how things look and what the final shape of the update might be. There are two particular areas of question for me, and that’s what this update will focus on. First things first, what exactly are the building on the west side of the extension?

WhiteOakTrailExtensionViewFromStudwood_060522

This picture looks a lot like the one from last month’s update, and I’m still not sure what they’re doing with the part on the right. The difference in color and the shape of the brock wall make me think this will eventually be a stairway, but the more I look at it the less I understand why. There’s not really anything analogous to this elsewhere on the trail, and it’s far enough away from what looks like the actual trail that I wonder what the reason is for the separation. Could it be leading to something other than back to the trail and its junction with the MKT Trail? I have no idea, and if it is I don’t know what it would be leading to. I guess I could approach this from the MKT Trail side, but I’m leery of entering the construction area, which I’m sure would be viewed as trespassing.

I also note the flat surface immediately to the left of the maybe-stairs, which is now used by the construction machinery. Is it possible this will remain like that and serve as a path as well? What in the world would be the purpose of it if it does? All we can really do is wait for the construction to get to a point where it all makes sense. In the meantime, it’s making me a little crazy.

The other item is the connection across that culvert that I’ve noted before:

WhiteOakTrailExtensionCulvertView_060222

The concrete retaining walls, and whatever that tunnel for bayou overflow water is, appears to be the main focus of the construction lately. The question I had before still remains, which is how the extension to the west of that culvert will connect to the still-to-be-laid-out extension to the east of it. At this point, the only way forward appears to be over the culvert, but as yet there’s no indication what the plan to accomplish that is. While there’s more dirt piled up on the east side of it now, there’s no actual construction activity over there yet. Like I said, the anticipation is killing me.

With the completion of the MKT Bridge repairs, this is the only construction project to complete. Maybe that will move things along faster. You know I’ll be keeping an eye on it and letting you know what I see.

The MKT Bridge has reopened

This pleasant surprise came out on Thursday evening.

A vital and long-unused bridge in a buzzing Houston neighborhood is set to reopen.

The M-K-T Bridge, located in The Heights near White Oak Bayou, will be accessible to users on Friday, May 27, the Houston Parks Board announced. A key artery for walkers and joggers, the bridge spans over the bayou at I-10 near Studemont Street. Out of use since it was significantly damaged by a fire in August 2020, the bridge reopens after repairs began in March.

This reopening is actually ahead of schedule, as the bridge was set to open this summer, as CultureMap previously reported. It provides a pivotal outlet for those who use the M-K-T Trail, which connects The Heights to Sawyer Yards and the Washington Avenue Corridor area.

See here for the background, and here for the Houston Parks Board’s announcement. As you know, I’ve been following the White Oak Bike Trail extension construction, which connects up on the west side of the bridge. I have not seen any construction activity myself, but either I haven’t known where to look or it’s been happening when I haven’t been looking. In any event, the bridge is now open, and here’s the press release I got about it on Friday:

Houston Parks Board is excited to announce MKT Bridge is now open to the public!

An essential component of the trail system in the Heights connecting to White Oak Bayou Greenway, MKT Bridge has been fully restored just in time for summer. Working closely with the City of Houston, owner of the bridge, and Harris County Flood Control District, Houston Parks Board worked diligently to repair the bridge after it sustained extensive damage due to a fire in August 2020.

Initial repairs to MKT Bridge began in summer 2021. While conducting this repair work in August 2021, contractors and structural engineers found additional damage caused by the fire that was not visible during the initial assessment of the bridge’s condition. It was determined further repairs were needed before the bridge could safely reopen, which was disappointing to the community users.

Following expedited approval of the additional design plans from the City of Houston and Harris County Flood Control District, on site construction to MKT Bridge resumed in March 2022.

The recently completed repair work included adding steel channels and bracing to the timber piling, transferring weight from the bridge to the ground.

Houston Parks Board is thrilled to have this essential connector reopen in time for summer. Thank you for your understanding as we worked as quickly as possible to make MKT Bridge safely accessible once again, and to the City of Houston and Harris County Flood Control District for the partnership in this effort.

That’s from the email, which also has a link to a bunch of photos, from the ribbon-cutting event and from the construction, which I find fascinating because I just never saw any of it while it was happening. Just goes to show me, I guess. I can’t wait to give it a go myself. I’ve also got some more pix from the bike trail construction that I’ll run shortly. For now, hooray! The MKT Bridge is back, and many bicyclists in the area will be delighted. The Leader News, Community Impact, and the Chron have more.

We’re still talking about West 11th Street

My neighborhood sure can monopolize the discussion. Sorry about that.

A discussion planned to laud Houston’s efforts to expand bicycling access Thursday turned into a debate on the merits of a two-mile stretch of 11th Street.

The city’s plan to reduce 11th to one lane in each direction from Shepherd to Studewood — cheered by cyclists — has faced late opposition as construction nears. Residents concerned over the traffic impacts of taking away an automobile lane and the benefits of adding protected bicycle lanes used a scheduled discussion about the city’s bike lane progress to reiterate their concerns to City Council’s transportation, technology and infrastructure committee.

Critic Ann Derryberry, who lives near 11th, said numerous residents have raised alarms, concerned that adding bike lanes will force residents to sit in heavy traffic longer, re-route cars onto nearby residential streets, complicate deliveries for area businesses and lead to little safety benefit for cyclists.

“You say it is a protected lane, but it will be mostly painted because of all the driveways and alleys,” Derryberry told council members and their staff, noting the need to paint green warnings where cars and turns will turn across the lane.

Rather than reduce and slow traffic, critics of the plan said the city should commit to cycling and safety improvements elsewhere, and perhaps add a signal at 11th and Nicholson where the Heights Hike and Bike Trail crosses.

Cyclists and safety advocates argue that diverting attention from 11th would be ignoring that the street is the problem and speeds along it are what make traveling by car, bike or foot unsafe.

“Houston has prioritized cars for decades,” said Kevin Strickland, a Heights resident active with various cycling and neighborhood groups. “We have a right to safe streets we are not getting.”

City planners, citing an average speed well above 40 mph — 10 mph over the limit — opted to narrow the street to one lane after three years of discussion with community groups and study. The single lane and a center median with dedicated turn lanes at some locations, planners say, will keep traffic speeds lower and provide room for adding protected bike lanes along 11th. Unlike the four-lane thoroughfare runners and cyclists dart across now, supporters said, narrowing the road also will allows safer crossings, and space at Nicholson to safely wait for oncoming traffic to pass.

To sort out some of the concerns, Houston Mayor Sylvester Turner said Wednesday he wanted to take “a closer look” at the project, convening stakeholders and city staff for a review. Turner did not indicate any change to the project is forthcoming, or that the delay would offset plans for construction to begin later this year.

See here and here for some background. I’ve noted the opposition to this before, and in the past week I’ve seen some new handouts for them – see here and here for what this latest one was saying. I looked at the ProtectingOurStreets.org webpage, and it just redirects to a change.org petition. I’ve also noticed some road signs on 11th with the same information. I have no idea what is meant by the “eliminating turns from White Oak to Michaux” claim, as it makes no sense on its face and doesn’t appear anywhere I can find on the project page. The opposition to this is vocal and they have some organization, though I can’t tell how big they are. If there’s an organized effort in favor beyond what the BikeHouston folks are doing, I’m not currently aware of it. We’ll see what if anything comes out of this review by Mayor Turner, which I believe is supposed to take 30 days.

The White Oak Bike Trail extension starts to come into focus

When last we visited the White Oak Bike Trail extension construction, we were puzzling over what the deal was with whatever they were doing next to the trail itself. I couldn’t tell where it was going or why it was there. A couple of weeks later, from the same view that I normally get looking at it from Studewood to the east, I could see that it was coming along but still couldn’t decipher what it was for.

BikeTrailExtensionWalkingPath

Fortunately, I finally had the time to try to find some alternate perspectives. Starting from the new little parking lot for the Bayou Greenways Park on Studewood just north of I-10, I crossed the bridge over Studewood into the little park, which extends north of the trail just before the MKT Bridge, and walked the park trail along its north end, which gave me a side view of the trail extension instead of just the front-on view I’d been getting. And lo, it all made sense.

BikeTrailExtensionSplitFullPicture

You may need to click on the photo to see it on Flickr so you can zoom in. What you see on the left (the west end) is a connection from whatever that parallel thing is to the bike trail. Here’s a zoomed-in view of it that I took:

BikeTrailExtensionSplit

What that says to me is that the parallel structure is likely an alternate path for walkers, with stairs on the east end leading to a flatter surface, instead of the deeper slope that the bike trail has. At least, that’s what makes sense to me. I can sort of see the stairs taking shape at the other end, though it’s still early for that. I suppose there’s a design document somewhere that can confirm or contradict my hypothesis, but if this isn’t what is happening then I’m really at a loss. I expect this will become more obvious over the next few weeks.

So far all of the construction activity is on the west side of that little culvert from the bayou, which creates a bifurcation in the planned path. While I was using this perspective, I got a picture of the gap between the two halves, so you can see what will need to be bridged:

BikeTrailExtensionChasm

I have no idea what the plan is for that. And given what we’ve just seen here, I may not be able to make sense of it when I do see it, at least at first. I’ll let you know when that happens.

