Post Oak Boulevard Dedicated Bus Lanes Project

POST OAK BOULEVARD DEDICATED BUS LANES PROJECT

January 2015 Uptown Dedicated Bus Lanes project

Post Oak Boulevard

Uptown Employees by Zip Code The challenge Uptown Houston is a leading economic driver of the Number of Employees City of Houston and the largest business center in by Zip Code the nation outside of a traditional downtown. The 750 to 999 greatest challenge facing Uptown is the lack of ef- 500 to 749 fective commuter transit service. Uptown’s 80,000 300 to 499 200 to 299 employees simply have no commuter transit options, 100 to 199 and the lack of service is a detriment to the growth 99 or less of this highly successful area. Park & Ride Corridors Park and Ride Lots Houston has an excellent commuter bus service on its comprehensive HOV network. This network effectively penetrates the heart of the suburban communities in which most of Uptown’s employees live.

The plan Uptown Houston has a plan, the Uptown Dedicated Bus Lanes Project, which is designed to get these employees to and from work using Houston’s highly successful busway system.

Uptown Houston proposes to rebuild Post Oak Boulevard into an exquisitely designed Grand Boulevard while preserving existing automobile access, substantially improving transit service and creating a beautifully landscaped pedestrian environment.

Bus Shelter KATY Post Oak Boulevard Uptown Dedicated Bus Lanes Project

NORTHWEST 10 TRANSIT Connection to katy/US 290 Park and Ride Lots CENTER PROPOSED The Project taps into the existing US 290 and IH-10 Katy Freeway WEST LOOP HOV lanes, allowing employees to use Park and Ride lots along (I-610) ELEVATED these corridors. DEDICATED BUS LANES

Post Oak Boulevard Dedicated bus lanes Uptown Houston will build Dedicated Bus Lanes in the median of a newly expanded and reconstructed Post Oak Boulevard from 610 IH 610 to Richmond.

UPTOWN POST OAK HOUSTON BOULEVARD DEDICATED BUS LANES

59 Connection to US59/westpark BELLAIRE/ By constructing the Bellaire / Uptown Transit Center, the Project UPTOWN will tap into the existing Westpark Tollway and Southwest Freeway TRANSIT CENTER HOV lanes, allowing employees to use Park and Ride lots along these corridors.

The plan Would For more information on the Uptown 1. Preserve 6 existing auto traffic lanes Dedicated Bus Lanes Project, visit 2. Preserve all signalized left turn lanes www.uptown-houston.com, like us on Facebook and follow us on Twitter. 3. Maintain existing signal operations 4. Add Dedicated Bus Lanes @UptownHouston 5. Remove buses from general traffic lanes 6. Enhance pedestrian access /UptownHoustonTX 7. Preserve Boulevard’s oak trees Post Oak Boulevard Dedicated Bus Lanes Project

Post Oak Boulevard Traffic Study Third Party Review By Walter P. Moore and Associates, Inc.

Walter P. Moore has completed an independent review of the analysis of the proposed Post Oak Boulevard Improvements included in the Uptown Houston Transportation Plan prepared by Gunda Corporation and has conducted a study of three improvement scenarios for Post Oak Boulevard. Based on their review and analysis, Walter P. Moore concluded that the proposed Dedicated Bus Lane option provides the best long term solution for reducing traffic congestion in the Uptown Houston area.

This conclusion was based upon their findings that a major transportation issue in the area is congestion along IH-610. No matter the number of improvements made within Uptown Houston on Post Oak Boulevard or east / west thoroughfares, vehicles will still be caught in long queues along the IH-610 frontage roads and main lanes trying to reach their ultimate destinations.

The only effective solution is to provide an alternative to individuals driving alone by creating a transit system that is attractive (proving reliable, frequent service) to residents, employees, and visitors of Uptown Houston, as proven in Downtown Houston where approximately 32% of commuters use transit.

Review of Retail Impact Report

Jose Luis Nueno produced a report which opined that the proposed Post Oak Boulevard Dedicated Bus Lanes Project would negatively impact retail activities in the area. In response, Uptown commissioned William Whitney, Ph.D. to conduct an in-depth review of the assumptions, analysis and conclusions of Mr. Nueno’s report.

Dr. Whitney received his Ph.D. from the Graduate School of Management, University of California Los Angeles in Urban Land Economics (1975). He served as a Principal with Arthur Andersen for nine years, the last three years headquartered in their London office. His duties with Andersen included the establishment of Andersen’s real estate consulting practices in Southern California and the Asia Pacific Region, then re-locating to England and serving as a resource to Andersen’s European and Middle East Real Estate and Hospitality consulting practices. He is also a contributing author to ULI’s recent publication, Retail Development, 4th Edition.

Dr. Whitney concluded, “A comparison with other existing and proposed DBL / BRT programs suggests that the Uptown DBL / BRT is perhaps the most responsive yet in terms of taking steps in its design and execution that should minimize negative impacts on the local retail community during the development period.”

John Fransen, Vice President, The Hahn Company, and active with the International Conference of Shopping Centers, the Urban Land Institute and a consultant focused on improving retail in Houston’s downtown stated, “In his executive summary, Professor Luis Nueno issues sweeping, definitive predictions resulting in a drop in sales of 50% to 60% that will force closure of most retailers. He would like the reader of his report to buy into his extreme argument — either no construction and status quo (his position) versus a straw man argument he has created — a worst case construction nightmare scenario where most retailers are forced to close. This is just not a believable position.”

Alexander Garvin, M. Arch., M.U.S, Adjunct Professor, Yale, Vice President, Lower Manhattan Development, Corporate Deputy Commissioner, New York City and author of the book, The American City: What Works, What Doesn't , concludes, “The planned investments in Post Oak Boulevard will increase the street’s carrying capacity and, with the increase in the number of people on the street, increase property values and generate further private investment far in excess of what will be spent on improvements to the public realm.”

In addition to these international experts, local retailers who have successfully served the Houston retail market for decades support the Dedicated Bus Lanes Project, including: Ed Wulfe with BLVD Place; The Galleria; Kendall Miller with Tanglewood Corporation’s Post Oak Shopping Center; Weingarten’s Centre at Post Oak and Richmond Square; and AmREIT’s Uptown Park.

Harris County Appraisal District Property Values for Properties to be Acquired

In order to understand the cost of acquiring properties along Post Oak Boulevard for the proposed Dedicated Bus Lanes Project, the Harris County Appraisal District (HCAD) valuations were compiled as follows:

2014 Average Total Est. HCAD Values Sq. Ft. to Total Values Per Sq. Ft. Be Acquired Values

Preliminary Noticed $ 133 per sq. ft. 152,000 sq. ft. $ 20.50 M

Protested $ 127 per sq. ft. 152,000 sq. ft. $ 20.10 M

Transit Demand Forecast

Transit ridership forecasts were developed using a set of computer models developed over a 40 year history by H-GAC / TxDOT / METRO, which have been continually updated, calibrated and refined. The population, employment and land use forecasts were based on H-GAC data sets. The forecasting effort combined a multi-agency task force, including H- GAC, TxDOT, TTI, METRO and Uptown. METRO’s modeling consultant performed the detailed analysis. The information was accepted by HGAC’s Transportation Planning Committee, Federal Transit Administration and Federal Highway Administration.

Projected ridership will range from 15,000 – 20,000 in 2018 and 20,000 to 28,000 in 2035. Overall, ridership estimates were conservative with only 8 – 10% of the employees using transit, but even at this level of ridership, the Dedicated Bus Lanes Project will carry the equivalent of 3 – 4 additional lanes of automobile traffic.

Land Owner Support for Dedicated Bus Lanes Project

Land owners representing more than 70% of the retail linear footage along Post Oak Boulevard support the Dedicated Bus Lanes Project. Land owners of all land uses representing approximately 60% of the linear feet along Post Oak Boulevard support the Project. Post Oak Boulevard Dedicated Bus Lanes Project Construction Phasing

Effectively managing the construction of the Post Oak Boulevard Dedicated Bus Lanes Project is the primary and perhaps most important near term objective to the ongoing operations of Uptown private sector businesses. TIRZ #16 (Uptown Houston) has a long and successful history of constructing projects in the area in a manner that successfully maintains a vibrant business environment and the timely completion of projects.

When work begins on Post Oak Boulevard, active construction segments will maintain a minimum of two lanes of traffic in each direction and all turning movements at intersections during peak periods on weekdays. Non active construction segments will maintain the current three lanes in each direction including all turning movements at intersections. Driveway access will be maintained at all times with the cooperation of the property owners. Uptown Houston plans to construct the project in manageable segments as follows:

 North: West Loop to San Felipe  Middle: San Felipe to Westheimer  South: Westheimer to Richmond

Project construction will be appropriately phased to ensure acceptable traffic operations, business access and prudent and timely completion of the project.

Typical Construction Phasing

TABLE OF CONTENTS

I. Post Oak Boulevard Traffic Study Third Party Review by Walter P. Moore and Associates, Inc ...... Tab 1

II. Analysis of Nueno Retail Report by William H. Whitney, Ph.D...... Tab 2

• Analysis of Nueno Retail Report • William H. Whitney, Ph.D. Bio • Summary – Analysis of Nueno Retail Report • Executive Summary / Full Report

III. Harris County Appraisal District Property Values for Property to be Acquired for Dedicated Bus Lanes Project ...... Tab 3

• Summary – Property Values • Memorandum – Deal Sikes and Associates • Uptown Post Oak Boulevard HCAD Tax Values Chart

IV. Demand Forecasts ...... Tab 4

V. Post Oak Boulevard Project Land Owner Support ...... Tab 5

VI. Real Estate Acquisition ...... Tab 6

• Summary – Real Estate Acquisition Guidelines • Real Estate Acquisition Guidelines

POST OAK BOULEVARD TRAFFIC STUDY THIRD PARTY REVIEW BY WALTER P. MOORE AND ASSOCIATES, INC. Post Oak Boulevard Traffic Study Third Party Review By Walter P. Moore and Associates, Inc.

Walter P Moore has conducted an independent study of three improvement scenarios for the Post Oak Boulevard corridor, considering bus lane options. Based on our review and analysis, the proposed Dedicated Bus Lane option provides the best long term solution for reducing traffic congestion in the Uptown Houston area.

CURRENT CONDITIONS

Uptown Houston, the City of Houston, the Harris County Toll Road Authority, METRO, and the Texas Department of Transportation have made many transportation infrastructure and roadway improvements over the past 30 years to address congestion issues. While these transportation infrastructure improvement projects and programs have been important for mobility in the Uptown Houston area, they will not be able to support the future vehicle demand of the area.

A major transportation issue in the area is congestion along IH 610. No matter the number of improvements made within Uptown Houston on Post Oak Boulevard or east/west thoroughfares, vehicles will still be caught in long queues along the IH 610 frontage roads and main lanes trying to reach their ultimate destinations.

SOLUTIONS

The only effective solution is to reduce the number of single occupancy vehicles in the area. This can be achieved by creating a transit system that is attractive (proving reliable, frequent service) to residents, employees, and visitors of Uptown Houston, as proven in Downtown Houston where approximately 32% of commuters use transit. Bus service is currently provided in mixed-flow along Post Oak Boulevard, but is under-utilized because it does not provide a significant time benefit to potential users. A dedicated bus lane (DBL) providing faster travel times to Uptown Houston destinations would give drivers an incentive to change modes of travel.

TRAVEL TIME

The bus travel time in mixed-flow is much higher than vehicle travel time. This will not encourage drivers to get out of their vehicles and into buses. The Dedicated Bus Lane scenario (see Table 1, Scenario 2) has the shortest travel time for both vehicles and buses compared to the other scenarios. In addition to shorter travel times, commuters will have added time available for work or relaxation during bus rides. This type of bus service will be more reliable and will attract more people, which results in fewer vehicles on the roadway and improved mobility.

Post Oak Boulevard Traffic Study Third Party Review By Walter P. Moore and Associates, Inc. Page 2

Table 1: Post Oak Boulevard Travel Time Comparison (between IH 610 and Richmond), PM Peak Hour

Scenario 1 2 3 Time Savings Time Savings Year 2035 Between 2035 Between 2035 Bus in Scenario 2 Scenario 2 Dedicated Bus Bus in Mixed-Flow POB Bus Mixed-Flow and Scenario and Scenario Lane (median lane) (curb lane) (curb lane) 1 3 POB Lanes 3/3 3+1/3+1 4/4 Travel Time - NB (Vehicles) 27.5 min 29% 19.4 min 26% 22.4 min Travel Time - NB (Buses) 31.0 min 46% 16.6 min 43% 29.2 min Travel Time - SB (Vehicles) 16.0 min 28% 11.6 min 15% 15.9 min Travel Time - SB (Buses) 22.6 min 46% 12.3 min 44% 22.0 min

The travel times between Uptown and two suburban communities, Katy and Sugar Land, were also reviewed. The dedicated bus lane on Post Oak Boulevard, in combination with managed lanes on IH 610/IH 10 and US 59, result in a significantly shorter travel time for commuters to the Katy area and commuters to Sugar Land also experience a shorter travel time when riding transit.

Table 2: Commuter Time Savings

Time Savings Destination % Time Katy 39% 20 minutes

Sugar Land 31% 9 minutes

EAST-WEST STREETS

In addition to significant travel time benefits on Post Oak Boulevard, a dedicated bus lane will also reduce traffic on the east-west thoroughfares thus reducing traffic at the IH 610 interchanges by removing single passenger vehicle trips. The volumes east of Post Oak Boulevard on San Felipe, Westheimer, and Richmond west of IH 610 will all be reduced by approximately 4% due to increased transit ridership resulting in a decrease in single passenger vehicle travel. The traffic volumes east of Post Oak Boulevard on W. Alabama are expected to be reduced by approximately 10%. This reduction in traffic will provide additional relief at the IH 610 interchanges.

ACCESS TO BUSINESSES AND RESIDENTIAL DEVELOPMENTS

In the proposed configuration of Post Oak Boulevard, right-turn in and out movements to and from adjacent properties will operate the same as they do today. Left-turns into sites will have a protected left-turn signal, and likewise, left-turns out will also have a protected movement relative Post Oak Boulevard Traffic Study Third Party Review By Walter P. Moore and Associates, Inc. Page 3 to Post Oak Boulevard traffic. This insures the ability to make left-turns in and out of developments even during the highest congested times along Post Oak Boulevard. As vehicle traffic volumes continue to grow along Post Oak Boulevard it will be more important for property access points to have traffic signals for left-turn and U-turn movements along Post Oak Boulevard.

Based on the review of existing access points, it is believed that the access management improvements implemented over the last 30 years along Post Oak Boulevard, and those proposed as part of the Post Oak Boulevard reconstruction project, will enhance ingress/egress access to adjacent properties due to the installation of traffic signals providing protected left-turn movements as well as transportation capacity and management improvements.

ACCESS TO BUSINESSES AND RESIDENTIAL DEVELOPMENTS DURING CONSTRUCTION

The development of traffic control and access plans associated with construction within public rights-of-way of the City of Houston is controlled by the Department of Public Works and Engineering (COH-PWE). The City of Houston has minimum standards for traffic control with special considerations for major roadways such as Post Oak Boulevard. Construction activity is typically limited to off-peak hours and the maximum number of lanes possible are required to remain open.

CONCLUSION

We have completed our review of the analysis of the proposed Post Oak Boulevard Improvements included in the Uptown Houston Transportation Plan prepared by Gunda Corporation and we have conducted an independent study of three improvement scenarios for the Post Oak Boulevard corridor. Based on our review and analysis, the proposed Dedicated Bus Lane option provides the best long term solution for reducing traffic congestion in the Uptown Houston area.

Interim Review Only Document Incomplete: Not intended for permit or Construction Engineer: Edwin C. Friedrichs, P.E. P.E. Serial No. 50573 Date: January 5, 2015 Walter P. Moore and Associates, Inc. TBPE Firm Registration No. 1856

CONTENTS

Introduction ...... 1 Current Conditions ...... 1 Solutions ...... 3 Analysis Methodology ...... 3 Analysis Scenarios ...... 4 Dedicated Bus Lane ...... 5 Findings ...... 5

TAB ONE: Traffic Volumes

TAB TWO: Growth Projections

TAB THREE: Traffic Analysis

TAB FOUR: Dedicated Bus Lane Schematic

Post Oak Boulevard Traffic Study Page i LIST OF FIGURES

Figure 2-1: Traffic Analysis Zones

LIST OF TABLES

Table 1: Post Oak Boulevard Travel Time Comparison Table 2: Commute Travel Time Comparison Table 1-1: PM Peak Hour Traffic Volume Comparison at Major Intersections Table 2-1: H-GAC Population and Employment Data Table 2-2: Station Passenger Activity Table 2-3: Ridership Forecasts Table 3-1: Level of Service Criteria for Signalized Intersections Table 3-2: PM Peak Hour Level of Service and Delay Comparison

Post Oak Boulevard Traffic Study Page ii INTRODUCTION

The purpose of this study is to determine the effect of the proposed Dedicated Bus Lane (DBL) project on future vehicular travel along Post Oak Boulevard. Three scenarios for transportation improvements along Post Oak Boulevard were considered. In addition, the access points to area businesses along Post Oak Boulevard were reviewed to determine improvements or impacts on ingress/egress due to the DBL project.

CURRENT CONDITIONS

Uptown Houston is one of the top three highest density areas within Houston; however, it is the most underserved, by far, when it comes to transit routes. There is already significant traffic congestion in Uptown with many of the major intersections operating at poor levels of service. At the San Felipe, Westheimer, W. Alabama, Hidalgo, and Richmond intersections, the northbound right turn and southbound left turn volumes are very high since vehicles are trying to access IH 610 especially in the PM peak hour. Most of these turning movements already have long, dual turn bays to try to accommodate the large traffic volumes.

 Freeway Improvements o IH 610/IH 10 Direct Connectors o IH 610/US 59 Direct Connectors o IH 610 Braided On/Off Ramps o Extension of Post Oak Boulevard Southbound as IH 610 Southbound Frontage Road under US 59 o Extension of Northbound IH 610 Frontage Road under US 59 o Construction of Westpark Tollway  Connection Improvements o Westpark Tollway at Post Oak Boulevard and Sage o Widening East/West Thoroughfares . Richmond . Westheimer . San Felipe o New East/West Public Roadways . Hidalgo Street, IH 610 Exit and extension to Chimney Rock

Post Oak Boulevard Traffic Study Page 1 . W. Alabama connection to IH 610 o North/South Public Roadways . Widening of McCue Street from Westheimer to Chevy Chase . Extension of S. Post Oak Lane from San Felipe to Ambassador Way o Conversion of Private Drives to Public Streets . Guilford Court . Ambassador Way . Chevy Chase

In addition to adding capacity via new roadway lanes or transit, capacity can often also be added through transportation system management improvements. Examples of Transportation Systems Management (TSM) include:  Access management  Smart traffic signals  Incident management  Flexible work hours  Carpool/vanpool programs  Traffic management center

Many businesses in Uptown Houston have already implemented TSM improvements such as flexible work hours to distribute some of the traffic loads to off-peak time periods so that employees do not have to endure long travel times to and from work. Some employees also choose to carpool to their place of employment, but this does not result in significant decreases of traffic volumes.

While these transportation infrastructure improvement projects and programs have been important for mobility in the Uptown Houston area, they will not be able to support the future vehicle demand of the area. Even if residential, retail, and commercial developments in Uptown grow at a slower rate, traffic volumes will continue to grow as more traffic passes through the area unrelated to Uptown.

Post Oak Boulevard Traffic Study Page 2 SOLUTIONS

Several solutions have been considered to address future congestion. One option would be to widen Post Oak Boulevard by adding one lane in each direction. This results in a slight improvement; however, the access issues at IH 610 significantly limit the effectiveness of the added lane and ultimately the demand will exceed this one lane of added capacity.

ANALYSIS METHODOLOGY

The following is a summary of the overall methodology for the analysis conducted as part of the study.

1. Traffic Volumes – Historical and current data were compared and summarized in order to develop baseline volumes to use in the existing conditions model. See Tab One for further explanation and data. 2. Projection Validation and New Projections – Previous studies as well as the Houston- Galveston Area Council (H-GAC) travel demand model were reviewed for use in generating traffic projections, transit ridership projections, and development patterns. It was determined that a 1% annual growth rate was appropriate for this study. See Tab Two for further explanation of growth projections. 3. VISSIM Modeling – Analysis was conducted for five conditions: Existing (2014), Background (2035), and three proposed bus scenarios (2035). The conditions are described further in the next section of the report. See Tab Three for modeling details and output. 4. Level of Service and Travel Time Comparison – The results of the analysis for each scenario were compared to determine overall findings of the study.

