Off the Kuff Rotating Header Image

construction

Can you tell me how to get (safely) to Memorial Park?

Safety is nice.

A $200 million-plus plan to improve [Memorial Park] is aimed at making it a signature destination for all Houstonians. With that success, though, will come the same challenges anything popular in Houston faces: How will people get there, where will they park and what can be done to give them an option other than driving?

A variety of projects are planned or proposed to offer safer or additional options, including new bike paths, wider sidewalks, even a possible Metropolitan Transit Authority hub to rapid buses. All of the ideas, however, are years away and still face some public scrutiny that could alter the plans.

Efforts to create or expand trails follow what has been the largest park investment in a generation — a $70 million land bridge that creates a hillside through which Memorial Drive passes, connecting the park’s north and south sides.

[…]

One of the biggest challenges to improving access to Memorial is the big roads that border it: Loop 610 and Interstate 10. Running along the west and north edges of the park, the freeways are a barrier where the freeway intersections with Washington Avenue to the northeast and Memorial and Woodway to the west can be chaotic for cyclists and pedestrians.

“What we want is a safe, easy, biking solution,” said Bob Ethington, director of research and economic development for the Uptown Houston District.

Ethington said along Loop 610, officials are considering how best to get runners and cyclists as far away from cars as practical. Those plans include a connection from the south, parallel to the Union Pacific Railroad tracks as far south as San Felipe.

The trail skirts a rail line south of the park, in the River Oaks area dotted with some of the most expensive homes within Loop 610. Other projects could follow, taking the trail as far as Brays Bayou and creating what could become a freeway of sorts for bicyclists between two popular bayou routes.

The key connection to the heart of Uptown, on the other side of Loop 610, is a planned trail running near the top of Uptown Park Boulevard, where it curves into the southbound frontage road, that will follow Buffalo Bayou beneath the clatter of 16 lanes of traffic above.

That connection, which could include a new bridge strictly for the trail across the bayou, would eliminate a stress-inducing street crossing for cyclists and runners at Woodway.

“The corner is terrible and the (Loop 610) underpass is not great,” said Randy Odinet, vice president of capital projects and facilities for the Memorial Park Conservancy.

The Uptown work, which follows Briar Hollow in the neighborhood south of Buffalo Bayou, recently received a boost, when $4 million of the $5.3 million price tag was included in the House version of a federal infrastructure bill at the request of Rep. Lizzie Fletcher, D-Houston, who represents the area.

For travelers headed to the park from the east, two planned projects could help. Construction is set to start in about 20 months on a new bike lane spliced through a narrow piece of public land on the south side of Interstate 10. The Texas Department of Transportation project would eliminate a broken link between the Heights and Shepherd corridors and Memorial Park, caused by I-10.

Now, cyclists can use the Heights Hike and Bike Trail and White Oak Trail to access the Cottage Grove neighborhood north of I-10, then a pedestrian bridge atop I-10 at Cohn. About a half-mile from the park at the end of the Cohn crossing, however, is where the easy access stops. The Union Pacific Railroad tracks and nearby streets force runners back to TC Jester, which many avoid because of the heavy traffic and truck volumes and high speeds.

Design of the TxDOT project is not finalized, but the work likely will include a trail along the south side of I-10 from Cohn to Washington, through a slice of state-owned right of way and beneath the UP tracks. At Washington, it is expected to cross at the intersection and into the park.

The project also will replace the Cohn bridge with a wider span and assorted street-level improvements north of I-10 along the frontage road.

Most Houston residents and travelers, however, cannot simply hop on a bike and get to the park. Current transit offerings are limited to three bus routes, two of which come every 30 minutes. The third, the Route 85 Antoine/Washington that skirts the eastern edge of the park, is the only frequent route, coming every 15 minutes. More than a dozen bus routes pull into the Northwest Transit Center less than 2,500 feet away from the park, but those 2,500 feet are impassable because of the I-10 interchange with Loop 610.

A planned bus rapid transit route along I-10, however, could radically improve access if Metro were to include a stop at the park. Metro officials, while not committing, said they are considering a possible stop at Washington on the park’s boundary.

The idea of a Memorial Park station has drawn interest from transit riders and officials. Often, transit is built and discussed in terms of moving people solely to jobs and schools, Metro board member Sanjay Ramabhadran said.

“It is also about getting us to recreation facilities, parks,” Ramabhadran said.

Plans for the BRT line include an elevated busway along I-10 so large buses can move in their own lanes from the Northwest Transit Center to downtown Houston. Transit officials plan various public meetings before any station decision is made.

“You cannot order a BRT corridor on Amazon and have it delivered next week,” Ramabhadran said.

It all sounds good to me, and you can see each of the planned items in the embedded image. Years ago, when it was still possible to dream about more light rail lines being built in Houston, I proposed a rail line that was a combination of Inner Katy/Washington Avenue and the current Uptown BRT line, which would have included a Memorial Drive segment. That was included for the purpose of making it easier for more people to get to one of Houston’s biggest parks and premier destinations. That idea will never happen, but seeing a proposal for a Memorial Park-accessible stop on the now-proposed Inner Katy BRT line makes me smile. It really is kind of crazy that the only way to get to Memorial Park for nearly everyone is to drive there, especially considering how impossible it used to be to park. There’s more parking now, but we could get a lot more people into Memorial Park if they didn’t have to drive to get there. I very much look forward to seeing these projects take shape.

Back to the public input phase for I-45

They hear, but will they listen?

Hemmed between a request for a pause by federal highway officials and an outcry from opponents, planners of a massive rebuild of Interstate 45 in Houston are taking their plans back to the public in what may be a last effort to keep the project on pace.

The Texas Transportation Commission on Wednesday said more public scrutiny is needed of the plan for remaking I-45 north from downtown Houston to Beltway 8.

“Basically, let’s take this project and put it back out for public comment … then we will see where we go from there,” Commission Chairman J. Bruce Bugg said.

Additional public input on the I-45 project — at least the seventh time state officials have asked for comments — will be accepted via the month-long comment process for the Texas Department of Transportation’s 10-year plan, set to start July 7. The decision to seek more public comment, should it lead to the project being delayed or removed from the plan, was viewed as a necessary but unfortunate step by commissioners.

“I think it is very sad that we are at the point we are at with this particular project with regard to the amount of work and the amount of public engagement,” said Commissioner Laura Ryan, who lives in Houston.

Tying the project to the long-range plan is significant because as costs increased to a current estimate of $9 billion for the work, it represents about $1 of every $8 Texas will spend on highways during the next decade.

Officials estimate TxDOT has spent $503 million developing the project to this point. Delaying or significantly redesigning the project could make it the costliest highway hiccup in Texas history, far exceeding the $15 million spent on the Trans-Texas Corridor more than a decade ago before the planned tollway got the heave-ho.

[…]

The Federal Highway Administration in March asked TxDOT to pause development activities on the project. That was clarified in a June 14 letter to include any property acquisition and final design efforts after opponents found people still were receiving property offers.

“We’re frustrated that it’s taken the federal government stepping in to get TxDOT to do the right thing,” said Molly Cook, a Stop TxDOT I-45 organizer.

The right thing, however, is what remains in dispute. Supporters have increased their pressure in recent years, as local elected officials have changed. For more than 15 years to the present, Bugg noted there has been strong regional support for the project because I-45 is a crucial travel corridor for all of southeast Texas. Sixteen times, the Houston-Galveston Area Council, the local regional planning agency made up of various elected and appointed officials, unanimously backed the project.

Many local officials still do, including state Rep. Ed Thompson, R-Pearland, who urged transportation officials meeting Wednesday in Austin to charge ahead.

“I do firmly believe this corridor needs to be completed and if TxDOT can push on that they ought to,” Thompson said.

Citing the importance of I-45 to trucking and evacuation of the Gulf Coast in case of disaster, Thompson said delays in construction come with consequences opponents might not recognize.

“I do understand their concerns, but this is also vital to our entire region,” he said.

See here, here, and here for some background. As the story notes, there are competing interests here, as the city of Houston and Harris County and a bunch of neighborhoods and residents have serious concerns about the many effects of the project, while people who are mostly from far outside of Houston and the affected area want this built yesterday. It’s on TxDOT to balance those interests, and the opponents are not going to meekly roll over. It’s not my problem that TxDOT has spent a ton of money on this project without being able to deliver something that is acceptable to those who will be the most directly affected by it.