(Still no sign of construction on the MKT Bridge itself. I have no idea what’s going on with that, either. The previously reported estimate for that to be fixed was “late summer”, so we still have almost five months. But they sure are taking their time about it.)

White Oak bike trail extension update

I drive by the construction work being done to extend the White Oak bike trail so that it connects to the Heights bike trail on the north side of the MKT Bridge. I’ve been keeping an eye on its progress and occasionally taking some pictures to document it – see here for the previous update, about a month ago. Here’s what I saw in mid-March:

BikeTrailExtensionProgress031822

Most of the work appears to have been done to the side of where the actual trail is – see the second photo in the link above for comparison. That became even more apparent two weeks later, when I took this picture:

BikeTrailExtensionProgress040522

I don’t honestly know what’s going on to the right of the trail-to-be. My daughter and I were speculating about it when I pointed it out to her, but neither of us came up with something that sounded plausible to me. I assume it will become evident at some point, but for now I’m scratching my head.

Meanwhile, for that closer view in the back, where that little culvert is:

NewDrainageDitch

That part is surely an extension of the bayou, perhaps to make it slightly less likely that Studemont will flood out at the I-10 underpass. I’m just guessing here. It’s not a lot of capacity if that is what it is, but I suppose every little bit helps. Note that the dug-out stuff next to the trail is above where this is.

One more thing, on the side where the Height bike trail approaches the MKT Bridge, coming from White Oak Drive. There has never been an official entry point to the trail from the neighborhood there. You can access it from White Oak Drive, or from where the trail crosses Oxford Street next to White Oak, where the Golden Bagel shop had been, but if you’re approaching the trail from the east side of Studewood, which is to say from the Woodland Heights, that’s some extra redundant distance to go if what you want to do is go towards downtown, maybe using the trail to get to Target or something else in that area. I spotted this in mid-March while out on a Sunday dog walk:

BikeTrailConnectionAtFrasier

That is what I figure will soon be if it isn’t already a paved connection from Frasier Street to the Heights bike trail, making this the closest entry point to the trail from the Woodland Heights that doesn’t involve biking on Studewood itself (you can access the trail from the little parking lot they put in just north of I-10) or on Watson/Taylor, which requires dodging traffic that’s trying to enter I-10. It’s the closest point that I personally feel safe using to access, in other words. We didn’t need this bit of pavement to get there, but this not only makes it easier when it’s been raining and you now get to avoid biking over mud, it also just seems more inviting, like there’s finally recognition that someone would want to do this. Whatever the motivation, I approve.

I’ll post another update as merited. Still no evidence that the bridge itself is being repaired, which remains a source of frustration. But at least this is making progress.

The White Oak bike trail extension is officially under construction

Actual photo of the construction activity, from this past Thursday:

See here for the background. I first noticed some construction equipment in place maybe two weeks before that, and actual activity the following week, which is to say the last week of February. I don’t know yet what they plan to do with that little culvert they’ve bumped up against, but I guess we’ll find out soon.

That picture was taken from the Studewood overpass. I managed to get a closer view from Threlkeld Street, a block west of Studewood:

The yellow crane is the original equipment I had spotted at the location. What you see here is behind the big white crane, below the tangle of trees on the right side of the photo above. Not sure if they were just clearing more space for the equipment or if there’s some other purpose planned.

Anyway. I’ll keep an eye on this and post some more pics as this progresses. As yet, I have not seen any sign of repair work on the MKT Bridge, but maybe the plan is to finish this piece first. Like I said, I’ll post more pics when I see more stuff happening.

MKT Bridge repairs finally on the schedule

About time.

Houston Parks Board has good news to share about the MKT Bridge!

The plan documents needed for the additional repairs to address damage caused by the August 2020 fire have received expedited approval by the City of Houston and Harris County Flood Control District. With this necessary step now complete, Houston Parks Board continues to move forward with repair work to this vital trail connection.

On-site construction on the bridge is expected to resume in March, after steel is fabricated for the repairs. Construction is estimated to be complete in late Summer 2022, weather permitting. The current detour will remain in place until construction is complete.

We are working diligently to restore the bridge as quickly as possible. We sincerely appreciate your continued patience and we will continue to share updates as we have them.

See here for the previous update in September. The original schedule had this reopening by the end of summer 2021, so it’s been awhile. The Chron has some reactions.

By September 2021, more than a year after the closing, the parks board — a nonprofit that in the interim opened its signature Buffalo Bayou Trail Park on the southeast side of the bayou at the bridge — confirmed the damage was more severe than initially believed and said it would have to redesign the repair work and seek new city and county flood control permits.

Many bicyclists and Heights runners grumbled for months that the bridge — comparable for cyclists to what the Pierce Elevated along Interstate 45 is to automobile drivers — never would have stayed closed for months if it carried cars and trucks.

On Jan. 1, to mark the 500th day since the bridge closed, BikeHouston executive director Joe Cutrufo urged parks officials and city leaders to “bring the same urgency to this bike and pedestrian bridge that they would bring to any other transportation project.”

News of the upcoming work was celebrated — albeit wearily — by some riders.

“Jesus Christ, finally!” cyclist Noel Espino, 33, said in an email. “They mean it this time, right?”

I’m just glad it’s finally happening. I’ll be even more glad when the connection from the White Oak Trail to the MKT Trail is done, too. That was supposed to have started last fall and be done in “early 2022”, but as yet I’ve seen no action on it. Perhaps this was waiting for some progress on the MKT Bridge repairs as well. Just please, get it all done.

Bike trail connections news

Here’s something nice and simple and good, because we could use that.

The White Oak Bayou Greenway and MKT Trail will soon be connected.

The city announced Thursday that the two trails will be linked by a 850-foot connection, which was described as “one of the last critical pieces needed” for the trail systems.

Councilmember Abbie Kamin said the project creates safe access and greater connectivity between two popular trails in her district, according to a news release. Carol Haddock, Houston public works director, said the connection is “progress toward creating a safer and equitable transportation network for all users.”

The new MKT Spur will branch off from the MKT trail north of White Oak Bayou toward the east, connecting it to the White Oak Bayou Trail, which currently dead ends under Studemont.

There’s a similar story in CultureMap. Construction should begin “in the fall” and be done in early 2022, which I had noted in this post about the repairs to the MKT Bridge. This is all right in my neighborhood and it makes me happy, but a whole lot of people use these trails.

For purposes of illustration, this is the endpoint of the White Oak trail:

There’s a branch-off right before there that takes you into Stude Park. When this is extended, it will continue on along this part of the bayou:

That’s a view from the Studewood overpass. You can see the MKT Bridge up ahead in the distance. Here’s another view, from the Studewood side of the MKT Bridge:

The continuation of the trail would be on the far side of the bayou in this picture, going either over or around that little culvert there. It would end up on the other side of the MKT Bridge:

I assume they’ll do something to ease the downward slope, to minimize the odds of someone losing control and ending up in the bayou. From there, you cross the bridge and can access the rest of the bayou trail, from the access to it on the other side.

Interestingly, there are a couple of trail maps around where I took those pictures that show “before” and “after” versions of the trails. This is from the “trail detour” map on the south end of the MKT Bridge:

Note the disconnect in the trail from Stude Park to the bridge. Now here’s what you see on the trail map at the new parking lot on Studewood, just south of I-10 where the trail crosses over Studewood and approaches the MKT Bridge:

There’s your map of the near future. It took me a minute to realize what this meant and where the extension would meet up with the existing trail – at first, I thought it meant somewhere on the far side of the bridge, and I spent a little too much time trying to figure out where that might be. But you can see the whole thing in these pictures above. And in a few months, you’ll be able to traverse it. I’ll do an updated photo set when it’s all open. Gail Delaughter has a few photos of her own on Twitter.

Update on the bike trail bridge

We have an estimate for repairs.

Weather-permitting — and the sky this weekend likely will not look that permitting — runners and cyclists along a popular Heights trail will have a key connection back by September.

Houston Parks Board officials said repairs to the MKT Bridge along the Heights Hike and Bike Trail will start in the coming days, potentially Friday. The $193,000 job will take 60-to-90 days, officials said. In the meantime, runners and riders should continue to detour along the White Oak Bayou Greenway and Heights Boulevard.

The bridge closing came after an Aug. 19 fire broke out in brush along the north side of the bridge, supported by large wooden beams and latticework. The span dates back decades, part of the old Missouri-Kansas-Texas Railroad line rebuilt a decade ago as the Heights Hike and Bike Trail.

The fire, which might have been set inadvertently, remains under investigation. A fireman and arson investigator reported minor injuries as a result of the blaze, which took about three hours to extinguish because it charred the thick wooden beams.

The effects, however, linger for trail users, who since have been unable to use the bridge — a key connection in the bayou trail system, just feet from the park board’s new signature greenway park.

See here for the background. The Friday in question was this past Friday, June 4, but I don’t know offhand if work has started – the rain probably put them off for now. As noted before, there is a detour that allows you to get around the disabled bridge, but it takes you a long way to do it. As it will have been a year since the fire by the time this is set to reopen, I’m sure everyone who uses this path will be very happy to see it be available again.

