Access Management Study Houston-Galveston Area Council l City of Texas City l Texas Department of transportation Final DraftFINAL Report REPORT December JANUARY, 7,2012 2011

Prepared by Acknowledgements

H-GAC has provided planning solu ons for the Houston-Galveston area’s 13-county region since 1974. Each year, it manages the investment in transporta on improvement projects and provides a forum for interagency coopera on and public input into the stewardship of those funds. H-GAC works closely with ci zens, businesses and local governments to provide leadership to manage development wisely and facilitate change construc vely. H-GAC serves Aus n, Brazoria, Chambers, Colorado, Fort Bend, Galveston, Harris, Liberty, Matagorda, Montgomery, Walker, Waller and Wharton Coun es, including more than 100 member ci es.

The prepara on of this document was fi nanced in part through grants from the U.S. Department of Transporta on under Sec on 112 of the 1973 Federal Aid Highway Act and Sec on 8(d) of the Federal Transit Act of 1964, as amended. The contents of this document do not necessarily refl ect the offi cial views or policy of the Federal Highway Administra on, Federal Transit Administra on, U.S. Department of Transporta on, Texas Department of Transporta on, Houston-Galveston Area Council or the City of Texas City. Acceptance of this report does not in any way cons tute a commitment on the part of any of the above agencies to par cipate in any development depicted therein nor does it indicate that the proposed development is environmentally acceptable in accordance with appropriate public laws.

Access Management Study Access Management Study Table of Contents

Chapter One S C ...... 28 Introduc on M D I C S ...... 28 P FM 1764 A M S ...... 3 . Driveway Consolida ons ...... 28 S A ...... 3 . Shared Access and Cross Access to Parking ...... 29 FM 1764 A M G I ...... 4 . Driveway Spacing and Loca on Standards ...... 29 R D ...... 30 Chapter Two Stakeholder and Public Involvement Chapter Five P I P ...... 7 Recommended Improvements P S C ...... 7 S-R P ( F ) ...... 33 E S ...... 9 . Con nuous Right-Turn Lanes ...... 33 E R B ...... 9 . Channelized Le -Turn Lanes ...... 34 P P M V T ...... 10 . Posted Speed Limits ...... 34 M-R P (S 15 ) ...... 35 Chapter Three . SH 146 Single Point Interchange ...... 35 Exis ng Condi ons . Raised Medians ...... 35 R C ...... 15 . Bulb-outs Downstream of CRTL Forced Right Turn ...... 36 R C ...... 15 . Signal Timing Coordina on ...... 36 P P A ...... 15 . Sidewalks ...... 36 L U ...... 16 . Intersec on Treatments ...... 37 D A ...... 16 L-R I (L 15 Y) ...... 37 I ...... 17 . Driveway Consolida on and Merging Parking Areas ...... 37 T S C ...... 17 I F ...... 38 P C M V C ...... 17 C ...... 38 T V ...... 18 T O ...... 18 Appendices P S L ...... 19 A A – P I T S C ...... 19 A B – T D P B I ...... 19 A C – E P N A A M P ...... 19 A D – C D P P A E – D C Chapter Four Access Management Analysis SH 146 I M ...... 23 SH 146 I A ...... 24 I I ...... 26 C R-T L ...... 27 C M ...... 27

Access Management Study Acknowledgements

H-G A C T P C O—2011 Hon. James Pa erson, Chairman Hon Ed. Emme , 1st Vice Chair Hon. Norman Brown, 2nd Vice Chair Hon. Tom Reid, Secretary M —2011 Hon. Darrell Morrison, P.E. Hon. Doug Kneupper, P.E. Hon. Sue Lovell Orval Rhoades, P.E. Tommy Bridwell Sco Elmer, P.E. Mr. Daniel Kruger Hon. Ma Sebesta Hon. Terry Sain Hon. Stephen C. Costello Hon. Robert A. Fry, Jr. Arthur L. Storey, Jr., P.E. Hon. Kenneth Clark Steve Howard Hon. Jacqueline Baly-Chaume e George Greanias Michael Alford, P.E. Larry Calhoun Hon. Mick Phalen Joseph Adams, Ex-Offi cio Hon. Craig Doyal Hon. Dianna Pucce Duane Browning, P.E. Mark Ellis Steve Phelps

FM 1764 A M S P S C

Bill Tobin, PTP, Project Manager, H-GAC Bill Babbington, P.E., Area Engineer, Galveston Area Offi ce, TxDOT Ilyas Choudry, H-GAC Brendan Isidinu, P.E., Transporta on Engineer, Traffi c Engineering, TxDOT David Wurdlow, H-GAC James Carter, Jr., Design Engineer, Galveston Area Offi ce, TxDOT Cristin Emshoff, H-GAC Travis Milner, Transporta on Funding Specialist, TxDOT James Hollis, Transportation Director, Gulf Coast Center (Connect Transit) Sara Moreno, P.E., Transporta on Engineer, Galveston Area Offi ce, TxDOT Doug Kneupper, P.E., City Engineer, City of Texas City Michael Tello, P.E., Transporta on Engineer, Advanced Project Development, TxDOT Cinder Lopez, Transporta on Coordinator, Texas City ISD Sanjay Upadhyay, P.E., Transporta on Engineer, Advanced Transporta on Planning, TxDOT Captain Ross-Clements, Patrol Captain, Texas City Police Department Jimmy Hayley, President, Texas City—LaMarque Chamber of Commerce

S T L C

Texas City—La Marque Chamber of Commerce Kevin St. Jacques, P.E., P.T.O.E., PTP, Project Manager for hos ng two Stakeholder Mee ngs with businesses in the study corridor Freese and Nichols, Inc.

Access Management Study Chapter One P FM 1764 A M S S A Introduc on FM 1764 A M G I

Access Management Study 1 2 Access Management Study Introduc on

FM 1764 Access Management Goals

• Improve mobility and reduce delays along FM 1764

• Improve safety by decreasing crash rates along corridor

• Involve the public and corridor stakeholders in overcoming traffi c issues

In 2035, more than 8.8 million people will be sharing the Houston-Galveston • Recommend prac cal, cost-effi cient solu ons that can be implemented in a area’s roadways. By that me, commuters will be heading to more than four mely manner million jobs. • Develop a phased implementa on plan for future improvements The Regional Transporta on Plan1 prepared by the Houston-Galveston Area Council The study features low-cost, access-management tools, and iden fi es short-, medium- (H-GAC), predicts con nuing growth for the region, with economic and social vitality and long-range projects that create a safer, more effi cient and environmentally that is possibly unmatched in the United States. However, moving from one place to responsible transporta on system. Recommenda ons also will address op miza on another remains one of the area’s greater challenges; and it aff ects health, economy, of transit opera ons, opportuni es for pedestrian connec vity and more pleasing environment and infrastructure. aesthe cs and landscape treatments that can help s mulate economic vitality. Access management is a cri cal element S A to keep traffi c fl owing. It enables H-GAC to This access-management study The City of Texas City and the Texas Department of Transporta on (TxDOT) both have develop and implement realis c strategies targets the FM 1764 corridor from iden fi ed FM 1764 as cri cal to residents’ and businesses’ access to areas within the to improve the levels of effi ciency, SH 146 to 14th Street in Texas City. community and to the region’s major thoroughfares. Texas City Independent School eff ec veness and, most importantly, safety District also considers FM 1764 a priority route for transporta on between students’ of our region’s roadway network. Access homes and schools, and it is a primary artery used by Connect Transit, a public management provides relief to many driver transporta on program sponsored by the Gulf Coast Center. frustra ons, off ering solu ons like increasing intersec on capacity, spacing driveways, raising medians, encouraging alterna ve travel modes and focused land-use planning. FM 1764, running through the center of Texas City, is one of three primary east-west arterial roadways serving the community’s residen al and commercial core. The other P FM 1764 A M S two east-west arterials are Loop 197 to the north and FM 1765 / Texas Avenue to the The high volume of traffi c and the number of driveways in the heavily commercialized south. The study area, east of SH 146, is the most densely developed of the three area of FM 1764 have created major traffi c conges on, environmental concerns arterials. West of SH 146, FM 1764 has a racted large-lot commercial development, and safety issues for drivers, passengers and pedestrians. The FM 1764 Access especially west of SH 3 (see Figure 1.1). Management Study off ers publicly supported recommenda ons that should: Established industrial development along with commercial, retail, marine, • Posi vely aff ect the corridor’s safety and mobility educa onal, residen al, tourism, health care, entertainment and environmental tourism growth are contribu ng to the heavy traffi c volume along FM 1764. • Reduce both crash rates and traffi c delays Commercial access, with its larger number of business driveways, has magnifi ed the 1 Available at www.h-gac.com • Enhance FM 1764’s land use and property values traffi c conges on issue.

Access Management Study 3 Introduc on

FM 1764 Corridor Facts

• 2.16 miles

Loop 25th St N

• SH 146 to 14th Street 197

N

t

S

• 6-lane divided roadway N t

t N t

S

14th

st S st

29th

N

21

t t

S

h t

• Con nuous le -turn lane from SH 6 146 to 21st Street 9th St N 1764 Loop • Raised median from 21st Street to 146 197 14th Street Pearland Nassau Bay Webster Kemah Texas Ave • 100-foot right of way Friendswood 1765 To the east of the corridor: League City l • Off -system roadway east of 14th Dickinson Study Street to Loop 197 (9th Avenue N) Texas City Area Alvin • 4-lane arterial surrounded by residen al development Hillcrest Santa Fe La Marque • Enters downtown Bayou Vista To the west of the corridor: Tiki Island • Emme Lowry Expressway west of Liverpool Hitchcock SH 146 Galveston

• Grade-separated interchanges and Figure 1.1 access roads

• High-speed access to IH 45 FM 1764 A M G I

1. Improve Mobility in the Corridor ISSUE: The limited width of the exis ng right-of-way and the density of the access ISSUE: The appearance of conges on in the corridor is a deterrent to many local points will require a balance of public safety, impacts to businesses, and the residents to u lize the corridor and frequent its businesses. interests of local ci zens. 2. Reduce Delays in the Corridor 5. Develop Realis c Solu ons ISSUE: Delays at the SH 146 interchange are crea ng evasive and o en undesirable ISSUE: Solu ons should not require extensive redevelopment of the non-public travel pa erns, mostly in the a ernoon peak period. Some traffi c queues extend right of way, but rather will focus on the roadway, its opera ons and how private near or into intersec ons, crea ng poten ally hazardous condi ons. access could be be er managed. 3. Reduce Crash Rates in the Corridor 6. Provide Plan for Implementa on ISSUE: The number of access points and the con nuous center lane contribute to ISSUE: The implementa on plan will be priori zed to balance the investment required higher-than-average crash rates. for each recommenda on with its impact on resolving specifi c corridor issues. 4. Involve Stakeholders and the General Public

4 Access Management Study Chapter Two P I P P S C Stakeholder and Public Iden fi ca on of Specifi c Issues Steering Commi ee Workshop Involvement E S E R B Stakeholder and Public Mee ng Input P P M V T Comprehensive Mee ng No fi ca on

Access Management Study 5 Stakeholder and Public Involvement

6 Access Management Study Stakeholder and Public Involvement

Public Involvement Plan

Project Steering Commi ee

Iden fi ca on and Discussion of The FM 1764 Access Management Study’s Public Involvement Plan allowed the Key Issues public and related stakeholders to share their concerns, provide input to the study process and review proposed solu ons and recommenda ons. Input and Feedback General Public P I P Stakeholders A representa ve project steering commi ee understood the importance of addressing the concerns of residents, business owners and other stakeholders. The project team P S C M implemented a Public Involvement Plan that accomplished the following goals: • Houston-Galveston Area Council • Discussed with agencies responsible for opera ons and maintenance of the roadway, and with transporta on services using the roadway about the issues, • Texas Department of Transporta on Recommended poten al treatments and the reali es of implementa on Solu ons • Informed the general public on issues related to access and public safety along • City of Texas City the FM 1764 corridor and poten al solu ons, then collected and considered input and feedback for the fi nal recommenda on • Texas City Police Department • Informed business- and property-owner stakeholders on issues related to access • Texas City Independent School District and public safety along the FM 1764 corridor and poten al solu ons, then collected and considered input and feedback for the fi nal recommenda on • Gulf Coast Center / Connect Transit The Public Involvement Plan promoted an ac ve and eff ec ve public dialogue. A copy of the Public Involvement Plan, as well as a summary of the public outreach and • Texas City-LaMarque Chamber of Commerce public par cipa on ac vi es is provided in Appendix A. P S C The project steering commi ee guided the access management study to facilitate expecta ons of access management, actual or perceived issues in the corridor, and development of cost-eff ec ve, doable solu ons. H-GAC and the consultant team kicked pending projects and ini a ves. The commi ee refi ned goals and objec ves for the study, off the study with discussions of commi ee members’ current understanding and resul ng in those presented in Chapter 1, to focus the study on implementable solu ons.

Access Management Study 7 Stakeholder and Public Involvement

S C W H-GAC and the consultant team conducted a two-hour workshop with the steering commi ee to review the fi ndings of a corridor analysis and an ini al set of I S I recommenda ons for short- and long-range treatments. The commi ee reviewed conceptual layouts of the poten al treatments developed Input from the project steering commi ee, along with by the consultant team, which included con nuous right-turn lanes, raised medians, a corridor analysis, helped iden fy specifi c access driveway and parking modifi ca ons, and road diet. It provided specifi c feedback on management issues. Those issues included: the general approach to treatments, the confi gura on of the treatments and on local ac vi es to customize the treatments to the corridor. • Driveway spacing too dense, too close to corners The steering commi ee provided feedback and clarifi ca on on moving forward with the recommenda ons to stakeholder and public presenta ons, including the guidance • Driveway design widths inconsistent, o en overly from TxDOT that the project would not include forced closures of driveways. wide; some slopes and radii impede turns in and out The consultant team reviewed various access management tools and iden fi ed those more applicable for the study area. This list provided a star ng point for developing • High number of crashes, par cularly in segments project solu ons: without raised median • Reconfi gure the SH 146 interchange to be more effi cient • High number of confl ict points from driveways and • Require internal circula on / property interconnec vity con nuous two-way, le -turn lane • Coordinate traffi c signals, enforce minimum signal spacing • Require/enforce driveway setbacks from intersec ons • Reduced mobility (conges on and travel delay, • Require/enforce minimum driveway spacing corridor avoidance) • Consolidate exis ng driveways • Limited pedestrian facili es (sidewalks and • Add channelized decelera on and turn lanes at driveways and intersec ons crosswalks, pedestrian signals) • Construct raised median and channelized turn loca ons • Create transit access • Addi onal travel demands during plant maintenance • Improve pedestrian access turnaround and with future growth See Chapter 4 for a descrip on of the applica on of these tools. • Economic vitality of the corridor Sample access management tools, top to bo om, con nuous right-turn lane, raised median with • Poor parcel interconnec vity east of 34th Street op onal landscaping and driveway closures and merged parking areas.