Post Oak Boulevard Traffic Study Page 3 ANALYSIS SCENARIOS

Five conditions were modeled as part of this study. The five cases are described below:

Base Case – This model includes existing 2014 conditions such as existing traffic volumes, traffic signal timings, and lane configurations.

Future Conditions – This model uses traffic volume projections for 2035 assuming no changes in existing transit service.

Scenario 1 – This model considers the addition of Bus Rapid Transit in mixed-flow traffic along Post Oak Boulevard. Post Oak Boulevard would continue to have three lanes in each direction; however, the bus would share the curb lane with passenger vehicles. The 2035 traffic volume projections were used.

Scenario 2 – This model considers dedicated lanes for Bus Rapid Transit located in the current median of Post Oak Boulevard. The 2035 traffic volume projections were adjusted to account for transit usage. The transit reduction assumes that buses will be able to travel in an exclusive, elevated bus lane on IH 610.

Scenario 3 – This model considers the addition of Bus Rapid Transit in a new bus lane on Post Oak Boulevard. The cross section of Post Oak Boulevard would add a fourth lane in each direction that would be used for buses and right turning vehicles only. The 2035 traffic volume projections were used.

Post Oak Boulevard Traffic Study Page 4 DEDICATED BUS LANE

Currently, Uptown Houston is planning for dedicated bus lanes along the existing median of Post Oak Boulevard. A preliminary schematic of the dedicated bus lanes and stations, developed by Gunda Corporation and dated June 30, 2014, was referenced in this study specifically for the station locations and intersection configurations. It was assumed that in all three bus lane scenarios the stations would be located roughly where they are shown on the plans along Post Oak Boulevard. The schematic alignment can be found under Tab Four.

FINDINGS

Based on the results of the traffic modeling, the added growth of traffic between 2014 and 2035 will increase congestion along Post Oak Boulevard. The addition of dedicated bus lanes on Post Oak Boulevard will significantly improve both vehicle and transit operations along the corridor by removing single occupancy vehicles from the area.

TRAVEL TIME Expected travel times were calculated for vehicles and buses in each scenario described in the ‘ANALYSIS SCENARIOS’ section of this report. Table 1 below shows the travel time for vehicles and buses between Richmond and IH 610 along Post Oak Boulevard. The model included one bus every five minutes in each direction on Post Oak Boulevard or twelve buses an hour. As can be seen in Table 1, due to congestion along the corridor, only a portion of the buses could travel the full length of the corridor in an hour in mixed-flow in Scenarios 1 and 3; four and six respectively for northbound traffic and six and eight for southbound traffic.

In addition, the bus travel time in mixed-flow is much higher than vehicle travel time. This will not encourage drivers to get out of their vehicles and into buses. The Dedicated Bus Lane scenario, Scenario 2, has the shortest travel time for both vehicles and buses compared to the other scenarios. Approximately ten buses in each direction are able to travel the corridor in an hour. In addition to shorter travel times, commuters will have added time available for work or relaxation during bus rides. This type of bus service will be more reliable and will attract more people, which results in fewer vehicles on the roadway and improved mobility.

Post Oak Boulevard Traffic Study Page 5 Table 1: Post Oak Boulevard Travel Time Comparison (between IH 610 and Richmond), PM Peak Hour Scenario 1 Time 2 Time 3 Year 2035 Savings 2035 Savings 2035 Between Dedicated Between Bus in Mixed-Flow Bus in Mixed- POB Bus Scenario 1 Bus Lane Scenario 3 (curb lane) Flow (curb lane) and (median lane) and POB Lanes 3/3 Scenario 2 3+1/3+1 Scenario 2 4/4 Travel Time - NB (Vehicles) 27.5 min 29% 19.4 min 26% 22.4 min Travel Time - NB (Buses) 31.0 min 46% 16.6 min 43% 29.2 min Number of Buses - NB 4 9 6

Travel Time - SB (Vehicles) 16.0 min 28% 11.6 min 15% 15.9 min Travel Time - SB (Buses) 22.6 min 46% 12.3 min 44% 22.0 min

Number of Buses - SB 6 10 8

The travel times between Uptown and two suburban communities, Katy and Sugar Land, were also reviewed. As can be seen in Table 2, the dedicated bus lane on Post Oak Boulevard, in combination with managed lanes on IH 610/IH 10 and US 59, result in a significantly shorter travel time for commuters to the Katy area and commuters to Sugar Land also experience a shorter travel time when riding transit. Travel times were calculated using METRO managed lane speed records.

Table 2: Commuter Travel Time Comparison, PM Peak Hour Travel Time Time Savings Travel Time Origin-Destination (exclusive (vehicle) % Time bus) Katy: Post Oak Boulevard (between San Felipe and 51.7 min 31.4 min 39% 20 minutes Westheimer) to SH 6 via IH 610 and IH 10 Sugar Land: Post Oak Boulevard (between San Felipe and 29.1 min 20.0 min 31% 9 minutes Westheimer) to Williams Trace via US 59

Post Oak Boulevard Traffic Study Page 6 EAST-WEST STREETS In addition to significant travel time benefits on Post Oak Boulevard, a dedicated bus lane will also reduce traffic on the east-west thoroughfares thus reducing traffic at the IH 610 interchanges by removing single passenger vehicle trips. The volumes east of Post Oak Boulevard on San Felipe, Westheimer, and Richmond west of IH 610 will all be reduced by approximately 4% due to increased transit ridership resulting in a decrease in single passenger vehicle travel. The traffic volumes east of Post Oak Boulevard on W. Alabama are expected to be reduced by approximately 10%. This reduction in traffic will provide additional relief at the IH 610 interchanges.

ACCESS TO BUSINESSES AND RESIDENTIAL DEVELOPMENTS Access Changes to Businesses and Residential Developments Over the last 30 years many transportation improvements have been made to improve access to properties in the Uptown Houston area. These include roadway widening projects, roadway reconstruction projects, traffic signal system upgrades, traffic signal timing improvements, incident management command center and response teams, installation of new traffic signals in combination with consolidation of ingress/egress locations, median revisions, braided ramps along IH 610, intersection ramp improvements at IH 10/IH 610 and US 59/IH 610 intersections, roadway improvements for connection to the Westpark Tollway, and pedestrian improvements to encourage walking in lieu of vehicle travel. All of these improvements have impacted site access in a positive way.

The proposed construction along Post Oak Boulevard will closely follow the previous access management improvements particularly related to traffic signals that have been installed along Post Oak Boulevard over the last 30 years and the few new signals that will be added with the Post Oak Boulevard reconstruction project.

In the proposed configuration of Post Oak Boulevard, right-turn in and out movements to and from adjacent properties will operate the same as they do today. Left-turns into sites will have a protected left-turn signal, and likewise, left-turns out will also have a protected movement relative to Post Oak Boulevard traffic. This insures the ability to make left-turns in and out of developments even during the highest congested times along Post Oak Boulevard. As vehicle traffic volumes continue to grow along Post Oak Boulevard it will be more important for property access points to have traffic signals for left-turn and U-turn movements along Post Oak Boulevard.

Post Oak Boulevard Traffic Study Page 7 Over the last 30 years many retail developments have converted to consolidated ingress/egress movements to fewer locations utilizing traffic signals to provide guaranteed and protected access onto Post Oak Boulevard. It is also important to understand that the primary benefit of traffic signals to businesses is related to left-turning vehicles in both the ingress and egress movements. Right- turn ingress and egress movements to almost all properties along Post Oak Boulevard are not impacted by the installation of traffic signals or the median revisions.

Access to Businesses and Residential Developments During Construction The development of traffic control and access plans associated with construction within public rights-of-way of the City of Houston is controlled by the Department of Public Works and Engineering (COH-PWE). The City of Houston has minimum standards for traffic control with special considerations for major roadways such as Post Oak Boulevard. Construction activity is typically limited to off-peak hours and the maximum number of lanes possible are required to remain open.

The Uptown Development Authority has been managing the construction of infrastructure improvement projects since shortly after its creation and has always made access to adjacent properties and safety top priorities. Many of these projects have occurred on major thoroughfares in the area, including Post Oak Boulevard. Some example projects include the construction of a 24- inch water line in the northbound lanes of Post Oak Boulevard and the reconstruction of the San Felipe/Post Oak Boulevard intersections as part of the San Felipe Widening Project.

When construction traffic control plans are developed the City of Houston and Uptown have historically required designers to analyze several construction phasing options in order to find the most efficient design considering both speed of construction and disruption to property access. This analysis should be included in the development of construction plans for the redevelopment of Post Oak Boulevard.

Post Oak Boulevard Traffic Study Page 8 Special consideration has been paid to the time of year considering peak shopping seasons. Additionally, consideration should be given to special events that might be planned for the area.

On previous projects in the area a study was performed to review other proposed construction projects that could impact traffic patterns in the area. This information is considered when planning construction phase and timing of sections of the improvements.

Special consideration similar to the items outlined above should be considered during the reconstruction of Post Oak Boulevard.

Post Oak Boulevard Traffic Study Page 9

TAB ONE

Traffic Volumes

Post Oak Boulevard Traffic Study

TRAFFIC DATA

The traffic study conducted by Gunda Corporation in May 2014, utilized 2008 traffic count data throughout the corridor. In order to not fully duplicate the data collection effort from the past and to review recent growth in the area intersections, peak hour traffic count data was collected at the following major intersections along Post Oak Boulevard:

 Post Oak Boulevard at Richmond  Post Oak Boulevard at Hidalgo  Post Oak Boulevard at West Alabama  Post Oak Boulevard at Westheimer  Post Oak Boulevard at San Felipe

Upon comparing the 2014 and 2008 counts, it was determined that there was minimal increase in traffic volume and in some instances the volumes actually went down in 2014. Table 1-1 below shows the total number of vehicles entering the major intersections from both the 2008 and 2014 counts.

Table 1-1: PM Peak Hour Traffic Volume Comparison at Major Intersections Intersection 2008 Total 2014 Total Difference Entering PM Peak Entering PM Peak Hour Volume Hour Volume POB at Richmond 6479 5808 -10% POB at Hidalgo 2834 2771 -2% POB at West Alabama 3490 3382 -3% POB at Westheimer 7337 6430 -12% POB at San Felipe 5467 5619 3%

The 2014 traffic volumes were used at the major intersections for existing conditions analysis, in combination with 2008 volumes at minor intersections. The 2008 volumes were not increased for growth. Manual adjustments had to be made to volumes along the corridor for lane balancing, but substantial changes to the volumes did not occur.

Post Oak Boulevard Traffic Study Page A1-1 Study Name Post Oak Blvd at Hidalgo St Start Date 09/30/2014 Start Time 7:00 AM Site Code 2 Project Houston

Type Road Classification All Vehicles (no classification) Post Oak Hidalgo Post Oak Hidalgo Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 0 44 47 0 111 113 15 0 112 156 002030 7:15 AM 0 51 40 0 120 111 9 0 146 191 009060 7:30 AM 0 61 63 0 117 128 19 0 141 243 0 1 14 0 9 0 7:45 AM 0 46 63 0 135 155 19 0 124 241 103080 8:00 AM 0 52 57 0 98 135 23 0 135 246 003060 8:15 AM 0 43 61 0 123 123 25 0 144 285 008070 8:30 AM 0 54 59 0 119 95 27 0 126 288 008090 8:45 AM 0 63 54 0 96 114 39 0 121 247 003070 4:00 PM 0 139 54 0 85 34 5 0 39 101 0 0 53 0 55 0 4:15 PM 0 167 47 0 93 23 1 0 47 110 0 0 34 0 73 0 4:30 PM 0 175 53 0 92 25 4 0 49 115 0 0 34 0 62 0 4:45 PM 0 188 56 0 75 15 4 0 29 93 0 0 33 0 67 0 5:00 PM 0 209 66 0 88 18 2 0 45 117 0 0 51 0 106 0 5:15 PM 0 208 64 1 80 17 2 0 42 119 0 0 60 0 117 0 5:30 PM 0 206 65 0 84 38 5 0 42 118 0 0 27 0 74 0 5:45 PM 0 189 91 0 107 36 3 0 56 122 0 0 32 0 64 0 Study Name Post Oak Blvd at Hidalgo St Start Date 09/30/2014 Start Time 7:00 AM Site Code 2 Project Houston

Type Crosswalk Classification Pedestrians Post Oak Hidalgo Post Oak Hidalgo Southbound Westbound Northbound Eastbound Start Time Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined 7:00 AM 0 0 0 0 0 0 0 0 0 2 0 2 7:15 AM 0 0 0 0 0 0 0 0 0 1 1 2 7:30 AM 2 0 2 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 1 0 1 8:15 AM 3 0 3 0 0 0 0 0 0 3 1 4 8:30 AM 1 0 1 0 0 0 0 0 0 1 0 1 8:45 AM 0 1 1 0 0 0 0 0 0 0 0 0 4:00 PM 1 0 1 0 1 1 0 0 0 0 2 2 4:15 PM 0 0 0 1 0 1 0 0 0 1 0 1 4:30 PM 1 0 1 0 0 0 0 0 0 5 5 10 4:45 PM 0 0 0 0 3 3 0 0 0 2 0 2 5:00 PM 0 0 0 0 0 0 0 0 0 2 2 4 5:15 PM 0 0 0 0 0 0 0 0 0 1 0 1 5:30 PM 2 1 3 1 1 2 0 0 0 4 2 6 5:45 PM 0 1 1 0 1 1 0 0 0 5 2 7 Study Name Post Oak Blvd at Richmond Ave Start Date 09/30/2014 Start Time 7:00 AM Site Code 1 Project Houston

Type Road Classification All Vehicles (no classification) Post Oak Blvd Richmond Post Oak Blvd Richmond Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 52 46 43 0 25 99 107 0 37 143 79 1 52 328 35 0 7:15 AM 45 65 32 1 21 138 133 0 40 176 99 0 60 367 40 0 7:30 AM 48 58 30 1 21 162 157 0 49 213 107 0 74 385 54 0 7:45 AM 80 67 33 0 15 148 159 2 28 216 121 1 55 451 45 0 8:00 AM 37 48 40 0 21 152 164 0 38 161 152 2 57 373 33 0 8:15 AM 66 45 31 0 28 209 154 0 40 210 150 0 71 347 24 0 8:30 AM 60 58 40 0 30 166 158 0 35 168 129 1 74 337 28 0 8:45 AM 47 50 39 1 32 161 147 0 43 154 102 0 68 290 22 0 4:00 PM 103 177 62 0 78 292 86 0 9 26 35 0 27 274 46 0 4:15 PM 98 187 70 1 79 309 70 1 9 32 23 1 41 272 42 1 4:30 PM 118 177 82 0 57 362 81 2 11 28 28 0 35 260 42 0 4:45 PM 122 202 96 0 68 364 67 0 17 19 20 0 31 276 41 0 5:00 PM 114 217 84 0 78 362 64 0 10 38 40 1 49 264 48 0 5:15 PM 153 232 66 0 87 393 67 0 17 40 33 1 45 326 47 0 5:30 PM 124 230 91 0 88 420 69 0 15 45 43 1 39 300 43 0 5:45 PM 116 219 88 0 77 407 84 0 13 40 47 1 45 241 46 0 Study Name Post Oak Blvd at Richmond Ave Start Date 09/30/2014 Start Time 7:00 AM Site Code 1 Project Houston

Type Crosswalk Classification Pedestrians Post Oak Blvd Richmond Post Oak Blvd Richmond Southbound Westbound Northbound Eastbound Start Time Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined 7:00 AM 0 0 0 0 0 0 0 3 3 1 0 1 7:15 AM 0 0 0 0 0 0 1 0 1 0 0 0 7:30 AM 0 0 0 0 0 0 0 2 2 0 0 0 7:45 AM 0 1 1 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 1 1 0 0 0 8:15 AM 0 2 2 0 0 0 0 0 0 1 0 1 8:30 AM 2 0 2 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 1 1 2 0 0 0 4:00 PM 1 0 1 0 0 0 0 0 0 0 1 1 4:15 PM 1 0 1 0 0 0 0 1 1 0 1 1 4:30 PM 0 1 1 0 0 0 0 0 0 0 1 1 4:45 PM 0 0 0 0 0 0 0 1 1 1 0 1 5:00 PM 1 0 1 0 0 0 0 0 0 0 1 1 5:15 PM 0 2 2 0 0 0 0 0 0 0 2 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 Study Name Post Oak Blvd at San Felipe St Start Date 09/30/2014 Start Time 7:00 AM Site Code 5 Project Houston

Type Road Classification All Vehicles (no classification) Post Oak San Felipe Post Oak San Felipe Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 13 130 88 1 14 199 11 0 35 82 15 0 35 292 33 1 7:15 AM 13 148 90 0 21 262 9 1 38 131 26 0 42 340 33 1 7:30 AM 15 182 92 0 23 237 9 2 42 128 23 0 55 332 37 0 7:45 AM 8 187 106 0 39 263 12 1 60 137 34 0 64 335 51 0 8:00 AM 16 155 106 1 35 291 19 1 45 121 22 0 64 365 33 0 8:15 AM 17 171 112 0 28 298 18 1 42 118 22 0 59 329 37 0 8:30 AM 11 156 99 0 28 303 14 3 45 114 31 0 66 345 37 0 8:45 AM 22 163 100 0 36 287 14 1 53 114 28 0 67 331 30 2 4:00 PM 37 162 59 0 39 235 13 2 70 251 45 1 90 338 48 1 4:15 PM 39 164 75 4 36 233 23 0 63 236 45 2 104 306 55 3 4:30 PM 34 202 64 2 37 226 21 1 56 210 39 2 97 252 52 1 4:45 PM 44 185 69 2 39 196 16 2 57 207 61 0 98 345 49 2 5:00 PM 59 212 88 0 41 211 9 2 71 235 51 0 95 321 47 0 5:15 PM 67 181 83 0 33 177 16 2 65 188 46 0 95 292 55 0 5:30 PM 52 188 86 0 42 234 14 1 79 237 48 1 99 287 57 0 5:45 PM 51 216 67 0 35 261 24 4 54 232 50 2 98 297 61 0 Study Name Post Oak Blvd at San Felipe St Start Date 09/30/2014 Start Time 7:00 AM Site Code 5 Project Houston

Type Crosswalk Classification Pedestrians Post Oak San Felipe Post Oak San Felipe Southbound Westbound Northbound Eastbound Start Time Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined 7:00 AM 0 0 0 1 1 2 0 1 1 1 1 2 7:15 AM 0 1 1 1 0 1 0 1 1 0 0 0 7:30 AM 0 1 1 2 1 3 1 1 2 0 0 0 7:45 AM 1 0 1 0 0 0 1 0 1 2 1 3 8:00 AM 0 0 0 1 2 3 0 0 0 0 1 1 8:15 AM 0 0 0 0 1 1 0 1 1 0 0 0 8:30 AM 0 0 0 1 1 2 0 0 0 0 2 2 8:45 AM 2 0 2 0 2 2 0 1 1 1 0 1 4:00 PM 1 1 2 0 0 0 1 1 2 0 5 5 4:15 PM 1 0 1 3 0 3 2 0 2 0 2 2 4:30 PM 0 1 1 1 0 1 1 0 1 2 0 2 4:45 PM 0 0 0 1 0 1 1 0 1 1 1 2 5:00 PM 1 1 2 0 1 1 0 1 1 0 4 4 5:15 PM 0 2 2 1 2 3 2 0 2 0 3 3 5:30 PM 0 0 0 0 0 0 0 3 3 0 2 2 5:45 PM 0 0 0 0 0 0 0 0 0 1 0 1 Study Name Post Oak Blvd at W Alabama Start Date 09/30/2014 Start Time 7:00 AM Site Code 3 Project Houston

Type Road Classification All Vehicles (no classification) Post Oak W Alabama Post Oak W Alabama Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 14 82 000000013719032113180 7:15 AM 11 83 010000016922048134250 7:30 AM 14 99 000000023919067165270 7:45 AM 13 94 10000002099045147280 8:00 AM 11 110 02000002078059124280 8:15 AM 11 108 000000022312049125250 8:30 AM 12 105 110000019918059108460 8:45 AM 5 110 00000002061004985330 4:00 PM 42 184 2000000132500187214410 4:15 PM 55 184 0100000131340161202420 4:30 PM 52 200 0200000127470152172420 4:45 PM 52 205 0300000108250154157460 5:00 PM 49 225 0500000161350169128490 5:15 PM 60 216 0100000170280170147420 5:30 PM 64 215 0100000171320202177530 5:45 PM 49 214 0100000162180171132650 Study Name Post Oak Blvd at W Alabama Start Date 09/30/2014 Start Time 7:00 AM Site Code 3 Project Houston