Let’s try again to fix that flood bond deficit

Hope this works.

Harris County on Tuesday [unveiled] a new plan to address a funding gap for its flood bond program, which will rely more heavily on diverted toll road revenue instead of federal aid that may never arrive.

The goal is to give the county greater control over its own flood control future instead of waiting on unreliable state and federal partners. To that end, the Commissioners Court also is expected to approve a new, permanent fund for flood control purposes and give priority to the most vulnerable areas to receive aid from it.

The plan still leaves approved projects $950 million short, however, raising the possibility that a new bond or flood control tax increases may be needed in the future to pay for all planned projects, according to budget office documents. Additional money would not be needed for about five years, according to the budget office.

Precinct 3 Commissioner Tom Ramsey said the fund, called the Flood Resilience Trust, is a good idea because it allows the county to stockpile money for projects in advance.

“It allows the county to, in a very effective way, set aside money every year, and that money will be there when they make any federal or state applications,” Ramsey said. “With a trust, we can move forward with a project while anticipating those (matching) dollars will come in.”

[…]

Because the Harris County Flood Control District purposefully underfunded some bond projects in anticipation of receiving federal aid, the snub resulted in lopsided spending across the county’s 23 watersheds. In March, the county announced that some of the watersheds with the wealthiest communities, such as White Oak and Buffalo bayous, had their projects close to fully funded.

Watersheds with some of the county’s poorest neighborhoods, such as Halls and Greens bayous, had less than half the necessary dollars. That angered the commissioners who represent those areas, Rodney Ellis and Adrian Garcia, because the court agreed in proposing the bond three summers ago that funds would be spent equitably.

The new plan aims to fix that. First, it would direct Harris County Toll Road Authority revenue — a lump sum of $230 million plus $40 million annually — to a new Flood Resilience Trust. This account would be used to plug funding holes in projects where federal aid failed to arrive.

Projects would be eligible based on their scores on the county’s prioritization framework, which considers factors such as how many structures would benefit from a project, how frequently a target area has flooded and the socioeconomic makeup of the residents there. This “worst first” framework, approved in 2019, initially dictated only the order in which projects were started.

The two Republican commissioners on the court, Jack Cagle and Steve Radack, voted against the equity language; Cagle said he saw no connection between social factors such as education or poverty and flood risk.

The county budget office estimates that if no other federal or state aid comes, the Flood Resilience Trust will be able to make up bond project shortfalls until about 2026. After that, the commissioners may need to issue a new bond to cover the remaining costs.

See here for the background. This was a preview story, published before the Commissioners Court meeting on Tuesday. I presume this was passed, but the meeting ran late, and so as of Wednesday afternoon there wasn’t an updated version yet. I think this is a reasonable plan, and if it can buy them five years (and hopefully some real progress in getting projects done) before having to do another bond, then that’s a good outcome and the odds of having that bond passed will improve. It also allows for some time to un-screw the federal fund distribution, which would make all of this a lot simpler. For now, this will do.

Feds tell TxDOT to slow down on I-45

On pause for however long.

In two letters released Wednesday — one to the Texas Department of Transportation and another to Harris County leaders — the Federal Highway Administration said it expected Texas officials to halt work [on I-45], including the purchase of needed property, on the $7 billion-plus rebuild of the freeway until more scrutiny of the project’s effects on low-income and minority communities and its environmental toll can be completed.

“This is an incredibly rare step, but it is a rare set of circumstances,” Harris County Attorney Christian Menefee said of the federal decision, noting how TxDOT, in his opinion, cut corners on its environmental assessment.

In a statement, TxDOT spokesman Bob Kaufman said the decision to slow development by FHWA “indefinitely suspends key steps” on a project state and local officials have sought for more than 15 years.

“It’s unfortunate there is an expanded delay on this project, but TxDOT remains fully committed to working with FHWA and local officials on an appropriate path forward ,” Kaufman said. “We know that many in the community are anxious to see this project advance.”

Harris County Judge Lina Hidalgo and Menefee said Wednesday the county remains committed to redesigning the proposal.

“We do need and our community deserves an I-45 project, Hidalgo said. “We also need a project that respects the wishes of the community.”

She said TxDOT for the past two years has ignored suggestions from local officials and groups to make the project more transit-focused and displace fewer people.

“You can’t bulldoze your way to a massive infrastructure project without community input,” Hidalgo said. “You cannot bulldoze your way through the Civil Rights Act.”

[…]

The letters reaffirm a request from federal officials in March that work on the controversial project halt until the concerns over equity and the freeway’s design are addressed. Federal officials sent TxDOT the letter after Hidalgo raised objections in May that the highway agency was acquiring property through purchases and eminent domain.

“We share the concerns raised by your recent letter suggesting that TxDOT is not engaging in the pause and may be proceeding with other aspects of the I-45 project,” wrote Achille Alonzi, FHWA’s division director for Texas.

In a letter to TxDOT Executive Director Marc Williams, FHWA officials said any pause applies to “right-of-way acquisition, including solicitations, negotiations and eminent domain, and final design activities.”

Further, federal officials said they are reviewing its agreement with TxDOT signed in December 2019, that allowed the state transportation agency to approve its own environmental impact study and move forward on the project. Texas and California have authority to approve their own projects, provided they show they complied with federal law. The review, which critics have called an audit, means federal officials will double-check Texas’ process, which could take months.

See here and here for some background, and here for a copy of the letters. I’ve been wondering lately if we’re going to see the likes of Greg Abbott or Ken Paxton get involved in this. I mean, we have local Democratic officials brazenly telling TxDOT that they can’t do their job and build their highway like they’re supposed to, and surely this cannot stand. I’m a little surprised there hasn’t been some pushback from the “only Republican governance is legitimate” crowd before now. And I hope I’m wrong to be worried about this. We’ll see how this goes. The Press has more.

Get ready for your first Universities Line BRT map

Feel the excitement! No, seriously, we’ve waited a long time for this.

The largest and most-sought segment of Metro’s planned bus rapid transit expansion in Houston is poised next week to officially move from being just lines on a map to the starting line — even if construction remains years away.

Metropolitan Transit Authority board members are scheduled Thursday to approve a preferred alternative for the 25-mile University Line, the mammoth route that acts somewhat as an east-west spine of the region’s future transit plans. Setting the preferred route does not lock the agency into that exact path, but instead acts as the goal as design continues, leading to eventual public response to a proposal.

Though preliminary, officials said the approval is a major step for luring federal funding, as well as building the route as soon as possible.

“This is the crown jewel of MetroNext,” Metro board member Jim Robinson said of the line, referring to the agency’s $7.5 billion long-range plan.

Central portions of the line, mostly along Richmond and Westpark, represent the most sought-after but controversial connections in the Metro system. When voters approved Metro’s long-range plan and $3.5 billion in bond authority in November 2019, Metro chairwoman Carrin Patman said closing the gap in frequent, fast transit between downtown and Uptown was the “most logical” major project in the plan.

Construction, however, likely would not begin until 2024 at the earliest, after community meetings and Federal Transit Administration approval. Work likely will happen in sections.

Planning and technical work alone could take the next two years, with Metro set to approve a consulting agreement with engineering firm AECOM, paying it $1 million to start the initial designs. The total cost of the University Line is likely to exceed $1 billion.

As noted before, Metro is moving quickly to try to get federal funds so that design and construction can begin on the timeline indicated above. I support that and hope they’re successful, but I have to admit this all leaves me feeling bittersweet. Remember, the original Metro referendum passed in 2001. The Main Street line opened in 2004. We were talking about designs for what would have been the Universities light rail line in 2005. A combination of some cranky Afton Oaks residents, former Congressman John Culberson, the former Metro board’s incompetence, and the 2008 economic crash have all led to this, where we’re trying again to build something that in another universe might be celebrating its ten year anniversary by now. I feel pretty good about the current plan coming to fruition maybe five years or so from now, but the amount of time that was wasted with nothing to show for it is staggering and nauseating. Let’s please never do that again.

Texas Central signs construction deal

Sure seems like they’re getting close to actually laying track.