8 Access Management Study Stakeholder and Public Involvement

E S E R B H-GAC and the consultant team collaborated with the H-GAC and the consultant team conducted two public Texas City-LaMarque Chamber of Commerce to engage mee ngs to engage the general public in the corridor the business community in the access management planning process, implemen ng a detailed public planning process. Using its member database, the Chamber informa on and adver sement plan to promote a endance distributed informa on to local businesses in its member at the public mee ngs. The Chamber again provided support newsle er and co-signed personal le ers of invita on to two by including mee ng details in its member newsle er. The stakeholder mee ngs. The Chamber hosted both two-hour commi ee also focused on par cipa on by residents and mee ngs at its FM 1764 loca on east of the study area. The businesses with 1/4 mile of the FM 1764 study area. stakeholder mee ngs were approximately one month prior Both mee ngs began with a one-hour open house, where to the general public mee ngs. par cipants could talk with steering commi ee members, Both mee ngs, each with two dis nct groups of par cipants, view maps of the study area and learn more about current focused on the need for access management and educa on One-on-one and group discussions were held with roadway opera ons, traffi c volumes and crash frequencies. on the benefi ts of each recommenda on. A er a brief residents and business owners at two public mee ngs Each also entailed an open ques on-and-answer session. presenta on, the steering commi ee engaged local business (see Table 2.1.) Both mee ngs also facilitated one-on-one discussions owners and other stakeholders in one-on-one discussions to between steering commi ee members and par cipants, and included confi den al further explain benefi ts and fully understand their concerns and needs. surveys that allowed par cipants to freely share their input and opinions.

S P M I STAKEHOLDER MEETING #1 STAKEHOLDER MEETING #2 PUBLIC MEETING #1 PUBLIC MEETING #2 The project steering commi ee hosted Conges on relief is needed at the SH 146 Consider raised medians with channelized RESIDENTS: safety concerns Develop a “grander concept” for the whole two stakeholder mee ngs to engage local interchange le turns to enhance safety and improve corridor, examining land uses and applying businesses and other stakeholders in the access appearance of FM 1764 Livable Communi es concepts management process. FM 1764 is vehicle-oriented; no need for No support for road diet concept RESIDENTS: avoid FM 1764 except access BUSINESS OWNERS: sa sfac on with walkability enhancements beyond sidewalk specifi c businesses, or avoid completely recommenda ons; interest in future improvements and safer crossings discussions related to driveway and parking Public Meeting #1 implementa on August 17, 2011 Concerns related to access and circula on Con nuous right-turn lane, although rela vely BUSINESS OWNERS: concern over what the 6-8 p.m. limita ons of raised medians; specifi c business low-cost, not seen as having a signifi cant implementa on of any of the improvements Showboat Pavilion in downtown Texas City issues discussed one-on-one at the map tables impact on traffi c opera ons or safety will do to access to their site No support for road diet concept Merging of parking areas could be diffi cult Address the conges on at SH 146 Public Meeting #2 because of owner resistance and grade October 25, 2011 diff erences between adjacent lots 6-8 p.m. Shared parking among property owners will require parking variances from the City of Doyle Conven on Center in the Texas City Texas City Municipal Complex Signal mings currently not coordinated; regular outages during power outages Table 2.1: Stakeholder and public mee ng input

Access Management Study 9 Stakeholder and Public Involvement

P M V T Study Area Conditions & Issues Driveway traffic slows right lane, PM Congestion at inferior or missing sidewalks, midblock The access management study and its recommended improvements represent a interchange, influence crashes, small & odd shaped lots, of plant traffic segmented parking signifi cant public investment and required fully informed decisions from the project Raised medians, Large lot retail & 4 Lane w/TWLTL fewer driveways, Freeway office, high activity and sidewalks steering commi ee members, stakeholders and representa ves of the general public. center, limited lower crash rates to IH 45 to Downtown driveways than center TWTL The study process incorporated presenta on materials with clear, strong graphics to assist in explaining technical access management and traffi c concepts in a C C F F E A B C A C concise, easier-to-understand manner. Materials included large presenta on boards, PowerPoint presenta ons, handouts and other communica ons tools. C = LOS PM Peak The materials explained overall access management concepts as well as corridor- Project Issues specifi c topics such as the study process and goals, project schedule and funding Project Goals urns at FM High volume of NB SH 146 left turns at FM • to IH 45 in partners. This also allowed the steering commi ee to update technical results for Primary Goals: 1764 to access high-speed route to IH 45 in the afternoon • Reduce congestion, delay, emissions e portions of each stage of the study. • Significantly more crashes in the portions of • Increase safety for motorists, pedestrians, r turn lane FM 1764 with continuous center turn lane bicyclists than with raised medians Computer anima on of exis ng and proposed traffi c opera ons helped visualize the Secondary Goals: of driveways • Turning movements in and out of driveways improved condi ons, and technical team members were available at mee ngs to respond • Enhance the economic viability of the corridor slow traffic in the right lanes • Enhance the appearance of the corridor to par cipants ques ons and clarify the commi ee’s understanding of their sugges ons. H-GAC and the consultant team also engaged the public using detailed aerial photos and maps. These photos and maps allowed the commi ee to gather specifi c comments on the public’s knowledge of the corridor (loca ons of developments,

12’ high crash loca ons, problem intersec ons, etc.) and their suggested improvements. nal Measures The maps and photos are a formal part of the project record and assist in the SPUI Operational Measures documenta on of the public par cipa on process.

SPUI B-2 Expected Net Existing SPUI A-2 Model Output Measures for Treatment Improvement Conditions Treatment one PM peak hour 232 39 38 193 Total Delay, veh-hrs 157 33 31 124 Short Range Treatment: Avg. Delay, sec/veh

196 29 27 167 Stopped Time, veh-hrs Raised Corner Bulb-outs 22 108 veh 133 25 Short Range Project: Avg. Stopped Time, sec/ Street 60 9 8 51 th th 34 Wasted Fuel at Idling, gallons Realign 34 Street

SPUI saves over 50,000 vehicle hours of delay & 12,525 gallons of fuel per year Savings of over $800,000 personal travel time cost per year Savings of over $44,000 in fuel per year FM 1764 Plus Air Quality benefits 6.00/hour value of time, hour per day, using $1 Overhead View Based on 250 work week days per year, only one peak ling, $3.50 per gallon of fuel. 0.3 gallons of fuel/hour of id

Leftft OblObliqueiq View Right Oblique View

10 Access Management Study Stakeholder and Public Involvement

C M N The Federal government outlines public involvement requirements (40 CFR 1506.6) in its Code of Federal Regula ons of the Na onal Environmental Protec on Act (NEPA). The outreach approach for the FM 1764 Access Management Study complied with the NEPA direc ves for publica on and no fi ca on of public mee ngs. It also complied with TxDOT-Houston District’s guidelines for the sequence and types of no ces. The specifi c outreach components included the following: • Elected offi cials’ no fi ca on le er from Alan Clark, H-GAC’s Director of Transporta on, as the fi rst publicity item, in keeping with TxDOT-Houston District’s preference for no fying elected offi cials about public mee ng opportuni es prior to any other adver sements or mailings • Legal ad in The Houston Chronicle, the area’s largest distribu on daily newspaper, 30 days prior to the public mee ngs in accordance with TxDOT’s preferred me line • Display ads in Spanish placed in La Voz, the weekly Spanish newspaper distributed by The Houston Chronicle, two weeks prior to each mee ng • Postcard in English and Spanish mailed to property owners and stakeholder groups two weeks prior to the mee ngs (extra postcards were available at City Hall and Texas City-La Marque Chamber of Commerce recep on desks) • Website pos ng on H-GAC’s Transporta on Public Informa on page and on Texas City’s website • Limited English Profi ciency (LEP) outreach ac vi es, including a Spanish display ad placed in La Voz, and Spanish text on postcards mailed to households and businesses • E-vites sent by the Texas City – La Marque Chamber of Commerce to members who are business owners and residents along the corridor • Dynamic messaging signs posted by TranStar on northbound and southbound lanes of IH 45 on the days of the mee ngs • Updated mailing list from the sign-in sheets of each stakeholder and public mee ng (to update individuals who have expressed interested in the project) • For the Stakeholder mee ngs, le ers signed by Jimmy Haley, President of the Chamber of Commerce, and Doug Kneupper, City Engineer, were sent out to the Chamber member businesses and select other businesses along the corridor invi ng them to the mee ngs. The Chamber sent out mee ng reminders by email and made personal phone calls to several business owners.

Access Management Study 11 12 Access Management Study Chapter Three R C R C Exis ng Condi ons P P A L U I D A T S C P C M V C T V T O P S L T S C P B I A M P

Access Management Study 13 Exis ng Condi ons

14 Access Management Study Exis ng Condi ons

P P A Highway 3 Two projects have recently been completed

Loop or are in progress, and have direct impact 25th St N 197

on this project:

t N t

t N t

th S th

t N t

14 S

th S th • Immediately west of the study corridor,

st

29

21

N

St th END 6 TxDOT recently completed the fi nal BEGIN 9th St N

1764 segments of FM 1764 as a limited-access PROJECT PROJECTLoop 146 197 highway extending from the at-grade interchange at SH 146 to a high-speed Texas Ave direc onal interchange at IH 45. 1765 N • In late 2011, TxDOT will ini ate the

Figure 3.1: FM 1764 Study Corridor and Regional Connec ons milling and overlay of the urban sec on of FM 1764 from SH 146 to R C 14th Street, and the project should be FM 1764 provides east-west conveyance to regional and sub-regional highways as completed by the end of 2012. There is depicted in Figure 3.1. To the west of SH 164, FM 1764 has grade separated interchanges an opportunity to modify the planned and frontage roads, crea ng a high-speed connec on to IH 45. Grade separated fi nal striping of that project as part of interchanges are provided with SH 146 and SH 3, providing higher speed and capacity the access management treatments roadway connec ons to nearby ci es. recommended by this study. R C Other planned projects that could poten ally impact the opera ons in the FM SH 146 21 S 1764 study corridor include: Between SH 146 and 21st Street, FM 1764 is a seven-lane urban roadway with a • The planned extension of Loop 197 – con nuous, two-way, le -turn lane (CTWLTL). Major intersec ons have dedicated le -turn parallel to FM 1764, approximately 1 lanes, while the CTWLTL facilitates to-and-from driveway access between intersec ons. one mile to the north – with a grade- 21 S 14 S separated intersec on at SH 146 and a From 21st Street to 14th Street, FM 1764 is an urban six-lane, divided roadway with connec on to SH 3. raised center median. Local offi cials indicated that FM 1764 east of SH 146 previously • The planned north-south thoroughfare had a raised median. The current typical sec on details are shown in Figure 3.2. between FM 1765 and Loop 197, west of SH 146 and the railroad, using the exis ng Pine Street alignment. This connec on could a ract some of the Figure 3.2: Typical sec on details for corridor exis ng plant traffi c in the a ernoon that is currently using the SH 146/FM 1764 interchange to access FM 1764.

Access Management Study 15 Exis ng Condi ons

Crash Index L U E 14 S East of 14th Street, TxDOT’s FM 197 becomes a city roadway – 9th Avenue North – and Research by the Na onal Coopera ve FM 1764 C Highway Research Program shows a direct is fronted by residen al development for several blocks between the study corridor and The FM 1764 corridor is fully developed with predominantly commercial frontage, rela onship between the number of the downtown area. though several lots are in transi on and the overall corridor appears to be driveways per mile and the propensity for underu lized in terms of the synergy of adjoining development. D A crashes along the roadway (see Figure 3.3). The study area has approximately 160 driveways providing access to businesses along As a result, a street with 60 access points SH 146 34 S its 2.16-mile corridor, averaging approximately 40 access points (driveways) per mile per mile (e.g., westbound between 31st and Development between 34th Street and SH 146 encompasses the en re block on both each direc on. Many sec ons have driveway density of 40 to 70 access points per mile 34th ) will have 4.1 mes as many crashes sides of FM 1764. It is more than 500 feet deep with a mixture of deep-set anchor stores (see Figure 3.4). as segments with only 10 access points and up-front outparcels of restaurants, services and an offi ce building. The businesses on per mile. If the driveway density could be each side share a central parking lot with internal circula on to the site. C I: R R 10 A P M reduced by one third from 60 per mile to 40 per mile, the crash rate could be cut in half. 34 S 21 S Between 21st Street and 34th Street, the en re frontage is commercially developed, While there is great varia on in the with rela vely shallow typical-lot depths ranging from 100 to 300 feet, with many types of development and intensity of individual lots of less than 100 feet of frontage width.

driveway ac vi es within the na onal data o The corridor between 21st Street and 34th Street has much poten al for used to generate these rela onships, if redevelopment and the merging of smaller lots to create more func onal, congruent driveway densi es were reduced from 60 developments with internal circula on and shared parking. to 40 driveways per mile, the correlated

50% reduc on in crash rates could save 21 S 14 S Ra Rate Crash the travelers along FM 1764 signifi cant The eastern end of the study area, between 14th Street and 21st Street, includes the city Driveways per Mile collec ve social cost each year. governmental complex on the south and mostly school and church uses on the north. Commercial development begins on the northeast corner at 21st Street. Figure 3.3: Rela onship between the number of driveways and propensity for crashes

Figure 3.4: Driveway Densi es along the FM 1764 Corridor

16 Access Management Study Exis ng Condi ons

I P C M V C A grade-separated intersec on of SH 146 marks the western end of the study area. Na onal sta s cs1 maintained by the Federal Highway Administra on indicate an 1 FHWA Highway Safety Improvement The interchange at SH 146 creates severe traffi c conges on on the approaches to approximate social value to the various types of crashes. In 2009 dollars, these factors Program, 2009. the interchange during the a ernoon peak hour, with more than 350 vehicle-hours are approximately $4 million per fatality, $200,000 for incapacita ng injuries, $37,000 of delay during a one-hour period. Plant traffi c from the southern side of Texas City for non-incapacita ng and possible injury values, and $7,400 for non-injury crashes. contributes signifi cantly to the volumes at the interchange, with queue lengths backing Applying these rates to the crashes iden fi ed as occurring on the study sec on of up to the beginning of the exit ramp on northbound SH 146 and traffi c fi ltering through FM 1764 only (including 100 feet on the side streets), between and inclusive of the north-south streets east of SH 146. the frontage roads of SH 146 and 14th Street, as tabulated in Table 3.2, the 2009 social cost of the three years of accidents from 2007 through 2009 is es mated at There are signalized intersec ons at 14th Street, 21st Street, 25th Street, 29th Street approximately $15.4 million, or about $5.1 million per year. 31st Street and 34th Street. At the signalized intersec ons, the con nuous le -turn lane becomes a dedicated le -turn lane, using the simple striping pa ern of breaking PĚćđĎĈ CĔĘę Ĕċ CėĆĘčĊĘ FM 1764 Crash Rates the yellow lane to stripe the 4-inch white lane for the turn lane of some 100 feet in length, causing minimal constraints on driveway access across the fl ush TWLTL median. # of Incidents Crash Rate Crash Severity Public Cost Loca on 2007-2009 per MVMT The intersec on with 34th Street has a 50-foot off set between the north and FM 1764 / SH 146-29th Street Non-Injury Crashes, persons 899 $ 6,653,000 7.4 south legs on 34th Street, causing split-phase ming to move the north and south (worst segment) approaches separately, crea ng poten ally unnecessary delays at the intersec on. Non-Incapacita ng Injuries, persons 165 $ 6,105,000 FM 1764 5.1 Incapacita ng Injuries, persons 13 $ 2,600,000 FM 1764 / 29th-14th Street T S C 3.8 (safest segment) The FM 1764 corridor saw 358 crashes from 2007-2009, according to TxDOT’s latest Deaths, persons 0 $ 0 Statewide Average (Source: available crash data. (see Figure 3.5 and Table 3.2 for loca on and severity). Overall, 2.24 TOTAL PUBLIC COST 2007-09 $ 15.4 Million Texas Department of Public Safety) the corridor has a crash rate of 5.1 per million vehicle miles of travel (MVMT), more The crash rate is based on a comparison of the than twice the statewide average of 2.24 for similar roadways (farm-to-market road in AVERAGE ANNUAL PUBLIC COST, 2009 $ 5.1 Million number of crashes and the annual average daily traffi c (AADT) count, in vehicale miles of travel an urban environment). The study area’s safest segment, between 14th Street and 21st Table 3.2: FM 1764 Crash Rates, Annual Average 2007-2009 (VMT). Street has a raised median, but it remains above the state average. (see Table 3.3). Table 3.3: Public Cost of Crashes in FM 1764 Study Area

Figure 3.5: Loca onal distribu on of vehicular crashes along the FM 1764 study area

Access Management Study 17 Exis ng Condi ons

T V The model’s simula on of signifi cant delays and poor level of service at the western end of the study area at the SH 146 interchange were validated by a ernoon peak- Approximately 31,000 vehicles drive FM 1764 just east of SH 146 each day. Annual hour fi eld observa ons of average queue lengths on approaches. East of 34th Street, Average Daily Traffi c volumes provided by TxDOT for 2009 (see Figure 3.6), are 24- the model was calibrated to simulate observed traffi c opera ons that showed only hour counts, with truck and seasonal factors applied. Fortunately, traffi c volumes have minimal delays at the intersec ons. remained rela vely the same – in the 29,000 to 31,000 range – for the last three years. The HCM categorizes traffi c opera ons in terms of level of service (LOS), on a scale of Addi onally, current data collected includes: current morning and evening peak period A (traffi c moves freely, li le or no delay) through F (traffi c very congested, high delays). traffi c condi ons, traffi c-count data collected for traffi c varia on throughout the en re The corridor east of 34th Street operated at LOS C or be er during the peak hours as day, and the peak-period turning counts at the signalized intersec ons. This new data shown in Figure 3.7. The results of the analysis are included in Appendix C. is compiled in Appendix B. 2009 TĝDOT TėĆċċĎĈ CĔĚēęĘ (ěĊčĎĈđĊĘ ĕĊė ĉĆĞ) Emme Lowry Expressway (FM 1764) IH 45 to SH 3 38,500 Emme Lowry Expressway (FM 1764) SH 3 to SH 146 35,000 FM 1764 (study area) East of SH 146 31,000 FM 1764 (study area) Near 25th Street 29,000

2028 H-GAC Projec on for FM 1764 East of SH 146 40,240

Table 3.1 TxDOT Traffi c Counts and H-GAC Traffi c Projec ons T O Synchro™ traffi c simula on so ware supported the traffi c opera ons analysis for the exis ng roadway traffi c opera ng condi ons in the a ernoon peak hour. The so ware uses methodologies from the Highway Capacity Manual (HCM).