And more good news:

Some of the frustration, runners and cyclists said, is how close other usable trails are to the bridge, but remain inaccessible. The White Oak Trail ends at Stude Park within sight of the bridge, but does not connect to it, blocked by a flood control channel.

Unrelated to the bridge fire and repairs, that could soon change. Houston Public Works, after years of planning, is preparing to start construction on extending the trail. If work starts in August as expected, the $950,000 job to make the connection could be completed by the end of the year or early 2022, officials said.

I’ve looked at the end to this trail for years and wondered what it would take to make that obvious connection. I’m delighted to see that it is finally on the verge of happening.

Waiting for our bike trail bridge to be fixed

Of interest mostly in my neighborhood, but it’s my blog, so.

Bike riders who pedal through the Heights will need to keep burning calories past a key connection closed by fire in the region’s growing trail system.

Just in time for winter, however, parks officials at least have a plan to reopen the MKT bridge in place, news welcomed by local cyclists eager to cross easily over White Oak Bayou again.

“It’s just a killer to lose that bridge,” said Craig Arthur, 29, who bikes recreationally at least four days a week, often along the Heights Hike and Bike Trail. “I know a lot of people are wondering when it will reopen.”

The closest answer officials could give now is, probably in the spring. A glimmer of hope but also a long wait as cycling interest in the area grows.

As soon as Houston public works and engineering officials clear construction permits and verify the repair work, crews can repair abutments and slopes on the sides of the bridge, said Beth White, president and CEO of Houston Parks Board. Repairs would take between 45 and 60 days and cost about $100,000, paid for by the nonprofit parks board, which oversees the $220 million Bayou Greenways program.

The MKT bridge closed Aug. 19, when Houston firefighters responded to a call about a brush fire affecting the bridge. Crews arrived to find a small wooded area ablaze and charring the wooden beams of the bridge.

This Houston Architecture Forum thread has some pictures and other info from the fire – it was pretty dramatic, and it is still under investigation. The bridge and that part of the trail was opened in late 2009 – before that, the bridge was basically an abandoned former railroad bridge. It became part of the bike trail network as part of the “Rails to Trails” program, and I can tell you it is quite heavily trafficked when it’s open. As the story notes, and as you can see in the embedded image, there is a detour available, but it’ll take you a bit out of your way. I’m sure I speak for many people in my part of town when I say I can’t wait for this to be fixed.

Harris County reaches bike trail deal with CenterPoint

Nice.

CenterPoint rights of way

Biking between bayous in Harris County is closer to reality, now that local leaders and the monopoly that manages local power lines have inked a deal.

Harris County officials Tuesday approved an agreement between the county and CenterPoint Energy outlining the use of utility easements as hike and bike trails.

“Part of what we are doing is expanding the view of transportation in the county,” Harris County Judge Lina Hidalgo said.

Utility easements crisscross the Houston region, with many being ideal north-south connections to the existing trail systems along area bayous. Local cyclists said that is what makes them popular as possible new trails.

[…]

County officials are working on a comprehensive transportation plan, scheduled for release in February, Hidalgo said. With the CenterPoint agreement in place, part of that plan will include outlining the first easements where the county can make critical connections to area bayous.

“We have a lot of promise here,” the judge said, noting she is hopeful that with better trails to beautified bayous Harris County could become “the Venice of our area” by building on efforts by others, including the Houston Parks Board and local management districts.

Harris County’s arrangement with CenterPoint follows a similar agreement with Houston six years ago. Houston’s agreement became a template for changes in state law to make deals easier after the city and utility plodded through various legal issues. Hidalgo said the county also faced slow-going despite a streamlined process, as lawyers haggled over insurance specifics.

As a result of those various delays, opening some of the new trails in Houston and beyond along utility corridors remains a work-in-progress. Some in western Houston, notably the Westchase district and near Sims Bayou, are open and efforts continue to build more via local management districts or the nonprofit Houston Parks Board.

See here and here for some background, and here for a more recent update. The right-of-way that goes from Memorial Park down to Beltway 8, just inside 610 for the northern half of it, passes through some well-populated areas, and should be a huge boon for the residents nearby. I’ll be honest, I hadn’t realized that the county wasn’t already on board with this – as noted, the city of Houston struck this agreement with CenterPoint way back in 2014 – but I’m glad they’re on board now. Anything we can do to bring this to completion is worthwhile.

Dallas ends its scooter experiment

Over in Dallas, never started in Houston.

Photo: Josie Norris /San Antonio Express-News

Tis better to have scootered and stopped than to have never scootered at all.

That is the consensus of a handful of Houston proponents of rental scooters as they watched Dallas this week order companies to pull the devices from local streets, citing crime and other issues with their use.

“We have received complaints about scooters and would like to make substantial changes to the scooter program,” said Dallas Transportation Director Mike Rogers, in a statement. “The changes will include public safety considerations so that the city may have safe modes of alternative transportation.”

Companies have flooded some cities with scooters people can rent by the minute with a smartphone app, part of a growing micro-mobility movement. Users can grab a scooter, motor to wherever they are going within a few blocks or miles and simply leave the scooter for the next person. Advocates say the scooters reduce car travel while making moving outdoors in inhospitable places — like scorching Texas — possible.

Critics call the scooters mobile clutter, complaining they crowd sidewalks and pose a safety hazard to pedestrians and riders.

That is the point Dallas hit earlier this week. City officials told Bird, Spin, Jump and any other companies still out there to cease operations on Wednesday and remove all the scooters by Friday, bringing an end to a popular but contentious debate about dockless devices and local transportation, for now.

It is a debate Houston mostly has avoided simply by doing nothing. Regulations in Houston make deploying the scooters murky at best — much as companies such as Uber and Lyft began operating in a cloud of uncertainty related to taxi rules. The consensus was Houston’s regulations would need to be changed before scooters hit the streets for rent.

Houston was an outlier in Texas in not having scooters. Dallas and Austin were both fertile markets for the devices, at least until COVID significantly upended the business and some of the companies collapsed or cut back. San Antonio finalized its agreement with the companies in January after 10 months of public discussion, allowing Razor and Bird to deploy up to 1,000 scooters each.

[…]

Houston officials said scooter regulations remain possible, but are not a high priority compared to such efforts as Vision Zero to eliminate roadway deaths. .

“The city’s focus right now is on implementing Vision Zero and adding bike lanes across the city,” said Maria Irshad, deputy director of the city’s Administration and Regulatory Affairs Department. “At this time, a program is not under consideration but we are studying it and trying to figure out how it could safely work.”

Officials also are working through a number of transportation-related rule changes, including specific prohibitions and greater enforcement of illegal parking in bike lanes.

Meanwhile, use of Houston’s B-Cycle system is booming during the pandemic as bike-sharing officials ready for more expansion, including 100 new e-bikes that bring their own challenges related to trail safety.

Until I saw this headline earlier in the week, I’d completely forgotten that just over a year ago it looked like scooters, or at least some proposed scooter regulations, were about to debut in Houston. Crazy how things can change, huh? Scooters may have failed in Dallas, but they remain a success in San Antonio, as long as they keep off the sidewalk. We can only speculate at this point what their fate might have been in Houston if Lime and Bird and the rest had simply taken the Uber/Lyft approach and invaded the city first, letting the regulatory issues sort themselves out later.

Honestly, I think the main reason why scooters have taken a back seat in Houston is that the city’s attention has been much more on bikes and expanding bicycle infrastructure. B-Cycle has been successful and continues to expand, while Dallas tried and failed to go with dockless bike sharing. The city of Houston, along with Harris County and the Bayou Greenway Initiative, has been busy building out its bike infrastructure, which by the way is off limits to scooters as they are not people-powered. Also, too, we do have electric bikes in the pipeline, and they pretty much serve the same transportational niche as scooters.

So maybe this is a lot of fuss about nothing much. Or maybe the problem was that the scooter business model doesn’t necessarily work everywhere, and perhaps Dallas and eventually Houston would be served better by a non-profit scooter rental system like B-Cycle. I mean, if it really is about solving a people-moving problem that enables mobility without cars, then it shouldn’t matter what the entity behind the scooters is. I’ve said all along, I’m happy that other cities have taken the lead in working out all the kinks in this process before it comes to Houston, so my thanks to the people of Big D for their service. The Dallas Observer has more.

Happy (bike) trails to you

Trails connecting to trails. It’s a beautiful thing.

With roughly four miles of new trail in the neighborhood along Sims Bayou and a electric transmission route, officials in southern Houston’s Five Corners District as well as park advocates said they expect a lot more running.

“It really is a milestone and I think it is going to open up all kinds of possibilities for us to complete the system and demonstrate that people will use these corridors,” said Beth White, CEO of Houston Parks Board, the nonprofit spearheading the Bayou Greenways 2020 effort.

The trail runs north of Sims Bayou for about 1.5 miles, parallel to Hiram Clarke Road to West Airport. The path, open to walkers, runners and bicyclists, runs along a CenterPoint Energy utility easement. A host of destinations, including three schools, and hundreds of single family homes are within 1,500 feet of the trail, the first in the city to run along a utility easement.

