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A bad streak

Twenty years. Geez.

For 20 years, Texans have been dying to get somewhere, and there is little sign they will stop anytime soon.

Saturday marks 20 years of at least one death a day on Texas roads, a grim milestone in a long-simmering safety crisis lawmakers and local agencies have pledged to stop but have barely slowed in the past two years.

“The numbers don’t reflect it yet, to be frank,” state Transportation Commissioner Laura Ryan said of efforts to eliminate roadway deaths by 2050.

They eventually will reduce dying on streets, officials said, but only through efforts on numerous fronts. Plans call for spending millions on education campaigns to change driver behavior and keep impaired drivers from choosing to get behind the wheel. Engineers expect to use crash data to identify and then build better intersections and crosswalks. Upcoming state highway repairs include rumble strips to warn drivers when they drift from the road.

Whatever changes officials have in store, the intent is to encourage drivers to do what they need to do to keep themselves and others safe, or not enable whatever it is that leads them to poor choices.

“It is the difference between life and death,” Houston Mayor Sylvester Turner said, noting the city’s plan for eliminating fatalities on city streets will be released later this month. It is expected to recommend significant reconstruction changes at intersections and along major streets.

“No loss of life is acceptable,” Turner said. “We need to communicate the value of life over speed.”

If we couldn’t have a traffic death-free day during the height of the pandemic shutdowns, I can’t imagine how we’ll ever have one again. Just from a sheer numbers perspective, it seems impossible, barring a radical paradigm shift at some point. (Yeah, yeah, driverless cars. When were those supposed to start being regular features of our daily commute again?) There’s been a lot of work done to make roads safer, and there are more such projects in the pipeline, but those things take time, and we have zillions of miles of roads. Stay safe out there, y’all.

Metro moving forward with its construction plans

As well they should.

Carrin Patman greeted the supporter by grabbing both of his hands in a packed downtown Houston event space above a bustling sports bar. The buffet laid out for Metro’s 2019 election night watch party was thoroughly picked through and waiters and waitresses were bringing out more.

“I don’t want to jinx it, but everything is looking great. It’s going to pass,” Patman, chairwoman of the Metropolitan Transit Authority board, told the man among a throng of celebrants clinking glasses and talking about the big win for buses and trains. As she let go, Patman said she was looking forward to starting the “real work” of building Houston’s future transit system.

A year later, Metro has to work its way through a pandemic that took away more than half its ridership and still is roiling its financial outlook before it can tackle more than a decade of rail, street and transit stop construction.

Nonetheless, transit officials are moving ahead with millions of dollars in engineering and design of new lines and services, confident they can plan now for major projects that riders eventually will demand.

“We don’t want to lose that time,” said Roberto Treviño, Metro’s executive vice president for planning, engineering and construction. “We don’t want to wait. Now is the time to plan.”

After months of discussion, contracts for design oversight and preparation of the lengthy federal environmental process for a major bus rapid transit line could be solicited by the end of the year, as Metro starts the work Patman predicted.

You can read the rest. Some projects have been de-prioritized for now, which is fine. The people voted for doing this work, and it would be a dereliction of duty to not do it. Unless you think we’re never going to get back to the level of activity and traffic we had before, there’s no reason to put this off. Keep moving forward.

HISD needs a bond referendum

Easier said than done, though.

Houston ISD appeared to be on track in mid-February to put a bond election on the ballot this November, taking a critical step toward asking voters for the first time since 2012 to let it borrow money to finance major facility upgrades in the district.

Two weeks later, federal agents raided the district’s headquarters. Three weeks after that, campuses closed due to COVID-19.

Once again, an HISD bond would have to wait.

As voters in Dallas, San Antonio and parts of Fort Bend County decide in the coming weeks whether to back billions of dollars in school improvements, residents of the state’s largest district will not see a bond request on the ballot for the eighth straight year, the longest absence among Texas’ major urban districts.

Despite promising signs earlier this year that HISD finally may have weathered a cascade of embarrassments, the district remains unable to garner support needed to provide students with much-wanted improvements. After approving a facilities assessment in February, a precursor to a bond vote, HISD administrators and trustees never publicly discussed seeking an election following the raid and pandemic-induced shutdown.

In addition to grappling with the novel coronavirus pandemic, HISD continues to face fallout from the abrupt departure of former Superintendent Richard Carranza, self-admitted dysfunction on the school board in 2018 and 2019, the Texas Education Agency’s ongoing effort to replace trustees and the raid tied to former high-ranking administrator Brian Busby.

“As a layperson on the outside looking in, with everything that was going on in the district, I personally would have had some reluctance supporting one,” said HISD trustee Kathy Blueford-Daniels, one of four new members on the nine-person board this year. “We’re not entangled in all that controversy now, and so it’s imperative that we look at trying to do a bond every five years. We’re way overdue.”

[…]

Rice University political science professor Bob Stein, who has conducted dozens of school bond polls and led a survey on voter attitudes toward HISD last year, said he would be “shocked” if the district could earn the needed majority support for a package. If a bond vote fails, HISD must cover costs associated with administering the election.

“There’s just no confidence in the district, and I have no reason to think that confidence has increased with remote learning,” Stein said. “My guess is they’re not going to pass a bond anytime soon.”

Here’s a scorching hot take: Maybe the best way to get a very necessary bond passed is to hand that responsibility to the board of managers that will (one presumes) eventually get installed by the TEA as part of its now-held-up-in-the-courts takeover. If there’s not enough faith that the elected Board members are up to the task (a proposition I’d question, but let’s go with it for now), then give the new Board a crack at it. It’s not clear to me that the appointed Board would have a net gain in public trust, since so many HISD parents and other stakeholders are deeply suspicious of (if not outright hostile to) the TEA takeover, but maybe they could earn some trust, or have a honeymoon period, or just be able to bring it up without other issues getting in the way. I’m just spitballing here. The fact remains, the schools need the capital investment. I’m open to any reasonable ideas for making it happen.

Texas Central gets federal approvals

A big step completed.

Federal officials have issued final approvals to backers of a Houston-to-Dallas high-speed rail line, clearing the way for construction of the proposed line, in a move almost certain to face challenges from opponents.

Texas Central Railroad, the company planning to operate trains from Houston to Dallas with a stop near College Station, said early Monday that the Federal Railroad Administration had issued both the Record of Decision that ends the environmental analysis and the Rule of Particular Applicability that governs the safety standards the Japanese-developed trains must use.

“This is the moment we have been working towards,” said Carlos Aguilar, CEO of Texas Central Railroad.

Railroad administration officials did not confirm the approvals, with the company saying the details and specifics of the rules will be released soon.

Company officials — who less than a decade ago expected construction to cost $10 billion, now say building it will cost “around $20 billion,” with construction possibly starting in the first half of next year.

[…]

With the two approvals in hand, Texas Central can begin final designs and construction of the project. A consortium of companies, including Italian construction giant Salini Impregilo, Central Japan Railway — builder of the Shinkansen bullet trains that will be the basis for the Texas trains — and Spanish rail operator Renfe, are all hired to handle various parts of the building and operations of the system.

Though development involves global companies, Texas Central and supporters, including elected officials in Houston and Dallas, note the company is based in Texas and the companies will hire thousands of locals to build and operate it. Some, such as Houston Mayor Sylvester Turner, said new travel modes will define how the metro areas grow and cooperate.

“The construction of high-speed rail will have a generational impact, creating thousands of jobs right here in Houston and injecting billions of dollars into our local businesses,” Turner said.

Texas Central had previously hoped to start construction by the end of this year. I presume, though the story doesn’t indicate, that the COVID situation may have slowed things down a bit.

Most of the rest of the story is given to Texas Central opponents, and I think we can recite most of what they have to say by heart. I don’t expect the opposition to ease up any time soon, but the opponents are beginning to run out of tools in their bag, especially after a favorable court ruling on the “are they really a railroad” question. I’ve said repeatedly that the best thing TCR can do for their own future is to get those shovels in the ground and start constructing before the Lege has the chance to take any further action. They’ll be at the very beginning stages of that during the session this spring, so maybe this is the end of the line for serious peril.

Of course, we don’t know how demand for this kind of travel will change in a post-COVID world. One could argue that with fast boarding and roomier passenger spaces, TCR will be better placed than before to compete with the airlines. They may have a harder time competing with people driving themselves, however. All this assumes there will be the same kind of demand for mostly business travel going forward. We just don’t know what that effect will be in the longer term, but any argument that the Zoom-and-Teams world we’re in now obviates the need for big rail projects like TCR would apply to big road projects as well. We may very well make some inaccurate guesses about this. We’re going to have to live with that until we do know better. The Trib has more.

Can downtown survive COVID-19?

So depressing to read.

When Understory opened last summer, the stylish food hall in downtown’s Bank of America Tower quickly became the go-to lunch spot for throngs of office workers who stood in line for poke bowls, gourmet burgers and fancy coffee drinks.

Across the street, a row of taxis idled in front of Chase Tower, waiting to shuttle well-dressed business travelers to their hotels or back to the airport.

At night, lights twinkled from inside Perbacco, the glass-walled Italian restaurant across from the city’s symphony hall that had become a pre-theater staple.

But that was all so 2019.

This corner of downtown Houston, once a thriving hub of commerce and culture, has become a shadow of its former self. The food hall crowds are gone. The taxis are nowhere to be found. And the restaurants that are still open are struggling to hang on. Aside from construction projects, which have continued to move forward during the coronavirus pandemic, the Central Business District is a ghost town.

It’s not just the private sector feeling the pain. With tourists and business travelers staying home, hotel occupancy tax collections, a significant source of revenue for the city, were off 28 percent through July compared with the same period in 2019.

“You’ve got to understand,” said Tilman Fertitta, who owns Vic & Anthony’s, the high-end steakhouse near Minute Maid Park, “downtown is dead. There’s nobody in the buildings. There’s no business traveler.”