The developer of a long-planned — and controversial — high-speed rail line that would get passengers from Dallas to Houston in 90 minutes announced Tuesday that it signed a $16 billion contract with an Italian company to build the project, in what could be a step toward realization.

Webuild, based in Milan, will oversee heavy construction of the planned 236-mile (380-kilometer) project for developer Texas Central, the companies said in a news release. Webuild will operate through U.S. subsidiary Cheshire, Connecticut-based Lane Construction Corporation.

Nearly half the distance the bullet train will cover — at speeds up to 200-mph (320-kph) — will be elevated to reduce the impact on property owners, the companies said.

[…]

Webuild CEO Pietro Salini said the project brings further focus to the company’s work in the U.S., its single biggest market.

“Being part of such a challenging project as leader of the design and construction of the railway is a unique experience that we are extremely proud of,” Salini said.

Webuild was created in 2020 from Salini Impregilo, a leading player in major infrastructure projects that acquired Lane in 2016 and more recently Italy’s Astaldi engineering firm. Building the project will employ 17,000 people directly, Webuild said. The rail link itself would use Japanese bullet train technology and would employ 1,500 people once completed.

As it happens, Texas Central had signed a manufacturing deal with Salini Impregilo in 2019. Texas Central got their final federal approvals in September, and made it through yet another legislative session intact, which looked a little shaky to me going it. Is this finally The Year That It Happens? We’ll see. See the press release for more.

Update on the bike trail bridge

We have an estimate for repairs.

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

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

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

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

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

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

And more good news:

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

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

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

Let’s try and get those federal transit funds now

Works for me.

Transit officials, sensing the timing may be right to tap federal funds for major projects, are moving quickly on portions of a planned bus rapid transit line viewed by some as the backbone of Houston’s future movement.

The segment of the planned University Line between Hillcroft Transit Center in Gulfton and the Wheeler Transit Center in Midtown is one of the most highly sought but historically controversial routes in the Metropolitan Transit Authority system.

Envisioned as bus rapid transit that uses some dedicated lanes to stop at key stations, delivering service similar to rail without the expense or design complexity, the project was included in the long-range Metro plan voters approved in November 2019. With a new federal government in place, proposing massive investment in transit, Metro officials said speeding up at least central portions of the line makes sense.

“Getting it in line for potential federal funding is critical,” Metro board member Sanjay Ramabhadran said. “The sooner we do it, the better.”

Accelerating the project means beginning discussions with the Federal Transit Administration around September, pending Metro board approval next month. From there, planners would spend about two years designing the project and holding public meetings to gauge community preferences.

That timeline would allow for the project to gain federal approvals — and perhaps money from Washington — by September 2023. Construction would take months or potentially years, depending on what exactly Metro builds.

“There is some risk to go with it,” Metro Deputy CEO Tom Jasien said of the acceleration. “We are going to have to work our way through this project development process very quickly.”

The reward, however, is federal clearance for a long-sought link, along with funding for it.

“It is our best chance to get in line for the federal funding we keep hearing that is likely to come,” Jasien said.

[…]

Having projects in the planning stages for construction three-to-five years away is warranted, Metro officials said, noting the agency’s $7.5 billion long-range plan means transit planners will need to juggle numerous projects simultaneously so all of them are poised to proceed to design or construction when money is available.

Those aims align with indications from federal officials, including Transportation Secretary Pete Buttigieg, who has said projects that add transit options are needed to revive America’s cities.

See here for some background. Metro is also seeking funds for the Hobby Airport light rail extension, though that may require the infrastructure bill to happen. I’m in favor of anything that will make this happen in as timely a fashion as possible, but looking at the dates in this story made me realize that if everything goes well, we might be able to have this project completed in time to celebrate the 25th anniversary of the 2001 Metro referendum that authorized a Universities Line in the first place. I am now going to get myself a beer, write John Culberson’s name on a piece of paper, go out into the back yard, and light that piece of paper on fire. Feel free to celebrate along with me.

The I-45 effect on Metro

There will be a lot of disruption to mass transit as a result of the I-45 project.

Metro’s board on Thursday approved hiring design and engineering firm STV Incorporated for services related to the controversial Interstate 45 project. Though the bulk of the project will widen I-45, it includes a near-total redesign of the downtown freeway system, starting with work along Interstate 69 at Spur 527, putting Wheeler — where Texas Department of Transportation officials plan to bury the freeway below local streets — in the first phases.

The contract with STV, valued at up to $9.6 million for the next five years, allows Metro to consult the company as it plans for transit operations during construction and how what is built will affect its own upcoming projects.

The goal, officials said, is to limit disruptions to bus and rail service and preserve the space Metro will need for future transit lanes and stations, so adding them later does not become a costly and complicated challenge.

“It is absolutely imperative we understand the impacts of the (I-45 rebuild) on the Wheeler site,” said Clint Harbert, vice-president of system and capital planning for Metro. “That includes all of the stakeholder activity around us and the loss of property at the Wheeler site, as well as how is BRT going to go through.”

The transit center, which at times has had safety concerns because of its isolated location practically beneath the freeway between Fannin and Main, is rapidly getting new neighbors and more visibility. The former Sears property in Midtown is the centerpiece of a planned “innovation hub” and redevelopment is occurring on many nearby blocks.

[…]

Though TxDOT has halted development of many segments, the portion along I-69 from Spur 527 to Texas 288 — which includes Wheeler — remains on pace for construction to start next year. Widening I-45 and redoing the downtown system is spread across many distinct but connected projects, and TxDOT had approvals and design ready for the first segments, but has halted development of the others until a lawsuit filed by Harris County and the federal review are settled.

That work could affect Wheeler and the Red Line early on, as burying the freeway through Midtown and rebuilding city streets could mean months of detours and delays for transit in the area.

The Wheeler work and potential to have the Red Line, the most-used transit line in Texas, cut in half by construction is not the only impact Metro is weighing with the I-45 work. In 2017, Metro estimated reconstruction of I-45 could cost transit officials an additional $24 million annually simply in employee time and fuel related to detours.

Wheeler already is a major stop in the Metro system, but its importance is set to increase, based on the agency’s long-range transit plan. Riders will use Wheeler to transfer to and from the Red Line light rail, the spine of the train network, and the longest planned bus rapid transit line serving northeast Houston, Midtown and Westchase.

See here, here, and here for some background. The thought of the Red Line being interrupted for months because of freeway construction blows my mind – the amount of chaos that will cause is enormous. I won’t relitigate the question of if it’s all worth it or not – if nothing else, we can wait and see what the Harris County lawsuit brings. There is the potential here for federal money to pick up some of the cost of the BRT line that is now the Universities Line plus a northeast extension, and that would be sweet. And who knows, maybe some of this construction chaos doesn’t happen, or at least isn’t as bad as we now fear. There’s still hope. Some of this work would be done regardless anyway. Whatever happens, I wish all the best to everyone who’s going to have to deal with it for however long.

The best time to buy a house in Houston was last year

Or the year before that, or the year before that

The O’Neals are part of a nationwide real estate frenzy playing out in Houston that is propelling prices to new highs. Houses are frequently drawing multiple offers, often above the asking price and can sell in a matter of days if they’re in good condition, according to local real estate agents.

The median price of a single-family home reached $260,212 in 2020, up 6.2 percent from 2019, according to an analysis of home sales and prices compiled by the Houston Association of Realtors for the Houston Chronicle. The increase in the median sales price was nearly twice the 3.2 percent year-over-year gain in 2019, according to HAR.

The increase came amid demand fueled by continued low interest rates, an extreme shortage of houses on the market and a rekindled desire for homes in the suburbs stemming from the pandemic as people spend more time at home. At the same time, despite the rising prices, the pandemic forced people to cancel vacations, stop eating out and allowed them to pay down debt, giving them more buying power than ever. Some of that may carry over to the future.

“We have a new habit of spending a lot of time at home,” said Ted C. Jones, chief economist with Stewart Title. “We’ll definitely eat out more, but maybe not as much as we did 24 months ago.”

Meantime, said Frank Lucco, an appraiser with Accurity Qualified Analytics, “Houses are flying off the shelves.”