Perhaps more critically than what is along the route, is the connection it provides to the trail system along Sims Bayou, recently spruced up and expanded with nearly 2.6-mile segment featuring vibrant murals. The new portion runs from Heatherbrook Drive to Buffalo Speedway. Though unconnected to the rest of the trail system, the two southwest Houston segments offer some relief from on-road riding, and greatly expand the number of people who can easily and safely travel to Townwood Park near Orem and Buffalo Speedway without a car.

[…]

Getting even this short segment of utility easement trail open, however, has been a long journey. City and CenterPoint officials celebrated an agreement in 2014 that untied some of the thorny issues related to public use of the utility right of way. The deal even became the template for state legislation passed in 2017 allowing counties and municipalities to partner with companies for combined use trails along power line routes.

“In a built-up city you have to take advantage of every corridor that you can,” White said.

Then slight delays set in for the first trail, from working out the final language of cooperative agreements to planning and design approvals. By 2017, the connection still was just a blueprint.

The slow-going hasn’t dampened expectations for more connections, more miles of bayou and utility easement trails, providing more people easy access to trails, White said. The parks board remains on pace for its 2020 goal of 150 miles of trail along seven Houston bayous, she said.

I hadn’t realized it from the story, but looking at the map made me realize this is a connection to the Sim Bayou trail, using the utility easement so it’s still off the street. The original bill that allowed for bike trails on CenterPoint rights of way was passed in 2013, and the great thing about it is that these easements generally run north-south, while the bayous go more or less east-west. That would allow for a real connected network and a whole lot more of the region that could be safely biked off-road. I hope we hear about a lot more of these getting finished up soon.

Should we remove the concrete from White Oak Bayou?

That’s an interesting question, one worth considering, if there’s a way to pay for it.

A feasibility study conducted for the Harris County Flood Control District and released Friday offers three options to do just that.

What it does not offer is a way to pay for the three alternatives, which range from $30 million to simply remove the concrete to $60 million to re-contouring the channel to connect the bayou with publicly owned parks and open land above and below the waterway.

The question is particularly significant after Hurricane Harvey laid bare weaknesses in the local flood control system: nearly 180,000 buildings exist in floodplains, a handful of channel widening projects are halted with lack of federal funding and the flood control district struggles to stretch $60 million every year to service a county of more than 4 million people.

[…]

If the concrete removal is pursued, it would be the first such attempt to revert dozens of miles of concrete-lined channels that crisscross Houston to their natural aesthetic, building on recent widespread momentum to undo the utilitarian past. The concrete was laid as part of a massive flood control effort in the middle of the last century to straighten and channelize the bayous with an eye toward speeding stormwaters’ rush downstream, eventually to the Houston Ship Channel and Galveston Bay.

The idea of removing the concrete and restoring the bayou to a more natural state comes two years after a $58 million project created 160-acres of green space near downtown in Buffalo Bayou Park. That project was paid for largely through private donations, including a $30 million catalyst gift from Kinder Foundation in 2010. The flood control district contributed $5 million.

For White Oak, however, it’s unclear who would pay for a bayou project that would take several years to complete and cost at least $30 million without significantly reducing flood risks.

The feasibility study presents three alternatives for a portion of White Oak Bayou between Taylor Street and Hogan Street: simply removing the concrete and excavating the channel; removing the concrete and connecting the bayou with city park space north of the bayou; removing the concrete and connecting the bayou to both the city park land and land owned by the Texas Department of Transportation to the south.

The first and cheapest option would cost roughly $30 million, the middle about $42 million and the most expensive option around $60 million.

Sherry Weesner, administrator and president of the Memorial-Heights Redevelopment Authority, which paid for the feasibility study said the group wanted to make sure, if and when the flood control district considered replacing the concrete, that it examine the idea of removing the concrete, as well.

Weesner said the authority currently does not have funding to pay for even the cheapest of the three proposals.

“By funding this study, we were able to say ‘Look at the possible options,'” Weesner said. “That way, everyone can make the best decision as to what’s best for the region in the long term to decide what to do when you need to do it.”

You can read the full report here. I think there’s value in doing this, but it’s hard to argue that it should have priority over any flood mitigation work. Maybe if the MHRA can raise private funds to cover a portion of the cost, as was the case with the Bayou Greenway Initiative, or if it can be tied to a flood mitigation project, then this would make sense now. Otherwise, it’s probably something to file away for another time.

“We must find a way to co-exist with the bayou ecosystem”

Offcite points to a way forward.

We must find a way to co-exist with the bayou ecosystem, not get in its way. As Albert Pope, a professor at Rice Architecture, has pointed out in a series of proposals, most of Houston’s housing stock will be rebuilt over the next fifty years. It would make the most sense to plan that development outside floodplains. It’s a simple idea that requires a big shift in how we insure, subsidize, finance, and govern ourselves. We have to rethink our economy the way Jim Blackburn, Rice Professor in Practice and co-director of the Severe Storm Prediction, Education and Evacuation from Disasters (SSPEED), has come to understand it: ¨‘economy’ as a flood mitigation alternative.¨

We should push for collaborative regional planning entities in lieu of independent fiefdoms of utility districts. Texas has produced innovative approaches in the past. Galveston reinvented municipal government to raise the entire city up after the Great Storm of 1900. When subsidence started swallowing up whole neighborhoods, the entire region worked together to transition from ground to surface water. Bayou Greenways 2020 is creating the beginnings of a new backbone that marries flood mitigation, parks, transportation, ecosystems, and economic development. The proposed Lone Star Coastal National Recreation Area would provide a tourism infrastructure for private landowners and institutions that agree to preserve the natural buffers that protects our coast. Likewise, the dikes, floodgates, and seawalls we need to protect lives and industry from storm surges and rising sea levels can be designed to help not hurt wildlife and improve rather than impede public access to our bays and beaches. We should look to the lessons learned from New Orleans, where the response to Katrina exacerbated inequalities, and from the Dutch, who have developed a holistic approach to water management.

Also offering constructive suggestions – twelve of them – is Jim Blackburn:

2) We must get a handle on the projected rainfall from big storms such as Harvey as well as the simpler frontal movements such as those that generated the Tax Day and Memorial Day floods. Our current concepts of the 100-year and 500-year floods and flood plains are obsolete. We have to stop denying that our climate is changing. We have had too many big storms over the last few years to simply write them off as aberrant. They are part of a new pattern of severe storm events that will plague us for decades to come, according to climate change experts. We need to understand what we are dealing with and start giving our citizens first-class information about these issues. State and local government employees are afraid even to mention climate change because of the politics – because of fear of losing their jobs. Well, the politics need to be damned if they refuse to recognize a key element of protecting our citizens from current and future flood problems.

3) Addicks and Barker reservoirs are the best flood control investment ever made in the Houston region, combining large land areas and high levees to impound water upstream of the heart of the city. But these dams are currently in bad shape and are rated as two of the six most dangerous dams in the United States due to structural issues that are compounded by the large population protected by them. The protection and restoration of these dams is a major priority that must be taken forward. Even more important is the fact that over the 60 or more years that they have been protecting us, they have slowly been filling with dirt and sediment from stored storm water. The capacity of these reservoirs could be increased substantially by removing this accumulation, and we should do it. There is at least one new reservoir that should be constructed in northwest Harris County that can help on flooding along Cypress Creek, Bear Creek and Buffalo Bayou. It should be pursued as soon as possible, and other upstream locations should be found on virtually every stream in our region.

[…]

10) Our pattern of development has been outward from the center of the city up the watersheds of the various bayous and creeks. As such, our new upstream development has dumped increased runoff on our older downstream subdivisions and commercial structures. Inadvertently, we have flooded older neighborhoods while attempting to keep flood-control costs lower in the new ones, effectively subsidizing new development on the backs of the downstream residents. Floodplain maps have grown, and more people are in the 100-year floodplain than in the past. We must ensure policies exist that require no more runoff from new development than was the case before development.

Read the whole thing, both of them. We can choose to do things differently. It will take years to make it happen, but it can happen if we want it to.

More bayou bike trails

Nice.

Laying out the particulars for a new trail section along White Oak Bayou, Chip Place saw something out of place where the trail crossed the Heights Hike and Bike Trail near T C Jester.

It was the stairs connecting the two trails.

“Look at that,” Place said, pointing from the new stairs to the stellar view of downtown Houston. “I said ‘Oh my god, we’ve got to capture this.'”

Starting Friday, the stairs – along with two miles of fresh trail to southeast of T C Jester – are ready for runners, cyclists and others who want a new view of the area.

“It is always fun to create a park and see how people will use this,” said Place, managing director of capital programs for Houston Parks Board, the nonprofit that promotes parks in the city.

Part of the parks board’s Bayou Greenways 2020 efforts, the new segment of the White Oak Bayou Greenway runs from Studemont Street and the Heights trail to the T C Jester trail.

[…]

The new two-mile section – minus an unfinished spot below Yale Street – extends the White Oak trail to about 11 miles, making it the largest continuous portion completed thus far. By mid-2017 that will lengthen to 15 miles once key connections to downtown and the trail is extended from Antoine to the city limits. Once all of its segments are connected, Brays Bayou Greenway will be the longest of the trails at 30 miles, from the Houston Ship Channel to Eldridge in far west Houston.