While some white-collar workers have trickled back to their jobs, the office population has plunged to less than 10 percent of pre-pandemic levels, according to a survey by Central Houston, a downtown business group. Major conventions and virtually all business travel, the lifeblood of downtown hotels, have been canceled. The performing arts are on hiatus and professional sports are being played elsewhere or without fans in their seats.

The strides developers, business leaders and city officials have made in transforming the city center from a mostly commercial district into a more vibrant neighborhood with new housing, parks and schools are being threatened by the pandemic, whose economic and societal tolls may take years to undo.

I’ve lived in Houston long enough to remember when no one went downtown unless they worked there or had some limited one-off reason, like jury duty or to see a show. I’ve seen the various efforts to bring new life into downtown, from big ticket items like Minute Maid Park and the Toyota Center to Discovery Green and the resurgent restaurant scene. As a four-year downtown employee, I dodged a lot of construction and saw the culmination of many longer-term projects that made downtown a vital and thriving place. And now we see the devastation caused by COVID-19 and the lives and careers and businesses it has wrecked, and I wonder if I’ll live to see a downtown like the one I remember again. I’m hopeful by nature, but boy is this going to be rough.

The rooftop park at the downtown post office

Very cool.

Photo by Houston In Pics

The company redeveloping downtown’s former post office property will open a rooftop venue early next year as part of a five-acre park and organic farm that will top the historic building at 401 Franklin St.

Lovett Commercial said the space will host open-air weddings and other events with a dramatic skyline backdrop. The property sits on the northern end of downtown near the corner of Franklin and Bagby, across Buffalo Bayou from the bulk of the city’s office and residential towers.

Houston-based Lovett purchased the 16-acre site, formerly the Barbara Jordan Post Office, in 2015 and is remaking the space into a coworking, shopping and culinary destination with a concert venue, hotel and rooftop farm called POST Houston.

Jordan was a Houston native who was the first Black woman from the South elected to Congress. Lovett said it intends to incorporate a monument to Jordan, who died in 1996, into the property.

The campus comprises a two-story warehouse with a more than five-acre footprint and a five-story administration building facing Franklin Street.

The rooftop, to be known as the Skylawn, was designed by Hoerr Schaudt, the Chicago-based landscape architects behind Houston’s McGovern Centennial Park. The 6,000-square-foot event space will be able to host up to 300 guests.

See here for the background. The photos that accompany the Chron story look delightful. I just hope we’re all able to actually experience it someday.

Who gets to be on the I-45 panel?

I’m not thrilled about this.

Houston will have a say in a regional response to design differences in the planned widening of Interstate 45 within the city — and so will Sugar Land, Montgomery County and Waller County.

After voting last month to establish a working group focused on improving the plans by the Texas Department of Transportation for rebuilding I-45, members of the Houston-Galveston Area Council’s Transportation Policy Council approved the members of the panel Friday over the objections of critics and Harris County officials.

“I do take exception that those who are going to be most impacted are not as represented,” Harris County Precinct 2 Commissioner Adrian Garcia said.

[…]

Houston, via a letter from Mayor Sylvester Turner to TxDOT officials, has sought changes to the project north of downtown to ease those effects. City officials want frontage roads in some areas eliminated or reduced to two lanes, and a greater reliance on transit instead of carpools by making the center lanes bus-only rather than HOV. TxDOT has said it is studying the proposal, but said that after years of discussion it is committed to moving its designs along to keep construction on track while addressing possible changes later.

Regional officials with the transportation council ultimately will decide whether $100 million or more of locally-controlled federal money is spent on the project as phases begin over the next five years, a sum that while small in comparison of the $7 billion-plus cost, significantly affects TxDOT’s ability to leverage state-controlled dollars. That leaves the council to support or not support the changes as a condition of its funding, or allow TxDOT to move forward with its own plans.

The 16-person working group approved Friday includes some Houston-centric officials — including At-Large Councilman David Robinson, Metropolitan Transit Authority Chairwoman Carrin Patman and Port Houston Executive Director Roger Guenther. Half of the members, however, hail from outside Harris County, including Sugar Land Mayor Joe Zimmerman, Waller County Commissioner Justin Beckendorff and Montgomery County Judge Mark Keough.

Galveston County Commissioner Ken Clark, chairman of the transportation council, said his aim in appointing people to the group was to reflect the entire region’s interest in the project.

“Their commuters are driving their freeway roads all over the place,” Clark said. “I thought it was important we had a group that had that … a critical working group if you will.”

Zimmerman, who last month argued Houston-area officials needed to put the project “in a positive light” noted that the regional body’s role was to reflect the entire eight-county area.

“The intent was to keep politics out of this,” Zimmerman said.

Critics, who have said for two years that their concerns have been heard by TxDOT with little progress toward resolving the issues, said a regional group that includes no members from the project area speaking directly for residents and neighborhoods indicates their concerns are being ignored.

“This proposal is inequitable and unacceptable,” said Jonathan Brooks, director of policy and planning for LINK Houston, a local advocacy group that has organized some of the opposition to the project.

First of all, you can never “keep the politics out” of an inherently political process. I cringe at this because the implication here, one that is widely made and shared, is that by keeping “politics” out of this process you are somehow keeping it “clean” and “fair”, because “politics” is dirty and tainted. But “politics”, as a process, is all about engaging communities and getting consensus. You can’t do that if key communities are being excluded while others that have a lesser stake in the outcome are given power over the process. The people whose homes, neighborhoods, jobs, and lives are going to be directly affected by the I-45 project need to have a seat at that table. It’s just wrong that they don’t.

Second, maybe the reason Houston-area officials haven’t been putting such a “positive light” on this project is because we don’t see it as being all that positive. Certainly, plenty of people who live in Houston don’t see it that way. Maybe the problem isn’t branding but the product itself.

And look, none of this would be a problem now if the people who will be the most affected by this project had truly been heard along the way. They’ve been airing the same complaints about the I-45 rebuild because so many of their key concerns are still there. You may say there’s no way to do this project without setting aside most of those concerns. We would say that’s exactly the problem, and should call into question the fundamental assumptions about this project in the first place. If you can’t do it without causing significant harm, maybe you shouldn’t be doing it.

Time for your regularly scheduled announcement that the Uptown BRT line opening has been pushed back

Maybe for the last time, though. We hope.

Rapid bus service is coming to Uptown next month, a couple weeks later than Metro first said this summer and two years later than expected when construction began in 2016.

Service will start along the Silver Line on Aug. 23, along with other bus route changes planned by Metropolitan Transit Authority, CEO Tom Lambert said. Officials pushed back opening day a couple weeks from an earlier estimate to make all the changes at once.

“This allows us to be consistent,” Lambert said.

[…]

“There are four critical traffic signals to getting this done,” said Roberto Trevino, Metro’s executive vice president for planning, engineering and construction, outlining the remaining work.

City officials, Trevino said, pledged to have the signals in place by the end of the week. The lights are vital to giving buses their own signal to enter and exit the lanes at key such intersections as Westpark and the Loop 610 southbound frontage road.

See here for the previous update, when July was the target month. I will say, this time we have an actual date, which is a step forward. Also, if the term “Silver Line” has been used elsewhere, I’ve missed it. I look forward to a day when the virus is under control and I can feel free to take what would be a joyride for myself on this new line. I hope the date for that doesn’t have to keep being rescheduled.

Who gets displaced by I-45?

Worth keeping in mind, the cost of expanding I-45 is more than just dollars.

The I-45 project’s toll on local property owners would be unprecedented for TxDOT in Houston, potentially relocating hundreds of families and businesses. Estimated to cost at least $7 billion, the project will rebuild I-45 from downtown Houston north to Beltway 8, and change how it connects with other downtown freeways.

That means rebuilding — by removing — pieces of Fifth Ward, the Northside, Acres Homes and Aldine. Spots south of North Main where third-generation Latino residents help neighbors work on cars in their driveway. Or Tidwell, which bustles with activity as the commercial center and is the only place within walking distance of her apartment where Shondrae McBride, 26, can get her nails done, pick up marinated carne asada and drop off her husband’s cell phone for repair across from a Pho restaurant.

“Not everybody has a car to get around,” McBride said.

Removing some of those businesses, she said, would “add hours” to her typical errands.

The latest estimates show the rebuild would impact — the catchword for any structure or dwelling directly touched by the changing road boundary — 158 houses, 433 apartments or condos, 486 public housing units, 340 businesses, five churches and two schools. The Houston Police Department would need to relocate its south central police station and the Mexican Consulate in the Museum District, adjacent to I-69, will move to a Westchase-area location.

Houston Mayor Sylvester Turner has called the project “transformative” but also called on TxDOT to revise the designs north of downtown to impact fewer homes and businesses while remaining on track to start construction downtown in a matter of months. Work is slated to begin north of Interstate 10 by 2024.

When the work actually begins will depend on decisions made this year and next that some, including Harris County Judge Lina Hidalgo, worry will displace a historic number of people before getting a full public review despite more than 15 years of planning. Hidalgo and others have called on TxDOT to delay final decisions, which could push back the start of construction for months as more public meetings are planned.

“Given the impacts of the COVID-19 disaster, this delay would give the county and its residents more time to engage with and offer feedback,” Hidalgo wrote in May.

TxDOT officials have said they welcome the city and county’s input, with state Transportation Commissioner Laura Ryan, of Houston, saying the goal is a project that “will work, for the most part, for as many people as possible.”

That still leaves the question of how many people will have to get out of the way.

There’s an illustration in the story that shows what the effects would be for the project as now planned. The city’s alternative would do a lot to mitigate that. The best thing you can do is take advantage of every opportunity to let your elected officials know what you do and don’t want to happen. I know there’s a lot going on, but stuff like this doesn’t go away when there’s too much to pay attention to.