Type Crosswalk Classification Pedestrians Post Oak W Alabama Post Oak W Alabama Southbound Westbound Northbound Eastbound Start Time Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined 7:00 AM 0 0 0 0 0 0 1 0 1 3 0 3 7:15 AM 0 0 0 0 0 0 2 0 2 1 1 2 7:30 AM 1 0 1 1 0 1 0 1 1 3 1 4 7:45 AM 0 0 0 1 1 2 0 2 2 0 1 1 8:00 AM 1 0 1 1 0 1 0 0 0 0 2 2 8:15 AM 0 0 0 0 0 0 5 0 5 3 1 4 8:30 AM 0 0 0 0 0 0 2 0 2 1 0 1 8:45 AM 0 0 0 0 0 0 2 0 2 2 0 2 4:00 PM 0 1 1 0 1 1 0 0 0 2 3 5 4:15 PM 1 0 1 0 0 0 0 0 0 3 6 9 4:30 PM 0 0 0 0 0 0 0 0 0 1 1 2 4:45 PM 1 0 1 0 0 0 1 0 1 0 1 1 5:00 PM 4 0 4 1 3 4 0 4 4 0 0 0 5:15 PM 0 0 0 2 1 3 1 4 5 3 0 3 5:30 PM 1 0 1 1 1 2 0 2 2 1 2 3 5:45 PM 0 0 0 0 1 1 0 12 12 3 2 5 Study Name Post Oak Blvd at Westheimer Rd Start Date 09/30/2014 Start Time 7:00 AM Site Code 4 Project Houston

Type Road Classification All Vehicles (no classification) Post Oak Westheimer Post Oak Westheimer Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 31 55 16 0 57 294 54 1 15 92 33 0 63 279 9 0 7:15 AM 35 70 19 0 54 326 67 0 26 117 45 0 75 335 9 0 7:30 AM 39 73 43 0 54 342 87 0 34 136 49 0 59 328 6 1 7:45 AM 32 61 31 0 76 389 102 0 38 126 45 0 75 334 7 0 8:00 AM 29 55 38 0 82 391 92 1 40 156 41 0 93 365 16 1 8:15 AM 34 68 35 0 81 412 103 1 42 167 48 1 81 279 13 0 8:30 AM 39 69 33 0 83 400 97 0 25 139 59 0 88 314 16 0 8:45 AM 29 66 46 0 74 387 100 1 37 117 46 0 77 294 14 0 4:00 PM 126 160 87 0 50 361 35 2 48 142 129 0 40 267 12 1 4:15 PM 143 190 91 0 53 313 61 0 52 119 126 0 57 302 14 2 4:30 PM 143 173 78 0 40 323 56 1 41 131 120 0 57 298 14 1 4:45 PM 147 192 75 0 52 345 51 1 54 103 127 0 52 333 16 2 5:00 PM 142 193 66 0 44 353 37 3 71 116 140 0 57 290 19 2 5:15 PM 141 235 81 0 37 371 40 1 59 108 149 0 53 281 21 1 5:30 PM 138 226 74 0 38 385 41 2 70 141 150 0 50 291 15 1 5:45 PM 130 257 105 1 30 430 44 4 78 131 114 0 66 285 21 1 Study Name Post Oak Blvd at Westheimer Rd Start Date 09/30/2014 Start Time 7:00 AM Site Code 4 Project Houston

Type Crosswalk Classification Pedestrians Post Oak Westheimer Post Oak Westheimer Southbound Westbound Northbound Eastbound Start Time Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined 7:00 AM 1 3 4 0 1 1 3 5 8 2 2 4 7:15 AM 8 1 9 1 6 7 0 3 3 4 0 4 7:30 AM 1 2 3 0 3 3 0 2 2 0 0 0 7:45 AM 0 6 6 0 3 3 2 3 5 2 5 7 8:00 AM 3 0 3 0 6 6 0 6 6 0 1 1 8:15 AM 6 2 8 7 2 9 7 1 8 3 2 5 8:30 AM 9 0 9 3 3 6 1 3 4 4 0 4 8:45 AM 1 1 2 0 4 4 1 1 2 1 0 1 4:00 PM 0 3 3 4 4 8 2 4 6 2 7 9 4:15 PM 5 5 10 1 2 3 3 5 8 3 4 7 4:30 PM 7 8 15 3 7 10 2 8 10 8 9 17 4:45 PM 4 9 13 6 3 9 5 3 8 9 10 19 5:00 PM 7 7 14 1 4 5 5 7 12 12 14 26 5:15 PM 6 10 16 14 5 19 13 5 18 5 7 12 5:30 PM 2 2 4 3 0 3 10 2 12 6 6 12 5:45 PM 4 7 11 10 1 11 4 1 5 39 6 45 Post Oak Boulevard Traffic Study Walter P Moore Project 23-00055-28 Traffic Volumes

West Loop S NBFR @ Post Oak Blvd Eastbound Westbound Northbound Southbound Year Post Oak Blvd Post Oak Blvd West Loop S NBFR Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 1383 347 310 334 103 845 22 3344 2011 Base (with 3% Growth, Gunda) 1424 357 0 0 319 344 106 870 23 0 0 0 3443 2014 Estimate fo VISSIM 1,383 347 0 0 0 0 310 334 0 0 103 845 22 000000 0 3344 2014 Final Balanced for VISSIM 1,383 347 0 0 350 334 117 845 22 3,398 2035 No Build (21% Growth from 2014) 1,673 420 0 0 0 0 424 404 0 0 142 1,022 27 000000 0 4,112 2035 Build (Dedicated Bus Lane) Estimate Volumes 1,173 294 0 0 0 0 424 404 0 0 142 1,022 27 000000 0 3,486

West Loop S SBFR @ Post Oak Blvd Eastbound Westbound Northbound Southbound Year Post Oak Blvd Post Oak Blvd West Loop S SBFR Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 0 1,495 58 61 352 0 235 480 480 188 3,349 2011 Base (with 3% Growth, Gunda) 0 1,540 60 63 363 0 0 0 0 242 494 494 3,256 2014 Estimate fo VISSIM 0 1,495 58 0 0 61 352 00000000235480604 188 0 3473 2014 Final Balanced for VISSIM 0 1,495 58 61 406 0 0 0 0 235 480 698 188 3,621 2035 No Build (21% Growth from 2014) 0 1,809 70 0 0 74 491 000000002845818452270 4,381 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 1,183 70 0 0 74 491 000000002845815552270 3,465

Post Oak Blvd @ Hollyhurst Ln/ Uptown Blvd (BRT STATION) Eastbound Westbound Northbound Southbound Year Post Oak Blvd Post Oak Blvd Hollyhurst Ln Uptown Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 189 1,107 19 13 1,003 88 52 33 218 92 10 334 3,158 2011 Base (with 3% Growth, Gunda) 195 1,140 20 13 1,033 91 54 34 225 95 10 344 3,254 2014 Estimate fo VISSIM 189 1,107 19 0 0 13 1,003 88 0 0 52 33 218 0 0 92 10 334 0 0 3158 2014 Final Balanced for VISSIM 189 1,234 19 13 1,003 88 52 33 218 92 10 334 0 3,285 2035 No Build (21% Growth from 2014) 229 1,493 23 0 0 16 1,214 106 0 0 63 40 264 0 0 111 12 404 0 0 3,975 2035 Build (Dedicated Bus Lane) Estimate Volumes 173 985 17 0 0 11 966 69 0 0 45 40 181 0 0 76 12 291 0 0 2,866

Post Oak Blvd @ Garrettson/ Four Oaks (BRT Station) Eastbound Westbound Northbound Southbound Year Post Oak Blvd Post Oak Blvd Garrettson Four Oaks Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 39 884 2 96 1,302 214 17 68 71 231 21 181 3,126 2011 Base (with 3% Growth, Gunda) 40 911 2 99 1,341 220 18 70 73 238 22 186 3,220 2014 Estimate fo VISSIM 39 884 2 0 0 96 1,302 214 0 0 17 68 71 0 0 231 21 181 0 0 3126 2014 Final Balanced for VISSIM 45 1,034 2 96 1,160 214 17 68 71 231 21 181 0 3,140 2035 No Build (21% Growth from 2014) 54 1,251 2 0 0 116 1,404 259 0 0 21 82 86 0 0 280 25 219 0 0 3,799 2035 Build (Dedicated Bus Lane) Estimate Volumes 54 681 2 0 0 116 1,025 259 0 0 21 82 86 0 0 280 25 219 0 0 2,850

1 of 5 Post Oak Boulevard Traffic Study Walter P Moore Project 23-00055-28 Traffic Volumes

Post Oak Blvd @ Westbriar Eastbound Westbound Northbound Southbound Year Westbriar Westbriar Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 21 2 145 4 3 5 65 894 38 61 1,437 25 2,700 2011 Base (with 3% Growth, Gunda) 22 2 149 4 3 5 67 921 39 63 1,480 26 2,781 2014 Estimate fo VISSIM 23 2 128 0 0 6 2 12 0 0 68 1,040 28 0 0 45 1,408 35 0 0 2,795 2014 Final Balanced for VISSIM 23 2 112 5 2 12 74 1,134 31 45 1,278 35 0 2,753 2035 No Build (21% Growth from 2014) 28 2 136 0 0 6 2 15 0 0 90 1,372 38 0 0 54 1,546 42 0 0 3,331 2035 Build (Dedicated Bus Lane) Estimate Volumes 28 2 136 0 0 6 2 15 0 0 90 802 38 0 0 54 1,167 42 0 0 2,382

Post Oak Blvd @ San Felipe (BRT STATION) Eastbound Westbound Northbound Southbound Year San Felipe San Felipe Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 296 1,156 226 19 226 981 69 7 291 685 223 12 181 837 296 14 5,467 2014 Counts 387 1,197 220 0 10 151 883 63 9 6 269 892 195 3 3 229 797 324 0 4 5619 2014 Estimate fo VISSIM 387 1,197 220 0 10 151 883 63 9 6 269 892 195 3 3 229 797 324 0 4 5,619 2014 Final Balanced for VISSIM 387 1,197 220 151 883 63 269 892 195 181 918 296 5,652 2035 No Build (21% Growth from 2014) 468 1,448 266 0 0 183 1,068 76 0 0 325 1,079 236 0 0 219 1,111 358 0 0 6,837 2035 Build (Dedicated Bus Lane) Estimate Volumes 367 1,448 158 0 0 108 1,068 60 0 0 273 626 198 0 0 203 775 331 0 0 5,615

Post Oak Blvd @ Blvd Pl Eastbound Westbound Northbound Southbound Year Blvd Pl Blvd Pl Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 60 10 196 202 10 59 116 1,080 100 50 1,200 39 3,122 2011 Base (with 3% Growth, Gunda) 62 10 202 208 10 61 119 1,112 103 52 1,236 40 3,215 2014 Estimate fo VISSIM 60 10 196 0 0 202 10 59 0 0 116 1,080 100 0 0 50 1,200 39 0 0 3122 2014 Final Balanced for VISSIM 60 10 196 202 10 59 116 1,080 100 50 1,200 39 3,122 2035 No Build (21% Growth from 2014) 73 12 237 0 0 244 12 71 0 0 140 1,307 121 0 0 61 1,452 47 0 0 3,777 2035 Build (Dedicated Bus Lane) Estimate Volumes 73 12 237 0 0 244 12 71 0 0 140 764 121 0 0 61 933 47 0 0 2,715

Post Oak Blvd @ Ambassador Way (BRT STATION) Eastbound Westbound Northbound Southbound Year Ambassador Way Ambassador Way Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 333 20 264 8 5 13 67 950 5 41 1,453 104 3,263 2011 Base (with 3% Growth, Gunda) 343 21 272 8 5 13 69 979 5 42 1,497 107 3,361 2014 Estimate fo VISSIM 333 20 264 0 0 8 5 13 0 0 67 950 5 0 0 41 1,453 104 0 0 3263 2014 Final Balanced for VISSIM 333 20 264 8 5 13 67 950 5 41 1,453 104 3,263 2035 No Build (21% Growth from 2014) 403 24 319 0 0 10 6 16 0 0 81 1,150 6 0 0 50 1,758 126 0 0 3,949 2035 Build (Dedicated Bus Lane) Estimate Volumes 403 24 319 0 0 10 6 16 0 0 81 607 6 0 0 50 1,239 126 0 0 2,887

2 of 5 Post Oak Boulevard Traffic Study Walter P Moore Project 23-00055-28 Traffic Volumes

Post Oak Blvd @ Lynn Eastbound Westbound Northbound Southbound Year Lynn Lynn Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 19 0 32 27 0 36 59 830 34 84 1,453 20 2,594 2011 Base (with 3% Growth, Gunda) 20 0 33 28 0 37 61 855 35 87 1,497 21 2,674 2014 (Est. from 2008 Counts) 20 0 34 0 0 29 0 38 0 0 63 880 36 0 0 89 1,540 21 0 0 2,750 2014 Estimate fo VISSIM 19 0 32 0 0 27 0 36 0 0 59 830 34 0 0 84 1,453 20 0 0 2594 2014 Final Balanced for VISSIM 0 0 92 0 0 85 0 937 34 0 1,705 20 2,873 2035 No Build (21% Growth from 2014) 0 0 111 0 0 0 0 103 0 0 0 1,134 41 0 0 0 2,063 24 0 0 3,476 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 111 0 0 0 0 103 0 0 0 591 41 0 0 0 1,544 24 0 0 2,414

Post Oak Blvd @ Guilford Ct (BRT STATION) Eastbound Westbound Northbound Southbound Year Guilford Ct Guilford Ct Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 52 2 210 12 1 12 52 665 14 58 1,769 41 2,888 2011 Base (with 3% Growth, Gunda) 54 2 216 12 1 12 54 685 14 60 1,822 42 2,974 2014 Estimate fo VISSIM 52 2 210 0 0 12 1 12 0 0 52 665 14 0 0 58 1,769 41 0 0 2888 2014 Final Balanced for VISSIM 97 8 222 24 3 13 37 861 14 114 1,643 40 3,076 2035 No Build (21% Growth from 2014) 117 10 269 0 0 29 4 16 0 0 45 1,042 17 0 0 138 1,988 48 0 0 3,723 2035 Build (Dedicated Bus Lane) Estimate Volumes 36 10 150 0 0 16 450095913001081,510370 0 2,479

Post Oak Blvd @ Griscom Eastbound Westbound Northbound Southbound Year Griscom Griscom Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 12 2 18 16 0 24 14 779 15 28 1,847 17 2,772 2011 Base (with 3% Growth, Gunda) 12 2 19 16 0 25 14 802 15 29 1,902 18 2,854 2014 Estimate fo VISSIM 12 2 18 0 0 16 0 24 0 0 14 779 15 0 0 28 1,847 17 0 0 2772 2014 Final Balanced for VISSIM 0 0 178 24 0 0 0 888 21 0 1,863 26 3,000 2035 No Build (21% Growth from 2014) 0 0 215 0 0 29 000001,074250002,254310 0 3,628 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 215 0 0 29 00000573250001,644310 0 2,517

Post Oak Blvd @ Locke Lane (Canyon Café) Eastbound Westbound Northbound Southbound Year Canyon Café Canyon Café Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 34 6 37 19 1 26 29 778 8 11 1,875 86 2,910 2011 Base (with 3% Growth, Gunda) 35 6 38 20 1 27 30 801 8 11 1,931 89 2,997 2014 Estimate fo VISSIM 34 6 37 0 0 19 1 26 0 0 29 778 8 0 0 11 1,875 86 0 0 2910 2014 Final Balanced for VISSIM 57 6 37 66 1 26 77 826 9 11 1,944 86 3,146 2035 No Build (21% Growth from 2014) 69 7 45 0 0 80 1 31 0 0 93 999 11 0 0 13 2,352 104 0 0 3,805 2035 Build (Dedicated Bus Lane) Estimate Volumes 69 7 45 0 0 80 1 31 0 0 93 498 11 0 0 13 1,742 104 0 0 2,694

3 of 5 Post Oak Boulevard Traffic Study Walter P Moore Project 23-00055-28 Traffic Volumes

Post Oak Blvd @ Ethan Allen Eastbound Westbound Northbound Southbound Year Uptown Blvd Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 23 4 49 47 1 41 37 680 14 14 2,026 15 2,951 2011 Base (with 3% Growth, Gunda) 24 4 50 48 1 42 38 700 14 14 2,087 15 3,037 2014 Estimate fo VISSIM 23 4 49 0 0 47 1 41 0 0 37 680 14 0 0 14 2,026 15 0 0 2951 2014 Final Balanced for VISSIM 0 0 49 0 0 41 0 871 69 0 2,018 29 3,077 2035 No Build (21% Growth from 2014) 0 0 59 0 0 0 0 50 0 0 0 1,054 83 0 0 0 2,442 35 0 0 3,723 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 59 0 0 0 0 50 0 0 0 553 83 0 0 0 1,832 35 0 0 2,612

Post Oak Blvd @ Westheimer (BRT STATION) Eastbound Westbound Northbound Southbound Year Westheimer Westheimer Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 164 1,256 76 25 398 1,496 220 68 253 554 576 65 774 1,086 484 28 7,337 2011 Base (with 3% Growth, Gunda) 169 1,294 78 410 1,541 227 261 571 593 797 1,119 499 7,559 2014 Counts 226 1,147 76 5 95 149 1,539 162 10 38 278 496 553 0 47 551 911 326 1 45 6,430 2014 Estimate for VISSIM 195 1,202 76 3 60 274 1,518 191 5 53 266 525 565 0 56 663 999 405 1 37 6888 2014 Final Balanced for VISSIM 195 1,202 76 274 1,518 191 266 554 576 663 999 405 6,919 2035 No Build (21% Growth from 2014) 236 1,454 92 0 0 332 1,837 231 0 0 322 670 697 0 0 802 1,209 490 0 0 8,372 2035 Build (Dedicated Bus Lane) Estimate Volumes 187 1,454 79 0 0 284 1,837 183 0 0 314 266 681 0 0 776 640 475 0 0 7,176

Post Oak Blvd @ Dillards Eastbound Westbound Northbound Southbound Year Dillards Dillards Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 0 0 230 0 0 105 112 1,200 32 65 854 152 2,750 2011 Base (with 3% Growth, Gunda) 0 0 237 0 0 108 115 1,236 33 67 880 157 2,833 2014 Estimate for VISSIM 0 0 230 0 0 0 0 105 0 0 112 1,200 32 0 0 65 854 152 0 0 2750 2014 Final Balanced for VISSIM 0 0 230 0 0 105 121 1,291 34 82 1,076 191 3,130 2035 No Build (21% Growth from 2014) 0 0 278 0 0 0 0 127 0 0 146 1,562 41 0 0 99 1,302 231 0 0 3,786 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 278 0 0 0 0 127 0 0 146 1,134 41 0 0 99 672 231 0 0 2,728

Post Oak Blvd @ W Alabama (BRT STATION) Eastbound Westbound Northbound Southbound Year W Alabama W Alabama Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 773 551 69 6 0 801 6 9 281 1,009 0 3,490 2011 Base (with 3% Growth, Gunda) 796 568 71 0 0 0 0 825 6 289 1,039 0 3,594 2014 Counts 712 584 209 0 11 0000100664113023222870085 3,382 2014 Estimate for VISSIM 712 584 209 0 11 0000100664113023222870085 3382 2014 Final Balanced for VISSIM 712 584 209 734 165 266 1,040 3,710 2035 No Build (21% Growth from 2014) 862 707 253 0 0 0 0 888 200 0 0 322 1,258 0 0 4,490 2035 Build (Dedicated Bus Lane) Estimate Volumes 702 707 187 0 0 00000062018100215735000 3,347

4 of 5 Post Oak Boulevard Traffic Study Walter P Moore Project 23-00055-28 Traffic Volumes

Post Oak Blvd @ Park View Eastbound Westbound Northbound Southbound Year Park View Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds 2014 Estimate for VISSIM 00000000000000 0 0 2014 Final Balanced for VISSIM 25 0 40 859 78 25 1,224 2,251 2035 No Build (21% Growth from 2014) 30 0 48 0 0 0 1,039 94 0 0 30 1,481 0 0 0 2,722 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 0 0 0 30 0 48 0 0 0 752 94 0 0 30 892 0 0 0 1,846