“I really do believe Houston is at such an exciting point in the public realm,” said Beth White, the parks board’s president.

White, who took over the nonprofit nearly six months ago, moved to Houston encouraged by the “vast” opportunity to develop a large-scale trail system.

“All of the things that cities need to be resilient are being looked at,” she said. “Open space, alternatives in mobility, it’s all right here.”

I’ve been watching this go in – you could see the progress of the construction from the I-10 service road as you approach Studemont – and I plan to give it a ride in the near future. The one thing that is unclear to me at this time is whether it connects to the Heights trail, which among other things would connect it to downtown. There’s a separate trail that begins in front of Stude Park and takes a different route into downtown, but this new one stops a little short of that, and would need a bridge across the bayou to make a connection. It’s a good addition to the area, and will provide a non-car means of local travel for folks in the new housing being built on Studemont across from the Kroger.

City bike plan finalized

Here it comes.

Bicycling advocates – fresh off finalizing a plan for Houston’s bike future – face the challenge of getting formal city approval of their ideas as they incrementally piece together what could be a $500 million investment.

Changing attitudes, however, have proponents optimistic that most if not all of the 1,800 miles of bike lanes, trails and shared use paths will be built in the next decade.

“We are starting to get the right people in the room,” said Geoff Carleton, who consulted on the bike plan and spoke Monday before City Council’s transportation, technology and infrastructure committee. “Those conversations are taking place from Metro about transit accessibility, and the city when it designs a street is asking the right questions about the best way to use it. … those things are happening much more now.”

If fully built, the bike lanes and trails would provide an alternative to driving that’s not easily available to most Houstoninans for trips ranging from workday commutes to visiting a park on weekends. Moreso, supporters said, it will signal an important shift in the city’s commitment to keeping riders safe, lowering dependence on automobiles and reducing vehicle emissions.

“There is growing recognition that we need to rethink our mobility paradigm,” Houston Planning Department Director Patrick Walsh said.

[…]

Accomplishing all of the plan, however, will take a large investment over the next 20 years, estimated at more than $550 million based on the highest cost projects. Funding for the projects could come from the city’s street money, its share of Metropolitan Transit Authority’s 1 percent sales tax and state and federal dollars that can be spent on city infrastructure projects. Houston has trailed some of its peer cities in securing federal funds related to bicycle and pedestrian improvements.

Despite the price tag, the plan has support from a host of local groups, including Bike Houston and various neighborhood groups and Houston Parks Board. Compared to billions in highway spending – a plan to widen Interstate 45 alone is estimated to cost $7 billion – the investment in better bike lanes is minimal, when incorporated into other road improvements and trail enhancements.

See here and here for the background. You can see the final report and all other information on the plan here. It’s important to remember that a lot of funding for this will come from the Bayou Greenways project and existing CIPs, and from grants from H-GAC and the federal Department of Transportation. A significant portion of the plan involves simple and inexpensive changes like restriping streets and taking lanes from low-traffic streets like Austin and Caroline downtown, in similar fashion to what was done on Lamar Street. There’s much that can be done for very little, and by adding this capacity you are giving people more non-car options for short trips, which in turn makes it a little easier for those who have to drive and park. It also makes things safer for the folks who have to get around by bike. There’s a lot to like here, now we just need to get it approved and on its way. The Press and KUHF have more.

The draft bike plan is out

Here it is, in all its glory. I encourage you to look at the draft plan and play with the interactive map. Then, when you start to feel overwhelmed and wish someone would explain it all to you, go read Raj Mankad’s story in Offcite, which does exactly that.

The last time Houston made a bike plan was 1993. Many of the streets declared official bike routes then are among the least safe places to bicycle. Take Washington Avenue. Every few hundred feet, a yellow sign with an image of a bicycle declares “Share the Road.” The street, however, has no dedicated bicycle path — not even a narrow one. Cars race down the 12-foot-wide lanes feebly painted with ineffectual “sharrows” that have faded from the friction of tires. Only “strong and fearless” cyclists, who represent less than one percent of the total population, attempt such routes.

The signage on Washington is visual clutter, or worse. It sends the wrong message to potential cyclists, according to Geoff Carleton of Traffic Engineers. If the city designates a route for bicycling, he says, it should be comfortable enough for “enthused and confident” riders, not just the spandex-clad racers in pelotons. Ultimately, says Carleton, a city’s bike facilities fail unless they can reassure the largest segment, as much as 65 percent of the total population, of potential cyclists: those who self-identify as “interested but concerned.” (The other group is the “no-way no-hows.”)

The Houston Bike Plan, a new draft released by the City of Houston, details just such a future. Made public and presented to the Planning Commission, the plan was crafted by Traffic Engineers, Morris Architects, and Asakura Robinson, a team comprising most of the designers behind METRO’s New Bus Network, a dramatic reimagining and restructuring that’s receiving national attention for its success. A grant to BikeHouston from the Houston Endowment provided part of the $400,000 budget for the new plan with additional funds coming from the City, Houston-Galveston Area Council, and the Houston Parks Board.

The process involved extensive community outreach across class, race, gender, and ethnicity, as well as a study of all existing plans made by the city, management districts, parks, livable center studies, and neighborhood groups. The resulting draft is more a fresh start than an elaboration of the 1993 precedent.

The plan begins with an assessment of where we are today and makes distinctions between high- and low-comfort bike lanes. Only the high-comfort routes are kept in the plan moving forward.

As the plan’s introduction states, Houston has “made great strides in improving people’s ability to bike to more destinations.” The plan also notes changes in attitude and ridership levels, calls out “Sunday Streets … a great example of encouraging more people to get out and be active on Houston streets.” The most substantial improvement comes by way of Bayou Greenways 2020, the 150 miles of separated trails and linear parks along the bayous. (See our coverage of the 2012 bond measure funding this project, the progress of its construction, and the transformative impact it could have on our region.)

Approximately 1.3 million people — six out of 10 Houstonians — will live within 1.5 miles of these bayou trails when they are completed, but traversing those 1.5 miles can be a major challenge. When you map out this and other projects in the works, you see islands of bicycle-friendly territory and fragments of high-comfort bicycling facilities. Because the bayous run east-west, a lack of north-south routes could leave cyclists alone to contend with dangerous traffic and car-oriented infrastructure.

“If we do nothing beyond what is already in progress, we will have 300 miles of bikeways,” says Carleton, “but it won’t be a network.” Thus, the draft plan focuses on links that would build that network.

Ultimately, the vision is for Houston to become by 2026 a Gold Level Bicycle Friendly City according to the standards of the League of American Bicyclists. Currently, the city is Bronze Level.

Here, the plan is broken down into three phases: 1) Short-Term Opportunities, which could solve problems quickly and relatively inexpensively; 2) Key Connections, which are high-impact improvements that would require more investment; 3) Long-Term Houston Bikeway Visions, which are true transformations of infrastructure that would require substantial investments of money, time, and labor. Below, we look at each stage as a whole and at few routes in particular as examples.

Go read the fuller explanation of what those things mean, then look at the map to see where they fit in. A lot of the short-term opportunities include finishing the planned trails along the bayous and taking advantage of streets that have more capacity than traffic to turn a lane into a dedicated bike line like what we have on Lamar Street downtown.

Here’s a snip from the map that I took, which focuses on the parts of this plan that most interest me. Green lines are off street, blue lines are streets with dedicated bike lanes, and fuscia represents streets where bikes and cars can coexist in reasonable fashion. The thicker lines are what exists now, and the thinner lines are what’s in the plan. I’ve filtered out the long-term visions, so what you see are the short term and key connection opportunities:

BikePlanSmallView

A few points of interest:

– Note the continuation of the MKT Trail due west at TC Jester (it currently continues along the bayou), following the existing railroad tracks, then turns south through Memorial Park and on down, via the existing CenterPoint right of way. I think all of that is included in that 2012 bond referendum, but don’t hold me to that. Note also the connection from Buffalo Bayou Park to Memorial Park, which just makes all kinds of sense.

– The blue line that runs north-south is at the top the existing bike lane on Heights Blvd, which then continues on to Waugh, serving as a connection to the Buffalo Bayou trail. I’ve noted before how while I’d like to be able to bike that way, it’s just too hairy once you get south of Washington Avenue on Heights. As Raj notes in his story, this would involve some road construction to make it happen, but boy will that be worth it.

– Other blue east-west bike lane additions include (from the bottom up) Alabama, West Dallas/Inwood (connecting to an existing on-street path), Winter Street, White Oak/Quitman (a convenient route to the North Line light rail), and 11th Street/Pecore. I can testify that there is already a bike lane drawn on Pecore east of Michaux, but it needs some maintenance. 11th Street west of Studemont can have some heavy car traffic – people regularly complain how hard it is to cross 11th at the Herkimer bike trail – so I’ll be very interested to see how the plan aims to deal with that.

– Downtown is in the lower right corner of the picture, with Polk and Leeland streets targeted for connecting downtown to EaDo, and Austin and Caroline streets for downtown to midtown. These will no doubt be like the existing Lamar Street bike lane, where the main investment will be in paint and those big raised bumps.