And now a few words from our city transportation planner

Didn’t know we had one, did you? Well, we do, his name is David Fields, and he had a few things to say to Chron reporter Dug Begley in a recent Q&A:

As you look at upcoming plans and projects around the city, how is COVID-19 affecting them? Are there tangible things that are changing or are the changes more conceptual, in the sense we might not know what demand is going to look like 12-18-24 months out any longer?

Streets are funny things. Some people see them as having just two purposes: Movement and storage. That might be cars, bikes, transit, or walking, but for all of them, we often limit in our minds what this very physical and expensive infrastructure can do for us.

COVID-19 is reminding us that streets don’t need to do the same job, 24 hours per day, seven days per week, 365 days per year. If we limit streets to these two jobs, we’re not getting the full value out of our investment in our city. While our streets move people at some times of day, those same roads can be used as play spaces at other times. Businesses reminded us that space used for parking sometimes can be used for restaurant pick-up zones at other times.

Learning this lesson is a huge benefit for our city, because the more ways we can use our roads, the more value we provide to our community.

From a planning perspective, has the new coronavirus bought you a little time to sort things out? The challenge here historically has been projects rarely have kept up with traffic and often induced demand makes the shelf life of their benefits much shorter. So, is there a silver lining to a pause?

COVID-19 is a teaching moment. It’s time to take a hard look about what we thought could never change. One of those big topics is believing that everyone who commutes must commute five days every week, somewhere between 6 a.m. and 9 a.m. and 4 p.m. and 7 p.m. People are working from home more than ever, which means fewer people traveling to work each day. Businesses are learning to be flexible and technology is helping.

The takeaway is that traffic is not set in stone. If 10 percent of our workforce can work from home in the future, traffic becomes a very different conversation. The key for Houston and for our work is to find ways to encourage this behavior we’re learning now, so it’s a choice by our residents and businesses that ends up helping everyone. It’s also resulting in more people walking around close to home more on those days that they stay home to work.

The silver lining is the chance to remember that we control our transportation choices and nothing is set in stone.

There’s more, so go read it. The point of interest for me is the observation that if work from home becomes more widely adopted, it really changes traffic patterns, and potentially reduces the future need for road construction. This has always been a consideration for transportation wonks, but we’ve never seen it in action like this. I am certain that more people are going to resume commuting to work in the coming weeks – here we are hand-waving away the potential for further lockdowns – but I’m also certain that some number of people who have been working from home as a result of COVID-19 will continue to work from home going forward because they like it and it suits them. Who knows what our streets and highways will look like after that?

Again, this is not a revelation to transportation planners and their ilk. A steady increase in telework has always been factored into their calculations. The point is that this is likely to be a step increase in those numbers, which changes the shape of the curves in their models. Some plans are already in motion – the 59/610 interchange rebuild, for example – while others are not yet finalized – the ginormous I-45 project – but in either case what we once thought was true now may not be. What are we going to do about that?

On a somewhat random side note, another factor that transportation nerds have been eyeing has been the rise of autonomous vehicles. Autonomous vehicles that are shared by multiple riders are one option touted as a possible future mode for mass transit. I’ve been skeptical of stuff like this for a variety of reasons, but it’s not hard to imagine such a thing having more appeal in the future, at least as an alternative to buses, and assuming there’s a way to separate the passengers from each other. Also assuming that the ridesharing companies that would surely be among those providing this service survive the current economic environment, which, who knows. You’d think now would be the time for someone to be touting the benefits of this concept, but I at least haven’t seen such chatter.

The city’s vision for I-45

I like the way this is shaping up.

The city of Houston is prepared to ask for major changes in state plans to rebuild Interstate 45 that potentially could scale back the planned widening of the freeway and put a greater focus on transit lanes than making room for more cars.

Getting the Texas Department of Transportation to focus more on moving people than automobiles, city officials believe, could quell some of the rancor over the region’s largest freeway rebuild in decades.

“There is a lot of alignment to TxDOT’s goals and the city’s goals, but they are different,” said Margaret Wallace Brown, Houston’s planning director.

Those differences, however, could have radical effects on the project based on what TxDOT has proposed and elements Houston’s planning department is pursuing as part of a response to the project from Mayor Sylvester Turner. After a year of public meetings, city officials are suggesting further study and consideration of:

  • replacing the four managed lanes in the center of the freeway with two transit-only lanes — one in each direction;
  • keeping I-45 within its current boundaries to limit acquisition of adjacent homes and businesses;
  • bus stations along the freeway so neighborhoods within Beltway 8 have access to rapid transit service;
  • and improved pedestrian and bicycle access to those stations and other access points along the freeway.

City planning officials said the request, likely in the form of a letter from Turner, is meant to continue an ongoing dialogue — city and TxDOT staff speak practically daily — but also clearly state that the project must reflect Houston’s aims if it is to enjoy city support.

[…]

TxDOT officials said that until they receive the city’s written response they cannot comment on the request or its specifics.

“We have no intentions of getting out in front of Mayor Turner, especially given the amount of effort extended to reach this point,” agency spokeswoman Raquelle Lewis said in a statement.

During the monthly meeting of the Houston-Galveston Area Council’s Transportation Policy Council on Friday, state Transportation Commissioner Laura Ryan said officials are committed to working with the city. Ryan said the goal is a project that “will work, for the most part, for as many people as possible.”

Critics of the state’s rebuilding plan said they remain optimistic the city can nudge TxDOT toward improvements, but stressed they want Houston leaders to hold steady on some changes.

“I think to be effective the city has to say exactly what it wants,” said Michael Skelly, who organized opposition to the project’s design. “My view is TxDOT needs very explicit guidance from the city.”

See here for the background. Allyn West teased this on Friday, and he provided a link to the Planning Department’s presentation from April 13. It assumes some knowledge of the project and was clearly delivered by someone who was verbally filling in details, but there’s a lot there if you want to know more. It seems highly unlikely that we’re going to get the East Loop alternative to I-45 through downtown, but limiting the right-of-way expansion would be a big win. Metro, which had supported the TxDOT plan due to the addition of HOV lanes, is on board with this vision. The critical piece is the letter from the city. It’s not clear to me what the time frame is for that, but I’d expect it sooner rather than later.

Texas Central opponents see an opportunity

Never waste an opportunity.

Examination of a planned high-speed rail line between Houston and Dallas should be halted as the country addresses the new coronavirus pandemic and the company rethinks its financial shape, 30 elected officials in Texas told federal regulators.

In two separate letters to U.S. Transportation Secretary Elaine Chao, 28 state lawmakers and two members of Congress said work by the Federal Railroad Administration on the Texas Central Railway project — which has faced stiff opposition for six years even as Dallas and Houston officials showed support — should stop entirely.

“It has become clear Texas Central simply does not have the financial resources required or expertise employed to continue with this project,” state lawmakers, led by state Rep. Ben Leman, R-Anderson, wrote. “To proceed otherwise would be an inexcusable waste of taxpayer dollars and jeopardizes the integrity of the rules making process.”

Leman, a long-time critic of the project which rural residents have assailed as a boondoggle that will ruin the Texas countryside and never be financially sound, said the aim of the letter is to stop all analysis of the project’s safety procedures and environmental effects, which the FRA has been working on since 2014 with Texas Central. Federal regulators must approve the safety of the trains — unlike any other trains in the United States — and apply federal soil, air, noise and species protection rules to the construction and operations.

Texas Central last month said COVID-19’s effect on financial markets could impact the project, tightening its ability to secure the $15 billion or more necessary to build a 240-mile sealed corridor along a utility alignment between Houston and Dallas. Global response to the pandemic hits every sector of the company’s plans, which rely on Japanese trains, a Spanish rail operator and engineering from Italy. Within Texas, the company has laid off 28 employees.

It was also last month, right before the coronavirus shit hit the fan, that Texas Central was expressing hope they would begin construction this year. That sure seems like a no-go at this point, regardless of what effect this may have on their finances. As far as that goes, I would expect the process would take into account the financial solvency of the firm in question – certainly, Metro’s finances were closely scrutinized during its journey to get funds for the light rail expansion – so I don’t see why this would carry any more weight than that. This seems more like a signal from the prominent bullet train opponents to their supporters that they’re still out there fighting the good fight than anything else, but you never know.

Speaking of which, the signers of this epistle are for the most part the usual suspects who have opposed the high speed rail line all along. The two names on there that caught my eye are Rep. Tom Oliverson, whose HD130 in northwest Harris County would be on the path of the train, and Sen. Joan Huffman, the one legislator in there from a mostly urban area. I’d think at least a few of her constituents might actually want to ride this thing some day, so my eyebrows went up a notch upon seeing her name. Make of that what you will. The DMN has more.

Is it finally going to be Infrastructure Week?

I have three things to say about this:

Lawmakers have been talking about striking a deal to rebuild the nation’s infrastructure for years. It might take a pandemic to finally get them to do it, and Texas officials are already working on their wish lists, with ports, highways, high-speed internet and more potentially on the line.

There’s growing talk of tackling infrastructure as the next step in Congress to stave off economic collapse from the coronavirus outbreak, following the $2 trillion stimulus package that passed last month.

House Speaker Nancy Pelosi said on Wednesday that House Democrats are beginning work now on the next package, including “bold action to renew America’s infrastructure.”

President Donald Trump appears to be on board.

“With interest rates for the United States being at ZERO, this is the time to do our decades long awaited Infrastructure Bill,” Trump tweeted. “It should be VERY BIG & BOLD, Two Trillion Dollars, and be focused solely on jobs and rebuilding the once great infrastructure of our Country!”

In Texas that could mean a massive injection of federal funding to rebuild highways and bridges, expand ports and brace waterways for future floods. The federal push could also expand much-needed broadband — which 2 million Texans don’t have — with many Americans now stuck at home, relying on the internet for work, school, telemedicine and more.