Post Oak Blvd @ Hidalgo Eastbound Westbound Northbound Southbound Year Hidalgo Hidalgo Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 0 0 0 408 241 32 0 169 699 0 1 0 1,005 280 3 2,834 2011 Base (with 3% Growth, Gunda) 0 0 0 420 248 33 174 720 0 0 1,035 288 2,918 2014 Counts 170 0 361 0 18 359 109 12 0 3 185 476 000081228614 2,771 2014 Estimate for VISSIM 170 0 361 0 18 359 109 12 0 3 185 476 000081228614 2771 2014 Final Balanced for VISSIM 170 0 361 460 140 12 185 755 0 0 924 325 3,332 2035 No Build (21% Growth from 2014) 206 0 437 0 0 557 169 15 0 0 224 914 00001,11839300 4,033 2035 Build (Dedicated Bus Lane) Estimate Volumes 206 0 437 0 0 557 169 15 0 0 224 627 000052939300 3,157

Post Oak Blvd @ Lakes on Post Oak Eastbound Westbound Northbound Southbound Year Lakes on Post Oak Lakes on Post Oak Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 207 191 15 733 1,464 14 2,624 2011 Base (with 3% Growth, Gunda) 213 0 197 0 0 0 15 755 0 0 1,508 14 2,702 2014 Estimate for VISSIM 207 0 191 0 0 000001573300001,464140 0 2624 2014 Final Balanced for VISSIM 207 0 191 0 0 0 15 733 0 0 1,729 16 2,891 2035 No Build (21% Growth from 2014) 0 231 0 0 00000 1,13700002,092190 0 3,479 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 231 0 0 00000085000001,503190 0 2,603

Post Oak Blvd @ Transco 1 Dr (BRT STATION - FAIRDALE) Eastbound Westbound Northbound Southbound Year Lakes on Post Oak Lakes on Post Oak Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds 2014 Final Balanced for VISSIM 0 0 136 0 0 0 0 748 0 0 1,910 10 2,804 2035 No Build (21% Growth from 2014) 250 0 165 0 0 000001888700002,311120 0 3,643 2035 Build (Dedicated Bus Lane) Estimate Volumes 250 0 165 0 0 000001860000001,722120 0 2,767

Post Oak Blvd @ Richmond (BRT STATION) Eastbound Westbound Northbound Southbound Year Richmond Richmond Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 265 1,166 295 7 430 1,540 300 4 79 167 191 7 619 1,038 389 4 6,479 2011 Base (with 3% Growth, Gunda) 273 1,201 304 443 1,586 309 81 172 197 638 1,069 401 6,674 2014 Counts 178 1,131 184 0 3 330 1,582 284 0 0 55 163 163 4 0 507 898 329 0 3 5,808 2014 Estimate for VISSIM 222 1,149 240 0 5 380 1,561 292 0 2 67 165 177 2 4 619 1,038 389 0 4 6301 2014 Final Balanced for VISSIM 265 1,149 240 380 1,561 300 67 183 177 619 1,038 389 6,368 2035 No Build (21% Growth from 2014) 321 1,390 290 0 0 460 1,889 363 0 0 81 221 214 0 0 749 1,256 471 0 0 7,705 2035 Build (Dedicated Bus Lane) Estimate Volumes 237 1,390 278 0 0 441 1,889 268 0 0 80 113 210 0 0 680 779 428 0 0 6,793

5 of 5

TAB TWO

Growth Projections

Post Oak Boulevard Traffic Study

GROWTH PROJECTIONS

GROWTH RATE In order to determine the growth rate to apply to existing traffic volumes to develop traffic volumes for 2035, several sources were considered. First, the population and employment data from the H- GAC travel demand model were compared for 2014 and 2035. Data from the TAZs shaded in the map below were used.

Figure 2-1: Traffic Analysis Zones

Post Oak Boulevard Traffic Study Page A2-1

As shown in the Table 2-1, it is anticipated that the population will grow approximately 5% per year and employment will grow approximately 2% per year. H-GAC traffic volume projections were also reviewed which indicated an area growth of 1 to 2% between 2014 and 2035.

Table 2-1: H-GAC Population and Employment Data Annual % 2014 2035 Growth % Growth Growth Population 12,748 27,109 14,361 112.7% 5.4% Employment 60,202 87,904 27,702 46.0% 2.2%

Based on the count data and the H-GAC employment growth, it was determined that an annual growth rate of 1% should be used in the analysis of future conditions. This results in a total growth of 21% between 2014 and 2035.

TRANSIT REDUCTION To identify a transit reduction factor for the three bus scenarios, the Uptown Transit Demand Forecasts developed by HDR (study dated June 18, 2013) were utilized. The HDR study followed a standard travel demand modeling process to estimate boardings and alightings at each station along Post Oak Boulevard. For the purpose of this study, the alternative defined as ‘2035 Post Oak Blvd BRT w/ Elevated Busway on West Loop’ was considered most appropriate.

From the HDR report, ‘2035 Station to Station Passenger Activity by Time of Day (BRT in Elevated Busway)’ was used as a starting point for transit reduction in this study (see Table 2-2). This table refers to peak trips, but includes five hours of data, 2 hours in the AM peak and 3 hours in the PM peak. In order to reduce this to one peak hour for use in the traffic analysis, ridership forecasts from the HDR study were used to determine that the design hour/PM peak hour was approximately 20% of the peak period ridership (see Table 2-3). Additionally, the HDR study estimated that 55% would travel southbound and 45% would travel northbound. These factors were all applied to the boarding/alighting table to determine design hour transit usage. The reductions were then applied to the traffic volumes along the routes to each station. A vehicle occupancy rate of 1.15 was applied to the passenger volumes to determine a vehicle equivalency. In addition, a small factor was added to account for passengers walking to the intermediate stations from their place of origin.

Post Oak Boulevard Traffic Study Page A2-2 Table 2-2: Station Passenger Activity (HDR Report: Table 7: 2035 Station to Station Passenger Activity by Time of Day (BRT in Elevated Busway)) 2035 Elevated Busway ‐ Stop 2 Stop Summary ‐ Peak Trips (AM+PM) combined in OD format Station node Station Grand Number Name NWTC Westpark TC Richmond West Alabama Westheimer Guilford Court San Felipe Uptown Park Total 16555 NWTC 0 1,290 600 480 500 460 660 680 4,670 18455 Westpark TC 1,290 0 180 330 260 570 650 480 3,760 91005 Richmond 600 180 0 50 40 80 160 100 1,210 91015 West Alabama 480 330 50 0 50 100 160 130 1,300 91025 Westheimer 500 260 40 50 0 10 30 20 910 91035 Guilford Court 460 570 80 100 10 0 50 20 1,290 91045 San Felipe 660 650 160 160 30 50 0 10 1,720 91055 Uptown Park 680 480 100 130 20 20 10 0 1,440 Grand Total 4,670 3,760 1,210 1,300 910 1,290 1,720 1,440 16,300

2035 Elevated Busway ‐ Stop 2 Stop Summary ‐ Off‐Peak Trips Station node Station Grand Number Name NWTC Westpark TC Richmond West Alabama Westheimer Guilford Court San Felipe Uptown Park Total 16555 NWTC 0 250 470 270 140 110 210 190 1,640 18455 Westpark TC 250 0 460 180 140 140 160 110 1,440 91005 Richmond 470 460 0 90 160 340 480 320 2,320 91015 West Alabama 270 180 90 0 40 80 160 120 940 91025 Westheimer 140 140 160 40 0 10 30 30 550 91035 Guilford Court 110 140 340 80 10 0 10 60 750 91045 San Felipe 210 160 480 160 30 10 0 10 1,060 91055 Uptown Park 190 110 320 120 30 60 10 0 840 Grand Total 1,640 1,440 2,320 940 550 750 1,060 840 9,540

Post Oak Boulevard Traffic Study Page A2-3 Table 2-3: Ridership Forecasts (HDR Report: Table 4: Ridership Forecasts for the Uptown Transit Alternatives) 2018 Build 2018 Build 2035 Build 2035 Build 2035 Build 2018 (elevated (Mixed flow on 2035 (elevated (Mixed flow on ALT6 (elevated Busway on Westloop Baseline/ Busway on Wes t l oop and Baseline/ Busway on Wes t l oop and and exclusive busway Key Model Statistics No Build Westloop and Exclusive No Build Westloop and Exclusive on Post Oak Blvd) exclusive busway busway on exclusive busway busway on ) Sensitivity run wi th t on Post Oak Blvd) Post Oak Blvd) on Post Oak Blvd) Post Oak Blvd updated employmen Total Daily BRT ridership (unadjusted) Not applicable 20,350 14,950 Not applicable 29,400 21,850 35,354 Total daily BRT ridership (adjusted) Not applicable 17,500 12,900 Not applicable 25,300 18,800 30,400

Peak period (2 hrs in AM + 3 hrs in PM)Not ridership applicable 10,850 8,000 Not applicable 15,650 11,650 18,850 Off‐peak period (8:30 am to 3:30 PM) plusNot lateapplicable evening 6,650 4,900 Not applicable 9,600 7,150 11,550

AM peak period ridership (6:30 to 8:30)Not applicable 4,340 3,200 Not applicable 6,250 4,650 7,540

AM peak hour passenger load SouthboundNot applicablefrom NWTC 1,300 950 Not applicable 1,720 1,350 2,050 AM peak hour passenger load NorthboundNot applicable from UPTC 1,000 750 Not applicable 1,700 1,100 2,040

PM peak period ridership (3:30 to 6:30)Not applicable 6,500 4,800 Not applicable 9,400 7,000 11,300

PM peak hour passenger load SouthboundNot applicable to UPTC 950 700 Not applicable 1,550 1,000 1,860 PM peak hour passenger load northboundNot applicable to NWTC 1,200 900 Not applicable 1,570 1,300 1,900

Post Oak Boulevard Traffic Study Page A2-4

TAB THREE

Traffic Analysis

Post Oak Boulevard Traffic Study

TRAFFIC ANALYSIS

VISSIM SCENARIO MODELING The traffic simulation model VISSIM was used to conduct traffic analysis for each of the five scenarios described previously in this report. Existing traffic signal timings were used for all analysis scenarios. It was assumed that for the exclusive bus option (Scenario 2), that buses would travel through the intersection when northbound and southbound traffic had a green signal phase. No signals were pre-empted or given priority for buses. Individual bus routes were modeled with boarding and alighting volumes assigned at each station. All signalized intersections along Post Oak Boulevard were included in the model as well as some of the primary driveways.

For the three bus scenarios, it was assumed that traffic signals would be installed at the following intersections:  Post Oak Boulevard at Locke Lane (Canyon Café)  Post Oak Boulevard at Transco 1 Drive (access to Lakes on Post Oak)

For the exclusive bus scenario, Scenario 2, it was assumed that a traffic signal would also be installed at the intersection of Post Oak Boulevard and West Briar to provide protected turning movements.

CAPACITY ANALYSIS Results of the analyses conducted in VISSIM are reported in standard level of service (LOS) format, with the most favorable conditions being designated as LOS A and the poorest conditions indicated by LOS F. Intersection level of service is based on the amount of delay that each vehicle encounters at a given intersection. The level of service criteria for signalized intersections, along with a brief description of the conditions experienced for each level of service grade, can be seen in Table 3-1.

Transportation agencies generally consider operations at or above LOS C to be acceptable. In more dense areas like a central business district, operations at or above LOS D may also be considered acceptable during peak traffic hours.

Analyses results for all five conditions are provided in Table 3-2.

Post Oak Boulevard Traffic Study Page A3-1 Table 3-1: Level of Service Criteria for Signalized Intersections Stopped Delay Level of Service Description (seconds/vehicle) At a single intersection most vehicles do not stop at all. When A ≤ 10 linked with other signals, vehicles progress through intersections without stopping. At a single intersection some vehicles stop before getting a green signal. When linked with other signals, some cars may B > 10 and ≤ 20 have to stop but most progress through the intersection without stopping. At a single intersection, a significant number of vehicles must stop and wait for a green signal. Some vehicles may have to C > 20 and ≤ 35 wait through one full signal cycle before being able to move through the intersection. At this level, congestion is noticeable. Many vehicles have to stop while waiting for a green signal. D > 35 and ≤ 55 A noticeable number of vehicles have to wait through one full cycle before being able to continue through the intersection. At this level, almost all vehicles have to wait through one or E > 55 and ≤ 80 more full signal cycles before moving through the intersection. When linked with other signals, progression is slow. At this level, the number of vehicles entering the intersection F > 80 exceeds its capacity. Vehicles have to wait through multiple full signal cycles before moving through the intersection.

Post Oak Boulevard Traffic Study Page A3-2 Table 3-2: PM Peak Hour Level of Service and Delay (in seconds/vehicle) Comparison Scenario Existing No Build 1 2 3 Year 2014 2035 2035 2035 2035 Dedicated Bus Current Current BRT Mixed BRT Mixed POB Bus Lane (median Routes Routes (curb lanes) (curb lanes) lanes) Transit Reduction None None None 610 Bus Elevated None POB Lanes 3/3 3/3 3/3 3+1/3+1 4/4 F F F F F Post Oak Blvd at IH 610 86.5 122.0 134.4 123.3 130.9 F F F F F Post Oak Blvd at Hollyhurst 90.7 100.1 88.2 88.5 97.3 E E E C E Post Oak Blvd at Four Oaks 56.1 68.5 61.1 25.4 55.9 Post Oak Blvd at West Briar C C C B C (only signalized in Scenario 2) 19.3 24.7 19.5 14.6 22.1 D E E D E Post Oak Blvd at San Felipe 54.7 75.7 66.8 47.4 73.1 C F E B C Post Oak Blvd at Blvd Place 22.3 84.2 56.5 14.0 30.0 Post Oak Blvd at Ambassador C F D C D Way 33.6 88.7 54.7 27.5 39.3 C C C B C Post Oak Blvd at Guilford 24.1 29.7 32.2 18.1 28.8 Post Oak Blvd at Locke Ln C C C C C (Canyon Café) 23.9 28.5 29.6 28.6 34.2 D D D D D Post Oak Blvd at Westheimer 45.4 52.5 48.4 36.4 51.6 B B B A A Post Oak Blvd at 2600 Block 16.0 18.7 15.3 8.2 4.8 B B B B C Post Oak Blvd at W Alabama 16.2 16.9 19.1 14.5 22.7 B B B B B Post Oak at Park View 11.9 12.4 12.5 14.1 13.3 C D D C C Post Oak Blvd at Hidalgo 32.6 35.5 38.0 34.0 34.1 B C D C C Post Oak Blvd at Transco One Dr. 18.1 25.0 36.3 23.0 29.8 E E E D E Post Oak Blvd at Richmond 60.7 67.9 59.6 49.7 63.7

Post Oak Boulevard Traffic Study Page A3-3

TAB FOUR

Dedicated Bus Lane Schematic

Post Oak Boulevard Traffic Study

PROJECT NAME:

ANALYSIS OF NUENO RETAIL REPORT An alysis of nueno retail reports

William Whitney, Ph. D UCLA Professor Principal of Arthur Anderson Urban Land Institute Advisor Author

Response to “Uptown Houston’s Dedicated Bus Lane: Wrong System, Wrong Place” by Jose Luis Nueno

“A comparison with other existing and proposed DBL / BRT programs suggests that the Uptown DBL - BRT is perhaps the most responsive yet in terms of taking steps in its design and execution that should minimize negative impacts on the local retail community during the development period.” (A detailed, point by point analysis of the Nueno report is available in this packet)

John Fransen Vice President, The Hahn Company International Conference of Shopping Centers Urban Land Institute

“In his executive summary, Professor Luis Nueno issues sweeping, definitive predictions resulting in a drop in sales of 50% to 60% that will force closure of most retailers. He would like the reader of his report to buy into his extreme argument — either no construction and status quo (his position) versus a straw man argument he has created — a worst case construction nightmare scenario where most retailers are forced to close. This is just not a believable position.”

Alexander Garvin, M.Arch., M.U.S Adjunct Professor, Yale Vice President, Lower Manhattan Development Corporation Deputy Commissioner, New York City Author

“The planned investments in Post Oak Boulevard will increase the street’s carrying capacity and, with the increase in the number of people on the street, increase property values and generate further private investment far in excess of what will be spent on improvements to the public realm.” In addition to these international experts, local retailers who have successfully served the Houston retail market for decades support the Dedicated Bus Lanes Project, including:

• Uptown Park (AmReit) • BLVD Place (Wulfe & Co.) • Post Oak Shopping Center (Tanglewood Corp.) • Centre at Post Oak (Weingarten) • Galleria (Simon) • Richmond Square (Weingarten)

Support Project Do Not Support Project Neutral / Unknown William H. Whitney, Ph.D. Author of the Analysis of Nueno Retail Report

Dr. Whitney received his Ph.D. from the Graduate School of Management, University of California Los Angeles in Urban Land Economics (1975). He served as a Principal with Arthur Andersen for nine years, the last three years headquartered in their London office. His duties with Andersen included the establishment of Andersen’s real estate consulting practices in Southern California and the Asia Pacific Region, then re- locating to England and serving as a resource to Andersen’s European and Middle East Real Estate and Hospitality consulting practices.

Dr. Whitney has been an active member of the Urban Land Institute (ULI), and has served on its local Executive Committee in southern California managing a number of its Technical Assistance Programs (TAPs) for local communities. He was also a contributing author to ULI’s recent publication, Retail Development, 4th Edition.

Dr. Whitney has 40 years of experience as a real estate advisor, and has worked throughout the United States and over 35 foreign countries. He has collaborated recently with the following: Strategic Economics; A C Martin Partners; HLK-Dallas; HVS International, New York and Sydney offices; HR&A Advisors, Inc.; PPV, LLC.; Deloitte Touche Tohmatsu; Ernst & Young; Economics Research Associates; The Fransen Company; WATG, Inc.-Honolulu; Development Design Group, Inc.; Moffatt & Nichol, Engineers; and KMH LLP, Honolulu.

His recent projects also include a series of assignments for the City of Santa Monica related to the revision of its master plan and responding to challenges to its proposed focus on growth in portions of the city that will be served by transit; master planning of two large resorts and a new community in South Korea for Korean Air Lines; and evaluation of the growth potentials for the Westchester Business Improvement District in response to likely changes in the configuration of Los Angeles International Airport. He has also taught Real Estate Finance and Urban Land Economics at UCLA.

Summary of Analysis of Nueno Retail Report By William H. Whitney, Ph.D.

I. Purpose of the Post Oak Boulevard DBL / BRT

NUENO REPORT:

“The Uptown DBL project will not serve any purpose at any reasonable cost.”

WILLIAM WHITNEY, PH.D / UPTOWN RESPONSE: The Uptown Dedicated Bus Lanes Project (Uptown DBL) is a regional solution to ensure the economic vitality of this part of Houston's central core. Using a rebuilt Post Oak Boulevard to transport commuters to and from work, this plan will effectively take cars off Post Oak Boulevard, San Felipe, Westheimer and Richmond and put commuters on exclusive bus lanes that will connect Uptown to METRO’s highly successful HOV network in the northwest, west and southwest corridors. These dedicated lanes provide the equivalent of two additional lanes in each direction of automobile traffic, which results in a reduction in vehicles traveling on the West Loop. This re-imagined interconnection of Post Oak Boulevard with Park and Ride lots, HOV lanes, transit centers, and dedicated bus lanes effectively penetrates the heart of the suburban communities in which the majority of Uptown employees live.

II. “Barrier Effect”

NUENO REPORT:

“The ‘barrier effect’ of DBL will trigger a chain of events resulting from vacancy, inhospitable traffic, vandalism and crime – causing the deterioration of the Galleria commercial sector.”

WILLIAM WHITNEY, PH.D / UPTOWN RESPONSE: In its discussion of the so-called "barrier" effect, the Nueno report confuses a DBL / BRT system featuring bus lanes positioned in the median of a SIX- LANE SUBURBAN BOULEVARD with that of the layout of an urban LRT system that has been retrofitted into the parking lane of an urban downtown street system.

Based upon site review of Post Oak Boulevard and discussions with retailers and property owners that are active on Post Oak Boulevard, the vast majority of retailers, restaurateurs and services businesses are not likely to be faced with the inevitable deterioration from "barrier effects" as described in the Nueno report, as they simply are not facing the physical conditions to which that term has been applied. Given the proposed layout and construction programming for the Uptown DBL / BRT and the configuration of existing retail development along Post Oak Boulevard, the likelihood of a "barrier effect" as projected in the Nueno report is minimal.