Lucco said he has never seen Houston home prices rise this quickly in his 43 years as an appraiser. Traditionally, home prices have risen 3 percent to 4 percent annually over the last two decades. The veteran appraiser has been constantly adjusting his appraisals upward to reflect Houston’s fast rising prices.

“There’s multiple contracts on houses,” he said. “It’s not uncommon for houses to sell in the same day it’s listed.”

In March, 2,165 houses in the Houston area — 23.2 percent of the month’s sales — sold for above asking price, according to HAR. That’s nearly three times the 8 percent that sold for more than asking a year ago.

Everyone reading this in Austin and its environs is no doubt nodding their head grimly. You want crazy home prices and bidding wars, that’s the place for it. The same is going on in the greater D/FW area as well. As this story notes, there’s a lot of demand out in the burbs, with their bigger houses and spacious yards that have been a blessing for many in the pandemic, but there’s also a lot of demand for the urban core, especially among younger buyers. There’s plenty of construction in my neighborhood, and I can’t think of any lots that have been on the market for more than a couple of weeks. Whatever else you might say, it’s better to be a place where people want to live.

Commissioners Court partially fills the flood bond funding gap

Good.

Harris County Commissioners Court took initial steps this week to plug a $1.4 billion funding hole for its flood bond program by diverting revenue from the county’s toll roads system.

Court members also laid out a “backstop” plan to use Harris County Toll Road Authority debt for drainage projects in case federal matching funds, distributed by the state General Land Office, do not arrive.

“The hope is that GLO comes in before we have to use either of those,” County Judge Lina Hidalgo said. “If they don’t, we’ll look at HCTRA funds first, and then, worst comes to worst, we’ll look at the road and bridge funds.”

Repurposing the toll road revenue, which court members unanimously approved Tuesday, ensures that $535 million worth of drainage projects across all four commissioner precincts are fully funded and can be completed in the next three to five years.

That will allow the Harris County Flood Control District to provide a modicum of immediate protection to neighborhoods while the county searches for money to complete larger, longer-term projects. The 91 projects will protect about 45,000 homes, according to the district.

The court transferred $230 million in surplus toll road revenue, which largely was derived from last year’s refinancing of Harris County Toll Road Authority debt. The sum will be divided evenly between the precincts.

In addition, Commissioners Court approved using $315 million in toll road revenue, road debt or funds from other county sources to complete the drainage projects in case federal help never comes. Toll road debt must be used for a transportation purpose, and therefore can only be used for flood control projects that in some way involve a road or bridge.

That will free up $115 million in flood bond money that was intended for this purpose. That money now can be used to fill massive funding shortfalls in several watersheds, including Halls Bayou, Greens Bayou and the San Jacinto River.

See here and here for the background. There was a Chron story from a couple of days before this that went into the experiences of the neighborhoods that were the most affected by the way the funding was structured for this. I drafted a post for that but didn’t get to publishing it before the Court acted. Fine by me for that to become obsolete. There’s still more to be done to fix this, but we’re off to a good start.

Not everyone opposes the I-45 project

Life is a rich tapestry.

Jill Rafferty proudly acknowledges she bothers a lot of people. Better to rub them the wrong way, she reasons, than let a lack of attention wash her Independence Heights neighborhood away.

Flood control efforts, mostly overseen by Harris County, have failed over the past dozen years to keep rain out of people’s homes in heavy storms. Houston workers hardly clean up nearby land the city owns, part of which is a park set on a former water treatment plant, and trash and debris clog the slim channels along 40½ Street, Rafferty said.

What worries her, she said, is the very entities she has been pleading with are holding up potential relief by challenging a $7 billion rebuild of I-45 that, at least on paper, will give the area better drainage. The Texas Department of Transportation, she said, laid out a better case to control flooding than city and county officials have.

“Number one, they listened to me,” Rafferty said of TxDOT officials. “Number two, they had a plan to do something.”

The increasing divide over the fate of the I-45 rebuild — notably the plan to add two managed lanes in the center of the freeway from downtown Houston north to Beltway 8 that requires seizing properties and displacing low-income residents — also is putting the brakes on improvements in some of those same communities. For all the concerns of what is wrong about the project, supporters say, there also is a lot to like, such as better drainage, potential for parkland in key spots and more predictable travel times to downtown for commuters.

[…]

Concerns over whether TxDOT properly considered the project’s scope now are a matter for federal officials and the courts. The Federal Highway Administration, citing concerns raised about the project’s impact on minority communities, asked TxDOT on March 8 to pause activities, just days before Harris County filed a lawsuit saying transportation officials ignored the county’s comments on the project.

Supporters do not dispute the seismic changes the project will have on nearby residents, or even the historic levels of displacement caused by the project. The question, they said, is whether the improvements are worth it.

“These benefits vastly exceed the negatives,” said Oscar Slotboom, an advocate of adding managed lanes to I-45 and a northwest Houston resident.

Others bristle at the concerns voiced by critics who say they are representing minority and low-income groups, when many Black and Latino groups, businesses and residents want the project. Local NAACP officials and others cheered TxDOT for going to unprecedented lengths to include communities, who are not in total agreement with those who argue the project is racist or unfair to struggling families.

“There are people that come on the line that say they speak for the poor, but they have not spoken to them,” community activist and urban planner Abdul Muhammad told the Texas Transportation Commission.

For suburban drivers, the benefits are clear, supporters said, and the months of fighting leaves them further from relief.

“If the state wants to do something to make the freeway better for the entire area, why shouldn’t the city welcome that,” said Ben Darby, 48, of Spring. “If they are going to make it so people sit in less traffic, who wouldn’t celebrate that? Everything comes with trade-offs.”

See here and here for some background. I don’t doubt that there are some potential benefits from this project – the proposed bus lanes are a key aspect to Metro’s current expansion plans, for example – though “suburban drivers can get where they’re going faster” is not on my top 1,000 reasons to favor the plan. I just think the opponents have the better case right now, and while the advocates say TxDOT has listened to them, that’s not what the opponents say is their experience. People of good faith can come to different opinions about this project. For me, the benefits don’t come close to outweighing the costs. If that changes, I’ll let you know.

The federal hurdle to the I-45 project

I mostly missed this when it happened.

The Federal Highway Administration has asked Texas’ transportation department to halt construction on an Interstate 45 expansion project, citing civil rights concerns.

The news comes the same day Harris County announced it was suing the Texas Department of Transportation over the North Houston Highway Improvement Project.

In its letter to TxDOT, the FHWA said it was acting in response to public input on the state’s project — which would widen I-45 in three segments from downtown Houston to Beltway 8 — raising concerns under Title VI of the Civil Rights Act of 1964, as well as environmental justice concerns.

The federal agency said it alone was responsible for such civil rights complaints, and asked for time to review them.

“To allow FHWA to evaluate the serious Title VI concerns raised…we request that TxDot pause before initiating further contract solicitation efforts for the project, including issuance of any Requests for Proposals, until FHWA has completed its review and determined whether any further actions may be necessary to address those concerns,” the March 8 letter reads.

The agency added that it would “expedite its efforts to resolve any issues as quickly as possible.”

As noted, that happened the same day that Harris County filed a lawsuit to force a redo of the existing environmental review of the project. I mentioned it in an update but hadn’t seen any stories about the FHWA action, so didn’t give it much thought. More recently, I read this Observer story, which goes into more detail about the federal intervention.

FHWA’s intervention in Houston is perhaps the first sign of a significant sea change in the U.S. Department of Transportation under Secretary Pete Buttigieg. Shortly after the former South Bend, Indiana, mayor was nominated to the cabinet position, he told CNN, “It’s disproportionately Black and brown neighborhoods that were divided by highway projects plowing through them because they didn’t have the political capital to resist. We have a chance to get that right.”

Houston is a test case for that commitment. Over the coming months, FHWA investigators plan to talk to community members, local officials, and advocates to determine, among other things, whether the highway expansion project “creates potential disparate, adverse impacts to the predominantly African American and Hispanic communities within the project area.” If the agency finds that discrimination occurred, it can refer the project to the U.S. Department of Justice to litigate or withhold some categories of funding allocated to Texas. More likely, the FHWA will try to mediate some kind of voluntary resolution with TxDOT.