Those are the things that caught my eye. Again, I encourage you to look it all over. The short term and key connection opportunities are fairly low cost all together, with some of the funds likely coming from the 2012 bond and the rest from ReBuild Houston. From Chapter 6 of the plan, on Implementation:

While a significant number of projects have dedicated funding identified for implementation over the next five years, including projects in the City’s CIP and the Bayou Greenways 2020 projects, the City of Houston budget projections indicate that there will be challenges in identifying additional resources, either in personnel, capital, or operations and maintenance to advance many additional components of the plan forward in the near term. Opportunities to leverage existing resources to meet the goals of the plan are important. Additional resources will likely need to be identified to implement many of the recommendations in the HBP in addition.

The Mayor’s press release identifies some of the funding sources being used now for this. Take a look, see what you think, and give them feedback. The draft plan exists because of copious public input, and that input is still needed to take this to completion.

Bayou trails update

Coming along nicely.

Houston’s Bayou Greenways 2020 initiative will build 150 miles of hike and bike trails along the city’s nine waterways, a $220 million effort that Mayor Annise Parker says is “one of the most exciting things I’ve had the opportunity to work on as mayor” – and which is only now gathering steam.

“It’s a transformative project designed to string the beads of existing trail systems into an integrated whole,” Parker said, “but also designed to put accessible park and green space into every neighborhood of Houston by putting trails along all of the small rivers that cross the city.”

The ambitious plan advanced Wednesday as City Council approved $19 million for the next phase of trails in north Houston and also cleared the way for the purchase of land on which some of the trails will run.

[…]

Bayou Greenways’ construction progress has been modest thus far as the parks board designs the new trails and slogs through the dual permitting process of the Harris County Flood Control District and the U.S. Army Corps of Engineers, said the parks board’s Catherine Butsch, as both entities have jurisdiction.

About 3.5 miles of trail have been built, mostly along White Oak Bayou, but Butsch said the pace is likely to increase sharply.

Construction is to start soon along a section of White Oak in the I-10 corridor. That follows the recent openings of a new bridge near T.C. Jester and 11th Street over White Oak, and of a new trail section from Antoine to Alabonson.

Along Brays Bayou, a trail section from Mason Park to Old Spanish Trail opened last year, and that segment will soon be extended to the University of Houston.

On Sims Bayou, construction is scheduled to start on the two trail sections at the far eastern and western edges of the city limits by year’s end, in tandem with design work on the middle sections.

Design also will start this year on two sections of trail along Greens Bayou and on a far western section of trail planned along Brays.

“When it is completed by 2020, we estimate that six out of 10 Houstonians will live within a mile and a half of one of these Bayou Greenways,” Butsch said. “That’s really enhancing access to park land. We’re really able to use our natural resources, our bayous, in a special way like no other city.”

I love this project, and I believe it will do a lot to make Houston a better place to live. We have all these bayous, we should be taking full advantage of them. A lot of the funding for this is privately raised as well, making it a better deal overall. I’m especially looking forward to the White Oak/I-10 work, but it’s great to see this happening farther out as well.

Connecting trails

Always good to see.

WhiteOakBayouPathAlabonsonAntoine

The Houston Parks and Recreation Department and Houston Parks Board recently celebrated the completion of the White Oak Bayou Path, the first in a series of projects creating a more connected system of hike-and-bike trails in the city.

Mayor Annise Parker and District A council member Brenda Stardig joined the organizations for a ribbon cutting ceremony on Thursday, July 9.

Joe Turner, director of the city’s parks and recreation department, said that funding for this project was made possible through a $15 million federal Transportation Investment Generating Economic Recovery grant for regional bike and pedestrian trails.

The grant will fund six projects.

The White Oak Bayou Path covers a stretch from Alabonson Road to Antoine Drive where pedestrian traffic had been previously blocked.

“We’re trying to close up gaps in different pieces of our trail system,” Turner said. “It’s an eighth of a mile, but it was a crucial piece with a bridge.”

These gaps, where the paths don’t meet, caused users to stop and turn around. Closing the gaps they connects paths to make thoroughfares.

The other projects include the White Oak Bayou Path between 11th Street and Stude Park, as well as a connection to residential neighborhoods from the path and to Buffalo Bayou Path, which will also include a .3 mile gap closure between Smith and Travis.

East downtown will gain connections between transit, residential and commercial spaces, totaling 8.6 miles of gap closures.

Brays Bayou Path will also benefit from a 1.6 mile gap-closure project and a .6 mile alternative transit path.

Turner said that once all of the projects are completed, the city will have an alternative transportation system with connected off-road hike-and-bike trails.

[…]

Roksan Okan-Vick, executive director of the nonprofit Houston Parks Board, said this segment is an important piece of the Bayou Greenways 2020 project, which will create a continuous system of parks and 150 miles of hike-and-bike trails along Houston’s major waterways.

“We have a fairly large and ambitious project underway,” she said.

Okan-Vick said the Houston Parks Board was successful in securing a Transportation Investment Generating Economic Recovery grant.

“We did the legwork, and we were lucky enough to be approved for the grant,” she said.

Okan-Vick said that there are three gaps on White Oak Bayou that needed to be addressed.

“This is the first one, and if you go further downstream, there is another we are working on,” she said.

When all trail sections are completed, it will be possible to travel the path along White Oak Bayou from far northwest Houston to Buffalo Bayou and downtown Houston, Turner said. “It gives us an alternative to our current transportation system,” he said. “And the hike-and-bike network allows us to connect pieces we’ve never connected before in our city. Lots of trails have been built over time, but they weren’t connected.”

I’m a big fan of this project, which covers a lot of territory and will greatly add off-road capacity for walkers and bicyclists. Longer term, other parts of this project will help make some dense infill development better for residents and neighbors. It will be an enduring legacy of Mayor Parker’s administration. Good work, y’all.

Flooding as election issue

I suppose this was inevitable.

As thousands of Houstonians recover from the recent storms, the flooding is emerging as a political issue. Mayoral candidates are criticizing the city’s drainage infrastructure, attacking an unfinished project along Brays Bayou – around which much of the flooding occurred – as well as ReBuild Houston, the controversial street and drainage repair program that voters approved in 2010.

Even if the long-term goals of both efforts had been met before Memorial Day, however, experts say the city still would have flooded, as no drainage system could handle the 11 inches of rain that fell overnight in Epps’ and other neighborhoods.

“The rainfall greatly exceeded any design standard for the street system: ReBuild Houston, the old systems, whatever. And the rainfall exceeded any expectation for the bayou systems to contain water,” said Mike Talbott, director of the Harris County Flood Control District. “Any time you exceed the design capacity rainfall event, you’re going to see flooding occur.”

During major downpours, swampy Houston’s first lines of defense are its streets and the underground pipes or roadside ditches alongside them. City storm sewers can send an inch or two of rain over a few hours to the bayous without water pooling in the street, but much more than that will cause road flooding – and this is by design.

The ultimate goal of the city’s current standards, said Carol Haddock, senior assistant director of Houston’s Department of Public Works and Engineering, is to contain a “100-year” rain event – in theory, the worst 1 percent of storms – within the public right of way. That means residents living on any street rebuilt since the early 2000s, when these standards were enacted, should be able to take 13.5 inches of rain in 24 hours without their homes or yards flooding, though their street and sidewalks will be underwater. It’s unclear how many streets have been fully rebuilt under the current standards, but it is certainly no quick task to replace Houston’s more than 8,000 miles of roadway.

What happened with the recent storms, however, saw some areas take nearly that much rain in half the time. Haddock said she is aware of no city that designs to such a standard.

“If everybody wanted us to be able to accommodate every rain event and keep everything open, it would cost every project we build a multiple of what we already spend,” said Wayne Klotz, president of local engineering firm Klotz and Associates and a former president of the American Society of Civil Engineers.

The passage of ReBuild Houston, a program fed largely by a drainage fee levied on property owners, did not change the city’s design standards, but Haddock said the funding it provides will improve drainage by speeding up the replacement of older streets with poor drainage.

Some areas flooded last month because the water could not get to the bayous, Haddock said – that is the city’s job, and what ReBuild is supposed to address. Other neighborhoods flooded, she said, because the bayous had insufficient capacity and broke their banks; improving those channels is the Harris County Flood Control District’s job.

“When Project Brays is done, and 20 years from now, when many of these neighborhoods have been rebuilt, I think the models would predict that we’d fare much better,” Haddock said. “There’s always the possibility that a storm event will exceed what it was designed for, whether you’re talking about pipes or streets or levies or dams. What you’re trying to do is reduce that risk as much as you can.”

These are important issues, but let’s maintain some perspective. No city is built to withstand the kind of rain we were getting without some floods occurring. Whatever you think of ReBuild Houston, we’ve got years to go and many millions of dollars to spend to get a significant number of our streets updated. Go reread that Jim Blackburn piece for some ideas of what kind of questions we should be asking our Mayoral hopefuls going forward. There are a lot of things we’d like to do and that we need to do, but we’re going to have to make a lot of hard decisions about how to prioritize them, and how to pay for them.

Council approves Memorial Park plan

Done deal.