“Getting the infrastructure bill done makes a lot of sense,” said U.S. Rep. Lizzie Fletcher, a Houston Democrat on the House Transportation and Infrastructure Committee. “It will be a really important driver to get our country up and running and back to work once we’re on the other side of COVID-19.”

[…]

In the Houston area, planned widening of Interstate 10 in Fort Bend and Waller counties could be at the top of a priority list of projects, along with expanding Texas 146 from two to three lanes in each direction to relieve a well-known truck bottleneck.

Metropolitan Transit Authority has a long list of projects, but also is still drafting much of its $7.5 billion plan, making it unclear whether Houston’s costliest train and bus projects are ready to reap federal dollars.

Then there are the ports and the Intercoastal Waterway, which will likely be at the top of the list for any major federal infrastructure package, said Ed Emmett, the former Harris County Judge who is now a senior fellow at Rice University.

The Houston Ship Channel needs to be deepened and widened, for one thing. Officials with the Port of Houston have been lobbying for federal help for the $1 billion project that would allow the nation’s busiest waterway to accommodate two-way traffic.

[…]

Emmett said he’ll believe there’s federal infrastructure money coming when he sees it.

“I’m a total cynic when it comes to this,” he said. “Anytime there’s a crisis Congress always says infrastructure — ‘we’re going to go spend on infrastructure’ — and it never happens.”

1. What Ed Emmett says. Past attempts at Infrastructure Week have failed because Donald Trump has the attention span of a toddler who’s been guzzling Red Bull. Show me a bill that at least one chamber has on track for hearings and a vote, and get back to me.

2. If we do get as far as writing a bill, then please let’s limit the amount of money we throw at TxDOT for the purpose of widening highways even more. Fund all of Metro’s projects. Get Lone Star Rail, hell even the distant dream of a high speed rail line from Monterrey to Oklahoma City, off the ground. Build overpasses or underpasses at as many freight rail traffic crossings as possible. Make broadband internet truly universal – hell, make it a public utility and break up the local monopolies on broadband. You get the idea.

3. Ike Dike. Ike Dike, Ike Dike, Ike Dike, Ike Dike. Seriously, any gazillion-dollar infrastructure plan that doesn’t fully fund some kind of Gulf Coast flood mitigation scheme is not worth the paper it’s printed on. Ike Dike or GTFO.

Metro slows its roll on system improvements

Not a surprise.

Houston-area transit officials will wait out a little more of the coronavirus crisis before soliciting bids on five of the first projects in their $7 billion construction bonanza for bus and rail upgrades.

“Moving this by a month does not hurt anything at all,” said Sanjay Ramabhadran, a Metropolitan Transit Authority board member.

Board members on Tuesday delayed approval of the procedure for selecting engineering, architecture and design firms for what could be more than $1 billion in bus and rail projects along key routes. The projects are the first in the agency’s long-range transportation plan, which voters approved in November, authorizing Metro to borrow up to $3.5 billion. The remaining costs for the program, called MetroNext, will be covered by federal grants and unspent local money Metro set aside for future budgets.

Instead, officials said the requests for proposals are set for approval in April for:

  • an extension of the Green and Purple light-rail lines to the Houston Municipal Courthouse
  • bus rapid transit and a dedicated lane along Interstate 10 from Loop 610 to downtown Houston
  • rapid bus service and use of managed lanes along Interstate 45
  • a new Missouri City Park and Ride
  • enhanced bus corridors along the Westheimer and Lockwood bus routes

The time will allow Metro officials to review the specifics of the agreements, Chairwoman Carrin Patman said.

See here and here for some background. No mention of the Uptown BRT line, whose target opening date is now July, though Lord knows what anything means at this time. Metro has suspended fare collection for now, in part because people need all the help they can get during this crisis, and in part because ridership numbers have plummeted during the crisis. Neither of those will have much effect on Metro’s cash flow in the short term, but the concurrent decline in local sales tax revenue will. We’ll know more about that in May when the Comptroller disburses the March tax revenues.

Les traffic, easier construction

We’ll be talking about the knock-on effects of the coronavirus pandemic for years to come.

A lighter load on Houston-area freeways and COVID-19 concerns have not slowed the heavy machinery making way for more lanes or new ramps along many of the routes seeing unprecedented drops in traffic.

Some crews will even ramp up work as traffic takes a coronavirus-induced holiday.

“Lighter traffic on our roadways potentially presents some opportunities to advance some of our work, and that is being assessed on a case-by-case basis,” said Raquelle Lewis, spokeswoman for the Texas Department of Transportation in Houston.

All TxDOT projects remain active, Lewis said.

Houston Public Works and contractors on city jobs also remain out tying steel, pouring concrete and smoothing asphalt, Public Works spokeswoman Erin Jones said this week.

This is actually a great time to hit the streets and get some major work done while there are fewer folks driving, officials said. Work is accelerating or changing on a handful of projects, Lewis said. Typically during the Houston Livestock Show and Rodeo, crews halt work on TxDOT projects in the vicinity of NRG Park. When the rodeo pulled up stakes, the highway workers returned.

The chance to disrupt fewer drivers also is changing some schedules, Lewis said.

“Work on the (Loop) 610-Interstate 69 interchange project has moved up the placement of beams for some of the new connectors,” she said.

Contractors working with TxDOT also are seeing if they can extend lane closures to expedite work while traffic volumes are low. Lewis said those are being evaluated on a case-by-case basis.

“As events evolve, this also could change,” she said.

This all might not last too long – Lord knows, we are all hoping that the bulk of the social-distancing requirements will have a short lifespan – but road construction will be a little easier, and a whole lot less disruptive, in the meantime. I know I’ve barely been in my car over the past two weeks – my group at work was told to start telecommuting ahead of most others, and this past week was spring break. What has been your experience – are you driving less and enjoying the respite, or driving as much and enjoying the lesser traffic?

Texas Central hopes to start construction this year

It would be best for them if they get going before the Lege can take any action against them.

After an economic impact statement and safety rules are completed, the Texas High-Speed Train may begin construction before the end of 2020.

David Hagy with Texas Central said The Texas High-Speed Rail, a 240-mile high-speed rail line meant to make a 90-minute commute from Houston to Dallas, is expected to complete its Economic Impact Statement and safety guidelines by this summer. The train travels 200 mph between destinations, with 30-minute wait times for rides during peak times. A map on the Texas Central website shows the rail’s alignment running through northwest Harris County roughly along U.S. 290 and heads north after Hockley.

Hagy, regional vice president of external affairs for Texas Central, gave a presentation about the high-speed rail to the Government and Transportation committee of the Cy-Fair Houston Chamber of Commerce on March 5.

[…]

As for land acquisition, Hagy assured that the Texas Central team is attempting to avoid going through private property as much as possible while offering to buy land above its appraised value. Texas Central already has a preferred route with roughly 30 percent of parcels needed purchased.

“All of our routes that we looked at are really drawn by the Federal Railway Administration with our input and public comments and meetings,” Hagy said. “When you straighten that route out you end up impacting a lot of private property that was not only set aside environmentally for (I-45) but you also impact a lot of it. There’s also the Sam Houston National Forest and all kinds of complications.”

Just passing along the news, which was from an earlier time when we could contemplate things like this without thinking about what effect coronavirus would have on it. Texas Central still has obstacles beyond that and the Legislature – they need to acquire all the land they require, and the question about whether they can use eminent domain remains an open question – but it’s my belief that the more physical progress they can make, the harder it will be for their opponent to stop them. This will be the test of that.

There’s still (a little) time to affect the I-45 design

There’s stuff happening this week. After that, it gets harder.

City officials and consultants will spend the coming weeks finalizing a few ways to turn the region’s largest and most controversial freeway rebuild of recent years into an Interstate 45 for commuters and inner-city-dwellers alike.

First, however, they must weigh about three dozen ideas with their costs, be it more traffic, trouble for pedestrians or added property acquisition.

“Every one of these is a set of trade-offs,” consultant Christof Spieler told a crowd Feb. 1 at Aldine Ninth Grade School. “If you make lanes narrower, that means you need less property, but it also means you might have more crashes.”

City planners and consultants said the ideas are all viable in and of themselves, but some would require the Texas Department of Transportation to seek federal waivers, such as one calling for 11-foot freeway lanes in certain areas. Others could be a choice between different interests, such as moving the freeway away from White Oak Bayou to preserve greenspace, at the cost of a “more massive” set of ramps, planners said.

The project, expected to cost at least $7 billion, will rebuild most of the downtown freeway system along I-45, Interstate 10, Interstate 69 and Texas 288 and assorted ramps. North of downtown, TxDOT plans to reconstruct I-45 with two managed lanes in each direction from I-10 to Beltway 8.

TxDOT is moving ahead with plans for final environmental approvals and could begin construction within 12 months.

City officials will accept comments on their proposed changes through Friday, and forward the refined ideas to TxDOT in the coming weeks.

[…]

State officials expect to release the final environmental assessment on the project, broken into three segments, in late spring or early summer. Paul encouraged people to examine the final proposal for some of the changes TxDOT already has incorporated to address some of the concerns.

That release will kick off a comment period — though the state does not plan to hold public meetings — before TxDOT can seek federal clearance. With that approval, TxDOT can proceed with construction, which is planned to begin on the southern end near I-69 and Spur 527 and move around downtown and then along I-10 and northward.

The main thing you can do is to take the City of Houston survey about the I045 project, to give them your input and thus help shape the feedback they will give to TxDOT. There are a lot of voices out there, and they don’t all want the same thing, so make your voice heard. You have until Friday, the 14th, for your answers to be included. It has 40 questions and takes a bit of time, so plan accordingly.

And in case you were wondering, this is still in the picture.

“It is a mistake to route our traffic through downtown,” said Michael Skelly, who has organized some of the efforts to change the project over the past two years.