“I think the really important thing is that it’s about whether there’s a disparate impact,” says Erin Gaines, an attorney at Earthjustice who has worked on Title VI complaints. “They may also be talking about intentional discrimination, but you don’t need intentional discrimination to violate Title VI in an administrative complaint. You need a disparate impact.” In other words, it doesn’t matter if TxDOT intentionally chose to expand a highway that runs through a predominately Black and Hispanic neighborhood; it only matters if Black and Hispanic people are unequally impacted by the highway being expanded.

“Many of these neighborhoods literally had no voice in the construction of this highway,” says Christof Spieler, the director of planning at the design firm Huitt-Zollars. When I-45 was completed in 1958, many “residents were not even able to vote for the government that was putting these projects in place.”

By the time the Voting Rights Act passed in 1965, most urban highways across the United States had already been planned and built.

[…]

The FHWA is beginning the process of interviewing impacted residents and may conduct site visits this summer, but it’s still unclear what residents will be able to demand and what outcomes TxDOT will entertain.

The investigation could prompt TxDOT to reconsider how it approaches highway projects in cities across the state—the agency has just begun the NEPA process for a $7.5 billion expansion of I-35 through Austin. But ultimately, change will have to come from the state legislature, which has required that 97 percent of TxDOT’s funding be spent on roads.

It always comes down to winning more elections, doesn’t it? I have no idea what to expect from the FHWA here. Could be a game-changer (and if it is, I 100% expect a lawsuit from the state over it), could be mostly cosmetic. At least it’s something. For more, give a listen to Tuesday’s What Next podcast, in which Houston activists Tomaro Bell and Oni Blair are interviewed; a transcript of the latter is here. The Chron editorial board has more.

A new downtown park

Something to look forward to, when we’re all comfortable being in crowded spaces again, even outside crowded spaces.

Houston officials broke ground [earlier this month] on a new park in south downtown that by next year will provide the area with its first addition of major greenspace since Discovery Green opened more than a decade ago.

The park will take up most of the block surrounded by Bell, Fannin, Leeland and San Jacinto streets, replacing a Goodyear Auto Service Center. It will include a central lawn area, gardens on the north and south sides, dog runs for large and small breeds, water features and art installations, and a second location of Tout Suite, the East Downtown cafe. Construction is expected to wrap up next March.

Officials have dubbed the new area Trebly Park, a nod to the three street corners surrounding the park, and the implication that “there’ll be three times as much here for everybody who lives in the neighborhood and who visits,” said Bob Eury, president of the Downtown Redevelopment Authority. The project previously had gone by the name of Southern Downtown Park.

[…]

Mayor Sylvester Turner said the project is part of city leaders’ ongoing efforts to bring more parks and greenspace to the downtown area, such as the renovation Jones Plaza farther north. Those types of investments will spur further growth downtown, Turner said, adding that when he was growing up in Houston decades ago, the central business district would become “dead” shortly after everyone left work for the day.

“When I grew up in this city, there were probably, other than the hotels, I don’t think there was anybody living downtown. And now we have about 10,000 people living downtown,” he said. “The developments have led to the design and construction of this park, and at the same time, the parks are leading to residential and other transit-oriented development downtown.”

Downtown has other issues right now, but I expect they will sort themselves out one way or another. In the meantime, more park space is welcome. If like me you were scratching your head at the explanation of the “Trebly Park” name, CultureMap is here to help:

“Trebly Park is located on Block 333 of Downtown Houston, on a site defined by three city block corners. Trebly, meaning ‘three times as much,’ is fresh in spirit, rolls off the tongue, and is not moored in convention. By its definition, Trebly Park implies that the park has much to offer those who visit it in terms of experience with ‘three times as much’ fun, play, interaction, relaxation and deliciousness.”

Good to know. I’ve got it on my places to visit next spring.

Flood funding shortfall

Still trying to understand this.

Harris County on Tuesday revealed a $1.4 billion shortfall in funding for flood control projects under the bond program voters approved in 2018, a massive miscalculation that threatens to cause construction delays and cost taxpayers more than expected.

Budget Officer David Berry told Commissioners Court that projected funding from state and federal partners, which was supposed to supplement the $2.5 billion investment by county taxpayers, has not materialized. As a result, the county has committed to doing more work than it currently can afford to do.

“The hope after Hurricane Harvey that federal and state partners would really be focused on Harris County, where we saw the worst damage, has not altogether turned out to be true,” Berry said.

Berry said the county believes it can secure an additional $100 to $500 million from the state and federal governments, but that still leaves “a substantial gap.”

Projects in several watersheds are close to fully funded, though planned improvements in three — Halls Bayou, Greens Bayou and the San Jacinto River — have less than half the necessary dollars. Harris County Flood Control District Executive Director Russ Poppe said no projects will be delayed so long as the funding gap is closed by the end of this year.

The bond program currently is projected to be completed around 2028. The flood control district has spent money to design some projects in anticipation of receiving matching funds to begin construction.

[…]

Poppe said the shortfall dates back to early 2018, when Congress passed the Bipartisan Budget Act. The measure provided a collective $66 billion to the Army Corps of Engineers, Department of Housing and Urban Development and FEMA to help the country recover from the previous year’s destructive storm season, which included hurricanes Harvey, Irma and Maria.

Harris County and the city of Houston in 2019 received $1 billion each from HUD to repair and rebuild Harvey-damaged homes; the county received an additional $225 million from FEMA for buyouts.

Poppe said the county planned on receiving an additional $1 billion from HUD for flood control projects.

“The logic was … the federal government can get a level of protection on that investment they just made,” Poppe said.

That funding flowed from Washington through the state General Land Office, however, which decided instead to ask Texas cities and counties to apply for individual grants. Poppe said his office has made $900 million in requests, which he hoped would be decided later in the spring.

What’s not clear to me from this is how much of it was an over-estimation on the part of Harris County in putting together the 2018 referendum how much money from the feds and the state would be available, how much is money that we should have reasonably expected that wasn’t appropriated by the feds, and how much is just sitting there in the Land Commissioner’s office waiting to be handed out to cities and counties. All three can be addressed in one way or another, but getting the Land Commissioner to get off his ass and give us the money we’ve applied for would be the most direct. I fully expect there to be a massive infrastructure bill taken up (and hopefully passed) by Congress later this year, which can certainly include more funds for flooding projects (and maybe even the ever-elusive Ike Dike), but that depends on things that are out of our control right now. Commissioners Court has directed th flood control district to come up with a plan to secure more funds by June 30, and the commitment is there to complete the project list one way or another, which is what the voters were promised. Whatever the underlying issue is, let’s figure this out and get this moving forward.

Harris County sues TxDOT over I-45

This ought to be interesting.

Plans to rebuild Interstate 45 in Houston, which state officials say need to move forward as they work through concerns expressed by critics, took what could be a lengthy detour into federal court Thursday.

In a lawsuit filed in downtown Houston, Harris County Attorney Christian Menefee asked the U.S. District Court for the Southern District of Texas to require the Texas Department of Transportation to redo much of the environmental review of the project and delay any further development of the $7 billion rebuild. Menefee cited the obsolete nature of some of the studies used to assess environmental impact and the lack of adequate protections for the residents who will be forced from their homes by the freeway widening.

“The I-45 expansion will displace families in more than 1,000 homes,” Menefee said. “It will also displace businesses, reduce parkland, and significantly impact the quality of life for folks living nearby. We are not taking this lightly, and Harris County residents deserve a fair process that addresses these issues.”

TxDOT officials said they could not comment directly on the lawsuit, but fretted that the decision to go to court stymies efforts to solve the issues that remain.

[…]

Advocates, many of whom in the past five years have grown increasingly frustrated with what they have called TxDOT’s lack of interest in solving some of the problems in favor of moving closer to construction, applauded the county’s lawsuit.

“TxDOT has brought this upon themselves,” said Michael Skelly, an organizer of the Make I-45 Better Coalition. “For many years, organizations and individuals from across the city have been making suggestions to TxDOT that would improve the project, reduce flooding, save taxpayers money, minimize displacement and enhance safety. TxDOT has ignored everyone.

“When TxDOT looks for who to blame, the mirror would be a good place to start,” he said.

The lawsuit, a challenge to the Texas Department of Transportation’s approval of the final environmental review last month, asks that all development of the project halt until the state can better analyze and resolve critics’ concerns. TxDOT officials, under an agreement with the Federal Highway Administration, can self-approve their environmental reviews if they show they properly followed national rules.