The plan, which could see up to $300 million invested, also would restore the park’s ecosystem, which was greatly harmed in the 2011 drought, through ambitious plans to add fire suppression and irrigation systems and improve drainage to end serious erosion problems in parts of the park.

The plan was developed through months of public meetings, surveys and workshops with park users, and incorporated research from local experts on such matters as soil ecology, hydrology, archaeology, history and traffic. It was created by the city’s Parks and Recreation Department, the Memorial Park Conservancy and the Uptown tax increment reinvestment zone, which committed $3.2 million in financing for the plan.

The Uptown zone also will commit up to $120 million toward the envisioned infrastructure projects, such as drainage and parking improvements. Much of the rest will be raised from private donors by the conservancy.

As with most such master plans, the blueprint defined goals for what the park should become over time, if and when funding becomes available to build the things it proposes. Next, officials will design the projects, estimate how much they will cost, and decide how and when to apply public and private dollars to them.

See here for the background. Since there was a lot of discussion regarding the price tag in the comments to that post, keep in mind that not everything in the plan may ultimately get done. In addition, as noted above, privately raised funds will be a big part of this. The Bayou Greenway Initiative, which has a key role in the plan, intends to raise as much as they borrow in the bond initiative. Whatever the city winds up paying will come from the capital budget. It would be nice to know how much that is, but we’re not going to until the construction projects actually start. And again, it would be nice to know what the Mayoral candidates think about this, because this affects them and they can affect this. Hair Balls has more.

What kind of Memorial Park do you want?

Council is set to vote on the Memorial Park Conservancy plan, whether you like it or not.

Joe Turner does not want more drawings gathering dust on a shelf.

Houston’s parks and recreation director inherited more than a few unrealized master plans when he was hired 10 years ago. Now he’s shepherding the most complex one yet, a detailed plan to restore, improve and maintain Memorial Park, the largest and most heavily used green space in the city.

Thomas Woltz describes his blueprint as a once-in-a-lifetime opportunity to help save a green space three times bigger than New York’s Central Park. It doesn’t lack for ambition, restoring the ecosystem, shifting several ballfields to the park’s northeast corner, increasing parking spaces by 30 percent and creating two dramatic land bridges spanning Memorial Drive that reconnects the park’s major sections.

“We feel like we’ve enlarged the park without any land acquisition,” said Woltz, a partner in one of the nation’s premier landscape architecture firms, Nelson Byrd Woltz.

But it’s an election year, and vested interests around the park are taking aim at new ideas they don’t like. Tuesday is the last day for public comment on the plan.

Then, on Wednesday Mayor Annise Parker and City Council will be asked to vote on the plan, 18 months after they unanimously approved its creation. The plan was created through a partnership of Turner’s department, the Memorial Park Conservancy and the Uptown Houston tax increment reinvestment zone, which committed $3.2 million in financing for the plan.

[…]

In addition to the land bridges, the plan’s most ambitious ideas involve infrastructure, including fire suppression and irrigation systems, stormwater management and a 30 percent increase in parking spaces. Those projects would happen first. They fall within the realm of the TIRZ, which by law can support infrastructure only with the tax money it collects.

In interviews with the Houston Chronicle, Woltz and Sarah Newbery, Uptown’s park project manager, have said the tab might be $300 million, but last week they were loath to use any figures.

Newbery said the plan simply tries to define goals for what the park should become over time, if and when funding become available to build the things it proposes. If council approves the plan, the team soon will address where and how to begin, calculate costs and put every item through “a measured and thoughtful public process,” she said.

See here and here for some background on the plan; see here, here, and here for background on the TITZ part. The plan has its share of controversy, from the land bridge to the parking plan to the bayou erosion remediation. This Hair Balls post about yesterday’s Council public session covers a lot of the concerns. I’m generally favorable, though I share a lot of the concerns about the bayou. Be that as it may – you know what’s coming, right? – there’s nothing in this story to indicate what any of the Mayoral candidates think about this. Memorial Park is a crown jewel, and this is a huge undertaking that will happen on the next Mayor’s watch. Wouldn’t it be nice to know if they approve or disapprove, and what their concerns are?

2015 Mayoral manifesto: Transportation

Preliminaries

Please note that I have called this part of my manifesto “Transportation” and not “Traffic”. I agree that traffic sucks and that the Mayoral candidates ought to have some ideas for how to deal with it. It’s my opinion that the best answers involve providing as many viable alternatives to getting into the car and contributing to the problem as possible. I believe a lot of progress on this has been made under Mayor Parker, but there’s a lot of unfinished business, a lot of business that’s just getting started, and a lot of business that hasn’t started or may not even be on the drawing board yet, but needs to be. I’ve got a lot of ground to cover, so let’s get started.

Metro

The reclamation and revitalization of Metro has been one of Mayor Parker’s greatest successes. That agency was a dumpster fire when she took office – I had no idea how far off track it had gotten. It was Mayor Parker’s appointment of a stellar Metro Board and their subsequent tabbing of George Greanias as CEO/general fix-it man that started the salvation process and got us to where we are now, on the cusp of the last two rail lines opening, the bus reimagining, the marginal sales tax revenue collection, and the generally restored trust in the agency by stakeholders and the public. All Mayors get to appoint their own Metro boards. It should be a priority for all of the Mayoral candidates to ensure they appoint a Board as good as this one has been, and to build on the good work they have done.

Rail

As noted, by the time the next Mayor is inaugurated, all of the current Metro rail construction (with the exception of the Harrisburg line overpass and extension) will be done. With the Universities line in limbo, you’d think that might be the end of rail construction for the foreseeable future, but that’s far from the case. The Uptown BRT line is expected to be operational by mid-2017. There are three commuter rail lines under discussion, one of which – the US90A Southwest Rail Corridor (SWRC) line – was included in the 2003 Metro referendum and which was moving forward as recently as 2012 before being put on hold while the other lines were being finished. Another proposed commuter rail line, along the 290 corridor, would connect to the Uptown BRT line and might wind up sharing space, if not tracks, with the proposed Houston to Dallas high-speed rail line. That privately-financed venture, which is undergoing environmental review and discussion with potentially affected communities, is still seeking a terminus in Houston, and while downtown is preferred it presents some big challenges. One possible solution to that might be to have it end at the Northwest Transit Center, and connect to a light rail line that would need to be built and which could be shared with that 290 corridor commuter line. It’s hard to know how much of this might happen – very little is set in stone, and much could change, or could just not come about – but the potential is there for a lot more rail to be built, and while the Mayor would not be directly involved in any of this, it’s fair to say that he could have an impact on the outcome if he wanted to. For that matter, who’s to say that the Universities line couldn’t move forward someday? I want a Mayor that’s willing and able to advocate for and abet these projects.

Bicycles

As has been noted several times, Houston is a much more bike-friendly city now than it was a few years ago. We have a growing bike share program, an extensive and also growing network of off-road bike trails, a pioneer dedicated on-road bike lane downtown to help connect one trail to another, a local safe passing ordinance with a more comprehensive plan for bike safety in the works, and we have tweaked parking requirement regulations to enable bike parking. But as with rail, with all that progress there is much to be done. Most of the bike trail work has yet to be done; for the work that has been enabled by the passage of a bill making CenterPoint rights of way available as bike paths, it’s still in the conceptual stage. B-Cycle has been a big success but some kiosks are more successful than others, and it’s all still within biking distance of downtown. Moving it farther out, and integrating it more tightly with existing and future transit should be on the to do list. And of course, better connecting people to the present and future bike infrastructure, perhaps via Neighborhood Greenways or something similar, needs to be on it as well. More people on bikes means fewer people in cars. Surely that will help ease traffic woes a bit.

Pedestrians and sidewalks

Again, there is progress here, with Complete Streets and a focus on making residential streets more residential. But Houston is a dangerous place to walk, and a lot of streets have no sidewalks or essentially useless sidewalks. Improving the pedestrian experience is key to making transit more attractive. Improving pedestrian safety may require lowering speed limits. What do our Mayoral hopefuls think about these things?

Roads

So, um, what’s going on with ReBuild Houston? It would be nice to get some clear direction, and a lot more regular information, on that. Beyond that, all I really care about is keeping an eye on TxDOT and making sure they don’t do anything too destructive to existing infrastructure and neighborhoods in their quest to do something with I-45. The next Mayor needs to stay on top of that and do whatever it takes to prevent anything bad from happening.

That’s my view of transportation issues. What would you add to this list?

Neighborhood Greenways

I really like this idea.

Complete Streets means that our local governments prioritize the safety and comfort of all a street’s users regardless of age, ability, or mode of transport. Fixing our streets will be a long-term project, but if we head in the right direction, we will have neighborhoods for our grandchildren to live healthier, happier and more prosperous lives.

Now is the time to make the next big push.

It’s time to build on the Bayou Greenways network, the remarkable trail system that brought together Harris County Flood Control District, the City of Houston, the Houston Parks Board, voters and private funders. Bayou Greenways simultaneously improve flood control, add green space, and provide safe, attractive hike-and-bike trails. If we connect Bayou Greenways to other trails — including the Utility Line Easement Hike and Bike Trail concept — the Houston region will have a massive large-scale grid allowing safe long-distance trips.