Figure 3.6: Annual Average Daily Traffi c (AADT) Volumes

Figure 3.7: Exis ng Condi ons 2011 PM Peak Hour Level of Service

18 Access Management Study Exis ng Condi ons

P S L transporta on to several centers serving the elderly and disabled. A fi xed-route service Access Management Practices is in planning stages for Texas City/LaMarque to enhance the mobility to persons with The posted speed limit for the FM 1764 The corridor shows a lack of access disabili es, economically disadvantaged persons and to the general public. study area is 40 miles per hour (MPH). This SPEED management prac ces over the years of speed limit may be too high for the density Connect Transit representa ves indicated that the buses serving FM 1764 pull off the development of this corridor, as evidenced of driveways along the corridor and may be LIMITSPEED roadway into parking lots to service passengers because stopping in the far right travel by the close spacing of driveways and a contribu ng factor to the high crash rates lane is considered too dangerous without a pull-over bay or some other protec on from driveways too close to intersec ons. in the corridor. through-traffi c. LIMIT Current Texas City driveway standards A traffi c engineering speed study could P B I defi ne the construc on standards for the assess the current compliance with the 35 FM 1764 is not iden fi ed as a bike route in the Houston-Galveston Regional Bikeway driveway and its permi ng. No ordinances established speed zone, and may recommend Plan. However, many of the intersec ng roadways – 16th Street, 25th Street south of are in place that will require removal of modifi ca ons for enhanced compliance and FM 1764, 14th Street south of FM 1764, SH 146, and parallel roadway facili es north driveways upon redevelopment of the safety. However, a more proac ve se ng 40 on FM 1765 between 14th Street to 25th Street, 13th Avenue N. between 14th Street adjacent proper es. of the speed limit at 35 MPH may be a to 16th Street – are already a part of H-GAC Regional Bikeway plan (see Figure 3.9). reasonable safety measure for the roadway. Development ordinances do not require Between SH 146 and 21st Street, there are sec ons of FM 1764 with a high density of parking areas to be conjoined with adjacent T S C driveways and limited right of way, neither of which are favorable for safe bike usage. development. In fact, stakeholders have Pedestrian accommoda ons along FM 1764 are limited to the areas of Texas City, Gulf Coast Center (GCC) operates Connect Transit, a transporta on program serving noted that current development criteria are where there is curb and gu er sec ons. A sidewalk exists generally along the length the rural and urban areas of Brazoria and Galveston Coun es, Texas City, LaMarque, requiring higher fi nished fl oors on occupied of the south side of FM 1764 through the study area, but the sidewalk along the north Lake Jackson and Angleton. It provides services to the general public and off ers trips to space, crea ng dispari es in eleva ons the Veterans Hospital in Harris County. Connect Transit provides “demand-response” side extends only east of 31st Street, with a few gaps in con nuity. Many repairs are between adjacent developments, making services in Galveston and Brazoria coun es. These services are shared rides with pick- needed, especially at intersec on corners and ramps. Several very large driveways lie conjoining parking areas more diffi cult. up and delivery from curb to curb. Current route services run along the FM 1764 study across the sidewalks. West of 21st Street, there are few if any sidewalks leading to the corridor (see Figure 3.8). GCC provides funding and vehicles to Texas City for special FM 1764 corridor from the nearby neighborhoods to the north and south.

Study Area

Figure 3.8: Gulf Coast Transit Mainland Transit System Map, showing exis ng fi xed route service within Figure 3.9: H-GAC Regional Bikeway Plan, June 2010, showing no current or planned bicycle facili es along the study area. the study corridor. A trail crosses the corridor at the signal for the school and library.

Access Management Study 19 20 Access Management Study Chapter Four SH 146 I M SH 146 I A Access Management I I C R -T L Analysis C M S C M D I C S Driveway Consolida ons

Shared Access and Cross Access to Parking

Driveway Spacing and Loca on Standards R D

Access Management Study 21 Access Management Analysis

22 Access Management Study Access Management Analysis

Two primary goals for this study are to improve mobility and reduce delays along FM 1764, and to improve safety by decreasing crash rates. In addi on to managing roadway capacity and opera onal safety, a key element is the management of access points to the roadway.

SH 146 I M The SH 146 interchange conges on and associated vehicle delays during the weekday a ernoons contributes to the aggressive driver behavior in the corridor. A proven enhancement to the exis ng dual-signal diamond interchange is the single-point urban interchange (SPUI). Four possible interchange alterna ve concepts are shown on page 24. In traffi c models of the exis ng and proposed SPUI confi gura ons, the SPUI confi gura on reduces approximately 200 vehicle-hours from the interchange opera ons weekday opera ons every weekday a ernoon. Table 4.1 compares the op mized opera ons of the SPUI alterna ve A-2 to the op mized exis ng dual-signal diamond interchange. Details of the analysis are included in Appendix C.

PM Peak Hour Beneϐits of SPUI at SH 146 Interchange

Loca on Total Delay (hours) Average Delay (veh/sec) Level of Service Exis ng Condi ons, Op mized 231 157 F N

SPUI A-2 Treatment, Op mized 39 33 C

Expected Net Improvement 192 124 -

Table 4.1: Reduc on in PM Peak Hour Delay an cipated from implementa on of SPUI Figure 4.1: Extensive queue lengths and delays are experienced during the PM Peak Hour at the SH 146 interchange (screenshot from FNI’s TransModeler simula on)

Access Management Study 23 Access Management Analysis

SH 146 I A A-1 A-2

N N

A-1: Two of the approaches, the northbound and southbound service roads, have their le turns A-2: All four le -turn approaches, the northbound and southbound service roads and eastbound and realigned to allow them to move concurrently, reducing overlap delay. The eastbound and westbound west bound FM 1764, have their le turns realigned to allow them to move concurrently, reducing le turns s ll overlap under SH 146. Opera onal benefi ts are signifi cant, but would not alleviate the overlap delay. As will alterna ve A-1, northbound through movements would be provided for, but excessive queues that do not clear each signal cycle. southbound through movements (very low volume) would be required to turn right and u-turn under FM 1764. This alterna ve is the most symmetrical of the four and signifi cantly reduces delay such that all movements operate at good level of service during the PM Peak hour. This is the recommended treatment.

24 Access Management Study Access Management Analysis

B-1 B-2

N N

B-1: Similar to Alterna ve A-1, the northbound and southbound service roads’ le turns would be B-2: Similar to Alterna ve B-1 for the northbound and southbound le turns. However, the realigned to allow them to move concurrently, reducing overlap delay. However, the realignment eastbound and westbound le turns would be routed from their current movement through the is shi ed further to eliminate the use of the opposing lanes during the le turn movement. The interchange. Westbound FM 1764 traffi c heading south on SH 146 would pass straight through eastbound and westbound le turns can be treated as in A-1 or as in A-2, with the A-2 confi gura on the interchange and take the ramp leading to the turnaround roadway under FM 1764 and then more eff ec ve at reducing delays. u-turn back to e to the southbound service road south of FM 1764, turning right to proceed south. Eastbound FM 1764 traffi c heading north on SH 146 would turn right in advance of the interchange to the southbound service road and another immediate right to the turnaround roadway under FM 1764, and then back to e to the southbound service road north of FM 1764, entering the u-turn to proceed north on the northbound service road. This alterna ve reduces the most delay at the interchange, but adds mileage for the eastbound and westbound le turns, and the eastbound le - turn movement through the u-turn is cumbersome.

Access Management Study 25 Access Management Analysis

I I Modifi ca ons to intersec ons can improve traffi c opera ons at that localized loca on and signal coordina on can improve opera ons along the corridor. FM 1764 34 S The north and south approaches at the FM 1764 intersec on with 34th Street are off set by 50 feet, requiring the side-street green me to be allocated separately to the north approach and then the south approach phases (split-phase) of each signal cycle. During the peak periods of the day, the opera onal ineffi ciency of the split-phase opera on reduces the amount of green me that is available for the heavier east-west movement. Examina on of the street right of way at the intersec on indicates that there is suffi cient room to be er align the north and south approaches to allow a more typical intersec on opera on (see Figure 4.2). The realignment can also serve to improve the pedestrian crossing provisions at the intersec on. Working with the property owner at the southwest corner, a be er landing could be created that provides a shorter, perpendicular crossing of the west leg of the intersec on. It is reported that workers at the building on the southwest corner u lize this pedestrian crossing at lunch me to access the restaurant and other businesses north of FM 1764. S E C U The effi ciency of each intersec on and the corridor overall can be improved by upgrading the traffi c signal controller, detec on units, and system coordina on to be more responsive to actual traffi c condi ons. Exis ng vehicle detec on is done using loops cut into the pavement, which have been re-cut into the pavement mul ple mes as the loop wires tend to break over me. The vehicle detec on at each intersec on should be upgraded to more reliable systems, such as video, radar or other newer technologies. Communica ons systems should be considered to send the vehicle detec on and other signal system informa on to a central control and monitoring sta on, as well as communica ng between signalized intersec ons. The signal controller in each cabinet should be examined for the need to be upgraded to a controller that allows, at a minimum, me-based coordina on using a central clock with programmed minimum and maximum ming values or, at the higher end, an adap ve control system that responds dynamically to traffi c condi ons locally and Figure 4.2: Intersec on improvements—FM 1764 at 34th Street. along the corridor throughout the day.

26 Access Management Study Access Management Analysis

C R-T L C M The close spacing of driveways along the corridor causes signifi cant slowing of the Based on numerous studies from across the na on, the TxDOT Access Management rightmost lane by traffi c turning off of and onto FM 1764 at driveways and other access Manual concludes that “roadways with a non-traversable (raised) median have an points. The TxDOT Access Management Manual (July 2011), using procedures in the average crash rate about 30 percent less than roadways with a TWLTL” (two way Highway Capacity Manual, indicates that streets with more than 40 access points per le turn lane). TxDOT is conver ng fl ush medians to raised medians on roadways mile can expect a reduc on in free-fl ow speed of approximately 10 MPH. The Access throughout Texas, especially those that have transi oned from rural to urban in Manual also indicates that “right-turn movements increase confl icts, delays, and development density with associated traffi c volume increases. The raised medians are crashes, par cularly when a speed diff eren al of 10 MPH or intended to improve the safety of the roadway by elimina ng the number of confl ict Early Implementation Treatment: more exists between the speed of the through traffi c and the points along the roadway, and thus improve the traffi c fl ow characteris cs of the vehicles that are turning right.” In a footnote to the Access corridor. Continuous Right Turn Lane Manual Table 2-3: Auxiliary Lane Thresholds, “Con nuous Cross Street Existing Discussions with TxDOT staff members of the project Steering Commi ee have ROW 11’ 11’ 12’ right-turn lanes can provide mobility benefi ts both for through CL indicated a preference for “hooded” le turn openings in the raised medians, SW movements and for the turning vehicles.” With rela vely Force-off refl ected in Figure 4.4. Under this confi gura on, only le turns and U-turn movements Right Turn dense driveway spacing, especially between 21st Street and at intersection could be made. This design for openings does not allow cross-movement across 11’ 11’ 12’ 34th Street, individual decelera on lanes are not prac cal. Proposed the median, such as would come from vehicles turning le or going straight out of Short dash line for Con nuous right turn lanes (CRTL) establish a separa on of the driveways. These movements would need to take alterna ve routes to their intended local access lane Benefits: through traffi c from the rightmost lane (see Figure 4.3). For the des na ons, including making a U-turn further along FM 1764. • Designates a slower moving right lane Driveway FM 1764 corridor, a CRTL would be established in each direc on • Separates turning and thru traffic Placement of the median turn lanes must consider several factors. Preferably, a • Potentially reduce rear-end collisions east of 34th Street, replacing the right lane divider dashed Arrows and signs • Potential bulb-out or bus stop at far side hooded le turn could be provided that would directly feed a strategic driveway with along length of lane Challenges: stripe with a do ed stripe. At the signalized intersec ons of cross access to adjacent development parking areas. It will be important to provide Driveway • Lane reduction at intersection 21st Street, 24th Street, 29th Street, 31st Street and 33rd Street as many center le turn loca ons as prac cal to facilitate U-turns between major (westbound only), the rightmost lane would transi on from the intersec ons. The recommended placements for the channelized median le turns are con nuous right-turn lane for driveway access to a dedicated Figure 4.3: Con nuous right-turn lane. shown in the conceptual layouts in Appendix D. right-turn-only lane at the intersec on. Across the intersec on from the forced right turn, three op ons could be considered: 1. Leave the lane open as the beginning of the next con nuous right turn lane – this op on is the least startling to errant drivers who do not heed the forced right turn, but does less to deter through traffi c in the right lane 2. Stripe a “bulb-out” at the far side corner – this op on would be more of an encouragement for drivers to heed the forced right turn, but pedestrians may think that the striped bulb is a safe refuge area for crossing 3. Create a raised bulb-out at the far side corner – this op on would force drivers to heed the forced right turn and would establish a refuge area for shorter street crossing These three op ons could be considered as phased-in treatments for incremental implementa on. Figure 4.4: Channelized median le -turn lane (Westheimer Road, FM 1093, Houston)