See here for the previous update. As the story notes, if this drags on then the I-45 project risks losing the state funding that has been appropriated for it, as TxDOT will put other projects ahead of it in line. The draft environmental impact study is from 2017, so one could certainly argue that things are different now – you know, post-Harvey and all that. I have no idea what to think of the odds on this, but this is the kind of County Attorney that Christian Menefee said he’d be on the campaign trail.

UPDATE: Looks like there’s already a delay in the process, and it has nothing to do with the lawsuit.

We’ll see how long that takes, too.

Are you ready for some I-10 construction?

Well, ready or not

State highways officials set out in 2004 to develop a plan to remake Interstate 45 and add managed lanes, only to face increasingly stiff opposition in the past three years from elected officials and community activists that its plan was out of step with future travel needs.

New plans to add managed lanes along Interstate 10 along a corridor inside Loop 610 took only days to get that same response.

The Texas Department of Transportation and the Metropolitan Transit Authority are jointly presenting plans for a so-called Inner Katy Corridor, a project to remake the 10-lane freeway — five lanes in each direction supported by frontage roads and entrance and exit ramps — by building dedicated bus lanes, adding two managed lanes in each direction and upgrading drainage along depressed portions of the freeway.

“The commitment remains to moving the same number of single-occupant vehicles at high speed,” said Neal Ehardt, a freeway critic who advocates a more urban-focused approach that includes downsizing major highways. “We are keeping the same number of single-occupant car lanes and we are adding managed lanes. This is not the mode transition we want. It is more like mode bloat.”

Officials counter that it is a necessary step — and an unconventional one for TxDOT — to stay within the existing freeway footprint as much as possible but meet demand. They understand there are some that believe no additional lanes are needed, said James Koch, director of transportation planning and development for TxDOT’s Houston office.

“That is a nice goal to have, but where we are today, we are not there,” Koch said. “We still have traffic and congestion today and we are dealing with those things. I understand the passion those folks have, but not everybody wants to get on the bus.”

Comments for this phase can be submitted to TxDOT or Metro until March 31. Because of the COVID-19 pandemic, officials created a virtual meeting room, also available until March 31.

Planners have three objectives for the eventual project along the I-10 corridor:

  • Building dedicated bus lanes along the freeway to extend Metro’s bus rapid transit from the Northwest Transit Center near Loop 610 to downtown Houston.
  • Improving drainage along the segment where I-10 is below local streets, from Patterson to Loop 610.
  • Adding two managed lanes in each direction and improving carpool access by eliminating any gaps where HOV drivers mingle with general traffic.

Those objectives would be broken up into multiple projects, likely with different timelines.

Metro’s bus lanes, for example, already are funded via the transit agency’s capital budget and money controlled by the Houston-Galveston Area Council, which distributes some federal highway funding. Provided Metro is ready to proceed, construction of the $227.5 million bus lane project is set to begin in 2023 and open in 2025, according to H-GAC’s five-year plan.

TxDOT’s managed lanes are not included in upcoming spending plans, with officials saying the current timeline would be to start construction in 2027. The goal, Koch said, is for TxDOT to have some idea of what people prefer so the Metro bus lanes can be built without interfering with what the state constructs in the future.

[…]

The transit lanes have a chance to radically improve the quality of bus rides in the corridor and the region, said Christof Spieler, an urban planner and former Metro board member.

Relative to past freeway discussions, he said, TxDOT is part of a larger conversation about how various projects are coming together, ultimately to determine how Houston grows.

“There are signs in there of TxDOT being more creative than in the past,” Spieler said.

I’m going to wait and see on this one, based on Spieler’s comments. The Metro bus lanes, which were part of the 2019 Metro referendum, are a must-have. I think everyone would like to see drainage improved for this stretch of highway. It’s adding the managed lanes that are going to cause the heartburn, since that either means widening I-10 (which would take up to 115 more feet of right-of-way, according to the story), or adding elevated lanes (which would still need 45 feet) and adding concerns about noise and visual blight. My advice is to attend any public meetings and give your input while you can, because it’s going to be time to start building before you know it.

HISD schools closed Monday and Tuesday

More effects of the storm.

Houston ISD plans to remain closed Monday and Tuesday, then hold online-only classes for the last three days of next week, as the district manages the fallout from water and power issues caused by freezing temperatures.

HISD officials announced the schedule Friday as employees continued to survey damage to the district’s 260 campuses and the city of Houston remained under a boil-water advisory expected to stretch to at least Sunday.

At the same time, the leaders of a few suburban Houston districts, including Katy, Klein and La Porte ISDs, announced plans to resume in-person classes Monday. While parts of those districts remain under a boil-water advisory, they are expected to face fewer water issues heading into next week compared to HISD.

In an interview Friday morning with CNN, HISD Interim Superintendent Grenita Lathan said district officials remained “very concerned” with water problems that could impact campuses next week. HISD could use unboiled water to flush toilets and run sinks, but the district would need to boil water for drinking and food preparation.

“If the water issue hasn’t been resolved, we can’t (reopen campuses),” Lathan said.

Safety is the first priority, and if the schools can’t open safely then they can’t open. This has other effects, mostly with food service for the students who need it, but there’s no real choice. Hopefully everything will be ready for the following week. What HISD and other districts will do to make up for the lost time, I have no idea. I’m guessing there will be some guidance from the state, but we’ll see.

And speaking of the rest of the state:

The winter storm delivered another blow for parents, teachers and students already struggling to get through this academic year, as COVID-19 has destabilized the lives of many Texans. Already students were failing multiple classes learning virtually, feeling increasingly anxious and depressed, and worrying about their loved ones. Now, some families still don’t have power or water and some schools, given the damage to facilities, are unsure when they are going to be able to take students back in person.

Districts across the state are surveying their buildings and finding broken pipes, soaked classrooms and other major property damage, as rising temperatures thaw pipes. The Texas Education Agency said school districts still dealing with electricity outages and other issues next week can apply for waivers to provide completely virtual instruction or, in some cases, close completely.

The destruction may indefinitely delay in-person instruction — and more crucially may prevent schools from serving as immediate lifelines for their most vulnerable families. As temperatures plummeted over the last week, many schools could not serve as warming centers for their communities as they have done during past disasters. Some also could not distribute free meals to students, with staff members unable to leave their homes and refrigerators full of spoiled food.

The state doesn’t provide funds for building construction and repair – the districts do that themselves, via their capital budgets and bond issuances – so this is going to cause further need in many districts. The forthcoming federal COVID relief package, which will provide money for local and state governments, may help with this, but the state may need to find a way to assist as well. If this isn’t an issue in the legislative session already, it needs to become one.

TxDOT plows ahead with I-45

What did we expect?

Texas highway officials [last] Thursday gave themselves the green light to rebuild Interstate 45 in Houston, a crucial step in the process, despite lingering concerns from critics that the proposed $7.5 billion widening project is out of step with the region’s future needs.

The record of decision, essentially a declaration that the project met all the steps laid out in federal transportation rules, clears the way for construction of the revamped freeway, but also allows for changes, Texas Department of Transportation officials said.

In a statement, Houston District Director for TxDOT Eliza Paul said the decision “is a necessary step in moving into the detailed design phases of project development, which is where we will have the opportunity to fully explore many of the project refinements requested.”

Those proposed changes, which critics have sought for more than three years as the project moved through its environmental process, include significant revisions in more than a dozen neighborhoods.

“‘Refinements’ is a blatant mis-characterization of the critical changes requested by Harris County, the City of Houston, and other elected officials representing the people of the directly impacted communities,” said Oni Blair, executive director of LINK Houston, an advocacy group that has worked with local neighborhoods to oppose the project.

See here for the background. I don’t know what to expect from here, but I can’t say I’m terribly optimistic. Still, the only way to get something like what you want is to keep asking for it. I don’t know how much better it’s possible to make this, but there’s only one way to find out.

There’s a real lack of consensus about the I-45 project

It seems unlikely that TxDOT could just throw up its hands and walk away from this, but it’s at least a possible scenario.

A proposed agreement devised to bring planners and critics of a massive redesign of Interstate 45 together has left officials in many ways further apart and opponents with a chance to convince more people the $8 billion project is stuck in the past.