That will all be terrific once you’re on that network, on one of those trails. But even if the trail network expands radically, before we can use it, we have to get there from our homes.

The Houston region needs something new — not just Bayou Greenways, but Neighborhood Greenways that would connect those trails to all users, regardless of age, ability, or mode of transport.

[…]

Houston could add 200 miles of Neighborhood Greenways for $50 million — roughly the same cost as adding two lanes to one mile of freeway. We could connect most of the Houston region’s dense urban core — the Inner Loop and the same-sized area just west of the 610 Loop — with safe walking, biking, and driving infrastructure for less than 5 percent of one year’s regional transportation spending budget. For about 10 percent of that regional budget, we could connect most of the city of Houston. That small investment would create a Houston that is dramatically more family-friendly for generations to come.

See here for a full presentation of Neighborhood Greenways. The basic idea is to use side streets as connectors to bike trails and the like, with some modifications to these side streets to make them safer and more attractive to bikes and pedestrians. It’s another way to extend the already-growing network of hike and bike trails, since in order to take advantage of them you have to get to them in the first place. It’s a concept that’s being used in other cities, like Portland and Seattle. The cost of all this is fairly small, and there are federal funds available. What’s not to like? As I’ve said before, there’s no one big solution to reducing traffic and adding capacity. There are a lot of smaller solutions that together add up to much more. It’s up to us to take advantage of these smaller solutions.

Creating a bike plan for the city

Moving forward.

It would be hard to argue that bicycling in Houston is not on the upswing, with many millions of dollars approved and numerous policies passed in recent years, all aimed at welcoming and protecting riders.

City planners and cycling advocates see significant gaps in this progress, however, from uncertainty about the kind of cyclists Houston wants to serve to questions about what projects should take priority on which streets.

To fill these holes, city planners in the coming weeks will launch a $500,000 effort to produce a citywide bicycling plan, the first such comprehensive effort since 1994. Houston has set aside $100,000 for the plan, which will be led by outside consultants, and is raising the rest from private partners, said Pat Walsh, director of the city Planning and Development Department.

“This project is long overdue,” Walsh said. “The city has changed much in 20 years, the support and use of bicycling has increased significantly in 20 years, and we feel it’s time to revisit our planning for bicycle activities.”

[…]

Michael Payne, executive director of Bike Houston, which is helping fund the planning process, said the initiative is a criticial step in the city’s evolution and, ideally, in the evolution of individual cyclists’ mindsets. Most cyclists today ride recreationally, he said, but safer routes would let more people ride comfortably around their neighborhood, then discover it is feasible to run a few errands or even to commute by bike.

National data suggest perhaps 1 percent of riders brave traffic, regardless of the conditions, he said, about 7 percent ride a bit and would like to ride more, and about 60 percent say they want to ride more but don’t feel safe doing so. This last group should be the main target of any policy study, Payne said.

“It’s about addressing the safety issue and about having separate bikeways so that people have both the perception of safety but also the reality of greater physical separation from cars,” he said. “We need to develop infrastructure that people 8 years old to 80 years old feel comfortable using. It’s not just about this aggressive, fast-paced cyclist, who’s typically a middle-aged man, white guy, affluent. We’re trying to meet the needs of a wide range of society.”

The general idea, Payne said, is to use the Bayou Greenways trails, which typically run east-west, and future trails envisioned along electric utility corridors, which often run north-south, as bike highways.

As high-speed, congested city streets are due to be rebuilt, protected bike lanes may be added. And on neighborhood streets, with slower speeds and fewer cars, cyclists could get striped paths similar to those on city streets today. However, Payne said, the paths ideally would be much wider, in line with 5-foot national standards, and better maintained.

Because these on-street improvements will take many years, Walsh said, part of the planning effort also will seek to identify “low-hanging fruit” – quick, cheap improvements with potentially high impact.

See here for the background. The main goal is to promote safety, largely via BikeHouston’s Goal Zero Fatalities, but also by the continued improvement of off-road bike trails, which will be getting a major boost in the coming years. Houston is a much more bike-friendly city than it was 20 or even 10 years ago. The more we can get people to swap cars for bikes for short trips, the better our roads and our air will be going forward. I look forward to seeing how this progresses.

Heights bike trail connection update

Good news from Swamplot:

Getting from the MKT bike trail to the West White Oak Bayou trail

OVER THANKSGIVING weekend city workers opened a portion of the proposed hike-and-hike trail that will one day link downtown and Acres Homes.

Work began last October on this new section, one that heads west from the MKT hike-and-bike trail’s former official western terminus at Lawrence Park, under the N. Shepherd Dr. and N. Durham Dr. overpasses, and over White Oak Bayou, west to Cottage Grove and north towards an eventual link with the existing White Oak Bayou trail.

This link legitimizes an unsanctioned though fairly popular “ninja route” long used by off-trail cyclists, who had been pedaling the gravel path from the park to a rickety, burned-out White Oak Bayou railway trestle known to as the “Bridge of Death,” seen below in a 2012 photo.

Click those links above, and see also here for the background. The last bit isn’t quite done yet, but this is some good progress. I look forward to checking it out sometime after the holidays when things are a bit less hectic.

What’s on the agenda for Mayor Parker in her third term

Now that Mayor Parker has been safely re-elected, with a better-than-expected margin, what does she plan to do from here?

Mayor Annise Parker

Mayor Annise Parker

A triumphant Parker on Tuesday lauded her “decisive” victory but quickly shifted her focus to the coming two years, listing her third-term priorities as jobs, economic development, rebuilding streets and drainage, and financial accountability.

“There are no quick fixes. We’re rebuilding Houston for the decades, and we’re doing it right,” she said. “My election is over, but the work is going to get much tougher. … The next two years starts tonight.”

Parker had said for weeks she expected to avoid a runoff, and lately has acted the part, saying Monday she intended immediately to place controversial items before the City Council.

An ordinance targeting wage theft should be on the Nov. 13 agenda, she said, with a measure restricting payday and auto title lenders shortly to follow. Both items were discussed by council committees earlier this year before disappearing in favor of bland agendas during the campaign.

The council also should vote on a controversial item rewriting regulations for food trucks before year’s end, Parker said.

She said she also wants to pass a nondiscrimination ordinance similar to an item recently passed in San Antonio that prohibited bias against gay and transgender residents in city employment, contracting and appointments, and in housing and places of public accommodation.

Parker also has said she wants to expand curbside recycling service to every home in Houston, to finish an effort to reduce chronic homelessness, and to give Houston voters a chance to change the city’s term-limits structure, likely from three two-year terms to two four-year terms. She singled out homelessness and the Bayou Greenways initiative, a voter-approved effort to string trails along all the city’s bayous, Tuesday night.

Parker also has highlighted pending projects: the city is halfway through moving its crime lab from the Houston Police Department to an independent lab; voters’ narrow approval of a joint city-county inmate processing center on Tuesday will let the city shutter its two aging jails.

The mayor twice has failed to persuade the Texas Legislature to give her local negotiating authority with the city’s firefighter pension system; she will get another crack at it in 2015.

Another reform Parker said she wants to tackle is increasing water conservation in Houston, saying “we are one of the most profligate users of water of any city in Texas, and that has to change.”

A lot of this should be familiar. The wage theft ordinance was brought up in August to a skeptical Council committee, and the Mayor promised to bring it up on October 23. Payday lending is a to do items due to legislative inaction. The call for a more comprehensive non-discrimination ordinance was a recent addition that came in the wake of San Antonio passing its more muscular NDO. The crime lab and closure of the city jails are long-term projects that will move forward. It will be interesting to see where Council is on some of these, and it may be better for a couple of them to wait until the runoffs resolve themselves and bring them up next year. Finally, on the subject of water usage, there’s a lot we could do to affect that.

The one cautionary note I would strike is on term limits. You know how I feel about term limits, so I’m not going to go into that. My concern is that this necessarily means a change to the city charter, and that implies the possibility of a larger can of worms being opened. Which, maybe Mayor Parker would welcome, I don’t know. I personally have a hard time shaking the feeling that the goal of this exercise is to curtail the power of the Mayor one way or another – I have a hard time seeing us move to a City Manager form of government, but things like giving Council members the power to propose agenda items are in play. Which, again, may be something the Mayor wants to discuss, and even if it isn’t may be a good thing for the rest of us to talk about. I’ve said I’m open to the conversation, and I am. Doesn’t mean I’m not thinking about the possible ways it could go.

One more thing:

Parker said Tuesday she would not be a candidate for any office in 2016.

That was made in the context of speculation that the Mayor’s current agenda for Council might presage a run for statewide office. I don’t know what the Mayor’s plans are for life post-Mayorship, but I can say with a reasonable degree of confidence that of course she wouldn’t be a candidate for office in 2016. What office would she run for? The only statewide positions are Railroad Commissioner and judicial seats, and unless she wants to move out west and run against Steve Radack, the only county office that might fit would be Tax Assessor. The question to ask is whether she might be a candidate for office in 2018, and even I would have to admit that’s way too far off to really care about right now. Let’s see how these next two years go, and we’ll figure it out from there.