III. Projected Cost of the DBL / BRT

NUENO REPORT:

The Nueno report asserts that the Uptown DBL / BRT cannot be built at any "reasonable cost". The basis for this conclusion is offered on page 6 where the following documentation is provided:

"Although estimated to be a $200 Million dollar project, funded mostly by Uptown (Houston District), there is a consensus among local construction experts that it will far exceed that amount."

WILLIAM WHITNEY, PH.D / UPTOWN RESPONSE: No source(s) for this conclusion is provided; no detail is offered with respect to possible areas of cost overrun(s).

Uptown's DBL construction cost estimates were developed using quantity takeoffs from the preliminary layouts and average Houston area bid prices. The resulting estimate included a 10% contingency. Cost estimates are being continuously refined through the design development process.

IV. Questioning the Economic Demise of the Galleria Area

NUENO REPORT:

“Post Oak Boulevard and the entire Galleria area – including retail providers, their employees, and their families – will sustain serious and permanent damage as a result of Uptown's DBL project.”

WILLIAM WHITNEY, PH.D / UPTOWN RESPONSE: This is an opinion that is offered without support documentation as to where this "permanent damage" has occurred as a consequence of the introduction of a DBL / BRT. On the contrary, DBL / BRT and express bus programs projects have met with great success in their respective communities, with the result that characteristically they have been expanded (see for example, Salt Lake City; Eugene, Oregon; Denver; Cleveland; and Los Angeles).

“Sales in affected areas usually drop in the range of 50 - 60%, forcing closure of most retailers.”

The Nueno report provides no solid documentation of any DBL / BRT, express bus program or LRT causing a decline in retail sales or leading to an increase in vacancy rates following its implementation and a reasonable period of time that allows for the retailer(s) to make adjustments in their operations in response to the changed circumstances (see Table 11, "Merchants Affected by Mass Transit Constructions"). Additionally, over 70% of the retail property owners along Post Oak Boulevard are in full support of the project, including The Galleria, Uptown Park, BLVD Place, Post Oak Shopping Center, Centre at Post Oak and Richmond Square.

A Review of the "Uptown Houston’s Dedicated Bus Lane: Wrong System, Wrong Place" Report By: William Whitney, Ph.D. – UCLA

The following memorandum presents the major findings of our review of Professor Jose Luis Nueno’s monograph entitled, "Uptown Houston's Dedicated Bus Lane: Wrong System, Wrong Place" ("Nueno report"). This document criticizes the proposed Uptown Houston Dedicated Bus Lane ("Uptown DBL") project that is proposed for development on Post Oak Boulevard. In brief, the Uptown DBL1 would provide two dedicated bus lanes connecting two transit terminals, Northwest and Bellaire/Uptown, that receive express buses emanating from several major highways serving the greater Houston metropolitan area. This connection has the potential to bring a large flow of commuters and other visitors to various businesses and institutions located along Post Oak Boulevard and at other nearby locations, thereby enhancing mobility and traffic flows in the immediate area.

I. EXECUTIVE SUMMARY

Based upon the above analysis, each of Professor Nueno's findings and conclusions provided in the report2 are addressed below. First, the Nueno report finding is presented in Italics; then, a response is given, based upon the research undertaken by the consultant and their discussions held with various retailers and planning professionals familiar with transportation/transit issues and the impact of new modes of mobility in urban and suburban contexts.

 The Uptown DBL project will not serve any purpose at any reasonable cost.

The irony of this "conclusion" is that the Nueno report presents a number of largely uninformed and unsubstantiated comments that indicate the preparer has not taken time to understand and fully consider the following: the basic purposes3

1 The "DBL" could also be defined as a form of "BRT" or Bus Rapid Transit system, though BRT's are not always placed in their own separate lanes and segregated from automobile traffic as they are proposed in the Uptown DBL. DBL's and BRT's also need to be distinguished from any transit concept that is increasingly being used in Houston and other major cities in the United States with great success, the "LRT" or Light Rail Transit, that runs on a fixed rail guide way, principally in dense downtown areas. Unfortunately, as is documented in this review, the Nueno report does not appreciate the basic differences that exist between these transit concepts in its review of the Uptown DBL concept. 2 These are listed on page 2 of the Nueno report. 3 In this regard, there is only one mention of the specific purposes of the Uptown DBL that is offered in the Nueno report. Found on page 6, the report states that, "It consists in adding two bus lanes between two transit centers (Northwest and Bellaire), in order to reduce the use of car and increase the use of public transport in Uptown". There is no discussion of context in terms of the changing character of the area to higher density and the present and future traffic and related mobility problems that need to be faced in the community. It also ignores the potential benefits that this connection would provide to long-distance commuters using the express bus system to get to and from their place of employment, and the potential intra-district benefits to retailers from use of this system by employees during the work day. In Los Angeles and other cities, a DASH bus system at lunch hour has proven extremely popular with employees who wish to visit restaurants and shops without using their automobile.

of the Uptown DBL; the basic operating characteristics of the DBL system and whom it primarily is intended to serve; that the suburban context of Uptown Houston District where the Uptown DBL would be located is very different from a 19th Century urban downtown layout with a tight grid and a street-front retail configuration; that the proposed positioning of the Uptown DBL lanes in the center of the Boulevard would not take on the character of a downtown LRT4; that the DBL would not take up any existing automobile traffic lanes; and that the report's author never carefully investigated and most certainly does not appreciate the basic character, configuration and operating requirements of the retail activities that are located along Post Oak Boulevard. As the report states on page 4, "This ill-fated project will not serve any reasonable purpose, at least to our understanding". From the presentation of materials in the report, it is abundantly clear that its preparer has no professional background with, or understanding of, BRT systems. Nor does the author understand suburban retail shopping centers and highway-oriented strip commercial development patterns in the United States. As a consequence, the report does not reflect any real comprehension of how the DBL would work and whom it would serve, let alone grasp its potential benefits to the Uptown Houston District.

Given these fundamental deficiencies in the Nueno report, there is no reason to place any credence or reliability in the author's statement that, "In our opinion, the anticipated impact is that Post Oak Boulevard and the entire Galleria area will sustain serious and permanent damage. Post Oak retail will be forever damaged if the Uptown DBL project is implemented." Unfortunately, as has been noted in the review of various Nueno report examples of "urban retail malaise" in "case studies" that is presented below, not a single piece of evidence is offered that supports that opinion, either factual (empirical with documentation) or anecdotal.

The second part of the conclusion relates to potential project cost. The Nueno report asserts that the Uptown DBL cannot be built at a "reasonable cost". The basis for this conclusion is offered on page 6 where the following documentation is provided: "Although estimated to be a $200 Million dollar project, funded mostly by Uptown (Houston District), there is a consensus among local construction experts that it will far exceed that amount." No source(s) for this conclusion is provided; no detail is offered with respect to possible areas of cost overrun(s). Clearly, it is a statement that lacks any substance or reflects any accountability on the part of the author.

 Post Oak Boulevard and the entire Galleria area – including retail providers, their employees, and their families – will sustain serious and permanent damage as a result of Uptown's DBL project. Once again, this is an opinion that is offered without substance or support documentation. No evidence is presented as to specifically where this

4 Repeatedly throughout the document, the Nueno report berates the Uptown DBL for the likelihood that it would lead to the long-term closure of a sidewalk and create a barrier---impacts that are only possible with an LRT system that is poorly managed during its construction phases. The report never comes to terms with the fact that the bus lanes would be in the median of the road, therefore separated from sidewalks and building entrances except for the few businesses that are positioned immediately adjacent to Post Oak Boulevard.

"permanent damage" has occurred as a consequence of the introduction of either a DBL / BRT program or even an express bus program. In the United States, DBL / BRT and express bus programs have met with great success in their respective communities, with the result that characteristically they have been expanded (see for example, Salt Lake City; Eugene, Oregon; Denver; Cleveland; and Los Angeles).

 The "barrier effect of DBL will trigger a chain of events resulting from vacancy, inhospitable traffic, vandalism and crime – causing the deterioration of the Galleria commercial sector.

This statement takes on the mantle that is more of a "prophecy" than a conclusion or even a professional opinion that would be presented in a reputable consulting report. It also reflects a complete lack of understanding of both (1) the proposed configuration of the Uptown DBL and (2) the present configuration of the Post Oak Boulevard retail context. These two misperceptions are explained below.

In its discussion of the so-called "barrier" effect, the Nueno report confuses a DBL / BRT system featuring bus lanes positioned in the median of a SIX-LANE SUBURBAN BOULEVARD with the layout of an urban LRT system that has been retrofitted into the parking lane of an urban downtown street system. In the later circumstance of the LRT, often the construction of the rail line requires that the adjacent sidewalk be closed for an extended period, and the abutting street-front retail store or service business--perhaps 20+/- feet from the actual construction site--can be impacted from lack of direct pedestrian access and from loss of visibility to passing automobiles during the development period. In some instances, these businesses also lose their most convenient parking, and retailers in mid-block locations with no back alleys must find new ways to receive / deliver their inventory of goods as well as maintenance services integral to their operation. This set of circumstances can obviously place challenges on retailers, though it is not necessarily the cause of the "chain of events" characterized as inevitable as outlined in the Nueno report, even for LRT systems, provided necessary precautions and mitigation steps are considered in the planning stages of the system. Moreover, the inevitable "chain of events" outlined by the Nueno report most definitely is a bit fatuous when forecasted for the proposed Uptown DBL on Post Oak Boulevard for at least the following reasons:

1. Post Oak Boulevard is a suburban street where there is a very limited amount of "street-front" retail store development that is dependent exclusively on direct ingress and egress from Post Oak Boulevard. The individual stores that are located directly on the boulevard are primarily situated on their own pads with spaces for parking, and they have a secondary source of access from driveways, alleyways and service roads that would be available if Post Oak Boulevard were closed for a short period.

2. Of the ten shopping centers / retail clusters (see section that discusses each center / cluster) that are positioned along Post Oak Boulevard, only one--the Zadok complex with seven tenants--does not have direct access for customers and service vehicles from a second street. This complex will require some form of specific steps in order to maintain the integrity of the tenants during the development period.

3. No on-street parking would be affected or lost permanently at any of the 10 centers / clusters. In some instances, the construction of the Uptown DBL coupled with the widening and improvement of the sidewalks could result in a small loss of parking spaces at the individual centers and pads, though this impact can likely be mitigated to a large extent through re-alignment of parking stalls and replanting the parking area vegetation in order to maximize parking availability.

4. Construction of the Uptown DBL can be phased to mitigate the potential access and visibility impacts on retail stores located on or near Post Oak Boulevard. In this regard, it should be noted that the vast majority of the existing retail centers and shopping clusters have multiple points of access from Post Oak Boulevard, and there are only six street crossings to be respected and accounted for over the two-mile (11,000+/- lineal feet) of roadway and the resultant commercial development frontage that would be impacted. As the project can be constructed economically in phases of 1,000+/- linear feet, it should be possible to minimize the negative impact to virtually all of the affected shopping centers.

5. The Uptown DBL will be constructed in the median of the six-lane boulevard at a distance from most stores that will lessen noise, dust and other impacts during construction, as the large percentage of retailers are set back 100 feet or more from the actual roadway.

6. The construction plans call for at least two lanes of traffic in each direction to be maintained on Post Oak Boulevard during the entire development period, and the roadway will be returned to its full six lane status upon project completion.

7. Per the current development plan, there would be no reduction in the number of left turn lanes on the roads crossing upon completion of the Uptown DBL, thus there would be little in the way of "Car Mobility" reduction as a consequence of the project.

8. The DBL will eliminate bus traffic in the automobile lanes on Post Oak, an impact that should substantially benefit traffic flow.

Summarizing the above, given the proposed layout and construction programming for the Uptown DBL and the existing configuration of existing retail development along Post Oak Boulevard, the likelihood of a "barrier effect" as projected in the Nueno report is minimal, particularly after project completion. Put bluntly, the Nueno report depiction of such an effect is akin to a "scare tactic" that has no place in a professionally-produced consultant document. Rather, it is more likely that the DBL in the median can serve as a "pedestrian safety island" that can facilitate pedestrian crossings of the street.

 Sales in affected areas usually drop in the range of 50-60%, forcing closure of most retailers.

This sales reduction percentage is pulled out of "thin air", as is the comment that the project's implementation will be creating a condition ultimately "….forcing closure of most retailers". The Nueno report provides no solid documentation of any BRT, express bus program or LRT causing a decline in retail sales or leading to an increase in vacancy rates following its implementation and a reasonable period of time that allows for the retailer(s) to make adjustments in their operations in response to the changed circumstances5 (see Table 11, "Merchants Affected by Mass Transit Constructions").

With regard to the Nueno report's analysis of "High Streets", aka main streets or major shopping streets6 in the United States, it presents a number of situations where the argument is made that restricting automobile access in favor of other modes of travel has damaged the major retail streets (see Nueno report Tables 4 and 5). In this regard, the cause for suffering by the retail street is some reduction of "Car Mobility" caused by the introduction of a transit system or some other change in mobility. These examples serve as surrogates for the damage that the Nueno report projects will happen to Post Oak Boulevard by the Uptown DBL. The only "hard percentages" of retail sales losses are provided in two of the eight "case studies": for Willoughby Plaza in Brooklyn--which is not a high street, but a street closure that became a pedestrian plaza that has actually encouraged new restaurant development in the immediate vicinity--where the percentage decline in retail sales for an unspecified retail store base for the first year after it was "…closed for traffic…" (the report's exact words, presumably they mean "closed to automobiles")--was reported at 6%; and for "Down Town" Zaragoza, Spain, where the introduction of an LRT and the closure of a local automobile lane on an unspecified street for an unspecified distance (that, under any circumstances, is not a "High Street" under any definition) was 20% for an unspecified period of time, and involved an unspecified number of retailers. Clearly, these results do not support a likely "50-60%" reduction in retail sales as is concluded in the Nueno report.

5 In this regard, shopping centers typically allow for a "breaking in" period for a new center or major renovation of an existing project or some other adjustment to their immediate environment of one to three years. 6 See discussion of the "High Street" concept in Section V; once again, it reflects the author's lack of understanding of retail terms and retail development characteristics in the United States.

Finally, there is mention of an increase in the vacancy rates on Oxford Street, London in 20137 that ranged from -0.8% to -3.5%, and by implication is attributable to "Car Mobility" reductions. Given that most pro-forma financial projections for retail shopping centers anticipate a three to five percent vacancy rate, this reduction is equivalent to a "rounding error". The more likely cause, assuming these numbers are correct, is that there is a great supply for new retail concepts and that is causing an exceptional rate of "churning' of space with the introduction of new tenants.

 Houston demands a transportation model where the private vehicle is the central mode. Trying to emulate the models of foreign cities, in particular, is a mistake and it is unlikely to find the support of independent-minded Texans.

Even an "independent-minded Texan" can recognize that this is a statement that has no relevance in a discussion of the merits of the proposed Uptown DBL, as it is not an attempt to replace the primacy of the automobile in Uptown Houston. Rather, it is a constructive measure designed to (1) improve regional access to the Uptown Houston District by maximizing the efficiency of existing bus systems and improving traffic flow and (2) improve intra-district traffic flows by offering a convenient alternative to the private automobile that takes traffic off the Boulevard. Its operation, hopefully, should encourage employees, shoppers and other visitors to the area to utilize this form of transportation that is less expensive, less environmentally intrusive and potentially more effective than automobile usage, especially during peak periods of the day. Moreover, while bus usage may be more prevalent in foreign countries, the only existing BRT program that is even referenced in the Nueno report is found in Eugene, Oregon.

 Construction of the Uptown DBL will not reduce traffic, nor the circulation time.

There are many reasons for strongly disagreeing with this conclusion. Potentially, the proposed system can increase the transportation system efficiency and overall personal mobility in the Uptown Houston District by encouraging better utilization of new pedestrian-oriented buses serving the two transportation centers that anchor the Uptown DBL, thereby increasing the number of persons accessing businesses in the immediate area during peak periods and reducing overall travel times for the entire system.

Finally, what the Nueno report lacks is any appreciation or perspective on the larger issues of mobility and how various transportation modes need to be layered onto metropolitan areas in order to deal with the day-to-day complexities of the travel requirements of the several million people living and visiting

7 An attribution to "Car Mobility" reduction that makes absolutely no sense given that private automobiles were removed from the street in the 1990s (based upon personal experience, as I lived in London for over three years and shopped and visited restaurants there on a regular basis and during that period did a short consulting project for Selfridge's, one of the iconic department stores situated on Oxford Street) or possibly earlier.

Houston. In particular, the Nueno report only focuses on the moment, ignoring two vitally important consequences of future growth that must be faced now in order to accommodate the future: First, development is likely to continue in both the Uptown District and the rest of the metropolitan area; this growth already poses serious threats to the effectiveness of the existing transportation networks, particularly during peak periods. Second, in response to this growth, there will be increasing need to improve the efficiency of existing transportation infrastructure and to recognize the need to consider the additional uses of various forms of mass transit on the primary automobile-oriented street networks and corridors in order to resolve peak hour demands in a cost-effective (and land-conserving) manner.

By failing to understand the limited scope and character of the proposed Uptown DBL, the Nueno report provides an unreasonable apocalyptic view of the future for the Uptown Houston District that it describes as starting with the "barrier effects" that result from the introduction of a new transit system, inexorably leading down the road to reduced retail sales, high vacancy rates, lower retail rents, rampant crime, introduction of mass merchandising and even chain stores (as if there were none of these along Post Oak Boulevard today) that will ultimately force out local merchants. This line of reasoning stirs a lot of emotions, but does little to contribute to a meaningful discussion as to how to successfully integrate a well-conceived transit system opportunity created by the existing express bus system and transit terminals into the Uptown Houston District that can enhance Post Oak Boulevard and strengthen its role as one of the most influential and vital boulevards in the country.

II. THE NUENO REPORT EXHIBITS AN INSUFFICIENT UNDERSTANDING OF RETAIL DEVELOPMENT PATTERNS IN THE UNITED STATES

Subject to further research and analysis, our initial investigation has revealed the following:

The author of the report has exhibited a very limited knowledge of suburban retail development in the United States. His understanding of regional shopping centers that is expressed in the report is rooted in the 1960s. It fails to grasp that state-of-the-art regional shopping centers include, at minimum, a variety of entertainment and dining components; incorporate convenient goods retailers such as supermarkets and drug stores; and increasingly incorporate office, hotel and other non-retail uses. Many of the major super-regional centers such as the Houston Galleria are mixed-use "town centers" that are uniquely suburban in character, and are very different from retail developments in European cities that permeate the report's purported examples of urban retail streets that have suffered from the introduction of BRTs, LRTs, express buses and other forms of public transit such as bicycle ways (see Columbus Avenue, Nueno report, Table 11).

The Nueno report offers its unique perception of the "main shopping hubs" in eight world cities8, five of which are found in Europe. Of the three cities referenced that are in the United States9 only one city--Los Angeles--has shopping and mixed-use districts that are somewhat comparable to those found in Uptown Houston. In this regard, the Nueno report presents a description of shopping areas that is forty or more years outdated, as it includes the “Miracle Mile” that is almost dormant as a retail location, and has been for many years transforming into a cultural center that is anchored by Los Angeles County Museum of Art (LACMA). Also, the report fails to mention current retail "hubs" that are in vogue, such as the Beverly Hills Triangle, Farmers Market / The Grove, Third Street Promenade / Santa Monica Place and Old Town Pasadena. Finally, the Nueno Report's identification of Wilshire Boulevard as a “shopping hub” is a bit incongruous insofar as this major roadway extends for 17+/- miles from Downtown Los Angeles to the Pacific Ocean. Along its length are found important shopping opportunities in the Los Angeles Central Business District, its point of origin; Wilshire / Alvarado (Hispanic); Wilshire / Western (Koreatown); Beverly Hills (The Triangle); Westwood (UCLA); Brentwood (near San Vicente); and Santa Monica. In comparison, Post Oak Boulevard and the proposed Uptown DBL would traverse a distance covering a little more than two miles between two transportation centers, and most obviously does not reflect the diversity of shopping opportunities as found on Los Angeles' main street.