No one is pulling the plug on the freeway rebuild or its design, but transportation officials said the lack of consensus between the Texas Department of Transportation, Harris County, Houston and the Houston-Galveston Area Council’s Transportation Policy Council has the region’s largest-ever freeway rebuild at a crossroads. It is a hurdle a proposed memorandum of understanding was intended to clear, but the various agencies could not even agree on the agreement.

Transportation Policy Council members tabled a resolution last Friday after TxDOT said that even voting on an agreement that had no legally binding effect could complicate the project. That left some officials struggling to understand how various concerns about the project can even be addressed.

“I think it is a huge black mark on TPC and H-GAC that after all of this work and all of this community involvement nothing happens,” said Carrin Patman, chairwoman of the Metropolitan Transit Authority and a member of the committee that worked on the now-scuttled agreement. “I just can’t imagine this thing foundering at this point and how it will affect the public’s perception.”

[…]

The Transportation Policy Council, which doles out federal money for highways and must include the project in its spending plans for the next decade, brought TxDOT and others together in June 2020 to create an agreement outlining what each hoped to gain from the project and some outline of the design’s goals. A committee was formed to develop a memorandum of understanding, an agreement between the entities outlining what they jointly commit to and who is responsible for certain particulars. The committee was headed by Carol Lewis, director of Texas Southern University’s Center for Transportation Training and Research.

Lewis said the various groups achieved a lot, developing what she called a framework from which to build consensus even with “extremes of positions” among TxDOT and the project’s critics.

“The opinions were not necessarily all aligned but we got to a good place,” Lewis said.

TxDOT’s legal review, however, called for sweeping changes, eliminating any part of the proposed agreement that conflicted with the current environmental plan. Otherwise, lawyers concluded, TxDOT would not able to sign a deal that differs with what it proposed to federal officials.

Unable to get a firm, binding agreement, Lewis said the committee sought a resolution that would go to H-GAC’s transportation council. The reasoning was that a resolution could at least serve as a guidepost of what everyone wanted to achieve.

Even that ran into opposition from TxDOT. The concern, state officials said, is a resolution would send mixed signals that the project did not have regional support, although the transportation council’s 10-year plan has set aside money for it.

In a statement some said boded ominously, [TxDOT Houston District Engineer Eliza] Paul noted if the Houston area slowed or stopped its support of the project, it could lose its place in line for state funding.

“I know TxDOT is not going to let the $8 billion sit around until we know what we are going to do,” Paul said.

I don’t know what to make of that, so go read the rest. As noted in the last update, Harris County and the city of Houston oppose the design as it is now but still want to see the project work. Other groups like LINK Houston, Air Alliance Houston, and Stop I-45 are firmly in opposition, and there’s some hope among them that this could be a way to kill the project. I have a hard time believing that, but given how long this idea has been in the works, I could imagine it being delayed for another few years, with the current pot of money being re-apportioned. The TPC has another meeting in late February to try again with this resolution, so we’ll see if they’ve made any progress on it by then.

Waiting for our bike trail bridge to be fixed

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

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

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

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

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

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

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

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

Astrodome renovation officially on hold

Not a surprise, given everything that is going on right now.

Still here

The COVID-19 pandemic upended most aspects of normal life, but this year has clutched dearly to one bit of normalcy for Houston residents: inaction on the Astrodome.

For 12 years, the architectural triumph that put Houston on the map — or the past-its-prime hunk of steel and cement, depending on who you ask — has sat, largely abandoned off Loop 610. Harris County Commissioners Court in 2018 approved a $105 million plan to transform the facility into a parking garage and event venue.

Two years later, work has barely begun. The project is on hold indefinitely and its funding sources have dried up. Fans of the dome must face a hard truth: This plan to renovate the building appears doomed.

“The only construction we’ve done is removal of asbestos and demolition work to enable that,” County Engineer John Blount said. “There’s been no real construction toward building the parking structure.”

There are two reasons for what elected officials do or not do: money and politics. The current Astrodome plan strikes out on both, the county’s current leaders say.

Former County Judge Ed Emmett was one of the most vocal proponents of renovating the dome, which the Republican argued would be ludicrous to demolish since it is structurally sound and already paid for by the county.

Even though voters in 2013 rejected a $217 million bond proposal to convert the 55-year-old structure into event and exhibit space, Emmett convinced his colleagues to support the current, pared-down version in 2018, which he hoped to see through to its completion.

Nine months later, however, his re-election bid was denied in a stunning upset by Lina Hidalgo, who helped Democrats flip Harris County Commissioners Court for the first time in a generation. She immediately put the project on hold, concerned the project did not make fiscal sense.

Hidalgo, who was in middle school the last time the Dome hosted an event in the early 2000s, does not share the same enthusiasm for revitalizing the landmark as her predecessor. With an agenda to radically change how county government interacts with residents, through increased spending on social programs and infrastructure, Hidalgo has never seen the Astrodome as a pressing issue.

Hidalgo recognizes the Dome’s place in history but looks at the issue through the lens of what is best for the community, spokesman Rafael Lemaitre said.

“She’s not opposed to working to find ways to bring it to life, and we’ve been in touch with nonprofits on that,” Lemaitre said. “But right now, we can’t justify prioritizing putting public dollars or governing on it.”

[…]

Beth Wiedower Jackson, president of the Astrodome Conservancy, acknowledges there is little chance construction resumes on the 2018 plan. She said Hidalgo has said she is open to a new proposal, and agrees with the nonprofit that a repurposed Dome should produce a revenue stream for Harris County.

Jackson said that while the conservancy does not yet have a budget in mind, the group has begun searching for private funding partners and hopes to present a more expansive plan to Commissioners Court in 18 to 24 months. While frustrating to start over, she said the group instead views it as an opportunity.

“It is prudent to stop and push pause and re-center this project as many times as we need to,” Jackson said. “Do we have an opportunity now to think bigger, and more holistically, and greener and smarter about what it looks like? Hell yes. That’s exciting for us.”

The last mention I had of the Astrodome was September 2019 (“on hold for now”), and before that was January 2019 and October 2018, when Ed Emmett was still County Judge and we were looking at a March 2019 start to further construction. I wasn’t born here and don’t have the emotional connection to the Dome that some people do, but I support the Emmett-produced 2018 plan for the Dome, and agree with the assessment that the best thing to do is to find some use for it. I also agree that the county has much bigger priorities right now than this, and it won’t hurt anything to put it all on the back burner for the next year or so, when we are hopefully out of the current pandemic hole we are now in. If the plan has shifted by then from the Emmett plan to something that offloads most of the funding and responsibility to non-profits, that’s fine too. Even if we’d been working on the Emmett plan all along, it’s not like we’d have been doing anything with the Dome this year anyway. We’ll get back to it when it makes more sense to do so.

Bike lanes for the Red Line

I approve.

The belief that Northside Houston residents will bike to buses and trains if it is safer to do so is bringing more curb work to Cavalcade, paid for out the same pot of federal money that brought the neighborhood trains.

Metropolitan Transit Authority on Nov. 19 approved the use of nearly $1.3 million left over from building the Red Line light rail extension — which opened nearly seven years ago — to add protected bike lanes to Cavalcade from Irvington to Elysian.

The upcoming work will extend bike lanes along Cavalcade from Airline to Irvington, adding about a half mile of protected lanes. Tikon Group won the contract with Metro, which includes altering the road where needed and striping for bike lanes in each direction, installing rubberized bumps — often called armadillos — to separate cyclists and motorists, and building new curbs at major bus stops.

The curbs and intentional curves force bicyclists to slow at spots where people will be standing for the bus, while making sure biking through “will not have a conflict with the buses,” said Bridgette Towns, vice president of project management and engineering at Metro.

The extension will connect bike lanes already in use along Cavalcade between Irvington and Airline to bike lanes along Hardy and Elysian that act as a major spine for cycling through Northside.

I’m a longtime proponent of combining bike capacity with transit capacity, so this makes a lot of sense to me. Fixing sidewalks is also a good way to make transit more attractive, as well as just being a general boon to the area. This work is being funded by some leftover money from the original Red Line expansion – it’s a bit of a story, read the article for the details. As we know, there’s more work coming from the 2019 bond referendum, but for obvious reasons things are taking their time getting started. There’s still other stuff in the meantime.