Access Management Study 27 Access Management Analysis

S C Though not a predominant user group in the corridor, pedestrians and bicyclists use the sidewalks to traverse a por on of the corridor. There are residen al neighborhoods, par cularly between 21st Street and 29th Street, that are within walking distance of the businesses along FM 1764. Some sidewalk segments are missing and needed, as evidenced by loca ons where people have worn a path in the grass, as is the case along the north side between 31st Street and 34th Street. These sidewalk needs should be addressed for the safety of the pedestrian and bicyclist roadway corridor user. Sidewalk connec ons from neighborhoods to the FM 1764 corridor should be provided to encourage non-motorized travel to and from the corridor. Target streets for the addi on of sidewalks include: • 31st to the north and south • 29th to the north and improved to the south • 27th to the south • 26th to the south • 23rd to the north and south • 22nd to the north and south Some areas of sidewalk environment pass through an overly large driveway opening, which exposes pedestrians to a large confl ict area with driveway traffi c. In these loca ons, driveways should be considered for reduc on in width and/or a change in confi gura on of parking access. Figure 4.5: Driveway Consolida on M D I C S Managing the access points that bring traffi c to and from the adjacent development parking openings (see Figure 4.5). These are shown in the concept illustra ons in requires nego a on with property owners regarding an amenity that had been Appendix D. previously granted to them by the City and/or TxDOT. Managing access points is made TxDOT has determined that there should be no forced driveway closures as part of more feasible by the provision of cross access among the adjacent property owners for these access management recommenda ons. Each of these poten al treatments access to mul ple parking areas from consolidated driveways. should be further developed and assessed in conjunc on with the property owners D C to determine whether the property owners would benefi t from the improvement. Benefi ts of driveway closures to property owners include the poten al to add more O en the closing of one or more driveways along the roadway frontage can allow parking spaces, reducing the poten al for driveway collisions at the street, and for more parking on the site. However, the layout of some smaller sites relies on poten ally reducing the number of confl ict points with on-site circula on. the provided driveways to make the on-site circula on and/or parking provisions func onal. Several loca ons along the corridor have been iden fi ed as having the poten al to enhance the site while elimina ng driveways or modifying large pull-in

28 Access Management Study Access Management Analysis

S A C A P D S L S In addi on to driveway consolida on, shared parking arrangements between adjacent The City of Texas City should establish driveway spacing and off set-from-intersec on developments can ease the impact of a loss of a driveway to one or more individual standards by local ordinance and/or site design guidelines. Such a measure would help businesses, especially if each developed individually over me. It also can help create control the access provided when proper es develop, and would eventually bring the more eff ec ve parking provisions for a poten ally more successful collabora ve of corridor toward a be er balance of throughput and local access. The establishment of businesses. Agreements, such as a cross-access easement (see Figure 4.6), would need the ordinance or site design guidelines would also help to classify exis ng driveways to be established between property owners to eff ect such an arrangement. that are non-compliant and help to establish a list of desired driveway closures for future priori za on. In many instances, addi onal pavement must be built and signage and other obstacles removed. In some cases, a grade diff eren al between adjoining developments must be overcome. Some adjoining businesses may not be prac cal candidates for shared parking, either by func onal or physical constraints, while others may be a natural fi t. Those businesses that are a natural fi t and could benefi t the most from the enhancement should be ini ally considered and encouraged for development of shared parking agreements and physical adapta on of parking lots.

Figure 4.6: Shared access and cross access to parking

Access Management Study 29 Access Management Analysis

R D During the process of assessing the corridor for poten al access management treatments, some corridor enhancement concepts evolved. One concept of par cular importance was the road diet. Analysis of the Con nuous Right-Turn Lane treatment found that the roadway opera ons east of 34th Street operate at acceptable peak-hour level of service (LOS B/C) with one less through lane at the signalized intersec ons. The reduc on of a travel lane for the purpose of realloca ng the space to non-travel lane use is called a road diet. Instead of alloca ng the space to the con nuous right-turn lane, the space could be reallocated to provide a wider outside lane, an enhanced sidewalk zone, increasing the buff er space between the sidewalk and the travel lane, sidewalk and adjacent development, and/or increasing the width of the sidewalk. The enhanced edges of the roadway would also serve to calm traffi c opera ons along the corridor. The road diet conversion of the outside lane to sidewalk space could be a staged implementa on, installed incrementally as adjacent development transi ons from its currently automobile-oriented nature to something that might be more dense and pedestrian oriented. To complement the road diet treatment to enhance the pedestrian nature of the corridor, sidewalks should also be developed to connect the adjacent neighborhoods to the commercial corridor (see Figure 4.7).

Figure 4.7: Roadway diet; before and a er

30 Access Management Study Chapter Five S-R P (W F ) Con nuous Right-Turn Lanes Recommended Channelized Le -Turn Lanes Posted Speed Limits Improvements M-R P (S 15 ) SH 146 Single Point Interchange

Raised Medians

Bulb-outs Downstream of CRTL Forced Right Turn

Signal Timing Coordina on

Sidewalks

Intersec on Treatments L-R I (L 15 Y ) Driveway Consolida on and Merging Parking Areas I F D S A C

Access Management Study 31 Recommended Improvements

32 Access Management Study Recommended Improvements

Feasible access management tools are compiled into a priori zed series of implementa on ac ons: • Short-Range (targeted for comple on within fi ve years) • Medium-Range (feasible to be completed within Six to 15 years) • Long-Range (likely to take longer than 15 years to implement)

S-R P (F F ) In conjunc on with the ongoing TxDOT project to mill and overlay FM 1764 from SH 164 to 14th Street, a set of access management treatments is recommended for use as the revised fi nal striping plan for the intersec on. These include: • Striping of con nuous right-turn lanes with force-off right turns at signalized intersec ons, eastbound from 34th Street to 14th Street and westbound from 14th Street to 33rd Street • Striping of channelized le -turn bays in the median between SH 146 and 34th Street Figure 5.1: Con nuous right-turn lane These improvement concepts are depicted in the concepts in Appendix D. The costs are developed in more detail in Appendix E, and are summarized in Table 5.1. Cross Sec on – The pavement design sec on from SH 146 to 21st Street shows the C R -T L exis ng pavement to provide two 11-foot inner lanes and a 12-foot outer lanes. The re-striping of the lanes should retain the minimum 11-foot width of the inner lanes, The study corridor is characterized by closely spaced driveways serving small- per direc on from TxDOT. Under this confi gura on, the current middle lane would and medium-size lots in the mostly developed corridor. The frequency of turning become the right most through lane, so it will need to accomodate truck and bus maneuvers in and out of the driveways, especially between 21st Street and 34th movements. Street, tends to slow traffi c opera ons in the rightmost lane. Pavement Markings – The lane divider markings for the con nuous right-turn lane would Re-striping lane markings will help address safety issues associated with turning consist of 8-inch-wide by 2-foot-long white stripes with 4-foot spaces, changing to a solid maneuvers and associated speed diff eren als between lanes. The re-striping will 8-inch white stripe beginning 150 feet in advance of a signal controlled intersec on. At delineate the outside lane using the do ed pa ern similar to those used for a lane drop the approach to the signalized intersec ons, a slight channeliza on of the right turn lane on a highway, but extending the length of the segment between signalized intersec ons. would be created using raised pavement markers, on 2-foot spacing, to taper the 12-foot This treatment will direct the through movements into the two le most lanes and turn lane to 10-feet in width over the distance of 20 feet to the stop bar. encourage turning maneuvers in the rightmost lane, eff ec vely separa ng the faster Across the intersec on from the force-off right turn, a bulb-out area would be striped through movements from the slower right-side, local-access movements. The right- with a 4-inch solid-white line to demark the turning radius needed for the side-street right turn lane would be forced off to take a right turn at the downstream signalized turn into the middle lane on FM 1764. It would then extend along FM 1764 12-feet from intersec ons. The striping of the con nuous right-turn lanes with force-off right turns the curb for approximately 10 feet, then transi on the 12 feet to end at the curb over a at signalized intersec ons would extend eastbound from 34th Street to 14th Street and distance of 24 feet. The space inside the bulb-out area should be striped on a 45-degree westbound from 14th Street to 33rd Street (see Figure 5.1). angle to FM 1764, poin ng downstream, using 8-inch white stripes at 24-inches on center.

Access Management Study 33 Recommended Improvements

Signage – Signs would be placed at or near the beginning of the do ed lines, and at An cipated Costs intervals of no more than 500 feet, deno ng each con nuous right-turn lane. The This can be a cost-eff ec ve treatment, if done as part of the proposed FM 1764 milling suggested sign text would be DRIVEWAYS USE RIGHT LANE (a specifi c use version of the and overlay, for approximately $10,000 above the cost of that project. Responsible R4-5 Trucks Use Right Lanes) in accordance with Sec on 2B.27 of the MUTCD. Agency: TxDOT. The R3-7 (RIGHT LANE MUST TURN RIGHT) or the R3-5 ( right-turn arrow with ONLY text) An cipated Benefi ts sign would be placed approximately 50 feet in advance of the beginning of the striped The striping will help control the loca ons where the le turning maneuvers enter the fl ush right-turn lane. Addi onally, a W9-1 (RIGHT LANE ENDS) warning sign should be placed median, poten ally avoiding any head-on collisions. Avoiding just one such crash would approximately 200 feet in advance of the beginning of the striped right-turn lane. make this a cost-benefi cial treatment, likely within the fi rst year a er implementa on. An cipated Costs P S L This can be a cost-eff ec ve treatment, if done as part of the proposed FM 1764 milling With the density of driveways along the corridor, a traffi c speed study would assess and overlay, for approximately $47,500 above the cost of that project. Responsible whether the speed limit should be reduced from 40 MPH to 35 MPH. This would be a Agency: TxDOT. proac ve and reasonable safety measure for the corridor with so many confl ict points An cipated Benefi ts con nuously along the roadway. The study should be done a er the implementa on of Safety benefi ts from the separa on of vehicles can be expected to proceed expedi ously the con nuous right turns treatment, and each lane should be monitored separately. along FM 1764 from those drivers looking for a des na on and preparing to enter a An cipated Costs driveway. Exi ng maneuvers also may experience an easier entry into the CRTL before A traffi c speed study for the corridor would cost about $10,000. New speed limit signs, if merging with the through traffi c. Elimina on of four non-injury crashes would make this appropriate, are es mated at about $1,000 per mile each direc on for a total of $3,000. a cost-benefi cial treatment, likely within the fi rst year a er implementa on. Responsible Agency: TxDOT. C L -T L An cipated Benefi ts Ul mate treatments proposed in the Access Management Study call for provision of At lower speeds, motorists can be er judge acceptable gaps for merging with and raised medians with hooded le turns. As an introduc on to this treatment, which would crossing traffi c. At lower speeds, crash severity tends to be less cri cal. The value of create a divided roadway along the length of the study area, channelized le -turn bays poten ally elimina ng two non-injury collisions or just the reduc on in severity of one would be created using striping in the median between SH 146 and 34th Street. crash would more than off set the cost of the study and associated signs.

The sec on has a por on of raised median immediately east of the SH 146 interchange Estimated Costs of Short-Range Projects and reportedly had raised medians that were removed to facilitate access to driveways. Fortunately, there are just a few primary driveways that provide access into large-lot Project Es mated Costs development with shared parking access on both sides of the street. This will be a good Change Dashed Lane Line to CRTL do ed lines $10,000 introductory treatment to familiarize drivers with stronger channeliza on of the medians. Stripe Force-Off Right Turns at Signalized Intersec ons $13,000 Cross Sec on – The exis ng median width is 14 feet between SH 146 and 21st Street. Stripe Bulb-outs at 10 corners $5,000 Channelizing the le turns will retain a width of 11 feet minimum in the turn lane, with Stripe Median for Channelized Le Turns, SH 146 to 34th $10,000 8-inch, turn-lane striping and as much buff er space against opposing traffi c as possible. Con gency and Change Order Cost $9,500 Pavement Markings – Pavement markings would be located as shown on the concept Traffi c Speed Study $10,000 plans. The edges of the median and the inside and outside edges of the turn lanes would New Speed Limit Signs $3,000 be denoted using 4-inch yellow stripes. Eight-inch yellow lines at 45-degrees to FM 1764 ESTIMATED TOTAL FOR ALL SHORT-RANGE PROJECTS $60,500 poin ng downstream and at 48-inches on center would fi ll the median area between the turn lanes. Table 5.1: Es mated Costs of Short-Range Projects

34 Access Management Study Recommended Improvements

M-R P (S 15 ) • CO: 8,810 grams/hour x 75% = 6,600 grams/day or 1,650 kg/year savings The essen al projects in the medium-range horizon include addressing the conges on • NOX: 1,715 grams/hour x 75% = 1,286 grams/day or 321 kg/year savings at the SH 146 interchange, and enhancing the safety of the corridor by installing • VOC: 2,041 grams/hour x 75% = 1,530 grams/day or 383 kg/year savings raised medians. Other improvements to be accomplished in this me frame include construc ng raised bulb-outs to replace those striped in the early implementa on R M project, upgrading traffi c-signal detec on and coordina on capabili es, realigning 34th Poten ally, the greatest enhancement to the safety of the corridor would be the Street at FM 1764, and comple ng or repairing the sidewalks along FM 1764. construc on of raised medians (see Figure 5.2). Strategic loca on of hooded le -turn The short range improvements would be an enhancement to the TxDOT roadway bays are depicted in the conceptual layouts shown in Appendix D. corridor that would benefi t predominantly the ci zens of Texas City but also A detailed design eff ort should be combined with involvement of the specifi c regional travelers as well. The an cipated costs of the short range program of stakeholder business and property owners along the sec on of roadway under recommenda ons are summarized in Table 5.2. design. The raised medians can be implemented incrementally to allow for the proper execu on of design and stakeholder concurrence, and to allow for accumula on of the SH 146 S -P I funding needed to implement the raised medians. There is an immediate need to implement improvements at the interchange of FM An cipated Costs 1764 with SH 146 to relieve the conges on that happens every weekday a ernoon on The an cipated cost of construc ng the raised medians is approximately $550,000 the northbound, eastbound and westbound approaches at the interchange. to $650,000 per mile, depending upon the degree of landscaping, or approximately Analysis results indicate that implementa on of a single point urban intersec on $880,000 to $1,040,000 for the 1.6-mile segment of the corridor that currently has no (SPUI) would eliminate approximately 200 vehicle-hours of delay me each typical raised medians. Responsible Agency: TxDOT. weekday a ernoon peak hour, for an es mated savings of over 50,000 vehicle hours of An cipated Benefi ts delay and 12,525 gallons of fuel burned while idling per year. According to the Transporta on Research Board Access Management Manual, the An cipated Costs addi on of raised medians to an exis ng fl ush median two-way, le -turn lane is As shown in Appendix E, the cost to convert the exis ng diamond interchange to a projected to decrease the number of crashes by 15 percent. SPUI is approximately $350,000, including the addi onal pavement, new traffi c signals, With the average annual cost of accidents in the corridor of $5.1 million, installa on controller modifi ca ons, design and traffi c control during construc on. Responsible of the raised medians along the length of the corridor can be expected to have a Agency: TxDOT. community value of approximately $765,000 per year. The improvement would be An cipated Benefi ts considered a cost benefi cial treatment within the fi rst two years a er implementa on. Personal value of me is es mated at $20 per hour by the Houston TransStar 2009 Annual Report. The me savings is valued at more than $4,000 per day, or an annual value of more than $1 million per year. With gas at more than $3 per gallon, the fuel savings would be more than $40,000 per year. The improvement would be considered a cost benefi cial treatment within the fi rst year a er implementa on. In addi on, air quality benefi ts from reducing 200 vehicle hours, or over 75 percent of delay at the intersec on will be an important contribu on to the air quality of the region. Synchro™ analysis indicates the following poten al reduc ons, assuming a direct correla on between delay reduc on and emissions savings: Figure 5.2: Raised median with op onal landscaping