The Nueno report never explains why these particular cities were chosen for mention in this report other than to note that they were considered "attractive"; for example, there is no discussion of their major mobility characteristics and the fact that all of them are presently served extensively by rail rapid transit systems, including Los Angeles which is in the process of constructing over 500 miles of rail rapid transit and has an existing BRT that serves the San Fernando Valley between Warner Center and the present terminus of the Red Line. It is also important to note that a transit line is being constructed down the length of the previously-discussed Wilshire Boulevard, the "subway to the sea", that will extend the present system westerly from its present terminus at Western Avenue.

III. THE NUENO REPORT REFLECTS A BASIC LACK OF UNDERSTANDING OF THE SUBURBAN CHARACTER OF THE UPTOWN DISTRICT AND THE RETAIL ACTIVITIES ALONG POST OAK BOULEVARD

8 These cities include London, Milan, Paris, Barcelona, Istanbul, New York City (Manhattan), Los Angeles and Boston (p.5).

9 Settled in the 17th Century and constrained by their waterfront locations on the Atlantic, central Boston and Manhattan are very different from Houston, as are the five European cities chosen for their retail "hubs", though the consultant has worked on suburban new community development on the western periphery of Istanbul that has some similarities to Houston's sprawl.

The Nueno report reflects a lack of understanding of the configuration and character of the retail activities that presently exist along Post Oak Boulevard. With extremely rare exceptions, the existing retail development along Post Oak Boulevard is not the “street-front” urban retail found along major shopping streets in Europe or in higher density downtown urban cores such as San Francisco, Manhattan and even the Houston central business district. On these "High Streets" and in these urban cores, retail development typically consists of one small independent store after another, bound together in a tight street grid pattern where access for customers and for many required business maintenance services comes directly from the same front sidewalk. Parking is typically not provided by the individual facility. In urban cores, the developments are typically mixed-use in character, with the first floor devoted to retail use and the upper floors10 devoted to office and residential space.

In contrast, retail activities in Uptown Houston along Post Oak Boulevard are for the most part (95%+/-) located in self-contained, single-story shopping centers and on individual sites ("pads") with their own access and parking. These retail complexes presently include the following 10 retail centers / clusters:

1. Uptown Park This is a “village” type specialty shopping center comprised of 52 shops and restaurants found in six separate buildings. The center offers its own off-street parking immediately adjacent to the stores. While it has a small “window” in the form of a landscaped area directly facing onto Post Oak Boulevard, the center relies primarily on direct access that is provided by West Loop 610 and Uptown Park Boulevard.

2. Individual Pads, Post Oak Boulevard There are a number of individual restaurants and retail stores located in separate pads on Post Oak Boulevard, most of which are concentrated between its intersections with Hollyhurst Lane and San Felipe. Clearly, these establishments are not street-front retail operations similar to shops found in London, New York or Milan as implied in the Nueno report. Moreover, it can be argued that many of these existing facilities will be relocated and / or replaced with higher-density developments in the next few years, as the increase in land values along Post Oak Boulevard simply cannot support their continued operation as single-story operations with site coverage of 20% or less.

3. BLVD Place This recently opened multi-story project reflects the changing character of retail to a higher density of development in response to the land value increases, and follows a format that is responsive to likely future access patterns, particularly an increase in pedestrian traffic.

10 However, even this "texture" is changing: along Rodeo Drive, the most recently-opened store--Burberry's--has at least three levels of retail shopping space.

4. Post Oak Plaza This center is a typical “highway-oriented” strip commercial center, where most of the stores are located between 200 and 400 feet from Post Oak Boulevard, separated by on-site parking. All of the store space in the center is single-story. Clearly, this is not a “street format” retail configuration; moreover, all stores can be accessed from San Felipe by both customers and maintenance / delivery vehicles.

5. Zadok Retail Complex Small, single story strip commercial center with its own parking; however, it has only a single point of access, and it comes from Post Oak Boulevard. As noted previously, this complex perhaps faces the most challenges in terms of disruption from the development of the Uptown DBL.

6. Post Oak Shopping Center This is a highway-oriented “Big Box” retail center anchored by a series of larger national and regional chain stores that are set back 150+/- feet from the street. With single-story buildings, the parking is positioned on Post Oak Boulevard; restaurants occupy pads at peripheral and corner locations.

7. Centre at Post Oak This is another highway-oriented “Big Box” retail center similar to Post Oak Shopping Center in terms of anchor tenants, building types and parking configuration directly adjacent to the stores.

8. The Galleria This iconic development is an enclosed, mixed- use suburban super-regional mall that is evolving into a true "town center". Along with restaurants, entertainment, cultural, office and hotel uses to complement the retail, the project is considering adding residential uses, just as Westfield is adding residential uses to its regional centers in Century City, Los Angeles and at other locations. In this regard, this development type represents a viable prototype of the future of the regional mall in the United States. The Galleria has a “window”--i.e., a pedestrian entrance-- on Post Oak Boulevard, though this is hardly significant as an entrance to the development. Discussions with representatives of the Galleria indicated that the ownership was strongly in favor of the Uptown DBL, as they felt that the project was losing potential tenants who feared that without the improvements in traffic, Post Oak Boulevard would face a decline in customers11

9. Dillard’s This is a classic example of a department store that has remained on a site where it can benefit from a successful mall, in this instance the Galleria, which serves as a “major draw” or

11 It should be noted that interviews with a number of property owners of retail projects and their representatives yielded a similar response, i.e. the Uptown DBL was necessary in order to prevent businesses from leaving the district due to traffic congestion.

customer traffic generator. The store is set back from Post Oak Boulevard in favor of parking along the immediate frontage; primary access is provided from Westheimer, where there also is a substantial number of parking spaces. Dillard's is a single store on its own pad, and is not part of any “street-front” retail configuration.

10. Richmond Square As suggested in the name, this center is primarily served by Richmond Avenue, and is a suburban-style retail complex with its own on-site parking.

Based upon this site review and discussions with retailers and property owners that are active on Post Oak Boulevard, the vast majority of retailers, restaurateurs and services businesses are not likely to be faced with the inevitable deterioration from "barrier effects" as described in the Nueno report, as they simply are not facing the physical conditions to which that term has been applied.

HARRIS COUNTY APPRAISAL DISTRICT PROPERTY VALUES FOR PROPERTY TO BE ACQUIRED FOR DEDICATED BUS LANES PROJECT Harris County Appraisal District Property Values for Property to be Acquired for Dedicated Bus Lanes Project

2014 Ave. Est. HCAD Value Total Total Values Per Sq. Ft. Sq. Ft. Cost

Preliminary Noticed $133 per sq. ft. 152,000 sq. ft. $ 20.50 M

Protested $ 127 per sq. ft. 152,000 sq. ft. $ 20.10 M

Current Independent Appraised Values $ 176 per sq. ft. 152,000 sq. ft. $ 26.75 M

MEMORANDUM

To: John Breeding From: Matthew Deal Date: November 10, 2014 Re: Harris County Appraisal District Valuations and Appraisals

John: At your request we have reviewed the 2014 Harris County Appraisal District (“HCAD”) valuations for properties along Post Oak Boulevard. Of the 38 parcels that will be subject to partial or whole acquisition by the Uptown Development Authority / City of Houston, at least 23 of the owners protested ad valorem tax valuations in 2014. These 23 owners do not include condominium properties, the Water Wall, or State of Texas property. The 2014 average noticed value for land along Post Oak Boulevard was approximately $133 per square foot. After protests were lodged by the referenced 23 owners, the average certified value was reduced to $127 square feet. It should be noted that of the 38 certified values, 11 of the owners have filed lawsuits to further protest the 2014 certified values.

The total land area the UDA / City of Houston intends to acquire along Post Oak Boulevard, excluding TxDOT and METRO-owned property, is 152,227 square feet. At the HCAD average 2014 noticed value of $133 per square foot, the total land value equates to approximately $20.25 million. While this figure does not include improvements within the acquisition area or potential damages to select properties, it supports the current right-of-way budget of approximately $50 million.

To date we have received appraisals for 20 of the 38 parcels (53%), which represent 67,315 square feet out of the 152,227 square feet (44%) total acquisition area. The average appraised land value for these 20 parcels is $176 per square foot, well above the average HCAD certified land value of $127 per square foot for all affected properties. Further, the total estimated appraised compensation for the 20 parcels is approximately $12.75 million, which equates to 27% of the $47 million right of way budget for the project. Based upon the above we consider the $47 million budget for right of way acquisition to remain in line with current and projected appraised values.

Please contact us if you require additional information regarding this issue.

DEAL SIKES & ASSOCIATES

Matthew Deal 1444 - Uptown Post Oak HCAD Tax Values

HCAD Account HCAD Land HCAD Land HCAD Improved Noticed Land Improved Cause Parcel No. Parcel Name HCAD Land Value HCAD Total Value Noticed Land Noticed IMPS Noticed Total Land Difference Total Difference Number Size (SF) Value PSF Value Value PSF Difference Number

2 Camden Post 121-739-001-0001 143,484 $21,522,600 $150.00 $81,751,145 $103,273,745 $21,522,600 $150 $86,578,101 $108,100,701 $0.00 $4,826,956 $4,826,956 AY15-042 Oak, LLC (Camden Post Oak Tower)

Four Oaks Place 3 Operating, LP 116-850-001-0001 697,552 $122,071,600 $175.00 $342,062,147 $464,133,747 $122,071,600 $175 $352,415,478 $474,484,078 $0.00 $10,353,331 $10,350,331 AY15-043 (Four Oaks Place)

T-C Five Oaks 4 LLC 116-850-001-0006 108,177 $18,930,975 $175.00 $1,575,000 $20,505,975 $18,930,975 $175 $1,575,000 $20,505,975 $0.00 $0 $0 AY15-004 (BHP Billiton)

6 AmREIT 045-140-008-0010 68,798 $7,390,000 $107.42 $10,000 $7,400,000 $8,599,750 $125 $538,537 $9,138,287 $1,209,750.00 $528,537 $1,738,287 2014-49086 AY15-006

Boulevard 7 Place, L.P. 132-744-001-0001 306,201 $38,275,125 $125.00 $46,745,015 $85,020,140 $53,585,175 $175 $46,745,015 $100,330,190 $15,310,050.00 $0 $15,310,050 AY15-007 (Blvd Place North)

BLPL 8 Holdings, LLC 134-572-001-0001 279,738 $34,967,250 $125.00 $293,215 $35,260,465 $48,954,150 $175 $293,215 $49,247,365 $13,986,900.00 $0 $13,986,900 AY15-008 (Apache)

Boulevard 9 Place, L.P. 132-744-001-0003 51,658 $9,040,150 $175.00 $7,959,850 $17,000,000 $9,040,150 $175 $10,872,860 $19,913,010 $0.00 $2,913,010 $2,913,010 AY15-009 (Blvd Place South)

045-140-006-0342 268,164 $33,520,500 $125.00 $41,868,973 $75,389,473 $33,520,500 $125 $55,217,026 $88,373,526 $0.00 $13,348,053 $12,984,053 2014-52122

045-140-006-0341 160,179 $22,022,375 $137.49 $63,318,085 $83,340,460 $20,022,375 $125 $77,796,120 $97,818,495 -$2,000,000.00 $14,478,035 $14,478,035 2014-52122 10 Cousins 045-140-006-0013 89,538 $559,613 $6.25 $0 $559,613 $559,613 $6 $0 $559,613 $0.00 $0 $0 AY15-010 097-464-000-0002 230,946 $28,868,250 $125.00 $56,248,757 $85,117,007 $28,868,250 $125 $71,037,503 $99,905,753 $0.00 $14,788,746 $14,788,746 2014-52122

TOTAL 748,827 $84,970,738 $113.47 $161,435,815 $244,406,553 $82,970,738 $111 $204,050,649 $286,657,387 -$2,000,000.00 $42,614,834 $42,250,834

11 2200 Post 132-711-001-0004 90,966 $11,370,750 $125.00 $0 $11,370,750 $11,370,750 $125 $0 $11,370,750 $0.00 $0 $0 AY15-011 Oak, L.P.

12 RS Post Oak 132-711-001-0003 77,218 $9,652,250 $125.00 $72,150,243 $81,802,493 $9,652,250 $125 $81,673,047 $91,325,297 $0.00 $9,522,804 $9,522,804 AY15-012 Perennial,

13 Weingarten 118-212-001-0001 504,825 $63,103,125 $125.00 $1,691,838 $64,794,963 $63,103,125 $125 $3,278,367 $66,381,492 $0.00 $1,586,529 $1,586,529 2014-48812 AY15-013 Realty

14 HG 120-538-000-0004 225,149 $18,011,920 $80.00 $38,048,260 $56,060,180 $18,011,920 $80 $38,048,260 $56,060,180 $0.00 $0 $0 AY15-014 Condominium

15 Williams 045-140-004-0245 291,813 $58,362,600 $200.00 $335,504,215 $393,866,815 $58,362,600 $200 $339,330,953 $397,693,553 $0.00 $3,826,738 $3,826,738 201453660 AY15-015 Tower 1444 - Uptown Post Oak HCAD Tax Values

T 2007 045-140-004-0109 6,263 $279,596 $44.64 $7,910 $287,506 $279,596 $45 $7,910 $287,506 $0.00 $0 $0 Investment 19 L.P. 045-140-004-0273 1,351 $43,232 $32.00 $0 $43,232 $43,232 $32 $0 $43,232 $0.00 $0 $0 AY15-019 S 2007 045-140-004-0125 14,645 $601,540 $41.07 $0 $601,540 $601,540 $41 $0 $601,540 $0.00 $0 $0 Investment, L.P. TOTAL 22,259 $924,368 $41.53 $7,910 $932,278 $924,368 $42 $7,910 $932,278 $0.00 $0 $0

20 METRO 125-707-001-0001 96,490 $12,061,250 $125.00 $68,587,997 $80,649,247 $12,061,250 $125 $68,587,997 $80,649,247 $0.00 $0 $0 AY15-020

21 GUIC 045-140-004-0100 105,711 $10,571,100 $100.00 $1,976,591 $12,547,691 $10,571,100 $100 $2,689,018 $13,260,118 $0.00 $712,427 $712,427 AY15-021 (Westlake

22 Dillard's 045-140-004-0060 422,538 $52,817,250 $125.00 $1,464,838 $54,282,088 $52,817,250 $125 $7,835,974 $60,653,224 $0.00 $6,371,136 $6,371,136 AY15-022

23 Pony Oaks 045-140-006-0238 663,480 $82,935,000 $125.00 $1,000,000 $83,935,000 $82,935,000 $125 $2,571,883 $85,506,883 $0.00 $1,571,883 $1,571,883 2014-52173 AY15-023 Propeties,

24 Tanglewood 045-140-006-0238 663,480 $82,935,000 $125.00 $1,000,000 $83,935,000 $82,935,000 $125 $2,571,883 $85,506,883 $0.00 $1,571,883 $1,571,883 2014-52173 AY15-024

045-140-006-0402 23,540 $117,700 $5.00 $0 $117,700 $117,700 $5 $0 $117,700 $0.00 $0 $0 25 RES/VLS Real 045-140-006-0406 148,029 $14,802,900 $100.00 $42,998,720 $57,801,620 $14,802,900 $100 $43,531,027 $58,333,927 $0.00 $532,307 $532,307 2014-53293 AY15-025 Estate, L.P. TOTAL 171,569 $14,920,600 $86.97 $42,998,720 $57,919,320 $14,920,600 $87 $43,531,027 $58,451,627 $0.00 $532,307 $532,307

27 Zadok 045-140-006-0220 73,368 $7,336,800 $100.00 $421,798 $7,758,598 $7,336,800 $100 $421,798 $7,758,598 $0.00 $0 $0 AY15-027 Shopping

045-140-006-0280 96,899 $12,112,375 $125.00 $95,550 $12,207,925 $12,112,375 $125 $95,550 $12,207,925 $0.00 $0 $0 2014-54004

045-140-006-0295 75,184 $7,518,400 $100.00 $42,000 $7,560,400 $9,398,000 $125 $42,000 $9,440,000 $1,879,600.00 $0 $1,879,600 2014-54004

045-140-006-0290 72,684 $7,268,400 $100.00 $654,803 $7,923,203 $9,085,500 $125 $654,803 $9,740,303 $1,817,100.00 $0 $1,817,100 2014-54004 28-31 AY15-028 - LLHPCP, Ltd. 045-140-006-0300 83,217 $8,321,700 $100.00 $702,649 $9,024,349 $10,402,125 $125 $702,649 $11,104,774 $2,080,425.00 $0 $2,080,425 2014-54004 AY15-031 045-140-006-0305 83,016 $8,301,600 $100.00 $63,000 $8,364,600 $10,377,000 $125 $63,000 $10,440,000 $2,075,400.00 $0 $2,075,400

045-140-006-0310 87,811 $8,781,100 $100.00 $881,361 $9,662,461 $10,976,375 $125 $881,361 $11,857,736 $2,195,275.00 $0 $2,195,275

TOTAL 498,811 $52,303,575 $104.86 $2,439,363 $54,742,938 $62,351,375 $125 $2,439,363 $64,790,738 $10,047,800.00 $0 $10,047,800

32 Icon Bank of 129-259-001-0001 25,918 $3,239,750 $125.00 $1,433,160 $4,672,910 $3,239,750 $125 $1,546,667 $4,786,417 $0.00 $113,507 $113,507 AY15-032 Texas

045-140-005-0001 32,090 $3,209,000 $100.00 $0 $3,209,000 $3,209,000 $100 $0 $3,209,000 $0.00 $0 $0 2014-54070

045-140-005-0013 23,431 $2,343,100 $100.00 $1,291,900 $3,635,000 $2,343,100 $100 $1,375,039 $3,718,139 $0.00 $83,139 $83,139 2014-54070 33 Willie G's 045-140-005-0014 11,402 $1,140,200 $100.00 $0 $1,140,200 $1,140,200 $100 $0 $1,140,200 $0.00 $0 $0 2014-54070 AY15-033 045-140-005-0507 16,091 $1,609,100 $100.00 $0 $1,609,100 $1,609,100 $100 $0 $1,609,100 $0.00 $0 $0 2014-54070

TOTAL 50,924 $5,092,400 $100.00 $1,291,900 $9,593,300 $8,301,400 $163 $1,375,039 $9,676,439 $3,209,000.00 $83,139 $83,139 1444 - Uptown Post Oak HCAD Tax Values

34 DC Parnters 130-772-001-0001 21,005 $3,150,750 $150.00 $94,500 $3,245,250 $3,150,750 $150 $94,500 $3,245,250 $0.00 $0 $0 AY15-034

35 McDonald's 130-772-001-0002 32,400 $3,240,000 $100.00 $960,000 $4,200,000 $3,240,000 $100 $974,437 $4,214,437 $0.00 $14,437 $14,437 AY15-035

36 Monogram 128-464-001-0001 194,503 $19,450,300 $100.00 $50,899,075 $70,349,375 $19,450,300 $100 $50,909,836 $70,360,136 $0.00 $10,761 $10,761 AY15-036 Residential

37 Prosperity 045-140-003-0022 27,935 $2,793,500 $100.00 $1,070,100 $3,863,600 $2,793,500 $100 $1,189,011 $3,982,511 $0.00 $118,911 $118,911 2014-53795 AY15-037 Bank

38 Post Oak 045-140-003-0007 99,454 $9,945,400 $100.00 $27,904,600 $37,850,000 $9,945,400 $100 $30,203,711 $40,149,111 $0.00 $2,299,111 $2,299,111 AY15-038 Houston

39 755 Post Oak, 129-184-001-0001 117,873 $11,787,300 $100.00 $100,000 $11,887,300 $11,787,300 $100 $122,260 $11,909,560 $0.00 $22,260 $22,260 AY15-039 Inc.