We’re not #1, at least for now!

For the time being, probably not for very long, the most congested stretch of highway in Texas is not in Houston.

Traffic on the West Loop has always been a mess and now it has a ranking from Texas transportation experts to match: No. 2.

Loop 610 through Uptown has lost its top spot among the state’s most congested freeway segments to Interstate 35 in downtown Austin, falling to second place according to an updated list of the 100-most clogged roadways released Tuesday by the Texas A&M Transportation Institute and Texas Department of Transportation.

It ends a four-year streak of the Loop between Interstate 10 and Interstate 69 being considered the worst in the state — a distinction the segment easily could reclaim as construction of the Loop 610 and I-69 interchange continues and slows traffic.

“Somebody has to win and somebody finishes second,” said David Schrank, senior research scientist at TTI one of the list’s authors. “It’s just math.”

This year, Schrank said, the math was razor-thin by TTI’s standards, using hours of delay per mile annually as the measurement. I-35 and Loop 610 were separated by fewer than 20,000 hours of delay, each topping 1.6 million total hours stuck behind the wheel.

[…]

Schrank and others have said COVID gives them a rare glimpse into what happens when commutes are curtailed and the effects that can have on traffic. In the Houston area, while some segments of highways are back to their pre-pandemic levels, others remain about 10 percent of the typical traffic volume compared to 2019.

The effect has been segments that came to a standstill for six or seven hours a day — three hours in the morning and evening — are at their worst instead for three or four hours. Traffic experts who look at telework and flexible times to travel to offices say that demonstrates their potential.

“We can potentially take those peak periods and whittle the shoulders off them,” Schrank said.

Still, in many cases congestion is always evolving, Schrank said. A few decades ago most trips into the office in Houston meant a trip from a suburban spot to a parking garage in the central business district. Now, tens of thousands of office jobs are in Uptown along Loop 610, at I-10 west of Houston in the Energy Corridor and sprouting up along the Grand Parkway and Sam Houston Tollway ringing the city.

“They might not have the truck traffic delays you see in the top 15, but those core commute routes are still on the list,” he said. “One can go up and one can go down, but they stay there.”

Yeah, don’t worry, Houston still dominates the list, even if the #1 spot is not ours, at least for now. I will just add that working from home and not contributing to any part of this problem for most of the year is something I will greatly miss when we go back to our office.

The next phase of the I-45 fight is about to begin

Where it goes from here is still up in the air. The opening of this story was at a rally on Sunday that opposed the current I-45 plan.

The rally, part of a flurry of events from concerts to block-walking that members of Stop I-45 have organized, comes days before the deadline for comments on the $7 billion plan to remake I-45 and the downtown freeway system. Comments on the final environmental report are due to the Texas Department of Transportation’s Houston office by Wednesday.

Construction on segments, starting downtown, could start as soon as late 2021.

In advance of the deadline, groups such as LINK Houston and Air Alliance Houston that have opposed the project have mobilized online efforts to solicit comments and even petition local elected officials to oppose it.

“We’re going to do whatever we can,” said Susan Graham, organizer of the Stop I-45 group. “We’re calling elected officials. We’re set to speak at City Council on Tuesday. If there’s something we can do, we’re going to do it, but we can’t do anything unless people show up.”

Scores of groups and individuals, including the city’s planning department, plan responses in their last chance to comment. Elected officials, notably County Commissioners Adrian Garcia and Rodney Ellis, are also increasing their criticism of the plan.

“They want to continue to do the same old, same old, but that dog won’t hunt,” Garcia said of TxDOT’s plan. “We need to make sure they understand it is about the future, not what used to be.”

TxDOT and some supporters also have coalesced, with TxDOT releasing its own documents online and groups such as the NAACP and North Houston Association submitting comments at recent meetings in the Houston area and with the Texas Transportation Commission in Austin, which oversees TxDOT.

Certification of the project’s environmental process is not the end of the discussions or opportunities to address concerns, but it largely gives TxDOT the approval to proceed. Most of the money comes from state transportation funds, though about $100 million in locally controlled money is budgeted; members of the the Houston-Galveston Area Council’s Transportation Policy Council can rescind it.

To address concerns raised by Harris County and Houston officials — who in the past year began to rethink their support of the project — H-GAC sought to craft a deal outlining what state and local officials hope to accomplish with the freeway rebuild. That memorandum of agreement between TxDOT, Houston, Harris County, H-GAC and the Metropolitan Transit Authority would allow all of the groups to have a single set of goals to achieve.

As that agreement has taken shape, however, much of the binding language H-GAC staff started with has been watered down, at the behest of TxDOT lawyers. For example, the original introduction said areas where the freeway fails to meet modern standards “must be corrected.” Now it reads “should be improved.”

TxDOT lawyers also inserted language stating the environmental review supersedes any agreements, in effect noting that the federal process governs how a freeway is designed.

“TxDOT’s legal obligations under the (federal environmental) process remain unchanged, and nothing in this document commits or obligates any party to any action against, or in addition, to those obligations,” lawyers wrote.

Susan Graham, quoted in the excerpt above, had a recent op-ed that outlined the opposition to the project, the bulk of which is that TxDOT has not adequately taken into account the concerns and the input from the people and communities that would be most directly affected by the rebuild. I’m sure TxDOT would say they’ve bent over backwards to provide opportunities to give feedback and that they have listened and adjusted as much as they can. I feel like this project has been looming over all of us who live within a mile or so of I-45, and while it has gotten better, there’s only so much you can do to mitigate its effects. I think the opposition has the stronger argument, and if TxDOT can’t stick to the agreement that H-GAC hammered out about consensus goals for the project, then maybe this project isn’t worth doing. Or at least, it’s not worth doing the way it’s currently set up to be done.

So whatever happened to Astroworld II?

It’s still out there, but I wouldn’t hold my breath for it.

For more than four years, Mayor Sylvester Turner has trumpeted Houston’s need for a destination theme park that would boost the region’s tourism industry and provide an outlet for families.

In the final weeks of his reelection campaign last year, he even said an amusement company was interested and that an announcement could come within weeks.

“I’ve had investors come and sit around my table to talk about it,” he said that October.

That teaser came months after the mayor appeared at rapper Travis Scott’s concert — part of the Grammy-nominated Houston native’s “Astroworld” tour, named for a theme park that sat across the South Loop from the Astrodome for 37 years before closing in 2005. Standing on the Toyota Center stage, Turner gave a beaming Scott a key to the city and drew thunderous applause when he said, “Because of him, we want to bring another amusement theme park back to the city!”

The announcement hinted at last fall never came, however. After he won reelection last December, Turner said investors had surveyed land on the north side but determined the site was not a good fit.

Still, Turner said several large parcels within the city limits could host a marquee park, and said he planned to form a task force in January of this year to focus on the idea, with the goal of having a park open by the time term limits force him from office at the end of 2023.

Turner spokeswoman Mary Benton said this month that the mayor was in the process of asking people to join his theme park task force when the pandemic arrived and became the administration’s main focus. Still, she said, Turner has not abandoned the goal.

“The mayor looks forward to resuming work on developing a theme park as soon as possible,” Benton said. “There is strong interest among developers who recognize the value of building a new theme park venue in Houston.”

[…]

There are many reasons why few major parks have been developed in the U.S. in recent decades, however, and that still fewer have been built without public subsidies, said Wonwhee Kim, chief intelligence officer for The Park Database, whose staff also work with developers hoping to build new parks.

“They’re a type of infrastructure costing hundreds of millions of dollars, and once you build it, it can’t easily be changed,” Kim said. “In the 1970s you could get by with opening a theme park with 10 attractions because that was the beginning of the industry. But now because expectations are so high, a developer would have to come in and build to the level of the existing parks. It’s very risky, and so most theme parks these days are built with some kind of public-private partnership.”

See here for an early mention of this possibility. As noted, in the Chron story and in that post, only half of the original Astroworld site is available, so location is a possible issue. And, not to put too fine a point on it, now is not a great time for theme parks in any form or fashion. Maybe put that one on the agenda for the next Mayor, and review the remaining items on the to-do list for the second term.

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.