While saying some of the city suggestions would improve the project, Skelly said Houston does not go far enough in demanding changes. Skelly said he wants officials to consider minor changes to I-45 and focus their efforts on routing traffic out of downtown along Loop 610 or the Sam Houston Tollway, through mostly commercial and industrial areas.

“If we’re going to spend $7 billion, I’d rather spend it on a big idea like this,” Skelly said.

The idea, along with opposition by a group arguing to stop the project entirely, contradicts the mandate designers had when they settled on the plan in 2015 to widen the freeway and re-route it to the east side of downtown. For years, their goal has been to increase capacity on I-45 — not move that capacity elsewhere.

“We’re not taking that for granted,” Spieler said. “If the response we get is that reducing capacity is a goal, that requires TxDOT to not fulfill what they are trying to do. Within that, we don’t know which of these are good ideas or bad ideas, but we think there are more options for change.”

I’m not exactly sure what it will take to make that happen, but at least it’s out there.

A better way to do I-45

From Michael Skelley on Facebook:

Here’s a new vision for I-45.
-saves money
-no displacement in low income areas
-no destruction of White Oak Bayou
-prevents TxDOT vandalization of EaDo
-downtown amenities if we want to fund those ourselves

This vision addresses the fundamental problem with this project – we should not be sending thru traffic through the heart of Houston, especially at the expense of low income communities, our kids’ health, and our bayous.

Almost half the traffic on I-45 is not going downtown. Let’s use Beltway 8 and 610 for thru traffic.

Please let us know what you think!

I like this a lot. I’d need to see some numbers, but I’m willing to bet there’s a lot of spare capacity on the east sides of Loop 610 and Beltway 8. As someone noted in the comments on this post, the 45-to-610-to-45 route is only about five miles longer than the 45-all-the-way route, and once you factor in the potential time savings from traffic that flows better, it would probably be no slower than the average trip along 45 is now. This would cost a lot less because there would be a lot less actual construction, and it would be less disruptive because the main construction needed would be at the two interchanges between 45 and 610, rather than the enormous integrations of I-45 into US59 and I-10 that are being proposed today. It would also allow the reclamation of a bunch of downtown real estate now being taken up by the existing I-45 – no more Pierce Elevated, as the current plan allows, but also no more gulf between the Heights and the Near Northside and Lindale. Much of 59 south of downtown was put below grade during its last major renovation, in response to public demand. This makes so much sense I’m kind of surprised no one had proposed it before now. I hope it’s not too late to make TxDOT consider it. What do you think?

Crunch time for I-45

The rubber is meeting the road, as it were.

Three Houston Planning Department meetings scheduled for this week, days prior to a key state deadline, could prove pivotal in shaping how Interstate 45 is rebuilt — with ramifications for years to come.

The meetings, which start Thursday, will be the first chances for residents opposing the $7 billion-plus project to realign and widen I-45 from downtown north to the Sam Houston Tollway to view the city’s proposed adjustments, which Houston will convey to the Texas Department of Transportation this spring.

[…]

Mayor Sylvester Turner tasked Houston planning officials to develop a set of recommendations to TxDOT aiming to address community complaints and how the projects can overcome them. Those recommendations and TxDOT’s response, city officials said, will determine their next steps.

“He is prepared to say ‘thanks but no thanks if that is what the decision is,’” District H Councilwoman Karla Cisneros said of Turner.

In the meantime, TxDOT is moving ahead in its environmental process on the project, releasing 641 pages of its draft environmental report outlining community impacts along the roughly 18-mile route, including the removal of 1,079 homes — including 433 apartments and 486 units deemed low-income or public housing — 344 businesses, 58 billboards, five churches and two schools.

The two reports, available for public comment until Feb. 7, are the final two pieces of the draft environmental analysis TxDOT must complete before a final environmental report is released.

As state officials proceed, however, there is a growing sense that opponents — who have spent the past year vocally urging changes — are transitioning from improving the project to opposing it.

“I have come to the conclusion talking to TxDOT is a waste of time,” project critic Michael Skelly told the Jan. 11 gathering, encouraging people to lean on city and state officials to apply pressure.

Well, lots of people have concluded that the I-45 project is more bad than good, though the TxDOT plan is supported by Metro because of HOV capacity increases, which factor into its mobility plan. I would encourage you to review those city recommendations and try to attend one or more of these meetings – you can find the time and place information at either the city link or the story link. I still don’t think there’s any stopping this behemoth, but there’s still time to try to change it.

Uptown BRT pushed back to July

Sigh.

Opening day for Houston’s first bus rapid transit line has been pushed back to mid-summer as construction enters the final steps along most of the route before reaching a three-month testing period.

Service is expected to start no earlier than July, said Tom Lambert, CEO of Metropolitan Transit Authority. That is four months later than the March opening officials predicted in mid-2019, the result of some construction delays and the desire to test more of the system at once.

“Until you get the whole corridor lined up, you really can’t deliver the service the way it is intended,” Lambert said.

[…]

Though riders will experience the bus service as a single rapid transit route from Metro’s Northwest Transit Center north of Interstate 10 to a new transit center along Westpark Drive — primarily along bus-only lanes along Loop 610 and in the center of Post Oak — the path involves five different projects, built by different public entities.

That includes the new transit center taking shape along Westpark, now expected to finish in March, that Uptown and transit officials view as a major hub for buses.

Work on the Post Oak lanes mostly is complete, according to John Breeding, executive director of the Uptown Houston Management District, which rebuilt the road and led efforts to add transit to the area.

Construction continues, however, on the elevated busway that will carry the BRT service from Post Oak north along Loop 610 before reconnecting the buses with North Post Oak. Work on the $58 million busway, developed by the Texas Department of Transportation, is expected to finish by the end of March, TxDOT spokeswoman Emily Black said.

Testing in earnest can only happen along the line with the Post Oak and busway portions complete, Lambert said.

The previous update, which did note that there were these other parts that weren’t done yet, still had March for the grand opening. So much for that. If this means it will all open at once and not in a piecemeal fashion, I suppose that makes more sense. But as with all construction projects, you just want it to be over with.

Uptown BRT line update

It’s coming, it’s coming. Hold your horses.

The new year will come with a new sight in Houston: Big gray buses bounding along a dedicated lane on Post Oak through Uptown.

For the first few weeks, however, people will not hop aboard, as transit officials test the new buses and routes to ready it for a March 2020 opening.

Testing could start sooner, but Christmastime in Uptown means a slight wait for the debut of bus rapid transit in the region.

“Because of all the activity surrounding the Christmas decorations going up in that area, we can’t begin testing now,” said Tracy Jackson, spokeswoman for Metropolitan Transit Authority. Testing, she said, will start in January.

[…]

Getting full use out of the BRT service along Post Oak, however, requires a handful of other projects that will not be finished when buses start rolling. That will lead to detours on the north and south ends of the service for months.

Where the Post Oak lanes end near Loop 610, the Texas Department of Transportation will take over with an elevated busway that rises in the middle of the freeway and then swings over to the southbound side along its own overpass.

The busway, expected to cost $58.4 million, will give the large buses continuous dedicated lanes from Richmond to North Post Oak. It remains on track to open along with the Post Oak lanes because it has not faced the lengthy delays of the street-level work.

Meanwhile, Metro last month approved a $10.9 million project to connect the end of TxDOT’s busway with the Northwest Transit Center, which also is being rebuilt.

The 1.4 mile extension of the dedicated bus lane along North Post Oak is expected to be completed in about a year, around the same time as the new transit center, said Roberto Trevino, Metro’s executive vice president for planning, engineering and construction.

The new lanes will replace the existing median along North Post Oak on the bridge spanning Interstate 10, then continue south. To fit the lanes on the existing bridge, Metro would take up some of the space now used for a bike lane along the span.

“We are going to come back with a separate structure for that use,” Trevino said, noting TxDOT is still assessing plans for the new pedestrian bridge.

See here for the previous update, in which we were introduced to the term “MetroRapid”. Note that the expected opening date then was also March of 2020, so everything remains on track, as it were. I had a training class in the Galleria area a few weeks ago and got a good up-close look at the stations at Post Oak and Westheimer. I wish I’d taken a picture of it. If this had been in operation, I’d have had more lunch options readily available to me, I’ll say that much. Getting those extensions built will be nice, but I think the big deal will be when the BRT line that is the successor to the Universities light rail line gets built. That will be the connection of this line to the Main Street line, and will finally provide something like what the 2003 referendum once promised, before cost concerns and John Culberson got in the way. I don’t know what the time frame is for that yet – Metro Chair Carrin Patman is quoted saying this is a priority, but that’s all we know right now – but I can’t wait to see it happen. Not having to drive into the Galleria would be awesome.

Texas Central signs a manufacturing deal

For your information.

The bullet train planned between Houston and Dallas has a builder.

Texas Central, the private company developing the Texas Bullet Train, announced Friday morning it signed a deal with Salini Impregilo, the Italian construction giant, and its American subsidiary, Lane Construction.

“This agreement brings us one step closer to beginning construction of the civil infrastructure segments of the project,” said Texas Central CEO Carlos F. Aguilar, in a statement.

The deal is valued at $14 billion and includes final engineering and design of the 240-mile high-speed rail line and construction of the route, mostly along a utility corridor between the two metro regions.

The full press release is here. Texas Central achieved another milestone a few days earlier.

The Federal Railway Administration granted the Rule of Particular Applicability—or RPA—to Texas Central on Sept. 4 regarding the high-speed rail project slated to connect Dallas and Houston, according to a Sept. 4 press release from Texas Central.

This means the high-speed rail project is on track for both FRA actions—the RPA and the environmental permit—to be completed in 2020 with financial close and construction quickly following, according to the release.

RPAs are regulations that apply to a specific railroad or a specific type of operation to ensure a project’s safety, according to FRA information. This action, along with an environmental permit, is required before the project can be implemented.