Access Management Study 35 Recommended Improvements

B- D CRTL F R T S T C Raised bulb-outs would complement the raised medians. They were recommended Signal ming at intersec ons can be enhanced by detec on and controller equipment ini ally with striping during the early implementa on of the con nuous right-turn lanes. and so ware upgrades to be more responsive to the instantaneous traffi c demands. Crea ng a raised bulb-out involves not only the design of the actual curb and surface Communica ons between signal controllers can facilitate the progression of traffi c treatment but also addressing the drainage at the corner and any nearby driveways. between signalized intersec ons. A detailed design eff ort should be combined with involvement of the specifi c A signal ming plan should be developed for the corridor. Evalua on should be stakeholder business and property owners near each corner bulb-out. The raised bulb- performed of the capabili es of each traffi c controller, the detec on equipment at the outs can be implemented incrementally to allow for the proper execu on of design intersec on, and the capabili es of each intersec on to communicate with each other and stakeholder concurrence, and to allow for accumula on of the funding needed and/or to a central master controller for either me-based coordina on or adap ve for the raised medians. The bulb-outs can be installed in conjunc on with the raised signal control. medians or separately in advance or a erward. An cipated Costs An cipated Costs The cost to implement the upgrade is in the range of $25,000 per intersec on, The an cipated cost of construc ng the ten raised bulb-outs is approximately $35,000 including detector and controller upgrades and communica ons equipment, totaling per bulb-out or approximately $350,000 for the corridor, as shown in Appendix E. approximately $225,000 for the nine signalized intersec ons, not including design. Responsible Agency: TxDOT. Responsible Agency: TxDOT. An cipated Benefi ts An cipated Benefi ts The value to construc ng the raised bulb-out would include: Delays along the FM 1764 corridor can also be reduced by improving vehicle detec on, traffi c responsive signal ming, and coordina on between signals. • Shortening the pedestrian crossing exposure by shortening the crossing length • Shortening the length of the minimum green required to allow for the pedestrian S crossing In addi on to the missing sidewalk along the north side of the street between 31st • Strengthening the requirement of the force-off right turn Street and 34th Street and in other loca ons where the safety of pedestrians and bicyclists using the roadway corridor is an issue, there are places where the sidewalk • Crea ng a more secure bus pullover bay environment passes through overly large driveway openings, exposing pedestrians to a large confl ict area with driveway traffi c. The design of the new sidewalks and the actual treatments across the driveway openings should be combined with involvement of the specifi c stakeholder business and property owners near each sidewalk improvement. The sidewalks can be implemented incrementally to allow for the proper execu on of design and stakeholder concurrence, and to allow for accumula on of the funding needed to implement the sidewalks. An cipated Costs The an cipated cost of construc ng the needed sidewalk enhancements is roughly es mated at $331,000 for the corridor, as shown in Appendix E. Responsible Agencies: TxDOT and City of Texas City. Figure 5.3: Intersec on detail of force-off right turn and bulb-out An cipated Benefi ts Comple on of the sidewalks along the north side of the street is seen as a public safety issue for those trying to walk along that side of the road, as well as encouragement of non-motorized transporta on (walking and bicycling) and riding transit in the corridor.

36 Access Management Study Recommended Improvements

I T L-R I (L 15 Y) The north and south approaches at the FM 1764 intersec on with 34th Street are Long-range improvements are those that are expected to require extensive collabora on off set by 50 feet, requiring the side-street green me to be allocated separately to the with and among private property owners and businesses. These projects also may be north approach and then the south approach phases (split-phase) of each signal cycle. more appropriate as earlier access-management and other public infrastructure projects Using the available street right of way on the northeast corner and acquiring a corner spur changes in development. The an cipated costs are tabulated in Table 5.3. clip from the southwest corner at the intersec on would allow suffi cient room to be er align the north and south approaches. D C M P A The approach to the closure or consolida on of driveway access to development During discussions with businesses and An cipated Costs requires the examina on of how parking and circula on would work on each stakeholders, the City and TxDOT should The an cipated cost of construc ng the needed roadway realignment and signal development site. In conjunc on with the planning for loca on of hooded le turns ini ate talks related to the closing or modifi ca ons plus any needed right of way is roughly es mated at $216,000 for the as part the short-range program of improvements for raised medians, the stakeholder reloca ng driveways and merging of intersec on. Responsible Agencies: TxDOT and City of Texas City. businesses and property owners would be involved. The City also will need to establish adjacent parking areas. Model joint-use An cipated Benefi ts shared-parking ordinances and parking variance provisions to facilitate the approval agreements for parking are available This would allow a more typical intersec on opera on, and a be er landing and process of the improvements. A concept for driveway consolida on and merging of through H-GAC to facilitate these shorter crossing for pedestrians. parking areas is shown in Appendix D. arrangements. An cipated Costs Estimated Costs of Medium-Range Projects Cost are further described in Appendix E. The an cipated cost of each of the consolida on Project Es mated Costs of driveways and the merging of parking lots may vary considerably depending on the Convert Diamond to SPUI $ 352,000 condi ons of ownership, specifi c site circula on and grade a ributes, and the fi nal nego ated confi gura on for each treatment. As described further in Appendix E, costs Traffi c Signal Equipment Upgrades $225,000 were es mated for illustra ve purposes for planning level es mates, and are compiled in Raised Bulb-outs at 10 corners $350,000 Table 5.3. Raised Medians and Channelized Le Turns $880,000 The costs to close and/or modify driveways and construct connec ons to join the Landscaping of Medians (op onal) $160,000 parking and create cross-fl ow between proper es is a be erment of the corridor and the private development. Thus, the City and TxDOT should consider a cost sharing of the Sidewalk Comple on and Reconstruc on $331,000 improvements on private property. Realignment of 43rd Street $216,000 An cipated Benefi ts ESTIMATED TOTAL FOR ALL MEDIUM-RANGE IMPLEMENTATION $2,514,000 As described on pages 16 and 17, the reduc on in the density of driveways along the PROJECTS corridor could save the travelers along FM 1764 signifi cant collec ve social costs each Table 5.2: Es mated Costs of Medium-Range Improvement Projects year, poten ally cu ng crash rates in half at some loca ons. The merging of parking areas can help to make each property’s parking more eff ec ve.

Access Management Study 37 Recommended Improvements

TxDOT funding stream is not currently suffi cient to cover statewide transporta on Estimated Costs of Long-Range Projects improvement needs, alternate funding mechanisms must be considered for project # of Driveways at # of Parking Areas improvements. These mechanisms may come from governmental en es, or through Project Es mated Costs $10,000 each at $20,000 each district overlays, associa ons and agreements. SH 146 and 34th Street, EB 1 1 $ 30,000 C--P 34th and 33rd Streets, EB 4 2 $60,000 While TxDOT funding is constrained, H-GAC can fund projects through the call-for- 34th and 33rd Streets, WB 2 4 $100,000 projects process, which programs projects by funding category in the Transporta on 33rd and 31st Streets, EB 2 0 $20,000 Improvement Program (TIP), as money becomes available. H-GAC’s Transporta on 33rd and 31st Streets, WB 2 0 $20,000 Policy Council (TPC) approves this project list, it is entered into the TIP and the list is 31st and 29th Streets , EB 4 5 + Special areas $200,000 sent to the STIP for TxDOT. Projects within this corridor are eligible for considera on as part of this process. 31st and 29th Streets, WB 5 3 $110,000 29th and 25th Streets, WB 7 0 $70,000 O L F O 25th and 21st Streets, EB 2 $50K Special area $70,000 Local en es in Texas have recently undertaken projects of local need or importance 25th and 21st Streets, WB 6 0 $60,000 on the state system with local monies. Locally funded projects skip the wai ng process Just east of 21st Streets, WB 4 0 $40,000 of funding through the STIP and are completed earlier. Such funding can include regular Capital Improvements Plan (CIP) programming, inclusion in bond elec ons, Engineering, Survey and Con ngency $273,000 @35% and/or use of pass-through or State Infrastructure Bank fi nancing. Any such funding EST. TOTAL FOR LONG-RANGE PROJECTS $1,053,000 requires sponsorship of a local poli cal en ty with jurisdic on over the roadway.

Table 5.3: Es mated Costs of Long-Range Improvement Projects (WB=Westbound, EB=Eastbound) C I F The Access Management Study for FM 1764 will improve traffi c for years to come, and can be a catalyst for subsequent public/private partnerships in the corridor. Improvements and altera ons iden fi ed in this study require funding by public en es. In addi on to public mee ngs to seek general public input on the issues and possible Because the study corridors are part of the TxDOT system, funding would historically improvements in the corridor, the study team sought out business stakeholder groups be provided through the H-GAC project nomina on process, and then funnel into the and coordinated closely with them to incorporate their input into the development of Statewide Transporta on Improvement Plan (STIP) for TxDOT funding. proposed solu ons. By drawing upon many resources and fi elds of exper se, the study L M F team targeted alterna ves that were well-conceived, context-sensi ve and feasible to Local matching funds for side road e-ins to local roadway networks also could be implement. used. All improvements in this study must be approved for implementa on by TxDOT Alterna ves eff ec vely dealt with safety, conges on and mobility issues of motorists and any other en ty with jurisdic on over the applicable roadways (the City of Texas on the exis ng roadway, and mul modal access issues related to transit, and bicycle City) as appropriate. and pedestrian user groups. A F S Upon appropriate approvals, the recommenda ons of this study may be programmed per the implementa on recommenda ons as funding is available. Since the

38 Access Management Study A A – P I Appendices A B – T D A C – E P N A A D – C D P P A E – D C T

Access Management Study 40 Access Management Study Appendix A Public Involvement

Access Management Study A11 Appendix A – Public Involvement

A2 Access Management Study Appendix A – Public Involvement

A public involvement plan was established for the project, describing Transit) room layout sketch, ques onnaires, sign-in sheets, comment forms, and procedures for mee ng with a project steering commi ee, stakeholder name tags for each mee ng. The Consultant also compiled comments groups and the general public to gain their input and feedback. S C M S: received at the mee ngs, and produced documenta on of the Mee ng 1 – Wednesday, April 20, 2011 at City Hall comments from each mee ng. P S C Mee ng 2 – Thursday, June 23, 2011 (Workshop) at City Hall A steering commi ee was established by H-GAC to guide the technical P M S development of the study. This commi ee had representa on from Mee ng 3 – Tuesday, September 20, 2011 at Nessler Center • Mee ng 1 – Wednesday, August 17, 2011 (Showboat Pavilion) the funding agencies, the Chamber, and Connect Transit. The steering S M • Mee ng 2 – Tuesday, October 25, 2011 (Doyle Conven on Center) commi ee met four mes over the course of the project to assess reports on progress, provide comments on the schedule, coordinate Two formal stakeholder mee ngs were held at the Texas City – P M M L LaMarque Chamber of Commerce. The Consultant coordinated with the with their respec ve agencies, and provide technical oversight of major The consultant created a project mailing list including contacts with Chamber of Commerce to determine the mee ng dates and mes and ac vi es associated with the study. The mee ngs were face-to-face or federal, state, and local elected offi cials, government agencies, to determine the target stakeholders including neighborhood leaders, via conference call. emergency services, independent school districts, organiza ons, media, businesses, and property managers. The Consultant worked with the churches, local plants, and adjacent landowners. The mailing lists The Steering Commi ee consisted of: City of Texas City and H-GAC to arrange for and adver se the mee ng, were reforma ed for consistency, checked for duplicates, and verifi ed • Bill Babbington, P.E.; Area Engineer, Galveston Area Offi ce, TxDOT and developed the approach, and prepara on of presenta on materials, elected offi cial informa on was up-to-date. The consultant provided a endance sheets, name tags, and summary documenta on on the • Brendan Isidienu, P.E.; Transporta on Engineer, Traffi c Engineering, electronic mailing list spreadsheets to H-GAC for each public mee ng messages presented and input received at the stakeholder mee ngs. TxDOT for use in adver sing. Depending on fi nal agreements, mailing lists for • Travis Milner; Transporta on Funding Specialist, East Region, TxDOT S M S stakeholders provided by the Ci es, Coun es, and H-GAC were handled diff erently. A compiled list of all names and addresses of persons • Mee ng 1 – July 22, 2011 • Sara Moreno, P.E.; Transporta on Engineer, Galveston Area Offi ce, no fi ed of the public forums, including those of all adjacent property TxDOT • Mee ng 2 –September 20, 2011 owners, was included in the public forum documenta on deliverable. • Michael Tello, P.E; Transporta on Engineer, Advanced Project P M Prior to each mailing, the consultant revised the mailing list based on Development, TxDOT returned postcards from the previous mailing and updated the mailing The consultant planned, coordinated and assisted H-GAC with execu ng list with newly-elected offi cials, individuals that provided comments, • Sanjay Upadhyay, P.E.; Transporta on Engineer, Advanced two public mee ngs, one held at the Showboat Pavilion in Downtown a ended mee ngs, or expressed interest in the project. Transporta on Planning, TxDOT Texas City and one at the Doyle Conven on Center. The purpose of the • Ilyas Choudry, Deputy Project Manager, H-GAC public mee ngs was to relay the purpose, process and ini al concepts of the study (fi rst mee ng), and the fi nal recommenda ons of the study • Gina Mi eco, Bike/Ped Coordinator, H-GAC (second mee ng). • Bill Tobin, Transporta on Program Manager, H-GAC H-GAC was responsible for sending out mee ng no ces in postcard • Christy Willhite, Project Manager, H-GAC format (or fl yers), a le er to no fy public offi cials, media release • Doug Kneupper, P.E., City Engineer, City of Texas City announcements, and newspaper adver sements for each mee ng, with dra text provided by the consultant. The steering commi ee members • Cinder Lopez, Transporta on Coordinator, Texas City ISD were asked to contribute contact informa on for mailings and to assist • Captain Ross Clements, Patrol Captain, Texas City Police Department with mee ng no ce distribu on. The distribu on of fl yers or post cards u lized the most cost-eff ec ve methods available to the steering • Jimmy Hayley, President, Texas City Chamber of Commerce commi ee, such as periodic mailings, newsle ers, websites, etc. • James Hollis, Transporta on Director, Gulf Coast Center (Connect The consultant provided staff , prepared a publicity schedule, mee ng