TOTALS: 6,882,124 $873,173,426 $126.88 $914,936,926 $132.94

DEMAND FORECASTS Uptown Transit Project Demand Forecasts

Forecasted Ridership for Post Oak Boulevard Dedicated Bus Lanes

• % of total ridership using Park & Ride service: 52%

• % of total ridership work related: 67%

• % of workers using transit: 8-10%

Daily Ridership

Forecast Year 2018 2035

Post Oak Boulevard DBL 14,100 20,500 with NWTC and BUTC

Post Oak Boulevard DBL with NWTC and BUTC 27,700 19,100 Plus IH610 DBL

Utilized the existing H-GAC Travel Demand Model

• Computer Model – 40 year history with H-GAC / TxDOT / METRO – Continuously updated, calibrated & refined – H-GAC Data Sets: Population, Employment & Land Use Forecasts

• Integrated Effort: – H-GAC (total trip making; highway traffic forecasts) – METRO (transit ridership forecasts)

• TPC and FTA / FHWA accept results – Major investment studies – TPC uses results to rank TIP projects for funding – Regional Transportation Plan / EPA Conformity Findings

• TPC-Required Analysis for TIP (May / June 2013) – Multi-Agency Task Force: H-GAC, TxDOT, TTI, METRO, Uptown – Used METRO’s Modeling Consultant – Determined Post Oak Boulevard DBL and BUTC viable with / without West Loop Elevated Exclusive Bus Lanes

Travel Time Savings PM Peak

Automobile Dedicated Bus Lanes

Richmond to 610 17 minutes 12 minutes*

Transit Center to Transit Center 33 minutes 19 minutes*

* Includes travel time and dwell time for loading and unloading passengers

Ridership Forecasting for the Uptown Dedicated Bus Lanes H-GAC’s Demographic and Land Use Forecasting Process

Introduction

The Houston-Galveston Area Council (H-GAC) develops and releases an updated forecast of the population, employment and land use for the 13-county H-GAC region on a quarterly basis. The forecasting system produces outputs in annual increments from 2011 through 2040. The base year for the forecast is 2010. The forecast is produced in phases.

1. H-GAC forecasts the total number of people and households in the region. 2. Based on the future labor force, H-GAC forecasts the number of jobs. 3. The model makes predictions about the location, type, and size of residential and non-residential development projects which would be needed to accommodate the expected growth in households and jobs. 4. The expected growth in households and jobs is allocated to different areas in such a way that each household has a home (housing unit) and each job has a work site.

These phases correspond to different components of H-GAC’s forecasting system:

• Demographic Evolution Model • Employment Model • Real Estate Development Model • Household Location Model • Employment Location Model

There are several important features of the H-GAC forecasting system: disaggregation, interrelation, and property of being data-driven. Disaggregation means that H-GAC’s models deal with individual elementary entities: people, households, jobs, land parcels, and buildings. All summary statistics, such as county population or total jobs in a census tract, are derived from data on the individual entities. For a future year, that data is not observed but rather created in a process known as "simulation". A simulation is a computational game-like technique which aims to imitate the dynamics of real life by setting up the "players" (entities or agents) and "rules" (propensities or parameters) and then letting the action unfold over time. In that respect, when H-GAC develops a forecast, H-GAC constructs long lists of plausible future events for millions of entities.

Interrelation means that the different models are connected:

• Population determines the short-term supply of labor force; • Change in the number of households determine the demand for housing; • The development industry responds to demand for housing and non- residential buildings; and • Employers' and households' location choices are limited to what is available at the moment.

Data-driven means that inside each model there are dozens of tables with data elements that control the "rules" which govern the simulation. In that respect, the forecast can be viewed as a particular "what if" scenario predicated upon thousands of very specific "assumptions." That makes it very easy to make updates when new information becomes available or when a correction is needed.

Demographic Evolution Model

Population change over a period of time in any area stems from either addition or removal of residents, as compared with the previous time period. The sources of addition are births to local residents and in-migration of people from other areas. The sources of removal are deaths of local residents and out-migration of local residents to other areas. Our model represents all four processes and estimates directly the number of births, deaths, in-migrants, and out-migrants in the area. Additionally, the model represents the household formation and dissolution processes.

The Demographic Evolution Model is a computer simulation which uses the probabilistic approach to imitate both the biologic events (dying, giving birth) and social events (marriage, divorce, migrating in or out of the area) for the synthesized individuals and households.

Population in the model is stratified into four race/ethnicity categories (non-Hispanic White, Hispanic White, Black, and Other), two sex categories (male, female) and 111 age categories (single year, from 0 through 110). The base-year data is constructed from the block-level 2010 Census data (SF1 tables). The base-year data consist of a list of individuals and a list of households. The two biological parameters, survival rates and birth (fertility) rates, are provided by demographers at the Texas State Data Center. H-GAC uses these rates as event probabilities (the likelihood that a person will live another year), and the likelihood that a female will give birth in a given year. These rates change over time, reflecting the trends for longer life spans and decreasing fertility.

Migration probabilities or rates control the in-flow and out-flow of households. There are three separate migration rates dealing with different origins and destinations of the

flows: domestic in-migration, domestic out-migration, and foreign in-migration. Some foreign out-migration does occur; however, H-GAC does not modeling it explicitly due to lack of data). H-GAC constructed the migration rates from the American Community Survey (ACS) Public Use Microdata Sample (PUMS) records. H-GAC used the same source to construct the two parameters that control the household dynamics -- marriage and divorce rates -- as well as a set of auxiliary probabilities, which are used to "match" brides and grooms.

The essence of the simulation technique is in comparing, for each individual, event probabilities with a randomly generated number. If certain conditions are met, the event (death, birth, migration) “occurs”. For example, an individual’s survival rate could be 0.95 (there is 5% probability that a person will not survive into the next year).

The Demographic Evolution Model creates a virtual accounting of all people and households in the region in the future years. H-GAC uses the outputs of the Demographic Evolution Model to create regional totals for population and households.

Employment Model

In the short run, the workforce (and jobs) is constrained by the resident population. Due to age, disability, family responsibilities or other factors, some people do not seek employment. The parameter that controls this attrition is the labor force participation rate (LFPR). Other people cannot find work and remain unemployed. The parameter that controls this imbalance is the average (overall) unemployment rate (UR). Therefore, in the short-term framework, employment can be estimated given the population and the rates (LFPR and UR). H-GAC uses the ACS PUMS data to derive LFPR and UR specific for age and ethnicity cohorts. While LFPR is not expected to fluctuate over time, that is not true with respect to the UR, which reflects macroeconomic conditions.

These macroeconomic conditions are represented with an average (as opposed to cohort-specific) unemployment rate. For forecasting purposes, H-GAC assumes that the future average unemployment rate will be 5.8% (a historical long-term regional average). Once the labor force (based on the resident population) is established by applying the LFPR to the population, the total employment can be calculated and distributed back to the cohorts using the UR. Total jobs in the region are then allocated to 20 two-digit NAICS sectors using the shares derived from the employment forecast produced by Woods & Poole Economics, Inc.

Further, the total jobs by sector are converted to "location-specific" jobs which include wage and salary jobs and some self-employment jobs. “Location-specific” refers to jobs being tied to individual buildings. In the base year (2010), firm-level jobs derived from

the Texas Workforce Commission and other employment data sources are linked to specific locations (individual buildings) by matching company and parcel addresses.

Real Estate Development Model

The Real Estate Development Model generates predictions for specific projects on specific parcels, given the physical availability / suitability of land and economic feasibility.

First, H-GAC estimates annual demand for housing units and non-residential space based on the forecasted change in the number of households and jobs. With respect to demand for housing, H-GAC makes an assumption about the future shares of the single-family and multi-family housing. In the current specification, H-GAC uses constant shares, so that 70% of the total demand will be for single-family units and 30% for multi-family units. These shares are based on the historical data for building permits issued in the region. Demand for non-residential space is determined by distributing the forecasted two-digit NAICS-sector jobs into different building types (office, retail, warehouse, etc.) and then applying building type-specific space consumption ratios (square feet per employee).

Second, H-GACs break the aggregate demand into different classes of projects (small single-family residential subdivision, medium-size apartment complex, large office building, etc.).

Third, H-GAC reduces the demand estimates to account for the supply coming from "known developments" (announced, planned, or under construction projects). H-GAC uses various sources to compile information on such projects, including information supplied by Uptown Houston for the 2018 forecast year.

Fourth, once the quantity of different classes of projects is established, the model generates a large number of development "proposals." These proposals cover all possible combinations of projects that could be developed on the available parcels, irrespective of the economic feasibility. For each proposal, H-GAC calculates a total cost, which includes the cost of land and construction cost (per square foot cost multiplied by the square feet of the project), plus the cost of the existing buildings and demolition in the case of redevelopment. Data related to parcels and buildings is derived primarily from the appraisal records. Our database includes over two million parcels. For each parcel, H-GAC knows the land use type, value of land, and value and type of buildings. The construction costs are based on the recent industry survey and published data.

Fifth, H-GAC calculates the expected sale price of a project using the coefficients from a series of regression models. These models establish the relationships between the per square foot prices for different types of buildings and various intra-urban proximity and accessibility measures.

Six, the profitability (return on investment) for all the proposals is calculated (relating the expected sale price to the total costs). Finally, from a pool of most profitable, proposals are selected for "construction" until the demand is met.

H-GAC uses additional procedures to analyze the distribution of retail and service jobs in primarily residential locations and to locate retail and service buildings to ensure adequate levels of access to local retail and services in areas that experience growth in residential buildings. H-GAC uses a similar procedure to place new schools and hospitals.

Future land use changes generated using these procedures are called "model predictions." The other type of future land use changes is called "known developments." Both types appear as layers in Regional Land Use Information System (RLUIS), our web mapping application.

Household Location Model

Individual households are not assigned to individual housing units. Imputation of total number of household and population in households is done in aggregate for Traffic Analysis Zones (TAZs), and separately for Census Tracts. For each TAZ, H-GAC calculates its share of the regional total of new housing units. Then, the net change in the regional total for the number of households is allocated to TAZs using these shares. Finally, the regional total for the household population is allocated to TAZs in proportion to allocated households and controlled for the average household size.

Employment Location Model

In the current specification, new jobs are assigned to available space inside buildings controlling for the type of building and applying building type-specific space consumption ratios. This ensures that, for example, retail jobs are assigned to retail buildings and there is enough space to accommodate these jobs. With respect to the locational aspect, the probabilistic assignments designed to maintain the existing sectoral composition of jobs.

TRAVEL DEMAND FORECASTING PROCESS

Ridership projections for this study were developed using the H-GAC regional demographic forecasts and travel forecasting model. Our results indicate under the mixed flow option on West Loop, the opening year ridership (2018) on the Dedicated Bus Lane (DBL) line, running from Northwest Transit Center (NWTC) to Bellaire / Uptown Transit Center (BUTC) would be 14,100 daily boardings. In the long term (2035), the projected ridership is about 19,800 daily boardings. Under the Elevated busway option on the IH 610 West Loop, the DBL ridership is projected to be 18,400 trips in 2018 and 25,800 in 2035.

Methodology

This section presents a general description of the analysis method used in forecasting the daily ridership for all the transit alternatives considered in the Uptown Transit Improvement Study. Travel demand was forecast for the years 2018 and 2035 using computer-based supply and demand models. These models account for future study area population, projected employment in the Central Business District and other major activity centers, socio-economic characteristics of study area residents, travel time and cost characteristics of the competing highway and transit modes of travel.

The model set simulates travel on the entire highway and transit system in the Houston Metropolitan area containing all transit services provided by the Metropolitan Transit Authority of Harris County (METRO); local bus, express bus, commuter bus and METRORAIL. The model contains information on service frequency (i.e. how often trains and buses arrive at any given transit stop), routing, intermodal connections, travel time and transit fares for all transit lines. The highway system includes all express highways and principal arterial road ways as well as minor arterial and local roadways. Outputs of the model set contain detailed information relating to the transportation system. The highway side of the model provides output data on traffic volumes, congested travel speeds, vehicle miles traveled, and average travel times on the roadway links. The transit side provides output information relating to the average weekday ridership on different transit sub modes (rail, local buses, express buses and commuter buses), station boardings, park-and-ride demand, and peak load volumes. The following text describes the modeling methodology in greater detail.

Transit Patronage Modeling

Daily ridership for all the transit alternatives was estimated using H-GAC’s long range travel demand model set. This set of models was developed for H-GAC by outside consultants and has been used by H-GAC and Houston METRO extensively in the past.

These models are the same type as those used in most large urban areas in North America. They are based on the traditional four-step, sequential process known as: • trip generation; • trip distribution; • mode choice; and • trip assignment.

The Four-Step process is used to estimate the average daily transit ridership, based on the best available population and employment forecasts, projected highway travel conditions (including downtown parking costs) and projected transit service.

The geographic area represented in H-GAC’s model, is divided into smaller areas known as traffic analysis zones (TAZs). All calculations in the travel model are performed at the TAZ level. There are approximately 3,000 such TAZs in our modeling system. A brief description of the Four-Step process is given below.

The Four-Step Process

A schematic representation of the Four-Step modeling process is shown in Figure 1.

FIGURE 1: The 4-Step Travel Demand Modeling Process

Demographic

Trip Generation Model and Socioeconomic Data Trip Ends by Purpose (trip productions and trip attractions)

Trip Distribution Model

Person Trip Table by Purpose

Highway System CBD Parking Costs Characteristics Mode Split Model Transit Service Socioeconomic Data Characteristics

Transit Trip Table Highway Trip Table

Transit Network Transit Assignment Highway Assignment Highway Network Model Model

Transit Assignment Highway Assignment Report Report

LEGEND:

Model Input Output

Source: HDR Engg

Step 1 - Trip Generation: In the first step, the model estimates the number of trips produced in and attracted to each traffic zone. To accomplish this, the model uses estimates of projected population, employment and other socioeconomic and household characteristics of each zone. Trips are divided in to three major categories, home-based work trips, home-based other trips and non-home based trips. A trip generation model run is executed for each trip purpose. The output of the trip generation model feeds into the rest of the model chain. Therefore, great care is taken to ensure that the demographic and socio-economic data are as error-free as possible to prevent the propagation of errors in the remaining model steps.

Step 2 - Trip Distribution: In this step, the distribution model links the trip ends1 estimated from trip generation to form zonal trip interchanges2. The output of the second step is a trip table, a matrix containing the number of trips occurring between every origin-destination zone combination. Trip distribution is performed for each trip purpose. In a system of 3,000 zones, 9 million trip origin to destination combinations are possible.

Step 3 - Mode Choice: In this step, the mode choice model allocates the person trips estimated from the trip distribution step to the two primary competing modes; automobile and transit. This allocation estimates the desirability or utility of each choice a traveler faces, based on the attributes of that choice and the characteristics of the individual. The resulting output of the mode choice model is the percentage of trips that use the automobile and transit for each trip interchange. The transit trips are further divided into two modes of access: walk-access transit trips and drive-access transit trips (park-and- ride trips). The auto trips are further divided into single-occupancy and multiple occupancy trips.

The mode choice model set consists of three models, one for each trip purpose. Inputs to the mode choice model, transit travel times and costs and highway travel times, socioeconomic data are supplied by the computerized transit and highway networks.

Step 4 - Trip Assignment: In this final step, the model assigns the transit trips to different transit modes such as Local Bus, Express Bus, Commuter Bus, METRORail, etc. The model uses all the available transit paths from one zone to another. This path may involve just one transit mode, such as Local bus or Commuter bus or multiple modes, such as Local bus with a transfer to MERTORail line. Highway trips are assigned to the highway network. Thus, future year traffic volumes on highways and forecasted transit ridership on transit lines can be obtained from the model outputs.

1 Trip ends represent the point from which the trip is produced or to which it is attracted. 2 Movements between two zones. Population and employment are key inputs to the demand forecasting process and are developed by H-GAC. The real cost of parking downtown was assumed to increase in the future. The future year transit fare structure is assumed to be similar to the current year fare structure. The models assume that people, as a rule, wish to minimize transfers, as well as minimize their overall cost of travel in terms of time and money.

Model Setup

The base year travel model represents the 2010/11 transportation system and the corresponding system demand. As a first step, the model inputs were checked thoroughly to ensure the inputs accurately represented the current level of service both on the highway and transit system. Next, the 2010 transit ridership generated by the model in the study area was compared with the average observed daily ridership collected by Houston METRO in 2010 to ensure the differences between simulated and observed ridership levels were within accepted margins of error.

As a part of model validation on the highway side, observed travel speed data were collected on West Loop and Post Oak Boulevard and compared with peak congested speeds estimated by the travel model. The Gunda Corporation and Texas Transportation Institute (TTI) provided the roadway speed data for various segments of the corridor during the morning and afternoon peak periods. In general, the estimated highway speeds in the model compared reasonably well with observed data. Based on these validation checks, it was concluded the model was ready for forecasting purposes.

Forecast years

Two forecast years were considered in this study, as follows: • Near term: (Opening year): 2018 and • Long term: 2035

Alternatives Tested

The calibrated and validated travel model was applied to generate projections of travel demand for four alternatives: • 2018 transit service from NWTC to BUTC. Service in a dedicated bus lane on Post Oak Boulevard and in Mixed Flow on West Loop frontage roads • 2018 transit service from NWTC to BUTC. Service in a dedicated bus lane on Post Oak Boulevard and in elevated busway on the IH 610 West Loop • 2035 transit service from NWTC to BUTC. Service in a dedicated bus lane on Post Oak Boulevard and in Mixed Flow on West Loop frontage roads • 2035 transit service from NWTC to BUTC. Service in a dedicated bus lane on Post Oak Boulevard and in an elevated busway on West Loop

Under all alternatives, existing Route 33 would not serve the segment between NWTC and the BUTC. Since Route 33 is assumed to terminate at the Bellaire Transit Center (BTC) in this alternative, a shuttle service would be provided between BUTC and the BTC, running at 15 minute headways.

• 2018 DBL from NWTC to BUTC, Busway and Mixed Flow Operations This alternative assumes a short headway, dedicated bus service connecting the existing NWTC and the planned BUTC through the Uptown study area on the DBL. From BUTC to the West Loop, the service would run in the DBL on Post Oak Boulevard. From the intersection of Post Oak Boulevard and IH 610 to Memorial Drive, the transit service would operate in mixed traffic on the West Loop frontage roads. From Memorial Drive to NWTC, the service would operate on North Post Oak. . • 2018 DBL from NWTC to BUTC, Busway on Post Oak and Elevated Busway on West Loop This alternative assumes a short headway, dedicated bus service connecting the planned BUTC and NWTC through the Uptown study area. From the BUTC to the West Loop, the DBL servicet would run in the DBL on Post Oak Boulevard. From Post Oak to NWTC, the alignment would be on an elevated busway running in the middle of IH 610 • 2035 DBL from NWTC to BTC, Busway and Mixed Flow operations See the 2018 description above • 2035 DBL from NWTC to BUTC, Busway on Post Oak and Elevated Busway on West Loop See the 2018 description above

DBL Service Assumptions Used in the Build Scenarios

The following assumptions for the DBL service were used in the model:

• Average speed on the DBL service is 13 MPH on the entire alignment. Speeds on Post Oak Boulevard DBL would be on the order of 14 MPH. This average speed includes station dwell times. This speed assumption is based on recommendation made by Houston METRO staff. • Bus speeds in mixed flow on the West Loop frontage roads are based on highway

congested speeds • DBL fare would be: $1.25. Free transfers from / to Park and Ride and local buses. • Transfer time at NWTC: 1 min • Transfer time at BUTC: 2 min • Transfer time at BTC: 1 min • DBL Peak and off-peak headways would be: 5 min • No capacity constraints on DBL

Tables 1 and 2 provide a summary of travel speeds for various segments of the DBL alignment.

Table 1: DBL Speed Assumptions (Mixed flow on West Loop Frontage Roads) DBL speeds on Post DBL speeds on West Loop Alternative Oak Boulevard Frontage Roads Peak Off-Peak Peak Period Off-Peak Period Period Period DBL on Post 14 MPH 14 MPH 12.5 MPH 14 MPH between Oak between Post Post Oak Boulevard Boulevard, Oak and Memorial Drive Mixed Flow on Boulevard and West Loop Memorial Frontage Drive Roads 14 MPH on N. 16 MPH on N. Post Post Oak Oak

Average DBL speed in the entire alignment: 13 MPH in peak period

Table 2: DBL Speed Assumptions (Elevated Busway on West Loop) DBL speeds on Post DBL speeds on West Loop Bus Alternative Oak Blvd Lanes Peak Off-Peak Peak Period Off-Peak Period Period Period DBL on Post 14 MPH 14 MPH 45 MPH 45 MPH between Oak between Post Post Oak and NWTC Boulevard, Oak and Elevated NWTC Busway on West Loop

Average DBL speed in the entire alignment: 19.5 MPH in peak period

The priority treatments for buses on Post Oak Boulevard (the DBL) and the IH 610 Busway are expected to significantly reduce travel times for those traveling by transit in the study area. For example, the current round trip travel time on Bus Route 33 between the vicinity of BUTC and NWTC is approximately 54 minutes. In the Mixed Flow Busway option, this travel time would be reduced to 42 minutes. In the Elevated Bus way option, the round trip travel time will further reduce to 28 minutes. This information is presented in Table 3.