“The FRA’s action on the Rule of Particular Applicability marks a major milestone in our quest to bring a transformative mobility solution, while minimizing impact on the environment and land use, as opposed to other options,” Texas Central CEO Carlos Aguilar said in the release. “We will meet or exceed all requirements the FRA mandates, to ensure we have the safest high-speed rail system in the world.”

Here’s a longer version of the story. The Environmental Impact Statement is as always the big hurdle to clear. If they’re on pace for that, then we really will see actual construction begin. I’ll be looking for it.

What can we really do about I-45?

Urban planner Jeff Speck is once again warning us about the negative effects of widening I-45.

TxDOT cites three principal motivations for advancing the I-45 project: reducing traffic congestion, improving driver safety, and improving air quality. These laudable goals are apparently considered important enough to outweigh the significant costs discussed above. And they might be — if they were achievable.

Sadly, each one is a false promise. Decades of similar state projects around the U.S., each with its own ample justification, teach a simple lesson: highway widenings do not reduce congestion in the long run, and make both driver safety and air quality worse.

[…]

If I-45 is widened, it will be remembered that, in the decade prior, Houston enjoyed a brief glimpse of a better future. Downtown and Midtown have been reborn, lifted on a demographic shift that favors urban living. Regional bike trails grace the Bayou Greenways, and a brilliant Beyond the Bayous plan lays out an ambitious path for sustainable growth. Transit ridership is up, thanks to investment in light rail and a redesigned bus network. The mayor, members of city council, and county commissioners all sing the praises of a more walkable Houston. Sadly, all these trends will be reversed if Houston doubles down on its nation-leading commitment to fossil-fuel infrastructure.

This need not happen. Houston has the ability to stop the I-45 expansion in its tracks, just as Dallas stopped the Trinity Parkway. That proposed roadway was called “the worst boondoggle imaginable” despite costing only one-fifth of the current I-45 plan. It took a 10-year fight, but the good people of Dallas rose up and killed it.

Meanwhile, Houston’s fatalistic response to its TxDOT incursion has been to just “make I-45 better.” The well-resourced but cautious Make I-45 Better Coalition has proposed a collection of modifications, all good, that unfortunately do not begin to question the underlying folly of fighting congestion, car crashes, and tailpipe emissions by welcoming more driving.

Here’s how to make I-45 better: first, fix the parts that need repair, without making them any wider. At the same time, introduce congestion-based pricing on the entire roadway to maximize its capacity around the clock. Invest the proceeds in transit, biking, walking, and in those poor people who truly have no choice but to keep driving.

Unlike highway widenings, congestion-based pricing reduces traffic, driving deaths, and pollution, all while earning billions rather than wasting them. It has worked wherever it’s been tried, including London, Stockholm, and Sydney, and it is about to become law in New York City. Even Dallas has been experimenting with congestion-based pricing for years.

Speck has addressed the I-45 expansion plan before, and I find him very compelling. The problem, as I’ve said before, is that there is no current mechanism in Texas to do the things he advocates. TxDOT, as the name implies, is a state agency, with leaders appointed by the Governor. Houston has no authority to impose any kind of pricing on I-45, and TxDOT also has no authority under current law to do congestion pricing, because TxDOT does not operate the toll roads and toll-based HOV lanes that do have that kind of authority. The now-dead Trinity Parkway project was not a TxDOT project but a local project under the auspices of a regional toll road authority.

What I’m saying is that the fight over I-45 isn’t in Houston, it is – or it needs to be – in Austin, in the Legislature and the Governor’s mansion. You want TxDOT to have a different mission, one that emphasizes transit over highway widening, you need a different Legislature and a different Governor. You want cities to have the authority to impose congestion pricing rules, with the revenue to be used to boost non-automobile mobility, you need to get that new Legislature to pass a law allowing for it, and a Governor to sign it. We can take one step towards those goals next year, but the Governor and the Senate aren’t up for grabs till 2022 (yes, there are Senators on the ballot in 2020, but only one Republican-held seat is a realistic target, and that won’t be enough). What do we do till then? The Make I-45 Better Coalition may be a limited response to a big problem, but at least their goals are achievable in the current time frame. If we want to think big – and we should! – we also have to play the longer game.

Party Boy bye-bye

Sad.

This October may be the last year the view south of I-10 across from the Heights is a giant orange pumpkin.

The property housing Party Boy at 1515 Studemont, where an inflatable pumpkin is displayed atop the building each Halloween, is up for sale.

The owner of the store, a go-to spot for spooky costumes and all manner of party supplies, is asking $10.5 million for the site, according to listing broker Jeff Trevino.

“It’s an icon and 300,000 cars drive past it every day,” said Trevino of Endurance Properties. “It has stayed high and dry through all of our high-water events.”

The store’s operations are housed in a two-story, 20,000-square-foot warehouse building and an adjacent 7,000-square-foot structure. The site is about 70,000 square feet — or 1.6 acres.

This area just west of downtown has been booming. Party Boy has become surrounded by new developments and construction.

“It is probably one of the last high-profile corners in that corridor that is open and ready to change hands,” Trevino said.

In addition to housing a haunted house that snarls up traffic on Studemont at I-10 every hear for about two months, they have a fantastic costume rental place in a separate building in the back end of the property. The story doesn’t say, but I sure hope that finds a new home.

A construction crew recently carved out what I assume is a couple of parking places in front of the lot. I don’t know if this is related to the forthcoming sale or not, but they’re there now. I’ve no doubt that the owners will make a ton on the sale, and I’m sure whatever rises in its ashes will be in high demand, but right now all I can think of is that once again the Heights is about to become a little less cool than it was before. Such is life.

One more thing:

You’re welcome.

HGAC makes its pledge to TxDOT for I-45

Lots of pushback, but not enough to change the outcome.

Local transportation officials now have skin in the game when it comes to widening Interstate 45 north of downtown Houston, approving on Friday a $100 million commitment for the project that has drawn increasing scrutiny and criticism from affected communities.

After five hours and nearly 60 residents — as well as Harris County officials — urging delay of the approval until the Texas Department of Transportation answered lingering questions, however, the go-ahead from the Houston-Galveston Area Council’s Transportation Policy Council fell well short of full-throated support.

“It is one thing to listen, but it is very important we are responsive,” Houston at-large Councilman and transportation council Vice Chairman David Robinson said, telling TxDOT the city’s support comes with the expectation the concerns will be addressed.

“We will not support a project that is not in the interest of our citizens,” Robinson said.

[…]

Though the decision affects only the center segment, criticism is growing along the entire $7-billion-plus, 25-mile project from downtown Houston north to Beltway 8. TxDOT proposes adding two managed lanes in each direction the length of the rebuild, which will require the acquisition of 319 residences and 264 businesses north of Interstate 10; another 916 residences and 68 businesses would be affected by the construction around the central business district, where the project would lead to a near-total redesign of the freeway system from Interstate 69 and Spur 527 to I-10 and I-45.

A major part of the proposed project would remove the elevated section of I-45 along Pierce Street and shift the freeway to flow along I-69 on the east end of the central business district and then follow I-10 along Buffalo Bayou back to where I-45 heads north of downtown.

Construction of downtown segments could start as early as 2021, while the center segment work is not expected to start until late 2023 or early 2024.

The sheer enormity of the project has led to widespread air quality concerns and neighborhood-specific fears along the 25-mile route. That has led some to encourage slow-going before local officials commit their money.

“If it feels wrong and feels rushed, it is because it is wrong and is rushed,” Harris County Judge Lina Hidalgo told colleagues on the transportation council Friday. “It is only responsible to wait.”

Hidalgo was the sole no vote against the $100 million, after her proposal to delay the commitment to January 2020 was denied. Harris County Precinct 2 Commissioner Adrian Garcia abstained on the vote to commit the money.

They were hardly the only people in the H-GAC conference room opposed to moving forward, which grew so crowded an overflow room was opened. Sixty-five people spoke during public comment, 59 of whom urged officials to delay committing the money or reject the widening plan outright.

See here and here for the background. Allyn West live-tweeted the meeting – see here and here for his tweets, which for some reason I can’t quite seem to fully capture in one thread. If you want to know who spoke and what they said, that’s where to look. LINK Houston also tweeted from the meeting, but not in a threaded fashion, so you need to look at their timeline. They do have pictures, so there’s that. As the story notes, the purpose of this vote was to get the I-45 project on the state’s Unified Transportation Program, basically a ten-year plan for major transportation projects. Someone far geekier than I will have to explain how the timing of that works. In any event, this is not the last time HGAC will vote on this item. HGAC still has to approve adding that $100 million to its own plans, so there will be another vote or two on this in 2020 and 2021, depending on when construction is scheduled to start. TxDOT is still getting public feedback, and I suppose there’s still room for the project to be changed, up till the point where something is well and truly finalized. If you want to get involved in trying to affect, alter, or arrest the development of the I-45 expansion, I suggest you read through Allyn West’s tweets, find the organizations that spoke out and best represent your viewpoint, and contact them to see how you can help. There’s still time, until there isn’t. Don’t wait too long.

Meet MetroRapid

That’s the new, official name for the Uptown BRT line.

Station names along the Post Oak dedicated bus lanes will have a familiar ring for riders, transit and Uptown officials decided, as they inch toward opening the region’s first foray into BRT in the coming months.

Eight stations along Post Oak will have mostly non-commercial names, aimed at helping travelers navigate the new bus line. Uptown Houston Management District is building the $192 million project, which started work in 2016 to add a dedicated bus lane in each direction in the center of Post Oak from Loop 610 to south of Richmond.

The southern end of the project will be a new transit center, which will re-route buses from the existing Bellaire Transit Center. The new site, which Metropolitan Transit Authority officials are likely to approve July 31, along with the station names, will be called the Uptown/Westpark Transit Center. It is located at Westpark Drive, just west of Loop 610 where a new ramp is under construction along Interstate 69 as part of the total rebuild of the freeway interchange.