Access Management Study A3 Appendix A – Public Involvement

M L C • Mike Fitzgerald, County Engineer, Galveston County • Victor Alvarado, BP Chemicals Elected Offi cials (Federal) • Layne Harding, Road Administrator, Galveston County Road & Bridge • Keith Casey, BP Refi nery • Ron Paul, District 14, US Congress Department • Larry Schmid, Dow Chemical Company • John Cornyn, US Senate • Bill Mathis, Execu ve Director, Port of Texas City • Larry Johnson, Enterprise • Kay Bailey Hutchison, US Senate • Col. Christopher W. Sallese, District Engineer, US Army Corps of • John Harvey, Ineos Olefi ns and Polymers USA Elected Offi cials (State) Engineers, Galveston District • Cathy Culpepper, Ineos Nova • Craig Eiland, District 23, Texas House of Representa ves Independent School District • Jay Bizarro, ISP Technologies, Inc. • Mike Jackson, District 11, Texas Senate • Jack Haralson, Facili es & Planning Director, Texas City ISD • Connie Bradley, Marathon Petroleum Elected Offi cials (County) • Cinder Lopez, Transporta on Coordina on, Texas City ISD • Mark Henry, County Judge, Galveston County Organiza ons • Kyle Oppliger, Nu Star Energy • Patrick Doyle, Commissioner, Precinct 1, Galveston County • Aaron Chang, BikeHouston • Don Wa s, Nu Star Energy • Stephen D. Holmes, Commissioner, Precinct 3, Galveston County • Don Gartman, Galveston County Economic Alliance • Rance Fromme, Oiltanking Texas City, L.P. Elected Offi cials (City) • Jimmy Hayley, Texas City Chamber of Commerce • Erv Myers, Oxbow Carbon & Minerals LLC • Ma hew T. Doyle, Mayor, City of Texas City • Robin Holzer, Ci zen’s Transporta on Coali on • Charles Lau, Praxair, Inc. • Mike Land, Mayor Pro-tem, City of Texas City • Texas City Evening Lions Club • Todd Salemo, Praxair, Inc. • Donald B. Singleton, Commissioner, District 1, City of Texas City • Texas City Rotary Club • Casey Borowski, Sea Lion Technology • Scooter Wilson, Commissioner, District 2, City of Texas City Media • Shahbaz Ahmed, Sea Lion Technology • Galveston County Daily News • Dedrick D. Johnson, Sr., Commissioner, District 3, City of Texas City • Walt Treybig, Sterling Chemicals • The Post Newspaper • Rick Wilkenfeld, Commissioner, District 4, City of Texas City • Sal Viscon ni, Valero Refi ning Company • Houston Chronicle • Dee Ann Haney, Commissioner-at-Large, City of Texas City P S • Municipal Cable Channel Emergency Services A publicity schedule was prepared for both public mee ngs including • Freddie Poor, Sheriff , Galveston County • La Voz Newspaper (Spanish) the publicity item, target date for sending or publishing the item, and • Derreck Rose, Constable, Precinct 3, Galveston County Churches the Consultants deadline for providing informa on to H-GAC. • Paul Adkins, Sergeant, Texas City Sta on, Texas Dept. of Public • Baypoint Community Church Safety • St. Mary’s of the Miraculous Medal • John Simsen, Emergency Management Coordinator, Galveston • First Bap st Church of Texas City County Offi ce of Emergency Management Adjacent Landowners • Joseph “Brud” Gorman, Fire Chief, City of Texas City • Homeowners (from Galveston Central Appraisal District records) • Robert Burby, Police Chief, City of Texas City • Businesses (from Galveston Central Appraisal District records) Agencies Plant Managers • Donald R. Carroll, City Planner, City of Texas City • Paul Cartlidge, Ascend Performance Materials

A4 Access Management Study Appendix A – Public Involvement

S M #1 J 22, • Frequent crashes on private property near Pizza Hut and BP. A 2011 • Power outages cause the traffi c lights to go out frequently. • Nine from general public, landowners and represen ng landowners A stakeholder mee ng for the FM 1764 Access Management Study was • The Chamber prefers that TxDOT start with the Interchange F improvements at SH 146, then work east. held approximately one month in advance of the fi rst public mee ng to Open house with manned Issues table, sta c displays and computer provide an opportunity for business owners and operators along Palmer • The Chamber will spread the word for businesses to a end the simula on of SH 146 interchange improvements, and sta c displays and Highway to hear a briefi ng on the study and review some of the early public mee ng on August 17th. layout plans of concepts for proposed treatments. Followed by formal fi ndings and ini al recommenda ons. This discussion session allowed for presenta on by Christy Willhite and Kevin St. Jacques on the goals and open dialog about the issues and implica ons of poten al treatments. P M #1 D – A 17, 2011 objec ves, issues, and ini al concepts for improvements, with open The mee ng was held on Friday, July 22, 2011 at 9 a.m. and hosted by ADVERTISING/NOTIFICATION ques on and answer period. A erward, the open house format was the Texas City – La Marque Chamber of Commerce at their offi ce at Newspaper Adver sements again available. A endees were asked to complete a ques onnaire 9702 Emme F. Lowry Expressway in Texas City. Using the Chamber’s • Houston Chronicle Legal No ce - published July 24, 2011 before they le the event. database, le ers of invita on, signed by Jimmy Haley of the Chamber • La Voz Display Ad - published July 31, 2011 and Doug Kneupper of the City, were mailed out one week in advance C to the 36 Chamber Members along the study corridor. In addi on to the Electronic No fi ca ons Two local residents completed the survey ques onnaire. The following several Chamber, City and H-GAC staff , Stakeholders that a ended the • The Vision Newsle er - sent by H-GAC August 1, 2011 is a summary of their responses: mee ng on July 22 included: • YourHoustonNews.com blog - posted on August 4 and 7, 2011 Of the tools presented here today, which would you like to see used in • Ken Clark, Benny’s Liquor • Chamber Email No fi ca on - sent to members on August 8, 2011 the corridor? • Cynde & Mike Whitson, Schlotzsky’s and August 15, 2011 # of Responses Item • Susan Myers, Texas City ISD • Email Reminder to Elected Offi cials - sent by H-GAC August 8, 2011 0 Raised median A PowerPoint presenta on was made, similar to the presenta on that • H-GAC Website No ce - screenshot (pdf) printed August 10, 2011 2 New SH 146 interchange opera on would be given at the Public Mee ng and layout maps of the poten al Social Media No fi ca ons 0 Center two-way, le -turn lane treatments were laid out on tables for viewing. Comments from the • Facebook No fi ca on - posted on August 11, 2011 2 Improve traffi c signal ming/progression mee ng included: No fi ca ons by Mail 0 Six-lane roadway sec on • When refi neries let out, drivers will cut through parking lots such as • Elected Offi cial Le er with Mailing List - mailed by H-GAC on July 8, the Kroger parking lot to prevent wai ng 3-4 cycles of traffi c light. 2011 (15 contacts) 2 Le - and right-turn lanes • If the hooded le turns aren’t raised, people will drive over them. • Public Mee ng Postcards - mailed by H-GAC on August 3, 2011 0 Four-lane roadway sec on • TxDOT will construct raised medians at the hooded le turns, and (1,009 contacts) 2 Driveway reconfi gura on the City has a contract with TxDOT for landscaping. • Postcard Mailing List with Address Updates 1 Sidewalks • To prevent traffi c stacking up at hooded le turns, the interchange Media Release 2 Merge adjacent parking areas should be improved fi rst. • Media Release and Mailing List - distributed by H-GAC on August 3, 0 Intersec on pedestrian crosswalks • Stakeholders prefer that TxDOT schedule construc on at night. 2011 to local Media Outlets 2 Limit driveway access to FM 1764 • Need to look at one-way traffi c on side street by Shipley Donuts. Messaging Signs • Dynamic Messaging Signs - placed by TxDOT Area Offi ce on August • Drivers currently cut through the bowling alley parking lot. 17, 2011

Access Management Study A5 Appendix A – Public Involvement

Which loca ons along the corridor do you think have the most safety A PowerPoint presenta on was made, similar to the presenta on that • Need to look at parking requirements. (Yes, develop coopera ve use issues? would be given at the Public Mee ng and layout maps of the poten al agreements and shared parking ordinance. Requires some fl exibility treatments were provided in 11x17 handouts for viewing and future from the City.) • Between 25th and SH 146 reference. Comments from the mee ng included: • Are U-turns be er than a regular le turn? (Both have similar • 29th Street north & south turn lanes at Palmer Hwy Medians exposure to oncoming traffi c. Le turns tend to try to execute their • 34th Street north & south turn lanes at Palmer Hwy Le -hand turn lane makes sense. turn faster and can misjudge the gap needed. U-turns tend to look for bigger gaps in on-coming traffi c. The joining of parking lots in What transporta on-related issues along the FM 1764 corridor concern Con nuous Right-turn Lane adjacent parcels will be important to allowing more traffi c to turn le you the most? • Repain ng the roads for the right-turn lane might be in the pipeline. into development and circulate off -street to the desired business.) • Traffi c Lights synchronized be er • Who monitors the right turn lane? Sounds like a lot of money • Is this similar to what Clear Lake did to Bay Area Blvd? (Yes) • Peak Hour conges on without signifi cant improvement. (This improvement may be combined with a TxDOT repaving project, so the cost would be • Are we a emp ng to re-route traffi c off of FM 1764? A emp ng to S M #2 D – minimal.) make other routes appear more a rac ve to pass-through traffi c, and make this corridor feel safer and more a rac ve to shop? (No, S 20, 2011 Road Diet we are a emp ng to accommodate the traffi c that wants to use A stakeholder mee ng for the FM 1764 Access Management Study was • Will the Road Diet create a problem with traffi c? (Kevin: will not Palmer Highway and access its businesses.) held approximately one month in advance of the second public mee ng to create signifi cant conges on, but will slow traffi c slightly due to turns provide an opportunity for business owners and operators along Palmer in and out of driveways which would occur in the rightmost through General Comments Highway to hear a briefi ng on the study and review some of the early lane, compared to the CRTL. The road diet is good for pedestrians, • Why not use signs to route people to 34th Street? It would fi ndings and ini al recommenda ons. This discussion session allowed for bicyclists, and enhancing the appearance of the corridor, which may eliminate traffi c from 146 to 31st. (Didn’t observe this to be a heavy open dialog about the issues and implica ons of poten al treatments. in turn create a traffi c calming eff ect on the roadway.) traffi c route, but will look at it. Again, not our inten on to shi traffi c off Palmer Highway if that is where they want to go.) The mee ng was held on Tuesday, September 20, 2011 at 9 a.m. and • Don’t see much gain for using the Road Diet, since you lose the hosted by the Texas City – La Marque Chamber of Commerce at their extra fl ow. • Are the lights on Palmer med? Is that an op on? (They are not offi ce at 9702 Emme F. Lowry Expressway in Texas City. Using the synchronized except by reference to a non-coordinated clock. That • Would you normally consider the Road Diet when you have Chamber’s database, le ers of invita on, signed by Jimmy Haley of the is one of the recommenda ons that will be included in the plan.) declining vehicle traffi c? (Kevin: Not declining, but stable. The Chamber and Doug Kneupper of the City, were mailed out one week in corridor is fairly mature, so it might benefi t. This would be a • Something needs to be done to deal with power outages. It’s an advance to the 36 Chamber Members plus 17 addi onal business and/or transi on concept from vehicle-oriented to walking/biking friendly ordeal to get the traffi c lights back on a er an outage. (Another property owners along the study corridor. Addi onally, an ar cle was put development along the corridor. Even reducing to 2 lanes, there is recommenda on will be to include Ba ery Backup for each signal into the Chamber newsle er, a mass email was sent out to all Chamber enough capacity for the vehicle traffi c. Road Diet is one long-term controller.) members, and some personal phone calls were made to encourage aspect that is worthy of future considera on.) a endance. In addi on to the several Chamber, City and H-GAC staff , • Do most folks talk about safety or me at the lights as their Stakeholders that a ended the mee ng on September 20 included: • In the 2600 block of Palmer, the current pedestrian traffi c is not concern? (Safety has been the most frequent issue from local likely to spend any money in the corridor. residents we have heard from – they feel the traffi c on Palmer • Lena Brown, Baskin Robbins Highway is rather aggressive and makes them not want to go there.) • Removing the right lane to benefi t pedestrians seems like a bad idea. • Cinder Lopez, Texas City ISD Transporta on • What’s the meline to implement improvements? (Perhaps 2-5 • The Mayor of Texas City is not in favor of the Road Diet. • Kedge Cook, Cook Ford years for the short-term. TxDOT is already looking at some things, Close Driveways and Merge Selected Parking Areas but will depend on funding.) • Bill Henry, Etheridge Real Estate • Driveways are built at diff erent eleva ons in the corridor. Who pays • Not happy about the signage on 25th Street. Way too many signs – • Fred Virani and Robert Thalsi, Palmer Shell to merge them? (Usually some form of public private partnership.) try not to do on Palmer Highway as part of treatments.

A6 Access Management Study Appendix A – Public Involvement

• When is the dra report being released? (We are working on our F Which loca ons along the corridor do you think have the most safety internal Dra Report now and will incorporate the comments from Open house with manned Issues table, sta c displays and computer issues? the public mee ng on October 25 and make available to public on simula on of SH 146 interchange improvements, and sta c displays • Between 34th and SH 146 H-GAC website shortly therea er.) and layout plans of concepts for proposed treatments. Instead of the • Between 31st and 33rd Street • Texas City did a beau ful job on 6th and fi nished it quickly. planned presenta on, the open house ac vity was followed by informal discussion with the two remaining a endees and the 11 members of • The en re corridor is a hazard both for private autos as well as for P M #2 D – O H-GAC and TxDOT staff , consultants and Steering Commi ee present. pedestrian and bicycle traffi c 25, 2011 Discussions focused ini ally on the goals and objec ves, issues, and What transporta on-related issues along the FM 1764 corridor concern ini al concepts for improvements, with subsequent open discussion of a ADVERTISING/NOTIFICATION you the most? variety of issues. A erward, the open house format was again available. • There are too many single occupant vehicles Newspaper Adver sements A endees were asked to complete a ques onnaire before they le the • Houston Chronicle Legal No ce - published September 25, 2011 event; two ques onnaires were completed. • Need covered bus stops • La Voz Display Ad - published October 16, 2011 C Electronic No fi ca ons One local resident and one business owner completed the survey • The Vision Newsle er - sent by H-GAC October, 2011 ques onnaire. The following is a summary of their responses: • Texas City Website No ce – October 2011 Of the tools presented here today, which would you like to see used in • H-GAC Website No ce - posted on September 22, 2011 the corridor? • Email reminder to Elected Offi cials - Sent by H-GAC on October 18, # of Responses Item 2011 1 Raised median No fi ca ons by Mail 1 New SH 146 interchange opera on • Elected Offi cial Le er with Mailing List - mailed by H-GAC on 1 Center two-way, le -turn lane September 20, 2011 (15 contacts) 2 Improve traffi c signal ming/progression • Public Mee ng Postcards - mailed by H-GAC on October 11, 2011 (1,023 contacts) 1 Six-lane roadway sec on • Postcard Mailing List with Address Updates 1 Le - and right-turn lanes Media Release 1 Four-lane roadway sec on • Media Release and Mailing List - distributed by H-GAC on October 1 Driveway reconfi gura on 11, 2011 to local Media Outlets 1 Sidewalks Messaging Signs • Dynamic Messaging Signs - placed by TxDOT Area Offi ce on October 1 Merge adjacent parking areas 25, 2011 1 Intersec on pedestrian crosswalks A 1 Limit driveway access to FM 1764 Four from general public, landowners and represen ng landowners

Access Management Study A7 8 Access Management Study Appendix B Traffi c Data

Access Management Study B11 Appendix B – Traffi c Data

B2 Access Management Study Appendix B – Traffi c Data

2011 T C D C C 2011 ADT C S . 2009 AADT S TDOT Notably, the 2011 ADT counts area 10% to 15% higher than the 2009 AADT volumes Traffi c count data was collected along the study corridor and along the parallel FM from TxDOT. Vehicular tube counters record the number of compressions of the road 1765 corridor to assess the signifi cance of current traffi c characteris cs and to form a tube. Repor ng of the ADT typically just assumes one vehicle for every two tube baseline for analysis. compressions and in doing so assumes a negligible percentage of trucks in the traffi c Vehicular tube counters were set out at strategic loca ons along FM 1764 and FM mix. AADT counts are factored down by the percentage of heavy trucks in the mix of 1765 to collect eastbound and westbound traffi c counts, tabulated every 15 minutes, traffi c, and also, being an annual average, considers the traffi c volumes on weekends beginning at midnight on the morning of April 6, 2011 and con nuing for 48 hours to as well as weekdays in compu ng its average value. Thus, use of the 2011 ADT counts midnight on the evening of April 7, 2011. and TMC counts in the analysis are more representa ve of the cri cal me periods for Direc onal turning movement counts (TMC) were made at the signalized intersec ons capacity analysis of conges on and mi ga on measures along the FM 1764 corridor from SH 146 to 14th Street, inclusive. These loca ons included the intersec ons of FM 11764 with: • SH 146 Southbound Service Road • SH 146 Northbound Service Road • 34th Street • 33rd Street • 31st Street • 29th Street • 25th Street • 21st Street • Driveway at Library/School • 14th Street TMC data was recorded for two-hour periods during the AM peak period, midday and PM peak period, then post analyzed to determine the cri cal one hour volumes during each of those periods.