Table 3: Travel Times on the Proposed DBL Service

Option Round trip travel time

Current local Bus Route 33 54 min DBL in Mixed Flow on West Loop 42 min DBL in Elevated Bus way on West 28 min loop

Park and Ride Bus Service Improvements in the Build Scenario In the Northwest and Katy corridors, all Park and Ride routes that operate peak headways between 4 and 15 minutes were assumed to stop at the NWTC. In the Westpark Corridor, all routes that operate peak headways between 15 and 30 minutes would stop at the BUTC. In the Southwest Corridor, all Park and Ride routes that operate with peak headways between 4 and 12 minutes would stop at the BUTC. Table 4 identifies the Park and Ride route characteristics.

Table 4: Park and Ride Service in the Build Scenarios Headway Comment Corridor/Type Route Description Direction Off- Peak s Peak Inbound 5 N/A No Change 214 Northwest Station Stops at Outbound 5 N/A NWTC Stops at Inbound 12 N/A W. Little York / NWTC 216 Pinemont Stops at Outbound 12 N/A NWTC Northwest Stops at Inbound 10 N/A NWTC 217 Cypress Stops at Outbound 10 N/A NWTC To Stops at 15 N/A Galleria NWTC 286 W. Little York From Stops at 15 N/A Galleria NWTC Stops at Inbound 5 N/A NWTC 221a Kingsland Stops at Outbound 5 N/A NWTC Stops at Inbound 20 N/A NWTC; Pk Hdwy 221b Kingsland Improved Outbound 20 N/A Peak Headway Stops at Inbound 5 N/A NWTC 222 Grand Parkway Stops at Outbound 5 N/A NWTC Katy Stops at Inbound 6 N/A NWTC 228 Addicks Stops at Outbound 6 N/A NWTC Inbound N/A 45 No Change 229 Kingsland / Addicks Outbound N/A 45 No Change N/A Stops at To TMC 20 NWTC 298a Addicks / NWTC From N/A Stops at 20 TMC NWTC To TMC 20 N/A No Change 298b Addicks / NWTC From N/A No Change 20 TMC Stops at 274 Westchase / Gessner Inbound 15 N/A BUTC

Headway Comment Corridor/Type Route Description Direction Off- Peak s Peak

Stops at Inbound 10 N/A BUTC 262a Westwood N/A Stops at Outbound 10 BUTC Inbound 30 N/A No Change 262b Westwood Outbound 30 N/A No Change N/A Stops at Inbound 5 BUTC 265a West Bellfort N/A Stops at Outbound 5 Southwest BUTC N/A Stops at Inbound 5 BUTC 265b West Bellfort N/A Stops at Outbound 5 BUTC Westwood/West Inbound N/A 5 No Change 269 Bellfort Outbound N/A 5 No Change West To TMC 15 N/A No Change 292 Bellfort/Westwood / From No Change 15 N/A TMC TMC

PART 2: Ridership Forecasts

Ridership forecasts for each alternative described in Part 1 were estimated by running H- GAC’s regional travel demand model, implemented in CUBE software. These forecasts are for an average weekday condition. They include commuter work trips as well as non-work trips. The model produces ridership by peak period (AM and PM combined) and off-peak period.

Presented in Table 5 are the projected ridership estimates for each alternative.

As seen in Table 5, under the mixed flow option on West Loop, the DBL service running from NWTC to BUTC is projected to generate about 14,100 daily boardings in 2018 and 19,800 daily boardings in 2035. Under the elevated busway option on the West Loop, the DBL is projected to carry 18,400 trips in 2018 and 25,800 trips in 2035.

Approximately 56 percent of these boardings would occur in AM and PM peak periods combined and the remaining 44 percent would be distributed during the mid day and late evening. The maximum peak passenger loads projected during the peak AM and PM hours are shown in Table 6.

Table: 5 DBL Ridership Forecasts (Boardings) for 2018 and 2035 DBL from NWTC to BUTC DBL from NWTC to BUTC (Mixed flow on West loop) (Elevated bus way on West Loop) 2018 2035 2018 2035 BUTC 2,600 4,300 3250 5400 Richmond 1,750 2,900 2300 3800 Fairdale 250 400 350 500 West Alabama 500 1,250 600 1550 Westheimer 1,950 1,350 2500 1750 Guilford Court 450 650 550 800 Ambassador Way 500 700 650 900 San Felipe 1,150 1,600 1500 2100 Four Oaks 350 450 450 600 Uptown Park (Hollyhurst) 800 1,000 1000 1250 Memorial 500 600 not applicable not applicable NWTC 3,300 4,600 5250 7150 Total 14,100 19,800 18,400 25,800 Source: HDR Engg

Table 6: Maximum Peak Passenger Loads

2018 2035

AM Peak Hour Southbound from NWTC 950 1,400 Northbound from BUTC 800 1,100 PM Peak Hour Northbound to NWTC 850 1,300 Southbound to BUTC 700 1,050 Source: HDR Eng

A thorough analysis of the ridership results indicate nearly 52 percent of the DBL ridership would come from the Commuter buses using the HOV lanes in the IH 10, US 290, and US 59 corridors. About 16 percent of the ridership would be those trips using the park and ride lots located at NWTC and BUTC. Transfers to and from the local bus system would make up an additional 26 percent and the remaining 6 percent would be trips that would access the DBL using walk mode both on the origin and destination ends (i.e. – trips beginning and ending entirely within Uptown Houston).

POST OAK BOULEVARD PROJECT LAND OWNER SUPPORT Post Oak Boulevard Project Land Owner Support Linear Feet Along Post Oak Boulevard

Support 9,513 linear feet 58%

Do Not Support 3,353 linear feet 21%

Neutral / Unknown 3,235 linear feet 21%

Totals 16,101 linear feet

21%

Support

Do Not Support 58% Neutral / Unknown 21%

P ost Oak Boulevard Project Land Owner Support

Uptown 21% Park

21% 58%

Post Oak Plaza BLVD Place

Post Oak Centre at Shopping Center Post Oak

Dillards

Galleria

SupportSupport ProjectProject Do Not SupportSupport ProjectProject Neutral // Unknown Post Oak Boulevard Project Retail Land Owner Support Linear Feet Along Post Oak Boulevard

Support 5,528 linear feet 72%

Do Not Support 1,824 linear feet 24%

Neutral / Unknown 330 linear feet 4%

Totals 7,682 linear feet

24%

Support No Support 72% Neutral / Unknown

P ost Oak Boulevard Project Retail Land Owner Support

Uptown Park 24%

72%

Post Oak Plaza BLVD Place

Post Oak Centre at Shopping Center Post Oak

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REAL ESTATE ACQUISITION Summary of Real Estate Acquisition Guidelines

Planning Phase

1. Define the right-of-way needed through preliminary design of the project; 2. Obtain surveys for right-of-way needed; and 3. Meet with property owners to discuss the project, the right-of-way to be acquired, and the acquisition process.

Independent Appraisals

4. Secure independent appraisals estimating compensation for the right-of-way to be acquired; and 5. Secure review appraisals by a second independent appraiser.

Review and Negotiation

6. All appraisals are reviewed by the Right-of-Way Committee and Special Outside Counsel to the Board of Directors; 7. All acquisitions with Board Member ownership or direct involvement will be identified; 8. Right-of-way Committee recommends offers to the full Board of Directors for consideration and informs the Board of any Board member ownership or direct involvement; 9. The Board authorizes offers based upon the appraisals and after consultation with Special Outside Counsel; 10. Board members with ownership or direct involvement will be required to disclose of involvement and abstain from voting; 11. All compensation estimates over $500,000 must be reviewed and approved by the Federal Transit Administration before offers can be submitted; and 12. Negotiations with property owners for purchase of right-of-way tracts begin.

Purchase

13. If negotiations are successful, the Board will be asked to approve and authorize all purchases and compensation amounts; 14. Special Counsel to the Board will render fairness opinions on all transactions involving Board Members and on any other transaction requested by the Board; 15. Properties will be purchased and deeded to the City of Houston; and 16. Any properties that cannot be voluntarily purchased will be referred to the City of Houston for possible acquisition by eminent domain.

Harris County Improvement District No. 1 and Uptown Development Authority

REAL ESTATE ACQUISITION GUIDELINES

FOR THE

POST OAK BOULEVARD STREET RECONSTRUCTION PROJECT

APPROVED BY:

HCID NO. 1: NOVEMBER 19, 2014

THE AUTHORITY: NOVEMBER 19, 2014

TABLE OF CONTENTS

I. PROJECT OVERVIEW ...... 1

II. ACQUISITION PROGRAM ...... 1 A. Property Identification ...... 1 B. Title Work ...... 2 C. Letters of Intent ...... 2 D. Surveys ...... 2 E. Environmental Assessments ...... 2 F. Notices of Intent ...... 2 G. Appraisals ...... 3 H. Right-of-Way Acquisition Committee/Just Compensation ...... 3 I. Offers to Purchase ...... 3 J. Uneconomic Remnants ...... 4 K. Administrative Settlements ...... 4 L. Ninety-Day Notice to Vacate ...... 4 M. Closings ...... 4 N. Thirty-Day Notice to Vacate ...... 5 O. Eminent Domain ...... 5

III. RELOCATION ASSISTANCE PROGRAM ...... 6 A. Guidelines ...... 6 B. Benefits/Advisory Services ...... 6 C. Business and Non-Residential Relocation ...... 7 D. Right to Appeal ...... 7

REAL ESTATE ACQUISITION GUIDELINES FOR THE POST OAK BOULEVARD STREET RECONSTRUCTION PROJECT

I. PROJECT OVERVIEW

Harris County Improvement District No. 1 ("HCID No. 1") and the Uptown Development Authority (the "Authority") are planning the expansion and reconstruction of the two-mile segment of Post Oak Boulevard between IH 610 and Richmond Avenue (the "Project"). The Project will involve:

• Acquisition of the property interests necessary to increase the width of the right- of-way to approximately 136 feet;

• Reconstruction and improvement of the entire street cross section;

• Preservation of six lanes for general traffic;

• Improvements to sidewalks, landscape and hardscape, pedestrian lighting, and other pedestrian amenities; and

• Construction of infrastructure for bi-directional bus service operating in dedicated lanes in an expanded median.

It is anticipated that the Project will be funded in part through a grant from the Federal Transit Administration ("FTA") and thus will be subject to the requirements of the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended (42 U.S.C. § 4601 et seq.), and its implementing regulations (49 C.F.R. Part 24), collectively referred to as the "Uniform Act."

It is anticipated that HCID No. 1 will be the recipient of the FTA grant. The Authority will be responsible for contracting the design and engineering of the improvements to Post Oak Boulevard, acquiring the necessary property interests, and constructing the Project.

II. ACQUISITION PROGRAM

The acquisition of the right-of-way necessary to construct the Project will be conducted in accordance with the following guidelines (the "Guidelines") and the Uniform Act.

A. Property Identification

In conjunction with the design and engineering of the Project, the right-of-way requirements are being defined. Each parcel determined to be necessary for the Project will be assigned an identification number, which will be used to track the parcel through the right-of-way acquisition process.

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B. Title Work

As each parcel is identified, the Authority will arrange for:

• Preliminary title research to determine the ownership of the parcel; and

• The issuance of a title commitment for the parcel.

All title support services will be obtained from a title company regulated by the State of Texas.

C. Letters of Intent

As each parcel is identified, the Authority will arrange for the preparation of a survey, any necessary environmental assessments, and an appraisal. To the extent it is necessary for the Authority, its employees, or its consultants to gain access to the property to perform this work, the impacted property owner will be provided one or more Notices of Intent to enter the property in connection with the preparation of the required surveys, inspections, and assessments. These written notices will be either hand delivered or sent by certified mail, return receipt requested and regular first class mail.

The Authority's acquisition consultant will be primarily responsible for coordinating the necessary site visits with the property owners and, as appropriate, shall be in attendance during the surveys, inspections, and assessments.

D. Surveys

Each parcel will be surveyed by a Texas Registered Public Surveyor. The surveyor will be required to provide a signed and sealed metes and bounds description of each parcel and a signed and sealed plat satisfying the Category 1A, Condition II standard as defined in the Texas Society of Professional Surveyor's Manual of Practice for Land Surveying in Texas.

E. Environmental Assessments

Phase I Environmental Site Assessments have been completed for the Project. After review of the Phase I reports, a determination will be made if there is a need for additional (Phase II and/or Phase III) environmental work.

F. Notices of Intent

Upon confirming that a parcel is required for the Project, the acquisition consultant will arrange for the property owner to be provided a relocation notice conforming to the requirements of 49 C.F.R. Section 24.203(a).

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G. Appraisals

Each parcel will be independently appraised by a Texas State Certified real estate appraiser experienced in developing opinions of market value and compensation for similar public improvement projects. Appraisers will be selected by the acquisition consultant. The appraisals will conform to the requirements of the Uniform Standards of Professional Appraisal Practice and the Uniform Act.

Once an appraisal is ordered, the property owner will be notified that the appraiser intends to inspect the property and informed that the owner or the owner's representative may accompany the appraiser during that inspection.

Upon the completion of each appraisal, an independent appraisal review will be performed pursuant to the Uniform Act.

H. Right-of-Way Acquisition Committee/Just Compensation

The Authority's Board of Directors will appoint a committee, to be designated the Right-of-Way Acquisition Committee (the "ROW Committee"), composed of members of the Authority's Board who neither own nor are representatives of companies that own property required for the Project. Special outside counsel ("Counsel") will be retained to advise the ROW Committee in connection with the performance of its duties and all aspects of the acquisition process, with special consideration given to the fairness of each transaction and to potential conflicts of interest.

The ROW Committee and Counsel will review each appraisal and appraisal review. After conferring with Counsel, the ROW Committee will establish just compensation for each parcel. With respect to any property for which the recommended just compensation exceeds $500,000, the appraisal and appraisal review will be submitted to the FTA for concurrence prior to the issuance of an offer.

All requests for FTA-required approvals shall be in letter form signed by the President of HCID No. 1 or his designated representative to the FTA Regional Administrator or his designated representative and shall include the applicable appraisals and appraisal reviews as attachments.

I. Offers to Purchase

Following the completion of the appraisal process and the establishment of just compensation for a parcel, the Authority's Board of Directors will be requested to authorize the issuance of an offer to purchase the necessary right-of-way. The approved just compensation will be the basis for the offer. All negotiations will conform to the applicable requirements of the Uniform Act and the Texas Property Code.

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Whenever practical, offers will be made to the property owner in person. In the case of a property owner as to which it is not practical to make an offer in person, an offer packet will be sent by overnight delivery using a reputable national courier service. The acquisition consultant will contact the property owner and initiate the negotiations to purchase the right-of-way.

The Authority will make every reasonable effort to acquire all necessary right-of-way through good faith negotiations. Counteroffers will be reviewed by the ROW Committee and Counsel and, if the ROW Committee deems them appropriate, will be submitted to the Board for approval. If an agreement is reached, a closing date will be set with the title company and closing procedures will begin.

J. Uneconomic Remnants

In any situation in which a partial acquisition would leave the landowner with property having little or no utility, the Authority will pursue an agreement with the landowner regarding the acquisition of any such uneconomic remnant.

K. Administrative Settlements

If the negotiations with a property owner result in an agreement to acquire the necessary right-of-way for compensation that exceeds the estimated just compensation, the acquisition consultant and property owner may request the approval of an administrative settlement. Any proposed administrative settlement must be supported by documentation justifying the amount of the settlement and approved by the ROW Committee and the Authority's Board of Directors. In addition, any administrative settlement involving a property owner who serves on or whose representative serves on the Board of Directors of either HCID No. 1 or the Authority shall be subject to a fairness review by Counsel prior to being submitted for consideration by the ROW Committee and the Board.

Any administrative settlement will be subject to all necessary FTA approvals.

Upon receiving all necessary approvals for an administrative settlement, a closing date will be set with the title company and closing procedures will begin.

L. Ninety-Day Notice to Vacate

Promptly following the execution of a Purchase and Sale Agreement on behalf of the Authority and the property owner, the Authority will issue a 90-day Notice to Vacate, in accordance with the requirements of 49 C.F.R. Section 24.203(c).

M. Closings

Once an offer has been accepted or a settlement has been reached, all necessary documentation for the closing will be sent to the title company in a "closing packet".

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The closing packet will include:

• An original Purchase and Sale Agreement executed on behalf of the Authority and the property owner or a form of Closing Memorandum to be executed at the closing;

• A legal description prepared based on the Survey;

• Survey;

• Necessary documents of conveyance to be executed and acknowledged by the property owner;

• Instructions to the title company, including instructions relating to the proration of property taxes; and

• Any other documentation required for the closing.

Unless the City of Houston (the "City"), HCID No. 1, and the Authority otherwise agree, all right-of-way will be acquired through conveyance instruments vesting title in the City.

Once the title company has received all properly signed documents and been authorized to proceed with closing, the title company will (i) disburse the agreed- upon purchase price and any closing costs to the property owner and any other parties entitled to receive such funds, as shown on an executed closing statement, (ii) record the conveyance instrument and other closing documents, and (iii) issue the title policy.

N. Thirty-Day Notice to Vacate

If necessary, promptly following closing, the Authority will issue a 30-day Notice to Vacate stating the specific date by which the property owner must vacate the parcel being acquired, in accordance with the requirements of 49 C.F.R. Section 24.203(c).

O. Eminent Domain

HCID No. 1 and the Authority do not possess the power of eminent domain, and they thus will not seek to acquire right-of-way required for the Project through condemnation proceedings. However, if attempts to purchase right-of-way are unsuccessful and an administrative settlement cannot be reached, HCID No. 1 and the Authority may request the City to exercise its power of eminent domain to acquire the right-of-way. In conjunction with the submission of such a request to the City, the Authority will provide to the City's Director of Public Works and Engineering copies of (i) all title information relating to the parcel, (ii) the survey of the parcel, (iii) all environmental site assessments and other such reports, and (iv) all

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communications with the property owner relating to the Authority's efforts to acquire the parcel.

III. RELOCATION ASSISTANCE PROGRAM

The purposes of the Relocation Assistance Program (the "Relocation Program") are to assist property owners in identifying suitable replacement properties and to reimburse them for reasonable and necessary expenses incurred in connection with relocation from the properties acquired for the Project. The Relocation Program is made up of the following elements:

• Guidelines

• Benefits/Advisory Services

• Business and Non-Residential Relocation

• Right to Appeal

Any payment due to a qualifying displaced person and/or business (hereinafter, a "displacee") under the Relocation Program shall be made in addition to, and not as a substitute for, any just compensation paid to the property owner for the purchase of the property interest acquired.

A. Guidelines

The Uniform Act requires that relocation advisory services and relocation assistance payments be provided to eligible individuals and/or businesses who are displaced as a result of a program or project receiving federal financial assistance. Accordingly, the relocation of displaced persons and businesses in connection with the Project will be carried out in compliance with the Uniform Act and all other applicable laws.

B. Benefits/Advisory Services

Relocation assistance benefits and advisory services will be provided to each displacee without regard to race, color, sex, religion, country of national origin, handicap or familial status.

A designated relocation consultant will be retained to communicate with each displacee regarding the benefits to which it is entitled under the Relocation Program. The relocation consultant will attempt to schedule an appointment with the displacee during the early stages of the acquisition process to explain the Relocation Program and gather information to help determine the benefits for which the displacee is eligible. If the property is occupied by a tenant, the relocation consultant will ask the property owner for tenant information and schedule an appointment to meet with the

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tenant. A Relocation Brochure will be given to all persons being displaced as a result of the Project. This brochure will outline the benefits and procedures for Relocation. Owner-occupants will also receive an Acquisition Brochure.

C. Business and Non-Residential Relocation

Once a non-residential survey has been completed and a determination of eligibility has been made, the relocation consultant will meet with the business owner to discuss relocation needs, including requirements relating to space, location, site configuration, and cost, as well as moving options. The relocation consultant will be responsible for all facets of the move. Advisory services will be provided to help the displacee understand the program and the options with respect to its implementation.

Businesses are eligible for moving and moving related expenses and reestablishment and search costs. Alternatively, they have the option of a payment in lieu of all other reimbursements, which is an all inclusive flat amount based on the business's net income for the two (2) years prior to the year in which the displacement occurs. If the business owner is a tenant, the landlord also will be advised of its entitlement to benefits related to moving personal property that it may have on the premises.

All reimbursements and advisory services will be administered in accordance with the Uniform Act.

D. Right to Appeal

If a displacee believes that an error has been made in the determination of its eligibility or relocation payment, the displacee may file a written appeal within sixty (60) days after the displacee receives written notification of the determination of the displacee's claim.

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