Officials also said they have settled on MetroRapid as the name of the service, which will use large buses but offer trip times and frequencies similar to rail. The Post Oak line will not have all the elements of bus rapid transit, such as priority at all traffic lights, but will be, for most purposes, rapid service.

Though the bus project was devised and supported by officials with the management district, the board of which are major landowners or work for developers along Post Oak, station names largely avoided commercial ties.

“Where possible, the street is the major defining characteristic of a station name,” said John Breeding, president of the management district.

As a result, the stations mirror the names of cross-streets, such as San Felipe, Westheimer and Richmond.

[…]

Tentative plans call for the Westheimer and Alabama stops to have “Galleria” as part of their names, as both are within walking distance of the mall. Breeding said Uptown officials also are working with The Galleria to enhance pedestrian access from the stations to various entrances.

Service is now expected to begin in March of 2020, which is a year later than it was expected to begin the last time an opening date was announced. The HOV lane part of this project is also moving along, also with a 2020 start date. I’m ready to see what it all looks like.

HGAC gives initial approval to TxDOT’s funding demand

Approval with concerns. There will be opportunities to revisit this.

Plans to overhaul Interstate 45 north of downtown Houston inched forward this week, but not without some hesitation and a slew of caveats by some local officials who have been asked to commit $100 million to the massive project.

Approval by the Houston-Galveston Area Council Technical Advisory Committee came Wednesday with many members echoing lingering concerns over the project as currently envisioned by the Texas Department of Transportation. Among those are how the agency addresses environmental issues and communicates with the public.

“It is important to recognize that things TxDOT has done in the past are not going to be sufficient for this project,” said Carol Lewis, a TAC committee member and director of the Center for Transportation Training and Research at Texas Southern University.

Ultimately, the technical committee approved the committal of $100 million in locally-controlled federal funds to the center segment of the I-45 project, per a request from TxDOT. The final decision rests with H-GAC’s Transportation Policy Council, which meets July 26.

[..]

The approval is not a final word on whether the freeway project is built, and not even the last time H-GAC will have to vote on it.

Local officials must add the $100 million to the region’s short-term transportation plan, also approved by the transportation council. That approval would not happen for a project in 2024 for about another two years.

The resolution, if approved by the regional council next week, notes some of those milestones so officials could be assured they had options if TxDOT did not adequately address community concerns.

See here for the background. Two members of the technical committee, Veronica Chapa Gorczynski, president of the East End Management District, and Oni Blair, executive director of LINK Houston, opposed the request/demand/whatever to commit the money to TxDOT. I’d still just like to know what exactly it would be used for, or at least what are the possibilities, and what would happen if HGAC said “nope”. Not today, I’m afraid.

Another manifesto against I-45 expansion

They’re fun to read, and my heart is with them, but we all know how this works.

The I-45 project is likely to do irreversible damage to our city’s finances and ecology. It will reduce the city’s tax base by eliminating existing businesses that affect 25,000 jobs. This includes approximately 20 city blocks in EaDo, a thriving entertainment and residential neighborhood with massive unmet potential. It will wipe out homes, churches and businesses in neighborhoods including Independence Heights, Near Northside and Fifth Ward, repeating the sins of the past by building highways through historical African American and Latino neighborhoods.

This project represents a major transfer of wealth from the city to the suburbs, trading actual city of Houston homes, land, and businesses for the promise of faster trips through Houston. Researchers say that promise won’t pan out long-term: As Houston’s own history with I-10’s expansion demonstrates, adding lanes doesn’t improve freeway congestion for long.

Adding insult to those injuries, the expanded freeway will likely lead to further development on our shrinking forest and prairie lands north of Houston. That open land currently buffers neighborhoods downstream from flooding, and it filters rainwater, improving our area’s water quality.

I have been part of many of the “Make I-45 Better” discussions, hosted with the idea that, if TxDOT would come to the table with resources and an openness to new design approaches, the damage caused by the project could be offset by the benefits it could create. I no longer think this trade-off makes sense.

To move people without the putting an undue burden on the neighborhoods along the I-45 corridor, we need a better regional approach.

What might be possible if we work together on a different vision? Imagine if the state legislature allowed TxDOT act like a true department of transportation — not just a highway department. Imagine leaders from TxDOT, METRO, the city of Houston and others sitting together and figuring out how we can best connect people to the abundance Houston has to offer. Imagine a safer, sustainable and more equitable Houston, where people had choices to avoid congestion. Imagine if we implemented projects that strengthen our city instead of undermine its competitiveness.

That approach shouldn’t be limited to freeways. Given the funds dedicated to I-45 and other roadways, METRO’s METRONext plans, Harris County flood bond projects and Harvey Recovery funds, tens of billions of dollars will soon be spent on infrastructure to remake our city. We need a vision for how all this investment fits together.

See here and here for some previous point/counterpoint, and read the whole thing for the author’s suggestions. I basically agree with everything he says, but it’s all for academic interest, because there’s no mechanism to make any of what he says happen. The truth of the matter is that what we should have been doing is spending the last decade or two working to change the laws on how transportation dollars are allocated by the Lege. That wouldn’t have worked, of course, because there’s very little interest in the Republican legislature for anything other than road building, but at least it would have had a chance of success. It’s still a worthwhile goal, even if it’s too late to do anything about I-45. Lobbying Congress to appropriate more money to transit grants would also be useful. None of this is pretty or easy, but it’s the best we can do.

TxDOT wants H-GAC to commit money to the I-45 project

I don’t understand this.

To demonstrate local support for the mega-project, the Texas Department of Transportation is asking the Houston-Galveston Area Council’s Transportation Policy Council, the committee that doles out state and federal money controlled by local officials, to commit $100 million to the central 3-mile portion of the freeway rebuild, from Interstate 10 to Loop 610. State officials would cover the remainder of the $1.22 billion cost, or around 91 percent of the total.

If approved this month by the transportation council, the money would not move from HGAC to TxDOT until construction begins, estimated around early 2024. The more immediate effect would be showing support for the increasingly controversial project, and would be reflected in upcoming plans. Further, it would be $100 million that local officials could not direct elsewhere in a region rife with road improvement needs.

Committing the money would have no effect on projects already planned and funded, officials said.

During a June 28 discussion about the project and about whether to commit the money, members of the transportation council were divided. Despite years of community meetings and redesigns of the project, some on the council thought the I-45 plans lack solutions for some of the problems critics identified.

“My concern is we are forced to stick our neck out and put a down payment on a house we have not seen,” Harris County Judge Lina Hidalgo said.

[…]

Pass up the commitment, transportation officials said, and the state could send its money elsewhere.

“If this would not go forward,” Quincy Allen, district director for TxDOT in Houston said of the state funding offer, “I don’t know when we would have the money to go forward.”

The transportation council is scheduled to meet July 26 and is poised to decide on the money then, though officials could choose to delay. The state’s long-range plan, to be unveiled during a public meeting in Austin that will be streamed online, is set for approval in August. State officials could amend it if Houston-area leaders balk at committing the region’s share.

I have questions.

1. Is this normal? Has TxDOT ever asked any other regional transportation agency to kick in local funds like this? “Local” is a bit misleading – I think what TxDOT is asking is for HGAC to commit $100 million of future grants, which come from state and federal sources, to this part of the I-45 project. My question stands, though – is this something TxDOT has ever done before? If yes, then what were the circumstances and how did it go? If no, why now?

2. What is this money for? I recognize that the I-45 project plans have not been finalized, so a high-level answer is the best we can do. My point here is about whether this money is for the actual highway construction or some ancillary things? I’m not even sure what that would mean, so any clarification would be helpful.

3. What exactly happens if HGAC says “nah, we’re good”? Clearly we can’t answer this without knowing the answer to #2, but at a high level, does this mean there would be some piece of this project that wouldn’t get done, or does it actually threaten the project as a whole? I have a hard time believing that, which brings me back to the question of why TxDOT is making this request. I can’t help but think the answer here is that the project will happen regardless, but there would be some petty repercussions down the line if we locals don’t play ball.

I’m sure there are more questions, but I think that’s a good start. My firm position on this is No until we get some answers.

Downtown post office redevelopment update

Remember the big post office at the north end of downtown? It was sold a few years ago and slated for redevelopment, and after a few years that project is getting ready to get started.

Photo by Houston In Pics

Lovett Commercial, the Houston-based company that purchased the property in 2015, plans to keep the structure and, with the help of historic tax credits, transform it into a coworking, shopping and culinary destination with a concert venue, hotel and rooftop farm. The ambitious project, which will fill more than 550,000 square feet of space, will be called POST Houston.

“We envision a catalytic development that will create something very unique, not only from an adaptive reuse standpoint, but what POST will offer in terms of showcasing the talent and entrepreneurial spirit of Houston’s diverse population,” said Frank Liu, Lovett’s president.

The developer and architects on the project say it will reinvigorate this quieter, more industrial northern part of downtown. The site is near the corner of Franklin and Bagby, across Buffalo Bayou from the bulk of the city’s office and residential towers. The location may prove challenging in one sense, but it is also a benefit.

The site offers postcard views of the Houston skyline, which will be highlighted from a rooftop park with restaurants, shaded greenspaces and an organic farm.

“It’s a site where you feel like Houston is a really urban place. Standing on it you have a view of downtown, Houston feels so metropolitan,” said Jason Long, a partner with OMA, an international architecture partnership founded by Pritzker Prize-winning architect Rem Koolhaas. The company is designing POST Houston, along with local firm Powers Brown Architecture.

[…]

By repurposing the 57-year-old building, a state historical landmark, Lovett was able to earn federal and state historic tax credits.

“Many residents of Houston have some sort of memory of the Barbara Jordan Post Office while it was in operation. Combining the building’s original Cold War-era design with modern architecture will make the building stand out for generations to come,” Frank Liu said in an email. “We’re breathing new life into an already iconic building and reintroducing it as a vibrant addition to Downtown.