Access Management Study B3 Appendix B – Traffi c Data

B4 Access Management Study Appendix B – Traffi c Data

Access Management Study B5 6 Access Management Study Appendix C Exis ng and Proposed Network Analysis

Access Management Study C11 2 Access Management Study Appendix C – Exis ng and Proposed Network Analysis

T O A E C Traffi c opera ons were analyzed to assess the exis ng conges on levels and The exis ng traffi c opera ons along the corridor appear an cipated traffi c conges on for future condi ons. The corridor was modeled to operate at LOS D or be er throughout the day with the Synchro™ Analysis of 2011 Existing Conditions ini ally using Synchro™ so ware, a simula on model that u lizes the methods excep on of the evening peak period. From about 5-6 p.m. Average Delay Intersec on Level of contained in the Highway Capacity Manual to assess the delays to vehicles and during the evening peak hour, the interchange of FM 1764 Intersec on with FM 1764 (Seconds per Capacity Services es mates the Level of Service (LOS) of individual movements, by approach and by with SH 146 operates at a LOS F, with queues extending back Vehicle) U liza on intersec on. The following defi ni ons of Level of Service contained in the Highway on the northbound service road to the gore with the SH 146 SH 146 SB SR 226 96% F Capacity Manual 2010 were used: overpass, eastbound FM 1764 to the bridge over SH 3 and SH 146 NB SR 223 100% F the railroad, and westbound FM 1764 back nearly to 34th • LOS A – Li le or no vehicular interac on, 0 to 10 seconds of delay per vehicle Street. The rest of the intersec ons along FM 1764 appear to 34th Street 78 69% E • LOS B – Minimal vehicular interac on, 10 to 20 seconds of delay per vehicle operate well, with Level of Service C or be er. 33rd Street 6 41% A • LOS C – Moderate vehicular interac on, 20 to 35 seconds of delay per vehicle F G E 31st Street 15 49% B • LOS D – Signifi cant vehicular interac on, 35 to 55 seconds of delay per vehicle R C 29th Street 21 63% C • LOS E – Inhibited Flow, signifi cant vehicular interac on, 55 to 80 seconds of 25th Street 31 60% C According to H-GAC projec ons, traffi c volumes along FM delay per vehicle 1764 are an cipated to grow by some 20 to 25 percent by 21st Street 33 54% C • LOS F – Congested Flow, signifi cant vehicular interac on, over 80 seconds of 2028. This level of traffi c increase can be accommodated High School/Library & City 6 26% A delay per vehicle by the current roadway, but will make currently poor LOS Hall The threshold between LOS D and LOS E is typically considered as the demarca on condi ons even worse at the SH 146 interchange, especially 14th Street 33 37% C between acceptable and unacceptable congested condi ons during peak hours, with during the a ernoon peak hour. Table C.1: Results of Synchro™ Analysis of 2011 Exis ng Condi ons LOS F being undesirable. a ernoon peak-hour opera ons

Figure C.1: Exis ng Condi ons, 2011 a ernoon peak-hour Level of Service

Access Management Study C3 Appendix C – Exis ng and Proposed Network Analysis

T C SH 146 I operate similar to the CTRL condi on, but can be expected to operate at a somewhat lower level of service along the roadway since the turns would operate from the Several Single Point Urban Interchange (SPUI) concepts were developed to improve the rightmost of two lanes in each direc on. Detailed informa on on the in and out opera ons of the interchange of FM 1764 at SH 146, four more promising concepts (see ac vity at each driveway during the peak hour would be needed to perform a detailed Figure C.2 – following page). A er ini ally screening the various concepts, two of the assessment of the road diet. SPUI confi gura ons were deemed most feasible: • A-2 the full SPUI SH 146 Interchange Performance

• B-1, a varia on on A-2 which channelizes the NB and SB le turns using the exis ng Total Avg. Total Delay Avg Delay Stopped Stopped U-turn area LOS (veh-hrs) (sec/veh) Time, veh- Time Both produce very similar results in the model. For the more complex analysis of the hrs (sec/veh) SPUI opera ons, the microsimula on model TransModeler™ from Caliper Corpora on Exis ng, Op mized 349 211 310 187 F/F was u lized. For comparison with the opera ons of a diamond interchange, the exis ng SPUI A-2 39 33 29 25 C intersec on opera ons were op mized within the model but with no changes in the SPUI B-1 37 30 27 22 C exis ng lane provisions, the results are shown in Table C.2. Table C.2: SH 146 Interchange Performance C A CTRL, F- RT R D Three scenarios were assessed that propose to enhance the safety of travel along Synchro™ Analysis of 2011 Existing Conditions the corridor, but which would have an impact on the capacity of the eastbound and CRTL with Force-off Right Turns westbound approaches at the intersec ons east of 34th Street beginning with 33rd Exis ng Condi ons / Exis ng Timing (Exis ng Timing) Street. The condi ons are represented in detail in Appendix D as theS hort-Range and Medium-Range Implementa on Concepts. Intersec on Intersec on Intersec on with FM Avg Delay Level of Avg Delay Level of Capacity Capacity • Con nuous Right-Turn Lane (CRTL) Concept – encourages thru traffi c to use the 1764 (sec/veh) Services (sec/veh) Services U liza on U liza on two le most lanes and the driveway traffi c to use the rightmost lanes. Good for SH 146 SB SR 226 96% F 226 96% F separa on of travel speed expecta ons, but limits through movements. SH 146 NB SR 223 100% F 224 100% F • Force-off Right Turns at Signal Controlled Intersec ons - requires thru traffi c to 34th Street 78 69% E 80 69% E use the two le most lanes and the driveway traffi c to use the rightmost lanes. 33rd Street 6 41% A 7 54% A Reinforces the speed separa on of the CRTL treatment, but reduces the eastbound 31st Street 15 49% B 19 61% B and westbound approach capaci es by one lane. 29th Street 21 63% C 28 72% C • Road Diet – A concept was explored for reducing the travel lanes from three in each 25th Street 31 60% C 32 63% C direc on to two in each direc on, with raised medians in either case. 21st Street 33 54% C 33 55% C High School/Library & 6 26% A 6 35% A The comparison of the exis ng condi ons opera ons and the opera ons under the City Hall CTRL, with force-off right turns at signalized intersec ons east of 34th Street, are 14th Street 33 37% C 33 37% C summarized in Table C.3. The assessment of the road diet condi on was modeled to Table C.3: Results of Analysis of Lane Modifi ca ons for CTRL and Road Diet

C4 Access Management Study Appendix C – Exis ng and Proposed Network Analysis

SH 146 I A

A-1 A-2

B-1 B-2

Figure C.2: SPUI confi gura ons considered

Access Management Study C5 6 Access Management Study Appendix D Conceptual Designs and Phasing Plan

Access Management Study D11 Appendix D – Conceptual Designs and Phasing Plan

D2 Access Management Study Appendix D – Conceptual Designs and Phasing Plan

Conceptual designs were developed for three scenarios: 2. Medium-Range, 6 to 15 years (pages D14-D19) – In keeping with the high priority of improving safety and mobility in the corridor, the medium range set of treatments 1. Short-Range, within 5 years (pages D4-D13) – In conjunc on with the programmed focus on strong channeliza on of movements along the corridor and addressing the milling and overlay of the FM 1764 pavement between SH 146 and 14th Street in conges on at the SH 146 interchange. 2011-2012, a set of striping treatments are proposed for incorpora ng into the fi nal striping plan a er comple on of the pavement overlay. These improvements A. Raised medians with channelized and hooded le turns to enhance the safety include: of turning traffi c. A. In lieu of the usual dashed lane divider striping the right-most lane east B. Raised bulb-outs at the far side of the intersec ons with force-off right turns of 34th Street, striping of an 8-inch do ed line to denote the inten on for to create a refuge area for bus stops and to shorten the crossing distance for through traffi c to use the le two lanes and leave the rightmost lane for pedestrians. turning in and out of driveways. This separa on of travel speed expecta ons C. Single Point Urban Interchange at SH 146 to eliminate the excessive delay, by lane along the corridor is expected to alleviate some of the fric on of especially on the east, west and south approaches to the interchange in the driveway entry and exit traffi c with through traffi c and thus reduce the PM peak. propensity for collisions. D. Realignment of 34th Street at FM 1764 to eliminate requirement for split B. At the approach to the signalized intersec ons, stripe a force-off right turn phase opera on of north and south approaches. lane to enforce the inten on for through traffi c to use the le two lanes. 3. Long-Range, more than 15 years (pages D20-D25) – The third set of improvements C. At the far side of the intersec on beyond the force-off right turn, stripe a bulb- addresses private development, their driveway access to FM 1764 and out of the curb line to reinforce the inten on for through traffi c to use the le improvements to circula on off -street by co-joining their parking areas. As such, it two lanes to leave the right lane for turns. is an cipated that these treatments will require a fair amount of me to collaborate D. Establish the channeliza on of le turns from the center turn lane in the with property and business owners, develop agreements between the city and segment between SH 146 and 34th Street, as a precursor to raised medians. property owners for driveway closures and among the various property owners for the sharing of parking, and to assemble the funding for public incen ves to facilitate the improvements.

Access Management Study D3 Appendix D – Conceptual Designs and Phasing Plan MATCH LINEA

S-R P : N Con nuous Right-Turn Lane east of 34th Street

Force-off right turn at signalized intersec ons 0 100 200 Striped Bulb-outs downstream of force-off right turns SCALE: FEET Striped center le turn lanes west of 34th Street

D4 Access Management Study Appendix D – Conceptual Designs and Phasing Plan MATCH LINEB MATCH LINE A MATCH

S-R P : N Con nuous Right-Turn Lane east of 34th Street

Force-off right turn at signalized intersec ons 0 100 200 Striped Bulb-outs downstream of force-off right turns SCALE: FEET Striped center le turn lanes west of 34th Street

Access Management Study D5 Appendix D – Conceptual Designs and Phasing Plan MATCH LINEC MATCH LINE B MATCH

I D • Force Off Right Turns S-R P : • Striped Bulb-out on far side N Con nuous Right Turn Lane east of 34th Street

Force-off right turn at signalized intersec ons 0 100 200 Striped Bulb-outs downstream of force-off right turns SCALE: FEET Striped center le turn lanes west of 34th Street

D6 Access Management Study Appendix D – Conceptual Designs and Phasing Plan MATCH LINED MATCH LINE C MATCH

S-R P : N Con nuous Right-Turn Lane east of 34th Street

Force-off right turn at signalized intersec ons 0 100 200

Striped Bulb-outs downstream of force-off right turns SCALE: FEET Striped center le turn lanes west of 34th Street

Access Management Study D7 Appendix D – Conceptual Designs and Phasing Plan

I D • Force Off Right Turns • Striped Bulb-out on far side MATCH LINE D LINE MATCH MATCH LINEE

S-R P : Con nuous Right Turn Lane east of 34th Street Force-off right turn at signalized intersec ons N Striped Bulb-outs downstream of force-off right turns 0 100 200 Striped center le turn lanes west of 34th Street

SCALE: FEET

D8 Access Management Study Appendix D – Conceptual Designs and Phasing Plan MATCH LINEF MATCH LINE E MATCH

I D I D D • Force Off Right Turns • ForceFoorrce Off RightRiR ghg t Turns • Striped Bulb-out on far side • StripedSttrriped Bulb-outBuBulblb-o-outut onon farfaar sideside S-R P : N Con nuous Right Turn Lane east of 34th Street

Force-off right turn at signalized intersec ons 0 100 200 Striped Bulb-outs downstream of force-off right turns SCALE: FEET Striped center le turn lanes west of 34th Street

Access Management Study D9 Appendix D – Conceptual Designs and Phasing Plan MATCH LINEG MATCH LINE F MATCH

S-R P : N Con nuous Right-Turn Lane east of 34th Street

Force-off right turn at signalized intersec ons 0 100 200 Striped Bulb-outs downstream of force-off right turns SCALE: FEET Striped center le turn lanes west of 34th Street

D10 Access Management Study Appendix D – Conceptual Designs and Phasing Plan MATCH LINE G MATCH END PROJECT

S-R P : N Con nuous Right-Turn Lane east of 34th Street

Force-off right turn at signalized intersec ons 0 100 200 Striped Bulb-outs downstream of force-off right turns SCALE: FEET Striped center le turn lanes west of 34th Street

Access Management Study D11 Appendix D – Conceptual Designs and Phasing Plan MATCH LINEA

I D D • ForceForce Off RiRightght Turns M-R P : • StripedStriped Bulb-outBulb-out on farfar sideside N Keep Con nuous Right-Turn Lane east of 34th Street

Keep force-off right turn at signalized intersec ons 0 100 200 Raised bulb-outs downstream of force-off right turns SCALE: FEET Raised center le -turn lanes SH 146 to 21st Street

D12 Access Management Study Appendix D – Conceptual Designs and Phasing Plan MATCH LINEB MATCH LINE A MATCH

M-R P : N Keep Con nuous Right-Turn Lane east of 34th Street

Keep force-off right turn at signalized intersec ons 0 100 200 Raised bulb-outs downstream of force-off right turns SCALE: FEET Raised center le -turn lanes SH 146 to 21st Street

Access Management Study D13 Appendix D – Conceptual Designs and Phasing Plan MATCH LINEC MATCH LINE B MATCH

I D D • ForceForce Off RiRightght Turns M-R P : N • StripedStriped Bulb-outBulb-out on farfar sideside Keep Con nuous Right-Turn Lane east of 34th Street

Keep force-off right turn at signalized intersec ons 0 100 200 Raised bulb-outs downstream of force-off right turns SCALE: FEET Raised center le -turn lanes SH 146 to 21st Street

D14 Access Management Study Appendix D – Conceptual Designs and Phasing Plan MATCH LINED MATCH LINE C MATCH

M-R P : N Keep Con nuous Right-Turn Lane east of 34th Street Keep force-off right turn at signalized intersec ons 0 100 200

Raised bulb-outs downstream of force-off right turns SCALE: FEET Raised center le -turn lanes SH 146 to 21st Street

Access Management Study D15 Appendix D – Conceptual Designs and Phasing Plan MATCH LINE D MATCH MATCH LINEE

I D D • ForceForce Off RiRightght Turns M-R P : N • StripedStriped Bulb-outBulb-out on farfar sideside Keep Con nuous Right-Turn Lane east of 34th Street

Keep force-off right turn at signalized intersec ons 0 100 200

Raised bulb-outs downstream of force-off right turns SCALE: FEET Raised center le -turn lanes SH 146 to 21st Street

D16 Access Management Study Appendix D – Conceptual Designs and Phasing Plan

I D • Force Off Right Turns • Striped Bulb-out on far side MATCH LINE E MATCH

M-R P : Keep Con nuous Right-Turn Lane east of 34th Street Keep force-off right turn at signalized intersec ons Raised bulb-outs downstream of force-off right turns N Raised center le -turn lanes SH 146 to 21st Street

0 100 200

SCALE: FEET

Access Management Study D17 Appendix D – Conceptual Designs and Phasing Plan MATCH LINEA

L-R P : N Implement driveway consolida ons

Implement merging of parking areas 0 100 200

SCALE: FEET

D18 Access Management Study Appendix D – Conceptual Designs and Phasing Plan MATCH LINEB MATCH LINE A MATCH

L-R P : N Implement driveway consolida ons

Implement merging of parking areas 0 100 200

SCALE: FEET

Access Management Study D19 Appendix D – Conceptual Designs and Phasing Plan MATCH LINEC MATCH LINE B MATCH