The building was in use as a post office until 2014, when mail processing was consolidated into a north Houston facility. It was named after Barbara Jordan, a Houston native who was the first black woman from the South elected to Congress, and Lovett intends to incorporate some sort of monument to Jordan, who died in 1996, in the new design.

Lovett bought the property in 2015, a year after the city abandoned a bid to buy it as a potential new location for HPD headquarters and the municipal courts. As noted, the site was put up for sale in 2009, as part of a nationwide divestment of properties by the USPS. There’s been a lot of talk about what this place could be, now we’ll finally get to see what it will be. The story has some of those details, but I just want to see it for myself when it’s done.

In defense of the I-45 expansion

Jeff Balke rises in opposition to the anti-I-45-expansion clamor.

We have seen comments on social media and rantings about how our city should be more bike friendly and pedestrian safe. How we need commuter rail, better bus service and rapid transit like expanded METROrail. In fact, we could not agree more. We have written time and time again that we must be open to alternate methods of transportation if we are going to grow intelligently as a city over the next two decades.

However, one area where differ quite sharply is the idea that we should do nothing. That the only way to solve the problem is to force motorists to change their habits, give up their cars, and one way to do that is to make traffic worse.

Here is our biggest issue with that: size. Houston is massive. This isn’t New York or Chicago or even Los Angeles. We are 600-square miles inside the city limits alone. Add the entire region and it’s more than double that. Our centers of commerce are all over the place from downtown skyscrapers to medical center hospitals to office towers in the Galleria to warehouses and refineries on the east end to tech companies well north.

It would be virtually impossible to entirely give up a vehicle unless you were able and willing to live close to your job, and that isn’t often possible thanks to our lack of zoning and the far flung nature of our region.

We have seen many suggest projects like these are for the benefit of suburbanites who use our city resources and then retreat to the comfort of their neighborhoods outside the city limits while we are left to deal with the fallout. That is not abnormal. Most big cities deal with the very same issues. Space comes at a premium and not everyone can afford to live inside the Loop.

More importantly, there are things like hurricane evacuations and emergency vehicle movement that must be considered. The fact is we cannot solve our traffic problems in Houston with one thing. Rail, biking, walking, urban planning, wider freeways, none of those things will save us alone. We need a massive, concerted effort with a lot of growing pains to re-build the city the way it probably should have been designed 100 years ago.

Jeff didn’t single out anyone who argued for doing nothing, but as I was one who examined that idea, I’ll give him equal time. My post was more about considering the alternate universe in which we spent the same amount of money on transit as we do on highways – spoiler alert, we could have much better and more expansive transit if we did that – but that’s not how this works. And I did suggest that doing nothing might be better than going forward with this plan, so I’ll own that. Jeff is right, we can’t improve mobility on the wildest dreams of transit alone, and I-45 is a critical evacuation route for hurricanes, so there is a critical need to improve it. (And hope like hell we don’t need that evacuation route while it’s all torn up.) For sure, we will need multiple modes of travel to improve mobility in Houston. I just wish, and I’m sure Jeff agrees with me, that we put some more emphasis on, and resources into, those other modes.

What if we didn’t expand I-45?

It’s an awful lot of money that comes with a ton of negative effects and which, if the I-10 expansion is any guide, will have short-lived positive effects. So maybe we should just, like, not do it?

A massive remake of Interstate 45 from downtown Houston north to the Sam Houston Tollway that would be among the largest road projects in the region’s history also is one of the nation’s biggest highway boondoggles, according to an updated list released Tuesday.

The North Houston Highway Improvement Project — the umbrella term for the entire $7 billion-plus plan to remake Interstate 45 — is listed in the latest installment of unnecessary projects compiled by the U.S. Public Interest Research Group and Frontier Group. Nine projects across the country made the 2019 list, the fifth annual report from the two groups that have argued for greater transit investment.

“We believe that to fix congestion problems we need to take cars off the road,” said Bay Scoggin, director of the TexPIRG Education Fund, a subset of the national group. “We could do far better investing $7 billion in public transit.”

The dubious distinction on the list comes days before two city-sponsored public meetings to gauge ongoing fears about the project. In the past six months, concerns have ramped up against the project as the Texas Department of Transportation and engineers seek federal approvals, following years of discussions.

The report is here, and you can see a very concise breakdown of the issues with this project here. If you want a bit more detail, Streetsblog read what TxDOT itself has to say about the project.

  • The project’s “proposed recommended” routes would displace four houses of worship, two schools, 168 single-family homes, 1,067 multifamily units and 331 businesses with 24,873 employees. “Potential impacts to community resources include displacement of residences and businesses, loss of community facilities, isolation of neighborhoods, changes in mobility and access, and increased noise and visual impacts. . . All alternatives would require new right-of-way which would displace homes, schools, places of worship, businesses, billboards, and other uses.”
  • “All [build] alternatives would result in displacements that would reduce the size of the communities and potentially affect community cohesion… Proposed alternatives that include elevated structures may create physical barriers between neighborhoods or affect the existing visual conditions of the communities.”
  • The project’s “[c]onversion of taxable property to roadway right-of-way and displacements of businesses that are significant sources of sales tax revenue would have a negative impact on the local economy.” And while at present the downtown area and surrounding neighborhoods “are experiencing various degrees of redevelopment,” the state notes that “growth trends indicate redevelopment would continue independent of the proposed improvements to project facilities.”
  • The project will “cause disproportionate high and adverse impacts to minority or low-income populations.” And the project’s “[d]isplacement of bus stops could affect people who do not have access to automobiles or that are dependent on public transportation.”

Doesn’t sound good, does it? Here’s a thought to consider. What if we took that $7 billion that this project is estimated to cost, and spent it all on transit? That would be more than enough to fully build the Universities and Inner Katy light rail lines, plus the Green/Purple extension to Hobby Airport and the Red Line extension out US 90 all the way into Sugar Land. I’d estimate all that would cost three billion or so, which means there would be between three and four billion left over. We could then take that money and buy more buses and hire more drivers so that we could upgrade most if not all of the existing bus system to rapid bus service, we could create some new lines to fill in any existing gaps, we could add more commuter bus lines from outlying suburbs into the central business district and other job centers, we could build a ton more bus shelters, we could fix up a bunch of sidewalks around bus stops, and we could pilot some more autonomous shuttles to help solve last-mile problems and gaps in connectivity in the existing network. I mean, seven billion dollars is a lot of money. This would greatly improve mobility all around the greater Houston area, and it would improve many people’s lives, all without condemning hundreds of properties and displacing thousands of people. But we can’t do that, because TDOT doesn’t do that, and we haven’t gotten approval from the voters, and many other Reasons that I’m sure are Very Important. So get ready to enjoy all those years of highway construction, Houston, because that’s what we’re gonna get.

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.

Still filled with dread about I-45

Anyone got a paper bag I can breathe into?

Strip away the enormity of rebuilding Interstate 45 and the promise of speedier trips along downtown Houston freeways, and two questions about the once-in-a-generation project remain:

How many negative effects are acceptable in one neighborhood for other people’s faster commutes?

And, how far should transportation officials go to reduce those impacts, to secure support and not vocal opposition?

“This is the defining project in the city of Houston for the next 20 years,” said Michael Skelly, a local businessman and organizer of the Make I-45 Better Coalition. “Doing it properly means minimizing impacts and, where there are impacts, mitigating them properly.”

Impacts expected from the widening of I-45 from downtown north to the Sam Houston Tollway — including a $3 billion remake of the downtown freeway system that buries a portion of the freeways and tears down the Pierce Elevated — run the gamut of environmental and social ills: air quality and flooding concerns for schools, day cares and low-income communities; removal of public housing developments in a city already hurting for affordable homes; concrete pillars and ramps rising above pristine park space along area bayous; uprooting 300 businesses employing 24,000 people and 1,400 homes.

“What concerns us as a group is inequity,” said Oni Blair, executive director of LINK Houston, a local transportation advocacy group. “They will feel losses, not gains.”

Texas Department of Transportation officials say they are balancing those concerns with a need to rebuild a freeway beyond its useful life, in a way that officials believe prepares for how Houston will move more than a decade from now.

“We are working real hard to make this work,” said Quincy Allen, district engineer for the six-county Houston area. “Everything we’ve heard, we’ve said ‘let’s see if we can make this work.’”

Not every problem, however, has a solution as TxDOT awaits federal approvals, possibly by the end of this year. The total cost of the project could climb above $7 billion. Construction on the segments where I-45, Interstate 69 and Texas 288 intersect could start as early as 2021.

It’s a long story, so go read the whole thing. I’ve already written about Independence Heights and the raw deal they’re likely to get, so I’ll just note two more things. One is that when a certain high-speed rail project needs to use eminent domain to build on rural land, there’s a huge (though to be fair, so far not very effective) political backlash. But when a highway expansion being proposed for the heart of a city that will “uproot 300 businesses employing 24,000 people and 1,400 homes”, there’s a much more muted reaction. You tell me why that is. And two, as someone who is now working on the west side of town and commuting on I-10 every day, let me tell you that whatever traffic flow improvements this will achieve when the ribbon is cut, they will not last for long. I head west on I-10 from the Heights every day before 6 AM, and you’d be surprised how much traffic there is already. It moves at highway speed, but if I were to leave even thirty minutes later, that would not be the case at all. I drive home between three and four, supposedly going “against traffic”, and again, you wouldn’t believe how full it is. Most days, traffic is heavy enough to cause standstills, and it’s almost always worst inside the Loop. We’re what, a decade out from the much-ballyhooed Katy Freeway expansion? Good luck with trying to solve this when the clamor for relief starts to rise. My point is, we’re going to go through multiple years of hell, for maybe a few more years of improvement. Again, you tell me if there isn’t a better way.