L-R P : N Implement driveway consolida ons

Implement merging of parking areas 0 100 200

SCALE: FEET

D20 Access Management Study Appendix D – Conceptual Designs and Phasing Plan MATCH LINED MATCH LINE C MATCH

L-R P : N Implement driveway consolida ons

Implement merging of parking areas 0 100 200

SCALE: FEET

Access Management Study D21 Appendix D – Conceptual Designs and Phasing Plan

I D • Force Off Right Turns • Striped Bulb-out on far side MATCH LINE D LINE MATCH MATCH LINEE

L-R P : Implement driveway consolida ons Implement merging of parking areas N

0 100 200

SCALE: FEET

D22 Access Management Study Appendix D – Conceptual Designs and Phasing Plan MATCH LINE E MATCH

L-R P : N Implement driveway consolida ons

Implement merging of parking areas 0 100 200

SCALE: FEET

Access Management Study D23 24 Access Management Study Appendix E Detailed Costs

Access Management Study E11 Appendix E – Detailed Costs

E2 Access Management Study Appendix E – Detailed Costs

P L C E P The net new costs of these improvements to the programmed milling and resurfacing I project by TxDOT are es mated as follows and as listed in Table E.1. 1. Change to programmed 4-inch white dashed outside lane line, each direc on, to To assist in considera ons for implementa on of recommended improvements, 8-inch white do ed lines east of 34th Street. Total length approximately 10,000 feet planning level cost es mates were made for the Short-Range and Long-Range proposed at a net upcharge of approximately $1.00 per linear foot = $10,000 improvements. 2. Change to 4-inch dashed lines to 8-inch solid white line for 150 feet plus arrows S-R P and ONLY words at force-off right turns. Two arrows and ONLY words @ $125 each The proposed early implementa on access management projects include: plus $150 for solid 8-inch line totals $650 per loca on for a total es mated cost for 9 loca ons of $6,000. 1. Striping of con nuous right-turn lanes, eastbound from 34th Street to 14th Street and westbound from 14th Street to 33rd Street 3. Approximately 60 LF of curvilinear 4-inch white stripe at $4.00 per LF and 70 LF of 8-inch white stripe at $2.50 per LF = approx.. $500 per bulb-out loca on for 9 2. Force-off right turns at signalized intersec ons:21st Street (each way), 25th Street loca ons = approx. $4,500. (each way), 29th Street (each way), 31st Street (each way) and 33rd Street (WB only) for a total of nine loca ons 4. Approx.500 LF of 4-inch yellow stripe per le turn bay for 4 turn bays or 2,000 LF of curvilinear striping at $4.00 per LF = $8,000. Plus 8” yellow diagonal stripes of 3. Striping of bulb-out island downstream of the force-off right turns, for a total of nine approximate total length of 600 LF at $2.50 per LF = $1,500. Total for the median loca ons, using 4-inch solid white lines to denote the outside edge and 8-inch white striping of approximately $9,500. diagonal lines at 24 inches o.c. Total es mated cost of improvements as a change order to the ongoing TxDOT project is 4. Striping of channelized le turn bays in the median between SH 146 and 34th approximately $47,500. A speed study and poten al change to speed limit signage are Street, using 4-inch solid white lines to denote the outside edge and 8-inch white also recommended to be completed in the Short-Range projects diagonal lines at 24 inches o.c.

Estimated Costs of Short-Range Projects

Overlay Addi onal Cost Item Estd Qty3 Price/unit1 Item Cost Delete 4-inch white dash2 -10,000 LF $ 1/LF -$10,000 Notes: Add 8-inch do ed & solid 10,000 LF $ 2/LF $20,000 1. Unit costs approximate from TxDOT Bid Tabula ons, 2011, considering work as a Arrows & ONLY markings 27 EA $ 125/EA $4,000 modifi ca on to an ongoing project. Special use signs @ 400 feet oc 59 EA $ 150/EA $9,000 2. Project currently calls for typical dashed land divider striping, so a credit was + 9 R3-5 signs including for dele ng the need for the dashed striping. Surface prepara on was Striping for Bulb-outs, (130 LF 4-inch 9 EA $ 500/EA $5,000 considered same for either striping type. stripe) 4-inch striping for median LTs 500 LF $ 4/LF $8,000 3. EA = Each, LF = Linear Foot, SY = Square Yard, LS = Lump Sum 8-inch striping for median LTs 600 LF $ 2.50/LF $2,000 Con ngency 1 20% $7,600 Process Change Order 1 5% $1,900 TOTAL Cost of Con nuous Right-Turn $47,500 Table E.1: Total es mated cost of Short-Range projects, except for the speed study and its implementa on cost Access Management Study E3 Appendix E – Detailed Costs

M-R P (S 15 Y) Estimated Cost of SH 146 at FM 1764 Intersection Conversion The proposed Medium Range projects include: SPUI Cost Item Est’d Qty Price/unit Item Cost 1. Single Point Urban Interchange (SPUI) at SH 146 Demolish Exis ng Pavement, SY 200 $ 10/SY $2,000 2. Signal detec on and controller upgrades to facilitate responsive coordinated ming Addi onal Base and Pvmnt, Curb, SY 2,200 $ 75/SY $ 165,000 and opera on at 14th, 21st, 25th, 29th, 31st, 33rd, 34th Streets and SH 146 Modify Center Island Ends, SF 200 $ 50/SF $10,000 3. Conver ng the striped bulb-outs downstream of the forced right turns to raised bulb- Traffi c Signal Poles & Fndn, EA 6 $ 4,500/EA $27,000 outs, 5 each direc on for total of 10 loca ons Traffi c Signal Heads, EA 24 $ 500/EA $12,000 4. Conver ng the striped channelized medians between SH 146 and 34th Street to raised Remove Exist. Traffi c Signals, Fndn 4 $ 1,000/EA $4,000 medians, and Implemen ng raised medians between 34th Street and 21st Street Traffi c Controller Modifi ca on, LS 1 $ 5,000/EA $5,000 5. Re-align 34th Street at intersec on Conduit & Wiring, LF 1,000 $3/LF $3,000 6. Repair damaged sidewalks , install missing sidewalks, demarcate pedestrian passage Striping, LF 5,000 $ 1/LF $5,000 across wide driveway openings Signs and Misc., LS 1 $ 10,000 $10,000 The an cipated costs of these improvements are es mated at a planning level without Traffi c Control, Mobiliza on 1 10% $24,000 the benefi t of design as follows: Engineering and Surveying 1 15% $36,000 1. The cost to convert the exis ng diamond interchange to a SPUI (A-2) is listed in detail Con ngency 1 20% $48,000 in Table E.2 and includes: TOTAL Cost of SPUI $352,000 A. Demolish por ons of exis ng U-turns to accommodate direc onal turns Table E.2: Es mated cost of SH 146 at FM 1764 intersec on conversion B. Remove SB pavement south of FM 1764 C. New pavement to add NB & SB direc onal turns D. New pavement to add EB & WB direc onal turn le bays E. Trim center median at bridge columns F. New signal poles, heads & controller modifi ca ons

Figure E.1: Improvements needed for SPUI

E4 Access Management Study Appendix E – Detailed Costs

2. A thorough assessment of the traffi c signal equipment at the intersec on will need B. To include landscaping in the median would raise cost of the treatment for to be conducted. From a cursory visual assessment, the cost to implement the signal sod, plan ng, trees and irriga on. The value of the landscaping is es mated at upgrades would typically include: approximately $100,000 per mile, or approximately $160,000 for the corridor. A. Detec on equipment (VIVDS cameras, or radar, or thermal) at about $4,000 each approach B. Controller upgrade at about $5,000 C. Communica ons equipment (radio and antenna) at about $9,000 D. Con ngency for signal modifi ca ons and replacements at $7,000 The total per intersec on is es mated at $25,000. Total for nine signals in study area is approximately $225,000. Addi onal cost may be required for design and inspec on. 3. The an cipated cost of construc ng each raised bulb-out is approximately $35,000 per bulb-out, for a total of approximately $350,000 for the 10 loca ons based on: A. 337 SF per bulb-out for pavers on top of exist. pvmt @ $10/SF = $3,500 B. 100 LF of curb work @20/LF = $2,000 C. Con ngency for rework pavement for drainage, signs, striping, ect. = $10,000 D. Contractor mobiliza on = $2,500 per loca on E. Surveying and engineering @ 17,000 per loca on Figure E.2: Raised Bulb-Out (red) 6. The an cipated cost of construc ng the raised medians can consider low and high treatments: A. The raised medians could be created with curbs dowelled into the exis ng pavement and brick pavers laid on top of the exis ng pavement. On a planning level, without fi nal determina on of median opening loca ons, costs were es mated on a per mile basis as follows: i. Curb Work @ $10/LF, 10,000 LF per centerline mile = $100,000/mi ii. Pavers @ $10/SF assuming 35% coverage of 14 width = $260,000/mi iii. Traffi c control and mobiliza on @ $50,000/mi iv. Surveying and engineering @ 15% v. Con ngency @ 20% This level of treatment would cost approximately $550,000 per mile or a total of $880,000 for the 1.6 miles of the corridor without exis ng raised medians.

Figure E.3: Raised Medians

Access Management Study E5 Appendix E – Detailed Costs

Estimated Costs of Improvements to Intersection at 34th Street

Element Quan ty $ Per Unit Es mated Cost 5. The an cipated costs of construc ng the needed alignment improvements at 34th Street are roughly es mated at $216,000 for the intersec on as shown in Table E.3. A. Widening of the Roadway at the NE Quadrant, Enhance Landscaping These are planning level es mates only and must be fully developed based upon Demoli on, SY 110 100 $11,000 Right of Way boundary determina ons and engineering design. Base, SY 130 20 2,600 Pavement, SY 120 50 6,000 Curb, LF 200 10 2,000 Driveway, Each 1 2,000 2,000 Divider Island, SF 500 10 5,000 Lump Landscaping 5,000 5,000 Sum Mobiliza on & Traffi c Control 10% of total 2,860 Subtotal item A $ 36,430 B. Purchase ROW to widen roadway at the SE quadrant Purchase ROW, SF 200 100 $ 20,000 Enhanced Landscaping C. Widen Pavement and Create Pedestrian Landing on SE Corner Demoli on, SY 110 100 $ 11,000 Base, SY 130 20 2,600 Pavement, SY 120 50 6,000 Curb, LF 300 10 3,000 Drainage Inlet, Each 1 5,000 5,000 Driveway, Each 1 2,000 2,000 Divider Islands, SF 400 10 4,000 Lump Landscaping 25,000 25,000 Sum Pedestrian Mobiliza on & Traffi c Control 10% of total 3,360 Landing Subtotal item C $ 61,930 D. Signals, Pedestrian Crossings and Landings Ramps and Landings, Each 4 3,000 $ 12,000 Striping, LF 800 2 1,600 New Signal Poles & Heads 2 7,000 14,000 Lump Conduit, wiring, etc 2,000 2,000 Sum Mobiliza on & Traffi c Control 10% of total 11,789 Subtotal item D $ 41,389 E. Engineering & Surveying 15% $ 23,962 F. Con ngency 20% $ 31,950 TOTAL Cost of 34th Street Improvements $215,661 Figure E.4: 34th Street alignment improvements Table E.3: Es mated Cost of Imtersec on Improvements at 34th Street

E6 Access Management Study Appendix E – Detailed Costs

6. The an cipated cost of construc ng the needed sidewalk enhancements includes the following at a unit cost that approximates the level of diffi culty of the work. A Estimated Costs of Medium-Range Improvement Projects 35% collec on for engineering and surveying (15%) and con ngency (20%) is added: Major Improvement Es mated Cost A. New 5-foot sidewalk north side 34th to 33rd,700 LF @ $40/LF+35% ES&C= Convert Diamond to SPUI $ 352,000 $38,000 Traffi c Signal Equipment Upgrades 225,000 B. New 5-foot sidewalk north side 33rd to 31st ,800 LF @ $40/LF+35% ES&C = Raised Bulb-outs at 10 corners 350,000 $43,000 Raised Medians and Channelized Le Turns 880,000 C. New 5-foot sidewalk north side 31st to 29th,400 LF @ $50/LF+35% ES&C = Landscaping of Medians 160,000 $27,000 Realignment of 34th Street 216,000 D. New 5-foot sidewalk north side 29th to 25th,600 LF @ $50/LF+35% ES&C = Sidewalk Comple on and Reconstruc on 331,000 $40,000 TOTAL Cost of Medium-Range Improvements $2,514,000 E. New 5-foot sidewalk north side 25th to 21st ,1100 LF @ $60/LF+35% ES&C = Table E.4: Es mated Costs of Medium-Range Improvement Projects $89,000 F. Sidewalk repairs south side, 500 LF @ $60/LF+35% ES&C = $40,000 G. Ramp repairs to meet ADA, es mated 10@$4,000 ea+35% ES&C = $54,000 Costs are roughly es mated at $331,000 for the corridor. A complete condi ons assessment should be performed to determine the need for replacement of any exis ng sidewalk and the provision of accessible ramps and signals. The extension of sidewalks from FM 1764 into the neighborhoods where there are currently no sidewalks should be studied further for desirability by residents and prac cality of design and cost.

Access Management Study E7 Appendix E – Detailed Costs

L R P ( 15 ) Estimated Costs of Long-Range Improvement Projects The proposed Long Range projects include driveway and parking area modifi ca ons: # Driveways @ # Parking Areas @ Major Improvement Es mated Cost 1. Modify 1 driveways and 1 parking areas between SH 146 and 34th Street, EB $10K each $20K each 2. Modify 4 driveways and 2 parking areas between 34th and 33rd Streets, EB SH 146 and 34th Street, EB 1 1 $ 30,000 34th and 33rd Streets, EB 42 60,000 3. Modify 2 driveways and 4 parking areas between 34th and 33rd Streets, WB 34th and 33rd Streets, WB 24 100,000 4. Modify 2 driveways and 0 parking areas between 33rd and 31st Streets, EB 33rd and 31st Streets, EB 20 20,000 5. Modify 2 driveways and 0 parking areas between 33rd and 31st Streets, WB 33rd and 31st Streets, WB 20 20,000 6. Modify 4 driveways and 5 parking areas between 31st and 29th Streets , EB 5 + $40K Special 31st and 29th Streets , EB 4 200,000 7. Modify 5 driveways and 3 parking areas between 31st and 29th Streets, WB Area 31st and 29th Streets, WB 53 110,000 8. Modify 7 driveways and 0 parking areas between 29th and 25th Streets, WB 29th and 25th Streets, WB 7 0 70,000 9. Modify 2 driveways and 1 parking areas between 25th and 21st Streets, EB 25th and 21st Streets, EB 2 $50K Special Area 70,000 10. Modify 6 driveways and 0 parking areas between 25th and 21st Streets, WB Con ngency, 20% 6 0 60,000 11. Modify 4 driveways and 0 parking areas just east of 21st Streets, WB Just east of 21st Streets, WB 4 0 40,000 The an cipated costs of these improvements are es mated for illustra ve purposes Engineering & Surveying, 15% 117,000 only, on an order of magnitude basis at a planning level without the benefi t of design, Con ngency, 20% 156,000 using a value of $10,000 per driveway closure and $20,000 per merging point of TOTAL Cost of Long-Range Improvements $1,053,000 adjacent parking areas. Table E.5: Es mated Costs of Long-Range Improvement Projects The total order of magnitude cost of treatments to modify driveways and merge parking areas in the corridor is es mated at $1,053,000 as shown in Table E.5. Addi onal eff orts would need to be expended to nego ate the driveway closures, develop shared parking agreements between property owners, and to develop conceptual design of the treatments.

E8 Access Management Study